Chassis of vehicle and vehicle

Abstract

The utility model discloses a chassis of a vehicle and the vehicle, the chassis of the vehicle comprises a chassis body, the chassis body comprises an energy bin, and the energy bin is used for accommodating a battery assembly; the energy absorption structure is arranged on at least one side of the front portion or the rear portion of the battery assembly in the length direction of the chassis, at least part of the energy absorption structure is located in the middle area of the chassis in the width direction of the chassis, and the energy absorption structure is fixedly connected with the chassis body. Therefore, when the vehicle collides, the energy absorption structure can absorb the impact force, compared with the prior art, the stress of the battery assembly can be reduced, the deformation and damage risks of the battery assembly are reduced, the use reliability of the battery assembly is improved, and therefore the reliability of the vehicle is improved.

Description

Technical Field

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

[0002] In the related art, the battery assembly is installed on the chassis of the vehicle. When the vehicle collides, the chassis is easily deformed and squeezes the battery assembly, which will cause the battery assembly to deform and be damaged, thereby reducing the reliability of the battery assembly and thus reducing the reliability of the vehicle. Summary of the invention

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present application is to propose a chassis of a vehicle, which reduces the risk of deformation and damage of battery components when the vehicle collides, improves the reliability of the battery components, and thus improves the reliability of the vehicle.

[0004] In a first aspect, an embodiment of the present application provides a chassis of a vehicle, comprising:

[0005] The chassis body includes an energy bin for accommodating the battery assembly;

[0006] The energy absorbing structure is arranged on at least one side in front of or behind the battery assembly along the length direction of the chassis, and at least part of the energy absorbing structure is located in the middle area of ​​the chassis along the width direction of the chassis. The energy absorbing structure is fixedly connected to the chassis body.

[0007] In the above technical solution, when the vehicle collides, the energy absorbing structure can absorb the impact force. Compared with the prior art, it can reduce the force on the battery assembly, reduce the risk of deformation and damage of the battery assembly, improve the reliability of the battery assembly, and thus improve the reliability of the vehicle. By arranging at least part of the energy absorbing structure in the middle area of ​​the chassis, when the vehicle collides head-on, rear-end or offset, it is beneficial for the energy absorbing structure to absorb the collision force to a greater extent after being hit.

[0008] In some embodiments, the energy absorbing structure includes a first energy absorbing structure, which is connected to the chassis body, and along the width direction of the chassis, at least a portion of the first energy absorbing structure is located in the middle area of ​​the chassis.

[0009] In the above technical solution, the first energy absorbing structure is connected to the chassis body. When the front of the vehicle is hit, the first energy absorbing structure can absorb at least part of the collision force after the first energy absorbing structure is hit. The collision force not absorbed by the first energy absorbing structure can be transmitted to the chassis body, which can reduce the force on the battery assembly, reduce the risk of the chassis body deforming and squeezing the battery assembly, reduce the risk of deformation and damage of the battery assembly, improve the reliability of the battery assembly, and thus improve the reliability of the vehicle. By arranging at least part of the first energy absorbing structure in the middle area of ​​the chassis, when the vehicle is hit head-on, rear-end or offset, it is beneficial for the first energy absorbing structure to absorb the collision force to a greater extent after being hit.

[0010] In some embodiments, the chassis body includes a support frame, the support frame is used to form an energy bin, and the first energy absorbing structure is connected to the support frame.

[0011] In the above technical solution, an energy bin is formed by a supporting frame to realize the arrangement of the energy bin, and the first energy absorbing structure is connected to the supporting frame so that the first energy absorbing structure can be arranged in front of the supporting frame, thereby realizing the effect of the first energy absorbing structure being arranged in front of the energy bin.

[0012] In some embodiments, the support frame includes two cross beams and two threshold beams, the two cross beams are arranged opposite to each other and spaced apart along the length direction of the chassis, the two threshold beams are arranged opposite to each other and spaced apart along the width direction of the chassis, and the first energy absorbing structure is connected to at least one of the two cross beams.

[0013] In the above technical solution, by setting two cross beams and two threshold beams, the effect of forming an energy bin can be achieved, and the support frame structure can be simplified, which is convenient for the production and manufacturing of the support frame. The threshold beam of the vehicle can be constructed as the side wall of the energy bin, which is conducive to simplifying the chassis structure. In addition, by connecting the first energy absorbing structure with at least one of the two cross beams, after the first energy absorbing structure is hit, the first energy absorbing structure can absorb at least part of the collision force, and the collision force not absorbed by the energy absorbing structure can be transmitted to the cross beam, and the collision force is transmitted to the two threshold beams through the cross beam. The collision force can be transmitted to other structural parts of the vehicle along the support frame, so that the collision force is dispersed, reducing the risk of concentrated force, and can further reduce the force on the battery assembly, further reduce the risk of chassis body deformation and extrusion of the battery assembly, further reduce the risk of deformation and damage of the battery assembly, and further improve the reliability of the battery assembly, thereby further improving the reliability of the vehicle.

[0014] In some embodiments, along the length direction of the chassis, the orthographic projection of the first energy absorbing structure and the orthographic projection of the cross beam have an overlapping area.

[0015] In the above technical solution, the orthographic projection of the first energy absorbing structure and the orthographic projection of the corresponding cross beam have an overlapping area along the length direction of the chassis. When the first energy absorbing structure is subjected to collision force, it is beneficial to improve the force transmission performance between the first energy absorbing structure and the cross beam. The cross beam can reliably support the first energy absorbing structure, which is beneficial to improve the supporting effect of the cross beam on the first energy absorbing structure and improve the stability of the first energy absorbing structure when subjected to external force collision.

[0016] In some embodiments, along the length direction of the chassis, the area of ​​the orthographic projection of the first energy absorbing structure is A1, and the area of ​​the overlapping region of the orthographic projection of the first energy absorbing structure and the orthographic projection of the beam is A2, satisfying: 10%≤A2 / A1≤100%.

[0017] In the above technical solution, by 10%≤A2 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy absorbing structure and the orthographic projection of the crossbeam is appropriate, and when the first energy absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure and the crossbeam, and the crossbeam can more reliably support the first energy absorbing structure, which is more conducive to improving the supporting effect of the crossbeam on the first energy absorbing structure, and further improving the stability of the first energy absorbing structure when subjected to external force collision.

[0018] In some embodiments, the orthographic projection of the first energy absorbing structure is completely within the orthographic projection of the beam.

[0019] In the above technical solution, the orthographic projection of the first energy absorbing structure is completely located within the orthographic projection of the crossbeam. When the first energy absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure and the crossbeam. The crossbeam can more reliably support the first energy absorbing structure, which is more conducive to improving the supporting effect of the crossbeam on the first energy absorbing structure, and further improving the stability of the first energy absorbing structure when subjected to external force collision.

[0020] In some embodiments, the energy absorbing structure includes a plurality of first energy absorbing structures arranged along the length direction of the chassis, and adjacent first energy absorbing structures along the length direction of the chassis are connected.

[0021] In the above technical solution, multiple first energy absorbing structures are arranged along the length direction of the chassis and the adjacent first energy absorbing structures along the length direction of the chassis are connected. When the energy absorbing structure is impacted, the multiple first energy absorbing structures can absorb the collision force to achieve a multi-stage energy absorption effect, improve the energy absorption performance of the energy absorbing structure, and reduce the collision force transmitted to the chassis body. The force on the battery assembly can be further reduced, the risk of deformation and extrusion of the battery assembly by the chassis body can be further reduced, the risk of deformation and damage of the battery assembly can be further reduced, and the reliability of the battery assembly can be further improved, thereby further improving the reliability of the vehicle.

[0022] In some embodiments, the energy absorbing structure further includes a first connecting beam, and adjacent first energy absorbing structures along the length direction of the chassis are connected by the first connecting beam.

[0023] In the above technical solution, by setting a first connecting beam to connect the adjacent first energy absorbing structures along the length direction of the chassis, the connection strength of the adjacent first energy absorbing structures can be improved, the structural strength of the energy absorbing structure can be improved, the stability of the energy absorbing structure when it is hit by external force can be further improved, the energy absorption performance of the energy absorbing structure can be further improved, and when the energy absorbing structure is hit, the collision force transmitted to the chassis body can be further reduced.

[0024] In some embodiments, along the direction away from the energy bin, the dimensions of each first energy absorbing structure along the width direction of the chassis decreases sequentially.

[0025] In the above technical solution, by arranging the first energy absorbing structures so that the dimensions along the width direction of the chassis are successively reduced in the direction away from the energy bin, the first energy absorbing structure with the largest dimension along the width direction of the chassis can be connected to the support frame, which is beneficial to increase the connection area between the first energy absorbing structure and the support frame. When the first energy absorbing structure is subjected to a collision force, it is more beneficial to improve the force transmission performance between the first energy absorbing structure and the crossbeam. The support frame can more reliably support the first energy absorbing structure, which is more beneficial to improve the supporting effect of the support frame on the first energy absorbing structure, and further improve the stability of the first energy absorbing structure when subjected to an external force collision.

[0026] In some embodiments, the energy absorbing structure includes a plurality of first energy absorbing structures arranged along the width direction of the chassis.

[0027] In the above technical solution, the energy absorbing structure includes a plurality of first energy absorbing structures arranged along the width direction of the chassis, so that the energy absorbing performance of the energy absorbing structure can be improved, and the plurality of first energy absorbing structures arranged along the width direction of the chassis can be connected to the chassis body, which is beneficial to increase the connection area between the energy absorbing structure and the chassis body. When the energy absorbing structure is subjected to collision force, it is more beneficial to improve the force transmission performance between the energy absorbing structure and the chassis body. The chassis body can more reliably support the energy absorbing structure, which is more beneficial to improve the supporting effect of the chassis body on the energy absorbing structure, and further improve the stability of the energy absorbing structure when subjected to external force collision.

[0028] In some embodiments, a plurality of first energy absorbing structures are arranged at intervals along the width direction of the chassis; or,

[0029] At least two first energy absorbing structures are arranged crosswise; or

[0030] At least two first energy absorbing structures adjacent to each other along the width direction of the chassis are connected.

[0031] In the above technical solution, by arranging multiple first energy absorbing structures at intervals along the width direction of the chassis, the risk of mutual interference between two adjacent first energy absorbing structures arranged along the width direction of the chassis can be reduced. When the multiple first energy absorbing structures arranged at intervals along the width direction of the chassis are connected to the chassis body, the multiple first energy absorbing structures transmit force to different positions of the chassis body, so that the force is transmitted to the chassis body in a dispersed manner, thereby reducing the risk of stress concentration in the chassis body and further reducing the risk of deformation of the chassis body and extrusion of the battery assembly. In addition, the chassis body can more reliably support the energy absorbing structure, which is more conducive to improving the supporting effect of the chassis body on the energy absorbing structure, and further improving the stability of the energy absorbing structure when subjected to external force collision.

[0032] By cross-arranging at least two first energy absorbing structures, the structural strength of the energy absorbing structure can be improved, and the energy absorbing structure can be reliably connected to the chassis body, which is more conducive to improving the supporting effect of the chassis body on the energy absorbing structure and further improving the stability of the energy absorbing structure when subjected to external force collision.

[0033] By connecting at least two first energy-absorbing structures adjacent to each other in the width direction of the chassis, the structural strength of the energy-absorbing structure can be improved, and the energy-absorbing structure can be reliably connected to the chassis body, which is more conducive to improving the supporting effect of the chassis body on the energy-absorbing structure and further improving the stability of the energy-absorbing structure when subjected to external force collision.

[0034] In some embodiments, the energy absorbing structure further includes a second energy absorbing structure, and along the length direction of the chassis, the second energy absorbing structure is located between the first energy absorbing structure and the battery assembly.

[0035] In the above technical solution, by locating the second energy absorbing structure between the first energy absorbing structure and the battery assembly, the energy absorbing structure can have a multi-stage energy absorbing effect. After the energy absorbing structure is hit, the first energy absorbing structure can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure can be transmitted to the second energy absorbing structure. The second energy absorbing structure further absorbs the collision force, which can further reduce the stress on the battery assembly, further reduce the deformation and damage risks of the battery assembly, further improve the reliability of the battery assembly, and thus further improve the reliability of the vehicle.

[0036] In some embodiments, the second energy absorbing structure is connected to the first energy absorbing structure, and the second energy absorbing structure is connected to the chassis body.

[0037] In the above technical solution, the second energy absorbing structure is connected to the first energy absorbing structure and the chassis body. After the energy absorbing structure is hit, the first energy absorbing structure can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure can be transmitted to the second energy absorbing structure. The second energy absorbing structure further absorbs the collision force, and the collision force not absorbed by the energy absorbing structure is transmitted to the chassis body. The collision force can be transmitted along the chassis body to other structural parts of the vehicle, so that the collision force is dispersed and the risk of concentrated force is reduced. The force on the battery assembly can be further reduced, the deformation and damage risks of the battery assembly can be further reduced, and the reliability of the battery assembly can be further improved, thereby further improving the reliability of the vehicle.

[0038] In some embodiments, the chassis body includes a support frame, the support frame is used to form an energy bin, and the second energy absorbing structure is connected to the support frame.

[0039] In the above technical solution, the second energy absorbing structure is connected to the support frame. After the energy absorbing structure is hit, the first energy absorbing structure can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure can be transmitted to the second energy absorbing structure, and the second energy absorbing structure further absorbs the collision force. The collision force not absorbed by the second energy absorbing structure is transmitted to the support frame, and the collision force can be transmitted along the support frame to other structural parts of the vehicle, so that the collision force is dispersed and the risk of concentrated force is reduced. The stress on the battery assembly can be further reduced, the deformation and damage risks of the battery assembly can be further reduced, and the reliability of the battery assembly can be further improved, thereby further improving the reliability of the vehicle.

[0040] In some embodiments, the chassis of the vehicle further includes a conductive cross beam located between the first energy absorbing structure and the second energy absorbing structure, and the conductive cross beam connects the first energy absorbing structure and the second energy absorbing structure.

[0041] In the above technical solution, the first energy absorbing structure and the second energy absorbing structure are connected by a conductive crossbeam. After the first energy absorbing structure is hit by a force, the collision force can be transmitted to the second energy absorbing structure through the conductive crossbeam, thereby realizing the force transmission effect from the first energy absorbing structure to the second energy absorbing structure, thereby making the energy absorbing structure have a multi-stage energy absorbing effect.

[0042] In some embodiments, the conductive beam extends along the width direction of the chassis and is connected to the chassis body.

[0043] In the above technical solution, by connecting the conductive crossbeam to the chassis body, the connection reliability between the energy absorbing structure and the chassis body can be further improved, and the risk of vibration of the energy absorbing structure can be reduced. In addition, the conductive crossbeam can support the energy absorbing structure, further improving the stability of the energy absorbing structure when it is hit by external force.

[0044] In some embodiments, along the length direction of the chassis, the orthographic projection of the first energy absorbing structure and the orthographic projection of the second energy absorbing structure have an overlapping area.

[0045] In the above technical solution, along the length direction of the chassis, the orthographic projection of the first energy absorbing structure and the orthographic projection of the corresponding second energy absorbing structure have an overlapping area. When the first energy absorbing structure is subjected to a collision force, it is beneficial to improve the force transmission performance between the first energy absorbing structure and the second energy absorbing structure. The second energy absorbing structure can reliably support the first energy absorbing structure, which is beneficial to improve the supporting effect of the second energy absorbing structure on the first energy absorbing structure, and improve the stability of the first energy absorbing structure when subjected to an external force collision.

[0046] In some embodiments, along the length direction of the chassis, the area of ​​the orthographic projection of the first energy absorbing structure is A1, and the area of ​​the overlapping region of the orthographic projection of the first energy absorbing structure and the orthographic projection of the second energy absorbing structure is A3, satisfying: 20%≤A3 / A1≤100%.

[0047] In the above technical solution, by 20%≤A3 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy absorbing structure and the orthographic projection of the second energy absorbing structure is appropriate, and when the first energy absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure and the second energy absorbing structure, and the second energy absorbing structure can more reliably support the first energy absorbing structure, which is more conducive to improving the supporting effect of the second energy absorbing structure on the first energy absorbing structure, and further improving the stability of the first energy absorbing structure when subjected to external force collision.

[0048] In some embodiments, the orthographic projection of the first energy absorbing structure is completely within the orthographic projection of the second energy absorbing structure.

[0049] In the above technical solution, along the length direction of the chassis, the orthographic projection of the first energy absorbing structure is completely within the orthographic projection of the second energy absorbing structure. When the first energy absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure and the second energy absorbing structure. The second energy absorbing structure can more reliably support the first energy absorbing structure, which is more conducive to improving the supporting effect of the second energy absorbing structure on the first energy absorbing structure, and further improving the stability of the first energy absorbing structure when subjected to external force collision.

[0050] In some embodiments, the energy absorbing structure includes a plurality of second energy absorbing structures arranged along the length direction of the chassis, and the second energy absorbing structures adjacent to each other along the length direction of the chassis are connected.

[0051] In the above technical solution, multiple second energy absorbing structures are arranged along the length direction of the chassis, and the adjacent second energy absorbing structures along the length direction of the chassis are connected. When the energy absorbing structure is hit, the multiple second energy absorbing structures can absorb the collision force to achieve more levels of energy absorption effect, further improve the energy absorption performance of the energy absorbing structure, and reduce the collision force transmitted to the chassis body. The force on the battery assembly can be further reduced, the risk of deformation and extrusion of the battery assembly by the chassis body can be further reduced, the risk of deformation and damage of the battery assembly can be further reduced, and the reliability of the battery assembly can be further improved, thereby further improving the reliability of the vehicle.

[0052] In some embodiments, the energy absorbing structure further includes a second connecting beam, and adjacent second energy absorbing structures along the length direction of the chassis are connected by the second connecting beam.

[0053] In the above technical solution, by setting a second connecting beam to connect the adjacent second energy absorbing structures along the length direction of the chassis, the connection strength of the adjacent second energy absorbing structures can be improved, the structural strength of the energy absorbing structure can be further improved, the stability of the energy absorbing structure when it is hit by external force can be further improved, the energy absorption performance of the energy absorbing structure can be further improved, and when the energy absorbing structure is hit, the collision force transmitted to the chassis body can be further reduced.

[0054] In some embodiments, along the direction away from the energy bin, the dimensions of each second energy absorbing structure along the width direction of the chassis decreases sequentially.

[0055] In the above technical solution, by arranging the second energy absorbing structures so that the dimensions along the width direction of the chassis are successively reduced in the direction away from the energy bin, the second energy absorbing structure with the largest dimension along the width direction of the chassis can be connected to the support frame, which is beneficial to increase the connection area between the second energy absorbing structure and the support frame. When the second energy absorbing structure is subjected to collision force, it is more beneficial to improve the force transmission performance between the second energy absorbing structure and the support frame. The support frame can more reliably support the second energy absorbing structure, which is more beneficial to improve the supporting effect of the support frame on the second energy absorbing structure, and further improve the stability of the second energy absorbing structure when subjected to external force collision.

[0056] In some embodiments, the energy absorbing structure includes a plurality of second energy absorbing structures arranged along the width direction of the chassis.

[0057] In the above technical solution, the energy absorbing structure includes a plurality of second energy absorbing structures arranged along the width direction of the chassis, so that the energy absorbing performance of the energy absorbing structure can be improved, and the plurality of second energy absorbing structures arranged along the width direction of the chassis can be connected to the cross beams of the support frame, which is beneficial to increase the connection area between the energy absorbing structure and the support frame. When the energy absorbing structure is subjected to collision force, it is more beneficial to improve the force transmission performance between the energy absorbing structure and the chassis body. The support frame can more reliably support the energy absorbing structure, which is more beneficial to improve the supporting effect of the support frame on the energy absorbing structure, and further improve the stability of the energy absorbing structure when subjected to external force collision.

[0058] In some embodiments, a plurality of second energy absorbing structures are arranged at intervals along the width direction of the chassis; or,

[0059] At least two second energy absorbing structures are arranged crosswise; or

[0060] At least two second energy absorbing structures adjacent to each other in the width direction of the chassis are connected.

[0061] In the above technical solution, by arranging multiple second energy absorbing structures at intervals along the width direction of the chassis, the risk of mutual interference between two adjacent second energy absorbing structures arranged along the width direction of the chassis can be reduced. When the multiple second energy absorbing structures arranged at intervals along the width direction of the chassis are connected to the chassis body, the multiple second energy absorbing structures transmit force to different positions of the crossbeam of the chassis body, so that the force is dispersed and transmitted to the chassis body, thereby reducing the risk of stress concentration in the chassis body and further reducing the risk of deformation of the chassis body and extrusion of the battery assembly. In addition, the chassis body can more reliably support the energy absorbing structure, which is more conducive to improving the supporting effect of the chassis body on the energy absorbing structure, and further improving the stability of the energy absorbing structure when it is hit by external force.

[0062] By cross-arranging at least two second energy-absorbing structures, the structural strength of the energy-absorbing structure can be improved, and the energy-absorbing structure can be reliably connected to the chassis body, which is more conducive to improving the supporting effect of the chassis body on the energy-absorbing structure and further improving the stability of the energy-absorbing structure when subjected to external force collision.

[0063] By connecting at least two second energy-absorbing structures adjacent to each other in the width direction of the chassis, the structural strength of the energy-absorbing structure can be improved, and the energy-absorbing structure can be reliably connected to the chassis body, which is more conducive to improving the supporting effect of the chassis body on the energy-absorbing structure and further improving the stability of the energy-absorbing structure when subjected to external force collision.

[0064] In some embodiments, the first energy absorbing structure includes at least one of an energy absorbing box, a buffer frame, a spring, and an air bag; and / or

[0065] The second energy absorbing structure includes at least one of an energy absorbing box, a buffer frame, a spring and an air bag.

[0066] In the above technical solution, by at least one of the first energy absorbing structure and the second energy absorbing structure including at least one of an energy absorbing box, a buffer frame, a spring and an airbag, at least one of the first energy absorbing structure and the second energy absorbing structure can have energy absorbing performance, so that the energy absorbing structure meets the working requirements and can improve the energy absorbing effect of the energy absorbing structure.

[0067] In some embodiments, the energy absorbing box has a hollow cavity that penetrates the energy absorbing box along the length direction of the chassis.

[0068] In the above technical solution, the energy absorbing box has a hollow cavity that penetrates the energy absorbing box along the length direction of the chassis, so that the energy absorbing box can have energy absorbing performance, which is beneficial to improving the energy absorbing capacity of the energy absorbing box. In addition, the structure of the energy absorbing box can be simplified, which is convenient for the production and manufacturing of the energy absorbing box.

[0069] In some embodiments, the buffer frame encloses a buffer cavity.

[0070] In the above technical solution, the buffer cavity is formed by enclosing the buffer frame, which can make the buffer frame have energy absorption performance, which is beneficial to improving the energy absorption capacity of the buffer frame, and can simplify the buffer frame structure and facilitate the production of the buffer frame.

[0071] In some embodiments, at least one of an energy absorbing box, a spring and an air bag is disposed in the buffer cavity.

[0072] In the above technical solution, by arranging at least one of an energy absorption box, a spring and an airbag in the buffer cavity, the energy absorption performance of the energy absorption structure can be improved. After the energy absorption structure is hit, the energy absorption structure can absorb more collision force, which can further reduce the force on the battery assembly, further reduce the risk of deformation and squeezing of the battery assembly by the chassis body, further reduce the risk of deformation and damage of the battery assembly, further improve the reliability of the battery assembly, and thus further improve the reliability of the vehicle.

[0073] In some embodiments, the chassis of the vehicle further includes a connecting longitudinal beam, which extends along the length direction of the chassis and is located in the energy bin.

[0074] In the above technical solution, by arranging a connecting longitudinal beam in the energy bin, after the battery assembly is installed in the energy bin, the connecting longitudinal beam can support the battery assembly, so that the battery assembly can be more firmly installed in the energy bin, and when the connecting longitudinal beam is fixedly connected to the chassis body, after the collision force is transmitted to the chassis body, the collision force on the chassis body can be transmitted to the connecting longitudinal beam, and the collision force is transmitted backward along the connecting longitudinal beam, which can further reduce the force on the battery assembly, further reduce the risk of deformation and extrusion of the battery assembly by the chassis body, further reduce the risk of deformation and damage of the battery assembly, further improve the reliability of the use of the battery assembly, and thus further improve the reliability of the vehicle.

[0075] In some embodiments, both ends of the connecting longitudinal beam along the length direction of the chassis are connected to the chassis body.

[0076] In the above technical solution, by connecting the longitudinal beams at both ends along the length direction of the chassis to the chassis body, after the collision force is transmitted to the energy absorption structure and the chassis body, a part of the collision force can be transmitted to the connecting longitudinal beams and transmitted along the connecting longitudinal beams to the rear of the chassis body, which can further reduce the force on the battery assembly, further reduce the risk of deformation and squeezing of the battery assembly by the chassis body, further reduce the risk of deformation and damage of the battery assembly, further improve the reliability of the battery assembly, and thus further improve the reliability of the vehicle.

[0077] In some embodiments, the chassis body includes a support frame, which is used to form an energy bin. The support frame includes two cross beams and two threshold beams. The two cross beams are arranged opposite to each other and spaced apart along the length direction of the chassis, and the two threshold beams are arranged opposite to each other and spaced apart along the width direction of the chassis. Each cross beam is connected to at least one threshold beam, and the connecting longitudinal beam is connected between the two cross beams. Along the width direction of the chassis, the orthographic projection of the cross beam and the orthographic projection of the threshold beam have an overlapping area, and the orthographic projection of the connecting longitudinal beam and the orthographic projection of the threshold beam have an overlapping area.

[0078] In the above technical solution, after the collision force is transmitted to the front cross beam of the chassis body by connecting the longitudinal beam between the two cross beams, part of the collision force can be transmitted to the connecting longitudinal beam through the front cross beam, and transmitted along the connecting longitudinal beam to the rear of the chassis body, and part of the collision force is transmitted along the front cross beam to the two sill beams, and the collision force on the sill beam is transmitted along the sill beam to the rear of the chassis body, so that the collision force is dispersed, which can further reduce the stress on the battery assembly, further reduce the risk of chassis body deformation and squeezing the battery assembly, further reduce the risk of battery assembly deformation and damage, further improve the reliability of battery assembly use, and thus further improve the reliability of the vehicle.

[0079] In some embodiments, the battery assembly includes a plurality of battery cells, and at least some of the battery cells abut against a cross beam or a door sill beam.

[0080] In the above technical solution, by at least part of the battery cells abutting against the cross beam or the threshold beam, the support frame can support the battery cells, so that the battery cells can be stably installed in the energy bin, and the number of battery cells can be increased, thereby increasing the energy density of the battery assembly, and further increasing the vehicle's cruising range. At the same time, it is also convenient to install the battery assembly in the energy bin.

[0081] In some embodiments, the chassis body also includes: a central channel and a seat mounting beam, both of which are located above the connecting longitudinal beam, the seat mounting beam is connected between two threshold beams, the central channel is connected to the seat mounting beam, and the connecting longitudinal beam is connected to at least one of the central channel and the seat mounting beam.

[0082] In the above technical solution, the seat mounting beam is connected between the two threshold beams, the middle channel is connected to the seat mounting beam, and the connecting longitudinal beam is connected to at least one of the middle channel and the seat mounting beam. When the vehicle collides and the middle channel is hit, the collision force can be transmitted to the seat mounting beam through the middle channel, the collision force transmitted to the seat mounting beam can be transmitted along the seat mounting beam to the threshold beam, the collision force is transmitted rearward along the threshold beam, and the collision force on the middle channel and the seat mounting beam can be transmitted to the connecting longitudinal beam, the collision force transmitted to the connecting longitudinal beam can be transmitted along the connecting longitudinal beam to the supporting frame, and the collision force transmitted to the supporting frame can be transmitted to the energy absorption structure. When the vehicle collides and the energy-absorbing structure is hit, the energy-absorbing structure can absorb at least part of the collision force. The collision force not absorbed by the energy-absorbing structure can be transmitted to the supporting frame. The collision force transmitted to the supporting frame can be transmitted to the connecting longitudinal beam. The collision force on the connecting longitudinal beam can be transmitted backward, and the collision force on the connecting longitudinal beam can be transmitted to the center channel and the seat mounting beam. Therefore, it is beneficial to disperse the impact force received by the vehicle to other structural parts of the vehicle body, can effectively resist the kinetic energy during the collision, and can further reduce the stress on the battery assembly.

[0083] In some embodiments, along the height direction of the chassis, an orthographic projection of the connecting longitudinal beam has an overlapping area with at least one of an orthographic projection of the central channel and an orthographic projection of the seat mounting beam.

[0084] In the above technical solution, along the height direction of the chassis, the orthographic projection of the connecting longitudinal beam and at least one of the orthographic projections of the middle channel and the orthographic projection of the seat mounting beam have an overlapping area, which facilitates the connection of the longitudinal beam with at least one of the middle channel and the seat mounting beam, facilitates the assembly of the chassis, improves the chassis assembly efficiency, and at the same time, facilitates the transmission of force between the connecting longitudinal beam and the middle channel, and between the connecting longitudinal beam and the seat mounting beam.

[0085] In some embodiments, along the length direction of the chassis, the orthographic projection of the connecting longitudinal beam and the orthographic projection of the energy absorbing structure have an overlapping area.

[0086] In the above technical solution, along the length direction of the chassis, the orthographic projection of the connecting longitudinal beam and the orthographic projection of the energy absorbing structure have an overlapping area. When the energy absorbing structure is impacted, the impact force can be transmitted to the connecting longitudinal beam more quickly, thereby enabling the impact force to be quickly transmitted to the rear of the chassis, which is beneficial to improving the force transmission performance between the energy absorbing structure and the connecting longitudinal beam, and is beneficial to improving the supporting effect of the connecting longitudinal beam on the energy absorbing structure, thereby further improving the stability of the energy absorbing structure when impacted by external force.

[0087] In some embodiments, the orthographic projection of the connecting stringer is completely within the orthographic projection of the energy absorbing structure.

[0088] In the above technical solution, along the length direction of the chassis, the orthographic projection of the connecting longitudinal beam is completely within the orthographic projection range of the energy absorbing structure. When the energy absorbing structure is impacted, the impact force can be transmitted to the connecting longitudinal beam more quickly, thereby enabling the impact force to be quickly transmitted to the rear of the chassis, which is more conducive to improving the force transmission performance between the energy absorbing structure and the connecting longitudinal beam, and is more conducive to improving the supporting effect of the connecting longitudinal beam on the energy absorbing structure, thereby further improving the stability of the energy absorbing structure when impacted by external force.

[0089] In some embodiments, the chassis of the vehicle also includes: a front floor and a mounting bracket, the front floor is located on the front side of the chassis body and connected to the chassis body, at least part of the energy absorbing structure is located under the front floor, and the mounting bracket connects the front floor and the energy absorbing structure.

[0090] In the above technical solution, by installing a bracket to connect the front floor and the energy absorbing structure, the position stability of the energy absorbing structure can be improved, and the stability of the energy absorbing structure when subjected to external force collision can be further improved. In addition, when the vehicle collides, the force can be transmitted between the front floor and the energy absorbing structure, increasing the chassis force transmission path, which is more conducive to dispersing the impact force received by the vehicle to other structural parts of the vehicle body, and can more effectively resist the kinetic energy during the collision, and can further reduce the force on the battery assembly.

[0091] In some embodiments, the mounting bracket includes: a first bracket body, a second bracket body and a third bracket body, the first bracket body, the second bracket body and the third bracket body are arranged along the height direction of the chassis, the second bracket body is connected between the first bracket body and the third bracket body, and an angle is formed between the second bracket body and at least one of the first bracket body and the third bracket body, the first bracket body is fixedly connected to the energy absorption structure, and the third bracket body is connected to the front floor.

[0092] In the above technical solution, the mounting bracket includes a first bracket body, a second bracket body and a third bracket body, so that the mounting bracket is easily assembled with the energy absorbing structure and the front floor, and the chassis assembly efficiency can be improved.

[0093] In some embodiments, the first bracket body is located at the front side of the energy absorbing structure, the second bracket body and the third bracket body are both located above the energy absorbing structure, and the second bracket body abuts against the energy absorbing structure.

[0094] In the above technical solution, the second bracket body abuts against the energy absorbing structure, so that the mounting bracket can limit the upward movement of the energy absorbing structure, which is conducive to better energy absorption of the energy absorbing structure.

[0095] In some embodiments, the chassis of the vehicle further includes: a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam are arranged opposite to each other and spaced apart along the width direction of the chassis, along the driving direction of the vehicle, the first longitudinal beam and the second longitudinal beam are located in front of the chassis body and are both connected to the chassis body, and along the width direction of the chassis, at least part of the energy absorption structure is located between the first longitudinal beam and the second longitudinal beam.

[0096] In the above technical solution, the first longitudinal beam and the second longitudinal beam are both connected to the chassis body, so that the collision force on the vehicle can be transmitted to the first longitudinal beam and the second longitudinal beam, which can increase the chassis force transmission path, and is more conducive to dispersing the collision force on the vehicle to other structural parts of the vehicle body, which can more effectively resist the kinetic energy during the collision and further reduce the force on the battery assembly. In addition, along the width direction of the chassis, at least part of the energy-absorbing structure is located between the first longitudinal beam and the second longitudinal beam. When at least one of the first longitudinal beam and the second longitudinal beam is hit and bent inward, it is conducive to at least one of the first longitudinal beam and the second longitudinal beam to abut against the energy-absorbing structure, which is conducive to transmitting the collision force on the first longitudinal beam and the second longitudinal beam to the energy-absorbing structure, which is conducive to decomposing the collision force and improving the compactness of the chassis structure.

[0097] In some embodiments, the energy absorbing structure is spaced apart from the first longitudinal beam and the second longitudinal beam.

[0098] In the above technical solution, the energy absorbing structure is separated from the first longitudinal beam and the second longitudinal beam. When the vehicle is running, the risk of interference between the energy absorbing structure and the first longitudinal beam and the second longitudinal beam and generating abnormal noise is reduced, which is beneficial to improving the NVH performance of the vehicle.

[0099] In some embodiments, the chassis of the vehicle further includes: a connecting bracket connecting the energy absorbing structure and at least one of the first longitudinal beam and the second longitudinal beam.

[0100] In the above technical solution, the energy absorbing structure is connected to at least one of the first longitudinal beam and the second longitudinal beam by a connecting bracket, so that the energy absorbing structure can be more firmly mounted on the chassis, the position stability of the energy absorbing structure can be further improved, and the stability of the energy absorbing structure when subjected to external force collision can be further improved. Moreover, when the vehicle collides, the force can be transmitted between the energy absorbing structure and the first longitudinal beam and the second longitudinal beam, thereby increasing the force transmission path of the chassis, which is more conducive to dispersing the impact force received by the vehicle to other structural parts of the vehicle body, and can more effectively resist the kinetic energy during the collision, and can further reduce the force on the battery assembly.

[0101] In some embodiments, the chassis body also includes an electrical compartment, which is used to accommodate electrical components electrically connected to the battery assembly in the energy compartment. Along the driving direction of the vehicle, the energy compartment is located in front of the electrical compartment.

[0102] In the above technical solution, the energy compartment is located in front of the electrical compartment, and the electrical components electrically connected to the battery components in the energy compartment are arranged in the electrical compartment. When a collision occurs in front of the vehicle, the collision force is transmitted from the front to the rear of the chassis. Since the force gradually decreases when the collision force is transmitted backward, the force on the electrical components can be reduced, and the risk of short circuit caused by squeezing the electrical components is reduced, the risk of deformation and damage of the battery components is further reduced, and the reliability of the battery components is further improved.

[0103] In a second aspect, an embodiment of the present application further provides a vehicle, comprising the chassis of the above-mentioned vehicle.

[0104] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0105] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0106] Figure 1 is a schematic diagram of a vehicle according to an embodiment of the present application;

[0107] Figure 2 is a schematic diagram of a chassis according to an embodiment of the present application;

[0108] Figure 3 yes Figure 2 Enlarged view of point B in the middle;

[0109] Figure 4 is a schematic diagram of a chassis according to another angle of the embodiment of the present application;

[0110] Figure 5 yes Figure 4 Enlarged view of point C in the middle;

[0111] Figure 6 is a top view of a chassis according to an embodiment of the present application;

[0112] Figure 7 is a bottom view of a chassis according to an embodiment of the present application;

[0113] Figure 8 yes Figure 7 Enlarged view of point D in the middle;

[0114] Fig. 9 is a cross-sectional view of a chassis according to an embodiment of the present application;

[0115] Fig.10 It is a schematic diagram of the assembly of the center channel, the seat mounting beam and the connecting longitudinal beam of the chassis according to the embodiment of the present application;

[0116] Fig.11 is a schematic diagram of the energy absorption structure arrangement according to the first embodiment of the present application;

[0117] Fig.12 is a schematic diagram of the energy absorption structure arrangement according to the second embodiment of the present application;

[0118] Fig.13 is a schematic diagram of the energy absorption structure arrangement according to the third embodiment of the present application;

[0119] Fig.14 is a schematic diagram of the energy absorption structure arrangement according to the fourth embodiment of the present application;

[0120] Fig.15 is a schematic diagram of the energy absorption structure arrangement according to the fifth embodiment of the present application;

[0121] Fig.16 is a schematic diagram of a cross arrangement of two second energy absorbing structures according to the first embodiment of the present application;

[0122] Fig.17 is a schematic diagram of the second energy absorption structure arrangement according to the second embodiment of the present application;

[0123] Fig.18 is a schematic diagram of the arrangement of a second energy absorbing structure according to the third embodiment of the present application;

[0124] Fig.19 is a cross-sectional view of an energy absorption box according to a first embodiment of the present application;

[0125] Fig. 20 is a cross-sectional view of an energy absorption box according to a second embodiment of the present application;

[0126] Fig.21 is a cross-sectional view of an energy absorption box according to a third embodiment of the present application;

[0127] Fig. 22is a cross-sectional view of an energy absorption box according to a fourth embodiment of the present application;

[0128] Fig.23 is a cross-sectional view of an energy absorption box according to a fifth embodiment of the present application;

[0129] Fig.24 is a schematic diagram of the arrangement of a second energy absorbing structure according to the fourth embodiment of the present application;

[0130] Fig.25 is a schematic diagram of the arrangement of a second energy absorbing structure according to the fifth embodiment of the present application;

[0131] Fig.26 is a schematic diagram of the arrangement of a second energy absorbing structure according to the sixth embodiment of the present application;

[0132] Fig. 27 It is a schematic diagram of the second energy absorption structure arrangement according to the seventh embodiment of the present application.

[0133] Reference numerals:

[0134] Chassis 100;

[0135] Chassis body 10; Energy bin 11;

[0136] Support frame 12; cross beam 121; threshold beam 122;

[0137] Middle channel 13; seat mounting beam 14; electrical appliance compartment 15; third connecting beam 16;

[0138] Energy absorbing structure 20;

[0139] First energy absorbing structure 21; energy absorbing box 211; hollow cavity 2111; buffer frame 212; buffer cavity 2121;

[0140] Connecting part 213;

[0141] A second energy absorbing structure 22; a second connecting beam 221;

[0142] A first connecting beam 30;

[0143] Conducting cross beam 40; connecting longitudinal beam 60; front floor 70;

[0144] Mounting bracket 80; first bracket body 81; second bracket body 82; third bracket body 83;

[0145] A first longitudinal beam 90; a second longitudinal beam 91; a connecting bracket 92;

[0146] Vehicle 200; controller 201; motor 202;

[0147] Battery assembly 300. DETAILED DESCRIPTION

[0148] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0149] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as those commonly understood by technicians in the technical field of this application; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0150] Reference to "embodiment" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments.

[0151] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" 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 direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of 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.

[0152] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, C and / or D can represent: C exists alone, C and D exist at the same time, and D exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0153] In the embodiments of the present application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width and other dimensions of various components in the embodiments of the present application shown in the drawings, as well as the overall thickness, length, width and other dimensions of the integrated device are only exemplary descriptions and should not constitute any limitation to the present application.

[0154] The term "plurality" used in the present application refers to two or more (including two).

[0155] In the present application, the battery assembly may be a battery pack, a battery assembly may be a plurality of battery modules, or a battery assembly may be a plurality of battery cells.

[0156] In the present application, battery cells may include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries or magnesium-ion batteries, etc., and the embodiments of the present application do not limit this. Battery cells may be cylindrical, flat, rectangular or other shapes, etc., and the embodiments of the present application do not limit this. Battery cells are generally divided into three types according to the packaging method: cylindrical battery cells, square battery cells and soft-pack battery cells, and the embodiments of the present application do not limit this.

[0157] The battery module mentioned in the embodiments of the present application refers to a single physical module including one or more battery cells to provide higher voltage and capacity.

[0158] The battery pack mentioned in the embodiments of the present application refers to a single physical module including multiple battery cells or multiple battery modules to provide higher voltage and capacity. The battery pack generally includes a box for encapsulating multiple battery cells or multiple battery modules. The box can prevent liquid or other foreign matter from affecting the charging or discharging of the battery cells.

[0159] The battery cell includes a shell, an electrode assembly and an electrolyte, and the shell is used to contain the electrode assembly and the electrolyte. The electrode assembly is composed of a positive electrode sheet, a negative electrode sheet and a separator. The battery cell mainly relies on the movement of metal ions between the positive electrode sheet and the negative electrode sheet to work. The positive electrode sheet includes a positive electrode collector and a positive electrode active material layer. The positive electrode active material layer is coated on the surface of the positive electrode collector. The positive electrode collector not coated with the positive electrode active material layer protrudes from the positive electrode collector coated with the positive electrode active material layer. The positive electrode collector not coated with the positive electrode active material layer serves as a positive electrode ear. Taking lithium-ion batteries as an example, the material of the positive electrode collector can be aluminum, and the positive electrode active material can be lithium cobalt oxide, lithium iron phosphate, ternary lithium or lithium manganese oxide, etc. The negative electrode sheet includes a negative electrode current collector and a negative electrode active material layer. The negative electrode active material layer is coated on the surface of the negative electrode current collector. The negative electrode current collector not coated with the negative electrode active material layer protrudes from the negative electrode current collector coated with the negative electrode active material layer. The negative electrode current collector not coated with the negative electrode active material layer serves as a negative electrode tab. The material of the negative electrode current collector can be copper, and the negative electrode active material can be carbon or silicon, etc. In order to ensure that a large current passes without melting, the number of positive electrode tabs is multiple and stacked together, and the number of negative electrode tabs is multiple and stacked together.

[0160] The material of the isolation film may be PP (polypropylene) or PE (polyethylene), etc. In addition, the electrode assembly may be a winding structure or a stacked structure, but the embodiments of the present application are not limited thereto.

[0161] In recent years, new energy vehicles have developed by leaps and bounds. In the field of electric vehicles, battery components, as the power source of electric vehicles, play an irreplaceable and important role. As the core components of new energy vehicles, battery components have high requirements in terms of reliability.

[0162] The battery assembly is installed on the chassis of the vehicle. When the vehicle collides, the chassis is easily deformed and squeezes the battery assembly, which will cause the battery assembly to deform and be damaged, reducing the reliability of the battery assembly and thus reducing the reliability of the vehicle.

[0163] Based on the above considerations, in order to solve the problems of deformation and damage of battery components when a vehicle collides, a chassis of a vehicle is designed after in-depth research. The chassis includes: a chassis body and an energy absorption structure. The chassis body includes an energy bin, which is used to accommodate the battery component. Along the length direction of the chassis, the energy absorption structure is arranged on at least one side in front of or behind the battery component. Along the width direction of the chassis, at least part of the energy absorption structure is located in the middle area of ​​the chassis. The energy absorption structure is fixedly connected to the chassis body. When the vehicle collides, the energy absorption structure can absorb the impact force, reduce the force on the battery component, reduce the risk of deformation and damage of the battery component, and improve the reliability of the battery component, thereby improving the reliability of the vehicle.

[0164] Please refer to Figure 1 , Figure 1 A schematic diagram of the structure of a vehicle 200 provided for some embodiments of the present application. The vehicle 200 may be a fuel 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 battery assembly 300 is installed on the chassis 100 of the vehicle 200. The battery assembly 300 can be used to power the vehicle 200, for example, the battery assembly 300 can be used as an operating power source for the vehicle 200. The vehicle 200 may also include a controller 201 and a motor 202, and the controller 201 is used to control the battery assembly 300 to power the motor 202, for example, for the starting, navigation, and driving power requirements of the vehicle 200.

[0165] In some embodiments of the present application, the battery assembly 300 can not only serve as the operating power source of the vehicle 200, but also serve as the driving power source of the vehicle 200, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 200.

[0166] Reference below Figure 1-Figure 27 A chassis 100 of a vehicle 200 according to an embodiment of the present application is described.

[0167] like Figure 6 and Figure 7 As shown, the chassis 100 of the vehicle 200 according to the embodiment of the present application includes: a chassis body 10, the chassis body 10 includes an energy bin 11, the energy bin 11 is used to accommodate the battery assembly 300; an energy absorption structure 20, along the length direction of the chassis 100, the energy absorption structure 20 is arranged on at least one side in front of or behind the battery assembly 300, along the width direction of the chassis 100, at least part of the energy absorption structure 20 is located in the middle area of ​​the chassis 100, and the energy absorption structure 20 is fixedly connected to the chassis body 10.

[0168] The chassis 100 includes: a chassis body 10 and an energy absorption structure 20. The chassis body 10 includes an energy bin 11. It should be noted that the chassis body 10 defines the energy bin 11, and the energy bin 11 is used to install a battery assembly 300. The battery assembly 300 may be a battery pack, or a plurality of battery modules, or a plurality of battery cells. The energy absorption structure 20 may include an energy absorption box 211, an energy absorption space, a buffer frame 212, etc. Along the length direction of the chassis 100, that is, along the length direction of the vehicle 200, the length direction of the chassis 100 is Figure 7In the X direction, the energy absorbing structure 20 is arranged on at least one side in front of or behind the battery assembly 300. It should be explained that the energy absorbing structure 20 is arranged in front of the battery assembly 300, or the energy absorbing structure 20 is arranged behind the battery assembly 300, or the energy absorbing structure 20 is arranged in front and behind the battery assembly 300. The present application takes the energy absorbing structure 20 arranged in front of the battery assembly 300 as an example for explanation. As an example, the energy absorbing structure 20 can be located inside the chassis body 10. As another example, the energy absorbing structure 20 can also be located outside the chassis body 10, and the energy absorbing structure 20 is located in front of the energy bin 11. However, the present application is not limited to this, and the energy absorbing structure 20 can be arranged on at least one side in front of or behind the battery assembly 300. The energy absorbing structure 20 is fixedly connected to the chassis body 10, and the energy absorbing structure 20 can be welded to the chassis body 10, and the energy absorbing structure 20 can also be installed to the chassis body 10 by bolts.

[0169] Along the width direction of the chassis 100, that is, along the width direction of the vehicle 200, the width direction of the chassis 100 is Figure 7 In the Y direction, at least part of the energy absorbing structure 20 is located in the middle area of ​​the chassis 100. The energy absorbing structure 20 can be partially assembled in the middle area of ​​the chassis 100, or the energy absorbing structure 20 can be assembled in the middle area of ​​the chassis 100 as a whole. Along the width direction of the chassis 100, the chassis 100 has a midline extending along the length direction of the chassis 100. The midline refers to the area covered by a certain distance on both sides of the midline of the chassis 100 along the width direction of the chassis 100. As an example, the midline refers to the area covered by a length of 50 cm on both sides of the midline of the chassis 100 along the width direction of the chassis 100.

[0170] This application is described by taking the example that the energy absorbing structure 20 is provided in front of the chassis body 10 . The vehicle 200 is moving forward, the vehicle 200 is stopped, or the vehicle 200 is moving backward. When the front of the vehicle 200 is hit, for example, when the vehicle 200 is moving forward at a high speed (for example, a driving speed of more than 100 kph) and collides, after the energy-absorbing structure 20 is hit, the energy-absorbing structure 20 can absorb at least part of the collision force, and the collision force not absorbed by the energy-absorbing structure 20 can be transmitted to the chassis body 10. The collision force can be transmitted along the chassis body 10 to other structural parts of the vehicle 200, so that the collision force is dispersed and the risk of concentrated force is reduced. Compared with the prior art, the force on the battery assembly 300 can be reduced, the risk of the chassis body 10 deforming and squeezing the battery assembly 300 is reduced, the risk of deformation and damage of the battery assembly 300 is reduced, and the reliability of the battery assembly 300 is improved, thereby improving the reliability of the vehicle 200, which is conducive to solving the reliability problem of the battery assembly 300 when the vehicle 200 is traveling at high speed. When the vehicle 200 collides at high speed, the risk of deformation and damage of the battery assembly 300 can be reduced. By arranging at least a portion of the energy absorbing structure 20 in the middle area of ​​the chassis 100, when the vehicle 200 encounters a head-on collision, a rear collision, or an offset collision, the energy absorbing structure 20 can absorb the collision force to a greater extent after being hit.

[0171] Similarly, when an energy-absorbing structure 20 is provided at the rear of the chassis body 10, when the rear of the vehicle 200 is hit, the energy-absorbing structure 20 can absorb at least part of the collision force, and the collision force not absorbed by the energy-absorbing structure 20 can be transmitted to the chassis body 10. The collision force can be transmitted along the chassis body 10 to other structural parts of the vehicle 200, so as to disperse the collision force and reduce the risk of concentrated force. The force on the battery assembly 300 can be reduced, the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10 can be reduced, and the risk of deformation and damage of the battery assembly 300 can be reduced, thereby improving the reliability of the battery assembly 300 and thus improving the reliability of the vehicle 200.

[0172] In the above technical solution, by arranging the energy absorbing structure 20 on at least one side in front of or behind the battery assembly 300, when the vehicle 200 collides, the energy absorbing structure 20 can absorb the impact force, which can reduce the force on the battery assembly 300, reduce the risk of deformation and damage of the battery assembly 300, and improve the reliability of the battery assembly 300, thereby improving the reliability of the vehicle 200. By arranging at least part of the energy absorbing structure 20 in the middle area of ​​the chassis 100, when the vehicle 200 collides head-on, rear-end or offset, it is beneficial for the energy absorbing structure 20 to absorb the collision force to a greater extent after being hit.

[0173] According to some embodiments of the present application, Figure 7As shown, the energy absorbing structure 20 includes a first energy absorbing structure 21 , which is connected to the chassis body 10 . Along the width direction of the chassis 100 , at least a portion of the first energy absorbing structure 21 is located in the middle area of ​​the chassis 100 .

[0174] The energy absorbing structure 20 may include a first energy absorbing structure 21, and the first energy absorbing structure 21 may include an energy absorbing box 211, an energy absorbing space, etc. The first energy absorbing structure 21 is connected to the chassis body 10, and the first energy absorbing structure 21 may be welded to the chassis body 10, the first energy absorbing structure 21 may be installed to the chassis body 10 by bolts, or the first energy absorbing structure 21 may be indirectly assembled to the chassis body 10 by other structural members. Along the width direction of the chassis 100, at least part of the first energy absorbing structure 21 is located in the middle area of ​​the chassis 100.

[0175] When the front of the vehicle 200 is hit, after the first energy absorbing structure 21 is hit, the first energy absorbing structure 21 can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure 21 can be transmitted to the chassis body 10, and the collision force can be transmitted to other structural parts of the vehicle 200 along the chassis body 10, so that the collision force is dispersed, the risk of concentrated force can be reduced, the force on the battery assembly 300 can be reduced, the risk of the chassis body 10 deforming and squeezing the battery assembly 300 can be reduced, the risk of deformation and damage of the battery assembly 300 can be reduced, and the reliability of the battery assembly 300 can be improved, thereby improving the reliability of the vehicle 200, which is conducive to solving the reliability problem of the battery assembly 300 when the vehicle 200 is traveling at high speed. By arranging at least part of the first energy absorbing structure 21 in the middle area of ​​the chassis 100, when the vehicle 200 is hit head-on, rear-end or offset, it is conducive to the first energy absorbing structure 21 being able to absorb the collision force to a large extent after being hit.

[0176] In the above technical solution, the first energy absorbing structure 21 is connected to the chassis body 10. When the front of the vehicle 200 is hit, the first energy absorbing structure 21 can absorb at least part of the collision force after being hit. The collision force not absorbed by the first energy absorbing structure 21 can be transmitted to the chassis body 10, which can reduce the force on the battery assembly 300, reduce the risk of the chassis body 10 deforming and squeezing the battery assembly 300, reduce the risk of deformation and damage of the battery assembly 300, improve the reliability of the battery assembly 300, and thus improve the reliability of the vehicle 200. By arranging at least part of the first energy absorbing structure 21 in the middle area of ​​the chassis 100, when the vehicle 200 is hit head-on, rear-end or offset, it is beneficial for the first energy absorbing structure 21 to absorb the collision force to a greater extent after being hit.

[0177] According to some embodiments of the present application, Figure 7As shown, the chassis body 10 includes a support frame 12 , the support frame 12 is used to form an energy bin 11 , and the first energy absorbing structure 21 is connected to the support frame 12 .

[0178] Among them, Figure 7 As shown, the chassis body 10 may include a support frame 12, and the support frame 12 defines an energy bin 11. The first energy absorbing structure 21 may be located in front of the support frame 12, the first energy absorbing structure 21 may also be located behind the support frame 12, or the first energy absorbing structure 21 may be provided in front and behind the support frame 12, in which case the first energy absorbing structure 21 is located outside the support frame 12. Alternatively, the first energy absorbing structure 21 is located inside the support frame 12, the first energy absorbing structure 21 may be located in front of the energy bin 11, the first energy absorbing structure 21 may also be located behind the energy bin 11, or the first energy absorbing structure 21 may be provided in front and behind the energy bin 11. This application is described by taking the example that the first energy absorbing structure 21 may be located in front of the support frame 12. The first energy absorbing structure 21 may be welded to the support frame 12, the first energy absorbing structure 21 may also be installed on the support frame 12 by bolts, or the first energy absorbing structure 21 may also be indirectly assembled to the support frame 12 by other structural members, but this application is not limited thereto, as long as the first energy absorbing structure 21 is fixedly connected to the support frame 12.

[0179] In the above technical solution, the energy bin 11 is formed by the support frame 12 to realize the arrangement of the energy bin 11. The first energy absorbing structure 21 is connected to the support frame 12, and the first energy absorbing structure 21 can be set in front of the support frame 12, thereby realizing the effect of setting the first energy absorbing structure 21 in front of the energy bin 11.

[0180] According to some embodiments of the present application, Figure 7 As shown, the support frame 12 includes two cross beams 121 and two threshold beams 122 . The two cross beams 121 are arranged opposite to each other and spaced apart along the length direction of the chassis 100 , and the two threshold beams 122 are arranged opposite to each other and spaced apart along the width direction of the chassis 100 . The first energy absorbing structure 21 is connected to at least one of the two cross beams 121 .

[0181] The support frame 12 includes two cross beams 121 and two threshold beams 122. The two cross beams 121 extend along the width direction of the chassis 100, and the two threshold beams 122 extend along the length direction of the chassis 100. The two cross beams 121 are arranged oppositely and spaced apart along the length direction of the chassis 100. The spacing distance between the two cross beams 121 can be reasonably designed according to the size of the energy bin 11. The orthographic projections of the two cross beams 121 can have an overlapping area along the length direction of the chassis 100. The two threshold beams 122 are arranged oppositely and spaced apart along the width direction of the chassis 100. The spacing distance between the two threshold beams 122 can be reasonably designed according to the size of the energy bin 11. The orthographic projections of the two threshold beams 122 can have an overlapping area along the width direction of the chassis 100. Each cross beam 121 is fixedly connected to the two threshold beams 122. The cross beam 121 can be welded to the threshold beam 122, or the cross beam 121 can be connected to the threshold beam 122 by bolts. The first energy absorbing structure 21 is connected to at least one of the two cross beams 121. It can be understood that the first energy absorbing structure 21 can be connected to the cross beam 121 located in the front, or to the cross beam 121 located in the rear, or to both cross beams 121. The first energy absorbing structure 21 connected to the front cross beam 121 is located in front of the front cross beam 121, and the first energy absorbing structure 21 connected to the rear cross beam 121 is located behind the rear cross beam 121. This application takes the example of the cross beam 121 located in the front being connected to the first energy absorbing structure 21 as an example. Alternatively, it can be understood that the first energy absorbing structure 21 is connected to at least one cross beam 121.

[0182] In the above technical solution, by setting two cross beams 121 and two door sill beams 122, the effect of forming the energy bin 11 can be achieved, and the structure of the support frame 12 can be simplified, which is convenient for the production and manufacturing of the support frame 12. The door sill beam 122 of the vehicle 200 can be constructed as the side wall of the energy bin 11, which is beneficial to simplify the structure of the chassis 100. Furthermore, by connecting the first energy absorbing structure 21 to at least one of the two cross beams 121, after the first energy absorbing structure 21 is hit, the first energy absorbing structure 21 can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure 21 can be transmitted to the cross beam 121, and the collision force is transmitted to the two threshold beams 122 via the cross beam 121. The collision force can be transmitted along the support frame 12 to other structural parts of the vehicle 200, so as to disperse the collision force and reduce the risk of concentrated force, further reduce the force on the battery assembly 300, further reduce the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery assembly 300, further improve the reliability of the battery assembly 300, and thus further improve the reliability of the vehicle 200.

[0183] According to some embodiments of the present application, Figure 7As shown, along the length direction of the chassis 100 , the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the cross beam 121 have an overlapping area.

[0184] Among them, along the length direction of the chassis 100, the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the beam 121 have an overlapping area, the orthographic projection of the first energy absorbing structure 21 connected to the front beam 121 along the length direction of the chassis 100 and the orthographic projection of the front beam 121 have an overlapping area, and the orthographic projection of the first energy absorbing structure 21 connected to the rear beam 121 along the length direction of the chassis 100 and the orthographic projection of the rear beam 121 have an overlapping area.

[0185] In the above technical solution, the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the corresponding cross beam 121 have an overlapping area along the length direction of the chassis 100. When the first energy absorbing structure 21 is subjected to a collision force, it is beneficial to improve the force transmission performance between the first energy absorbing structure 21 and the cross beam 121. The cross beam 121 can reliably support the first energy absorbing structure 21, which is beneficial to improve the supporting effect of the cross beam 121 on the first energy absorbing structure 21, and improve the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0186] According to some embodiments of the present application, along the length direction of the chassis 100, the area of ​​the orthographic projection of the first energy absorbing structure 21 is A1, and the area of ​​the overlapping area of ​​the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the beam 121 is A2, satisfying: 10%≤A2 / A1≤100%.

[0187] Among them, along the length direction of the chassis 100, the area of ​​the orthographic projection of the first energy absorbing structure 21 is A1, and the area of ​​the overlapping area of ​​the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the cross beam 121 is A2. The unit of the area of ​​the orthographic projection of the first energy absorbing structure 21 can be reasonably selected and designed according to actual conditions, and the unit of the area of ​​the overlapping area of ​​the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the cross beam 121 can be reasonably selected and designed according to actual conditions. A2 / A1 can be 10%, 11%, 15%, 20%, 25%, 30%, 40%, 43%, 45%, 50%, 55%, 60%, 61%, 70%, 80%, 90%, 93%, 95%, 100%, etc. When A2 / A1 is less than 10%, the area of ​​the overlapped region between the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the cross beam 121 is small, and when the first energy absorbing structure 21 is subjected to a collision force, the force transmission performance between the first energy absorbing structure 21 and the cross beam 121 is poor, and the support effect of the cross beam 121 on the first energy absorbing structure 21 is poor, and the stability of the first energy absorbing structure 21 when subjected to an external force collision is poor. Therefore, by 10%≤A2 / A1≤100%, the area of ​​the overlapped region between the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the cross beam 121 is appropriate, and when the first energy absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure 21 and the cross beam 121, and the cross beam 121 can more reliably support the first energy absorbing structure 21, which is more conducive to improving the support effect of the cross beam 121 on the first energy absorbing structure 21, and further improving the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0188] In the above technical solution, by 10%≤A2 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the crossbeam 121 is appropriate, and when the first energy absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure 21 and the crossbeam 121, and the crossbeam 121 can more reliably support the first energy absorbing structure 21, which is more conducive to improving the supporting effect of the crossbeam 121 on the first energy absorbing structure 21, and further improving the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0189] According to some embodiments of the present application, the orthographic projection of the first energy absorbing structure 21 is completely located within the orthographic projection of the cross beam 121 .

[0190] Among them, along the length direction of the chassis 100, the orthographic projection of the first energy absorbing structure 21 is completely located in the orthographic projection of the cross beam 121 connected thereto, the orthographic projection of the first energy absorbing structure 21 connected to the front cross beam 121 along the length direction of the chassis 100 is completely located in the orthographic projection of the front cross beam 121, and the orthographic projection of the first energy absorbing structure 21 connected to the rear cross beam 121 along the length direction of the chassis 100 is completely located in the orthographic projection of the rear cross beam 121. Along the length direction of the chassis 100, the orthographic projection of the first energy absorbing structure 21 is completely located in the orthographic projection of the corresponding cross beam 121, so that the first energy absorbing structure 21 and the corresponding cross beam 121 are arranged opposite to each other along the length direction of the chassis 100.

[0191] In the above technical solution, the orthographic projection of the first energy absorbing structure 21 is completely located within the orthographic projection of the cross beam 121 along the length direction of the chassis 100. When the first energy absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure 21 and the cross beam 121. The cross beam 121 can more reliably support the first energy absorbing structure 21, which is more conducive to improving the supporting effect of the cross beam 121 on the first energy absorbing structure 21, and further improving the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0192] According to some embodiments of the present application, Fig.11 As shown, the energy absorbing structure 20 may include only one first energy absorbing structure 21 .

[0193] According to some embodiments of the present application, the shape of the cross section of the first energy absorbing structure 21 perpendicular to the height direction of the chassis 100 may be a triangle, a rectangle, a trapezoid or other polygons.

[0194] According to some embodiments of the present application, Fig.12 As shown, the energy absorbing structure 20 includes a plurality of first energy absorbing structures 21 arranged along the length direction of the chassis 100 , and the first energy absorbing structures 21 adjacent to each other along the length direction of the chassis 100 are connected.

[0195] The energy absorbing structure 20 may include a plurality of first energy absorbing structures 21, which are arranged along the length direction of the chassis 100. Adjacent first energy absorbing structures 21 are connected along the length direction of the chassis 100. Fig.11 As shown, adjacent first energy absorbing structures 21 may be directly connected, and adjacent first energy absorbing structures 21 may be connected by welding or bolting, but the present application is not limited thereto. Adjacent first energy absorbing structures 21 may also be indirectly connected by beams, and the first energy absorbing structures 21 and the beams may be connected by welding or bolting.

[0196] In the above technical solution, multiple first energy absorbing structures 21 are arranged along the length direction of the chassis 100, and the adjacent first energy absorbing structures 21 along the length direction of the chassis 100 are connected. When the energy absorbing structure 20 is hit, the multiple first energy absorbing structures 21 can absorb the collision force to achieve a multi-stage energy absorption effect, improve the energy absorption performance of the energy absorbing structure 20, and reduce the collision force transmitted to the chassis body 10. The force on the battery assembly 300 can be further reduced, and the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10 can be further reduced. The risk of deformation and damage of the battery assembly 300 is further reduced, and the reliability of the battery assembly 300 is further improved, thereby further improving the reliability of the vehicle 200.

[0197] According to some embodiments of the present application, Fig.12 As shown, the energy absorbing structure 20 further includes a first connecting beam 30 , and the adjacent first energy absorbing structures 21 along the length direction of the chassis 100 are connected by the first connecting beam 30 .

[0198] Among them, the energy absorbing structure 20 can also include a first connecting beam 30. Along the length direction of the chassis 100, adjacent first energy absorbing structures 21 are connected by the first connecting beam 30. The first connecting beam 30 is connected between adjacent first energy absorbing structures 21. The first energy absorbing structure 21 and the first connecting beam 30 are connected by welding or bolting.

[0199] In the above technical solution, by setting a first connecting beam 30 connected between adjacent first energy absorbing structures 21 along the length direction of the chassis 100, the connection strength of the adjacent first energy absorbing structures 21 can be improved, the structural strength of the energy absorbing structure 20 can be improved, the stability of the energy absorbing structure 20 when it is hit by external force can be further improved, the energy absorption performance of the energy absorbing structure 20 can be further improved, and when the energy absorbing structure 20 is hit, the collision force transmitted to the chassis body 10 can be further reduced.

[0200] According to some embodiments of the present application, Fig.12 As shown, along the direction away from the energy bin 11 , the dimensions of each first energy absorbing structure 21 along the width direction of the chassis 100 decrease successively.

[0201] Among them, the direction away from the energy bin 11 is parallel to the driving direction of the vehicle 200; when multiple first energy absorbing structures 21 are arranged on the front side of the support frame 12, along the direction away from the energy bin 11, in other words, the vehicle 200 is moving forward, along the driving direction of the vehicle 200, that is, from the rear to the front direction of the chassis 100, the size of each first energy absorbing structure 21 along the width direction of the chassis 100 is reduced in sequence. When multiple first energy absorbing structures 21 are arranged on the rear side of the support frame 12, the vehicle 200 is moving backward, and along the driving direction of the vehicle 200, that is, from the front to the rear direction of the chassis 100, the size of each first energy absorbing structure 21 along the width direction of the chassis 100 is reduced in sequence.

[0202] In the above technical scheme, by arranging along the driving direction of the vehicle 200, the dimensions of each first energy absorbing structure 21 along the width direction of the chassis 100 are reduced successively, so that the first energy absorbing structure 21 with the largest dimension along the width direction of the chassis 100 can be connected to the support frame 12, which is beneficial to increase the connection area between the first energy absorbing structure 21 and the support frame 12. When the first energy absorbing structure 21 is subjected to a collision force, it is more beneficial to improve the force transmission performance between the first energy absorbing structure 21 and the cross beam 121. The support frame 12 can more reliably support the first energy absorbing structure 21, which is more beneficial to improve the supporting effect of the support frame 12 on the first energy absorbing structure 21, and further improve the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0203] According to some embodiments of the present application, the energy absorbing structure 20 includes a plurality of first energy absorbing structures 21 arranged along the width direction of the chassis 100 .

[0204] The energy absorbing structure 20 includes a plurality of first energy absorbing structures 21, and the plurality of first energy absorbing structures 21 may be arranged in sequence along the width direction of the chassis 100. Alternatively, a portion of the plurality of first energy absorbing structures 21 may be arranged in sequence along the width direction of the chassis 100, and another portion of the plurality of first energy absorbing structures 21 may be arranged in the length direction of the chassis 100. Alternatively, the plurality of first energy absorbing structures 21 may form a plurality of energy absorbing groups, each energy absorbing group includes a plurality of first energy absorbing structures 21, and the plurality of first energy absorbing structures 21 in each group may be arranged in the width direction of the chassis 100, and the plurality of energy absorbing groups may be arranged in sequence along the length direction of the chassis 100, and two adjacent energy absorbing groups may be connected by a first connecting beam 30.

[0205] like Fig.13 As shown, as an example, the energy absorbing structure 20 includes four first energy absorbing structures 21, three first energy absorbing structures 21 are arranged in sequence along the width direction of the chassis 100 to form a group of energy absorbing groups, and another first energy absorbing structure 21 and the energy absorbing group are arranged along the length direction of the chassis 100, and are connected to the three first energy absorbing structures 21 arranged along the width direction of the chassis 100 through the first connecting beam 30.

[0206] like Fig.14 and Fig.15 As shown, as another example, multiple first energy absorbing structures 21 form multiple energy absorbing groups, each energy absorbing group includes multiple first energy absorbing structures 21, multiple first energy absorbing structures 21 in each group are arranged along the width direction of the chassis 100, and multiple energy absorbing groups are arranged in sequence along the length direction of the chassis 100. Two adjacent energy absorbing groups can be connected by the first connecting beam 30. Fig.14As shown, the energy absorbing structure 20 includes five first energy absorbing structures 21 . The five first energy absorbing structures 21 form two energy absorbing groups. One energy absorbing group includes three first energy absorbing structures 21 , and the other energy absorbing group includes two first energy absorbing structures 21 . Fig.15 As shown, the energy absorbing structure 20 includes four first energy absorbing structures 21 . The four first energy absorbing structures 21 form two energy absorbing groups, and each energy absorbing group includes two first energy absorbing structures 21 .

[0207] In the above technical solution, the energy absorbing structure 20 includes a plurality of first energy absorbing structures 21 arranged along the width direction of the chassis 100, so that the energy absorption performance of the energy absorbing structure 20 can be improved, and the plurality of first energy absorbing structures 21 arranged along the width direction of the chassis 100 can be connected to the chassis body 10, which is beneficial to increase the connection area between the energy absorbing structure 20 and the chassis body 10. When the energy absorbing structure 20 is subjected to a collision force, it is more beneficial to improve the force transmission performance between the energy absorbing structure 20 and the chassis body 10. The chassis body 10 can more reliably support the energy absorbing structure 20, which is more beneficial to improve the supporting effect of the chassis body 10 on the energy absorbing structure 20, and further improve the stability of the energy absorbing structure 20 when subjected to an external force collision.

[0208] According to some embodiments of the present application, a plurality of first energy absorbing structures 21 are arranged at intervals along the width direction of the chassis 100; or, at least two first energy absorbing structures 21 are arranged crosswise; or, at least two adjacent first energy absorbing structures 21 along the width direction of the chassis 100 are connected.

[0209] As an example, multiple first energy absorbing structures 21 are arranged at intervals along the width direction of the chassis 100, wherein when the multiple first energy absorbing structures 21 are arranged along the width direction of the chassis 100, two adjacent first energy absorbing structures 21 arranged along the width direction of the chassis 100 are arranged at intervals.

[0210] By arranging multiple first energy absorbing structures 21 at intervals along the width direction of the chassis 100, the risk of mutual interference between two adjacent first energy absorbing structures 21 arranged along the width direction of the chassis 100 can be reduced. When the multiple first energy absorbing structures 21 arranged at intervals along the width direction of the chassis 100 are connected to the chassis body 10, the multiple first energy absorbing structures 21 transmit force to different positions of the chassis body 10, so that the force is dispersed and transmitted to the chassis body 10, thereby reducing the risk of stress concentration in the chassis body 10, and further reducing the risk of deformation of the chassis body 10 and extrusion of the battery assembly 300. In addition, the chassis body 10 can more reliably support the energy absorbing structure 20, which is more conducive to improving the supporting effect of the chassis body 10 on the energy absorbing structure 20, and further improving the stability of the energy absorbing structure 20 when subjected to external force collision.

[0211] As another example, at least two first energy absorbing structures 21 are cross-arranged. Among the multiple first energy absorbing structures 21, at least two first energy absorbing structures 21 are cross-arranged. By cross-arranging at least two first energy absorbing structures 21, the structural strength of the energy absorbing structure 20 can be improved, and the energy absorbing structure 20 can be reliably connected to the chassis body 10, which is more conducive to improving the supporting effect of the chassis body 10 on the energy absorbing structure 20, and further improving the stability of the energy absorbing structure 20 when it is hit by external force.

[0212] As another example, at least two first energy absorbing structures 21 adjacent to each other along the width direction of the chassis 100 are connected. Among them, when a plurality of first energy absorbing structures 21 are arranged along the width direction of the chassis 100, at least two adjacent first energy absorbing structures 21 among the plurality of first energy absorbing structures 21 arranged along the width direction of the chassis 100 are connected, and the two adjacent first energy absorbing structures 21 can be directly connected, or the two adjacent first energy absorbing structures 21 can be indirectly connected through an adapter. By connecting at least two first energy absorbing structures 21 adjacent to each other along the width direction of the chassis 100, the structural strength of the energy absorbing structure 20 can be improved, and the energy absorbing structure 20 can be reliably connected to the chassis body 10, which is more conducive to improving the supporting effect of the chassis body 10 on the energy absorbing structure 20, and further improving the stability of the energy absorbing structure 20 when it is hit by external force.

[0213] According to some embodiments of the present application, Figure 7 As shown, the energy absorbing structure 20 further includes a second energy absorbing structure 22 . Along the length direction of the chassis 100 , the second energy absorbing structure 22 is located between the first energy absorbing structure 21 and the battery assembly 300 .

[0214] The energy absorbing structure 20 may further include a second energy absorbing structure 22, which may include an energy absorbing box 211, an energy absorbing space, a buffer frame 212, etc. Along the length direction of the chassis 100, the second energy absorbing structure 22 is located between the first energy absorbing structure 21 and the battery assembly 300. The second energy absorbing structure 22 may be connected to the support frame 12 of the chassis body 10. The second energy absorbing structure 22 may be directly connected to the first energy absorbing structure 21, or the second energy absorbing structure 22 may be indirectly connected to the first energy absorbing structure 21 through an adapter. The second energy absorbing structure 22 may be located between the crossbeam 121 of the support frame 12 and the first energy absorbing structure 21.

[0215] In the above technical solution, by locating the second energy absorbing structure 22 between the first energy absorbing structure 21 and the battery assembly 300, the energy absorbing structure 20 can have a multi-stage energy absorbing effect. After the energy absorbing structure 20 is hit, the first energy absorbing structure 21 can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure 21 can be transmitted to the second energy absorbing structure 22. The second energy absorbing structure 22 further absorbs the collision force, which can further reduce the force on the battery assembly 300, further reduce the deformation and damage risks of the battery assembly 300, further improve the reliability of the battery assembly 300, and thus further improve the reliability of the vehicle 200.

[0216] According to some embodiments of the present application, Figure 7 As shown, the second energy absorbing structure 22 is connected to the first energy absorbing structure 21 , and the second energy absorbing structure 22 is connected to the chassis body 10 .

[0217] The second energy absorbing structure 22 may be connected between the first energy absorbing structure 21 and the chassis body 10, and along the length direction of the chassis 100, the second energy absorbing structure 22 may be located between the first energy absorbing structure 21 and the chassis body 10. Further, the second energy absorbing structure 22 may be connected between the first energy absorbing structure 21 and the support frame 12 of the chassis body 10. When the second energy absorbing structure 22 is an energy absorbing box 211, the second energy absorbing structure 22 may be connected to the cross beam 121 of the support frame 12, and the second energy absorbing structure 22 may be connected to the cross beam 121 of the support frame 12 by welding, bolting, etc. When the second energy absorbing structure 22 is a buffer frame 212, the second energy absorbing structure 22 may be connected to the cross beam 121 of the support frame 12, the second energy absorbing structure 22 may also be connected to the sill beam 122 of the support frame 12, and the second energy absorbing structure 22 may also be connected to the cross beam 121 and the sill beam 122 of the support frame 12.

[0218] In the above technical solution, the second energy absorbing structure 22 is connected to the first energy absorbing structure 21 and the chassis body 10. After the energy absorbing structure 20 is hit, the first energy absorbing structure 21 can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure 21 can be transmitted to the second energy absorbing structure 22. The second energy absorbing structure 22 further absorbs the collision force. The collision force not absorbed by the energy absorbing structure 20 is transmitted to the chassis body 10. The collision force can be transmitted along the chassis body 10 to other structural parts of the vehicle 200, so that the collision force is dispersed and the risk of concentrated force is reduced. The force on the battery assembly 300 can be further reduced, and the risk of deformation and damage of the battery assembly 300 can be further reduced, and the reliability of the battery assembly 300 can be further improved, thereby further improving the reliability of the vehicle 200.

[0219] According to some embodiments of the present application, Figure 7As shown, the chassis body 10 includes a support frame 12 , the support frame 12 is used to form an energy bin 11 , and the second energy absorbing structure 22 is connected to the support frame 12 .

[0220] Among them, the chassis body 10 may include a support frame 12, and the support frame 12 defines an energy bin 11. The second energy absorbing structure 22 may be connected between the first energy absorbing structure 21 and the support frame 12. When the second energy absorbing structure 22 is an energy absorbing box 211, the second energy absorbing structure 22 may be connected to the cross beam 121 of the support frame 12, and the second energy absorbing structure 22 may be connected to the cross beam 121 of the support frame 12 by welding, bolting, etc. When the second energy absorbing structure 22 is a buffer frame 212, the second energy absorbing structure 22 may be connected to the cross beam 121 of the support frame 12, the second energy absorbing structure 22 may also be connected to the sill beam 122 of the support frame 12, and the second energy absorbing structure 22 may also be connected to the cross beam 121 and the sill beam 122 of the support frame 12.

[0221] In the above technical solution, the second energy absorbing structure 22 is connected to the support frame 12. After the energy absorbing structure 20 is hit, the first energy absorbing structure 21 can absorb at least part of the collision force, and the collision force not absorbed by the first energy absorbing structure 21 can be transmitted to the second energy absorbing structure 22. The second energy absorbing structure 22 further absorbs the collision force. The collision force not absorbed by the second energy absorbing structure 22 is transmitted to the support frame 12. The collision force can be transmitted along the support frame 12 to other structural parts of the vehicle 200, so that the collision force is dispersed and the risk of concentrated force is reduced. The force on the battery assembly 300 can be further reduced, and the risk of deformation and damage of the battery assembly 300 can be further reduced, and the reliability of the battery assembly 300 can be further improved, thereby further improving the reliability of the vehicle 200.

[0222] According to some embodiments of the present application, Figure 7 As shown, the chassis 100 of the vehicle 200 further includes a conductive cross beam 40 located between the first energy absorbing structure 21 and the second energy absorbing structure 22 , and the conductive cross beam 40 connects the first energy absorbing structure 21 and the second energy absorbing structure 22 .

[0223] Among them, the conductive beam 40 extends along the width direction of the chassis 100, and the conductive beam 40 can be located between the first energy absorbing structure 21 and the second energy absorbing structure 22. The conductive beam 40 is connected to the first energy absorbing structure 21 and the second energy absorbing structure 22. The first energy absorbing structure 21 can be fixedly connected to the conductive beam 40 by welding, bolting, etc., and the second energy absorbing structure 22 can be fixedly connected to the conductive beam 40 by welding, bolting, etc.

[0224] In the above technical solution, the first energy absorbing structure 21 and the second energy absorbing structure 22 are connected by the conductive cross beam 40. After the first energy absorbing structure 21 is hit by a force, the collision force can be transmitted to the second energy absorbing structure 22 through the conductive cross beam 40, thereby realizing the force transmission effect from the first energy absorbing structure 21 to the second energy absorbing structure 22, so that the energy absorbing structure 20 has a multi-stage energy absorption effect.

[0225] According to some embodiments of the present application, Figure 5 As shown, the rear end of the first energy absorbing structure 21 may be provided with a connection portion 213, and the first energy absorbing structure 21 is fixedly connected to the conductive beam 40 through the connection portion 213. The connection portion 213 and the first energy absorbing structure 21 may be fixed by welding or bolting, and the connection portion 213 and the conductive beam 40 may be fixed by welding or bolting. The connection portion 213 is a plate-shaped structure, and the connection portion 213 includes an upper connection plate, a middle connection plate, and a lower connection plate. The middle connection plate is connected between the upper connection plate and the lower connection plate, the upper connection plate overlaps the upper surface of the conductive beam 40, the middle connection plate overlaps the front side of the conductive beam 40, and the lower connection plate overlaps the lower surface of the conductive beam 40. By providing the connection portion 213, the contact area between the first energy absorbing structure 21 and the conductive beam 40 can be increased, and the force-bearing area of ​​the first energy absorbing structure 21 can be increased.

[0226] According to some embodiments of the present application, Figure 7 As shown, the conductive beam 40 extends along the width direction of the chassis 100 and is connected to the chassis body 10 .

[0227] The conductive cross beam 40 extends along the width direction of the chassis 100, and both ends of the conductive cross beam 40 are connected to the chassis body 10. As an example, both ends of the conductive cross beam 40 are respectively connected to two threshold beams 122 of the support frame 12, and the conductive cross beam 40 can be connected to the threshold beam 122 by welding, or the conductive cross beam 40 can be connected to the threshold beam 122 by bolts.

[0228] In the above technical solution, by connecting the conductive cross beam 40 to the chassis body 10, the connection reliability between the energy absorbing structure 20 and the chassis body 10 can be further improved, and the vibration risk of the energy absorbing structure 20 can be reduced. In addition, the conductive cross beam 40 can support the energy absorbing structure 20, and further improve the stability of the energy absorbing structure 20 when it is hit by external force.

[0229] According to some embodiments of the present application, along the length direction of the chassis 100 , the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 have an overlapping area.

[0230] Among them, the second energy absorbing structure 22 is connected between the first energy absorbing structure 21 and the corresponding cross beam 121 of the support frame 12, and along the length direction of the chassis 100, the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 have an overlapping area, the orthographic projections of the first energy absorbing structure 21 and the second energy absorbing structure 22 connected to the front cross beam 121 along the length direction of the chassis 100 have an overlapping area, and the orthographic projections of the first energy absorbing structure 21 and the second energy absorbing structure 22 connected to the rear cross beam 121 along the length direction of the chassis 100 have an overlapping area.

[0231] In the above technical solution, along the length direction of the chassis 100, there is an overlapping area through the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the corresponding second energy absorbing structure 22. When the first energy absorbing structure 21 is subjected to a collision force, it is beneficial to improve the force transmission performance between the first energy absorbing structure 21 and the second energy absorbing structure 22. The second energy absorbing structure 22 can reliably support the first energy absorbing structure 21, which is beneficial to improve the supporting effect of the second energy absorbing structure 22 on the first energy absorbing structure 21, and improve the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0232] According to some embodiments of the present application, along the length direction of the chassis 100, the area of ​​the orthographic projection of the first energy absorbing structure 21 is A1, and the area of ​​the overlapping area of ​​the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 is A3, satisfying: 20%≤A3 / A1≤100%.

[0233] Among them, along the length direction of the chassis 100, the area of ​​the orthographic projection of the first energy absorbing structure 21 is A1, and the area of ​​the overlapping area of ​​the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 is A3. The unit of the area of ​​the orthographic projection of the first energy absorbing structure 21 can be reasonably selected and designed according to actual conditions, and the unit of the area of ​​the overlapping area of ​​the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 can be reasonably selected and designed according to actual conditions. A3 / A1 can be 20%, 25%, 30%, 45%, 50%, 52%, 55%, 60%, 65%, 67%, 70%, 74%, 80%, 85%, 90%, 96%, 100% and other values. When A3 / A1 is less than 20%, the area of ​​the overlapped region between the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 is small. When the first energy absorbing structure 21 is subjected to a collision force, the force transmission performance between the first energy absorbing structure 21 and the second energy absorbing structure 22 is poor, the supporting effect of the second energy absorbing structure 22 on the first energy absorbing structure 21 is poor, and the stability of the first energy absorbing structure 21 when subjected to an external force collision is poor. Therefore, by A3 / A1≥20%, the area of ​​the overlapped region between the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 is appropriate. When the first energy absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure 21 and the second energy absorbing structure 22. The second energy absorbing structure 22 can more reliably support the first energy absorbing structure 21, which is more conducive to improving the supporting effect of the second energy absorbing structure 22 on the first energy absorbing structure 21, and further improving the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0234] In the above technical solution, by 20%≤A3 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22 is appropriate, and when the first energy absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure 21 and the second energy absorbing structure 22, and the second energy absorbing structure 22 can more reliably support the first energy absorbing structure 21, which is more conducive to improving the supporting effect of the second energy absorbing structure 22 on the first energy absorbing structure 21, and further improving the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0235] According to some embodiments of the present application, the orthographic projection of the first energy absorbing structure 21 is completely located within the orthographic projection of the second energy absorbing structure 22 .

[0236] Among them, along the length direction of the chassis 100, the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the connected second energy absorbing structure 22 have an overlapping area, and the orthographic projection of the first energy absorbing structure 21 is completely located within the orthographic projection range of the corresponding second energy absorbing structure 22, so that the first energy absorbing structure 21 and the connected second energy absorbing structure 22 are arranged opposite to each other along the length direction of the chassis 100.

[0237] In the above technical solution, along the length direction of the chassis 100, the orthographic projection of the first energy absorbing structure 21 is completely located within the orthographic projection of the second energy absorbing structure 22. When the first energy absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy absorbing structure 21 and the second energy absorbing structure 22. The second energy absorbing structure 22 can more reliably support the first energy absorbing structure 21, which is more conducive to improving the supporting effect of the second energy absorbing structure 22 on the first energy absorbing structure 21, and further improving the stability of the first energy absorbing structure 21 when subjected to an external force collision.

[0238] According to some embodiments of the present application, Figure 7 As shown, along the length direction of the chassis 100 , the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the cross beam 121 have an overlapping area.

[0239] Among them, along the length direction of the chassis 100, the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the beam 121 have an overlapping area, the orthographic projection of the second energy absorbing structure 22 connected to the front beam 121 along the length direction of the chassis 100 and the orthographic projection of the front beam 121 have an overlapping area, and the orthographic projection of the second energy absorbing structure 22 connected to the rear beam 121 along the length direction of the chassis 100 and the orthographic projection of the rear beam 121 have an overlapping area.

[0240] In the above technical solution, the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the corresponding cross beam 121 have an overlapping area along the length direction of the chassis 100. When the second energy absorbing structure 22 is subjected to a collision force, it is beneficial to improve the force transmission performance between the second energy absorbing structure 22 and the cross beam 121. The cross beam 121 can reliably support the second energy absorbing structure 22, which is beneficial to improve the supporting effect of the cross beam 121 on the second energy absorbing structure 22, and improve the stability of the second energy absorbing structure 22 when subjected to an external force collision.

[0241] According to some embodiments of the present application, along the length direction of the chassis 100, the area of ​​the orthographic projection of the second energy absorbing structure 22 is A4, and the area of ​​the overlapping area of ​​the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the beam 121 is A5, satisfying: 10%≤A5 / A4≤100%.

[0242] Among them, along the length direction of the chassis 100, the area of ​​the orthographic projection of the second energy absorbing structure 22 is A4, and the area of ​​the overlapped area of ​​the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the cross beam 121 is A5. The unit of the area of ​​the orthographic projection of the second energy absorbing structure 22 can be reasonably selected and designed according to actual conditions, and the unit of the area of ​​the overlapped area of ​​the orthographic projection of the second energy absorbing structure 22 and the cross beam 121 can be reasonably selected and designed according to actual conditions. A5 / A4 can be 10%, 11%, 15%, 20%, 25%, 30%, 40%, 43%, 45%, 50%, 55%, 60%, 61%, 70%, 80%, 90%, 93%, 95%, 100% and other values. When A5 / A4 is less than 10%, the area of ​​the overlapped region between the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the cross beam 121 is small. When the second energy absorbing structure 22 is subjected to a collision force, the force transmission performance between the second energy absorbing structure 22 and the cross beam 121 is poor, the support effect of the cross beam 121 on the second energy absorbing structure 22 is poor, and the stability of the second energy absorbing structure 22 when subjected to an external force collision is poor. Therefore, by 10%≤A5 / A4≤100%, the area of ​​the overlapped region between the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the cross beam 121 is appropriate. When the second energy absorbing structure 22 is subjected to a collision force, it is more conducive to improving the force transmission performance between the second energy absorbing structure 22 and the cross beam 121. The cross beam 121 can more reliably support the second energy absorbing structure 22, which is more conducive to improving the support effect of the cross beam 121 on the second energy absorbing structure 22, and further improving the stability of the second energy absorbing structure 22 when subjected to an external force collision.

[0243] In the above technical solution, by 10%≤A5 / A4≤100%, the area of ​​the overlapping region between the orthographic projection of the second energy absorbing structure 22 and the orthographic projection of the crossbeam 121 is appropriate, and when the second energy absorbing structure 22 is subjected to a collision force, it is more conducive to improving the force transmission performance between the second energy absorbing structure 22 and the crossbeam 121, and the crossbeam 121 can more reliably support the second energy absorbing structure 22, which is more conducive to improving the supporting effect of the crossbeam 121 on the second energy absorbing structure 22, and further improving the stability of the second energy absorbing structure 22 when subjected to an external force collision.

[0244] According to some embodiments of the present application, the orthographic projection of the second energy absorbing structure 22 is completely located within the orthographic projection of the cross beam 121 .

[0245] Among them, along the length direction of the chassis 100, the orthographic projection of the second energy absorbing structure 22 is completely located in the orthographic projection of the cross beam 121 connected thereto, the orthographic projection of the second energy absorbing structure 22 connected to the front cross beam 121 along the length direction of the chassis 100 is completely located in the orthographic projection of the front cross beam 121, and the orthographic projection of the second energy absorbing structure 22 connected to the rear cross beam 121 along the length direction of the chassis 100 is completely located in the orthographic projection of the rear cross beam 121. Along the length direction of the chassis 100, the orthographic projection of the second energy absorbing structure 22 is completely located in the orthographic projection of the corresponding cross beam 121, so that the second energy absorbing structure 22 and the corresponding cross beam 121 are arranged opposite to each other along the length direction of the chassis 100.

[0246] In the above technical solution, by making the orthographic projection of the second energy absorbing structure 22 completely within the orthographic projection of the cross beam 121 along the length direction of the chassis 100, when the second energy absorbing structure 22 is subjected to collision force, it is more conducive to improving the force transmission performance between the second energy absorbing structure 22 and the cross beam 121, and the cross beam 121 can more reliably support the second energy absorbing structure 22, which is more conducive to improving the supporting effect of the cross beam 121 on the second energy absorbing structure 22, and further improving the stability of the second energy absorbing structure 22 when subjected to external force collision.

[0247] According to some embodiments of the present application, Fig.17 and 18 As shown, the energy absorbing structure 20 may include only one second energy absorbing structure 22 .

[0248] According to some embodiments of the present application, the cross-section of the second energy absorbing structure 22 perpendicular to the height direction of the chassis 100 may be in the shape of a triangle, a rectangle (eg Fig.17 As shown), trapezoidal (as Fig.18 as shown) or other polygons.

[0249] According to some embodiments of the present application, the first energy absorbing structure 21 and the second energy absorbing structure 22 may be the same or different, and the present application does not limit this.

[0250] According to some embodiments of the present application, Fig.24 As shown, the energy absorbing structure 20 may include a plurality of second energy absorbing structures 22 arranged along the length direction of the chassis 100 , and the second energy absorbing structures 22 adjacent to each other along the length direction of the chassis 100 are connected.

[0251] Among them, multiple second energy absorbing structures 22 are arranged along the length direction of the chassis 100. Along the length direction of the chassis 100, adjacent second energy absorbing structures 22 are connected. Adjacent second energy absorbing structures 22 can be directly connected. Adjacent second energy absorbing structures 22 can be connected by welding or bolting. However, the present application is not limited to this. Adjacent second energy absorbing structures 22 can also be indirectly connected by beams. The second energy absorbing structures 22 are connected to the beams by welding or bolting.

[0252] In the above technical solution, multiple second energy absorbing structures 22 are arranged along the length direction of the chassis 100, and the adjacent second energy absorbing structures 22 along the length direction of the chassis 100 are connected. When the energy absorbing structure 20 is hit, the multiple second energy absorbing structures 22 can absorb the collision force to achieve more levels of energy absorption effect, further improve the energy absorption performance of the energy absorbing structure 20, and reduce the collision force transmitted to the chassis body 10. The force on the battery assembly 300 can be further reduced, and the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10 can be further reduced. The risk of deformation and damage of the battery assembly 300 is further reduced, and the reliability of the battery assembly 300 is further improved, thereby further improving the reliability of the vehicle 200.

[0253] According to some embodiments of the present application, Fig.24 As shown, the energy absorbing structure 20 further includes a second connecting beam 221 , and the adjacent second energy absorbing structures 22 along the length direction of the chassis 100 are connected via the second connecting beam 221 .

[0254] Among them, the energy absorbing structure 20 can also include a second connecting beam 221. Along the length direction of the chassis 100, adjacent second energy absorbing structures 22 are connected by the second connecting beam 221. The second connecting beam 221 is connected between adjacent second energy absorbing structures 22. The second energy absorbing structures 22 and the second connecting beam 221 are connected by welding or bolting.

[0255] In the above technical solution, by setting a second connecting beam 221 to connect the adjacent second energy absorbing structures 22 along the length direction of the chassis 100, the connection strength of the adjacent second energy absorbing structures 22 can be improved, the structural strength of the energy absorbing structure 20 can be further improved, the stability of the energy absorbing structure 20 when it is hit by external force can be further improved, the energy absorption performance of the energy absorbing structure 20 can be further improved, and when the energy absorbing structure 20 is hit, the collision force transmitted to the chassis body 10 can be further reduced.

[0256] According to some embodiments of the present application, Fig.24 As shown, along the direction away from the energy bin 11 , the dimensions of each second energy absorbing structure 22 along the width direction of the chassis 100 decrease successively.

[0257] Among them, the direction away from the energy bin 11 is parallel to the driving direction of the vehicle 200; when multiple second energy absorbing structures 22 are arranged on the front side of the support frame 12, the vehicle 200 moves forward in the direction away from the energy bin 11, and the size of each second energy absorbing structure 22 along the width direction of the chassis 100 is reduced in sequence along the driving direction of the vehicle 200, that is, from the rear to the front direction of the chassis 100. When multiple second energy absorbing structures 22 are arranged on the rear side of the support frame 12, the vehicle 200 moves backward, and the size of each second energy absorbing structure 22 along the width direction of the chassis 100 is reduced in sequence along the driving direction of the vehicle 200, that is, from the front to the rear direction of the chassis 100.

[0258] In the above technical solution, by arranging along the driving direction of the vehicle 200, the dimensions of each second energy absorbing structure 22 along the width direction of the chassis 100 are reduced successively, so that the second energy absorbing structure 22 with the largest dimension along the width direction of the chassis 100 can be connected to the support frame 12, which is beneficial to increase the connection area between the second energy absorbing structure 22 and the support frame 12. When the second energy absorbing structure 22 is subjected to a collision force, it is more beneficial to improve the force transmission performance between the second energy absorbing structure 22 and the support frame 12. The support frame 12 can more reliably support the second energy absorbing structure 22, which is more beneficial to improve the supporting effect of the support frame 12 on the second energy absorbing structure 22, and further improve the stability of the second energy absorbing structure 22 when subjected to an external force collision.

[0259] According to some embodiments of the present application, Fig.25 As shown, the energy absorbing structure 20 includes a plurality of second energy absorbing structures 22 arranged along the width direction of the chassis 100 .

[0260] Among them, Fig.25 As shown, the energy absorbing structure 20 includes a plurality of second energy absorbing structures 22, and the plurality of second energy absorbing structures 22 can be arranged in sequence along the width direction of the chassis 100. Fig.26 As shown, part of the plurality of second energy absorbing structures 22 are arranged in sequence along the width direction of the chassis 100, and another part of the plurality of second energy absorbing structures 22 are arranged along the length direction of the chassis 100. Fig. 27 As shown, or multiple second energy absorbing structures 22 form multiple energy absorbing groups, each energy absorbing group includes multiple second energy absorbing structures 22, multiple second energy absorbing structures 22 in each group are arranged along the width direction of the chassis 100, multiple energy absorbing groups are arranged in sequence along the length direction of the chassis 100, and two adjacent energy absorbing groups can be connected by a second connecting beam 221. Figure 11-15 , Fig.25 As shown, as an example, the energy absorbing structure 20 includes a plurality of second energy absorbing structures 22 , and the plurality of second energy absorbing structures 22 are sequentially arranged along the width direction of the chassis 100 .

[0261] In the above technical solution, the energy absorbing structure 20 includes a plurality of second energy absorbing structures 22 arranged along the width direction of the chassis 100, so that the energy absorption performance of the energy absorbing structure 20 can be improved, and the plurality of second energy absorbing structures 22 arranged along the width direction of the chassis 100 can be connected to the cross beam 121 of the support frame 12, which is beneficial to increase the connection area between the energy absorbing structure 20 and the support frame 12. When the energy absorbing structure 20 is subjected to a collision force, it is more beneficial to improve the force transmission performance between the energy absorbing structure 20 and the chassis body 10. The support frame 12 can more reliably support the energy absorbing structure 20, which is more beneficial to improve the supporting effect of the support frame 12 on the energy absorbing structure 20, and further improve the stability of the energy absorbing structure 20 when subjected to an external force collision.

[0262] According to some embodiments of the present application, a plurality of second energy absorbing structures 22 are arranged at intervals along the width direction of the chassis 100; or, at least two second energy absorbing structures 22 are arranged crosswise; or, at least two second energy absorbing structures 22 adjacent to each other along the width direction of the chassis 100 are connected.

[0263] As an example, Fig. 27 As shown, a plurality of second energy absorbing structures 22 are arranged at intervals along the width direction of the chassis 100 , wherein when the plurality of second energy absorbing structures 22 are arranged along the width direction of the chassis 100 , two adjacent second energy absorbing structures 22 arranged along the width direction of the chassis 100 are arranged at intervals.

[0264] By arranging multiple second energy absorbing structures 22 at intervals along the width direction of the chassis 100, the risk of mutual interference between two adjacent second energy absorbing structures 22 arranged along the width direction of the chassis 100 can be reduced. When the multiple second energy absorbing structures 22 arranged at intervals along the width direction of the chassis 100 are connected to the chassis body 10, the multiple second energy absorbing structures 22 transmit force to different positions of the crossbeam 121 of the chassis body 10, so that the force is dispersed and transmitted to the chassis body 10, thereby reducing the risk of stress concentration in the chassis body 10, and further reducing the risk of deformation of the chassis body 10 and extrusion of the battery assembly 300. In addition, the chassis body 10 can more reliably support the energy absorbing structure 20, which is more conducive to improving the supporting effect of the chassis body 10 on the energy absorbing structure 20, and further improving the stability of the energy absorbing structure 20 when it is hit by external force.

[0265] As another example, Fig.16 As shown, at least two second energy absorbing structures 22 are cross-arranged. Among the plurality of second energy absorbing structures 22, at least two second energy absorbing structures 22 are cross-arranged. By cross-arranging at least two second energy absorbing structures 22, the structural strength of the energy absorbing structure 20 can be improved, and the energy absorbing structure 20 can be reliably connected to the chassis body 10, which is more conducive to improving the supporting effect of the chassis body 10 on the energy absorbing structure 20, and further improving the stability of the energy absorbing structure 20 when it is hit by external force.

[0266] As another example, Fig.25 As shown, at least two second energy absorbing structures 22 adjacent to each other along the width direction of the chassis 100 are connected. Among them, when a plurality of second energy absorbing structures 22 are arranged along the width direction of the chassis 100, at least two adjacent second energy absorbing structures 22 among the plurality of second energy absorbing structures 22 arranged along the width direction of the chassis 100 are connected, and the two adjacent second energy absorbing structures 22 can be directly connected, or the two adjacent second energy absorbing structures 22 can be indirectly connected through an adapter. By connecting at least two second energy absorbing structures 22 adjacent to each other along the width direction of the chassis 100, the structural strength of the energy absorbing structure 20 can be improved, and the energy absorbing structure 20 can be reliably connected to the chassis body 10, which is more conducive to improving the supporting effect of the chassis body 10 on the energy absorbing structure 20, and further improving the stability of the energy absorbing structure 20 when it is hit by external force.

[0267] According to some embodiments of the present application, Fig.17 As shown, a second energy absorbing structure 22 is connected between the conductive cross beam 40 and the front cross beam 121 , and the second energy absorbing structure 22 is a rectangular structure.

[0268] According to some embodiments of the present application, Fig.18 As shown, a second energy absorbing structure 22 is connected between the conductive cross beam 40 and the front cross beam 121 , and the second energy absorbing structure 22 is a trapezoidal structure.

[0269] According to some embodiments of the present application, the first energy absorbing structure 21 includes at least one of an energy absorbing box 211, a buffer frame 212, a spring and an airbag; and / or, the second energy absorbing structure 22 includes at least one of an energy absorbing box 211, a buffer frame 212, a spring and an airbag.

[0270] As an example, the first energy absorbing structure 21 includes at least one of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, that is, the first energy absorbing structure 21 may include any one of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, the first energy absorbing structure 21 may also include any two of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, the first energy absorbing structure 21 may also include any three of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, the first energy absorbing structure 21 may also include the energy absorbing box 211, the buffer frame 212, the spring and the airbag.

[0271] Alternatively, as another example, the second energy absorbing structure 22 includes at least one of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, that is, the second energy absorbing structure 22 may include any one of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, the second energy absorbing structure 22 may also include any two of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, the second energy absorbing structure 22 may also include any three of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, the second energy absorbing structure 22 may also include the energy absorbing box 211, the buffer frame 212, the spring and the airbag.

[0272] Alternatively, as another example, the first energy absorbing structure 21 includes at least one of an energy absorbing box 211 , a buffer frame 212 , a spring, and an airbag, and the second energy absorbing structure 22 includes at least one of an energy absorbing box 211 , a buffer frame 212 , a spring, and an airbag.

[0273] In the above technical solution, by at least one of the first energy absorbing structure 21 and the second energy absorbing structure 22 including at least one of the energy absorbing box 211, the buffer frame 212, the spring and the airbag, at least one of the first energy absorbing structure 21 and the second energy absorbing structure 22 can have energy absorbing performance, so that the energy absorbing structure 20 meets the working requirements and can improve the energy absorption effect of the energy absorbing structure 20.

[0274] According to some embodiments of the present application, the energy absorbing box 211 has a hollow cavity 2111 that penetrates the energy absorbing box 211 along the length direction of the chassis 100 .

[0275] The energy absorbing box 211 has a hollow cavity 2111, which penetrates the energy absorbing box 211 along the length direction of the chassis 100. There may be multiple hollow cavities 2111, which may be parallel to each other. The cross-sectional shape of the hollow cavity 2111 may be square, rectangular, circular, diamond, polygonal, etc. The energy absorbing box 211 may be made of a high-ductility aluminum alloy.

[0276] like Fig.19 As shown, the cross-sectional shape of the hollow cavity 2111 is a square. Fig. 20 As shown, the cross-sectional shape of the hollow cavity 2111 is a rectangle. Fig.21 As shown, the cross-sectional shape of the hollow cavity 2111 is circular. Fig. 22 As shown, the cross-sectional shape of the hollow cavity 2111 is a regular hexagon. Fig.23 As shown, at least part of the hollow cavity 2111 has a rhombus-shaped cross-section.

[0277] In the above technical solution, the energy absorbing box 211 has a hollow cavity 2111 that penetrates the energy absorbing box 211 along the length direction of the chassis 100, so that the energy absorbing box 211 can have energy absorbing performance, which is beneficial to improving the energy absorbing capacity of the energy absorbing box 211, and can simplify the structure of the energy absorbing box 211, which is convenient for the production of the energy absorbing box 211.

[0278] According to some embodiments of the present application, the buffer frame 212 encloses a buffer cavity 2121 .

[0279] The buffer cavity 2121 is formed by the buffer frame 212. In other words, the buffer frame 212 defines the buffer cavity 2121. As an example, the buffer cavity 2121 may be located inside the buffer frame 212. As another example, the buffer cavity 2121 is formed with at least one open end.

[0280] The buffer frame 212 may be a separately provided frame structure. The buffer frame 212 may also have at least a portion of its structure formed by the chassis body 10, for example: Figure 7 As shown, the buffer frame 212 is composed of the crossbeam 121 of the supporting frame 12, part of the threshold beam 122 and the conductive crossbeam 40. The crossbeam 121 and the conductive crossbeam 40 are arranged opposite to and spaced apart along the length direction of the chassis 100. The crossbeam 121 and the conductive crossbeam 40 are both connected between two threshold beams 122, so that the crossbeam 121, part of the threshold beam 122 and the conductive crossbeam 40 enclose a buffer cavity 2121.

[0281] In the above technical solution, the buffer cavity 2121 is formed by enclosing the buffer frame 212, so that the buffer frame 212 can have energy absorption performance, which is beneficial to improving the energy absorption capacity of the buffer frame 212, and can simplify the structure of the buffer frame 212, making it easier to produce the buffer frame 212.

[0282] According to some embodiments of the present application, at least one of an energy absorption box 211 , a spring and an airbag is disposed in the buffer cavity 2121 .

[0283] Among them, the buffer cavity 2121 may be provided with any one of the energy absorption box 211, the spring and the airbag, or any two of the energy absorption box 211, the spring and the airbag, or the energy absorption box 211, the spring and the airbag, etc. located in the buffer cavity 2121 may be connected to the buffer frame 212, and the energy absorption box 211, the spring, the airbag, etc. located in the buffer cavity 2121 may be constructed as at least part of the second energy absorption structure 22. The present application takes the energy absorption box 211 provided in the buffer cavity 2121 as an example for explanation, the energy absorption box 211 is assembled in the buffer cavity 2121, and both ends of the energy absorption box 211 along the length direction of the chassis 100 are connected to the buffer frame 212. As an example, both ends of the energy absorption box 211 along the length direction of the chassis 100 are connected to the conductive beam 40 and the beam 121 of the support frame 12, respectively. The energy absorbing box 211 may be connected to the conductive cross beam 40 and the cross beam 121 of the support frame 12 by welding, or the energy absorbing box 211 may be connected to the conductive cross beam 40 and the cross beam 121 of the support frame 12 by bolts.

[0284] In the above technical solution, by arranging at least one of the energy absorption box 211, the spring and the airbag in the buffer cavity 2121, the energy absorption performance of the energy absorption structure 20 can be improved. After the energy absorption structure 20 is hit, the energy absorption structure 20 can absorb more collision force, which can further reduce the force on the battery assembly 300, further reduce the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery assembly 300, further improve the reliability of the battery assembly 300, and thus further improve the reliability of the vehicle 200.

[0285] According to some embodiments of the present application, Figure 7 As shown, the chassis 100 of the vehicle 200 further includes a connecting longitudinal beam 60 , which extends along the length direction of the chassis 100 and is located in the energy bin 11 .

[0286] The chassis 100 may further include a connecting longitudinal beam 60, which extends along the length direction of the chassis 100, is located in the energy bin 11, and may be fixedly connected to the chassis body 10, may be welded to the chassis body 10, or may be fixedly connected to the chassis body 10 by bolts. There may be multiple connecting longitudinal beams 60, which are arranged at intervals along the width direction of the chassis 100, that is, two adjacent connecting longitudinal beams 60 are spaced apart along the width direction of the chassis 100, and the multiple connecting longitudinal beams 60 may be parallel to each other.

[0287] In the above technical solution, by arranging a connecting longitudinal beam 60 in the energy bin 11, after the battery assembly 300 is installed in the energy bin 11, the connecting longitudinal beam 60 can support the battery assembly 300, so that the battery assembly 300 can be more firmly installed in the energy bin 11, and when the connecting longitudinal beam 60 is fixedly connected to the chassis body 10, after the collision force is transmitted to the energy absorbing structure 20, a part of the collision force can be transmitted to the connecting longitudinal beam 60, and the collision force is transmitted backward along the connecting longitudinal beam 60, which can further reduce the force on the battery assembly 300, further reduce the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery assembly 300, further improve the reliability of the use of the battery assembly 300, thereby further improving the reliability of the vehicle 200.

[0288] According to some embodiments of the present application, Figure 7 As shown, the connecting longitudinal beam 60 is connected to the chassis body 10 at both ends along the length direction of the chassis 100 .

[0289] The connecting longitudinal beam 60 extends along the length direction of the chassis 100, and both ends of the connecting longitudinal beam 60 can be fixedly connected to the chassis body 10, the connecting longitudinal beam 60 can be welded to the chassis body 10, or the connecting longitudinal beam 60 can be fixedly connected to the chassis body 10 by bolts. As an example, the two ends of the connecting longitudinal beam 60 are respectively connected to the two cross beams 121.

[0290] In the above technical solution, the connecting longitudinal beam 60 is connected to the chassis body 10 at both ends along the length direction of the chassis 100. After the collision force is transmitted to the energy absorbing structure 20 and the chassis body 10, a part of the collision force can be transmitted to the connecting longitudinal beam 60 and transmitted to the rear of the chassis body 10 along the connecting longitudinal beam 60, which can further reduce the force on the battery assembly 300, further reduce the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery assembly 300, further improve the reliability of the battery assembly 300, and thus further improve the reliability of the vehicle 200.

[0291] According to some embodiments of the present application, the chassis body 10 includes a support frame 12, which is used to form an energy bin 11. The support frame 12 includes two cross beams 121 and two threshold beams 122. The two cross beams 121 are arranged opposite to and spaced apart along the length direction of the chassis 100, and the two threshold beams 122 are arranged opposite to and spaced apart along the width direction of the chassis 100. Each cross beam 121 is connected to at least one threshold beam 122, and the connecting longitudinal beam 60 is connected between the two cross beams 121. Along the width direction of the chassis 100, the orthographic projection of the cross beam 121 and the orthographic projection of the threshold beam 122 have an overlapping area, and the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the threshold beam 122 have an overlapping area.

[0292] The support frame 12 includes two cross beams 121 and two threshold beams 122. The two cross beams 121 extend along the width direction of the chassis 100, and the two threshold beams 122 extend along the length direction of the chassis 100. The two cross beams 121 are arranged oppositely and spaced apart along the length direction of the chassis 100. The spacing distance between the two cross beams 121 can be reasonably designed according to the size of the energy bin 11. The orthographic projections of the two cross beams 121 can have an overlapping area along the length direction of the chassis 100. The two threshold beams 122 are arranged oppositely and spaced apart along the width direction of the chassis 100. The spacing distance between the two threshold beams 122 can be reasonably designed according to the size of the energy bin 11. The orthographic projections of the two threshold beams 122 can have an overlapping area along the width direction of the chassis 100. Each cross beam 121 is fixedly connected to at least one threshold beam 122. As an example, each cross beam 121 is fixedly connected to two threshold beams 122. The cross beam 121 can be welded to the threshold beam 122, or the cross beam 121 can be connected to the threshold beam 122 by bolts. The connecting longitudinal beam 60 is connected between the two cross beams 121, and the two ends of the connecting longitudinal beam 60 are respectively connected to the two cross beams 121. Along the width direction of the chassis 100, the orthographic projection of the cross beam 121 and the orthographic projection of the threshold beam 122 have an overlapping area, the orthographic projection of the cross beam 121 and the orthographic projection of the threshold beam 122 can partially overlap, or the orthographic projection of the cross beam 121 and the orthographic projection of the threshold beam 122 can also completely overlap. The orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the threshold beam 122 have an overlapping area, the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the threshold beam 122 can partially overlap, or the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the threshold beam 122 can also completely overlap.

[0293] In the above technical solution, by connecting the longitudinal beam 60 between the two cross beams 121, after the collision force is transmitted to the front cross beam 121 of the chassis body 10, part of the collision force can be transmitted to the connecting longitudinal beam 60 through the front cross beam 121, and transmitted to the rear of the chassis body 10 along the connecting longitudinal beam 60, and part of the collision force is transmitted along the front cross beam 121 to the two door sill beams 122, and the collision force on the door sill beam 122 is transmitted along the door sill beam 122 to the rear of the chassis body 10, so that the collision force is dispersed, which can further reduce the force on the battery assembly 300, further reduce the risk of deformation and extrusion of the battery assembly 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery assembly 300, further improve the reliability of the battery assembly 300, and thus further improve the reliability of the vehicle 200.

[0294] According to some embodiments of the present application, the battery assembly 300 includes a plurality of battery cells, and at least some of the battery cells are in contact with the cross beam 121 or the threshold beam 122 .

[0295] The battery assembly 300 includes a plurality of battery cells, some of which abut against the cross beam 121 , some of which abut against the threshold beam 122 , all of which abut against the cross beam 121 , or all of which abut against the threshold beam 122 .

[0296] In the above technical solution, by at least part of the battery cells abutting against the cross beam 121 or the threshold beam 122, the support frame 12 can support the battery cells, so that the battery cells are stably installed in the energy bin 11, and the number of battery cells can be increased, thereby increasing the energy density of the battery assembly 300, and further increasing the cruising range of the vehicle 200. At the same time, it is also convenient to install the battery assembly 300 in the energy bin 11.

[0297] According to some embodiments of the present application, the chassis body 10 also includes: a central channel 13 and a seat mounting beam 14, both of which are located above the connecting longitudinal beam 60, the seat mounting beam 14 is connected between two threshold beams 122, the central channel 13 is connected to the seat mounting beam 14, and the connecting longitudinal beam 60 is connected to at least one of the central channel 13 and the seat mounting beam 14.

[0298] The chassis body 10 may further include a central channel 13 and a seat mounting beam 14, both of which are located above the connecting longitudinal beam 60, the seat mounting beam 14 extending along the width direction of the chassis 100, the seat mounting beam 14 connected between the two threshold beams 122, the two ends of the seat mounting beam 14 are respectively fixedly connected to the two threshold beams 122, the seat mounting beam 14 can be welded to the threshold beam 122, or the seat mounting beam 14 can be connected to the threshold beam 122 by bolts. The central channel 13 is connected to the seat mounting beam 14, the central channel 13 can be welded to the seat mounting beam 14, or the central channel 13 can be connected to the seat mounting beam 14 by bolts. There is at least one seat mounting beam 14. This application takes the case where there are multiple seat mounting beams 14 as an example for explanation. Multiple seat mounting beams 14 are sequentially spaced apart along the length direction of the chassis 100. At least one seat mounting beam 14 includes a first sub-mounting beam and a second sub-mounting beam. The first sub-mounting beam is connected between the middle channel 13 and a threshold beam 122, and the second sub-mounting beam is connected between the middle channel 13 and another threshold beam 122. As an example, there are two seat mounting beams 14. The two seat mounting beams 14 are spaced apart along the length direction of the chassis 100. The seat mounting beam 14 located at the front side includes a first sub-mounting beam and a second sub-mounting beam. The connecting longitudinal beam 60 is connected to at least one of the middle channel 13 and the seat mounting beam 14. It can also be understood that the connecting longitudinal beam 60 is connected to the middle channel 13, or the connecting longitudinal beam 60 is connected to the seat mounting beam 14, or the connecting longitudinal beam 60 is connected to both the middle channel 13 and the seat mounting beam 14. The connecting longitudinal beam 60 may be connected to the central channel 13 by bolts, and the connecting longitudinal beam 60 may also be connected to the seat mounting beam 14 by bolts.

[0299] In the above technical solution, the middle channel 13 is connected to the seat mounting beam 14 through the seat mounting beam 14 connected between the two threshold beams 122, and the connecting longitudinal beam 60 is connected to at least one of the middle channel 13 and the seat mounting beam 14. When the vehicle 200 collides and the middle channel 13 is hit, the collision force can be transmitted to the seat mounting beam 14 through the middle channel 13, and the collision force transmitted to the seat mounting beam 14 can be transmitted to the threshold beam 122 along the seat mounting beam 14, and the collision force is transmitted rearward along the threshold beam 122. In addition, the collision force on the middle channel 13 and the seat mounting beam 14 can be transmitted to the connecting longitudinal beam 60, and the collision force transmitted to the connecting longitudinal beam 60 can be transmitted to the support frame 12 along the connecting longitudinal beam 60, and the collision force transmitted to the support frame 12 can be transmitted to the energy absorption structure 20. When the vehicle 200 collides and the energy absorbing structure 20 is hit, the energy absorbing structure 20 can absorb at least part of the collision force, and the collision force not absorbed by the energy absorbing structure 20 can be transmitted to the support frame 12, and the collision force transmitted to the support frame 12 can be transmitted to the connecting longitudinal beam 60, and the collision force on the connecting longitudinal beam 60 can be transmitted backward, and the collision force on the connecting longitudinal beam 60 can be transmitted to the central channel 13 and the seat mounting beam 14. Therefore, the chassis 100 has multiple force transmission paths, which is beneficial for dispersing the impact force received by the vehicle 200 to other structural parts of the vehicle body, which can effectively resist the kinetic energy during the collision and further reduce the force on the battery assembly 300.

[0300] According to some embodiments of the present application, Figure 7 and Fig.10 As shown, along the height direction of the chassis 100 , the orthographic projection of the connecting longitudinal beam 60 has an overlapping area with at least one of the orthographic projection of the central tunnel 13 and the orthographic projection of the seat mounting beam 14 .

[0301] Among them, the height direction of the chassis 100 refers to the height direction of the vehicle 200, and the orthographic projection of the connecting longitudinal beam 60 has an overlapping area with at least one of the orthographic projection of the middle channel 13 and the orthographic projection of the seat mounting beam 14. It can also be understood that the orthographic projection of the connecting longitudinal beam 60 has an overlapping area with the orthographic projection of the middle channel 13, or the orthographic projection of the connecting longitudinal beam 60 has an overlapping area with the orthographic projection of the seat mounting beam 14, or the orthographic projection of the connecting longitudinal beam 60 has an overlapping area with the orthographic projection of the middle channel 13 and the orthographic projection of the seat mounting beam 14.

[0302] In the above technical solution, along the height direction of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 has an overlapping area with the orthographic projection of the central channel 13 and the orthographic projection of the seat mounting beam 14, which facilitates the connection of the longitudinal beam 60 with at least one of the central channel 13 and the seat mounting beam 14, facilitates the assembly of the chassis 100, improves the assembly efficiency of the chassis 100, and at the same time, facilitates the transmission of force between the connecting longitudinal beam 60 and the central channel 13, and between the connecting longitudinal beam 60 and the seat mounting beam 14.

[0303] According to some embodiments of the present application, along the length direction of the chassis 100 , the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the energy absorbing structure 20 have an overlapping area.

[0304] Among them, along the length direction of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 may partially overlap with the orthographic projection of the energy absorbing structure 20, or the orthographic projection of the connecting longitudinal beam 60 may completely overlap with the orthographic projection of the energy absorbing structure 20. It should be noted that the orthographic projection of the connecting longitudinal beam 60 may have an overlapping area with the orthographic projection of the first energy absorbing structure 21, or the orthographic projection of the connecting longitudinal beam 60 may have an overlapping area with the orthographic projection of the second energy absorbing structure 22, or the orthographic projection of the connecting longitudinal beam 60 may have an overlapping area with the orthographic projection of the first energy absorbing structure 21 and the orthographic projection of the second energy absorbing structure 22.

[0305] In the above technical solution, along the length direction of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the energy absorbing structure 20 have an overlapping area. When the energy absorbing structure 20 is impacted, the impact force can be transmitted to the connecting longitudinal beam 60 more quickly, thereby allowing the impact force to be quickly transmitted to the rear of the chassis 100, which is beneficial to improving the force transmission performance between the energy absorbing structure 20 and the connecting longitudinal beam 60, and is beneficial to improving the supporting effect of the connecting longitudinal beam 60 on the energy absorbing structure 20, further improving the stability of the energy absorbing structure 20 when subjected to external force collision.

[0306] According to some embodiments of the present application, the orthographic projection of the connecting longitudinal beam 60 is completely located within the orthographic projection of the energy absorbing structure 20 .

[0307] In this case, along the length direction of the chassis 100 , the orthographic projection of the connecting longitudinal beam 60 is completely located within the orthographic projection range of the energy absorbing structure 20 .

[0308] In the above technical solution, along the length direction of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 is completely located within the orthographic projection range of the energy absorbing structure 20. When the energy absorbing structure 20 is impacted, the impact force can be transmitted to the connecting longitudinal beam 60 more quickly, thereby enabling the impact force to be quickly transmitted to the rear of the chassis 100, which is more conducive to improving the force transmission performance between the energy absorbing structure 20 and the connecting longitudinal beam 60, and is more conducive to improving the supporting effect of the connecting longitudinal beam 60 on the energy absorbing structure 20, thereby further improving the stability of the energy absorbing structure 20 when impacted by external force.

[0309] According to some embodiments of the present application, Figure 5-Figure 7 As shown, the chassis 100 of the vehicle 200 also includes: a front floor 70 and a mounting bracket 80, the front floor 70 is located on the front side of the chassis body 10 and connected to the chassis body 10, at least part of the energy absorbing structure 20 is located below the front floor 70, and the mounting bracket 80 connects the front floor 70 and the energy absorbing structure 20.

[0310] Among them, Figure 5-Figure 7 As shown, the chassis 100 may further include: a front floor 70 and a mounting bracket 80. Along the length direction of the chassis 100, the front floor 70 is located at the front side of the chassis body 10, and the front floor 70 is connected to the chassis body 10. The front floor 70 may be welded to the chassis body 10, or the front floor 70 may be fixedly connected to the chassis body 10 by bolts. As an example, the front floor 70 may be connected to the support frame 12. Along the height direction of the chassis 100, the front floor 70 is located above the energy absorbing structure 20, and at least part of the structure of the energy absorbing structure 20 is located below the front floor 70, for example, at least one of the first energy absorbing structure 21 and the second energy absorbing structure 22 is located below the front floor 70. The mounting bracket 80 is fixedly connected to both the front floor 70 and the energy absorbing structure 20. The mounting bracket 80 may be connected to the front floor 70 and the energy absorbing structure 20 by bolts, or the mounting bracket 80 may be welded to the front floor 70 and the energy absorbing structure 20. The mounting bracket 80 may be constructed as a plate-like structure or a similar plate-like structure, and a cavity may be provided inside the mounting bracket 80 . The specific structure of the mounting bracket 80 is not specifically limited, as long as the mounting bracket 80 is fixedly connected to the front floor 70 and the energy absorbing structure 20 .

[0311] In the above technical solution, the front floor 70 and the energy absorbing structure 20 are connected by installing a bracket 80, so that the position stability of the energy absorbing structure 20 can be improved, and the stability of the energy absorbing structure 20 when subjected to external force collision can be further improved. Moreover, when the vehicle 200 collides, the force can be transmitted between the front floor 70 and the energy absorbing structure 20, thereby increasing the force transmission path of the chassis 100, which is more conducive to dispersing the impact force received by the vehicle 200 to other structural parts of the vehicle body, and can more effectively resist the kinetic energy during the collision, and can further reduce the force on the battery assembly 300.

[0312] According to some embodiments of the present application, Figure 3 and Figure 5 As shown, the mounting bracket 80 includes: a first bracket body 81, a second bracket body 82 and a third bracket body 83. The first bracket body 81, the second bracket body 82 and the third bracket body 83 are arranged along the height direction of the chassis 100. The second bracket body 82 is connected between the first bracket body 81 and the third bracket body 83, and an angle is formed between the second bracket body 82 and at least one of the first bracket body 81 and the third bracket body 83. The first bracket body 81 is fixedly connected to the energy absorbing structure 20, and the third bracket body 83 is connected to the front floor 70.

[0313] The mounting bracket 80 includes: a first bracket body 81, a second bracket body 82 and a third bracket body 83. The first bracket body 81, the second bracket body 82 and the third bracket body 83 can be integrally formed, and the first bracket body 81, the second bracket body 82 and the third bracket body 83 can also be welded and fixedly connected. An angle is formed between the second bracket body 82 and at least one of the first bracket body 81 and the third bracket body 83, that is, an angle is formed between the second bracket body 82 and the first bracket body 81 or the third bracket body 83, or an angle is formed between the second bracket body 82 and the first bracket body 81 and the third bracket body 83. This application takes the angle formed between the second bracket body 82 and the first bracket body 81 and the third bracket body 83 as an example for explanation. The angle between the second bracket body 82 and the first bracket body 81 can be 90° (that is, the second bracket body 82 is perpendicular to the first bracket body 81), or the angle between the second bracket body 82 and the first bracket body 81 is less than 90°. The angle between the second bracket body 82 and the third bracket body 83 can be 90° (i.e., the second bracket body 82 is perpendicular to the third bracket body 83), or the angle between the second bracket body 82 and the third bracket body 83 is less than 90°. The mounting bracket 80 is in a "Z" shape or similar to a "Z" shape. The first bracket body 81 can be fixedly connected to the first energy absorbing structure 21 of the energy absorbing structure 20, and the first bracket body 81 and the first energy absorbing structure 21 can be connected by welding, bolts, etc., and the third bracket body 83 and the front floor 70 can be connected by welding, bolts, etc.

[0314] In the above technical solution, the mounting bracket 80 includes a first bracket body 81, a second bracket body 82 and a third bracket body 83, so that the mounting bracket 80 is easily assembled with the energy absorbing structure 20 and the front floor 70, and the assembly efficiency of the chassis 100 can be improved.

[0315] According to some embodiments of the present application, Figure 3 and Figure 5As shown, the first bracket body 81 is located at the front side of the energy absorbing structure 20 , the second bracket body 82 and the third bracket body 83 are both located above the energy absorbing structure 20 , and the second bracket body 82 abuts against the energy absorbing structure 20 .

[0316] In some embodiments, the first bracket body 81 is located in front of the first energy absorbing structure 21 , the second bracket body 82 and the third bracket body 83 are both located above the first energy absorbing structure 21 , and the second bracket body 82 abuts against the first energy absorbing structure 21 .

[0317] In the above technical solution, the second bracket body 82 abuts against the energy absorbing structure 20 , so that the mounting bracket 80 can limit the upward movement of the energy absorbing structure 20 , which is beneficial for the energy absorbing structure 20 to absorb energy better.

[0318] According to some embodiments of the present application, Figure 7 As shown, the chassis 100 of the vehicle 200 also includes: a first longitudinal beam 90 and a second longitudinal beam 91. The first longitudinal beam 90 and the second longitudinal beam 91 are arranged opposite to each other and spaced apart along the width direction of the chassis 100. Along the driving direction of the vehicle 200, the first longitudinal beam 90 and the second longitudinal beam 91 are located in front of the chassis body 10 and are both connected to the chassis body 10. Along the width direction of the chassis 100, at least a portion of the energy absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91.

[0319] Among them, the chassis 100 may also include: a first longitudinal beam 90 and a second longitudinal beam 91, the first longitudinal beam 90 and the second longitudinal beam 91 are arranged relatively to each other along the width direction of the chassis 100, the first longitudinal beam 90 and the second longitudinal beam 91 are arranged spaced apart along the width direction of the chassis 100, and along the width direction of the chassis 100, the orthographic projection of the first longitudinal beam 90 and the orthographic projection of the second longitudinal beam 91 have an overlapping area, for example: the orthographic projection of the first longitudinal beam 90 and the orthographic projection of the second longitudinal beam 91 completely overlap. Along the driving direction of the vehicle 200, that is, along the front-rear direction of the vehicle 200, the first longitudinal beam 90 and the second longitudinal beam 91 are both located in front of the chassis body 10, and the first longitudinal beam 90 and the second longitudinal beam 91 are both fixedly connected to the chassis body 10. The first longitudinal beam 90 and the second longitudinal beam 91 can be welded to the chassis body 10, or the first longitudinal beam 90 and the second longitudinal beam 91 can be fixedly connected to the chassis body 10 by bolts. As an example, the first longitudinal beam 90 and the second longitudinal beam 91 are respectively fixedly connected to two door sill beams 122. Along the width direction of the chassis 100, at least part of the energy absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91. It should be explained that at least part of the first energy absorbing structure 21 is located between the first longitudinal beam 90 and the second longitudinal beam 91, or the entire first energy absorbing structure 21 and at least part of the second energy absorbing structure 22 are located between the first longitudinal beam 90 and the second longitudinal beam 91.

[0320] In the above technical solution, the first longitudinal beam 90 and the second longitudinal beam 91 are both connected to the chassis body 10, so that the collision force received by the vehicle 200 can be transmitted to the first longitudinal beam 90 and the second longitudinal beam 91, which can increase the force transmission path of the chassis 100, and is more conducive to dispersing and transmitting the collision force received by the vehicle 200 to other structural parts of the vehicle body, which can more effectively resist the kinetic energy during the collision, and can further reduce the force on the battery assembly 300. In addition, along the width direction of the chassis 100, at least part of the energy absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91. When at least one of the first longitudinal beam 90 and the second longitudinal beam 91 is hit and bent inward, it is conducive to at least one of the first longitudinal beam 90 and the second longitudinal beam 91 to abut against the energy absorbing structure 20, which is conducive to transmitting the collision force on the first longitudinal beam 90 and the second longitudinal beam 91 to the energy absorbing structure 20, which is conducive to the decomposition of the collision force, and at the same time, it can also improve the compactness of the chassis 100 structure.

[0321] According to some embodiments of the present application, Figure 7 As shown, the energy absorbing structure 20 is spaced apart from the first longitudinal beam 90 and the second longitudinal beam 91 .

[0322] Among them, Figure 7 As shown, along the width direction of the chassis 100, the energy absorbing structure 20 located between the first longitudinal beam 90 and the second longitudinal beam 91 is spaced apart from the first longitudinal beam 90 and the second longitudinal beam 91. By spacing the energy absorbing structure 20 apart from the first longitudinal beam 90 and the second longitudinal beam 91, when the vehicle 200 is running, the risk of interference between the energy absorbing structure 20 and the first longitudinal beam 90 and the second longitudinal beam 91 to generate abnormal noise is reduced, which is conducive to improving the NVH (Noise, Vibration, Harshness) performance of the vehicle 200.

[0323] According to some embodiments of the present application, Figure 7 and Figure 8 As shown, the chassis 100 further includes: a connecting bracket 92 , the connecting bracket 92 connecting the energy absorbing structure 20 and at least one of the first longitudinal beam 90 and the second longitudinal beam 91 .

[0324] The chassis 100 may further include: a connecting bracket 92, which may be connected between the energy absorbing structure 20 and the first longitudinal beam 90, and the connecting bracket 92 may be welded to the first longitudinal beam 90, or connected to the first longitudinal beam 90 by bolts. Alternatively, a connecting bracket 92 may be connected between the energy absorbing structure 20 and the second longitudinal beam 91, and the connecting bracket 92 may be welded to the second longitudinal beam 91, or connected to the second longitudinal beam 91 by bolts. Alternatively, a connecting bracket 92 may be connected between the energy absorbing structure 20 and the first longitudinal beam 90, and between the energy absorbing structure 20 and the second longitudinal beam 91. The connecting bracket 92 may be directly connected to the energy absorbing structure 20, for example, the connecting bracket 92 may be welded to the energy absorbing structure 20, or the connecting bracket 92 may be installed on the energy absorbing structure 20 by bolts. The connecting bracket 92 may also be indirectly connected to the energy absorbing structure 20 by an adapter, and the connecting bracket 92 may be fixedly connected to the conductive cross beam 40, so as to be indirectly connected to the energy absorbing structure 20 by the conductive cross beam 40.

[0325] In the above technical solution, the energy absorbing structure 20 is connected to at least one of the first longitudinal beam 90 and the second longitudinal beam 91 by connecting the bracket 92, so that the energy absorbing structure 20 can be more firmly assembled on the chassis 100, and the position stability of the energy absorbing structure 20 can be further improved, and the stability of the energy absorbing structure 20 when subjected to external force collision can be further improved. Moreover, when the vehicle 200 collides, the force can be transmitted between the energy absorbing structure 20 and the first longitudinal beam 90 and the second longitudinal beam 91, thereby increasing the force transmission path of the chassis 100, and being more conducive to dispersing the impact force received by the vehicle 200 to other structural parts of the vehicle body, so as to more effectively resist the kinetic energy during the collision and further reduce the force on the battery assembly 300.

[0326] According to some embodiments of the present application, Figure 7 As shown, the chassis body 10 also includes an electrical compartment 15 , which is used to accommodate electrical components electrically connected to the battery assembly 300 in the energy compartment 11 . Along the driving direction of the vehicle 200 , the energy compartment 11 is located in front of the electrical compartment 15 .

[0327] Among them, Figure 4 and Figure 7As shown, the chassis body 10 also includes an electric compartment 15, that is, the chassis body 10 also defines the electric compartment 15, and along the driving direction of the vehicle 200, that is, along the length direction of the vehicle 200, the energy compartment 11 is located in front of the electric compartment 15. As an example, the chassis body 10 may include a third connecting beam 16, the third connecting beam 16 is located behind the rear cross beam 121, the third connecting beam 16 is spaced apart from the rear cross beam 121, the third connecting beam 16 extends along the width direction of the chassis 100, and the two ends of the third connecting beam 16 are respectively connected to the two threshold beams 122, the third connecting beam 16, the rear cross beam 121 and the two threshold beams 122 jointly define the electric compartment 15, and the electric compartment 15 accommodates electrical devices electrically connected to the battery assembly 300 in the energy compartment 11.

[0328] In the above technical solution, the energy compartment 11 is located in front of the electrical compartment 15, and the electrical components electrically connected to the battery assembly 300 in the energy compartment 11 are arranged in the electrical compartment 15. When a collision occurs in front of the vehicle 200, the collision force is transmitted from the front to the rear of the chassis 100. Since the collision force gradually decreases when it is transmitted backward, the force on the electrical components can be reduced, and the risk of short circuit caused by squeezing the electrical components is reduced, the risk of deformation and damage of the battery assembly 300 is further reduced, and the reliability of the battery assembly 300 is further improved.

[0329] According to some embodiments of the present application, the chassis 100 may include a support plate (not shown in the figure), which is arranged above the connecting longitudinal beam 60 and below the middle channel 13 and the seat mounting beam 14. The support plate can serve as an upper cover of the energy bin 11.

[0330] According to some embodiments of the present application, the present application also provides a vehicle 200 , including the chassis 100 of the vehicle 200 of the above-mentioned embodiment, which is beneficial to improving the reliability of the vehicle 200 .

[0331] According to some embodiments of the present application, see Figure 7As shown, the present application provides a chassis 100 of a vehicle 200, wherein the chassis body 10 includes a support frame 12, and the support frame 12 is formed with an energy bin 11, and the energy bin 11 is used to accommodate a battery assembly 300. Along the length direction of the chassis 100, an energy absorption structure 20 is arranged in front of the support frame 12. The energy absorption structure 20 includes a first energy absorption structure 21 and a second energy absorption structure 22, wherein the second energy absorption structure 22 is located between the first energy absorption structure 21 and the support frame 12, and the second energy absorption structure 22 is fixedly connected to the first energy absorption structure 21 and the support frame 12, and the second energy absorption structure 22 is connected to the first energy absorption structure 21 through a conductive cross beam 40, and the conductive cross beam 40 extends along the width direction of the chassis 100, and the two ends of the conductive cross beam 40 are respectively connected to two door sill beams 122. A connecting longitudinal beam 60 is provided in the energy bin 11 , and both ends of the connecting longitudinal beam 60 are respectively connected to two cross beams 121 . Along the length direction of the chassis 100 , the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the energy absorbing structure 20 have an overlapping area.

[0332] The chassis body 10 further includes a central channel 13 and a seat mounting beam 14, both of which are located above the connecting longitudinal beam 60, the seat mounting beam 14 is connected between two door sill beams 122, the central channel 13 is connected to the seat mounting beam 14, and the connecting longitudinal beam 60 is connected to at least one of the central channel 13 and the seat mounting beam 14. Along the height direction of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 has an overlapping area with the orthographic projection of the central channel 13 and at least one of the orthographic projection of the seat mounting beam 14. The chassis 100 further includes a front floor 70 and a mounting bracket 80, the front floor 70 is located at the front side of the chassis body 10 and is connected to the chassis body 10, at least part of the energy absorbing structure 20 is located below the front floor 70, and the mounting bracket 80 connects the front floor 70 and the energy absorbing structure 20.

[0333] The chassis 100 further includes: a connecting bracket 92, a first longitudinal beam 90 and a second longitudinal beam 91. The first longitudinal beam 90 and the second longitudinal beam 91 are arranged opposite to each other and spaced apart along the width direction of the chassis 100. Along the driving direction of the vehicle 200, the first longitudinal beam 90 and the second longitudinal beam 91 are located in front of the chassis body 10 and are both connected to the chassis body 10. Along the width direction of the chassis 100, at least part of the energy absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91. A connecting bracket 92 is connected between the energy absorbing structure 20 and the first longitudinal beam 90, and a connecting bracket 92 is also connected between the energy absorbing structure 20 and the second longitudinal beam 91. The chassis body 10 further includes an electrical compartment 15, which is used to accommodate electrical components electrically connected to the battery assembly 300 in the energy compartment 11. Along the driving direction of the vehicle 200, the energy compartment 11 is located in front of the electrical compartment 15.

[0334] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application may be combined with each other.

[0335] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0336] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A chassis of a vehicle, characterized in that: include: A chassis body, the chassis body comprising an energy bin, the energy bin being used to accommodate a battery assembly; The energy absorbing structure is arranged on at least one side in front of or behind the battery assembly along the length direction of the chassis, and at least part of the energy absorbing structure is located in the middle area of ​​the chassis along the width direction of the chassis. The energy absorbing structure is fixedly connected to the chassis body.

2. The chassis of a vehicle according to claim 1, characterized in that: The energy absorbing structure comprises a first energy absorbing structure, which is connected to the chassis body. Along the width direction of the chassis, at least a part of the first energy absorbing structure is located in the middle area of ​​the chassis.

3. The chassis of the vehicle according to claim 2, characterized in that: The chassis body includes a support frame, which is used to form the energy bin, and the first energy absorbing structure is connected to the support frame.

4. The chassis of the vehicle according to claim 3, characterized in that: The support frame includes two cross beams and two threshold beams, the two cross beams are arranged opposite to each other and spaced apart along the length direction of the chassis, the two threshold beams are arranged opposite to each other and spaced apart along the width direction of the chassis, and the first energy absorbing structure is connected to at least one of the two cross beams.

5. The chassis of the vehicle according to claim 4, characterized in that: Along the length direction of the chassis, the orthographic projection of the first energy absorbing structure and the orthographic projection of the cross beam have an overlapping area.

6. The chassis of the vehicle according to claim 5, characterized in that: Along the length direction of the chassis, the area of ​​the orthographic projection of the first energy absorbing structure is A1, and the area of ​​the overlapping region of the orthographic projection of the first energy absorbing structure and the orthographic projection of the crossbeam is A2, satisfying: 10%≤A2 / A1≤100%.

7. The chassis of a vehicle according to claim 5 or 6, characterized in that: The orthographic projection of the first energy absorbing structure is completely located within the orthographic projection of the cross beam.

8. The chassis of a vehicle according to any one of claims 2 to 6, characterized in that: The energy absorbing structure includes a plurality of first energy absorbing structures arranged along the length direction of the chassis, and the first energy absorbing structures adjacent to each other along the length direction of the chassis are connected.

9. The chassis of a vehicle according to claim 8, characterized in that: The energy absorbing structure further includes a first connecting beam, and the first energy absorbing structures adjacent to each other along the length direction of the chassis are connected by the first connecting beam.

10. The chassis of a vehicle according to claim 8, characterized in that: Along the direction away from the energy bin, the dimensions of each of the first energy absorbing structures along the width direction of the chassis decreases successively.

11. The chassis of a vehicle according to any one of claims 2 to 6, characterized in that: The energy absorbing structure includes a plurality of first energy absorbing structures arranged along a width direction of the chassis.

12. The vehicle chassis according to claim 11, characterized in that: A plurality of the first energy absorbing structures are arranged at intervals along the width direction of the chassis; or, At least two of the first energy absorbing structures are arranged crosswise; or At least two of the first energy absorbing structures adjacent to each other along the width direction of the chassis are connected.

13. The chassis of a vehicle according to any one of claims 2 to 6, characterized in that: The energy absorbing structure further includes a second energy absorbing structure, and along the length direction of the chassis, the second energy absorbing structure is located between the first energy absorbing structure and the battery assembly.

14. The chassis of a vehicle according to claim 13, characterized in that: The second energy absorbing structure is connected to the first energy absorbing structure, and the second energy absorbing structure is connected to the chassis body.

15. The chassis of a vehicle according to claim 14, characterized in that The chassis body includes a support frame, which is used to form the energy bin, and the second energy absorbing structure is connected to the support frame.

16. The chassis of a vehicle according to claim 14, characterized in that The invention also includes a conductive cross beam located between the first energy absorbing structure and the second energy absorbing structure, and the conductive cross beam connects the first energy absorbing structure and the second energy absorbing structure.

17. The chassis of a vehicle according to claim 16, characterized in that The conductive beam extends along the width direction of the chassis and is connected to the chassis body.

18. The chassis of a vehicle according to claim 13, characterized in that: Along the length direction of the chassis, the orthographic projection of the first energy absorbing structure and the orthographic projection of the second energy absorbing structure have an overlapping area.

19. The chassis of a vehicle according to claim 18, characterized in that Along the length direction of the chassis, the area of ​​the orthographic projection of the first energy absorbing structure is A1, and the area of ​​the overlapping region of the orthographic projection of the first energy absorbing structure and the orthographic projection of the second energy absorbing structure is A3, satisfying: 20%≤A3 / A1≤100%.

20. The chassis of a vehicle according to claim 18, characterized in that The orthographic projection of the first energy absorbing structure is completely located within the orthographic projection of the second energy absorbing structure.

21. The chassis of a vehicle according to claim 13, characterized in that The energy absorbing structure includes a plurality of second energy absorbing structures arranged along the length direction of the chassis, and the second energy absorbing structures adjacent to each other along the length direction of the chassis are connected.

22. The chassis of a vehicle according to claim 21, characterized in that The energy absorbing structure further includes a second connecting beam, and the adjacent second energy absorbing structures along the length direction of the chassis are connected by the second connecting beam.

23. The chassis of a vehicle according to claim 21, characterized in that Along the direction away from the energy bin, the size of each of the second energy absorbing structures along the width direction of the chassis decreases successively.

24. The chassis of a vehicle according to claim 13, characterized in that The energy absorbing structure includes a plurality of second energy absorbing structures arranged along the width direction of the chassis.

25. The chassis of a vehicle according to claim 24, characterized in that A plurality of the second energy absorbing structures are arranged at intervals along the width direction of the chassis; or, At least two of the second energy absorbing structures are arranged crosswise; or At least two of the second energy absorbing structures adjacent to each other along the width direction of the chassis are connected.

26. The chassis of a vehicle according to claim 13, characterized in that The first energy absorbing structure includes at least one of an energy absorbing box, a buffer frame, a spring and an airbag; and / or The second energy absorbing structure includes at least one of an energy absorbing box, a buffer frame, a spring and an air bag.

27. The chassis of a vehicle according to claim 26, characterized in that The energy absorbing box has a hollow cavity penetrating the energy absorbing box along the length direction of the chassis.

28. The chassis of a vehicle according to claim 26, characterized in that The buffer frame encloses and forms a buffer cavity.

29. The chassis of a vehicle according to claim 28, characterized in that At least one of an energy absorption box, a spring and an air bag is arranged in the buffer cavity.

30. The chassis of a vehicle according to any one of claims 1 to 6, characterized in that: It also includes a connecting longitudinal beam, which extends along the length direction of the chassis and is located in the energy bin.

31. The chassis of a vehicle according to claim 30, characterized in that The two ends of the connecting longitudinal beam along the length direction of the chassis are connected to the chassis body.

32. The chassis of a vehicle according to claim 31, characterized in that The chassis body includes a support frame, which is used to form the energy bin. The support frame includes two cross beams and two threshold beams. The two cross beams are arranged opposite to each other and at intervals along the length direction of the chassis, and the two threshold beams are arranged opposite to each other and at intervals along the width direction of the chassis. Each of the cross beams is connected to at least one threshold beam, and the connecting longitudinal beam is connected between the two cross beams. Along the width direction of the chassis, the orthographic projection of the cross beam and the orthographic projection of the threshold beam have an overlapping area, and the orthographic projection of the connecting longitudinal beam and the orthographic projection of the threshold beam have an overlapping area.

33. The chassis of a vehicle according to claim 32, characterized in that The battery assembly includes a plurality of battery cells, and at least some of the battery cells abut against the cross beam or the door sill beam.

34. The chassis of a vehicle according to claim 32, characterized in that The chassis body also includes: a central channel and a seat mounting beam, wherein the central channel and the seat mounting beam are both located above the connecting longitudinal beam, the seat mounting beam is connected between the two threshold beams, the central channel is connected to the seat mounting beam, and the connecting longitudinal beam is connected to at least one of the central channel and the seat mounting beam.

35. The chassis of a vehicle according to claim 34, characterized in that Along the height direction of the chassis, an orthographic projection of the connecting longitudinal beam has an overlapping area with at least one of an orthographic projection of the central channel and an orthographic projection of the seat mounting beam.

36. The chassis of a vehicle according to claim 30, characterized in that Along the length direction of the chassis, the orthographic projection of the connecting longitudinal beam and the orthographic projection of the energy absorbing structure have an overlapping area.

37. The chassis of a vehicle according to claim 36, characterized in that The orthographic projection of the connecting longitudinal beam is completely located within the orthographic projection of the energy absorbing structure.

38. The chassis of a vehicle according to any one of claims 1 to 6, characterized in that: Also includes: A front floor and a mounting bracket, wherein the front floor is located at the front side of the chassis body and connected to the chassis body, at least part of the energy absorbing structure is located below the front floor, and the mounting bracket connects the front floor and the energy absorbing structure.

39. The chassis of a vehicle according to claim 38, characterized in that The mounting bracket includes: a first bracket body, a second bracket body and a third bracket body, the first bracket body, the second bracket body and the third bracket body are arranged along the height direction of the chassis, the second bracket body is connected between the first bracket body and the third bracket body, and an angle is formed between the second bracket body and at least one of the first bracket body and the third bracket body, the first bracket body is fixedly connected to the energy absorbing structure, and the third bracket body is connected to the front floor.

40. The chassis of a vehicle according to claim 39, characterized in that The first bracket body is located at the front side of the energy absorbing structure, the second bracket body and the third bracket body are both located above the energy absorbing structure, and the second bracket body abuts against the energy absorbing structure.

41. The chassis of a vehicle according to any one of claims 1 to 6, characterized in that: Also includes: A first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam are arranged opposite to each other and spaced apart along the width direction of the chassis, along the driving direction of the vehicle, the first longitudinal beam and the second longitudinal beam are located in front of the chassis body and are both connected to the chassis body, and along the width direction of the chassis, at least a portion of the energy absorbing structure is located between the first longitudinal beam and the second longitudinal beam.

42. The chassis of a vehicle according to claim 41, characterized in that The energy absorbing structure is spaced apart from the first longitudinal beam and the second longitudinal beam.

43. The chassis of a vehicle according to claim 41, characterized in that Also includes: A connecting bracket connects the energy absorbing structure to at least one of the first longitudinal beam and the second longitudinal beam.

44. The chassis of a vehicle according to any one of claims 1 to 6, characterized in that The chassis body also includes an electrical compartment, which is used to accommodate electrical components electrically connected to the battery assembly in the energy compartment. Along the driving direction of the vehicle, the energy compartment is located in front of the electrical compartment.

45. A vehicle, characterized in that: A chassis comprising a vehicle according to any one of claims 1-44.

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