Vehicle frame assembly and vehicle

Abstract

The utility model provides a frame assembly and a vehicle, and the frame assembly comprises a lower vehicle body and two rear wheel cover assemblies; the lower vehicle body comprises a longitudinal beam, and the longitudinal beam is provided with an upper side and a lower side which are opposite in the vertical direction and an outer side and an inner side which are opposite in the horizontal direction; the two rear wheel cover assemblies are connected to the two sides of the lower vehicle body respectively. The rear wheel cover assembly comprises a wheel cover inner plate and a rear damping support. The wheel cover inner plate is connected to the upper side of the longitudinal beam; the rear damping support is connected to the side, away from the lower vehicle body, of the wheel cover inner plate and provided with an extending part extending towards the lower side of the longitudinal beam, and the extending part is connected with the outer side of the longitudinal beam. According to the vehicle frame structure, the torsional rigidity of the vehicle frame structure can be further improved, and therefore the requirements of people for driving stability, safety and driving feeling are met as much as possible.

Description

Technical Field

[0001] This application relates to the field of vehicle structure technology, and in particular to a frame assembly and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry, automobile production and sales have increased year by year, and people's requirements for vehicle performance are also getting higher and higher. During driving, indicators such as the torsional stiffness of the vehicle's frame structure have a significant impact on driving stability, safety, and passenger ride comfort.

[0003] The vehicle frame structure includes crossbeams and longitudinal beams. In related technologies, to improve the torsional stiffness of the frame structure, the crossbeams are typically connected to the rear shock absorber mounts of the wheel arches. However, this structure offers limited improvement to the torsional stiffness of the frame structure; therefore, how to further enhance the torsional stiffness of the frame structure is a problem worthy of current research. Utility Model Content

[0004] This application provides a chassis assembly and a vehicle that can further improve the torsional stiffness of the vehicle chassis structure, thereby meeting people's needs for driving stability, safety and driving experience as much as possible.

[0005] In one aspect, this application provides a vehicle frame assembly, including a lower body and two rear wheel arch assemblies;

[0006] The lower body includes a longitudinal beam having an upper and a lower side opposite each other in the vertical direction, and an outer and an inner side opposite each other in the horizontal direction;

[0007] Two rear wheel arch assemblies are respectively connected to both sides of the lower body; the rear wheel arch assembly includes an inner wheel arch plate and a rear shock absorber bracket; the inner wheel arch plate is connected to the upper side of the longitudinal beam; the rear shock absorber bracket is connected to the inner wheel arch plate on the side away from the lower body, and the rear shock absorber bracket has an extension extending toward the lower side of the longitudinal beam, and the extension is connected to the outer side of the longitudinal beam.

[0008] The solution provided in this application allows the torsional moment transmitted by the wheel arch inner panel to be absorbed and transferred to other parts of the vehicle body through the longitudinal beams and lower body during vehicle operation. When the vehicle turns at high speed, the high torsional stiffness of the frame assembly can reduce body roll and torsion, thereby improving vehicle stability and safety. When the vehicle travels on uneven roads, the high torsional stiffness of the frame assembly can effectively absorb and disperse the impact force from the road surface, reducing the bumpy feeling for passengers and thus improving their driving experience. Therefore, this application can further improve the torsional stiffness of the vehicle frame structure, thereby meeting people's needs for driving stability, safety, and driving experience as much as possible.

[0009] In conjunction with the first aspect, in some possible implementations, the outer side of the longitudinal beam is provided with an opening corresponding to the extension;

[0010] The extension covers the opening and is welded to the edge of the opening.

[0011] In combination with the first aspect and the above-described implementation, in some possible implementations, the longitudinal beam has a receiving cavity, and the opening communicates with the receiving cavity;

[0012] The cavity is provided with a reinforcing rib plate opposite to the opening, and the reinforcing rib plate is connected to the cavity wall.

[0013] In combination with the first aspect and the above-described implementation, in some possible implementations, the rear wheel arch assembly further includes a support reinforcement plate;

[0014] The support reinforcement plate is located on the side of the inner plate of the wheel arch near the lower body and is connected to the inner plate of the wheel arch. The support reinforcement plate is arranged opposite to the rear shock absorber support.

[0015] In combination with the first aspect and the above-described implementation methods, in some possible implementation methods, the lower body also includes a floor and a crossbeam;

[0016] The floor is connected to the inner side of the longitudinal beam, and the floor has an upper side and a lower side that are opposite each other in the vertical direction;

[0017] There are multiple crossbeams, which are connected to the floor and located on the upper and / or lower side of the floor.

[0018] In combination with the first aspect and the above-described implementation methods, in some possible implementation methods, the crossbeam includes a first crossbeam;

[0019] The first crossbeam is connected to the upper side of the floor, and the end of the first crossbeam is fixedly connected to the support reinforcement plate and the inner plate of the wheel cover.

[0020] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the floor includes a first floor, a second floor, and a connecting plate;

[0021] The connecting plate is located between the first floor and the second floor, and is connected to both the first floor and the second floor.

[0022] In combination with the first aspect and the above-described implementation methods, in some possible implementation methods, the first crossbeam is disposed on the upper side of the connecting plate;

[0023] The crossbeam also includes a second crossbeam and a third crossbeam;

[0024] The second crossbeam is located on the lower side of the connecting plate and is connected to the edge of the connecting plate near the second floor.

[0025] The third crossbeam is located below the first floor and is connected to the edge of the first floor near the connecting plate.

[0026] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the crossbeam may further include a fourth crossbeam;

[0027] The fourth crossbeam corresponds to the second crossbeam and is connected to the upper side of the first floor.

[0028] The second crossbeam has a first flange and a second flange on both sides, and the fourth crossbeam has a third flange and a fourth flange on both sides. The first flange, the second crossbeam, the second flange, the third flange, the fourth crossbeam, and the fourth flange constitute a cavity.

[0029] Part of the connecting plate is located within the cavity, which includes a first cavity and a second cavity distributed vertically from top to bottom.

[0030] Secondly, this application also provides a vehicle, including:

[0031] The frame assembly described in any of the first aspects above.

[0032] 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

[0033] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the embodiments described below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0034] Figure 1 This is a partial structural schematic diagram of the frame assembly provided in an embodiment of this application from one perspective;

[0035] Figure 2 yes Figure 1 Schematic diagram of the structure of the longitudinal beam connecting the rear shock absorber support in the chassis assembly;

[0036] Figure 3 yes Figure 2 A schematic diagram of the damping support (omitted in the original text);

[0037] Figure 4 yes Figure 3 Top view of the chassis assembly;

[0038] Figure 5 yes Figure 4 A structural diagram of the chassis assembly omitting the floor;

[0039] Figure 6 yes Figure 4 Cross-sectional view of the chassis assembly along line AA;

[0040] Figure 7 yes Figure 4 Cross-sectional view of the frame assembly along the BB line.

[0041] The annotations in the attached figures are explained as follows:

[0042] 100—Chassis assembly;

[0043] 1—Lower body;

[0044] 11—Longitudinal beam; 111—Opening; 112—Receiving cavity; 1121—Reinforcing rib;

[0045] 12—Floor; 121—First floor; 122—Second floor; 123—Connecting plate;

[0046] 13—Crossbeam; 131—First crossbeam; 132—Second crossbeam; 133—Third crossbeam; 134—Fourth crossbeam; 135—Cavity; 1351—First cavity; 1352—Second cavity;

[0047] 2—Rear wheel arch assembly;

[0048] 20—Wheel housing outer panel;

[0049] 21—Wheel cover inner panel;

[0050] 22—Rear shock absorber bearing; 221—Extension;

[0051] 23—Support reinforcement plate. Detailed Implementation

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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," "clockwise," "counterclockwise," "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.

[0056] 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.

[0057] 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, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0058] 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.

[0059] With the rapid development of the automotive industry, automobile production and sales have increased year by year, and people's requirements for vehicle performance are also getting higher and higher. During driving, indicators such as the torsional stiffness of the vehicle's frame structure have a significant impact on driving stability, safety, and passenger ride comfort.

[0060] The vehicle frame structure includes crossbeams and longitudinal beams. In related technologies, to improve the torsional stiffness of the frame structure, the crossbeams are typically connected to the rear shock absorber mounts of the wheel arches. However, this structure offers limited improvement to the torsional stiffness of the frame structure; therefore, how to further enhance the torsional stiffness of the frame structure is a problem worthy of current research.

[0061] To address the aforementioned technical problems, this application provides a chassis assembly and a vehicle. The chassis assembly and vehicle provided in this application will now be described in detail with reference to the accompanying drawings.

[0062] First, please refer to Figure 1 and Figure 2 The first aspect of this application provides a vehicle frame assembly 100, which includes a lower body 1 and two rear wheel arch assemblies 2.

[0063] The lower body 1 includes a longitudinal beam 11, which has an upper and a lower side opposite to each other in the vertical direction, and an outer and an inner side opposite to each other in the horizontal direction; two rear wheel arch assemblies 2 are respectively connected to the two sides of the lower body 1; the rear wheel arch assembly 2 includes a wheel arch inner plate 21 and a rear shock absorber 22, the wheel arch inner plate 21 is connected to the upper side of the longitudinal beam 11; the rear shock absorber 22 is connected to the side of the wheel arch inner plate 21 away from the lower body 1, and the rear shock absorber 22 has an extension 221 extending toward the lower side of the longitudinal beam 11, the extension 221 being connected to the outer side of the longitudinal beam 11.

[0064] The frame assembly 100 is the vehicle's supporting structure, connecting the wheels and the body to support the vehicle body and bear its load. The lower body 1 is the lower part of the vehicle body, serving as the vehicle's basic structure, supporting the vehicle's weight and housing components such as the powertrain, suspension system, and braking system. The lower body 1 includes longitudinal beams 11, typically two in number, located on either side of the vehicle's bottom longitudinal direction. The longitudinal beams 11 extend along the vehicle's longitudinal direction from the front to the rear.

[0065] The rear wheel arch assembly 2 covers the wheel area, serving to protect, decorate, and reinforce the vehicle body structure. It protects the wheels and suspension system from impacts from flying stones and mud, while also helping to reduce noise and improve the overall aesthetics of the vehicle. Two rear wheel arch assemblies 2 are respectively connected to both sides of the lower body 1. Each rear wheel arch assembly 2 includes an inner wheel arch plate 21 and a rear shock absorber mount 22. Additionally, each rear wheel arch assembly 2 may also include an outer wheel arch plate 20 connected to the inner wheel arch plate 21. The inner wheel arch plate 21 has a shape that matches the wheel shape and has an arc-shaped structure. The inner wheel arch plate 21 can be fixed to the upper side of the longitudinal beam 11 by welding or other methods. The outer wheel arch plate 20 is a body cover located outside the wheel. The outer wheel arch plate 20 is connected to the inner wheel arch plate 21 and protects the outer side of the wheel, for example, by shielding it from splashed mud and water.

[0066] The rear shock absorber mount 22 is a component in the vehicle suspension system used to mount the rear shock absorber. It transmits the force of the rear shock absorber to the vehicle body structure, thus achieving the functions of rear shock absorption and support. The rear shock absorber mount 22 can be fixed to the side of the wheel arch inner plate 21 away from the lower body 1 by means of bolts, welding, or riveting. Figure 1 and Figure 2 As shown, the rear shock absorber 22 has an extension 221 extending toward the lower side of the longitudinal beam 11, and the extension 221 is connected to the outer side of the longitudinal beam 11.

[0067] The shape and length of the extension 221 can be adapted to the height of the longitudinal beam 11. For example, for a longitudinal beam 11 with a curved lower side, the edge of the extension 221 can be set to have a corresponding curvature. The extension 221 is located on the outside of the longitudinal beam 11 and is fixedly connected to the outside of the longitudinal beam 11 by welding, bolting, or riveting. The connection between the extension 221 and the outside of the longitudinal beam 11 allows the rear shock absorber support 22 to cooperate with the longitudinal beam 11 to form an inverted "T"-shaped structure. This allows the rear shock absorber support 22, which is connected to the inner wheel arch plate 21, to be connected to the lower body 1 through the longitudinal beam 11 to form a robust integral structure, thereby giving the frame assembly 100 higher torsional stiffness.

[0068] The solution provided in this application embodiment allows the torsional moment transmitted by the wheel arch inner plate 21 during vehicle operation to be absorbed by the longitudinal beam 11 and the lower body 1 and transmitted to other parts of the vehicle body. When the vehicle turns at high speed, the high torsional stiffness of the frame assembly 100 can reduce body roll and torsion, thereby improving vehicle stability and safety. When the vehicle travels on uneven roads, the high torsional stiffness of the frame assembly 100 can effectively absorb and disperse the impact force from the road surface, reducing the bumpy feeling for passengers inside the vehicle, thereby improving the passenger's driving experience. Therefore, this application can further improve the torsional stiffness of the vehicle frame structure, thereby meeting people's needs for driving stability, safety, and driving experience as much as possible.

[0069] See Figure 2 and Figure 3 In some embodiments, the outer side of the longitudinal beam 11 is provided with an opening 111 corresponding to the extension 221; the extension 221 covers the opening 111 and is welded to the edge of the opening 111.

[0070] The size and shape of the opening 111 can be flexibly determined according to the size and shape of the extension 221, and this embodiment does not specifically limit this. The extension 221 covers the opening 111, which can be welded to the edge of the opening 111, thereby better controlling the shape and size of the weld, and also making the heat generated during welding more evenly distributed, effectively reducing welding defects such as porosity, slag inclusion, and lack of fusion, and improving the welding strength.

[0071] By providing the opening 111 in this embodiment, the weight of the longitudinal beam 11 can be reduced, which is beneficial to the lightweighting of the vehicle. On the other hand, it can avoid the extension 221 from being welded to the outer side of the longitudinal beam 11, thus ensuring the connection strength between the extension 221 and the outer side of the longitudinal beam 11.

[0072] See Figure 4 and Figure 6 In some embodiments, the longitudinal beam 11 has a receiving cavity 112, and the opening 111 communicates with the receiving cavity 112; the receiving cavity 112 is provided with a reinforcing rib 1121 opposite to the opening 111, and the reinforcing rib 1121 is connected to the cavity wall of the receiving cavity 112.

[0073] The reinforcing rib 1121 is fixedly connected to the cavity wall of the receiving cavity 112. For example... Figure 6 As shown, the reinforcing rib 1121 can extend along the length of the longitudinal beam 11, or it can extend perpendicular to the length of the longitudinal beam 11. There can be one or more reinforcing ribs 1121. Multiple reinforcing ribs 1121 spaced apart within the receiving cavity 112 can evenly distribute the force borne, further improving the strength and stability of the longitudinal beam 11.

[0074] In this embodiment of the application, by providing reinforcing ribs 1121, the influence of the opening 111 on the strength and stability of the longitudinal beam 11 can be compensated, effectively ensuring the strength and stability of the longitudinal beam 11.

[0075] Please continue reading Figure 6 In some embodiments, the rear wheel arch assembly 2 may also include a support reinforcement plate 23, which is located on the side of the inner plate 21 of the wheel arch close to the lower body 1 and is connected to the inner plate 21 of the wheel arch. The support reinforcement plate 23 is disposed opposite to the rear shock absorber support 22.

[0076] The bearing reinforcement plate 23 and the rear shock absorber bearing 22 are respectively disposed on both sides of the inner plate 21 of the wheel arch, and the bearing reinforcement plate 23 and the rear shock absorber bearing 22 are disposed opposite to each other. The shape of the bearing reinforcement plate 23 is adapted to the shape of the inner plate 21 of the wheel arch. Designers can flexibly adjust the shape of the bearing reinforcement plate 23 according to the actual situation. This application embodiment does not make specific limitations in this regard.

[0077] By setting the rear damping support 22 in this embodiment, the strength and stability of the rear damping support 22 can be enhanced, and the load-bearing capacity of the rear damping support 22 can be effectively improved.

[0078] See Figure 4 and Figure 5 In some embodiments, the lower body 1 may further include a floor 12 and crossbeams 13. The floor 12 is connected to the inner side of the longitudinal beams 11. The floor 12 has an upper side and a lower side opposite to each other in the vertical direction. There are multiple crossbeams 13, which are connected to the floor 12 and located on the upper side and / or lower side of the floor 12.

[0079] The floor 12 is the main part of the lower body 1. It is connected to the inner side of the longitudinal beam 11. It can not only provide support for passengers and cargo, but also protect the bottom of the vehicle from external environmental erosion such as mud, water stains, and stones. At the same time, it can also reduce noise and reduce vibration inside the vehicle.

[0080] The number of crossbeams 13 can be multiple, such as two, three, four, etc. These crossbeams 13 can be evenly distributed on the upper side of the floor 12, or evenly distributed on the lower side of the floor 12. Alternatively, they can be partially distributed on the upper side and partially on the lower side of the floor 12. The specific distribution of the multiple crossbeams 13 will be described in detail below in the embodiments of this application.

[0081] The solution provided in this application embodiment takes into account that the floor 12 is relatively thin and that a single floor 12 is prone to deformation or damage when subjected to a large load. Therefore, by setting multiple crossbeams 13 on the floor 12, the multiple crossbeams 13 can distribute the load of the floor 12 to the longitudinal beams 11 of the vehicle body and other structural components, thereby effectively improving the overall strength of the floor 12.

[0082] See Figure 5 and Figure 6 In some embodiments, the crossbeam 13 may include a first crossbeam 131, which is connected to the upper side of the floor 12, and the end of the first crossbeam 131 is fixedly connected to the support reinforcement plate 23 and the inner plate 21 of the wheel cover.

[0083] The first crossbeam 131 can be either an integral structure or a modular assembly structure. A modular assembly structure first crossbeam 131 can include multiple independent structures connected together by welding, bolting, riveting, or other methods. For example, the first crossbeam 131 can include a crossbeam body and connectors at both ends of the crossbeam body. Compared to an integral structure first crossbeam 131, a modular assembly structure first crossbeam 131 is composed of multiple independent structural components, each manufactured and processed individually. This allows for mass production with high quality, and different vehicle models can select different crossbeam components for combination, offering advantages in production efficiency and flexibility. Furthermore, the modular assembly structure first crossbeam 131 is also disassembled, facilitating maintenance and replacement, and simplifying vehicle maintenance and modification.

[0084] The first crossbeam 131 is located between the two rear wheel arch assemblies 2. The ends of the first crossbeam 131 are connected not only to the support reinforcing plate 23 but also to the inner plate 21 of the wheel arch. Thus, both ends of the first crossbeam 131 are securely connected to the two rear wheel arch assemblies 2 via the support reinforcing plate 23 and the inner plate 21 of the wheel arch, forming a... Figure 5 The U-shaped structure shown effectively improves the strength and rigidity of the rear wheel arch assembly 2.

[0085] The solution provided in this application embodiment, when a vehicle collides, since the inner wheel arch plate 21 and the support reinforcement plate 23 of the rear wheel arch assembly 2 are both connected to the first crossbeam 131, the high torsional stiffness of the frame assembly 100 can reduce the degree of collapse deformation of the side area of ​​the vehicle body into the passenger compartment due to the high strength and stiffness of the rear wheel arch assembly 2, further improving the safety of vehicle driving.

[0086] See Figure 7 In some embodiments, the floor 12 includes a first floor 121, a second floor 122, and a connecting plate 123. The connecting plate 123 is located between the first floor 121 and the second floor 122, and is connected to both the first floor 121 and the second floor 122.

[0087] The first floor 121 can be the middle floor, and the second floor 122 can be the rear floor. The first floor 121, the connecting plate 123, and the second floor 122 can be connected into a complete load-bearing structure by welding, riveting, or other means.

[0088] Considering that the larger the area, the more difficult it is to stamp the floor 12, in order to ensure the accuracy and quality of stamping, the floor 12 in this embodiment is divided into segments: the first floor 121, the connecting plate 123, and the second floor 122. The size of each segment is relatively small, which not only facilitates high-quality processing and forming, but also occupies little space and is convenient for transportation and storage.

[0089] Furthermore, the segmented first floor 121, connecting plate 123, and second floor 122 can be flexibly adjusted and replaced according to the vehicle's internal layout requirements. For example, when the structure of the second floor 122 needs to be adjusted due to vehicle modification, the modification requirements can be met simply by replacing the second floor 122.

[0090] Furthermore, if any of the first floor 121, connecting plate 123, or second floor 122 is deformed or damaged, only that part can be repaired or replaced, thus effectively reducing maintenance costs. For example, if the second floor 122 is deformed due to a rear-end collision while the vehicle is in motion, the floor 12 can be repaired quickly and economically simply by replacing the second floor 122.

[0091] Please continue reading Figure 7 In some embodiments, the first crossbeam 131 is disposed on the upper side of the connecting plate 123. The crossbeam 13 also includes a second crossbeam 132 and a third crossbeam 133; the second crossbeam 132 is located on the lower side of the connecting plate 123 and is connected to the edge of the connecting plate 123 near the second floor 122; the third crossbeam 133 is located on the lower side of the first floor 121 and is connected to the edge of the first floor 121 near the connecting plate 123.

[0092] The first crossbeam 131 is positioned above the connecting plate 123, the second crossbeam 132 is positioned below the connecting plate 123, and the third crossbeam 133 is positioned below the first floor 121. In essence, the first crossbeam 131 is positioned above the floor 12, while the second and third crossbeams 132 and 133 are positioned below the floor 12, with the first crossbeam 131 located between the second and third crossbeams 132 and 133. This arrangement creates a staggered configuration of the first, second, and third crossbeams. This effectively distributes the load, enhances the overall torsional stiffness of the floor 12, and consequently reduces vehicle body deformation during operation.

[0093] Since the connecting plate 123 is connected to the first floor 121 and the second floor 122 respectively by welding or other methods, the connection points between the connecting plate 123 and the first floor 121, and between the connecting plate 123 and the second floor 122, bear significant stress. To reduce deformation or cracking at the connection points due to stress concentration, this embodiment of the application further provides a second crossbeam 132 at the edge of the connecting plate 123 near the second floor 122, and a third crossbeam 133 at the edge of the first floor 121 near the connecting plate 123. This effectively enhances the strength and rigidity of the local area of ​​the connection points and disperses concentrated stress over a larger area, reducing the local stress level and thus improving the overall stability of the floor 12 structure.

[0094] In summary, by placing the first crossbeam 131, the second crossbeam 132, and the third crossbeam 133 at appropriate locations on the floor 12, this application can effectively improve the overall torsional stiffness and overall structural stability of the floor 12.

[0095] Please continue reading Figure 7 In some embodiments, the crossbeam 13 may also include a fourth crossbeam 134, which is connected to the upper side of the first floor 121 corresponding to the second crossbeam 132.

[0096] The second crossbeam 132 has a first flange and a second flange on both sides (not shown in the figure), and the fourth crossbeam 134 has a third flange and a fourth flange on both sides (not shown in the figure). The first flange, the second crossbeam 132, the second flange, the third flange, the fourth crossbeam 134 and the fourth flange constitute the cavity 135.

[0097] Part of the connecting plate 123 is located inside the cavity 135, which includes a first cavity 1351 and a second cavity 1352 distributed vertically from top to bottom.

[0098] like Figure 7 As shown, the cross-section of cavity 135 along the direction extending from longitudinal beam 11 is approximately quadrilateral. Specifically, for the fourth crossbeam 134, the third flange, the fourth crossbeam 134, and the fourth flange together with the connecting plate 123 form the first cavity 1351. For the second crossbeam 132, the first flange, the second crossbeam 132, and the second flange together with the connecting plate 123 form the second cavity 1352.

[0099] It should be noted that although the dimensions of the first cavity 1351 and the second cavity 1352 are relatively small, the embodiments of this application can form a larger cavity 135 by combining the first cavity 1351 and the second cavity 1352, thereby significantly improving the bending and torsional stiffness of the second crossbeam 132 and the fourth crossbeam 134 without adding too much weight.

[0100] Furthermore, the first cavity 1351 and the second cavity 1352 can provide concealed channels for components such as wiring harnesses and pipes inside the vehicle, thereby optimizing the interior space layout and improving the tidiness of the vehicle interior. Additionally, cavity 135 can be filled with sound-insulating materials to effectively block noise propagation paths. For example, cavity 135 can be filled with polyurethane foam, which can significantly reduce interior noise and minimize the impact of wind noise, road noise, and other disturbances on the in-vehicle environment.

[0101] Understandably, see Figure 7Designers can also use a similar flanged form to make the first crossbeam 131, the third crossbeam 133 and the base plate 12 form corresponding cavities, which will not be elaborated further in this application.

[0102] Secondly, please see Figure 2 A second aspect of this application also provides a vehicle that includes the frame assembly 100 described in any of the first aspects above.

[0103] This application does not specify the type of vehicle; the vehicle can be a gasoline-powered vehicle, a pure electric vehicle, a plug-in hybrid electric vehicle, a hybrid electric vehicle, etc.

[0104] The vehicle provided in this application embodiment, having the frame assembly 100 of the above embodiment, possesses all the beneficial effects of the frame assembly 100 described above. The frame assembly 100 has been described in detail above and will not be repeated here.

[0105] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. 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 frame assembly (100), characterized in that, include: The lower body (1) includes a longitudinal beam (11) having an upper and lower side opposite each other in the vertical direction, and an outer and inner side opposite each other in the horizontal direction; and Two rear wheel arch assemblies (2) are respectively connected to both sides of the lower body (1); the rear wheel arch assembly (2) includes: The inner plate (21) of the wheel cover is connected to the upper side of the longitudinal beam (11); The rear shock absorber support (22) is connected to the inner plate of the wheel arch (21) on the side away from the lower body (1). The rear shock absorber support (22) has an extension (221) extending toward the lower side of the longitudinal beam (11). The extension (221) is connected to the outer side of the longitudinal beam (11).

2. The frame assembly (100) according to claim 1, characterized in that, The longitudinal beam (11) has an opening (111) on the outer side corresponding to the extension (221); The extension (221) covers the opening (111) and is welded to the edge of the opening (111).

3. The frame assembly (100) according to claim 2, characterized in that, The longitudinal beam (11) has a receiving cavity (112), and the opening (111) communicates with the receiving cavity (112); The cavity (112) is provided with a reinforcing rib (1121) opposite to the opening (111), and the reinforcing rib (1121) is connected to the cavity wall of the cavity (112).

4. The frame assembly (100) according to claim 1, characterized in that, The rear wheel arch assembly (2) also includes: The support reinforcement plate (23) is located on the side of the inner plate (21) of the wheel cover close to the lower body (1) and is connected to the inner plate (21) of the wheel cover. The support reinforcement plate (23) is arranged opposite to the rear shock absorber support (22).

5. The frame assembly (100) according to claim 4, characterized in that, The lower body (1) also includes: Floor (12), connected to the inside of the longitudinal beam (11), the floor (12) having an upper side and a lower side opposite each other in the vertical direction; A beam (13), the number of which is multiple, the beam (13) is connected to the floor (12) and located on the upper and / or lower side of the floor (12).

6. The frame assembly (100) according to claim 5, characterized in that, The crossbeam (13) includes: The first crossbeam (131) is connected to the upper side of the floor (12), and the end of the first crossbeam (131) is fixedly connected to the support reinforcement plate (23) and the inner plate of the wheel cover (21).

7. The frame assembly (100) according to claim 6, characterized in that, The floor (12) includes: First floor (121); The second floor (122); and A connecting plate (123) is located between the first floor (121) and the second floor (122), and is connected to the first floor (121) and the second floor (122) respectively.

8. The frame assembly (100) according to claim 7, characterized in that, The first crossbeam (131) is disposed on the upper side of the connecting plate (123); The crossbeam (13) also includes: The second crossbeam (132) is located on the lower side of the connecting plate (123) and is connected to the edge of the connecting plate (123) near the second floor (122); The third crossbeam (133) is located on the underside of the first floor (121) and is connected to the edge of the first floor (121) near the end of the connecting plate (123).

9. The frame assembly (100) according to claim 8, characterized in that, The crossbeam (13) also includes: The fourth crossbeam (134) is connected to the upper side of the first floor (121) corresponding to the second crossbeam (132); The second crossbeam (132) has a first flange and a second flange on both sides, and the fourth crossbeam (134) has a third flange and a fourth flange on both sides. The first flange, the second crossbeam (132), the second flange, the third flange, the fourth crossbeam (134) and the fourth flange constitute a cavity (135). Part of the connecting plate (123) is located inside the cavity (135), which includes a first cavity (1351) and a second cavity (1352) distributed vertically from top to bottom.

10. A vehicle, characterized in that, include: The frame assembly (100) as described in any one of claims 1 to 9.

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