Chassis of vehicle and vehicle

Abstract

A chassis of a vehicle comprises a front anti-collision beam (11), a front floor cross beam (12), a rear anti-collision beam (13) and a rear floor cross beam (14), the auxiliary frame (13) is located between the front anti-collision beam and the front floor cross beam in the longitudinal direction. The energy cabin is used for containing a battery, and the battery is located behind the front floor cross beam in the longitudinal direction; the energy absorption structure (15) is connected to the auxiliary frame and the front floor cross beam and located behind the front anti-collision beam in the longitudinal direction. And a vehicle. Through the arrangement of the chassis of the vehicle, effective safety protection on the passenger compartment and the battery energy compartment under the high-speed collision working condition, especially the front column collision working condition is achieved, meanwhile, the structural strength of the chassis of the vehicle is improved through the auxiliary frame with the large rigidity, and the energy absorption structure with the small rigidity can fully and stably crush and absorb energy; therefore, the invasion amount of a battery energy cabin and a passenger cabin is reduced, and the collision safety performance of the whole vehicle is improved.

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] Collision safety is a very important performance of a vehicle. When a vehicle collides (especially the front part of the vehicle), a huge collision impact force is often generated, which can crush the front structure of the vehicle. 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 can be subjected to a huge impact force, and even a serious accident such as an instantaneous explosion can be caused. 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, and do not involve collision safety in highway conditions and do not consider the front column collision working condition.

[0003] In a common vehicle structure, an energy absorption box is integrated between a front crash beam and a front longitudinal beam. When the vehicle collides, the front crash beam transmits the load force to the energy absorption box. After the energy absorption box is crushed and deformed, the load force is reduced, and then the load force is transmitted to the front longitudinal beam, and the front longitudinal beam transmits the load force to the passenger compartment and the battery. Although the energy absorption box with the above structure can absorb part of the load force after crushing and deforming, thereby reducing the load force transmitted to the passenger compartment and the battery, the energy absorption effect of the front structure of the chassis of the vehicle is still very limited, especially in the front column collision working condition, the damage to the driver and the battery is more serious.

[0004] SUMMARY

[0005] The present application provides a chassis of vehicle and vehicle to effectively protect the passenger compartment and the battery energy compartment in a high-speed collision working condition, especially in a front column collision working condition, reduce the intrusion amount of the battery energy compartment and the passenger compartment, and improve the energy absorption amount of the entire chassis of the vehicle.

[0006] In a first aspect, an embodiment of the present application provides a chassis of vehicle, comprising:

[0007] a front crash beam and a front floor cross beam which are arranged at intervals in the longitudinal direction;

[0008] a subframe which is located between the front crash beam and the front floor cross beam in the longitudinal direction;

[0009] an energy compartment for accommodating a battery, the battery being located behind the front floor cross beam in the longitudinal direction;

[0010] an energy absorption structure connected to the subframe and the front floor cross beam and located behind the front crash beam in the longitudinal direction.

[0011] In the above technical solution, the energy-absorbing structure is arranged between the front bumper beam and the front floor cross beam and connected with the subframe and the front floor cross beam, which realizes effective safety protection of the passenger compartment and the battery energy compartment under high-speed collision conditions, especially under the condition of frontal column impact, and improves the structural strength of the chassis of the vehicle by using the subframe with high rigidity, and the energy-absorbing structure with low rigidity can be fully and stably crushed to reduce the intrusion amount of the battery energy compartment and the passenger compartment, thereby improving the collision safety performance of the vehicle.

[0012] In some embodiments, at least part of the energy-absorbing structure is located vertically below the front bumper beam and above the subframe.

[0013] In some embodiments, the subframe includes a front subframe cross beam and a rear subframe cross beam arranged in the longitudinal direction, the energy-absorbing structure is connected with the upper wall surface of at least one of the front subframe cross beam and the rear subframe cross beam, and the energy-absorbing structure is connected with the front wall surface of the front floor cross beam.

[0014] In some embodiments, the energy-absorbing structure is connected with the upper wall surface of the front subframe cross beam, the upper wall surface of the rear subframe cross beam is arranged vertically spaced, and part of the energy-absorbing structure is located longitudinally behind the rear subframe cross beam.

[0015] In some embodiments, the chassis of the vehicle further includes:

[0016] a front wall structure located longitudinally behind the front bumper beam and in front of the front floor cross beam, and vertically above the subframe and the front floor cross beam, and the energy-absorbing structure is connected with the front wall structure.

[0017] In some embodiments, the energy-absorbing structure includes:

[0018] a first energy-absorbing member connected between the subframe and the front wall structure.

[0019] In some embodiments, the first energy-absorbing member is connected with the upper wall surface of the front subframe cross beam of the subframe and is arranged vertically spaced with the upper wall surface of the rear subframe cross beam of the subframe, and the rear end of the first energy-absorbing member in the longitudinal direction is connected with the front wall structure.

[0020] In some embodiments, the first energy-absorbing member is provided with a avoiding structure for avoiding other components between the front subframe cross beam and the rear subframe cross beam of the subframe.

[0021] In some embodiments, the energy-absorbing structure further includes:

[0022] A second energy-absorbing member is connected to the rear of the first energy-absorbing member in the longitudinal direction and to the front of the front floor cross beam.

[0023] In some embodiments, the second energy-absorbing member is located behind the rear cross beam of the subframe in the longitudinal direction and is spaced apart from the rear cross beam of the subframe.

[0024] In some embodiments, the energy-absorbing structure further comprises:

[0025] A first connecting member connects the first energy-absorbing member to the front wall structure and the second energy-absorbing member.

[0026] In some embodiments, the first connecting member comprises a first segment, a second segment and a third segment connected in sequence, the first segment, the second segment and the third segment are arranged in sequence from top to bottom, the second segment is bent relative to the first segment, the third segment is bent relative to the second segment, the first energy-absorbing member is connected to the first segment, the second segment and the third segment, the second energy-absorbing member is connected to the second segment and the third segment, and the front wall structure is connected to the first segment.

[0027] In some embodiments, the first energy-absorbing member has a plurality of first cavities, a first partitioning rib is arranged between adjacent two first cavities, and the first cavities extend through the first energy-absorbing member in the longitudinal direction; and / or,

[0028] The second energy-absorbing member has a plurality of second cavities, a second partitioning rib is arranged between adjacent two second cavities, and the second cavities extend through the second energy-absorbing member in the longitudinal direction; and / or,

[0029] The first connecting member has a plurality of third cavities, a third partitioning rib is arranged between adjacent two third cavities, and the third cavities extend through the first connecting member in the transverse direction, the transverse direction being perpendicular to the longitudinal direction.

[0030] In some embodiments, the energy-absorbing structure further comprises:

[0031] A second connecting member connects the second energy-absorbing member to the front floor cross beam.

[0032] In some embodiments, the energy-absorbing structure comprises a plurality of sub energy-absorbing structures, wherein at least part of the plurality of sub energy-absorbing structures are distributed in the longitudinal direction; and / or, at least part of the plurality of sub energy-absorbing structures are arranged in the transverse direction; and / or, at least part of the plurality of sub energy-absorbing structures extend in an oblique direction, the angle between the oblique direction and the transverse direction or the longitudinal direction being an acute angle.

[0033] In some embodiments, the front end of the energy-absorbing structure exceeds the front end of the front cross beam of the subframe.

[0034] In some embodiments, the front end of the energy-absorbing structure extends to the front impact beam.

[0035] In some embodiments, the front end of the energy-absorbing structure exceeds the front end of the front cross beam of the subframe.

[0036] In some embodiments, the front end of the energy-absorbing structure exceeds the front end of the front cross beam of the subframe.

[0037] The chassis of any one of the above vehicles.

[0038] In the above technical solution, by arranging the chassis of the vehicle, effective safety protection is achieved for the passenger cabin and the battery energy cabin under high-speed collision conditions, especially under the condition of frontal column impact, the subframe with high rigidity is used to improve the structural strength of the chassis of the vehicle, and the energy-absorbing structure with low rigidity can be fully and stably crushed to reduce the intrusion amount of the battery energy cabin and the passenger cabin, thereby improving the collision safety performance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed 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.

[0040] FIG. 1 is a structural schematic view of a chassis of a vehicle according to some embodiments of the present application;

[0041] FIG. 2 is a bottom view of the chassis of the vehicle according to some embodiments of the present application;

[0042] FIG. 3 is a sectional view of A-A in FIG. 2;

[0043] FIG. 4 is a structural schematic view of an energy-absorbing structure according to some embodiments of the present application;

[0044] FIG. 5 is a second bottom view of the chassis of the vehicle according to some embodiments of the present application;

[0045] FIG. 6 is a third bottom view of the chassis of the vehicle according to some embodiments of the present application;

[0046] FIG. 7 is a fourth bottom view of the chassis of the vehicle according to some embodiments of the present application;

[0047] FIG. 8 is a fifth bottom view of the chassis of the vehicle according to some embodiments of the present application.

[0048] Reference signs:

[0049] Chassis 10;

[0050] Front anti-collision beam 11, front floor cross beam 12;

[0051] Subframe 13, subframe front cross beam 131, subframe rear cross beam 132;

[0052] Front wall structure 14;

[0053] Energy absorption structure 15, sub energy absorption structure 151;

[0054] First energy absorption piece 152, avoiding structure 1521, first cavity 1522, first partition rib 1523;

[0055] First connecting piece 153, first section 1531, second section 1532, third section 1533, third cavity 1534, third partition rib 1535;

[0056] Second energy absorption piece 154, second connecting piece 155;

[0057] Barrier 20. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the embodiments of the present application will be described clearly below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0059] 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 specification of 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 non-exclusive inclusion. The terms "first", "second" and the like in the specification and claims of the present application or 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.

[0060] Reference within this application to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase "in an embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily mutually exclusive of one another.

[0061] In the description of the application, it is necessary to explain that, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting", "attachment" should be understood broadly, for example, can be fixedly connected, can be detachably connected, or integrally connected; can be directly connected, or indirectly connected through an intermediate medium; can be internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0062] The term "and / or" in this application is only to describe the association relationship of the associated objects, which means that there can be three kinds of relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " in this application generally represents that the front and rear associated objects have an "or" relationship.

[0063] "Multiple" appearing in this application refers to more than two (including two), and similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0064] Collision safety is a very important performance of a vehicle. When a vehicle collides (especially the front part of the vehicle), a huge collision impact force is often generated, which will crush the front structure of the vehicle, especially compared with a fuel vehicle, the consequences of high-speed collision accidents of an electric vehicle are more serious. 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 will be caused. The safety problem of electric vehicles has caused public concern, affecting the future development of the electric vehicle industry. However, the current collision standards can only cover urban working conditions and mainly investigate passenger safety, and do not involve collision safety in highway conditions and do not consider the front column collision working condition.

[0065] The inventor finds that in a general automobile structure, the energy absorption box is usually integrated between the front anti-collision beam and the front longitudinal beam. When the automobile collides, the front anti-collision beam transmits the load force to the energy absorption box. After the energy absorption box collapses and deforms, the load force is reduced, and then the load force is transmitted to the front longitudinal beam, and the front longitudinal beam transmits the load force to the passenger compartment. Although the energy absorption box with the above structure can absorb part of the load force after collapsing and deforming, thereby reducing the load force transmitted to the passenger compartment, the energy absorption effect of the front chassis structure of the automobile is still very limited, especially in the case of front pillar collision, the damage to the driver and the battery is more serious.

[0066] In the related art, for a fuel automobile, a collapsing energy absorption structure is generally not arranged between the front floor cross beam and the anti-collision beam. For a front-engine rear-drive fuel automobile, a longitudinal transmission shaft needs to be arranged in the corresponding area, and there is no more space for arranging the collapsing energy absorption structure. Moreover, since the longitudinal transmission shaft from the front engine compartment to the rear axle is arranged, even if the related collapsing energy absorption structure is arranged, it is actually impossible to realize the collapsing energy absorption. For a front-engine front-drive fuel automobile, since the engine and a large number of transmission mechanisms are arranged in the front engine compartment, the collapsing energy absorption structure is generally arranged in the front or middle part of the front engine compartment, and the collapsing energy absorption structure is not arranged between the front floor cross beam and the anti-collision beam.

[0067] Based on the above consideration, in order to solve the problem that the safety of the passenger compartment and the battery of the electric automobile cannot be guaranteed in the high-speed collision condition, especially in the case of front pillar collision, the inventor designs a chassis of a vehicle, which comprises a subframe, an energy cabin, an energy absorption structure, and front anti-collision beams and front floor cross beams arranged in the longitudinal direction. The subframe is located between the front anti-collision beams and the front floor cross beams in the longitudinal direction. The energy cabin is used to accommodate the battery, and the battery is located behind the front floor cross beam in the longitudinal direction. The energy absorption structure is connected to the subframe and the front floor cross beam, and the energy absorption structure is located behind the front anti-collision beam in the longitudinal direction.

[0068] In the chassis of the vehicle with the above structure, the energy absorption structure is arranged between the front anti-collision beam and the front floor cross beam and connected to the subframe and the front floor cross beam, so that the energy absorption structure is located in the opening area of the front compartment assembly. In the process of high-speed (for example, the vehicle speed is greater than 100 kph) front pillar collision, the barrier can be pressed from the middle part to the rear through the front anti-collision beam and the subframe, and then abut against the energy absorption structure. The energy absorption structure is fully crushed and absorbs energy, thereby reducing the intrusion amount of the battery energy cabin and the passenger compartment, and further solving the safety problem of the battery and the driver and passenger.

[0069] 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. 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 battery to the motor. For example, the battery can be arranged at the bottom of the chassis of the vehicle. 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 starting, navigation and operation of the vehicle. 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, which can replace or partially replace fuel or natural gas to provide driving power for the vehicle.

[0070] Unless otherwise specified, as shown in FIGS. 2-4, the longitudinal direction in the present application is the length direction of the vehicle, that is, the front-rear direction in the drawing; the transverse direction in the present application is the width direction of the vehicle, that is, the left-right direction in the drawing; and the vertical direction in the present application is the height direction of the vehicle, that is, the up-down direction in the drawing.

[0071] According to some embodiments of the present application, as shown in FIGS. 1-2 and 5-8, the present application provides a chassis 10 of a vehicle, which comprises a subframe 13, an energy cabin, an energy absorption structure 15 and a front crash beam 11 and a front floor cross beam 12 arranged in the longitudinal direction.

[0072] The subframe 13 is located between the front crash beam 11 and the front floor cross beam 12 in the longitudinal direction; the energy cabin is used to accommodate the battery, and the battery is located behind the front floor cross beam in the longitudinal direction; the energy absorption structure 15 is connected to the subframe 13 and the front floor cross beam 12, and the energy absorption structure 15 is located behind the front crash beam 11 in the longitudinal direction.

[0073] The projection of the front crash beam 11 is located in front of the projection of the front floor cross beam 12 in the vertical direction and with the first plane as the projection plane, and the first plane is parallel to the horizontal plane; the projection of the subframe 13 is located between the projections of the front crash beam 11 and the front floor cross beam 12 in the vertical direction and with the first plane as the projection plane; and the projection of the energy absorption structure 15 is located behind the projection of the front crash beam 11 in the vertical direction and with the first plane as the projection plane.

[0074] The battery can be a battery monomer, a battery module composed of a plurality of battery monomers, or a battery pack composed of a plurality of battery monomers or a plurality of battery modules.

[0075] The connection mode between the energy absorption structure 15 and the subframe 13 can include but is not limited to threaded connection, welding or riveting, etc., which is not limited here.

[0076] For example, in some embodiments, the connection mode between the energy absorption structure 15 and the subframe 13 is welding.

[0077] The connection between the energy-absorbing structure 15 and the front floor cross beam 12 can include, but is not limited to, threaded connection, welding or riveting, etc., which is not limited here.

[0078] For example, in some embodiments, the connection between the energy-absorbing structure 15 and the front floor cross beam 12 is threaded connection.

[0079] In some embodiments, at least part of the energy-absorbing structure 15 is connected to the middle region of the front floor cross beam 12 in the transverse direction. The middle region refers to the region covered by a certain distance on both sides of the transverse center line of the front cross beam 13, for example, the middle region is set as the region covered by 0.5m on both sides of the transverse center line of the front cross beam 13.

[0080] In actual implementation, as shown in FIGS. 1-2 and 5-8, in the high-speed frontal column impact condition, the barrier 20 first collides with the middle part of the front bumper beam 11, the front bumper beam 11 is collapsed backward under the impact force, and the fully deformed front bumper beam 11 exerts a pressing action on the subframe 13 and the energy-absorbing structure 15, thereby transferring the impact force to the subframe 13 and the energy-absorbing structure 15. Based on the greater rigidity of the subframe 13, the subframe 13 can increase the overall rigidity of the chassis of the vehicle, and based on the smaller rigidity of the energy-absorbing structure 15, the energy-absorbing structure 15 can be fully crushed and absorbed energy, so that the impact force transmitted to the front floor cross beam 12 is very small.

[0081] The chassis 10 of the vehicle provided by the embodiments of the present application achieves effective safety protection for the passenger cabin and the battery energy cabin in the high-speed impact condition, especially in the frontal column impact condition, by the structure design of the energy-absorbing structure 15 arranged between the front bumper beam 11 and the front floor cross beam 12 and connected with the subframe 13 and the front floor cross beam 12. At the same time, the structure strength of the chassis 10 of the vehicle is improved by the subframe 13 with greater rigidity, and the energy-absorbing structure 15 with smaller rigidity can fully and stably crush and absorb energy, thereby reducing the intrusion amount of the battery energy cabin and the passenger cabin, and further improving the crash safety performance of the vehicle.

[0082] According to some embodiments of the present application, as shown in FIG. 3, at least part of the energy-absorbing structure 15 can be located below the front bumper beam 11 and above the subframe 13 in the vertical direction.

[0083] In this embodiment, as shown in FIG. 3, at least part of the projection of the energy-absorbing structure 15 is below the projection of the front bumper beam 11 in the transverse direction and on the second plane as the projection plane, and the second plane is parallel to the vertical plane; at least part of the projection of the energy-absorbing structure 15 is above the projection of the subframe 13 in the transverse direction and on the second plane as the projection plane; at least part of the projection of the energy-absorbing structure 15 is between the projection of the front bumper beam 11 and the projection of the subframe 13 in the transverse direction and on the second plane as the projection plane.

[0084] In some other embodiments, the energy-absorbing structure 15 can be located vertically below the front bumper beam 11 and above the subframe 13.

[0085] By virtue of the above-mentioned structure of arranging the energy-absorbing structure 15 at least partially vertically below the front bumper beam 11 and above the subframe 13, the front bumper beam 11 can stop against the energy-absorbing structure 15 and the subframe 13 after sufficient collapse, so as to transmit the collision energy to the energy-absorbing structure 15 and the subframe 13 as much as possible, and facilitate stable and sufficient collapse of the energy-absorbing structure 15.

[0086] According to some embodiments of the present application, as shown in FIGS. 1-3, the subframe 13 comprises a subframe front cross beam 131 and a subframe rear cross beam 132 arranged longitudinally at intervals, the energy-absorbing structure 15 can be connected to the upper wall surface of at least one of the subframe front cross beam 131 and the subframe rear cross beam 132, and the energy-absorbing structure 15 can be connected to the front wall surface of the front floor cross beam 12.

[0087] In this embodiment, as shown in FIGS. 1-3, the energy-absorbing structure 15 can be connected to the upper wall surface of the subframe front cross beam 131 of the subframe 13, and the energy-absorbing structure 15 can be connected to the front wall surface of the front floor cross beam 12. In a high-speed frontal column impact working condition, the barrier 20 extrudes the energy-absorbing structure 15 and the subframe 13 from the middle part to the rear through the front bumper beam 11, wherein the subframe front cross beam 131 can transmit the collision force to the energy-absorbing structure 15 connected to the upper wall surface thereof after collapsing the energy-absorbing structure, so as to make the energy-absorbing structure 15 fully collapse and absorb energy.

[0088] In some other embodiments, the energy-absorbing structure 15 can be connected to the upper wall surface of the subframe rear cross beam 132 of the subframe 13, and the energy-absorbing structure 15 can be connected to the front wall surface of the front floor cross beam 12.

[0089] In yet some other embodiments, the energy-absorbing structure 15 can be connected to the rear wall surface of the subframe front cross beam 131 of the subframe 13, and the energy-absorbing structure 15 can be connected to the front wall surface of the front floor cross beam 12.

[0090] By virtue of the above-mentioned structure of arranging the energy-absorbing structure 15 to be connected to the upper wall surface of at least one beam of the subframe 13 and the front wall surface of the front floor cross beam 12, the collision energy can be dispersed along the predetermined force transmission path, so as to effectively resist the residual kinetic energy during the collision process and improve the stability of the energy-absorbing structure 15 in longitudinal collapse.

[0091] According to some embodiments of the present application, as shown in FIG. 3, the energy-absorbing structure 15 can be connected to the upper wall surface of the subframe front cross beam 131, the energy-absorbing structure 15 and the upper wall surface of the subframe rear cross beam 132 can be arranged vertically at intervals, and a part of the energy-absorbing structure 15 can be located longitudinally behind the subframe rear cross beam 132.

[0092] In actual implementation, as shown in FIG. 2-3, in the high-speed frontal column impact working condition, the barrier 20 extrudes the energy-absorbing structure 15 and the subframe 13 from the middle part to the rear through the front anti-collision beam 11, wherein the front cross beam 131 of the subframe crushes and absorbs energy, and then the collision force can be transmitted to the energy-absorbing structure 15 connected to the upper wall surface thereof, so that the energy-absorbing structure 15 is fully crushed and absorbs energy; after the rear cross beam 132 of the subframe crushes and absorbs energy, a part of the energy-absorbing structure 15 located behind the rear cross beam 132 can be extruded, so that the collision force is transmitted to the part of the energy-absorbing structure 15 located behind the rear cross beam 132, and the part of the energy-absorbing structure 15 is fully crushed and absorbs energy.

[0093] By setting the energy-absorbing structure 15 as a part of which is located behind the rear cross beam 132 of the subframe, at least part of the energy-absorbing structure 15 is placed in the force transmission path of the rear cross beam 132 of the subframe, and the structure design that the front cross beam 131 of the subframe is connected to the front part of the energy-absorbing structure 15 is matched, so that extrusion force transmission occurs between at least two parts of the energy-absorbing structure 15 and the subframe 13, and the phenomenon that the energy-absorbing structure 15 is not fully crushed locally is prevented.

[0094] According to some embodiments of the present application, as shown in FIG. 3, the chassis 10 of the vehicle can further include a front wall structure 14.

[0095] The front wall structure 14 can be located longitudinally behind the front anti-collision beam 11 and in front of the front floor cross beam 12, and the front wall structure 14 can be located vertically above the subframe 13 and the front floor cross beam 12, and the energy-absorbing structure 15 can be connected to the front wall structure 14.

[0096] The front wall structure 14 can include a front wall plate and a front wall cross beam, the front wall plate can be connected between the front wall cross beam and the anti-collision structure on the front floor, in a projection direction of a vertical direction and a projection surface of a first plane, a projection of the front wall cross beam is located in front of a projection of the front wall plate; in a projection direction of a horizontal direction and a projection surface of a second plane, at least part of a projection of the front wall plate is located below a projection of the front wall cross beam.

[0097] The energy-absorbing structure 15 can be connected to the front wall cross beam, wherein the connection mode of the energy-absorbing structure 15 to the front wall cross beam can include but is not limited to welding, riveting or threaded connection, etc., which is not limited here.

[0098] For example, in some embodiments, the connection mode of the energy-absorbing structure 15 to the front wall cross beam is threaded connection.

[0099] In actual implementation, as shown in FIG. 3, the energy-absorbing structure 15 absorbs impact energy and collapses backward, deforms to the position connected with the front wall structure 14, and continuously extrudes the front wall structure 14 backward, a part of the collision force is gradually transmitted from the energy-absorbing structure 15 to the front wall structure 14, the front wall structure 14 is fully crushed and absorbs energy, the collision force can be transmitted from the front wall structure 14 to the rear anti-collision structure, and the energy-absorbing structure 15 continues to collapse backward, the deformed energy-absorbing structure 15 extrudes the front floor cross beam 12, thereby transmitting the remaining collision force to the front floor cross beam 12, and finally transmitting the collision force to the rear anti-collision structure.

[0100] The chassis 10 of the vehicle provided by the embodiment of the present application provides multiple force transmission paths for dispersing and transmitting the collision force after the energy-absorbing structure 15 through the setting of the front wall structure 14, increases the diversity of the force transmission path, and realizes the buffering and transmission of the collision force to the rear anti-collision structure through the front floor cross beam 12 and the front wall structure 14, thereby relieving the negative impact of the impact energy of high-speed column impact on the safety of the driver and passengers and the battery as much as possible.

[0101] According to some embodiments of the present application, as shown in FIGS. 3-4, the energy-absorbing structure 15 can include a first energy-absorbing piece 152.

[0102] The first energy-absorbing piece 152 can be connected between the subframe 13 and the front wall structure 14.

[0103] The first energy-absorbing piece 152 can include but is not limited to an energy-absorbing box, a spring, an airbag, etc., which is not limited here.

[0104] For example, in some embodiments, as shown in FIG. 4, the first energy-absorbing piece 152 is an energy-absorbing box.

[0105] The shape of the first energy-absorbing piece 152 can include but is not limited to a square, a prism, a cylinder, or an irregular special shape, etc., which is not limited here.

[0106] For example, in some embodiments, as shown in FIGS. 3-4, the shape of the first energy-absorbing piece 152 is an irregular special shape.

[0107] In actual implementation, as shown in FIGS. 2-3, in the high-speed front column impact working condition, the barrier 20 extrudes the energy-absorbing structure 15 and the subframe 13 backward from the middle through the front bumper beam 11, the first energy-absorbing piece 152 absorbs impact energy and collapses backward, continuously extrudes the front wall structure 14 backward, thereby transmitting the collision force from the first energy-absorbing piece 152 to the front wall structure 14, the front wall structure 14 is fully crushed and absorbs energy, and the collision force can be transmitted from the front wall structure 14 to the rear anti-collision structure.

[0108] The chassis 10 of the vehicle provided by the embodiments of the present application achieves a collision force transmission path from the front bumper beam 11 to the front wall structure 14 via the auxiliary frame 13 and the first energy-absorbing member 152, so that the path can effectively share a part of the collision force to improve the singleness of the force transmission path.

[0109] According to some embodiments of the present application, as shown in FIGS. 1-3, the first energy-absorbing member 152 can be connected to the upper wall surface of the front transverse beam 131 of the auxiliary frame 13, and the first energy-absorbing member 152 and the upper wall surface of the rear transverse beam 132 of the auxiliary frame 13 can be vertically spaced apart, and the rear end of the first energy-absorbing member 152 in the longitudinal direction can be connected to the front wall structure 14.

[0110] It can be understood that if the first energy-absorbing member is connected to the upper wall surface of the rear transverse beam of the auxiliary frame, when the collision force is transmitted to the first energy-absorbing member through the front bumper beam and the auxiliary frame, since the front and rear parts of the first energy-absorbing member are fixedly connected to the front transverse beam and the rear transverse beam of the auxiliary frame at this time, the collision force of the first energy-absorbing member in the initial stage of the collision is too large, causing unstable collision compression deformation of the first energy-absorbing member.

[0111] In the case that the first energy-absorbing member 152 and the upper wall surface of the rear transverse beam 132 of the auxiliary frame 13 are vertically spaced apart, the collision force of the first energy-absorbing member 152 in the initial stage of the collision can be reduced, thereby improving the stability of the collision compression deformation of the first energy-absorbing member 152, so that the first energy-absorbing member 152 can be fully crushed in the longitudinal direction.

[0112] According to some embodiments of the present application, as shown in FIGS. 3-4, the first energy-absorbing member 152 can be provided with an avoiding structure 1521 for avoiding other components between the front transverse beam 131 and the rear transverse beam 132 of the auxiliary frame 13.

[0113] As shown in FIGS. 3-4, the avoiding structure 1521 can include an avoiding groove, based on the energy-absorbing structure 15 being arranged in the opening area of the front compartment, other structural members need to be arranged in the front compartment of the vehicle, so the energy-absorbing structure 15 needs to fully consider the arrangement of the surrounding components in the actual design, thereby making adaptive avoiding adjustment, i.e., setting the avoiding structure 1521 with a corresponding shape.

[0114] It should be noted that in the case that the arrangement space of the front compartment allows, the energy-absorbing structure 15 can be designed according to the principle of thin front end and thick rear end to optimize the buffering effect of the energy-absorbing structure 15.

[0115] Through the above-mentioned avoiding structure 1521, the energy-absorbing structure 15 avoids other components in the front compartment, and as much as possible reduces the interference between the energy-absorbing structure 15 and the surrounding components, and prevents the energy-absorbing structure 15 from being extruded to the surrounding components when being crushed.

[0116] According to some embodiments of the present application, as shown in FIGS. 3-4, the energy-absorbing structure 15 can further include a second energy-absorbing member 154.

[0117] The second energy-absorbing member 154 can be connected behind the first energy-absorbing member 152 in the longitudinal direction, and the second energy-absorbing member 154 can be connected in front of the front floor cross beam 12.

[0118] The second energy-absorbing member 154 can include, but is not limited to, an energy-absorbing box, a spring, or an air bag, etc., which is not limited here.

[0119] For example, in some embodiments, as shown in FIG. 4, the second energy-absorbing member 154 is an energy-absorbing box.

[0120] The shape of the second energy-absorbing member 154 can include, but is not limited to, a square, a prism, a cylinder, or an irregular special-shaped body, etc., which is not limited here.

[0121] For example, in some embodiments, as shown in FIGS. 3-4, the shape of the second energy-absorbing member 154 is a square.

[0122] In actual implementation, as shown in FIG. 3, the first energy-absorbing member 152 absorbs impact energy and collapses backward, continuously extruding the front wall structure 14, a part of the collision force is gradually transmitted from the energy-absorbing structure 15 to the front wall structure 14, the front wall structure 14 is fully crushed and absorbs energy, the collision force can be transmitted from the front wall structure 14 to the rear anti-collision structure, and the first energy-absorbing member 152 transmits another part of the collision force to the second energy-absorbing member 154, the second energy-absorbing member 154 continues to absorb energy and collapse backward, and the fully deformed second energy-absorbing member 154 extrudes the front floor cross beam 12, thereby transmitting the remaining collision force to the front floor cross beam 12, and finally transmitting the collision force to the rear anti-collision structure.

[0123] The chassis 10 of the vehicle provided by the embodiments of the present application realizes the longitudinal split design of the energy-absorbing structure 15 by the arrangement of the first energy-absorbing member 152 and the second energy-absorbing member 154, reduces the interference between the two transmission paths, and can only sacrifice the first energy-absorbing member 152 in front when the collision speed is low, thereby reducing the maintenance cost.

[0124] According to some embodiments of the present application, as shown in FIGS. 1-3, the second energy-absorbing member 154 can be located behind the rear cross beam 132 of the subframe 13 in the longitudinal direction, and the second energy-absorbing member 154 and the rear cross beam 132 of the subframe can be arranged in a spaced manner.

[0125] In actual implementation, as shown in FIGS. 1-3, in a high-speed frontal column impact working condition, the barrier 20 extrudes the energy-absorbing structure 15 and the subframe 13 from the middle to the rear of the front anti-collision beam 11, wherein the front beam 131 of the subframe is crushed to absorb energy, and then the collision force is transmitted to the first energy-absorbing member 152 connected to the upper wall surface of the front beam 131, so that the first energy-absorbing member 152 is fully crushed to absorb energy; the rear beam 132 of the subframe is crushed to absorb energy, and then the collision force is transmitted to the second energy-absorbing member 154 located behind the rear beam 132, so that the second energy-absorbing member 154 is fully crushed to absorb energy.

[0126] By setting the energy-absorbing structure 15 to be located behind and spaced apart from the rear beam 132 of the subframe 13, the second energy-absorbing member 154 is arranged in the force transmission path of the rear beam 132 of the subframe, and the front beam 131 of the subframe is connected to the front part of the energy-absorbing structure 15, so that the first energy-absorbing member 152 and the second energy-absorbing member 154 are both extruded to transmit force to the subframe 13, and the phenomenon of insufficient local crushing of the second energy-absorbing member 154 is prevented.

[0127] According to some embodiments of the present application, as shown in FIGS. 3-4, the energy-absorbing structure 15 can further include a first connecting member 153.

[0128] The first energy-absorbing member 152 can be connected to the front wall structure 14 and the second energy-absorbing member 154 through the first connecting member 153.

[0129] The connection between the first energy-absorbing member 152 and the first connecting member 153 can include but is not limited to threaded connection, welding or riveting, etc., which is not limited here.

[0130] For example, in some embodiments, the connection between the first energy-absorbing member 152 and the first connecting member 153 is threaded connection.

[0131] The connection between the second energy-absorbing member 154 and the first connecting member 153 can include but is not limited to threaded connection, welding or riveting, etc., which is not limited here.

[0132] For example, in some embodiments, the connection between the second energy-absorbing member 154 and the first connecting member 153 is threaded connection.

[0133] The connection between the front wall structure 14 and the first connecting member 153 can include but is not limited to threaded connection, welding or riveting, etc., which is not limited here.

[0134] For example, in some embodiments, the connection between the front wall structure 14 and the first connecting member 153 is threaded connection.

[0135] The first connecting member 153 can include a connecting plate, which can be a straight plate or a bent plate, etc., and the like, which is not limited herein.

[0136] In this embodiment, as shown in FIGS. 3-4, the first connecting member 153 includes a bent connecting plate, the first energy-absorbing member 152 and the second energy-absorbing member 154 can be located on the two sides of the first connecting member 153 along the longitudinal direction, and the front wall structure 14 can be connected to the upper portion of the first connecting member 153.

[0137] Through the above arrangement of the first connecting member 153, the assembly between the first energy-absorbing member 152, the second energy-absorbing member 154 and the front wall structure 14 is achieved, so that the first energy-absorbing member 152 can disperse and transmit the collision force to the second energy-absorbing member 154 and the front wall structure 14 after being crushed, and the collision force is transmitted away through a reasonable force transmission path, thereby reducing the harm index to the driver and passengers and the battery.

[0138] According to some embodiments of the present application, as shown in FIGS. 3-4, the first connecting member 153 can include a first segment 1531, a second segment 1532 and a third segment 1533 connected in sequence, the first segment 1531, the second segment 1532 and the third segment 1533 can be arranged in sequence from top to bottom, the second segment 1532 can be arranged in a bent manner relative to the first segment 1531, the third segment 1533 can be arranged in a bent manner relative to the second segment 1532, the first energy-absorbing member 152 can be connected to the first segment 1531, the second segment 1532 and the third segment 1533, the second energy-absorbing member 154 can be connected to the second segment 1532 and the third segment 1533, and the front wall structure 14 can be connected to the first segment 1531.

[0139] In this embodiment, as shown in FIGS. 3-4, the first segment 1531 can be arranged along the vertical direction, the second segment 1532 can be arranged along the longitudinal direction, and the third segment 1533 can be arranged along the vertical direction, in other words, the first segment 1531 and the second segment 1532 can form a right angle, the second segment 1532 and the third segment 1533 can form a right angle, the first energy-absorbing member 152 can be connected to the front wall surface of the first segment 1531, the upper wall surface of the second segment 1532 and the front wall surface of the third segment 1533, the second energy-absorbing member 154 can be connected to the lower wall surface of the second segment 1532 and the rear wall surface of the third segment 1533, and the front wall structure 14 can be connected to the rear wall surface of the first segment 1531, the first energy-absorbing member 152 and the second energy-absorbing member 154 are not arranged in a longitudinal direction, i.e., in a vertical projection direction, with a first plane as a projection plane, the projection of the first energy-absorbing member 152 on the first plane and the projection of the second energy-absorbing member 154 on the first plane have an overlapping area.

[0140] Through the arrangement of the first section 1531, the second section 1532 and the third section 1533, the first energy-absorbing part 152 and the second energy-absorbing part 154 can be connected with the multiple wall surfaces of the first connecting part 153, the contact area of the first energy-absorbing part 152 and the second energy-absorbing part 154 with the first connecting part 153 is increased, and the force transmission effect between the first energy-absorbing part 152 and the second energy-absorbing part 154 and the first connecting part 153 is optimized.

[0141] According to some embodiments of the present application, as shown in FIG. 4, the first energy-absorbing part 152 can have multiple first cavities 1522, and a first partition rib 1523 can be arranged between two adjacent first cavities 1522, and the first cavities 1522 can extend through the first energy-absorbing part 152 in the longitudinal direction.

[0142] The shape of the first cavity 1522 can include but is not limited to a square, a triangle, a circle or a polygon, etc., which is not limited here.

[0143] For example, in some embodiments, as shown in FIG. 4, the shape of the first cavity 1522 is a square.

[0144] The first partition rib 1523 can be linear, arc-shaped, wavy or sawtooth-shaped, etc., which is not limited here.

[0145] For example, in some embodiments, as shown in FIG. 4, the first partition rib 1523 is linear.

[0146] It can be understood that, since the first energy-absorbing part 152 needs to maximize the energy absorption, the extension direction of the first cavity 1522 needs to be consistent with the transmission direction of the collision force, so as to maintain the stability of the longitudinal crushing of the first energy-absorbing part 152.

[0147] Through the arrangement of the first cavity 1522 and the first partition rib 1523, the first energy-absorbing part 152 can be folded and deformed according to the predetermined design to effectively absorb the collision energy when the collision occurs, so as to slow down the further transmission of the collision energy, while reducing the overall weight of the first energy-absorbing part 152 to realize the lightweight design.

[0148] According to some embodiments of the present application, the second energy-absorbing part 154 can have multiple second cavities, a second partition rib can be arranged between two adjacent second cavities, and the second cavities can extend through the second energy-absorbing part 154 in the longitudinal direction.

[0149] The shape of the second cavity can include but is not limited to a square, a triangle, a circle or a polygon, etc., which is not limited here.

[0150] For example, in some embodiments, the shape of the second cavity is a circle.

[0151] The second dividing rib can be straight, curved, wavy, or serrated, etc., and there are no restrictions here.

[0152] For example, in some embodiments, the second dividing rib is wavy.

[0153] Understandably, since the second energy-absorbing element 154 needs to maximize the energy absorption, the extension direction of the second cavity must be consistent with the direction of the impact force transmission in order to maintain the stability of the longitudinal crushing of the second energy-absorbing element 154.

[0154] With the above-mentioned second cavity and second partition rib, the second energy-absorbing component 154 can undergo wrinkling deformation according to the predetermined design during the collision to effectively absorb the collision energy, so as to slow down the further rearward transmission of the collision energy, and at the same time reduce the overall weight of the second energy-absorbing component 154 to achieve a lightweight design.

[0155] According to some embodiments of this application, as shown in FIG3, the first connector 153 may have a plurality of third cavities 1534, and a third partition rib 1535 may be provided between two adjacent third cavities 1534. The third cavity 1534 may extend laterally through the first connector 153, and the lateral direction is perpendicular to the longitudinal direction.

[0156] The shape of the third cavity 1534 may include, but is not limited to, square, triangular, circular or polygonal shapes, etc., without restriction here.

[0157] For example, in some embodiments, as shown in FIG3, the third cavity 1534 is square in shape.

[0158] The third dividing rib 1535 can be straight, arc-shaped, wavy, or sawtooth-shaped, etc., and there are no restrictions here.

[0159] For example, in some embodiments, as shown in Figure 3, the third dividing rib 1535 is straight.

[0160] Understandably, since the first energy-absorbing component 152 and the second energy-absorbing component 154 need to maximize energy absorption, the extension directions of the first cavity 1522 and the second cavity are consistent with the direction of impact force transmission to maintain the longitudinal crushing stability of the first energy-absorbing component 152 and the second energy-absorbing component 154. The first connector 153 needs to undertake the task of assembling the first energy-absorbing component 152, the second energy-absorbing component 154 and the front structure 14. The first connector 153 needs to have sufficient rigidity. Therefore, the extension direction of the third cavity 1534 is perpendicular to the extension direction of the first cavity 1522 and the second cavity to support the overall frame of the first connector 153.

[0161] Through the arrangement of the third cavity 1534 and the third partition rib 1535, in combination with the arrangement of the first cavity 1522, the second cavity, the first partition rib 1523 and the second partition rib, the first energy-absorbing member 152 and the second energy-absorbing member 154 can be deformed by folding according to the predetermined design to effectively absorb the collision energy, so as to maximize the reduction of further transmission of the collision energy to the rear, while reducing the overall weight of the chassis 10 of the vehicle, and realizing the lightweight design of the vehicle.

[0162] According to some embodiments of the present application, as shown in FIGS. 3-4, the energy-absorbing structure 15 can further include a second connecting member 155.

[0163] The second energy-absorbing member 154 can be connected to the front floor cross beam 12 through the second connecting member 155.

[0164] In this embodiment, as shown in FIGS. 3-4, the second connecting member 155 can be a bent plate structure, and the second connecting member 155 can be connected to two side walls of the front floor cross beam 12. Specifically, the second connecting member 155 can be in an L shape, the second connecting member 155 can be connected to the front wall surface and the lower wall surface of the front floor cross beam 12, and the second connecting member 155 can be connected to the front wall surface and the lower wall surface of the front floor cross beam 12 through threaded connection or other means. The rear end of the second energy-absorbing member 154 can be connected to the second connecting member 155 through threaded connection or other means.

[0165] In other embodiments, the second connecting member 155 can be connected to three side walls of the front floor cross beam 12.

[0166] The chassis 10 of the vehicle provided by the embodiments of the present application realizes the assembly between the rear end of the second energy-absorbing member 154 and the front end of the front floor cross beam 12 through the arrangement of the second connecting member 155, increases the force transmission area between the second energy-absorbing member 154 and the front floor cross beam, and enables the front floor cross beam 12 to provide good support to the second energy-absorbing member 154.

[0167] According to some embodiments of the present application, as shown in FIGS. 6-8, the energy-absorbing structure 15 can include a plurality of sub-energy-absorbing structures 151, wherein at least part of the plurality of sub-energy-absorbing structures 151 can be distributed in the longitudinal direction; and / or at least part of the plurality of sub-energy-absorbing structures 151 can be arranged in the transverse direction; and / or at least part of the plurality of sub-energy-absorbing structures 151 can extend in the oblique direction, and the included angle between the oblique direction and the transverse direction or the longitudinal direction is an acute angle.

[0168] The structural form of the energy-absorbing structure 15 can include at least one of the following:

[0169] Firstly, the energy-absorbing structure 15 is a whole structure.

[0170] In this embodiment, as shown in FIG. 5, the energy-absorbing structure 15 is a single whole.

[0171] By setting the energy-absorbing structure 15 as a whole, the processing is facilitated, the use of parts is reduced, and the manufacturing cost is saved.

[0172] Secondly, the energy-absorbing structure 15 can include a plurality of sub-energy-absorbing structures 151, and at least part of the plurality of sub-energy-absorbing structures 151 can be distributed along the longitudinal direction.

[0173] In this embodiment, as shown in FIG. 6, the energy-absorbing structure 15 can include two sub-energy-absorbing structures 151 distributed along the longitudinal direction, both of which extend along the longitudinal direction, and the width of the rear sub-energy-absorbing structure 151 along the transverse direction can be greater than the width of the front sub-energy-absorbing structure 151 along the transverse direction.

[0174] By setting the plurality of sub-energy-absorbing structures 151 as a structure at least partially distributed along the longitudinal direction, in combination with the design that the width of the rear sub-energy-absorbing structure 151 is greater than the width of the front sub-energy-absorbing structure 151, the energy-absorbing capacity of the entire energy-absorbing structure 15 is comprehensively improved.

[0175] Thirdly, the energy-absorbing structure 15 can include a plurality of sub-energy-absorbing structures 151, and at least part of the plurality of sub-energy-absorbing structures 151 can be arranged along the transverse direction.

[0176] In this embodiment, as shown in FIGS. 7-8, the energy-absorbing structure 15 includes three sub-energy-absorbing structures 151, one of which is located in front of the other two, and the two rear sub-energy-absorbing structures 151 are arranged along the transverse direction.

[0177] By setting the plurality of sub-energy-absorbing structures 151 as a structure at least partially arranged along the transverse direction, the residual kinetic energy in the collision process can be effectively resisted, and only part of the plurality of sub-energy-absorbing structures can be sacrificed during the collision, thereby reducing the maintenance cost.

[0178] Fourthly, the energy-absorbing structure 15 can include a plurality of sub-energy-absorbing structures 151, and at least part of the plurality of sub-energy-absorbing structures 151 can extend along the oblique direction.

[0179] In this embodiment, as shown in FIG. 8, the energy-absorbing structure 15 includes three sub-energy-absorbing structures 151, one of which is located in front of the other two, the front sub-energy-absorbing structure 151 extends along the longitudinal direction, and the two rear sub-energy-absorbing structures 151 extend along the oblique direction, in other words, the extension direction of the two rear sub-energy-absorbing structures 151 forms an acute angle with the longitudinal direction.

[0180] By setting the plurality of sub-energy-absorbing structures 151 as structures extending at least partially in the oblique direction, the sub-energy-absorbing structure 151 located in the front can be supported by the sub-energy-absorbing structure 151 located in the rear in the oblique direction, further improving the stability of the energy-absorbing structure 15 in the longitudinal direction.

[0181] According to some embodiments of the present application, as shown in FIGS. 1-3 and 5-8, the front end of the energy-absorbing structure 15 can exceed the front end of the front cross beam 131 of the sub-frame 13 in the longitudinal direction.

[0182] In this embodiment, as shown in FIGS. 1-3, the front end of the energy-absorbing structure 15 exceeds the front end of the front cross beam 131 of the sub-frame 13, in other words, in the vertical direction as the projection direction and the first plane as the projection plane, the projection of the front end of the energy-absorbing structure 15 on the first plane is located in front of the projection of the front end of the front cross beam 131 of the sub-frame 13 on the first plane. During the collision process, the collision force can be first transmitted to the energy-absorbing structure 15 and then transmitted to the sub-frame 13.

[0183] Through the above structure design that the front end of the energy-absorbing structure 15 exceeds the front end of the front cross beam 131 of the sub-frame 13 in the longitudinal direction, after the collision occurs, the energy can be first transmitted to the energy-absorbing structure 15, and then transmitted to the sub-frame 13 after the energy-absorbing structure 15 collapses and absorbs energy, thereby forming effective collision safety protection for the sub-frame 13, and further reducing the maintenance frequency of the sub-frame 13.

[0184] According to some embodiments of the present application, the front end of the energy-absorbing structure 15 extends to the front crash beam 11.

[0185] In this embodiment, the front end of the energy-absorbing structure 15 is fixedly connected to the front crash beam 11 by riveting or threaded connection, etc. At this time, the energy-absorbing structure 15 is sequentially connected to the rear end of the front crash beam 11, the upper wall surface of the front cross beam 131 of the sub-frame, the front end of the front wall structure 14, and the front end of the front floor cross beam 12 in the longitudinal direction. During the collision process, the collision force can be first transmitted to the energy-absorbing structure 15 and then transmitted to the sub-frame 13.

[0186] Through the above structure design that the front end of the energy-absorbing structure 15 extends to the front crash beam 11, after the collision occurs, the energy can be first transmitted to the energy-absorbing structure 15, and then transmitted to the sub-frame 13 after the energy-absorbing structure 15 collapses and absorbs energy, thereby forming effective collision safety protection for the sub-frame 13, and further reducing the maintenance frequency of the sub-frame 13, while maximizing the overall length of the energy-absorbing structure 15, thereby expanding the energy-absorbing area of the energy-absorbing structure 15, and increasing the energy-absorbing capacity of the energy-absorbing structure 15 without affecting other components in the front compartment.

[0187] According to some embodiments of the present application, as shown in FIGS. 5-8, the front end of the energy-absorbing structure 15 can not exceed the front end of the front cross beam 131 of the subframe 13 in the longitudinal direction.

[0188] In this embodiment, as shown in FIGS. 5-8, the front end of the energy-absorbing structure 15 does not exceed the front end of the front cross beam 131 of the subframe 13, in other words, in the vertical direction as the projection direction and the first plane as the projection plane, the projection of the front end of the energy-absorbing structure 15 on the first plane is located behind the projection of the front end of the front cross beam 131 of the subframe 13 on the first plane, and in the process of a collision, the collision force can be first transmitted to the subframe 13 and then transmitted to the energy-absorbing structure 15; or the projection of the front end of the energy-absorbing structure 15 on the first plane is flush with the projection of the front end of the front cross beam 131 of the subframe 13 on the first plane, and in the process of a collision, the collision force can be simultaneously transmitted to the subframe 13 and the energy-absorbing structure 15.

[0189] The chassis 10 of the vehicle provided by the embodiments of the present application can make the subframe 13 receive the impact energy before the energy-absorbing structure 15 or simultaneously with the energy-absorbing structure 15 after a collision, so that a part of the subframe 13 can first stepwise collapse and absorb energy or assist the energy-absorbing structure 15 to simultaneously buffer and absorb energy, thereby reducing the replacement frequency of the energy-absorbing structure 15, and at the same time, in combination with the design of the positional relationship between the front end of the energy-absorbing structure 15 and the front end of the front cross beam 131 of the subframe, a suitable arrangement can be selected according to actual project requirements, the space limitation of the front compartment and the requirement of avoiding surrounding components are fully considered, thereby improving the diversity and flexibility of the energy-absorbing structure 15 in structure, and further improving the collision safety performance of the entire vehicle.

[0190] According to some embodiments of the present application, the present application also provides a vehicle, which comprises the chassis 10 of any one of the vehicles described above.

[0191] The vehicle provided by the embodiments of the present application can realize effective safety protection of the passenger compartment and the battery energy compartment under high-speed collision conditions, especially under the condition of front column collision, by the setting of the chassis 10 of the vehicle described above, and at the same time, the structural strength of the chassis 10 of the vehicle is improved by the subframe 13 with large rigidity, and the energy-absorbing structure 15 with small rigidity can fully and stably collapse and absorb energy, thereby reducing the intrusion amount of the battery energy compartment and the passenger compartment, and further improving the energy-absorbing amount of the chassis 10 of the entire vehicle.

[0192] According to some embodiments of the present application, as shown in FIGS. 1-8, the present application provides a chassis 10 of a vehicle, the chassis 10 of the vehicle comprising: a subframe 13, an energy cabin, an energy absorption structure 15, and a front anti-collision beam 11 and a front floor cross beam 12 arranged longitudinally at intervals. The subframe 13 is longitudinally located between the front anti-collision beam 11 and the front floor cross beam 12; the energy cabin is used to accommodate a battery, and the battery is longitudinally located behind the front floor cross beam 12; the energy absorption structure 15 is connected to the subframe 13 and the front floor cross beam 12, and the energy absorption structure 15 is longitudinally located behind the front anti-collision beam 11, at least part of the energy absorption structure 15 is vertically located below the front anti-collision beam 11 and above the subframe 13, the subframe 13 comprises a subframe front cross beam 131 and a subframe rear cross beam 132 arranged longitudinally at intervals, the energy absorption structure 15 is connected to the front wall surface of the front floor cross beam 12, the energy absorption structure 15 is connected to the upper wall surface of the subframe front cross beam 131, the upper wall surface of the subframe rear cross beam 132 and the energy absorption structure 15 are arranged vertically at intervals, and part of the energy absorption structure 15 is located behind the subframe rear cross beam 132, the chassis 10 of the vehicle further comprises: a front wall structure 14, the front wall structure 14 is located behind the front anti-collision beam 11 and in front of the front floor cross beam 12, and vertically above the subframe 13 and the front floor cross beam 12, and the energy absorption structure 15 is connected to the front wall structure 14.

[0193] The energy-absorbing structure 15 comprises a first energy-absorbing member 152 connected between the subframe 13 and the front wall structure 14, the first energy-absorbing member 152 being connected to the upper wall surface of the front subframe cross beam 131 of the subframe 13 and being vertically spaced apart from the upper wall surface of the rear subframe cross beam 132 of the subframe 13, and the rear end of the first energy-absorbing member 152 in the longitudinal direction being connected to the front wall structure 14. The first energy-absorbing member 152 is provided with a clearance structure 1521 for avoiding other components between the front subframe cross beam 131 and the rear subframe cross beam 132 of the subframe 13. The energy-absorbing structure 15 further comprises a second energy-absorbing member 154 connected to the rear of the first energy-absorbing member 152 in the longitudinal direction and connected to the front of the front floor cross beam 12, the second energy-absorbing member 154 being located rearward of the rear subframe cross beam 132 of the subframe 13 in the longitudinal direction and being spaced apart from the rear subframe cross beam 132. The energy-absorbing structure 15 further comprises a first connecting member 153, the first energy-absorbing member 152 being connected to the front wall structure 14 and the second energy-absorbing member 154 through the first connecting member 153. The first connecting member 153 comprises a first section 1531, a second section 1532 and a third section 1533 connected in sequence, the first section 1531, the second section 1532 and the third section 1533 being arranged in sequence from top to bottom, the second section 1532 being bent relative to the first section 1531, and the third section 1533 being bent relative to the second section 1532. The first energy-absorbing member 152 is connected to the first section 1531, the second section 1532 and the third section 1533, the second energy-absorbing member 154 is connected to the second section 1532 and the third section 1533, and the front wall structure 14 is connected to the first section 1531. The first energy-absorbing member 152 has a plurality of first cavities 1522, first partition ribs 1523 being arranged between adjacent two first cavities 1522, and the first cavities 1522 extending through the first energy-absorbing member 152 in the longitudinal direction. The second energy-absorbing member 154 has a plurality of second cavities, second partition ribs being arranged between adjacent two second cavities, and the second cavities extending through the second energy-absorbing member 154 in the longitudinal direction. The first connecting member 153 has a plurality of third cavities 1534, third partition ribs 1535 being arranged between adjacent two third cavities 1534, and the third cavities 1534 extending through the first connecting member 153 in the transverse direction, the transverse direction and the longitudinal direction being perpendicular to each other. The energy-absorbing structure 15 further comprises a second connecting member 155, the second energy-absorbing member 154 being connected to the front floor cross beam 12 through the second connecting member 155.

[0194] The energy-absorbing structure 15 comprises a plurality of sub energy-absorbing structures 151, at least part of the plurality of sub energy-absorbing structures 151 being arranged in the transverse direction.

[0195] The front end of the energy-absorbing structure 15 is beyond the front end of the front subframe cross beam 131 of the subframe 13.

[0196] It should be noted that the embodiments and features in the embodiments of the present application can be combined with each other without conflict.

[0197] The above only is the preferred embodiment of the present application, and is not used to limit the present application, for those skilled in the art, the present application can have various changes and variations. 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 energy absorption structure comprises: a front anti-collision beam and a front floor cross beam arranged longitudinally at intervals; a subframe located longitudinally between the front anti-collision beam and the front floor cross beam; an energy cabin for accommodating a battery, the battery being longitudinally located behind the front floor cross beam; an energy absorption structure connected to the subframe and the front floor cross beam and longitudinally located behind the front anti-collision beam.

2. The chassis of the vehicle according to claim 1, characterized in that, At least part of the energy absorption structure is vertically located below the front anti-collision beam and above the subframe.

3. The chassis of a vehicle according to claim 1 or 2, characterised in that The subframe comprises a front subframe cross beam and a rear subframe cross beam arranged longitudinally at intervals, the energy absorption structure is connected to the upper wall surface of at least one of the front subframe cross beam and the rear subframe cross beam, and the energy absorption structure is connected to the front wall surface of the front floor cross beam.

4. The chassis of a vehicle according to claim 3, characterised in that The energy absorption structure is connected to the upper wall surface of the front subframe cross beam, the upper wall surface of the rear subframe cross beam is arranged vertically at intervals, and part of the energy absorption structure is longitudinally located behind the rear subframe cross beam.

5. The chassis of a vehicle according to any one of claims 1-4, characterized in that, Further comprising: a front wall structure longitudinally located behind the front anti-collision beam and in front of the front floor cross beam and vertically located above the subframe and the front floor cross beam, the energy absorption structure being connected to the front wall structure.

6. The chassis of a vehicle according to claim 5, characterised in that The energy absorption structure comprises: a first energy absorption member connected between the subframe and the front wall structure.

7. The chassis of a vehicle according to claim 6, characterised in that The first energy absorption member is connected to the upper wall surface of the front subframe cross beam of the subframe and is arranged vertically at intervals with the upper wall surface of the rear subframe cross beam of the subframe, and the rear end of the first energy absorption member in the longitudinal direction is connected to the front wall structure.

8. The chassis of a vehicle according to claim 6 or 7, characterised in that The first energy absorption member is provided with a structure for avoiding other components between the front subframe cross beam and the rear subframe cross beam of the subframe.

9. The chassis of a vehicle according to any one of claims 6-8, characterized in that, The energy absorption structure further comprises: a second energy absorption member connected longitudinally behind the first energy absorption member and in front of the front floor cross beam.

10. The chassis of a vehicle according to claim 9, characterised in that The second energy absorption member is longitudinally located behind the rear subframe cross beam of the subframe and is arranged at intervals with the rear subframe cross beam.

11. The chassis of a vehicle according to claim 9 or 10, characterised in that The energy absorption structure further comprises: a first connecting member by which the first energy absorption member is connected to the front wall structure and the second energy absorption member.

12. The chassis of the vehicle according to claim 11, characterized in that, The first connecting member comprises a first section, a second section and a third section connected in sequence, the first section, the second section and the third section are arranged in sequence from top to bottom, the second section is arranged in a bent manner relative to the first section, the third section is arranged in a bent manner relative to the second section, the first energy absorption member is connected to the first section, the second section and the third section, the second energy absorption member is connected to the second section and the third section, and the front wall structure is connected to the first section.

13. The chassis of a vehicle according to claim 11 or 12, characterised in that, The first energy absorption member has a plurality of first cavities, a first partition rib is arranged between adjacent two first cavities, and the first cavities extend through the first energy absorption member in the longitudinal direction; and / or, The second energy absorption member has a plurality of second cavities, a second partition rib is arranged between adjacent two second cavities, and the second cavities extend through the second energy absorption member in the longitudinal direction; and / or, The first connecting piece has a plurality of third cavities, and a third partition rib is arranged between two adjacent third cavities, and the third cavities extend through the first connecting piece along a transverse direction perpendicular to the longitudinal direction.

14. The chassis of a vehicle according to any one of claims 9-13, characterized in that, The energy-absorbing structure further comprises: A second connecting piece, and the second energy-absorbing piece is connected to the front floor cross beam through the second connecting piece.

15. The chassis of a vehicle according to any one of claims 1-5, characterized in that, The energy-absorbing structure comprises a plurality of sub energy-absorbing structures, wherein, At least part of the plurality of sub energy-absorbing structures is distributed along a longitudinal direction; And / or, At least part of the plurality of sub energy-absorbing structures is arranged in a transverse direction. And / or, At least part of the plurality of sub energy-absorbing structures extends along an oblique direction, and the included angle between the oblique direction and the transverse direction or the longitudinal direction is an acute angle.

16. The chassis of a vehicle according to any one of claims 1-15, characterized in that, The front end of the energy-absorbing structure in the longitudinal direction exceeds the front end of the front cross beam of the auxiliary frame.

17. The chassis of the vehicle according to claim 16, characterized in that The front end of the energy-absorbing structure in the longitudinal direction extends to the front impact beam.

18. The chassis of a vehicle according to any one of claims 1-15, characterized in that, The front end of the energy-absorbing structure in the longitudinal direction does not exceed the front end of the front cross beam of the auxiliary frame.

19. A vehicle characterized by comprising: Comprise: The chassis of the vehicle according to any one of claims 1-18.

Images