A triple-integrated, highly versatile new energy vehicle platform

Abstract

This invention provides a triple-integrated, highly versatile new energy vehicle platform, comprising: a front-end integrated module, which includes a cooling module, a secondary anti-collision beam, and an upper crossbeam, with the cooling module positioned between the secondary anti-collision beam and the upper crossbeam; a front compartment integrated module, which includes a wiper cover and dual torsion boxes, with an integrated drainage channel on the wiper cover; a front compartment integrated module without a separate metal drainage channel; and a release space formed below the wiper cover; and a floor battery integrated module, which includes a vehicle floor and a battery pack, with the battery pack positioned below the vehicle floor. The area below the vehicle floor lacks a front floor support beam and the rear section of the sill longitudinal beam. This invention provides a new energy vehicle platform that, as an integrated solution, achieves left- and right-hand drive compatibility within extreme dimensions, supports expansion to different powertrain models, reduces design and manufacturing costs, and improves design versatility.

Description

Technical Field

[0001] This invention relates to the automotive field, and more specifically, to a triple-integrated, highly versatile new energy vehicle platform. Background Technology

[0002] With the rapid development of the new energy vehicle market, automakers need to be compatible with multiple power forms such as pure electric, range-extended, and gasoline vehicles on the same platform. However, the front-end and floor modules of traditional vehicle designs need to be redeveloped due to different requirements, resulting in long development cycles and large investments. The accelerated overseas expansion of Chinese brand automobiles typically involves domestic models first, followed by overseas models. This results in left-hand and right-hand drive models requiring two separate front-side molds, and safety crash tests need to be conducted separately, severely restricting R&D, manufacturing, and even export efficiency. In terms of energy, increasing vehicle range requires increasing battery pack volume, but traditional floor structures occupy space; eliminating the floor structure reduces rigidity, creating a dilemma. The problems arising from these structural developments are usually treated as independent issues, lacking system integration design at the vehicle platform level. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention aims to provide an integrated vehicle platform solution while simultaneously solving the following technical problems:

[0004] Firstly, achieving compatibility between left and right rudder driving under extreme size constraints: providing a dual torsion box front compartment structure that can simultaneously meet the collision requirements of left and right rudder while being compatible with oversized tires, large steering angles, air suspension, and large battery packs.

[0005] Secondly, it achieves integrated battery pack with the vehicle body: enabling the battery pack to deeply participate in the energy absorption and collision force transmission and stiffness enhancement of the whole vehicle, while maximizing the space utilization of the battery pack and improving the driving range.

[0006] Thirdly, a vehicle-level multi-path collision energy management system is constructed: the force transmission path of the dual torsion boxes in the front compartment is connected with the multi-path force transmission system of the battery pack to form a complete multi-path collision energy dissipation network from front to back, from left to right, and from top to bottom.

[0007] Fourthly, it supports platform-based expansion across multiple models, powertrains, and markets: Through the modular design of the aforementioned structure, the same platform can be used to derive SUVs, PKs, Vans, and other models, covering pure electric and range-extended electric vehicles, and enabling rapid switching between left- and right-hand drive markets.

[0008] To achieve the above-mentioned technical effects, the present invention adopts the following technical solution:

[0009] A triple-integrated, highly versatile new energy vehicle platform includes: a front-end integrated module, comprising a cooling module, a sub-anti-collision beam, and an upper crossbeam; the cooling module is positioned between the sub-anti-collision beam and the upper crossbeam, with its lower end directly mounted to the sub-anti-collision beam and its upper end directly mounted to the upper crossbeam; the front-end integrated module lacks a separate lower crossbeam for the cooling module; a front compartment integrated module, comprising a wiper cover and symmetrically arranged dual torsion boxes; the wiper cover has an integrated drainage channel; the front compartment integrated module lacks a separate metal drainage channel; a release space is formed below the wiper cover, within which a battery is arranged; and a floor battery integrated module, comprising a vehicle floor and a battery pack; the battery pack is positioned below the vehicle floor and is rigidly connected to the floor crossbeam, sill longitudinal beam, front subframe, and rear subframe; the vehicle floor lacks a front floor under-support beam and the rear section of the sill longitudinal beam; the front-end integrated module is bolted to the front of the front compartment integrated module, and the front compartment integrated module is connected to the floor battery integrated module.

[0010] Furthermore, the cooling module is mounted between the sub-bumper beam and the upper crossbeam via a rubber suspension structure:

[0011] A mounting bracket is fixedly installed on the secondary anti-collision beam. A pin is provided at the upper end of the mounting bracket. A lower rubber bushing is provided at the lower part of the cooling module and is fitted onto the pin. The mounting bracket is an energy-absorbing box fixed on the secondary anti-collision beam. A mounting hole is provided on the upper crossbeam. An upper rubber bushing is provided at the upper part of the cooling module and is embedded in the mounting hole.

[0012] Furthermore, the energy-absorbing box of the secondary anti-collision beam is equipped with mounting pins. The same secondary anti-collision beam can be compatible with pure electric vehicles or range-extended vehicles by installing cooling modules of different thicknesses or combinations.

[0013] Furthermore, the drainage channel includes a first guide channel, a second guide channel, and guide holes; a first baffle is provided at the front end of the wiper cover, and a first guide channel is formed between the first baffle and the base surface of the wiper cover; guide holes are provided on both sides of the wiper cover; the wiper cover is also provided with a second baffle, which is located at the rear end of the battery mounting port, and a second guide channel is formed between the second baffle and the first baffle; the wiper cover is also provided with an air conditioning inlet, an air intake chamber extends inside the air conditioning inlet, and a drainage pipe is provided at the bottom of the air intake chamber.

[0014] Furthermore, the dual torsion box includes a left dual torsion box and a right dual torsion box, which are symmetrically arranged on both sides of the front compartment, and the interior of the dual torsion box has a symmetrical reinforcing rib layout.

[0015] Furthermore, the battery is a 12V battery, and the battery mounting bracket is integrated with the dual torsion box structure, with the battery arranged in the release space.

[0016] Furthermore, the battery pack includes a battery pack housing and battery modules disposed inside the battery pack housing. The battery pack housing is connected to the floor crossbeam by structural adhesive and bolts. The side of the battery pack housing is fixed to the inner side of the sill longitudinal beam by shear connectors. The front end of the battery pack housing is connected to the front subframe by a collapsible connecting bracket, and the rear end of the battery pack housing is connected to the rear subframe by a collapsible connecting bracket.

[0017] Furthermore, the battery pack includes battery pack side beams and battery pack crossbeams:

[0018] The battery pack side beam is connected to the sill longitudinal beam, and the battery pack side beam replaces the rear section of the sill longitudinal beam to transmit longitudinal load.

[0019] The battery pack crossbeam is located below the floor crossbeam and corresponds to the position of the floor crossbeam.

[0020] Furthermore, this application also provides a vehicle comprising any of the aforementioned new energy vehicle platforms.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] 1. The new energy vehicle platform provided by this invention frees up front cabin space and achieves center of gravity optimization:

[0023] This application frees up approximately 40 liters of engine compartment space by eliminating the metal water channel (lower cover of the air chamber). This space can be used to enlarge the front trunk or optimize the powertrain layout. The freed-up space is used to house a 12V battery. This invention achieves completely symmetrical battery layout for left- and right-hand drive models, symmetrical wiring harness design, and shared molds. Simultaneously, the powertrain can be positioned further back and higher, optimizing the vehicle's center of gravity distribution and providing more space for collision energy absorption. The battery (12V, weighing approximately 10-20kg) in this application is symmetrically arranged, ensuring consistent center of gravity distribution for left- and right-hand drive versions, avoiding left- and right axle load deviations caused by unilateral battery placement, and improving handling stability.

[0024] 2. The new energy vehicle platform provided by this invention improves the commonality rate of front-end modules: the cooling module is directly supported by the sub-anti-collision beam, eliminating the need for a dedicated bracket and reducing the number of parts; the same front-end module can be compatible with multiple power sources such as pure electric and range-extended electric vehicles, eliminating the need for new molds and reducing mold costs.

[0025] 3. The new energy vehicle platform provided by this invention simplifies the floor structure and improves performance: by eliminating the front floor under-support beam assembly and the rear sections of the left and right longitudinal beams, the weight of the whole vehicle is reduced; by replacing the above-mentioned structural functions with the battery pack, the torsional stiffness is improved, exceeding that of the traditional structure with support beams; the space utilization rate of the battery pack is improved, and both oil and electric range are improved.

[0026] 4. The new energy vehicle platform provided by this invention has a high platform generalization rate: by sharing more front compartment molds for left and right drive vehicles, the mold cost is reduced and the development cycle can be shortened by 3 to 6 months; the generalization rate of key components of left and right drive vehicle models is increased to more than 85%, and the battery and its bracket, wiring harness, etc. can be 100% universal or symmetrically developed; the same platform can be used to derive SUV, PK, Van and other models.

[0027] 5. The new energy vehicle platform provided by this invention has a high battery pack space utilization rate and range: the battery pack space utilization rate exceeds 65%, the width space utilization rate exceeds 80.3%, the height exceeds 290mm, and the maximum pure electric capacity is 105KWH; the maximum range of the platform's range-extended model with gasoline + electric power exceeds 1200km.

[0028] 6. The new energy vehicle platform provided by this invention effectively improves the safety performance of the vehicle: the battery pack participates in collision energy absorption, and the battery pack crossbeam absorbs about 31% of the lateral collision energy; the torsional stiffness of the whole vehicle is increased by 30~50%, and the body is more robust; it meets the five-star safety requirements of C-NCAP and E-NCAP, and is also compatible with left and right steering wheel design requirements.

[0029] Furthermore, this invention overcomes the common belief that eliminating the drainage channel would lead to poor drainage or reduced vehicle body rigidity. It not only solves the waterproofing problem by integrating drainage into the wiper cover, but also creatively arranges a 12V battery in the original drainage channel space. Moreover, this position is located above the dual torsion box, which can directly utilize the structural rigidity of the dual torsion box to provide stable support without the need for additional support structure reinforcement. This application combines the front shock absorber tower, the left and right side beams of the body, and the rear dual torsion box to form an independent protective cavity. Combined with the support plane at the bottom of the battery, it can effectively protect the 12V battery in frontal and offset collisions, avoiding power loss due to collision.

[0030] Because the release space is located near the center of symmetry of the front compartment, the batteries of left-hand and right-hand drive models can be arranged in a mirror image, achieving 100% universality; the weight distribution of the batteries helps to optimize the vehicle's center of gravity and improve handling stability. Attached Figure Description

[0031] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0032] Figure 1 This is a schematic diagram of the front-end integration module structure according to an embodiment of the present invention;

[0033] Figure 2 This is a partial structural diagram of a front-end integration module according to an embodiment of the present invention;

[0034] Figure 3This is a schematic diagram of the installation structure of the cooling module supported by the secondary anti-collision beam in the front-end integrated module according to an embodiment of the present invention;

[0035] Figure 4 This is a schematic diagram of the front cabin integrated module structure according to an embodiment of the present invention. The wiper cover plate is not shown in the figure.

[0036] Figure 5 This is a top view of the windshield wiper cover structure of an embodiment of the present invention;

[0037] Figure 6 This is a three-dimensional structural diagram of a wiper cover plate according to an embodiment of the present invention;

[0038] Figure 7 This is a partial structural diagram of the front cabin integrated module according to an embodiment of the present invention. In the diagram, the battery is arranged behind the front cabin shock absorber tower and above the dual torsion box.

[0039] Figure 8 This is a flowchart illustrating the force transmission process in a frontal collision according to an embodiment of the present invention.

[0040] Figure 9 This is a flowchart illustrating the side collision force transmission process according to an embodiment of the present invention.

[0041] Figure descriptions: 11-Cooling module; 111-Rubber bushing; 12-Secondary anti-collision beam; 121-Mounting bracket; 121a-Pin; 13-Upper crossbeam; 20-Wiper cover; 201-First baffle; 202-Second baffle; 204-Battery mounting port; 205-Air conditioning inlet; 21-Release space; 22-Battery; 23-Dual torsion box. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0043] Example 1:

[0044] like Figure 1-7 As shown, this embodiment provides a highly integrated and versatile new energy vehicle platform. The vehicle platform as a whole includes a front-end integrated module (integrated front-end assembly), a front compartment integrated module (integrated front compartment assembly), a floor (battery) integrated module, a front subframe assembly, a front electric drive system, a front suspension system, a power battery system, a rear electric drive system, a rear subframe assembly, and a rear suspension system.

[0045] An integrated front-end assembly is located at the front of the vehicle platform and is bolted to the front of the integrated front compartment assembly. The integrated front compartment assembly is welded to the integrated floor assembly. The front subframe assembly is located below the integrated front compartment assembly. The front electric drive system is suspended in the hollow area enclosed by the integrated front compartment assembly. The front suspension system is distributed on the left and right sides of the integrated front compartment assembly. The power battery system is based below the integrated floor assembly and is bolted to it. The front mounting point of the power battery system and the mounting point of the front subframe assembly share a mounting hole in the integrated front compartment assembly. The rear subframe assembly and the rear suspension system are located below the integrated floor assembly, and the rear drive system is suspended in the hollow area of ​​the rear subframe assembly. Furthermore, the vehicle platform achieves space release and performance improvement through a triple-integration design:

[0046] 1. Front-end integration module

[0047] The front-end integration module is located at the front of the vehicle platform, bolted to the front of the front compartment integration module, and connected to the floor integration module. For example... Figure 1-3 As shown, the front-end integrated module includes a cooling module 11, a sub-anti-collision beam 12, and an upper crossbeam 13. The sub-anti-collision beam 12 is bolted to the front subframe assembly, and the upper crossbeam 13 is bolted to the integrated front compartment. The cooling module 11 includes a radiator, which is directly supported by the sub-anti-collision beam. The independent lower crossbeam of the cooling module is eliminated, achieving multi-power compatibility. Specifically, in this embodiment, the vehicle platform eliminates the traditional independent cooling module mounting bracket or plastic integral frame (GOR) in the front-end module, including but not limited to U-shaped frames, plastic front-end frames, etc. The cooling module 11 is connected to the corresponding welded studs on the sub-anti-collision beam through a rubber suspension structure inserted below, and the upper rubber suspension structure is inserted into the through hole of the upper crossbeam. Through the rubber suspension structure, the cooling module 11 (radiator, condenser, fan, etc.) is directly mounted on the sub-anti-collision beam 12, which provides support and fixation.

[0048] Regarding the rubber suspension structure, the lower mounting point of the cooling module is integrated on the secondary anti-collision beam 12, and the upper crossbeam 13 is integrated with the upper mounting point of the cooling module.

[0049] Regarding the installation point, the sub-anti-collision beam 12 is provided with a rectangular mounting bracket 121. The front end of the mounting bracket 121 is connected to the sub-anti-collision beam 12 by bolts, and the rear end is fixedly connected to the front subframe. A protruding pin 121a is fixedly provided at the upper end of the mounting bracket. A mounting plate is provided at the lower part of the corresponding cooling module 11. The mounting plate is provided with a rubber bushing 111. The rubber bushing 111 is fitted onto the pin to realize the connection between the cooling module 11 and the sub-anti-collision beam 12.

[0050] Regarding the mounting point setup, the upper crossbeam 13 is bolted to the vehicle body. The cooling module 11 is positioned between the upper crossbeam 13 and the sub-anti-collision beam 12. The upper crossbeam 13 has an upper mounting point for the cooling module, which includes a mounting hole. A rubber bushing is provided at the upper end of the cooling module, and the upper rubber bushing is nested in the mounting hole. Because the rubber bushing can deform to absorb and cushion the impact, and the connection between the rubber bushing and the mounting point allows the cooling module to absorb and cushion the impact during vehicle vibration without detaching from the mounting point. The upper and lower mounting points achieve a suspended connection for the cooling module 11.

[0051] In some embodiments, for range-extended vehicles, the cooling module is arranged vertically; in some embodiments, such as Figure 2 As shown, for pure electric vehicles, the cooling module 11 is arranged at an angle, which allows space for an enlarged front trunk.

[0052] During installation, the cooling module 11, such as the radiator, is installed at the mounting point under the sub-bumper beam through a bushing, and then installed on the upper crossbeam. Finally, the upper crossbeam is fixed to the vehicle body with bolts, so that the cooling module is snapped and fixed in the space between the sub-bumper beam and the upper crossbeam.

[0053] Regarding the size of the cooling module, the thickness and size of the cooling module are set as needed depending on the power type (pure electric / range extended), and can be adjusted as needed in other embodiments not shown, while sharing the same mounting structure as the sub-collision beam.

[0054] The front end of the vehicle platform is designed for multi-powertrain compatibility. In some embodiments, for pure electric vehicles: the cooling module 11 is mounted on the sub-collision beam 12 structure at a lower position, which can increase the front trunk volume of the pure electric vehicle, or install a large-size radiator and condenser for battery pack cooling and air conditioning system. Even if the cooling module 11 is arranged rearward, the same sub-collision beam structure can be used. In other embodiments not shown, for range-extended vehicles: the support point is lower, which can install radiators, intercoolers, condensers, etc. for engine cooling and air conditioning system; more space can be reserved for radiator installation to support the localized cooling performance requirements of markets such as the Middle East.

[0055] Therefore, the same anti-collision beam can be compatible with all the above power types by adjusting the cooling module combination, without the need to replace the main structure of the front module.

[0056] Furthermore, regarding the installation structure of the cooling module 11, the secondary anti-collision beam 12 simultaneously serves as the support for the cooling module 11 and the protection against low-speed collisions. Therefore, the installation structure of the cooling module 11 is designed to be collapsible and absorb energy, allowing the secondary anti-collision beam to collapse and absorb energy during low-to-medium speed collisions, thereby improving collision safety.

[0057] 2. Front cabin integrated module

[0058] The basic structure of the integrated front cabin assembly includes left and right longitudinal beams, left side beam of the cabin, right side beam of the cabin, wiper cover, wipers, cabin non-sheet metal drainage channel structure, battery, front trunk, left and right trim panels of the cabin, lower windshield crossbeam, front bulkhead, left dual torsion box, and right dual torsion box. The left and right longitudinal beams, left and right side beams of the cabin, lower windshield crossbeam, front bulkhead, left dual torsion box, and right dual torsion box are welded as a single unit; the wiper cover, wipers, cabin non-sheet metal drainage channel structure, battery, front trunk, left trim panel, and right trim panel are assembled and connected by fasteners, such as bolts or rivets.

[0059] This embodiment integrates the drainage structure of the front compartment. Specifically, the front compartment integrated module of this embodiment includes a wiper cover plate 20, which is fixedly installed with the left and right side beams of the engine compartment. The wiper cover plate 20 includes a battery mounting port 204, a first guide groove and a first baffle 201 at the front end of the wiper cover plate, the first baffle 201 extending to the side of the wiper cover plate, the edge of the battery mounting port 204 being higher than the base surface of the wiper cover plate, and a battery cover plate being provided on the battery mounting port 204.

[0060] The wiper cover 20 in this embodiment also includes a second baffle 202. The second baffle 202 is located at the rear end of the battery mounting port and extends to both sides of the wiper cover 20. A second guide channel is formed between the second baffle 202 and the first baffle 201. Guide holes are provided on both sides of the first guide channel and the second guide channel. In some embodiments, the first guide channel and the second guide channel are directly connected to both sides of the vehicle body. Decorative parts are provided on both sides of the vehicle body. The decorative parts form a water collection trough that is lower than the base surface of the wiper cover 20. The water collection trough is connected to the wheel arch and guides water to both sides of the vehicle body and then discharges from the wheel arch.

[0061] Furthermore, the wiper cover 20 also includes an air conditioning intake 205. The edge of the air conditioning intake is lower than the edge of the battery mounting port 204. An air intake chamber extends inside the air conditioning intake, and a drainage pipe is provided at the bottom of the air intake chamber, connecting to the wheel arch. In this embodiment, the drainage structure integrated directly into the wiper cover 20 guides water flow through a guide channel and a water collection channel. The first guide channel serves as the main component for collecting and guiding rainwater, while the second guide channel isolates the air conditioning intake and the battery mounting port. When the water flow is too large or overflows from the first guide channel, the water is further discharged from the water collection channel through the second guide channel. A guide hole is also provided at the bottom of the air intake chamber inside the intake, serving as a third drainage protection structure to enhance the vehicle's drainage capacity and protect the battery and other body components.

[0062] In some embodiments, a third baffle is provided at the front of the battery mounting port. The height of the third baffle is higher than the rim of the battery mounting port, so as to prevent excessive overflow water from impacting the battery mounting port.

[0063] In this embodiment, the drainage function of the vehicle platform is integrated into the wiper cover 20, eliminating the need for a separate metal water channel. An enlarged engine compartment release space 21 is formed at the front bulkhead, shock absorber tower, and air intake. 12V batteries are symmetrically arranged on the left and right sides of the engine compartment release space 21. Combined with the dual torsion box left and right rudder compatible structure, the left and right rudders share the same mold, and the air suspension and large tires are arranged.

[0064] In some embodiments, the cabin free space 21 is used for one or a combination of the following purposes: (1) for symmetrical arrangement of 12V batteries; (2) to increase the front trunk volume; (3) to better accommodate new powertrain (motor / range extender) arrangements, positioning them further back and higher; (4) to arrange other electrical components such as PTC modules for new energy vehicles or intelligent driving components such as ADAS modules. Figure 7 As shown, in this embodiment, the battery 22 is arranged on the dual torsion box 23 behind the front cabin vibration damping tower.

[0065] like Figure 7 As shown, in this embodiment, the mounting bracket of the 12V battery 22 and the dual torsion box 23 are integrated into a single structure. The structural rigidity of the dual torsion box provides stable support without the need for additional reinforcement brackets. The symmetrical arrangement of the 12V battery corresponds to the symmetrical design of the dual torsion box, enabling the left-hand drive version and the right-hand drive version to achieve a completely symmetrical cabin layout without the need to adjust the wiring harness length or mold structure due to differences in battery position.

[0066] Regarding the structural design of the dual torque boxes, in this embodiment, there are two torque box structures on each side of the left and right front bulkhead sheet metal of the engine compartment, staggered in height. The arrangement space of the two torque boxes is configured such that the upper torque box reserves foot space for the operation and resting pedals, and the upper torque box extends rearward to form a door anti-collision beam structure; the lower torque box does not affect the flatness of the foot, and the torque box structure can be configured to avoid obstruction. The left and right torque boxes are symmetrically arranged on both sides of the front compartment, and the interior of the dual torque boxes has a symmetrical reinforcing rib layout.

[0067] like Figure 8-9 As shown, the dual torsion box in this embodiment is configured with multiple force transmission paths:

[0068] First force transmission path: The dual torsion box is connected to the front compartment longitudinal beam to transmit frontal collision load, offset collision load and side collision load.

[0069] Second force transmission path: The dual torsion box is connected to the lower plate of the A-pillar to transmit the frontal collision load, offset collision load and side collision load.

[0070] The third force transmission path: the dual torsion box is connected to the sill beam to transmit the frontal collision load, offset collision load and side collision load.

[0071] The windshield wiper cover plate of the car platform in this embodiment adopts a symmetrical reserved design. When left and right drive switching is required, a single mold can be used to produce wipers that are compatible with left and right drive wipers.

[0072] 3. Floor battery integrated module

[0073] The integrated floor assembly in this embodiment is welded together from the vehicle body floor, sill longitudinal beams, and floor crossbeams, eliminating the traditional underbody support beam assembly structure of a vehicle. The battery pack is located beneath the integrated floor assembly and is connected to the vehicle body floor by bolts. The front mounting point of the battery pack and the front frame assembly mounting point share a mounting hole in the integrated front compartment assembly.

[0074] The battery pack also includes side beams that connect to the front middle section of the sill longitudinal beam, thus replacing the function of the rear section of the traditional sill longitudinal beam. The battery pack also includes crossbeams located on the opposite side of the floor crossbeam and the battery pack, forming a double crossbeam structure, thus replacing the traditional floor under-floor support beam structure. In this embodiment, the floor battery integration module eliminates the front floor under-floor support beam and the rear section of the sill longitudinal beam. Simultaneously, the battery pack housing is fixedly connected to the vehicle floor crossbeam using structural adhesive and bolts. Therefore, the battery pack integration structure directly participates in force transmission and structural reinforcement, achieving increased rigidity and maximizing the battery pack's "space utilization" or fuel tank volume. Furthermore:

[0075] The battery pack housing side beam is fixed to the inner side of the sill subframe beam (sill longitudinal beam) by shear-resistant connectors such as bolts. The battery pack side beam replaces the function of the rear section of the traditional sill longitudinal beam to transmit longitudinal loads.

[0076] The front subframe is rigidly fixed to the vehicle body, and the rear end of the front subframe is rigidly fixed to the front end of the battery pack via a bridging bracket. The rear subframe is rigidly fixed to the vehicle body, and the rear end of the battery pack is rigidly fixed to the rear subframe via a bridging bracket. The front and rear ends of the battery pack housing are connected to the front / rear subframes via collapsible connecting brackets, allowing the battery pack to participate in the through-type force transmission in front and rear collisions. The lower control arm of the rear suspension has a reserved unsprung ground clearance of more than 180-200mm to ensure off-road passability.

[0077] The force transmission path of a side impact in the battery pack area includes:

[0078] Force transmission path: battery pack crossbeam, floor crossbeam and A / B / C columns;

[0079] Central force transmission path: sill longitudinal beam and battery pack side beam;

[0080] Downward force transmission path: front subframe, battery pack base plate, rear subframe.

[0081] Therefore, this embodiment eliminates the traditional underfloor support beam assembly (including the front underfloor support beam and the rear sections of the left and right sill longitudinal beams). The function of this structure is replaced by the side beams on both sides of the battery pack and the battery pack bottom plate. The "double crossbeam" composite structure of the battery pack and the side beams participate in force transmission, and the battery pack is rigidly connected to the front subframe and the rear subframe at the same time, which increases the torsional stiffness of the whole vehicle by 30% to 50%, exceeding the traditional structure with support beams.

[0082] Regarding the connection and force transmission between the front compartment integrated module and the floor battery integrated module, the second force transmission path of the front compartment dual torsion box (connected to the A-pillar) and the upper force transmission path of the battery pack (floor crossbeam + pillar) achieve load transmission through the lower joint of the A-pillar and the sill longitudinal beam, ensuring that energy is smoothly transmitted from the front of the vehicle or the sill longitudinal beam to the entire vehicle body during frontal collisions and offset collisions.

[0083] The third force transmission path of the front compartment dual torsion box (connected to the sill longitudinal beam) and the middle force transmission path of the battery pack (sill longitudinal beam + battery pack side beam) converge at the sill longitudinal beam, forming a continuous frontal and side collision protection chain.

[0084] Regarding energy collision management in this embodiment:

[0085] 1. Head-on collision:

[0086] The main anti-collision beam bears the majority of the energy (approximately 60%). When the front compartment longitudinal beam and the upper front compartment beam collapse, some of the energy is transferred to the A-pillar through the upper front compartment beam and then diverted to the roof and side panels (upload force path 1).

[0087] Some of the energy is transferred through the front longitudinal beam and dual torsion boxes to the A-pillar and then diverted to the side panels and front and rear doors. The energy extends to the anti-collision beams inside the front and rear doors (middle force transmission path 2).

[0088] Some of the energy is transferred through the front cabin longitudinal beams and dual torsion boxes to the A-pillars and then diverted to the sill longitudinal beams and battery pack bottom plate (downward force transmission path 3).

[0089] The secondary anti-collision beam bears part of the energy (about 25%). The energy-absorbing box of the secondary anti-collision beam collapses, and part of the energy is transferred to the torsion box on the vehicle floor and the battery pack bottom plate through the front subframe (downward force transmission path 4).

[0090] The remaining approximately 15% of the energy is transferred to the central tunnel and floor through the front of the vehicle body (power transmission path 5).

[0091] 2. Offset collision:

[0092] The main load-bearing path of the dual torsion box in the front compartment on the impact side is activated, and energy is diverted to the upper, middle, and lower load-bearing paths through the A-pillar under-mounted joint and sill longitudinal beam. The battery pack crossbeam and the floor crossbeam form a composite beam, absorbing some of the energy and protecting the occupant compartment.

[0093] 3. Side impact:

[0094] The B-pillar, the door anti-collision beam, and the sill longitudinal beam bear the impact, and the energy is transferred to the roof through the B-pillar (force transmission path 31).

[0095] Energy is transferred through the sill beam to the front floor beam (central force transmission path 32).

[0096] Energy is transferred through the sill longitudinal beam to the battery pack side beam and battery pack cross beam (downward force transmission path 33).

[0097] The battery pack crossbeam and the floor crossbeam together absorb about 31% of the lateral impact energy, and the internal modules of the battery pack are connected flexibly to avoid secondary damage.

[0098] Second embodiment:

[0099] This embodiment provides a vehicle platform suitable for both range-extended and pure electric off-road vehicles. It requires the simultaneous development of both left-hand drive (domestic) and right-hand drive (export) versions, and plans for both pure electric and range-extended powertrains. The platform includes a front-cab integrated module, a front-end integrated module, and a floor-mounted battery integrated module.

[0100] 1. Front cabin integrated module:

[0101] The drainage function is integrated into the wiper cover structure at the air conditioning intake duct, eliminating the traditional metal drainage channel (lower air chamber cover), thus creating a free space in the engine compartment. This free space houses a range extender, which is moved 50mm rearward and raised 30mm upward relative to its traditional position in certain vehicles, optimizing its layout. In some embodiments, the free space in the engine compartment is used to increase the front trunk volume by 20L.

[0102] Applying the vehicle platform of this embodiment to a range-extended vehicle and performing CAE collision analysis shows that in a 64km / h offset collision, the A-pillar intrusion of both the left-hand drive and right-hand drive versions is less than 45mm. Compared with similar models in the industry that meet five-star safety requirements (usually the A-pillar intrusion needs to be controlled within 50mm), the intrusion of this solution is reduced by more than 10%, which has a significant safety margin.

[0103] 2. Front-end integration module:

[0104] In the pure electric vehicle platform, the cooling module (battery radiator + air conditioning condenser) is directly installed on the sub-anti-collision beam with an installation point spacing of 800mm and a module thickness of 120mm.

[0105] In the range-extended version, the cooling module includes an engine radiator, an intercooler, and an air conditioning condenser, all installed on the same anti-collision beam and mounting point. The spacing between the mounting points remains unchanged, but the module thickness is increased to 180mm.

[0106] The main structure of the secondary anti-collision beam is exactly the same for both the pure electric and range-extended versions; the only difference is the adjustment of the cooling module assembly to suit the two powertrains.

[0107] 3. Floor battery integrated module:

[0108] The front floor support beam and the rear section of the sill longitudinal beam are removed, resulting in a flat floor under the vehicle body. The vehicle body floor has sill longitudinal beam structures on both the left and right sides.

[0109] The battery pack uses 105kWh LFP cells (pure electric version) or 43kWh cells (range-extended version), and the upper surface of the casing is connected to the crossbeam on the floor by structural adhesive and 4 bolts.

[0110] In other embodiments not shown, the battery pack housing may also be configured to be connected to the floor beam by structural adhesive and eight bolts, and to the sill beam by 18 shear connectors.

[0111] The battery pack side beams and sill longitudinal beams are fixed by 18 shear connectors, replacing the traditional underfloor longitudinal beams that transmit longitudinal loads.

[0112] CAE analysis of the vehicle platform in this embodiment shows that: after removing the support beam, the torsional stiffness decreases by 30% without adding a battery pack; after adding a battery pack and adopting the connection structure of the present invention, the torsional stiffness is increased by 50% compared with the traditional structure with support beam.

[0113] The vehicle platform of this embodiment was subjected to collision safety verification. Real vehicle collision tests showed that the frontal collision energy was smoothly transferred to the side beams and cross beams of the battery pack through the front longitudinal beams, A-pillars, and sill longitudinal beams. The passenger compartment was well protected and there was no load interruption. The battery pack, as a longitudinal force transmission structure, realized the energy transfer in the front and rear directions, and the battery pack was undamaged. Under severe working conditions, the collapsible bracket connecting the subframe and the battery pack can realize bidirectional active energy absorption. The structure is simple and the effect is clear.

[0114] In a side impact, the battery pack crossbeam and the floor crossbeam form a composite beam that works together to absorb energy. The battery pack crossbeam absorbs about 31% of the energy, and the sill longitudinal beam intrusion is reduced by 25%. The torsional stiffness of the whole vehicle is increased by 50% compared with the traditional structure.

[0115] Third embodiment: This embodiment provides a car that includes the car platform of the first embodiment.

[0116] Fourth embodiment: This embodiment provides a car that includes the car platform of the second embodiment.

[0117] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0118] It should be noted that similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, all directional indications (such as up, down, left, right, front, back, bottom, etc.) in this application are only used to explain the relative positional relationships and movements between components in a specific orientation (as shown in the figures). If the specific orientation changes, the directional indication will also change accordingly. Furthermore, descriptions involving "first," "second," etc., in this application are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated.

[0119] The specific embodiments of the present invention have been described above. Based on the above description, those skilled in the art can make various changes and modifications without departing from the technical concept of the present invention.

Claims

1. A triple-integrated, highly versatile new energy vehicle platform, characterized in that, include: The front-end integrated module includes a cooling module (11), a secondary anti-collision beam (12), and an upper crossbeam (13). The cooling module (11) is disposed between the secondary anti-collision beam (12) and the upper crossbeam (13). The lower end of the cooling module (11) is directly installed on the secondary anti-collision beam (12), and the upper end of the cooling module (11) is directly installed on the upper crossbeam (13). The front-end integrated module does not have an independent cooling module lower crossbeam. The front cabin integrated module includes a wiper cover plate (20) and a dual torsion box (23) arranged symmetrically on the left and right. The wiper cover plate (20) has an integrated drainage channel. The front cabin integrated module does not have an independent metal water channel. A release space (21) is formed below the wiper cover plate (20). A floor battery integration module, comprising a vehicle floor and a battery pack, wherein the battery pack is disposed below the vehicle floor and is rigidly connected to the floor crossbeam, sill longitudinal beam, front subframe, and rear subframe; there is no front floor under-support beam or rear section of sill longitudinal beam below the vehicle floor. The front-end integration module is bolted to the front of the front cabin integration module, and the front cabin integration module is connected to the floor battery integration module.

2. The triple-integrated, highly versatile new energy vehicle platform according to claim 1, characterized in that, The cooling module (11) is mounted between the secondary anti-collision beam (12) and the upper crossbeam (13) via a rubber suspension structure: A mounting bracket (121) is fixedly installed on the sub-anti-collision beam (12). A pin (121a) is provided at the upper end of the mounting bracket (121). A lower rubber bushing (111) is provided at the lower part of the cooling module (11). The lower rubber bushing (111) is sleeved on the pin (121a). The upper crossbeam (13) is provided with mounting holes, and the upper part of the cooling module (11) is provided with an upper rubber bushing, which is embedded in the mounting holes.

3. The triple-integrated, highly versatile new energy vehicle platform according to claim 1, characterized in that, The sub-anti-collision beam (12) is integrated with a pin, and the sub-anti-collision beam (12) is compatible with pure electric vehicles or range-extended vehicles by installing cooling modules (11) of different thicknesses or combinations.

4. The triple-integrated, highly versatile new energy vehicle platform according to claim 1, characterized in that, The drainage channel includes a first guide channel, a second guide channel, and a guide hole: The front end of the wiper cover plate (20) is provided with a first baffle (201), and the first baffle (201) and the base surface of the wiper cover plate (20) form the first guide groove. Guide holes are opened on both sides of the wiper cover plate (20). The wiper cover plate (20) is also provided with a second baffle (202), which is located at the rear end of the mounting port (204) of the battery (22), and the second baffle (202) and the first baffle (201) form a second guide groove; The wiper cover (20) is also provided with an air conditioning inlet (205), and an air intake chamber extends inside the air conditioning inlet (205), and a drainage pipe is provided at the bottom of the air intake chamber.

5. The triple-integrated, highly versatile new energy vehicle platform according to claim 1, characterized in that, The dual torsion box (23) includes a left dual torsion box and a right dual torsion box, which are symmetrically arranged on both sides of the front cabin.

6. The triple-integrated, highly versatile new energy vehicle platform according to claim 1, characterized in that, A battery (22) is arranged in the release space (21). The battery (22) is a 12V battery. The mounting bracket of the battery (22) is integrated with the structure of the dual torsion box (23). The battery (22) is arranged in the release space (21).

7. The triple-integrated, highly versatile new energy vehicle platform according to claim 1, characterized in that, The battery pack includes a battery pack housing and battery modules disposed inside the battery pack housing. The battery pack housing is connected to the floor crossbeam by structural adhesive and bolts. The side of the battery pack housing is fixed to the inner side of the sill longitudinal beam by shear connectors. The front end of the battery pack housing is connected to the front subframe by a collapsible connecting bracket, and the rear end of the battery pack housing is connected to the rear subframe by a collapsible connecting bracket.

8. The triple-integrated, highly versatile new energy vehicle platform according to claim 7, characterized in that, The battery pack includes battery pack side beams and battery pack cross beams; The battery pack side beam is connected to the sill longitudinal beam, and the battery pack side beam replaces the rear section of the sill longitudinal beam to transmit longitudinal load. The battery pack crossbeam is located below the floor crossbeam and corresponds to the position of the floor crossbeam.

9. A car, characterized in that, It includes the triple-integrated, highly versatile new energy vehicle platform according to any one of claims 1-8.

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