Chassis of vehicle and vehicle

Abstract

The utility model discloses a chassis of a vehicle and the vehicle, and belongs to the technical field of new energy vehicles. The chassis of the vehicle comprises threshold beams, a first cross beam and a second cross beam, the threshold beams extend in the first direction and are arranged at intervals in the second direction perpendicular to the first direction, the first cross beam extends in the second direction, the two ends of the first cross beam are connected with the threshold beams, and the second cross beam is used for installing vehicle seats. The second cross beam extends in the second direction and is connected with the first cross beam in the third direction, and the third direction is perpendicular to the first direction and the second direction. According to the chassis of the vehicle, the second cross beam and the first cross beam are connected to play a role in mutual reinforcement, and the chassis of the vehicle is of an I-shaped structure, so that the deformation degree of the chassis of the vehicle can be reduced when side collision occurs, the deformation resistance of the chassis of the vehicle is improved, and the situations of liquid leakage, thermal runaway and the like caused by collision of a battery device are avoided; and the possibility that the vehicle is on fire due to thermal runaway of battery manufacturing is reduced.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a vehicle chassis and vehicle. Background Technology

[0002] In recent years, new energy vehicles have experienced rapid development. In the electric vehicle sector, the safety of electric vehicles, especially the performance of batteries in collisions, has become a focus of attention for both the industry and consumers. Side pole impact is a particularly severe type of collision because, in this situation, the vehicle's side structure needs to withstand extremely large local forces. These forces can easily cause the vehicle body structure to intrude into the passenger compartment and may directly damage the battery pack installed at the bottom of the vehicle. Once the battery pack is damaged, it may lead to serious consequences such as internal short circuits and thermal runaway, potentially resulting in fire or explosion.

[0003] Current automotive safety regulations and crash test standards, such as C-NCAP (China New Car Assessment Program) and Euro NCAP (European New Car Assessment Program), all include side pole impact tests. However, the crash conditions set by these standards (e.g., speed 32 km / h, angle 75 degrees) are usually based on statistically common accident scenarios and may not fully reflect the higher speeds or greater crushing forces that may be encountered in all actual traffic accidents. Side collisions in reality may be more severe than those required by regulations, thus placing higher demands on vehicle structural integrity and occupant protection. Summary of the Invention

[0004] This application aims to at least solve one of the technical problems existing in the prior art. To this end, this application proposes a vehicle chassis and a vehicle including this chassis. The chassis has improved deformation resistance and overall rigidity, resulting in better chassis stability, reduced deformation of the energy compartment and passenger compartment, and prevention of leakage and thermal runaway of the battery device during side collisions. This reduces the possibility of vehicle fire due to thermal runaway of the battery device, thereby improving the safety of the battery device and protecting the safety of the battery device and occupants.

[0005] In a first aspect, embodiments of this application provide a vehicle chassis, the vehicle chassis comprising: a sill beam extending along a first direction and spaced apart in a second direction perpendicular to the first direction; a first crossbeam extending along the second direction and connected at both ends to the sill beam; and a second crossbeam for mounting a vehicle seat, extending along the second direction and connected to the first crossbeam in a third direction perpendicular to both the first and second directions.

[0006] In the above technical solution, the second crossbeam is located above the first crossbeam and is fixedly connected to it. This fixed connection strengthens the structure of the first crossbeam, while the first crossbeam also strengthens the structure of the second crossbeam, thus creating a mutual reinforcement effect. Furthermore, the sill beam, the first crossbeam, and the second crossbeam together form an "I"-shaped structure. In the event of a side collision, this reduces the deformation of the vehicle's chassis, improves its resistance to deformation and overall rigidity, and enhances chassis stability. This reduces deformation of the energy compartment and passenger compartment, preventing battery leakage and thermal runaway during side collisions. Consequently, it lowers the likelihood of fire due to battery thermal runaway, improving battery safety, protecting the battery and occupants, and enhancing overall vehicle safety performance.

[0007] In some embodiments, a first connecting portion is formed on the first crossbeam, and a second connecting portion is formed on the second crossbeam, wherein the first crossbeam and the second crossbeam are connected by the first connecting portion and the second connecting portion.

[0008] In the above technical solution, the part on the first crossbeam used to connect with the second crossbeam is defined as the first connecting part, and the part on the second crossbeam used to connect with the first crossbeam is defined as the second connecting part. The first connecting part and the second connecting part cooperate to connect the first crossbeam and the second crossbeam. That is, the first crossbeam and the second crossbeam are connected through the cooperation of the first connecting part and the second connecting part, which improves the stability of the connection structure between the first crossbeam and the second crossbeam. The cooperation of the first connecting part and the second connecting part reduces the assembly difficulty and avoids the situation of misassembly or incorrect assembly of the first crossbeam and the second crossbeam during assembly, thereby improving assembly efficiency and assembly quality.

[0009] In some embodiments, the first connecting portion has a first connecting hole, the second connecting portion has a second connecting hole, and the first crossbeam and the second crossbeam are connected by fasteners passing through the first connecting hole and the second connecting hole.

[0010] In the above technical solution, a first connecting hole is formed on the first crossbeam. The first connecting hole is a blind hole. The opening of the second connecting hole is formed on the upper surface of the first crossbeam. The blind hole that does not penetrate the first crossbeam ensures the structural strength of the first crossbeam. A second connecting hole is formed on the second crossbeam. The second connecting hole penetrates the first crossbeam in the vertical direction. The second connecting hole is opposite to and connected to the first connecting hole. When installing the first and second crossbeams, it is only necessary to pass the fastener through the second connecting hole and into the first connecting hole. In this way, the assembly difficulty of the first and second crossbeams is reduced, the assembly structure of the first and second crossbeams is simplified, and thus the assembly efficiency of the first and second crossbeams is improved.

[0011] In some embodiments, the first connection hole includes a plurality of first connection holes arranged along the second direction, and the second connection hole includes a plurality of second connection holes arranged in a one-to-one correspondence with the plurality of first connection holes.

[0012] In the above technical solution, multiple first connecting holes and multiple second connecting holes are arranged in a one-to-one correspondence, making the connection between the first crossbeam and the second crossbeam more stable and less prone to separation and displacement. Each first connecting hole corresponds to one second connecting hole, and each first connecting hole and its corresponding second connecting hole are arranged coaxially, which facilitates assembly. Fasteners can be inserted into the first connecting holes and the second connecting holes to securely connect the first crossbeam and the second crossbeam.

[0013] In some embodiments, the chassis of the vehicle further includes a cover plate disposed between the first crossbeam and the second crossbeam, the cover plate having a third connecting hole arranged in a one-to-one correspondence with the second connecting hole, the cover plate, the first crossbeam and the second crossbeam being connected by fasteners passing through the third connecting hole and the first connecting hole and the second connecting hole.

[0014] In the above technical solution, the cover plate is fixed between the first crossbeam and the second crossbeam. A third connecting hole is formed on the cover plate. There are multiple third connecting holes, each of which corresponds to a first connecting hole and a second connecting hole. Fasteners pass through the second connecting hole, the third connecting hole and the first connecting hole in sequence to securely connect the second crossbeam, the cover plate and the first crossbeam. Thus, the second crossbeam, the cover plate and the first crossbeam are connected as a whole, which improves the structural strength of the vehicle chassis and enhances the side impact performance of the vehicle.

[0015] In some embodiments, the chassis of the vehicle further includes: a first connector, the first connector being disposed at both ends of the second crossbeam, the second crossbeam being connected to the sill beam via the first connector; and a second connector, the second connector being disposed at both ends of the first crossbeam, the first crossbeam being connected to the sill beam via the second connector.

[0016] In the above technical solution, the first connecting member is connected to the sill beam by fasteners, the second crossbeam is connected to the sill beam via the first connecting member, and the second connecting member is also connected to the sill beam via fasteners. The first crossbeam overlaps with the sill beam via the second connecting member. By setting the first and second connecting members, the stability of the connection between the second and first crossbeams and the sill beam is improved, enhancing the structural strength of the vehicle chassis. This helps improve the energy absorption effect of the vehicle chassis, reduces the deformation of the chassis during a side impact, and thus reduces the deformation of the energy compartment and passenger compartment during a side impact, thereby protecting the battery pack and the safety of the occupants.

[0017] In some embodiments, a cavity is formed within the second crossbeam, the cavity extending along the second direction, and the cavity has at least one cavity.

[0018] In the above technical solution, the cavity helps to improve the bending resistance of the second crossbeam. The cavity may include one, two, three, etc. Multiple cavities help to disperse stress concentration points, avoid chassis damage caused by local overload during side collisions, and improve the overall structural strength of the vehicle chassis.

[0019] In some embodiments, the cavity includes a first cavity and a second cavity, the first cavity and the second cavity being arranged at a distance from each other in the first direction, and the first cavity and the second cavity being respectively disposed on both sides of the second connecting portion.

[0020] In the above technical solution, the first cavity and the second cavity are arranged at intervals in the first direction, and the second connecting part is located between the first cavity and the second cavity. In this way, the first cavity and the second cavity disperse the stress concentration point during the side collision, which helps to improve the energy absorption effect of the vehicle chassis and reduce the degree of deformation of the vehicle chassis during the side collision.

[0021] In some embodiments, the second crossbeam includes a first plate portion, a second plate portion, a third plate portion, a fourth plate portion, a fifth plate portion, a sixth plate portion, and a seventh plate portion. The first plate portion, the second plate portion, the third plate portion, and the fourth plate portion enclose the first cavity, and the fifth plate portion, the sixth plate portion, the seventh plate portion, and the fourth plate portion enclose the second cavity. The fourth plate portion is connected to the cover plate, and the second connecting portion is formed in the fourth plate portion.

[0022] In the above technical solution, the first plate, second plate, third plate, fourth plate, fifth plate, sixth plate, and seventh plate are connected sequentially. That is, the second crossbeam is manufactured and bent by roll forming to form the first plate, second plate, third plate, fourth plate, fifth plate, sixth plate, and seventh plate. The first plate, second plate, third plate, and fourth plate enclose the first cavity, and the fifth plate, sixth plate, seventh plate, and fourth plate enclose the second cavity. Thus, the second crossbeam forms the first cavity and the second cavity through roll forming. When the second crossbeam is subjected to impact load, the material around the first cavity and the second cavity will undergo plastic deformation, thereby consuming a large amount of energy. Furthermore, the first cavity and the second cavity can make the deformation of the second crossbeam evenly distributed, avoiding premature failure caused by local stress concentration, improving the structural stability of the vehicle chassis, and ensuring the safety of the vehicle's occupants and battery devices. The cross-sectional areas of the first cavity and the second cavity are different, and the cross-sectional shapes of the first cavity and the second cavity are also different. This forms a multi-stage energy-absorbing structure that gradually absorbs impact energy, prolongs the collision time, and reduces the peak load during the side impact process.

[0023] In some embodiments, the second crossbeam includes a first plate portion, a second plate portion, a third plate portion, a fourth plate portion, a fifth plate portion, a sixth plate portion, a seventh plate portion, an eighth plate portion, and a ninth plate portion connected in sequence. The first plate portion is connected to the cover plate. The second plate portion, the third plate portion, the fourth plate portion, and the cover plate together enclose the first cavity. The second connecting portion is formed in the fifth plate portion. The sixth plate portion, the seventh plate portion, the eighth plate portion, and the cover plate together enclose the second cavity. The ninth plate portion is connected to the cover plate.

[0024] In the above technical solution, the second crossbeam is manufactured by stamping and bending to form a first plate, a second plate, a third plate, a fourth plate, a fifth plate, a sixth plate, a seventh plate, an eighth plate, and a ninth plate. The second, third, and fourth plates, together with the cover plate, enclose the first cavity. The second connecting part is formed in the fifth plate. The sixth, seventh, and eighth plates, together with the cover plate, enclose the second cavity. Thus, the second crossbeam, through stamping and bending, forms the first and second cavities. When the second crossbeam is subjected to an impact load, the materials surrounding the first and second cavities undergo plastic deformation, thereby consuming a large amount of energy. Furthermore, the first and second cavities allow for a uniform distribution of deformation in the second crossbeam, avoiding premature failure caused by localized stress concentration, improving the structural stability of the vehicle chassis, and ensuring the safety of the occupants and battery device inside the vehicle. The cross-sectional areas of the first and second cavities are different, and their cross-sectional shapes are also different, forming a multi-stage energy-absorbing structure that gradually absorbs impact energy, prolongs the collision time, and reduces the peak load during a side impact.

[0025] In some embodiments, a connecting plate is provided between the second crossbeam and the cover plate, the first plate portion is connected to the connecting plate, the second plate portion, the third plate portion, the fourth plate portion and the connecting plate enclose the first cavity, the second connecting portion is formed on the fifth plate portion, the sixth plate portion, the seventh plate portion, the eighth plate portion and the connecting plate enclose the second cavity, and the ninth plate portion is connected to the connecting plate.

[0026] In the above technical solution, the connecting plate is located between the second crossbeam and the cover plate. The connecting plate is welded to the cover plate. The first plate, the fifth plate, and the ninth plate are all welded to the connecting plate. Thus, by setting the connecting plate, the structure of the first cavity and the second cavity is more complete, the structural strength of the second crossbeam is improved, and the energy absorption effect of the second crossbeam is enhanced, thereby improving the safety performance of the vehicle.

[0027] In some embodiments, the connecting plate has a first protrusion that is recessed toward the first cavity in a direction from the cover plate toward the first cavity, the first protrusion and the cover plate defining a first sub-cavity, and the connecting plate has a second protrusion that is recessed toward the second cavity in a direction from the cover plate toward the second cavity, the second protrusion and the cover plate defining a second sub-cavity.

[0028] In the above technical solution, the first cavity and the second cavity are defined by the cooperation of the connecting plate and the cover plate. In this way, the second crossbeam, in cooperation with the connecting plate and the cover plate, defines the first cavity, the second cavity, the first sub-cavity, and the second sub-cavity. When the second crossbeam is subjected to an impact load, the materials around the first cavity, the second cavity, the first sub-cavity, and the second sub-cavity will undergo plastic deformation, thereby consuming a large amount of energy. Furthermore, the first cavity, the second cavity, the first sub-cavity, and the second sub-cavity can make the deformation of the second crossbeam evenly distributed, avoiding premature failure caused by local stress concentration, improving the structural stability of the vehicle chassis, and ensuring the safety of the occupants and battery devices inside the vehicle. The cross-sectional areas of the first cavity, the second cavity, the first sub-cavity, and the second sub-cavity are different, and the cross-sectional shapes of the first cavity, the second cavity, the first sub-cavity, and the second sub-cavity are also different. This forms a multi-stage energy-absorbing structure that gradually absorbs impact energy, prolongs the collision time, and reduces the peak load during the side impact, thereby reducing the impact energy transmitted to the vehicle's interior. Consequently, it improves the energy absorption capacity of the vehicle's chassis, enhances the energy absorption effect of the chassis, reduces the deformation of the energy compartment and passenger compartment during a side impact, and improves the vehicle's safety factor.

[0029] In some embodiments, the cavity is one, and the second crossbeam includes a first plate portion, a second plate portion, a third plate portion, and a fourth plate portion connected in sequence, the first plate portion, the second plate portion, the third plate portion, and the fourth plate portion enclosing the cavity, and the second connecting portion is formed on the second plate portion and the fourth plate portion.

[0030] In the above technical solution, the second crossbeam is formed by roll bending. When the second crossbeam is subjected to impact load, the material around the cavity will undergo plastic deformation, thereby consuming a large amount of energy, avoiding premature failure caused by local stress concentration, improving the structural stability of the vehicle chassis, and ensuring the safety of the vehicle's occupants and battery devices.

[0031] In some embodiments, a sleeve is provided inside the cavity, the sleeve is fitted onto the outer periphery of the fastener, and the two ends of the sleeve abut against the second plate portion and the fourth plate portion, respectively.

[0032] In the above technical solution, the structural strength of the second crossbeam is increased by setting a sleeve in the cavity, which improves the bending and torsional resistance of the second crossbeam. The sleeve avoids early failure caused by local stress concentration in the second crossbeam and promotes uniform deformation of the second crossbeam.

[0033] In some embodiments, the second crossbeam is a roll-formed part, or a stamped part, or an extruded aluminum profile part.

[0034] In the above technical solution, the metal material of the second crossbeam undergoes cold working hardening and grain refinement during the roll forming process, which enhances the strength and hardness of the second crossbeam itself. Moreover, the roll forming method has high production efficiency, good consistency, and low production cost. The stamping process is highly automated, which can realize high-speed continuous production, improving the production efficiency of the second crossbeam. The second crossbeam has high precision and good consistency. After extrusion, the aluminum alloy has refined grains and a more uniform structure, thereby improving the strength and rigidity of the second crossbeam. In addition, the extruded aluminum material has a low density, making the second crossbeam lighter for the same volume, which helps to save energy and reduce emissions. A dense aluminum oxide protective film will naturally form on the surface of the aluminum alloy, which has strong corrosion resistance.

[0035] Secondly, embodiments of this application provide a vehicle comprising: a chassis of a vehicle according to a first aspect of this application, the chassis having an energy compartment, the first crossbeam being disposed within the energy compartment; a battery device disposed within the energy compartment and located on both sides of the first crossbeam; and a seat disposed on a second crossbeam.

[0036] In the above technical solution, since the vehicle is equipped with the aforementioned chassis, and since the second crossbeam of the chassis is fixedly connected to the first crossbeam, the fixed connection between the second crossbeam and the first crossbeam strengthens the structural strength of the first crossbeam. At the same time, the first crossbeam also strengthens the structural strength of the second crossbeam. The connection between the second crossbeam and the first crossbeam provides mutual reinforcement. Furthermore, the sill beam, the first crossbeam, and the second crossbeam together form an "I"-shaped structure. In the event of a side collision, this reduces the degree of deformation of the vehicle chassis, improves the chassis's resistance to deformation and overall rigidity, and enhances the stability of the vehicle chassis. This reduces the deformation of the energy compartment and passenger compartment, preventing leakage and thermal runaway of the battery device during a side collision. Consequently, it reduces the possibility of the vehicle catching fire due to thermal runaway of the battery device, which is beneficial to improving the safety of the battery device, protecting the safety of the battery device and the occupants, and improving the overall safety performance of the vehicle.

[0037] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the chassis of a vehicle according to an embodiment of this application, wherein the second crossbeam is not installed;

[0039] Figure 2 yes Figure 1 A schematic diagram of the vehicle's chassis from another perspective;

[0040] Figure 3 This is a schematic diagram of the chassis of a vehicle according to an embodiment of this application, wherein a second crossbeam has been installed;

[0041] Figure 4 yes Figure 3 The diagram shown is a schematic representation of the chassis of the vehicle according to Embodiment 1 of this application;

[0042] Figure 5 yes Figure 4 A schematic diagram of the cross-section of the vehicle's chassis at point AA;

[0043] Figure 6 yes Figure 5 A partially enlarged schematic diagram of the vehicle's chassis;

[0044] Figure 7 yes Figure 6 The diagram shows the assembly of the first and second crossbeams.

[0045] Figure 8 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 2 of this application is shown;

[0046] Figure 9 yes Figure 8 A schematic diagram of the cross-section of the chassis at point BB of the vehicle in the diagram;

[0047] Figure 10 yes Figure 9 A partially enlarged schematic diagram of the vehicle's chassis;

[0048] Figure 11 yes Figure 10 The diagram shows the assembly of the first and second crossbeams.

[0049] Figure 12 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 3 of this application is shown;

[0050] Figure 13 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 4 of this application is shown;

[0051] Figure 14 yes Figure 13 A schematic diagram of the cross-section of the chassis at point CC of the vehicle in the diagram;

[0052] Figure 15 yes Figure 14 A partially enlarged schematic diagram of the vehicle's chassis;

[0053] Figure 16 yes Figure 15 The diagram shows the assembly of the first and second crossbeams.

[0054] Figure 17 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 5 of this application is shown;

[0055] Figure 18 yes Figure 17 A schematic diagram of the cross-section of the chassis at point DD of the vehicle in the diagram;

[0056] Figure 19 yes Figure 18 A partially enlarged schematic diagram of the vehicle's chassis;

[0057] Figure 20 yes Figure 19 The diagram shows the assembly of the first and second crossbeams.

[0058] Figure label:

[0059] 100. Chassis;

[0060] 1. Threshold beam;

[0061] 2. First crossbeam; 21. First connecting hole;

[0062] 3. Second crossbeam; 31. Second connecting hole; 32. Cavity; 321. First cavity; 322. Second cavity;

[0063] 301. First board section; 302. Second board section; 303. Third board section; 304. Fourth board section; 305. Fifth board section; 306. Sixth board section; 307. Seventh board section; 308. Eighth board section; 309. Ninth board section;

[0064] 4. Cover plate; 41. Third connecting hole;

[0065] 5. Connecting plate; 51. First protrusion; 52. Second protrusion; 53. First cavity; 54. Second cavity;

[0066] 6. First connector; 7. Second connector;

[0067] 8. Fasteners; 9. Sleeves. Detailed Implementation

[0068] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0069] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0070] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0071] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0072] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0073] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two).

[0074] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0075] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0076] The battery device mentioned in the embodiments of this application may include one or more battery cell assemblies for providing voltage and capacity. A battery cell assembly may include one or more battery cells, and when there are multiple battery cells, the multiple battery cells are connected in series, parallel, or mixed connection via a busbar.

[0077] In some embodiments, a battery cell assembly is typically formed by arranging multiple battery cells; as an example, a battery cell assembly can be a battery module, which is formed by arranging and fixing multiple battery cells into a single module. As an example, a battery module can be formed by bundling multiple battery cells together with cable ties.

[0078] This application provides a vehicle. It should be noted that the vehicle in this application can refer to large cars, small cars, special vehicles, etc. For example, according to the vehicle type, the vehicle in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles.

[0079] In recent years, new energy vehicles have experienced rapid development. In the electric vehicle sector, the safety of electric vehicles, especially the performance of batteries in collisions, has become a focus of attention for both the industry and consumers. Side pole impact is a particularly severe type of collision because, in this situation, the vehicle's side structure needs to withstand extremely large local forces. These forces can easily cause the vehicle body structure to intrude into the passenger compartment and may directly damage the battery pack installed at the bottom of the vehicle. Once the battery pack is damaged, it may lead to serious consequences such as internal short circuits and thermal runaway, potentially resulting in fire or explosion.

[0080] Current automotive safety regulations and crash test standards, such as C-NCAP (China New Car Assessment Program) and Euro NCAP (European New Car Assessment Program), all include side pole impact tests. However, the crash conditions set by these standards (e.g., speed 32 km / h, angle 75 degrees) are usually based on statistically common accident scenarios and may not fully reflect the higher speeds or greater crushing forces that may be encountered in all actual traffic accidents. Side collisions in reality may be more severe than those required by regulations, thus placing higher demands on vehicle structural integrity and occupant protection.

[0081] Based on the above considerations, in order to improve the vehicle's side impact performance and avoid damage to the battery device at the bottom of the vehicle, the applicant, after in-depth research, designed a vehicle chassis that connects the second crossbeam to the first crossbeam as a whole. This can more effectively distribute and bear the load from above, reduce the deformation and stress concentration of individual beams, improve the load-bearing capacity and bending stiffness of the overall structure, and reduce the degree of vehicle body intrusion into the passenger compartment and energy compartment during a collision, thereby reducing direct physical damage to the occupants and battery device, thus improving the vehicle's safety and structural strength.

[0082] For ease of description, a vehicle coordinate system is used in this and other embodiments, with its origin coinciding with the center of mass. When the vehicle is stationary on a horizontal road, the X-axis is parallel to the ground and points towards the front and rear of the vehicle; the Z-axis passes through the vehicle's center of mass and points upwards and downwards; and the Y-axis points towards the driver's left and right sides. Furthermore, the X-axis of the vehicle's chassis is defined as the first direction, the Y-axis as the second direction, and the Z-axis as the third direction. The first, second, and third directions are mutually perpendicular. In a specific example, the first direction is the front-to-back direction, the second direction is the left-to-right direction, and the third direction is the up-to-down direction.

[0083] The chassis 100 of a vehicle according to a first aspect embodiment of this application is described below with reference to the figures. Figure 1 This is a schematic diagram of the chassis of a vehicle according to an embodiment of this application, wherein the second crossbeam is not installed; Figure 2 yes Figure 1A schematic diagram of the vehicle's chassis from another perspective; Figure 3 This is a schematic diagram of the chassis of a vehicle according to an embodiment of this application, wherein a second crossbeam has been installed; Figure 4 yes Figure 3 The diagram shown is a schematic representation of the chassis of the vehicle according to Embodiment 1 of this application; Figure 5 yes Figure 4 A schematic diagram of the cross-section of the vehicle's chassis at point AA; Figure 6 yes Figure 5 A partially enlarged schematic diagram of the vehicle's chassis; Figure 7 yes Figure 6 The diagram shows the assembly of the first and second crossbeams. Figure 8 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 2 of this application is shown; Figure 9 yes Figure 8 A schematic diagram of the cross-section of the chassis at point BB of the vehicle in the diagram; Figure 10 yes Figure 9 A partially enlarged schematic diagram of the vehicle's chassis; Figure 11 yes Figure 10 The diagram shows the assembly of the first and second crossbeams. Figure 12 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 3 of this application is shown; Figure 13 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 4 of this application is shown; Figure 14 yes Figure 13 A schematic diagram of the cross-section of the chassis at point CC of the vehicle in the diagram; Figure 15 yes Figure 14 A partially enlarged schematic diagram of the vehicle's chassis; Figure 16 yes Figure 15 The diagram shows the assembly of the first and second crossbeams. Figure 17 yes Figure 3 A schematic diagram of the chassis of the vehicle according to Embodiment 5 of this application is shown; Figure 18 yes Figure 17 A schematic diagram of the cross-section of the chassis at point DD of the vehicle in the diagram; Figure 19 yes Figure 18 A partially enlarged schematic diagram of the vehicle's chassis; Figure 20 yes Figure 19 The diagram shows the assembly of the first and second crossbeams.

[0084] This application provides a vehicle chassis 100, such as... Figures 1-3As shown, the vehicle chassis 100 includes: a sill beam 1, a first crossbeam 2, and a second crossbeam 3. Specifically, the sill beam 1 extends along a first direction and is spaced apart in a second direction perpendicular to the first direction. The first crossbeam 2 extends along the second direction and is connected to the sill beam 1 at both ends. The second crossbeam 3 is used to mount the vehicle seat and extends along the second direction. The second crossbeam 3 is connected to the first crossbeam 2 in a third direction perpendicular to both the first and second directions.

[0085] The sill beam 1 is located below the door and extends along the front-to-back direction. The sill beam 1 not only plays a crucial role in the overall appearance of the vehicle, but also significantly contributes to its safety. It enhances the rigidity of the vehicle body, maintaining its shape stability. Especially in the event of a collision, the sill beam 1 disperses impact force, reducing the risk of passenger compartment deformation. In side collisions, it absorbs and disperses impact energy from the side, reducing deformation of the passenger compartment and energy storage compartment, thus protecting the safety of passengers and battery devices. Furthermore, the sill beam 1 prevents rainwater and moisture from entering the vehicle interior, keeping the cabin dry. The sill beam 1 can be manufactured using stamping and rolling processes, ensuring its structural strength while reducing production costs and complexity.

[0086] The first crossbeam 2 is used to protect and support the battery device. In electric vehicles, the battery device is generally located at the bottom of the vehicle. It can protect the battery from external impacts, effectively disperse and absorb energy when impacted, and also has the functions of heat insulation and flame retardancy, thus improving the safety of the battery device.

[0087] The second crossbeam 3 is located at the bottom of the vehicle and is used to enhance the overall rigidity and stability of the vehicle body. In electric vehicles, the second crossbeam 3 can also protect the battery pack, especially in the event of a side collision, it can absorb and disperse the impact force, reduce the deformation of the energy compartment, and ensure the safety of the battery pack.

[0088] Reference Figure 3 and Figure 4 As shown, the door sill beam 1 extends along the front-rear direction of the vehicle. There are two door sill beams 1, which are arranged at intervals in the left-right direction of the vehicle. That is, there is a door sill beam 1 under the left and right doors. The first crossbeam 2 extends along the left-right direction of the vehicle, and each end of the first crossbeam 2 is connected to a door sill beam 1. The second crossbeam 3 extends along the left-right direction. The second crossbeam 3 is located on the upper side of the first crossbeam 2 and is fixedly connected to the first crossbeam 2. In this way, the fixed connection between the second crossbeam 3 and the first crossbeam 2 strengthens the structural strength of the first crossbeam 2. At the same time, the first crossbeam 2 also strengthens the structural strength of the second crossbeam 3.

[0089] Looking at the overall structure, the sill beam 1, the first crossbeam 2, and the second crossbeam 3 together form an "I"-shaped structure. The sill beam 1 mainly bears the tensile and expansion stresses generated during a side impact. The first crossbeam 2 and the second crossbeam 3 work together to bear the shear stress generated during a side impact. Compared with the method of bearing shear stress through a single beam, the method in this application where the first crossbeam 2 and the second crossbeam 3 bear shear stress together can absorb and disperse more impact force under the same side impact conditions, reduce the degree of deformation, improve the deformation resistance and overall rigidity of the vehicle chassis 100, and make the chassis have higher structural strength. This reduces the deformation of the energy compartment and passenger compartment, avoids leakage and thermal runaway of the battery device due to impact during a side impact, and reduces the possibility of fire caused by thermal runaway of the battery device. This is beneficial to improving the safety of the battery device and protecting the safety of the battery device and the occupants.

[0090] According to the embodiments of this application, the chassis 100 of the vehicle is located above the first crossbeam 2 via a second crossbeam 3 and is fixedly connected to the first crossbeam 2. This fixed connection strengthens the structure of the first crossbeam 2, while the first crossbeam 2 also strengthens the structure of the second crossbeam 3. Thus, the second crossbeam 3 and the first crossbeam 2 mutually reinforce each other. Furthermore, the sill beam 1, the first crossbeam 2, and the second crossbeam 3 together form an "I"-shaped structure. In the event of a side collision, this reduces the deformation of the vehicle chassis 100, improves its resistance to deformation and overall rigidity, and enhances its stability. This reduces deformation of the energy compartment and passenger compartment, preventing leakage and thermal runaway of the battery device during a side collision. Consequently, it reduces the likelihood of the vehicle catching fire due to thermal runaway of the battery device, improving the safety of the battery device, protecting the battery device and occupants, and enhancing the overall safety performance of the vehicle.

[0091] In some embodiments of this application, a first connecting portion is formed on the first crossbeam 2, and a second connecting portion is formed on the second crossbeam 3. The first crossbeam 2 and the second crossbeam 3 are connected by the first connecting portion and the second connecting portion. It is understood that the first connecting portion is formed on the first crossbeam 2, and the second connecting portion is formed on the second crossbeam 3. The portion of the first crossbeam 2 used to connect with the second crossbeam 3 is defined as the first connecting portion, and the portion of the second crossbeam 3 used to connect with the first crossbeam 2 is defined as the second connecting portion. The first connecting portion and the second connecting portion cooperate to connect the first crossbeam 2 and the second crossbeam 3. That is, the first crossbeam 2 and the second crossbeam 3 are connected by the first connecting portion and the second connecting portion, which improves the stability of the connection structure between the first crossbeam 2 and the second crossbeam 3. The cooperation of the first connecting portion and the second connecting portion reduces the assembly difficulty and avoids misassembly or incorrect assembly of the first crossbeam 2 and the second crossbeam 3 during assembly, thus improving assembly efficiency and assembly quality.

[0092] It should be noted that the first connecting part and the second connecting part can be connected in any way, such as welding, fastener connection, etc.

[0093] In one specific embodiment of this application, the first connecting portion is formed as a first connecting hole 21, and the second connecting portion is formed as a second connecting hole 31. The first crossbeam 2 and the second crossbeam 3 are connected by fasteners 8 passing through the first connecting hole 21 and the second connecting hole 31. (Refer to...) Figure 5 and Figure 6 As shown, it can be understood that a first connecting hole 21 is formed on the first crossbeam 2, and the first connecting hole 21 is a blind hole. The opening of the second connecting hole 31 is formed on the upper surface of the first crossbeam 2. The blind hole that does not penetrate the first crossbeam 2 ensures the structural strength of the first crossbeam 2. A second connecting hole 31 is formed on the second crossbeam 3, and the second connecting hole 31 penetrates the first crossbeam 2 in the vertical direction. The second connecting hole 31 is opposite to and connected to the first connecting hole 21. When installing the first crossbeam 2 and the second crossbeam 3, it is only necessary to pass the fastener 8 through the second connecting hole 31 and into the first connecting hole 21. In this way, the assembly difficulty of the first crossbeam 2 and the second crossbeam 3 is reduced, the assembly structure of the first crossbeam 2 and the second crossbeam 3 is simplified, and thus the assembly efficiency of the first crossbeam 2 and the second crossbeam 3 is improved.

[0094] Specifically, the first crossbeam 2 and the second crossbeam 3 can be connected by bolts, FDS (hot melt self-tapping screws), riveting, etc., including but not limited to the connection forms mentioned above.

[0095] In some embodiments of this application, the first connecting hole 21 includes multiple first connecting holes 21 arranged along a second direction, and the second connecting hole 31 includes multiple second connecting holes 31 arranged in a one-to-one correspondence with the multiple first connecting holes 21. It is understood that, as... Figure 4 As shown, multiple first connecting holes 21 are arranged in the left-right direction, and multiple second connecting holes 31 are arranged in the left-right direction. This makes the connection between the first crossbeam 2 and the second crossbeam 3 more stable and less prone to separation and displacement. Each first connecting hole 21 corresponds to one second connecting hole 31, and each first connecting hole 21 and the corresponding second connecting hole 31 are arranged coaxially. This facilitates assembly. The first crossbeam 2 and the second crossbeam 3 can be firmly connected by inserting fasteners 8 through the first connecting holes 21 and the second connecting holes 31.

[0096] In some embodiments of this application, the vehicle chassis 100 further includes: a cover plate 4, such as... Figure 6As shown, a cover plate 4 is disposed between the first crossbeam 2 and the second crossbeam 3. The cover plate 4 has third connecting holes 41 arranged corresponding to the second connecting holes 31. The cover plate 4, the first crossbeam 2, and the second crossbeam 3 are connected by fasteners 8 passing through the third connecting holes 41, the first connecting holes 21, and the second connecting holes 31. It can be understood that the cover plate 4 is disposed between the first crossbeam 2 and the second crossbeam 3, and the cover plate 4 is fixed between the first crossbeam 2 and the second crossbeam 3. The cover plate 4 has multiple third connecting holes 41, each corresponding to one first connecting hole 21 and one second connecting hole 31. Fasteners 8 pass through the second connecting hole 31, the third connecting hole 41, and the first connecting hole 21 in sequence, thus securely connecting the second crossbeam 3, the cover plate 4, and the first crossbeam 2. Therefore, the second crossbeam 3, the cover plate 4, and the first crossbeam 2 are connected as a whole, improving the structural strength of the vehicle chassis 100 and enhancing the vehicle's side impact performance.

[0097] In some embodiments of this application, the vehicle chassis 100 further includes: a first connecting member 6 and a second connecting member 7, such as 1 and 2. Figure 4 As shown, the first connecting member 6 is located at both ends of the second crossbeam 3, and the second crossbeam 3 is connected to the sill beam 1 through the first connecting member 6. The second connecting member 7 is located at both ends of the first crossbeam 2, and the first crossbeam 2 is connected to the sill beam 1 through the second connecting member 7. It can be understood that the first connecting member 6 is welded to both ends of the second crossbeam 3, and the first connecting member 6 is connected to the sill beam 1 through fasteners 8. The second crossbeam 3 is connected to the sill beam 1 through the first connecting member 6, and the second connecting member 7 is connected to the sill beam 1 through fasteners 8. The first crossbeam 2 overlaps with the sill beam 1 through the second connecting member 7. Thus, by setting the first connecting member 6 and the second connecting member 7, the stability of the connection between the second crossbeam 3 and the first crossbeam 2 and the sill beam 1 is improved, increasing the structural strength of the vehicle chassis 100, helping to improve the energy absorption effect of the vehicle chassis 100, reducing the deformation of the vehicle chassis 100 during a side collision, thereby reducing the deformation of the energy compartment and passenger compartment during a side collision, and ultimately protecting the safety of the battery pack and occupants.

[0098] In some embodiments of this application, such as Figure 5 , Figure 6 , Figure 10 , Figure 12 , Figure 15 and Figure 19As shown, a cavity 32 is formed within the second crossbeam 3, extending along a second direction, and there is at least one cavity 32. It is understood that the cavity 32 extending in the left-right direction within the second crossbeam 3 helps improve the bending resistance of the second crossbeam 3. The cavity 32 may include one, two, three, or more cavities. Multiple cavities 32 help disperse stress concentration points, preventing damage to the vehicle's chassis 100 due to localized overload during a side collision, thus improving the overall structural strength of the vehicle's chassis 100.

[0099] In some embodiments of this application, such as Figure 5 and Figure 6 As shown, the cavity 32 includes a first cavity 321 and a second cavity 322. The first cavity 321 and the second cavity 322 are arranged at intervals in a first direction. The first cavity 321 and the second cavity 322 are respectively located on both sides of the first connecting part, that is, the first cavity 321 and the second cavity 322 are arranged at intervals in the front-rear direction. The second connecting part is located between the first cavity 321 and the second cavity 322. In this way, the first cavity 321 and the second cavity 322 disperse the stress concentration points during the side collision, which helps to improve the energy absorption effect of the vehicle chassis 100 and reduce the degree of deformation of the vehicle chassis 100 during the side collision.

[0100] In some embodiments of this application, such as Figure 7As shown, the second crossbeam 3 includes a first plate portion 301, a second plate portion 302, a third plate portion 303, a fourth plate portion 304, a fifth plate portion 305, a sixth plate portion 306, and a seventh plate portion 307. The first plate portion 301, the second plate portion 302, the third plate portion 303, and the fourth plate portion 304 enclose a first cavity 321, and the fifth plate portion 305, the sixth plate portion 306, the seventh plate portion 307, and the fourth plate portion 304 enclose a second cavity 322. The fourth plate portion 304 is connected to the cover plate 4, and a second connecting portion is formed in the fourth plate portion 304. It is understandable that the first plate 301, the second plate 302, the third plate 303, the fourth plate 304, the fifth plate 305, the sixth plate 306, and the seventh plate 307 are connected sequentially. That is, the second crossbeam 3 is manufactured and bent by roll forming to form the first plate 301, the second plate 302, the third plate 303, the fourth plate 304, the fifth plate 305, the sixth plate 306, and the seventh plate 307. The first plate 301, the second plate 302, the third plate 303, and the fourth plate 304 enclose the first cavity 321, and the fifth plate 305, the sixth plate 306, and the seventh plate 307 are connected sequentially. Plate 306, seventh plate 307 and fourth plate 304 enclose the second cavity 322. Thus, the second crossbeam 3 is formed by roll bending to form the first cavity 321 and the second cavity 322. When the second crossbeam 3 is subjected to impact load, the material around the first cavity 321 and the second cavity 322 will undergo plastic deformation, thereby consuming a large amount of energy. Furthermore, the first cavity 321 and the second cavity 322 can make the deformation of the second crossbeam 3 evenly distributed, avoiding premature failure caused by local stress concentration, improving the structural stability of the vehicle chassis 100, and ensuring the safety of the occupants and battery device inside the vehicle.

[0101] In other embodiments of this application, such as Figure 11As shown, the second crossbeam 3 includes a first plate portion 301, a second plate portion 302, a third plate portion 303, a fourth plate portion 304, a fifth plate portion 305, a sixth plate portion 306, a seventh plate portion 307, an eighth plate portion 308, and a ninth plate portion 309 connected in sequence. The first plate portion 301 is connected to the cover plate 4. The second plate portion 302, the third plate portion 303, and the fourth plate portion 304, together with the cover plate 4, form a first cavity 321. A second connecting portion is formed in the fifth plate portion 305. The sixth plate portion 306, the seventh plate portion 307, and the eighth plate portion 308, together with the cover plate 4, form a second cavity 322. The ninth plate portion 309 is connected to the cover plate 4. Understandably, the second crossbeam 3 is manufactured by stamping and bending to form the first plate 301, the second plate 302, the third plate 303, the fourth plate 304, the fifth plate 305, the sixth plate 306, the seventh plate 307, the eighth plate 308, and the ninth plate 309. The second plate 302, the third plate 303, and the fourth plate 304, together with the cover plate 4, enclose the first cavity 321. The second connecting part is formed in the fifth plate 305, and the sixth plate 306, the seventh plate 307, the eighth plate 308, and the cover plate 4... Plate 4 encloses the second cavity 322. Thus, the second crossbeam 3 is formed by stamping and bending to form the first cavity 321 and the second cavity 322. When the second crossbeam 3 is subjected to an impact load, the material around the first cavity 321 and the second cavity 322 will undergo plastic deformation, thereby consuming a large amount of energy. Furthermore, the first cavity 321 and the second cavity 322 can make the deformation of the second crossbeam 3 evenly distributed, avoiding premature failure caused by local stress concentration, improving the structural stability of the vehicle chassis 100, and ensuring the safety of the occupants and battery device inside the vehicle.

[0102] In other embodiments of this application, a connecting plate 5 is provided between the second crossbeam 3 and the cover plate 4. A first plate portion 301 is connected to the connecting plate 5. Second plate portions 302, third plate portions 303, and fourth plate portions 304, together with the connecting plate 5, enclose a first cavity 321. A second connecting portion is formed in the fifth plate portion 305. Sixth plate portions 306, seventh plate portions 307, and eighth plate portions 308, together with the connecting plate 5, enclose a second cavity 322. A ninth plate portion 309 is connected to the connecting plate 5. (See also...) Figure 12 As shown, the connecting plate 5 is located between the second crossbeam 3 and the cover plate 4. The connecting plate 5 is welded to the cover plate 4. The first plate portion 301, the fifth plate portion 305, and the ninth plate portion 309 are all welded to the connecting plate 5. Thus, by setting the connecting plate 5, the structure of the first cavity 321 and the second cavity 322 is made more complete, the structural strength of the second crossbeam 3 is improved, and the energy absorption effect of the second crossbeam 3 is enhanced, thereby improving the safety performance of the vehicle.

[0103] In some embodiments of this application, the connecting plate 5 has a first protrusion 51, which is recessed toward the first cavity 321 in the direction from the cover plate 4 toward the first cavity 321. The first protrusion 51 and the cover plate 4 define a first sub-cavity 53. The connecting plate 5 has a second protrusion 52, which is recessed toward the second cavity 322 in the direction from the cover plate 4 toward the second cavity 322. The second protrusion 52 and the cover plate 4 define a second sub-cavity 54. (Refer to...) Figure 12 As shown, the connecting plate 5 has a first protrusion 51 and a second protrusion 52. The first protrusion 51 is concave upwards, and the second protrusion 52 is concave upwards. The first protrusion 51 and the cover plate 4 define a first cavity 53, and the second protrusion 52 and the cover plate 4 define a second cavity 54. Thus, the first cavity 53 and the second cavity 54 are defined by the cooperation of the connecting plate 5 and the cover plate 4. In this way, the second crossbeam 3, the connecting plate 5, and the cover plate 4 define the first cavity 321, the second cavity 322, the first cavity 53, and the second cavity 54. When the second crossbeam 3 is subjected to an impact load, the materials surrounding the first cavity 321, the second cavity 322, the first sub-cavity 53, and the second sub-cavity 54 will undergo plastic deformation, thereby consuming a large amount of energy. Furthermore, the first cavity 321, the second cavity 322, the first sub-cavity 53, and the second sub-cavity 54 can ensure that the deformation of the second crossbeam 3 is evenly distributed, avoiding premature failure caused by local stress concentration, improving the structural stability of the vehicle chassis 100, and ensuring the safety of the occupants and battery devices inside the vehicle.

[0104] In summary, referring to Figure 6 , Figure 10 and Figure 12 As shown, the cross-sectional areas of the first cavity 321 and the second cavity 322 are different, and the cross-sectional shapes of the first cavity 321 and the second cavity 322 are also different. This forms a multi-level energy-absorbing structure, which gradually absorbs impact energy, prolongs the collision time, and reduces the peak load during the side impact. Referring to the figure, the cross-sectional areas of the first cavity 321, the second cavity 322, the first sub-cavity 53, and the second sub-cavity 54 are different, and the cross-sectional shapes of the first cavity 321, the second cavity 322, the first sub-cavity 53, and the second sub-cavity 54 are also different. This forms a multi-level energy-absorbing structure, which gradually absorbs impact energy, prolongs the collision time, and reduces the peak load during the side impact. This reduces the impact energy transmitted to the vehicle interior, thereby improving the energy absorption capacity of the vehicle chassis 100, enhancing the energy absorption effect of the vehicle chassis 100, reducing the deformation of the energy compartment and passenger compartment during a side impact, and improving the vehicle's safety factor.

[0105] In other embodiments of this application, the cavity 32 is a single unit, and the second crossbeam 3 includes a first plate portion 301, a second plate portion 302, a third plate portion 303, and a fourth plate portion 304 connected sequentially. The first plate portion 301, the second plate portion 302, the third plate portion 303, and the fourth plate portion 304 enclose the cavity 32, and a second connecting portion is formed on the second plate portion 302 and the fourth plate portion 304. It is understood that, referring to... Figure 15 and Figure 19 As shown, the second connecting part is formed as a second connecting hole 31, which penetrates the second plate portion 302 and the fourth plate portion 304 in the vertical direction. That is, the second connecting hole 31 penetrates the second crossbeam 3 in the vertical direction. The first plate portion 301 and the fourth plate portion 304 are welded together. Thus, the second crossbeam 3 is formed by roll bending to form a cavity 32. When the second crossbeam 3 is subjected to an impact load, the material around the cavity 32 will undergo plastic deformation, thereby consuming a large amount of energy, avoiding premature failure caused by local stress concentration, improving the structural stability of the vehicle chassis 100, and ensuring the safety of the vehicle's occupants and battery device.

[0106] In some embodiments of this application, such as Figure 16 and Figure 20 As shown, a sleeve 9 is provided inside the cavity 32. The sleeve 9 is fitted onto the outer periphery of the fastener 8, and its two ends abut against the second plate portion 302 and the fourth plate portion 304, respectively. In this way, by providing the sleeve 9 inside the cavity 32, the structural strength of the second crossbeam 3 is increased, and the bending and torsional resistance of the second crossbeam 3 is improved. The sleeve 9 avoids early failure caused by local stress concentration in the second crossbeam 3 and promotes uniform deformation of the second crossbeam 3.

[0107] Optionally, the second crossbeam 3 is a roll forming part, a stamping part, or an extruded aluminum profile part.

[0108] It is understandable that the metal material of the second crossbeam 3 undergoes cold working hardening and grain refinement during the roll forming process, which enhances the strength and hardness of the second crossbeam 3 itself. Moreover, the roll forming method has high production efficiency, good consistency and low production cost.

[0109] The stamping process is highly automated, enabling high-speed continuous production, which improves the production efficiency of the second crossbeam 3. The second crossbeam 3 has high precision and good consistency.

[0110] After extrusion, the aluminum alloy has finer grains and a more uniform structure, which improves the strength and rigidity of the second crossbeam 3. Extruded aluminum has a low density, so the second crossbeam 3 is lighter for the same volume, which helps to save energy and reduce emissions. A dense aluminum oxide protective film will naturally form on the surface of the aluminum alloy, which has strong corrosion resistance.

[0111] Secondly, embodiments of this application also provide a vehicle, including the chassis 100 of the vehicle in any of the above embodiments.

[0112] Specifically, the vehicle includes a battery pack, seats, and a chassis 100 of any of the above embodiments. The chassis 100 has an energy compartment, a first crossbeam 2 is disposed within the energy compartment, the battery pack is disposed within the energy compartment and located on both sides of the first crossbeam 2, and the seats are disposed on a second crossbeam 3. It is understood that the first crossbeam 2, located within the energy compartment, is used to assemble and support the battery pack, which can be a battery cell assembly, a battery cell, or a battery module, etc. The seats are connected to the second crossbeam 3, thus improving both the structural strength of the vehicle chassis 100 and the vehicle's safety performance.

[0113] In the above technical solution, since the vehicle is equipped with a chassis 100, and since the second crossbeam 3 of the chassis 100 is fixedly connected to the first crossbeam 2, the fixed connection between the second crossbeam 3 and the first crossbeam 2 strengthens the structural strength of the first crossbeam 2. At the same time, the first crossbeam 2 also strengthens the structural strength of the second crossbeam 3. The connection between the second crossbeam 3 and the first crossbeam 2 provides mutual reinforcement. Furthermore, the sill beam 1, the first crossbeam 2, and the second crossbeam 3 together form an "I"-shaped structure. In the event of a side collision, this can reduce the deformation of the vehicle chassis 100, improve the deformation resistance and overall rigidity of the vehicle chassis 100, and make the vehicle chassis 100 more stable. This reduces the deformation of the energy compartment and passenger compartment, avoids leakage and thermal runaway of the battery device due to impact during a side collision, and reduces the possibility of fire caused by thermal runaway of the battery device. This is beneficial to improving the safety of the battery device, protecting the safety of the battery device and the occupants, and improving the safety performance of the vehicle.

[0114] The following will refer to Figures 1-20 The chassis 100 of a vehicle according to five specific embodiments of this application is described.

[0115] Example 1,

[0116] Reference Figures 1-7 The vehicle chassis 100 includes: sill beam 1, first crossbeam 2, second crossbeam 3, and cover plate 4.

[0117] Specifically, such as Figures 1-7As shown, the door sill beam 1 extends along the front-rear direction of the vehicle. There are two door sill beams 1, which are spaced apart in the left-right direction of the vehicle. There is a door sill beam 1 below each of the left and right doors. The first crossbeam 2 extends along the left-right direction of the vehicle. Each end of the first crossbeam 2 is connected to a door sill beam 1. The second crossbeam 3 extends along the left-right direction. The second crossbeam 3 is located above the first crossbeam 2 and is fixedly connected to the first crossbeam 2. The door sill beam 1, the first crossbeam 2 and the second crossbeam 3 together form an "I" shaped structure.

[0118] The first crossbeam 2 has multiple first connecting holes 21 arranged in the left-right direction, the second crossbeam 3 has multiple second connecting holes 31 arranged in the left-right direction, and the cover plate 4 has multiple third connecting holes 41 arranged in the left-right direction. Each third connecting hole 41 corresponds to one first connecting hole 21 and one second connecting hole 31. The fastener 8 passes through the second connecting hole 31, the third connecting hole 41 and the first connecting hole 21 in sequence to fasten the second crossbeam 3, the cover plate 4 and the first crossbeam 2.

[0119] The first connector 6 is welded to both ends of the second crossbeam 3. The first connector 6 is connected to the sill beam 1 by fasteners 8. The second crossbeam 3 is connected to the sill beam 1 by the first connector 6. The second connector 7 is connected to the sill beam 1 by fasteners 8. The first crossbeam 2 overlaps with the sill beam 1 by the second connector 7.

[0120] The second crossbeam 3 has a first cavity 321 and a second cavity 322. The first cavity 321 and the second cavity 322 are arranged at intervals in the front-back direction. The second connecting part is located between the first cavity 321 and the second cavity 322. The second crossbeam 3 is manufactured and bent by roll forming to form a first plate portion 301, a second plate portion 302, a third plate portion 303, a fourth plate portion 304, a fifth plate portion 305, a sixth plate portion 306 and a seventh plate portion 307. The first plate portion 301, the second plate portion 302, the third plate portion 303 and the fourth plate portion 304 enclose the first cavity 321. The fifth plate portion 305, the sixth plate portion 306, the seventh plate portion 307 and the fourth plate portion 304 enclose the second cavity 322. The cross-sectional area of ​​the first cavity 321 and the cross-sectional area of ​​the second cavity 322 are different. The cross-sectional shape of the first cavity 321 and the cross-sectional shape of the second cavity 322 are also different.

[0121] Example 2,

[0122] like Figures 8-11 As shown, the structure of this embodiment is roughly the same as that of Embodiment 1, with the same reference numerals used for the same components. The only difference is that the structure of the second crossbeam 3 described in Embodiment 1 is different from the structure of the second crossbeam 3 described in this Embodiment 2.

[0123] Reference Figures 8-11Specifically, the second crossbeam 3 is manufactured by stamping and bending to form a first plate 301, a second plate 302, a third plate 303, a fourth plate 304, a fifth plate 305, a sixth plate 306, a seventh plate 307, an eighth plate 308, and a ninth plate 309. The second plate 302, the third plate 303, and the fourth plate 304, together with the cover plate 4, enclose a first cavity 321. A second connecting portion is formed in the fifth plate 305. The sixth plate 306, the seventh plate 307, and the eighth plate 308, together with the cover plate 4, enclose a second cavity 322. The first plate 301 is connected to the cover plate 4, the second connecting portion is formed in the fifth plate 305, the fifth plate 305 is connected to the cover plate 4, and the ninth plate 309 is connected to the cover plate 4. The cross-sectional area of ​​the first cavity 321 is different from that of the second cavity 322, and the cross-sectional shape of the first cavity 321 is different from that of the second cavity 322.

[0124] Example 3,

[0125] like Figure 12 As shown, the structure of this embodiment is roughly the same as that of embodiment two, with the same components using the same reference numerals. The only difference is that in this embodiment, a connecting plate 5 is provided between the cover plate 4 and the second crossbeam 3.

[0126] Reference Figure 12 As shown, the second crossbeam 3 is manufactured by stamping and bending to form the first plate 301, the second plate 302, the third plate 303, the fourth plate 304, the fifth plate 305, the sixth plate 306, the seventh plate 307, the eighth plate 308, and the ninth plate 309. The second plate 302, the third plate 303, and the fourth plate 304, together with the cover plate 4, enclose the first cavity 321. The second connecting part is formed in the fifth plate 305. The sixth plate 306, the seventh plate 307, and the eighth plate 308, together with the cover plate 4, enclose the cavity 321. The second cavity 322 is formed, and the second connecting part is formed on the fifth plate 305. The connecting plate 5 is located between the second crossbeam 3 and the cover plate 4. The connecting plate 5 is welded to the cover plate 4. The first plate 301, the fifth plate 305 and the ninth plate 309 are all welded to the connecting plate 5. The connecting plate 5 has a first protrusion 51 and a second protrusion 52. The first protrusion 51 is concave upward and the second protrusion 52 is concave upward. The first protrusion 51 and the cover plate 4 define the first sub-cavity 53, and the second protrusion 52 and the cover plate 4 define the second sub-cavity 54.

[0127] The cross-sectional areas of the first cavity 321, the second cavity 322, the first sub-cavity 53, and the second sub-cavity 54 are different, and the cross-sectional shapes of the first cavity 321, the second cavity 322, the first sub-cavity 53, and the second sub-cavity 54 are also different.

[0128] Example 4,

[0129] like Figures 13-16 As shown, the structure of this embodiment is roughly the same as that of Embodiment 1, with the same components using the same reference numerals. The only difference is that the second crossbeam 3 in Embodiment 1 has two cavities 32, while the second crossbeam 3 in this Embodiment 4 has one cavity 32.

[0130] Specifically, refer to Figures 13-16 As shown, the second crossbeam 3 has a cavity 32, and the second connecting part is formed as a second connecting hole 31. The second connecting hole 31 penetrates the second plate portion 302 and the fourth plate portion 304 in the vertical direction, that is, the second connecting hole 31 penetrates the second crossbeam 3 in the vertical direction. The second crossbeam 3 is formed by roll bending to form the cavity 32. A sleeve 9 is provided in the cavity 32. The sleeve 9 is sleeved on the outer periphery of the fastener 8. The two ends of the sleeve 9 abut against the second plate portion 302 and the fourth plate portion 304 respectively. The structural strength of the second crossbeam 3 is increased by providing the sleeve 9 in the cavity 32. The first plate portion 301 and the fourth plate portion 304 are welded together.

[0131] Example 5,

[0132] like Figures 17-20 As shown, the structure of this embodiment is roughly the same as that of embodiment four, with the same parts using the same reference numerals. The only difference is that the second crossbeam 3 in embodiment four is roll-formed, while the second crossbeam 3 in this embodiment five is made of extruded aluminum profile.

[0133] Specifically, refer to Figures 17-20 As shown, the second crossbeam 3 has a cavity 32, and the second connecting part is formed as a second connecting hole 31. The second connecting hole 31 penetrates the second plate part 302 and the fourth plate part 304 in the vertical direction, that is, the second connecting hole 31 penetrates the second crossbeam 3 in the vertical direction. The second crossbeam 3 is formed by roll bending to form the cavity 32. A sleeve 9 is provided in the cavity 32. The sleeve 9 is sleeved on the outer periphery of the fastener 8. The two ends of the sleeve 9 abut against the second plate part 302 and the fourth plate part 304 respectively. The structural strength of the second crossbeam 3 is increased by providing the sleeve 9 in the cavity 32. The second crossbeam 3 is integrally formed.

[0134] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A chassis (100) for a vehicle, characterized in that, include: A threshold beam (1) extends along a first direction, and two threshold beams (1) are spaced apart in a second direction perpendicular to the first direction. The first crossbeam (2) extends along the second direction, and both ends of the first crossbeam (2) are connected to the threshold beam (1); The second crossbeam (3) is used to install the vehicle seat. The second crossbeam (3) extends along the second direction and is connected to the first crossbeam (2) in a third direction, which is perpendicular to the first direction and the second direction.

2. The chassis (100) of the vehicle according to claim 1, characterized in that, A first connecting portion is formed on the first crossbeam (2), and a second connecting portion is formed on the second crossbeam (3). The first crossbeam (2) and the second crossbeam (3) are connected by the first connecting portion and the second connecting portion.

3. The chassis (100) of the vehicle according to claim 2, characterized in that, The first connecting part has a first connecting hole (21), and the second connecting part has a second connecting hole (31). The first crossbeam (2) and the second crossbeam (3) are connected by fasteners (8) that pass through the first connecting hole (21) and the second connecting hole (31).

4. The chassis (100) of the vehicle according to claim 3, characterized in that, The first connecting hole (21) includes a plurality of holes, which are arranged along the second direction. The second connecting hole (31) includes a plurality of holes, which are arranged in a one-to-one correspondence with the plurality of first connecting holes (21).

5. The chassis (100) of the vehicle according to claim 4, characterized in that, Also includes: A cover plate (4) is provided between the first crossbeam (2) and the second crossbeam (3). The cover plate (4) has a third connecting hole (41) arranged in a one-to-one correspondence with the second connecting hole (31). The cover plate (4), the first crossbeam (2) and the second crossbeam (3) are connected by fasteners (8) through the third connecting hole (41). The first connecting hole (21) is connected to the second connecting hole (31).

6. The chassis (100) of the vehicle according to claim 5, characterized in that, Also includes: The first connector (6) is provided at both ends of the second crossbeam (3), and the second crossbeam (3) is connected to the threshold beam (1) through the first connector (6); The second connector (7) is located at both ends of the first crossbeam (2), and the first crossbeam (2) is connected to the threshold beam (1) through the second connector (7).

7. The chassis (100) of the vehicle according to claim 5, characterized in that, A cavity (32) is formed in the second crossbeam (3), the cavity (32) extends along the second direction, and the cavity (32) has at least one.

8. The chassis (100) of the vehicle according to claim 7, characterized in that, The cavity (32) includes a first cavity (321) and a second cavity (322), the first cavity (321) and the second cavity (322) are arranged at intervals in the first direction, and the first cavity (321) and the second cavity (322) are respectively located on both sides of the second connecting portion.

9. The chassis (100) of the vehicle according to claim 8, characterized in that, The second crossbeam (3) includes a first plate portion (301), a second plate portion (302), a third plate portion (303), a fourth plate portion (304), a fifth plate portion (305), a sixth plate portion (306), and a seventh plate portion (307). The first plate portion (301), the second plate portion (302), the third plate portion (303), and the fourth plate portion (304) enclose the first cavity (321). The fifth plate portion (305), the sixth plate portion (306), the seventh plate portion (307), and the fourth plate portion (304) enclose the second cavity (322). The fourth plate portion (304) is connected to the cover plate (4), and the second connecting portion is formed in the fourth plate portion (304).

10. The chassis (100) of the vehicle according to claim 8, characterized in that, The second crossbeam (3) includes a first plate portion (301), a second plate portion (302), a third plate portion (303), a fourth plate portion (304), a fifth plate portion (305), a sixth plate portion (306), a seventh plate portion (307), an eighth plate portion (308), and a ninth plate portion (309) connected in sequence. The first plate portion (301) is connected to the cover plate (4). The second plate portion (302), the third plate portion (303), the fourth plate portion (304), and the cover plate (4) together enclose the first cavity (321). The second connecting portion is formed in the fifth plate portion (305). The sixth plate portion (306), the seventh plate portion (307), the eighth plate portion (308), and the cover plate (4) together enclose the second cavity (322). The ninth plate portion (309) is connected to the cover plate (4).

11. The chassis (100) of the vehicle according to claim 10, characterized in that, A connecting plate (5) is provided between the second crossbeam (3) and the cover plate (4). The first plate portion (301) is connected to the connecting plate (5). The second plate portion (302), the third plate portion (303), the fourth plate portion (304) and the connecting plate (5) enclose the first cavity (321). The second connecting portion is formed on the fifth plate portion (305). The sixth plate portion (306), the seventh plate portion (307), the eighth plate portion (308) and the connecting plate (5) enclose the second cavity (322). The ninth plate portion (309) is connected to the connecting plate (5).

12. The chassis (100) of the vehicle according to claim 11, characterized in that, The connecting plate (5) has a first protrusion (51) that is recessed toward the first cavity (321) in the direction from the cover plate (4) toward the first cavity (321). The first protrusion (51) and the cover plate (4) define a first sub-cavity (53). The connecting plate (5) has a second protrusion (52) that is recessed toward the second cavity (322) in the direction from the cover plate (4) toward the second cavity (322). The second protrusion (52) and the cover plate (4) define a second sub-cavity (54).

13. The chassis (100) of the vehicle according to claim 7, characterized in that, The cavity (32) has one portion, and the second crossbeam (3) includes a first plate portion (301), a second plate portion (302), a third plate portion (303), and a fourth plate portion (304) connected in sequence. The first plate portion (301), the second plate portion (302), the third plate portion (303), and the fourth plate portion (304) enclose the cavity (32), and the second connecting portion is formed on the second plate portion (302) and the fourth plate portion (304).

14. The chassis (100) of the vehicle according to claim 13, characterized in that, A sleeve (9) is provided inside the cavity (32). The sleeve (9) is sleeved on the outer periphery of the fastener (8). The two ends of the sleeve (9) abut against the second plate portion (302) and the fourth plate portion (304) respectively.

15. The chassis (100) of the vehicle according to any one of claims 1-14, characterized in that, The second crossbeam (3) is a roll forming part, or the second crossbeam (3) is a stamping part, or the second crossbeam (3) is an extruded aluminum profile part.

16. A vehicle, characterized in that, include: The chassis (100) of the vehicle according to any one of claims 1-15, the chassis (100) of the vehicle having an energy compartment, the first crossbeam (2) being disposed in the energy compartment; A battery device, wherein the battery device is disposed in the energy compartment and located on both sides of the first crossbeam (2); The seat is located on the second crossbeam (3).

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