Frame and vehicle

Abstract

The utility model relates to the field of vehicles, and provides a vehicle frame and a vehicle. The frame comprises a first anti-collision beam and a force transmission assembly. The first anti-collision beam extends in the first direction. The force transmission assembly is arranged on one side of the first anti-collision beam. The force transmission assembly comprises a connecting support and a plurality of force transmission beams. The connecting support extends in the second direction, the second direction intersects with the first direction, and the connecting support is connected to the end of the first anti-collision beam. The force transmission beams are arranged at intervals in the second direction and connected to the side, away from the first anti-collision beam, of the connecting support. Based on the structure, the frame can promote the force transmission assembly to form a plurality of force transmission paths through the connecting support and the at least two force transmission beams connected with the connecting support, so that the efficiency of the force transmission assembly for transmitting, absorbing and collapsing collision force and collision energy can be improved, the performance of the frame under collision working conditions such as head-on collision or offset collision can be improved, and the service life of the frame is prolonged. And the anti-collision performance and the use reliability of the frame and the vehicle can be improved.

Description

Technical Field

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

[0002] The vehicle includes a frame. In the event of a head-on collision or an offset collision, the frame can serve as the main deformation, energy absorption and force transmission component of the vehicle to absorb part of the collision energy and reduce the collision load transmitted to the passenger compartment, thereby improving the reliability of the vehicle. However, the existing frame has a low efficiency in transmitting collision force and collision energy, resulting in poor anti-collision performance of the frame and the vehicle. Utility Model Content

[0003] The embodiments of the present application provide a frame and a vehicle, aiming to solve the problem that the existing frame has low efficiency in transmitting collision force and collision energy, resulting in poor anti-collision performance of the frame and the vehicle.

[0004] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is:

[0005] In a first aspect, a frame is provided, the frame comprising:

[0006] A first anti-collision beam extending along a first direction;

[0007] A force transmission component is arranged on one side of the first anti-collision beam. The force transmission component includes a connecting bracket and a plurality of force transmission beams. The connecting bracket is extended along a second direction, the second direction intersects with the first direction, the connecting bracket is connected to the end of the first anti-collision beam, and the plurality of force transmission beams are arranged at intervals along the second direction and are all connected to a side of the connecting bracket away from the first anti-collision beam.

[0008] The vehicle frame provided in the embodiment of the present application can be provided with the force transmission component provided in the embodiment at at least one end of the first anti-collision beam along the first direction. Based on this, in the case of a collision condition such as a head-on collision or an offset collision of the vehicle, the vehicle frame can directly bear the collision energy through the first anti-collision beam, absorb and collapse part of the collision energy, and transmit the remaining collision energy to the connecting bracket connected to the corresponding end of the first anti-collision beam; the vehicle frame can also receive the collision energy from the first anti-collision beam through the connecting bracket, absorb and collapse part of the collision energy, and disperse the remaining collision energy to each force transmission beam connected to the connecting bracket; the vehicle frame can also share the collision energy received from the connecting bracket through each force transmission beam arranged at intervals along the second direction, and absorb and collapse the collision energy in parallel. Thus, the frame can form multiple force transmission paths through the connecting bracket and at least two force transmission beams connected to the connecting bracket, thereby improving the transmission efficiency of the force transmission component to the collision force and collision energy, improving the efficiency of the force transmission component to absorb and collapse the collision force and collision energy during the transmission process, improving the performance of the frame under collision conditions such as frontal collision or offset collision, reducing the risk of excessive deformation of the frame under collision conditions such as frontal collision or offset collision, and improving the anti-collision performance and use reliability of the frame and the vehicle. In addition, based on the above structural design, it is convenient to set different collapse structures on different force transmission paths to optimize the collapse and absorption effects of the collision energy, thereby optimizing and improving the performance of the frame under collision conditions such as frontal collision or offset collision. In addition, based on the above structural design, it is also conducive to the integrated installation of the frame, which can improve the integration of the frame, facilitate the processing and assembly of the frame, and facilitate the control and precision of the tolerance of the frame.

[0009] In some embodiments, the plurality of force transmission beams include wheel arch beams and longitudinal beams spaced apart along the second direction, the wheel arch beams are connected to ends of the connecting brackets, and the longitudinal beams are connected to the middle of the connecting brackets.

[0010] By adopting the above scheme, the force transmission component can be used as a force transmission beam via the longitudinal beam that bears the weight and load of the vehicle body, and the wheel arch beam that increases the strength and rigidity of the wheel cover. Based on this, in the case of a collision condition such as a frontal collision or an offset collision, the force transmission component can quickly and directly distribute and receive most of the collision energy from the middle of the connecting bracket through the longitudinal beam, and absorb and collapse the collision energy; the force transmission component can also transmit part of the collision energy to the end of the connecting bracket along the second direction through the connecting bracket, and can also receive, absorb and collapse part of the collision energy from the connecting bracket through the wheel arch beam. As a result, the force transmission component can receive collision energy from different areas of the connecting bracket through the wheel arch beam and the longitudinal beam, and shunt and collapse the collision energy along two different force transmission paths, thereby improving the efficiency of the force transmission component in transmitting, absorbing and collapsing the collision force and collision energy, improving the performance of the frame under collision conditions such as a frontal collision or an offset collision, and improving the anti-collision performance and use reliability of the frame and the vehicle. Moreover, based on the above arrangement, the structure of the force transmission component can be simplified and optimized, the layout between the force transmission beam and the connecting bracket can be optimized, the connection and fixation between the force transmission beam and the connecting bracket can be facilitated, thereby simplifying and optimizing the structure of the frame, facilitating the integrated assembly of the frame, and helping to improve the integration of the frame.

[0011] In some embodiments, the force transmission assembly further includes a shock absorbing tower, which is disposed on a side of the connecting bracket away from the first anti-collision beam, and the shock absorbing tower is connected between the wheel arch beam and the longitudinal beam.

[0012] By adopting the above scheme, by setting a shock tower on the side of the connecting bracket away from the first anti-collision beam, and connecting the shock tower between the wheel arch beam and the longitudinal beam, on the one hand, the shock tower can provide structural support between the wheel arch beam and the longitudinal beam, and enhance the structural strength, connection strength and stability between the wheel arch beam and the longitudinal beam, thereby improving the structural strength, structural stability and structural reliability of the force transmission component and the frame, increasing the bearing capacity of the force transmission component and the frame, and extending the service life of the force transmission component and the frame. On the one hand, the shock absorber can be installed and supported via the shock tower, so as to reduce the bumps and vibrations transmitted from the wheel to the frame during the driving of the vehicle through the shock absorber, thereby improving the stability and comfort of the vehicle during driving. On the one hand, a new force transmission path can be added between the wheel arch beam and the longitudinal beam via the shock tower, which can facilitate the wheel arch beam and the longitudinal beam to share the collision energy and collision force with each other, thereby comprehensively improving the anti-collision performance, service reliability and service life of the wheel arch beam and the longitudinal beam, and improving the efficiency of the force transmission component in transmitting, absorbing and collapsing the collision force and collision energy.

[0013] In some embodiments, two force transmission assemblies are provided, and the two force transmission assemblies are respectively arranged at opposite ends of the first anti-collision beam along the first direction, and the shock absorbing towers of the two force transmission assemblies are connected by a support rod.

[0014] By adopting the above scheme, when force transmission components are provided at both opposite ends of the first anti-collision beam along the first direction, and the force transmission components are provided with shock towers, the shock towers of the two force transmission components can be connected by at least one support rod. Based on this, on the one hand, the two shock towers and at least one support rod can be prompted to form a stable and firm structure together, thereby comprehensively enhancing the rigidity of the two force transmission components, reducing the risk of structural deformation of the two force transmission components under collision conditions, and improving the structural reliability and anti-collision performance of the frame. On the one hand, the correlation between the two shock towers can be enhanced through the support rod, which can facilitate the support rod to transmit and disperse the collision force and collision energy between the two shock towers, and facilitate the support rod to transmit and disperse the collision force and collision energy between the two force transmission components, thereby optimizing the transmission path of the collision force and collision energy, reducing the single-point force situation, and improving the overall bearing capacity and anti-collision performance of the frame.

[0015] In some embodiments, the vehicle frame further includes a sub-frame, which is disposed on a side of the longitudinal beam away from the wheel arch beam, and the sub-frame is connected to the connecting bracket and the longitudinal beam.

[0016] By adopting the above scheme, by arranging the subframe on the side of the longitudinal beam away from the wheel arch beam, and connecting the subframe to the connecting bracket, when the vehicle encounters a collision condition such as a frontal collision or an offset collision, the connecting bracket can be convenient for transmitting the collision energy and collision force to the wheel arch beam, the longitudinal beam and the subframe connected to the connecting bracket in a dispersed manner, so that three different main force transmission paths can be formed through the wheel arch beam, the longitudinal beam and the subframe, and the collision energy can be easily diverted and collapsed through the wheel arch beam, the longitudinal beam and the subframe. In addition, by connecting the subframe to the longitudinal beam, it is also convenient for the subframe and the longitudinal beam to share the collision energy and collision force. In this way, the efficiency of the frame in transmitting, absorbing and collapsing the collision force and collision energy can be improved, the performance of the frame under collision conditions such as a frontal collision or an offset collision can be improved, and the anti-collision performance and use reliability of the frame can be improved. Furthermore, based on the above arrangement, the layout of the subframe relative to the connecting bracket, wheel arch beam, and longitudinal beam can be optimized, which can facilitate the connection and fixation of the subframe to the connecting bracket and longitudinal beam, thereby optimizing the structure of the frame, facilitating the integrated assembly of the frame, and helping to improve the integration of the frame.

[0017] In some embodiments, the force transmission assembly further includes a torsion box, which is connected to an end of the longitudinal beam away from the connecting bracket and is connected to the subframe.

[0018] By adopting the above scheme, by setting a torsion box at one end of the longitudinal beam away from the connecting bracket, and connecting the longitudinal beam and the subframe, it is convenient to transfer the torsion load borne by the frame to the torsion box via the longitudinal beam and the subframe when the vehicle is in a collision condition such as a frontal collision or an offset collision, so that the torsion load can be borne and absorbed by the torsion box, which can help reduce the torsion load transmitted to other components of the vehicle such as the battery, and improve the reliability of the vehicle. In addition, in the case of a collision condition such as a frontal collision or an offset collision, the correlation between the longitudinal beam and the subframe can be enhanced through the torsion box, which can facilitate the torsion box to transfer the collision force and collision energy between the longitudinal beam and the subframe, and facilitate the longitudinal beam and the subframe to absorb and relieve the collision force and collision energy in a coordinated manner, thereby optimizing the overall bearing capacity and anti-collision performance of the frame.

[0019] In some embodiments, two force transmission assemblies are provided, and the two force transmission assemblies are respectively arranged at opposite ends of the first anti-collision beam along the first direction, and the subframe is connected to the two force transmission assemblies.

[0020] By adopting the above scheme, in the case where the force transmission components are arranged at both opposite ends of the first anti-collision beam along the first direction, a subframe can be arranged on the same side of the two force transmission components away from the wheel arch beam, and the subframe is connected to the two force transmission components. Based on this, on the one hand, the two force transmission components can be connected to a subframe together, and the two force transmission components and a subframe can be prompted to form a stable and firm structure together, and the structural strength and connection strength between the two force transmission components and a subframe can be improved, so that the structure of the frame can be simplified and optimized, and the structural reliability and structural stability of the frame can be improved. On the other hand, in the case of a collision condition such as a frontal collision or an offset collision, the correlation between the two force transmission components can be enhanced through the subframe, which can facilitate the two force transmission components and a subframe to share and transmit the collision energy and collision force, thereby improving the efficiency of the frame in transmitting, absorbing, and collapsing the collision force and collision energy, improving the performance of the frame under collision conditions such as a frontal collision or an offset collision, and improving the anti-collision performance and reliability of the frame.

[0021] In some embodiments, the frame also includes a second anti-collision beam, which is extended along the first direction, and the second anti-collision beam is spaced apart on one side of the first anti-collision beam along the second direction. The end of the second anti-collision beam along the first direction is connected to the corresponding end of the first anti-collision beam through a connecting beam, and the connecting bracket is connected to the corresponding end of the second anti-collision beam along the first direction.

[0022] By adopting the above scheme, in the case of a frontal collision or offset collision, the frame can directly bear the collision energy through the frame structure formed by the first anti-collision beam, the second anti-collision beam, and the connecting beam, and absorb and collapse part of the collision energy. Based on this, the structural design of the first anti-collision beam, the second anti-collision beam, and the connecting beam can be optimized, and the ability of the first anti-collision beam, the second anti-collision beam, and the connecting beam to withstand collision energy and collision force can be improved. In the case of a collision between a vehicle and a pedestrian, the risk of the pedestrian being rolled under the vehicle can be reduced, thereby improving the anti-collision performance and reliability of the frame.

[0023] On this basis, the first anti-collision beam can transfer its uncollapsed collision energy to the connecting bracket connected to its end, and the second anti-collision beam can also transfer its uncollapsed collision energy to the connecting bracket connected to its end, so that the connecting bracket can receive the collision energy from the first anti-collision beam and the second anti-collision beam, absorb and collapse part of the collision energy, and disperse the remaining collision energy to each force transmission beam connected to the connecting bracket. Thus, two parallel force transmission paths can be formed between the connecting bracket and the first anti-collision beam, and between the connecting bracket and the second anti-collision beam. Combined with the multiple parallel force transmission paths formed between the connecting bracket and each force transmission beam, the force transmission path of the frame can be effectively increased, thereby improving the efficiency of the frame in transmitting, absorbing, and collapsing collision force and collision energy, improving the performance of the frame under collision conditions such as frontal collision or offset collision, and improving the anti-collision performance and reliability of the frame.

[0024] In some embodiments, the second anti-collision beam protrudes from a side of the first anti-collision beam facing away from the connecting bracket.

[0025] By adopting the above solution, the second anti-collision beam protrudes from the side of the first anti-collision beam away from the connecting bracket, so that the second anti-collision beam can be relatively protruded outward from the frame. Based on this, in the event of a collision between a vehicle and a pedestrian, the second anti-collision beam can be prompted to contact the pedestrian before the first anti-collision beam, and the pedestrian can be guided to move upward and backward, thereby reducing the risk of the pedestrian being rolled under the vehicle.

[0026] In some embodiments, the force transmission assembly further includes a first energy absorption box, and the first energy absorption box is connected between the connecting bracket and the second anti-collision beam.

[0027] By adopting the above scheme, when the vehicle is in a collision condition such as a frontal collision or an offset collision, the frame can receive the collision energy of the second anti-collision beam that has not been collapsed through the first energy absorption box, consume part of the collision energy through crushing and deformation, and then transfer the remaining collision energy to the connecting bracket connected to the first energy absorption box. Based on this, during the period when the collision energy is transferred from the second anti-collision beam to the connecting bracket, the crushing and deformation of the first energy absorption box can be used to consume and collapse the collision energy, thereby optimizing the structure of the frame, optimizing the effect of the frame on the collapse and absorption of the collision energy, and optimizing and improving the performance of the frame in collision conditions such as a frontal collision or an offset collision.

[0028] In some embodiments, the force transmission assembly further includes a second energy absorption box, and the second energy absorption box is connected between the connecting bracket and the first anti-collision beam.

[0029] By adopting the above scheme, when the vehicle is in a collision condition such as a frontal collision or an offset collision, the frame can receive the collision energy of the first anti-collision beam that has not been collapsed through the second energy absorption box, consume part of the collision energy through crushing and deformation, and then transfer the remaining collision energy to the connecting bracket connected to the second energy absorption box. Based on this, during the period when the collision energy is transferred from the first anti-collision beam to the connecting bracket, the crushing and deformation of the second energy absorption box can be used to consume and collapse the collision energy, thereby optimizing the structure of the frame, optimizing the effect of the frame on the collapse and absorption of collision energy, and optimizing and improving the performance of the frame in collision conditions such as a frontal collision or an offset collision.

[0030] In a second aspect, a vehicle is provided, the vehicle comprising the frame provided in an embodiment of the present application.

[0031] By adopting the above solution, the vehicle can improve the collision resistance and use reliability of the vehicle by applying the frame provided by the embodiment of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0033] Figure 1 A schematic diagram of the structure of a vehicle provided in some embodiments of the present application;

[0034] Figure 2 An exploded schematic diagram of a battery provided in some embodiments of the present application;

[0035] Figure 3 A schematic diagram of the structure of a frame provided in some embodiments of the present application;

[0036] Figure 4 for Figure 3 A side view of the frame is provided;

[0037] Figure 5 for Figure 4 An exploded schematic diagram of the frame is provided.

[0038] Among them, the reference numerals in the figure are:

[0039] 1-frame, 2-battery, 3-wheel; 21-battery unit, 22-box, 221-first part, 222-second part;

[0040] 11-first anti-collision beam, 12-force transmission assembly, 121-connecting bracket, 122-force transmission beam, 122a-wheel arch beam, 122b-longitudinal beam, 123-shock tower, 124-torsion box, 125-first energy absorption box, 126-second energy absorption box, 13-support rod, 14-subframe, 15-second anti-collision beam, 16-connecting beam, a-first direction, b-second direction. DETAILED DESCRIPTION

[0041] In order to make the technical problems, technical solutions and beneficial effects to be solved by this application clear and understandable, the application is described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain this application and are not used to limit this application.

[0042] In the description of the present application, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0043] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

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

[0045] Vehicles are commonly used means of transportation. During the driving process, some unexpected situations may occur, such as collisions with other vehicles or objects. Therefore, vehicles need to have better anti-collision performance.

[0046] A vehicle usually includes a frame, which is a frame-like structure that straddles the wheels of the vehicle and is the base of the vehicle. The frame has good strength and rigidity to withstand the load of the vehicle and the impact from the wheels. The function of the frame is to support and connect the various assemblies of the vehicle, so that each assembly maintains a relatively correct position and withstands various loads inside and outside the vehicle. In the event of a collision such as a frontal collision (FRB) or an offset collision (ODB), the frame can serve as the main deformation, energy absorption and force transmission component of the vehicle to absorb part of the collision energy and reduce the collision load transmitted to the passenger compartment, thereby improving the reliability of the vehicle.

[0047] In some cases, the vehicle frame includes a first anti-collision beam and a longitudinal beam connected to the first anti-collision beam. In the event of a collision such as a head-on collision or an offset collision, the first anti-collision beam can withstand and absorb the collision energy, and collapse part of the collision energy, and transfer the remaining collision energy to the longitudinal beam, so that the longitudinal beam receives, transfers, absorbs, and collapses the remaining collision energy. Based on this, the existing vehicle frame has a low transmission efficiency for collision force and collision energy, resulting in a low efficiency in absorbing and collapsing the collision force and collision energy, resulting in poor anti-collision performance of the frame and the vehicle.

[0048] Therefore, some embodiments of the present application provide a vehicle frame, which can be provided with the force transmission component provided by the present embodiment at at least one end of the first anti-collision beam along the first direction. Based on this, in the case of a collision condition such as a head-on collision or an offset collision of the vehicle, the vehicle frame can directly bear the collision energy through the first anti-collision beam, absorb and collapse part of the collision energy, and transfer the remaining collision energy to the connecting bracket connected to the corresponding end of the first anti-collision beam; the vehicle frame can also receive the collision energy from the first anti-collision beam through the connecting bracket, absorb and collapse part of the collision energy, and disperse the remaining collision energy to each force transmission beam connected to the connecting bracket; the vehicle frame can also share the collision energy received from the connecting bracket through each force transmission beam arranged at intervals along the second direction, and absorb and collapse the collision energy in parallel. Thus, the frame can form multiple force transmission paths through the connecting bracket and at least two force transmission beams connected to the connecting bracket, thereby improving the transmission efficiency of the force transmission component to the collision force and collision energy, improving the efficiency of the force transmission component to absorb and collapse the collision force and collision energy during the transmission process, improving the performance of the frame under collision conditions such as frontal collision or offset collision, reducing the risk of excessive deformation of the frame under collision conditions such as frontal collision or offset collision, and improving the anti-collision performance and use reliability of the frame and the vehicle. In addition, based on the above structural design, it is convenient to set different collapse structures on different force transmission paths to optimize the collapse and absorption effects of the collision energy, thereby optimizing and improving the performance of the frame under collision conditions such as frontal collision or offset collision. In addition, based on the above structural design, it is also conducive to the integrated installation of the frame, which can improve the integration of the frame, facilitate the processing and assembly of the frame, and facilitate the control and precision of the tolerance of the frame.

[0049] The vehicle frame disclosed in the embodiment of the present application can be used for a vehicle. The vehicle can be a fuel vehicle, a gas vehicle or a new energy vehicle, and the new energy vehicle can be a pure electric vehicle, a hybrid vehicle or an extended-range vehicle, etc. In order to illustrate the technical solution provided by the present application, the following is a detailed description in conjunction with specific drawings and embodiments.

[0050] See also Figure 1 , Figure 1A schematic diagram of the structure of a vehicle provided for some embodiments of the present application. The vehicle may be a fuel vehicle, a gas vehicle or a new energy vehicle, and the new energy vehicle may be a pure electric vehicle, a hybrid vehicle or an extended-range vehicle, etc. The vehicle includes a frame 1, a battery 2, a wheel 3 and other structures. The frame 1 is a frame-type structure straddling the wheel 3 of the vehicle and is the matrix of the vehicle. The frame 1 has good strength and rigidity to withstand the load of the vehicle and the impact transmitted from the wheel 3. The function of the frame 1 is to support and connect the various assemblies of the vehicle, so that each assembly maintains a relatively correct position, and withstands various loads inside and outside the vehicle. In the event of a collision condition such as a frontal collision (FRB) or an offset collision (ODB), the frame 1 can be used as the main deformation, energy absorption and force transmission component of the vehicle to absorb part of the collision energy and reduce the collision load transmitted to the passenger compartment, thereby improving the reliability of the vehicle.

[0051] The vehicle is provided with a battery 2 inside, and the battery 2 can be provided at the bottom, head or tail of the vehicle, for example, the battery 2 can be installed on the frame 1. The battery 2 is used to power the vehicle, for example, the battery 2 can be used as the operating power source of the vehicle. In some embodiments of the present application, the battery 2 can not only be used as the operating power source of the vehicle, but also as the driving power source of the vehicle, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle.

[0052] Of course, the vehicle may also include other structures. For example, the vehicle may also include a controller (not shown in the figure) and a motor (not shown in the figure). The controller is used to control the battery 2 to power the motor, for example, for starting, navigating and driving the vehicle.

[0053] See also Figure 2 , Figure 2 The exploded schematic diagram of the battery 2 provided for some embodiments of the present application. The battery 2 includes a battery cell 21 and a box 22, and the battery cell 21 is accommodated in the box 22. Among them, the box 22 is used to provide a storage space for the battery cell 21, and the box 22 can adopt a variety of structures. In some embodiments, the box 22 may include a first part 221 and a second part 222, and the first part 221 and the second part 222 cover each other, and the first part 221 and the second part 222 jointly define a storage space for accommodating the battery cell 21. The second part 222 may be a hollow structure with one end open, and the first part 221 may be a plate-like structure, and the first part 221 covers the open side of the second part 222, so that the first part 221 and the second part 222 jointly define a storage space; the first part 221 and the second part 222 may also be hollow structures with one side open, and the open side of the first part 221 covers the open side of the second part 222. Of course, the box body 22 formed by the first part 221 and the second part 222 can be in various shapes, such as a cylinder, a cuboid, etc.

[0054] In the battery 2 , there may be at least two battery cells 21 , and the at least two battery cells 21 may be connected in series, in parallel, or in mixed connection. Mixed connection means that at least two battery cells 21 may be connected in series or in parallel.

[0055] Specifically, the battery unit 21 may be a battery monomer. At least two battery monomers may be directly connected in series, in parallel, or in mixed connection, and then the whole formed by at least two battery monomers is accommodated in the box body 22. Among them, the battery monomer may be a lithium-ion secondary battery monomer, a lithium-sulfur battery monomer, a sodium-lithium-ion battery monomer, a sodium-ion battery monomer, or a magnesium-ion battery monomer, etc. The battery monomer may be cylindrical, flat, rectangular, or in other shapes, etc. The battery monomer may be packaged in different ways to form a cylindrical battery monomer, a square battery monomer, or a soft-pack battery monomer, etc.

[0056] Alternatively, the battery unit 21 may be a battery module or a battery module. At least two battery cells may be connected in series, in parallel, or in a mixed connection to form a modular structure, i.e., a battery module or a battery module; at least two battery modules or battery modules may be connected in series, in parallel, or in a mixed connection to form a whole, and accommodated in the box 22.

[0057] Of course, the battery 2 may also include other structures. For example, the battery 2 may also include a busbar component (not shown in the figure) for achieving electrical connection between at least two battery cells 21 .

[0058] Of course, in some embodiments, the battery 2 may not include the box body 22, but at least two battery cells are electrically connected and formed into a whole through necessary fixing structures and then assembled into the vehicle.

[0059] See also Figure 3 , Figure 4 , Figure 5 Some embodiments of the present application provide a vehicle frame 1, which includes a first anti-collision beam 11 and a force transmission assembly 12. The first anti-collision beam 11 is extended along a first direction a. The force transmission assembly 12 is arranged on one side of the first anti-collision beam 11. The force transmission assembly 12 includes a connecting bracket 121 and a plurality of force transmission beams 122. The connecting bracket 121 is extended along a second direction b, the second direction b intersects with the first direction a, and the connecting bracket 121 is connected to the end of the first anti-collision beam 11. The plurality of force transmission beams 122 are arranged at intervals along the second direction b, and are all connected to the side of the connecting bracket 121 away from the first anti-collision beam 11.

[0060] It should be noted that the first anti-collision beam 11 is a beam structure used to withstand and absorb collision energy when the vehicle is subjected to collision conditions such as head-on collision or offset collision. The first anti-collision beam 11 is extended along the first direction a. The extension path of the first anti-collision beam 11 can be an arc, a straight line, etc. The first anti-collision beam 11 can be a straight beam (i.e. a beam extending in a straight line), a curved beam (i.e. a beam extending in a curve), etc. The first anti-collision beam 11 can be a hollow structure or a solid structure. In some embodiments, the first direction a can be parallel to the horizontal plane. Of course, in other embodiments, the first direction a can be set at an angle to the horizontal plane.

[0061] The force transmission component 12 is a component for receiving collision energy from the first anti-collision beam 11, and transmitting and absorbing the collision energy. In some embodiments, two force transmission components 12 can be provided, and the two force transmission components 12 are provided on the same side of the first anti-collision beam 11, and are spaced apart along the first direction a. For example, the two force transmission components 12 can be provided at opposite ends of the first anti-collision beam 11 along the first direction a, that is, the force transmission components 12 provided in this embodiment can be provided at opposite ends of the first anti-collision beam 11 along the first direction a. Of course, in other embodiments, one force transmission component 12 can be provided, and the force transmission component 12 provided in this embodiment can be provided at one end of the first anti-collision beam 11 along the first direction a, and other force transmission structures can be provided at the other end of the first anti-collision beam 11 along the first direction a.

[0062] like Figure 3 As shown, in some embodiments, the extension path of the first anti-collision beam 11 is an arc, that is, the first anti-collision beam 11 is an arc-shaped beam, and the force transmission component 12 can be arranged on the concave side of the first anti-collision beam 11, and on the end side of the first anti-collision beam 11 along the first direction a. In this way, the convex side of the first anti-collision beam 11 can be arranged toward the outside of the frame 1, and the first anti-collision beam 11 can have higher mechanical strength and rigidity based on the arc design, and the first anti-collision beam 11 can better resist external impact force. Based on this, in the case of collision conditions such as head-on collision or offset collision of the vehicle, the first anti-collision beam 11 can better absorb and disperse the collision energy generated during the collision, so that the first anti-collision beam 11 can reduce the collision energy transmitted to other parts of the frame 1.

[0063] It should also be noted that the force transmission assembly 12 includes a connecting bracket 121 and at least two force transmission beams 122. The connecting bracket 121 is a component used to receive and absorb collision energy from the first anti-collision beam 11, and disperse the collision energy to each force transmission beam 122. The connecting bracket 121 is extended along the second direction b, and the second direction b intersects the first direction a, that is, the second direction b is not parallel to the first direction a, but is not limited to whether there is an intersection. In some embodiments, the second direction b may be parallel to the vertical plane. Of course, in other embodiments, the second direction b may be set at an angle to the vertical plane.

[0064] The connecting bracket 121 is connected to the end of the first anti-collision beam 11 (corresponding to the connecting bracket 121 along the first direction a). The connecting bracket 121 and the first anti-collision beam 11 may be directly connected, or indirectly connected via other components. In some embodiments, the connection of the connecting bracket 121 with the first anti-collision beam 11 may be arranged in the middle of the connecting bracket 121 along the second direction b, so that the collision energy can be bidirectionally dispersed and quickly transmitted from the middle of the connecting bracket 121 to each force transmission beam 122. Of course, in other embodiments, the connection of the connecting bracket 121 with the first anti-collision beam 11 may be arranged in any area of ​​the connecting bracket 121 along the second direction b, such as the end of the connecting bracket 121 along the second direction b.

[0065] The force transmission beam 122 is a beam structure used to share, receive and absorb collision energy from the first anti-collision beam 11. The structures of each force transmission beam 122 can be arranged in the same way or differently. The force transmission beams 122 are arranged at intervals along the second direction b. Each force transmission beam 122 is arranged on the side of the connecting bracket 121 away from the first anti-collision beam 11. The ends of each force transmission beam 122 close to the connecting bracket 121 are connected to the connecting bracket 121. The connection method between the force transmission beam 122 and the connecting bracket 121 can be, but not limited to, bolt connection, welding, etc. The force transmission beam 122 can be, but not limited to, made of metal materials (such as alloy steel, etc.). The force transmission beam 122 can be, but not limited to, made of a stamping process.

[0066] In summary, the vehicle frame 1 provided in the embodiment of the present application can be provided with the force transmission component 12 provided in the embodiment at least at one end of the first anti-collision beam 11 along the first direction a. Based on this, in the case of a collision condition such as a head-on collision or an offset collision of the vehicle, the vehicle frame 1 can directly bear the collision energy through the first anti-collision beam 11, absorb and collapse part of the collision energy, and transfer the remaining collision energy to the connecting bracket 121 connected to the corresponding end of the first anti-collision beam 11; the vehicle frame 1 can also receive the collision energy from the first anti-collision beam 11 through the connecting bracket 121, absorb and collapse part of the collision energy, and disperse the remaining collision energy to each force transmission beam 122 connected to the connecting bracket 121; the vehicle frame 1 can also share the collision energy received from the connecting bracket 121 through each force transmission beam 122 arranged at intervals along the second direction b, and absorb and collapse the collision energy in parallel. Thus, the vehicle frame 1 can form multiple force transmission paths through the connecting bracket 121 and at least two force transmission beams 122 connected to the connecting bracket 121, thereby improving the transmission efficiency of the force transmission component 12 to the collision force and collision energy, improving the efficiency of the force transmission component 12 to absorb and collapse the collision force and collision energy during the transmission process, improving the performance of the vehicle frame 1 under collision conditions such as frontal collision or offset collision, reducing the risk of excessive deformation of the vehicle frame 1 under collision conditions such as frontal collision or offset collision, and improving the anti-collision performance and use reliability of the vehicle frame 1 and the vehicle. In addition, based on the above structural design, it is convenient to set different collapse structures on different force transmission paths to optimize the collapse and absorption effects of the collision energy, thereby optimizing and improving the performance of the vehicle frame 1 under collision conditions such as frontal collision or offset collision. In addition, based on the above structural design, it is also beneficial to the integrated installation of the vehicle frame 1, improving the integration of the vehicle frame 1, facilitating the processing and assembly of the vehicle frame 1, and facilitating the control and precision of the tolerance of the vehicle frame 1.

[0067] The vehicle frame 1 provided in this embodiment is particularly suitable for CTC (Cell to Chassis, battery-body integration) technology. Figure 1 As shown, when the battery 2 is directly integrated and installed on the vehicle frame 1, by adopting the frame 1 provided in the embodiment of the present application, the frame 1 can be enabled to bear more loads, while reducing the load borne by the battery 2. As a result, the risk of the battery 2 exploding due to the large load and impact can be reduced in the event of a collision such as a frontal collision or an offset collision. Of course, the frame 1 provided in this embodiment can also be applied to vehicles that do not use CTC technology.

[0068] See also Figure 3 , Figure 4 , Figure 5In some embodiments of the present application, the plurality of force transmission beams 122 include wheel arch beams 122a and longitudinal beams 122b arranged at intervals along the second direction b, the wheel arch beams 122a are connected to the end of the connecting bracket 121, and the longitudinal beams 122b are connected to the middle of the connecting bracket 121.

[0069] It should be noted that one of the force transmission beams 122 is a wheel arch beam 122a, and the other force transmission beam 122 is a longitudinal beam 122b, and the wheel arch beam 122a and the longitudinal beam 122b are arranged at intervals along the second direction b.

[0070] The longitudinal beam 122b is the main component that bears the weight and load of the vehicle body. The longitudinal beam 122b is located at the bottom of the vehicle and extends along the length of the vehicle. The longitudinal beam 122b can be a straight beam or a curved beam. The longitudinal beam 122b can be made of, but not limited to, steel or other high-strength materials, and the longitudinal beam 122b has high rigidity and strength. The main function of the longitudinal beam 122b is to provide structural strength and stability to support the vehicle body and bear the load from the ground, engine, suspension system and other important components. The longitudinal beam 122b is connected to the middle part of the connecting bracket 121, and the connection method can be, but not limited to, bolt connection, welding, etc. In the case of a collision condition such as a head-on collision or an offset collision, the longitudinal beam 122b can quickly distribute and receive part of the collision energy from the middle part of the connecting bracket 121, and absorb and collapse the collision energy to reduce the impact on the occupants in the vehicle.

[0071] The wheel arch beam 122a (commonly known as the reinforcing beam on the wheel cover, such as the reinforcing beam on the right front wheel cover) is a beam structure arranged on the wheel cover of the vehicle to increase the strength and rigidity of the wheel cover. The wheel arch beam 122a can be a straight beam or a curved beam. The wheel arch beam 122a can be made of but not limited to steel or other high-strength materials, and the wheel arch beam 122a has high rigidity and strength. The main function of the wheel arch beam 122a is to increase the rigidity of the wheel cover and improve the overall stability and handling performance of the vehicle. The wheel arch beam 122a can resist the impact force and friction force between the tire and the road surface, and reduce the risk of deformation or breakage of the wheel cover. The wheel arch beam 122a is connected to one end of the connecting bracket 121 along the second direction b, and the connection method can be but not limited to bolt connection, welding, etc. When the vehicle is involved in a head-on collision or an offset collision, part of the collision energy can be transmitted along the connecting bracket 121 to the end of the connecting bracket 121 along the second direction b, and then transmitted to the wheel arch beam 122a, so that the wheel arch beam 122a can receive part of the collision energy from the end portion of the connecting bracket 121, and absorb and crush the collision energy to reduce the impact on the occupants in the vehicle.

[0072] By adopting the above scheme, the force transmission component 12 can be used as the force transmission beam 122 via the longitudinal beam 122b that bears the weight and load of the vehicle body, and the wheel arch beam 122a that increases the strength and rigidity of the wheel cover. Based on this, in the case of a collision condition such as a frontal collision or an offset collision of the vehicle, the force transmission component 12 can quickly and directly distribute and receive most of the collision energy from the middle of the connecting bracket 121 through the longitudinal beam 122b, and absorb and collapse the collision energy; the force transmission component 12 can also transfer part of the collision energy to the end of the connecting bracket 121 along the second direction b through the connecting bracket 121, and can also receive, absorb and collapse part of the collision energy from the connecting bracket 121 through the wheel arch beam 122a. Thus, the force transmission component 12 can receive collision energy from different areas of the connecting bracket 121 via the wheel arch beam 122a and the longitudinal beam 122b, and shunt and collapse the collision energy along two different force transmission paths, thereby improving the efficiency of the force transmission component 12 in transmitting, absorbing, and collapsing the collision force and collision energy, improving the performance of the frame 1 under collision conditions such as frontal collision or offset collision, and improving the anti-collision performance and use reliability of the frame 1 and the vehicle. Moreover, based on the above-mentioned settings, the structure of the force transmission component 12 can be simplified and optimized, the layout between the force transmission beam 122 and the connecting bracket 121 can be optimized, and the connection and fixation between the force transmission beam 122 and the connecting bracket 121 can be facilitated, thereby simplifying and optimizing the structure of the frame 1, facilitating the integrated assembly of the frame 1, and helping to improve the integration of the frame 1.

[0073] Of course, in other embodiments, the force transmission assembly 12 may use other beam structures as the force transmission beam 122. The force transmission assembly 12 may be provided with at least three force transmission beams 122.

[0074] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, the force transmission assembly 12 further includes a shock absorbing tower 123, which is disposed on a side of the connecting bracket 121 away from the first anti-collision beam 11, and the shock absorbing tower 123 is connected between the wheel arch beam 122a and the longitudinal beam 122b.

[0075] It should be noted that the shock tower 123 is arranged on the side of the connecting bracket 121 away from the first anti-collision beam 11. Based on the arrangement of the wheel arch beam 122a and the longitudinal beam 122b arranged at intervals, the shock tower 123 is arranged between the wheel arch beam 122a and the longitudinal beam 122b, and is connected between the wheel arch beam 122a and the longitudinal beam 122b. The connection method between the shock tower 123 and the wheel arch beam 122a can be, but not limited to, bolt connection, welding, etc. The connection method between the shock tower 123 and the longitudinal beam 122b can be, but not limited to, bolt connection, welding, etc. The shock tower 123 can support the wheel arch beam 122a, and can transfer the load of the wheel arch beam 122a to the longitudinal beam 122b.

[0076] In some embodiments, the shock tower 123 is a hollow structure, and the interior of the shock tower 123 is used to set a shock absorber (not shown in the figure). The shock absorber is set between the wheel 3 and the frame 1. The shock absorber can play a role in shock absorption and damping to reduce the bumps and vibrations transmitted from the wheel 3 to the frame 1 during the driving of the vehicle, thereby improving the stability and comfort of the vehicle during driving.

[0077] By adopting the above scheme, by setting a shock tower 123 on the side of the connecting bracket 121 away from the first anti-collision beam 11, and connecting the shock tower 123 between the wheel arch beam 122a and the longitudinal beam 122b, on the one hand, the shock tower 123 can provide structural support between the wheel arch beam 122a and the longitudinal beam 122b, and enhance the structural strength, connection strength and stability between the wheel arch beam 122a and the longitudinal beam 122b, thereby improving the structural strength, structural stability and structural reliability of the force transmission component 12 and the frame 1, increasing the bearing capacity of the force transmission component 12 and the frame 1, and extending the service life of the force transmission component 12 and the frame 1. On the one hand, the support shock absorber can be installed via the shock tower 123, so as to reduce the bumps and vibrations transmitted from the wheel 3 to the frame 1 during the driving of the vehicle through the shock absorber, thereby improving the stability and comfort of the vehicle during the driving process. On the one hand, a new force transmission path can be added between the wheel arch beam 122a and the longitudinal beam 122b via the shock-absorbing tower 123, which can facilitate the wheel arch beam 122a and the longitudinal beam 122b to share the collision energy and collision force with each other, thereby comprehensively improving the anti-collision performance, reliability and service life of the wheel arch beam 122a and the longitudinal beam 122b, and improving the efficiency of the force transmission component 12 in transmitting, absorbing and collapsing the collision force and collision energy.

[0078] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, two force transmission assemblies 12 are provided, and the two force transmission assemblies 12 are respectively arranged at opposite ends of the first anti-collision beam 11 along the first direction a, and the shock absorbing towers 123 of the two force transmission assemblies 12 are connected by a support rod 13.

[0079] It should be noted that two force transmission components 12 can be provided. Force transmission components 12 can be provided at both opposite ends of the first anti-collision beam 11 along the first direction a. In this embodiment, the force transmission component 12 can be the force transmission component 12 provided in the previous embodiment, that is, the force transmission component 12 includes a connecting bracket 121, a wheel arch beam 122a, a longitudinal beam 122b and a shock tower 123.

[0080] In this case, the shock towers 123 of the two force transmission components 12 can be connected by one or more support rods 13. The support rod 13 is a rod-shaped structure, which can be, but not limited to, a rectangular rod, a round rod, etc. One end of the support rod 13 is connected to the shock tower 123 of one of the force transmission components 12, and the other end of the support rod 13 is connected to the shock tower 123 of the other force transmission component 12. The connection between the support rod 13 and the shock tower 123 can be, but not limited to, bolt connection, welding, etc.

[0081] By adopting the above scheme, when the force transmission components 12 are arranged at both opposite ends of the first anti-collision beam 11 along the first direction a, and the force transmission components 12 are provided with shock towers 123, the shock towers 123 of the two force transmission components 12 can be connected through at least one support rod 13. Based on this, on the one hand, the two shock towers 123 and at least one support rod 13 can be prompted to form a stable and firm structure together, so that the rigidity of the two force transmission components 12 can be comprehensively enhanced, the risk of structural deformation of the two force transmission components 12 under collision conditions can be reduced, and the structural reliability and anti-collision performance of the frame 1 can be improved. On the one hand, the correlation between the two shock towers 123 can be enhanced through the support rod 13, which can facilitate the support rod 13 to transmit and disperse the collision force and collision energy between the two shock towers 123, and facilitate the support rod 13 to transmit and disperse the collision force and collision energy between the two force transmission components 12, so that the transmission path of the collision force and collision energy can be optimized, the single-point force situation can be reduced, and the overall bearing capacity and anti-collision performance of the frame 1 can be improved.

[0082] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, the frame 1 further includes a sub-frame 14, which is disposed on a side of the longitudinal beam 122b away from the wheel arch beam 122a, and the sub-frame 14 is connected to the connecting bracket 121 and the longitudinal beam 122b.

[0083] It should be noted that the subframe 14 is a chassis component of the vehicle, and the subframe 14 can provide a mounting point for components such as the powertrain. The subframe 14 is arranged on the side of the longitudinal beam 122b away from the wheel arch beam 122a, that is, it is arranged on the end side of the connecting bracket 121 away from the wheel arch beam 122a. The subframe 14 is connected to the connecting bracket 121, especially connected to the end of the connecting bracket 121 away from the wheel arch beam 122a. The subframe 14 is also connected to the longitudinal beam 122b. Among them, the connection method between the subframe 14 and the connecting bracket 121 can be adopted but not limited to bolt connection, welding, etc. The connection method between the subframe 14 and the longitudinal beam 122b can be adopted but not limited to bolt connection, welding, etc.

[0084] When the vehicle is subjected to a frontal collision or an offset collision, part of the collision energy on the connecting bracket 121 can be dispersed and transferred to the subframe 14 connected to the connecting bracket 121, so that the subframe 14 can receive part of the collision energy from the end of the connecting bracket 121, and absorb and collapse the collision energy. During this period, the subframe 14 and the longitudinal beam 122b can also share the collision energy and the collision force with each other.

[0085] By adopting the above scheme, by arranging the sub-frame 14 on the side of the longitudinal beam 122b away from the wheel arch beam 122a, and connecting the sub-frame 14 to the connecting bracket 121, when the vehicle is in a collision condition such as a head-on collision or an offset collision, the connecting bracket 121 can disperse and transmit the collision energy and collision force to the wheel arch beam 122a, the longitudinal beam 122b and the sub-frame 14 connected to the connecting bracket 121, so that three different main force transmission paths can be formed through the wheel arch beam 122a, the longitudinal beam 122b and the sub-frame 14, and the collision energy can be diverted and collapsed through the wheel arch beam 122a, the longitudinal beam 122b and the sub-frame 14. In addition, by connecting the sub-frame 14 to the longitudinal beam 122b, it is also convenient for the sub-frame 14 and the longitudinal beam 122b to share the collision energy and collision force. As a result, the efficiency of the frame 1 in transmitting, absorbing and collapsing collision force and collision energy can be improved, the performance of the frame 1 under collision conditions such as frontal collision or offset collision can be improved, and the collision resistance and reliability of the frame 1 can be improved.

[0086] Furthermore, based on the above arrangement, the layout of the sub-frame 14 relative to the connecting bracket 121, the wheel arch beam 122a, and the longitudinal beam 122b can be optimized, which can facilitate the connection and fixation of the sub-frame 14 with the connecting bracket 121 and the longitudinal beam 122b, thereby optimizing the structure of the frame 1, facilitating the integrated assembly of the frame 1, and improving the integration of the frame 1.

[0087] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, the force transmission assembly 12 further includes a torsion box 124 , which is connected to an end of the longitudinal beam 122 b away from the connecting bracket 121 and is connected to the subframe 14 .

[0088] It should be noted that the torque box 124 is a component that can bear and absorb torsion loads. The torque box 124 is disposed at one end of the longitudinal beam 122b away from the connecting bracket 121, and is connected to the longitudinal beam 122b. The connection between the torque box 124 and the longitudinal beam 122b may be, but is not limited to, bolt connection, welding, etc. The torque box 124 is also connected to the subframe 14, and the connection between the torque box 124 and the subframe 14 may be, but is not limited to, bolt connection, welding, etc. In some embodiments, a three-dimensional lattice structure is provided inside the torque box 124.

[0089] By adopting the above scheme, by arranging a torsion box 124 at one end of the longitudinal beam 122b away from the connecting bracket 121, and connecting the longitudinal beam 122b and the subframe 14, when the vehicle encounters a collision condition such as a head-on collision or an offset collision, the torsion load borne by the frame 1 can be easily transmitted to the torsion box 124 via the longitudinal beam 122b and the subframe 14, so that the torsion load can be easily borne and absorbed via the torsion box 124, which can help reduce the torsion load transmitted to other components of the vehicle such as the battery 2, and improve the reliability of the vehicle. Furthermore, when the vehicle is subjected to collision conditions such as head-on collision or offset collision, the correlation between the longitudinal beam 122b and the subframe 14 can be enhanced through the torsion box 124, so that the torsion box 124 can transfer the collision force and collision energy between the longitudinal beam 122b and the subframe 14, and the longitudinal beam 122b and the subframe 14 can cooperate to absorb and alleviate the collision force and collision energy, thereby optimizing the overall bearing capacity and anti-collision performance of the frame 1.

[0090] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, two force transmission assemblies 12 are provided, and the two force transmission assemblies 12 are respectively arranged at opposite ends of the first anti-collision beam 11 along the first direction a, and the subframe 14 is connected to the two force transmission assemblies 12 .

[0091] It should be noted that two force transmission components 12 can be provided. Force transmission components 12 can be provided at both opposite ends of the first anti-collision beam 11 along the first direction a. In this embodiment, the force transmission component 12 can be a force transmission component 12 including a connecting bracket 121, a wheel arch beam 122a, and a longitudinal beam 122b.

[0092] In this case, a subframe 14 can be provided on the same side of the two force transmission components 12 along the second direction b and on the side of the longitudinal beam 122b away from the wheel arch beam 122a. In addition, the subframe 14 is connected to the two force transmission components 12, in particular, to the connecting brackets 121 and the longitudinal beam 122b of the two force transmission components 12.

[0093] By adopting the above scheme, when the force transmission components 12 are arranged at both opposite ends of the first anti-collision beam 11 along the first direction a, a sub-frame 14 can be arranged on the same side of the two force transmission components 12 away from the wheel arch beam 122a, and the sub-frame 14 is connected to the two force transmission components 12. Based on this, on the one hand, the two force transmission components 12 can be connected to one sub-frame 14, and the two force transmission components 12 and one sub-frame 14 can form a stable and firm structure together, and the structural strength and connection strength between the two force transmission components 12 and one sub-frame 14 can be improved, so that the structure of the frame 1 can be simplified and optimized, and the structural reliability and structural stability of the frame 1 can be improved. On the other hand, when the vehicle is subjected to collision conditions such as head-on collision or offset collision, the correlation between the two force transmission components 12 can be enhanced through the subframe 14, which can facilitate the mutual sharing of collision energy and collision force between the two force transmission components 12 and one subframe 14, thereby improving the efficiency of the frame 1 in transmitting, absorbing and crushing the collision force and collision energy, improving the performance of the frame 1 under collision conditions such as head-on collision or offset collision, and improving the anti-collision performance and reliability of the frame 1.

[0094] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, the frame 1 also includes a second anti-collision beam 15, which is extended along the first direction a, and the second anti-collision beam 15 is spaced apart on one side of the first anti-collision beam 11 along the second direction b. The end of the second anti-collision beam 15 along the first direction a is connected to the corresponding end of the first anti-collision beam 11 through a connecting beam 16, and the connecting bracket 121 is connected to the corresponding end of the second anti-collision beam 15 along the first direction a.

[0095] It should be noted that the second anti-collision beam 15 is also a beam structure used to bear and absorb collision energy when the vehicle encounters a collision condition such as a head-on collision or an offset collision. The second anti-collision beam 15 is extended along the first direction a. The extension path of the second anti-collision beam 15 can be an arc, a straight line, etc., and the extension path of the second anti-collision beam 15 can be the same as the extension path of the first anti-collision beam 11. The second anti-collision beam 15 can be a straight beam, a curved beam, etc. The second anti-collision beam 15 can be a hollow structure or a solid structure.

[0096] The second anti-collision beam 15 is arranged at intervals on one side of the first anti-collision beam 11 along the second direction b, that is, the first anti-collision beam 11 and the second anti-collision beam 15 are arranged at intervals along the second direction b. The end of the second anti-collision beam 15 along the first direction a is connected to the corresponding end of the first anti-collision beam 11 through the connecting beam 16, that is, along the same end side of the first direction a, the end of the second anti-collision beam 15 is connected to the end of the first anti-collision beam 11 through the connecting beam 16, so that the first anti-collision beam 11, the second anti-collision beam 15, and the connecting beam 16 together form a frame structure. Among them, the connection method between the second anti-collision beam 15 and the connecting beam 16 can be adopted but not limited to bolt connection, welding, etc. The connection method between the first anti-collision beam 11 and the connecting beam 16 can be adopted but not limited to bolt connection, welding, etc. Among them, the connecting beam 16 can be a straight beam or a curved beam, and the connecting beam 16 can be a hollow structure or a solid structure.

[0097] The connecting bracket 121 of the force transmission assembly 12 is connected to the corresponding end of the second anti-collision beam 15 along the first direction a. The corresponding end of the second anti-collision beam 15 along the first direction a is the end of the second anti-collision beam 15 along the first direction a corresponding to the connecting bracket 121. The connecting bracket 121 and the second anti-collision beam 15 can be directly connected or indirectly connected via other components.

[0098] By adopting the above scheme, when the vehicle is in a collision condition such as a head-on collision or an offset collision, the frame 1 can directly bear the collision energy through the frame structure formed by the first anti-collision beam 11, the second anti-collision beam 15, and the connecting beam 16, and absorb and collapse part of the collision energy. Based on this, the structural design of the first anti-collision beam 11, the second anti-collision beam 15, and the connecting beam 16 can be optimized, and the ability of the first anti-collision beam 11, the second anti-collision beam 15, and the connecting beam 16 to withstand the collision energy and collision force can be improved, and the risk of pedestrians being rolled under the vehicle can be reduced when the vehicle collides with pedestrians, thereby improving the anti-collision performance and use reliability of the frame 1.

[0099] On this basis, the first anti-collision beam 11 can transfer its uncollapsed collision energy to the connecting bracket 121 connected to its end, and the second anti-collision beam 15 can also transfer its uncollapsed collision energy to the connecting bracket 121 connected to its end, so that the connecting bracket 121 can receive the collision energy from the first anti-collision beam 11 and the second anti-collision beam 15, absorb and collapse part of the collision energy, and disperse the remaining collision energy to each force transmission beam 122 connected to the connecting bracket 121. Thus, two parallel force transmission paths can be formed between the connecting bracket 121 and the first anti-collision beam 11, and between the connecting bracket 121 and the second anti-collision beam 15. Combined with the parallel multiple force transmission paths formed between the connecting bracket 121 and each force transmission beam 122, the force transmission paths of the frame 1 can be effectively increased, thereby improving the efficiency of the frame 1 in transmitting, absorbing, and collapsing the collision force and collision energy, improving the performance of the frame 1 under collision conditions such as frontal collision or offset collision, and improving the anti-collision performance and use reliability of the frame 1.

[0100] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, the second anti-collision beam 15 protrudes from a side of the first anti-collision beam 11 away from the connecting bracket 121 .

[0101] It should be noted that the second anti-collision beam 15 protrudes from the side of the first anti-collision beam 11 away from the connecting bracket 121 , that is, the second anti-collision beam 15 is protruding relative to the side of the first anti-collision beam 11 away from the connecting bracket 121 .

[0102] like Figure 3 As shown, in some embodiments, the extension path of the first anti-collision beam 11 is an arc, that is, the first anti-collision beam 11 is an arc-shaped beam. The extension path of the second anti-collision beam 15 is an arc, that is, the second anti-collision beam 15 is also an arc-shaped beam. The convex side of the second anti-collision beam 15 is arranged to protrude outward from the vehicle frame 1 relative to the convex side of the first anti-collision beam 11.

[0103] By adopting the above solution, by making the second anti-collision beam 15 protrude from the side of the first anti-collision beam 11 away from the connecting bracket 121, the second anti-collision beam 15 can be relatively protruded outward from the vehicle frame 1. Based on this, in the event of a collision between a vehicle and a pedestrian, the second anti-collision beam 15 can be prompted to contact the pedestrian before the first anti-collision beam 11, and the pedestrian can be guided to move upward and backward, thereby reducing the risk of the pedestrian being rolled under the vehicle.

[0104] Of course, in other embodiments, the second anti-collision beam 15 may not protrude from (eg, be flush with) the side of the first anti-collision beam 11 facing away from the connecting bracket 121 .

[0105] See also Figure 3 , Figure 4 , Figure 5In some embodiments of the present application, the force transmission assembly 12 further includes a first energy absorption box 125 , and the first energy absorption box 125 is connected between the connecting bracket 121 and the second anti-collision beam 15 .

[0106] It should be noted that the first energy absorbing box 125 is a component that consumes collision energy through crushing and deformation. In some embodiments, a groove structure is provided on the surface of the first energy absorbing box 125, so that when the vehicle is subjected to a frontal collision or an offset collision, the first energy absorbing box 125 can be crushed and deformed to consume the collision energy.

[0107] The first energy absorption box 125 is connected between the connection bracket 121 and the second anti-collision beam 15, that is, the connection bracket 121 is indirectly connected to the end of the second anti-collision beam 15 via the first energy absorption box 125. The connection between the connection bracket 121 and the first energy absorption box 125 may be, but not limited to, bolt connection, welding, etc. The connection between the first energy absorption box 125 and the second anti-collision beam 15 may be, but not limited to, bolt connection, welding, etc.

[0108] By adopting the above solution, when the vehicle is in a collision condition such as a frontal collision or an offset collision, the frame 1 can receive the collision energy of the second anti-collision beam 15 that has not been collapsed through the first energy absorption box 125, consume part of the collision energy through crushing deformation, and then transfer the remaining collision energy to the connecting bracket 121 connected to the first energy absorption box 125. Based on this, during the period when the collision energy is transferred from the second anti-collision beam 15 to the connecting bracket 121, the crushing deformation of the first energy absorption box 125 can be used to consume and collapse the collision energy, thereby optimizing the structure of the frame 1, optimizing the effect of the frame 1 on the collapse and absorption of the collision energy, and optimizing and improving the performance of the frame 1 in collision conditions such as a frontal collision or an offset collision.

[0109] Of course, in other embodiments, the connecting bracket 121 may be directly connected to the end of the second anti-collision beam 15 .

[0110] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, the force transmission assembly 12 further includes a second energy absorption box 126 , and the second energy absorption box 126 is connected between the connecting bracket 121 and the first anti-collision beam 11 .

[0111] It should be noted that the second energy absorbing box 126 is a component that consumes collision energy through crushing and deformation. The structure of the second energy absorbing box 126 can be the same as or different from the structure of the first energy absorbing box 125. In some embodiments, the surface of the second energy absorbing box 126 is provided with a groove structure, so that in the case of a collision condition such as a frontal collision or an offset collision of the vehicle, the second energy absorbing box 126 can be crushed and deformed to consume the collision energy.

[0112] The second energy absorption box 126 is connected between the connection bracket 121 and the first anti-collision beam 11, that is, the connection bracket 121 is indirectly connected to the end of the first anti-collision beam 11 via the second energy absorption box 126. The connection between the connection bracket 121 and the second energy absorption box 126 may be, but not limited to, bolt connection, welding, etc. The connection between the second energy absorption box 126 and the first anti-collision beam 11 may be, but not limited to, bolt connection, welding, etc.

[0113] By adopting the above solution, when the vehicle is in a collision condition such as a frontal collision or an offset collision, the frame 1 can receive the collision energy of the first anti-collision beam 11 that has not been collapsed through the second energy absorption box 126, consume part of the collision energy through crushing deformation, and then transfer the remaining collision energy to the connecting bracket 121 connected to the second energy absorption box 126. Based on this, during the period when the collision energy is transferred from the first anti-collision beam 11 to the connecting bracket 121, the crushing deformation of the second energy absorption box 126 can be used to consume and collapse the collision energy, thereby optimizing the structure of the frame 1, optimizing the effect of the frame 1 on the collapse and absorption of the collision energy, and optimizing and improving the performance of the frame 1 in collision conditions such as a frontal collision or an offset collision.

[0114] Of course, in other embodiments, the connecting bracket 121 may be directly connected to the end of the first anti-collision beam 11 .

[0115] See also Figure 3 , Figure 4 , Figure 5 In some embodiments of the present application, two force transmission components 12 are provided, and the two force transmission components 12 are respectively arranged at opposite ends of the first anti-collision beam 11 along the first direction a.

[0116] It should be noted that two force transmission components 12 can be provided. Force transmission components 12 can be provided at both opposite ends of the first anti-collision beam 11 along the first direction a. The force transmission component 12 can be the force transmission component 12 of any embodiment provided in the present application. The connecting bracket 121 of each force transmission component 12 is connected to the corresponding end of the first anti-collision beam 11.

[0117] By adopting the above scheme, by setting the force transmission components 12 provided in this embodiment at both opposite ends of the first anti-collision beam 11 along the first direction a, on the one hand, the structural design of the frame 1 at the opposite ends of the first anti-collision beam 11 can be balanced and optimized, which can facilitate the integrated assembly of the frame 1 and help improve the integration and structural reliability of the frame 1. On the other hand, multiple force transmission paths can be formed at both opposite ends of the first anti-collision beam 11 through the force transmission components 12, so that the two force transmission components 12 can share the collision force and collision energy received from the first anti-collision beam 11, and the bearing pressure of a single force transmission component 12 on the collision force and collision energy can be reduced, thereby increasing the total number of force transmission paths of the frame 1, balancing the number of force transmission paths distributed by the frame 1 at the opposite ends of the first anti-collision beam 11, improving the efficiency of the frame 1 in transmitting, absorbing, and collapsing the collision force and collision energy, and balancing and improving the anti-collision performance and use reliability of the opposite sides of the frame 1.

[0118] Furthermore, the first anti-collision beam 11 and the two force transmission components 12 can form a multi-directional surrounding structure. Based on this, the frame 1 can protect the occupants in the vehicle in multiple directions, and can reduce the impact of the collision force and collision energy on the occupants in the vehicle under collision conditions, thereby improving the anti-collision performance, performance, reliability and user experience of the frame 1.

[0119] See also Figure 3 , Figure 4 , Figure 5 In summary, the present application provides a specific example of a frame 1 according to some of the above embodiments. The frame 1 includes a first anti-collision beam 11, a force transmission component 12, a support rod 13, a subframe 14, a second anti-collision beam 15, and a connecting beam 16.

[0120] The first anti-collision beam 11 is extended along the first direction a, and the first anti-collision beam 11 is an arc-shaped beam. The second anti-collision beam 15 is extended along the first direction a, and the second anti-collision beam 15 is an arc-shaped beam. The second anti-collision beam 15 is arranged at intervals on one side of the first anti-collision beam 11 along the second direction b. The opposite ends of the second anti-collision beam 15 along the first direction a are connected to the corresponding ends of the first anti-collision beam 11 through the connecting beam 16. The first anti-collision beam 11, the second anti-collision beam 15, and the two connecting beams 16 together form a frame structure. The second anti-collision beam 15 protrudes from the side of the first anti-collision beam 11 away from the connecting bracket 121.

[0121] There are two force transmission components 12 , both of which are arranged on the concave side of the first anti-collision beam 11 , and the two force transmission components 12 are arranged at opposite ends of the first anti-collision beam 11 along the first direction a.

[0122] The force transmission assembly 12 includes a connecting bracket 121, a first energy absorption box 125, a second energy absorption box 126, a wheel arch beam 122a, a longitudinal beam 122b, a shock tower 123, and a torsion box 124. The connecting bracket 121 is extended along the second direction b, and the second direction b intersects the first direction a. The first energy absorption box 125 is connected between the end of the second anti-collision beam 15 and the connecting bracket 121. The second energy absorption box 126 is connected between the end of the first anti-collision beam 11 and the connecting bracket 121. The wheel arch beam 122a and the longitudinal beam 122b are arranged at intervals along the second direction b, and both the wheel arch beam 122a and the longitudinal beam 122b can serve as the force transmission beam 122. The wheel arch beam 122a and the longitudinal beam 122b are both arranged on the side of the connecting bracket 121 away from the first anti-collision beam 11. The wheel arch beam 122a is connected to the end of the connecting bracket 121, and the longitudinal beam 122b is connected to the middle of the connecting bracket 121. The shock tower 123 is disposed on a side of the connecting bracket 121 away from the first anti-collision beam 11 , and is connected between the wheel arch beam 122 a and the longitudinal beam 122 b . The torsion box 124 is connected to an end of the longitudinal beam 122 b away from the connecting bracket 121 .

[0123] The shock absorbing towers 123 of the two force transmission assemblies 12 are connected via two support rods 13 .

[0124] The subframe 14 is disposed on the same side of the two force transmission components 12 along the second direction b, especially on the side of the longitudinal beam 122b away from the wheel arch beam 122a. The subframe 14 is connected to the connecting bracket 121, the longitudinal beam 122b and the torque box 124 of the two force transmission components 12.

[0125] Based on the above structure, when the vehicle is subjected to collision conditions such as head-on collision or offset collision, the frame 1 can directly bear the collision energy through the frame structure formed by the first anti-collision beam 11, the second anti-collision beam 15, and the two connecting beams 16, and absorb and collapse part of the collision energy. The frame 1 can also receive the collision energy of the second anti-collision beam 15 that has not collapsed through the first energy absorption box 125, and consume part of the collision energy through crushing deformation, and then transfer the remaining collision energy to the connecting bracket 121 connected to the first energy absorption box 125. The frame 1 can also receive the collision energy of the first anti-collision beam 11 that has not collapsed through the second energy absorption box 126, and consume part of the collision energy through crushing deformation, and then transfer the remaining collision energy to the connecting bracket 121 connected to the second energy absorption box 126. Based on this, two parallel force transmission paths can be formed between the connecting bracket 121 and the first anti-collision beam 11, and between the connecting bracket 121 and the second anti-collision beam 15. On this basis, the vehicle frame 1 can also absorb and collapse part of the collision energy through the connecting bracket 121, and disperse and transfer the remaining collision energy to the wheel arch beam 122a, the longitudinal beam 122b and the subframe 14 connected to the connecting bracket 121, so that the wheel arch beam 122a, the longitudinal beam 122b and the subframe 14 can shunt and collapse the collision energy. Based on this, the wheel arch beam 122a, the longitudinal beam 122b and the subframe 14 can form three parallel force transmission paths that are shunted from the connecting bracket 121. In addition, the vehicle frame 1 can also transfer the collision energy between the wheel arch beam 122a and the longitudinal beam 122b through the shock tower 123, so that the wheel arch beam 122a and the longitudinal beam 122b can share the collision energy and the collision force with each other. The vehicle frame 1 can also enhance the correlation between the two shock towers 123 through the support rod 13, so that the two shock towers 123 can share the collision energy and the collision force with each other. Furthermore, the vehicle frame 1 can also share collision energy and collision force between the sub-frame 14 and the longitudinal beam 122b through the connectivity between the sub-frame 14 and the longitudinal beam 122b. Furthermore, the vehicle frame 1 can also enhance the association between the longitudinal beam 122b and the sub-frame 14 through the torsion box 124, so that the torsion box 124 can receive and absorb the torsion load, and the longitudinal beam 122b and the sub-frame 14 can share collision energy and collision force. Thus, the force transmission path of the vehicle frame 1 can be effectively increased, and the efficiency of the vehicle frame 1 in transmitting, absorbing, and collapsing collision force and collision energy can be effectively improved, thereby improving the performance of the vehicle frame 1 under collision conditions such as frontal collision or offset collision, and improving the anti-collision performance and use reliability of the vehicle frame 1.

[0126] Based on the above structure, the structure of the frame 1 can be optimized and integrated, and the frame 1 can be formed into a fully enclosed structure, which can be beneficial to the integrated installation of the frame 1, can improve the integration of the frame 1, can facilitate the processing and assembly of the frame 1, and can facilitate the control and precision of the tolerance of the frame 1.

[0127] See also Figure 1Some embodiments of the present application provide a vehicle, and the vehicle includes a frame 1 provided in an embodiment of the present application.

[0128] By adopting the above solution, the vehicle can improve the anti-collision performance and use reliability of the vehicle by applying the frame 1 provided in the embodiment of the present application.

[0129] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions or improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A frame, characterized in that: The frame comprises: A first anti-collision beam extending along a first direction; A force transmission component is arranged on one side of the first anti-collision beam, and the force transmission component includes a connecting bracket and a plurality of force transmission beams. The connecting bracket is extended along a second direction, and the second direction intersects with the first direction. The connecting bracket is connected to the end of the first anti-collision beam. The plurality of force transmission beams are arranged at intervals along the second direction and are all connected to the side of the connecting bracket away from the first anti-collision beam.

2. The frame according to claim 1, characterized in that: The plurality of force transmission beams include wheel arch beams and longitudinal beams which are spaced apart along the second direction, the wheel arch beams are connected to the ends of the connecting brackets, and the longitudinal beams are connected to the middle of the connecting brackets.

3. The frame according to claim 2, characterized in that: The force transmission component also includes a shock-absorbing tower, which is arranged on a side of the connecting bracket away from the first anti-collision beam, and the shock-absorbing tower is connected between the wheel arch beam and the longitudinal beam.

4. The frame according to claim 3, characterized in that: There are two force transmission components, which are arranged at opposite ends of the first anti-collision beam along the first direction, and the shock absorbing towers of the two force transmission components are connected by a support rod.

5. The frame according to claim 2, characterized in that: The vehicle frame further comprises a sub-frame, which is arranged on a side of the longitudinal beam away from the wheel arch beam, and the sub-frame is connected to the connecting bracket and the longitudinal beam.

6. The frame according to claim 5, characterized in that: The force transmission assembly also includes a torsion box, which is connected to one end of the longitudinal beam away from the connecting bracket and is connected to the subframe.

7. The frame according to claim 5, characterized in that: There are two force transmission components, which are respectively arranged at two opposite ends of the first anti-collision beam along the first direction, and the subframe is connected to the two force transmission components.

8. The frame according to any one of claims 1 to 7, characterized in that: The vehicle frame also includes a second anti-collision beam, which is extended along the first direction, and the second anti-collision beam is spaced apart on one side of the first anti-collision beam along the second direction, and the end of the second anti-collision beam along the first direction is connected to the corresponding end of the first anti-collision beam through a connecting beam, and the connecting bracket is connected to the corresponding end of the second anti-collision beam along the first direction.

9. The frame according to claim 8, characterized in that: The second anti-collision beam protrudes from a side of the first anti-collision beam away from the connecting bracket.

10. The frame according to claim 8, characterized in that The force transmission assembly also includes a first energy absorption box, which is connected between the connecting bracket and the second anti-collision beam.

11. The frame according to any one of claims 1 to 7, characterized in that: The force transmission assembly also includes a second energy absorption box, which is connected between the connecting bracket and the first anti-collision beam.

12. A vehicle, characterized in that: The vehicle comprises a frame as claimed in any one of claims 1-11.

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