Lower vehicle body of vehicle and vehicle

Abstract

The lower vehicle body comprises a front anti-collision frame, a front wall lower cross beam, a middle threshold beam, a rear floor frame and a rear anti-collision frame which are sequentially connected in the first direction, and the middle threshold beam is provided with a battery bin used for installing a battery pack; the front wall lower cross beam is used for being connected with a front wall plate of an upper vehicle body of the vehicle. The rear floor frame is provided with a rear shock absorber mounting part, the rear shock absorber mounting part is used for mounting a rear shock absorber, and a rear wheel cover of the vehicle is arranged on the upper vehicle body. By means of the structure, use of parts is reduced, working procedures and cost are saved, and the lower vehicle body which is light in weight, small in number of overall parts, high in modularization degree and high in universality can be obtained.

Description

Technical Field

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

[0002] The underbody, as the carrier of the chassis, powertrain, and other systems, is a major load-bearing component, and its structural design plays a crucial role in the vehicle. Traditional underbody structural components, such as front and rear longitudinal beams and sill beams, are manufactured using sheet metal or steel plate stamping processes. However, stamping dies are costly, have long development cycles, and require separate dies for different wheelbases and front / rear overhang lengths, hindering the standardization, scalability, and modularity of the underbody. While existing technologies include die casting, extrusion molding, or a combination of both, to manufacture underbody structural components, these methods are not ideal in terms of saving processes and costs due to unreasonable design of the underbody's structural components. For example, the front bulkhead area is often an assembly. Because the upper part of the front bulkhead area is significantly influenced by the styling of different vehicle models, the generalization of the front bulkhead assembly is low. When installing the front bulkhead assembly onto the underbody, numerous connecting parts and mounting components are required, complicating the underbody forming process.

[0003] Therefore, for vehicles, especially new energy vehicles, how to optimize the various structural components of the underbody and make reasonable use of different molding methods according to the different characteristics of each structural component, so as to save processes and costs and obtain a lightweight, fewer overall parts, highly modular, and highly versatile underbody, is an urgent problem to be solved.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this utility model and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Utility Model Content

[0005] In view of this, the present application provides a vehicle body to solve at least one problem existing in the background art.

[0006] Firstly, embodiments of this application provide a vehicle underbody.

[0007] It includes a front bumper frame, a front lower crossbeam, a middle sill beam, a rear floor frame, and a rear bumper frame connected sequentially along the first direction;

[0008] The central sill beam is equipped with a battery compartment for installing a battery pack.

[0009] The lower crossbeam of the front bulkhead is used to connect the front bulkhead panel of the upper body of the vehicle;

[0010] The rear floor frame is provided with a rear shock absorber mounting part, which is used to install the rear shock absorber, and the rear wheel cover of the vehicle is provided on the upper body.

[0011] Optionally, the front bumper frame, the middle door sill beam, and the rear bumper frame are all extruded profiles, while the front lower crossbeam and the rear floor frame are all integral die-cast parts.

[0012] The lower body provided in this application embodiment consists of a front anti-collision frame, a central sill beam, and a rear anti-collision frame, all of which are integral extruded profiles. On the one hand, the mold development cost and development cycle of extruded profiles are much lower than those of die casting and stamping, which can greatly reduce costs. The cross-sectional shape of the extruded profile can be achieved by replacing the extrusion die head at a lower cost, thereby meeting the structural strength requirements of different components. On the other hand, the length of the extruded profile can be flexibly cut to meet the wheelbase and front and rear overhang dimensions requirements of different vehicle models. In addition, extruded profiles, especially extruded aluminum profiles, are lighter than die castings and stamped steel plates, which can meet the lightweight requirements of vehicles, especially new energy vehicles.

[0013] The vehicle body provided in this application embodiment has a front lower crossbeam and a rear floor frame that are both integral die-cast parts. On the one hand, die-cast parts can ensure the overall rigidity and strength of the structural components. The integral die-cast parts have a high degree of component integration, which can reduce the use of parts. On the other hand, the thickness of the parts and the shape of local ribs of the integral die-cast parts can be freely designed, which is beneficial to improving the strength of local mounting points.

[0014] In conjunction with the first aspect of this application, in an optional embodiment, the front bumper frame includes a front bumper beam and a front longitudinal beam connected sequentially along the first direction, wherein there are two front longitudinal beams, each located on one side of the front bumper beam along the second direction, and the two front longitudinal beams are connected to the lower crossbeam of the front bulkhead; the rear bumper frame includes a rear longitudinal beam and a rear bumper beam connected sequentially along the first direction, wherein there are two rear longitudinal beams, each located on one side of the rear bumper beam along the second direction, and the two rear longitudinal beams are connected to the rear floor frame; wherein the second direction is perpendicular to the first direction; the front bumper beam, the front longitudinal beam, the rear bumper beam, and the rear longitudinal beam are all integrally extruded profiles.

[0015] In conjunction with the first aspect of this application, in an optional embodiment, the frame mounting portion includes a front subframe mounting portion located on the front longitudinal beam, wherein the inner cavity of the front longitudinal beam is provided with a first reinforcing member for mounting the front subframe corresponding to the front subframe mounting portion.

[0016] In conjunction with the first aspect of this application, in an optional embodiment, it further includes front shock absorber towers respectively disposed on the two front longitudinal beams, the front shock absorber towers having a first thickened mounting portion configured for mounting a front shock absorber; the rear floor frame having second thickened mounting portions on both sides along the second direction, the second thickened mounting portions configured for mounting a rear shock absorber.

[0017] Optionally, the front shock absorber tower is a die-cast component.

[0018] In conjunction with the first aspect of this application, in an alternative embodiment, the front lower crossbeam has at least one first mounting boss configured for mounting a front subframe; the rear floor frame has at least one second mounting boss configured for mounting a rear subframe.

[0019] In conjunction with the first aspect of this application, in an optional embodiment, the central sill beam has a third thickened mounting portion for mounting a battery pack, and the inner cavity of the central sill beam is provided with a second reinforcing member for mounting the battery pack corresponding to the third thickened mounting portion.

[0020] In conjunction with the first aspect of this application, in an optional embodiment, the inner cavities of the front bumper beam, the front longitudinal beam, the middle sill beam, the rear bumper beam, and the rear longitudinal beam are each provided with reinforcing ribs; the extruded profile and the die-cast part are both made of aluminum alloy.

[0021] In conjunction with a first aspect of this application, in an alternative embodiment, the front shock absorber tower has a first overlapping edge and a second overlapping edge that mate with the front longitudinal beam, the first overlapping edge intersecting with the second overlapping edge; the lower front crossbeam has a first joint that mates with the front longitudinal beam and a second joint that mates with the central sill beam.

[0022] Secondly, embodiments of this application provide a vehicle, including an upper body, a subframe, and a lower body as described above; the subframe connects the upper body and the lower body respectively; the upper body is provided with a rear wheel cover and a front bulkhead.

[0023] The vehicle body provided in this application embodiment includes a front bumper frame, a front lower crossbeam, a central sill beam, a rear floor frame, and a rear bumper frame connected in sequence. It features a simple modular design, avoiding complex connections and the design and use of connecting components, reducing the number of parts, and facilitating installation and molding. These components are relatively independent and can be designed and manufactured independently, offering greater flexibility and better adaptability to different vehicle models, resulting in better versatility.

[0024] The lower front crossbeam connects to the front bulkhead panel of the vehicle's upper body. This means the lower front crossbeam can be designed and manufactured independently, separate from the front bulkhead panel which is significantly affected by the vehicle's shape. The front bulkhead panel is designed and manufactured along with the upper body, thus separating the upper and lower body through modular parts. This reduces the influence of the lower body's shape on its design, improves standardization, and reduces development costs and time. Similarly, in this embodiment, the rear floor frame has a rear shock absorber mounting section instead of a rear wheel arch. The rear wheel arch is designed and manufactured along with the upper body, further reducing the impact of the rear wheel arch, which is significantly affected by the lower body's shape, and further improving the standardization of the lower body.

[0025] Moreover, as an important energy-absorbing component, the lower crossbeam of the front bulkhead is designed and manufactured separately from other parts of the lower body, which can better adapt to the needs of different models and facilitate individual replacement or maintenance.

[0026] The central door sill beam houses the battery compartment, which contains the battery pack to power the vehicle. This type of underbody can be used in electric vehicles. Positioning the battery compartment in the underbody facilitates the installation of electrical interfaces and other devices that connect to the battery, thus improving the underbody's compatibility and versatility.

[0027] 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

[0028] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0029] Figure 1 This is a perspective view of the overall structure of the undercarriage provided in an embodiment of this application;

[0030] Figure 2 This is a schematic diagram of the front vehicle body assembly provided in an embodiment of this application;

[0031] Figure 3 A schematic diagram with cross-section of the front bumper beam provided in an embodiment of this application;

[0032] Figure 4 A schematic cross-sectional view of the front longitudinal beam at the front subframe mounting section, provided for an embodiment of this application;

[0033] Figure 5 A schematic diagram of the first reinforcing member provided in an embodiment of this application;

[0034] Figure 6 Schematic diagram of the rear floor frame provided in the embodiments of this application Figure 1 ;

[0035] Figure 7 Schematic diagram of the rear floor frame provided in the embodiments of this application Figure 2 ;

[0036] Figure 8 A schematic cross-sectional view of the central sill beam provided in an embodiment of this application;

[0037] Figure 9 This is a partial structural schematic diagram of the front vehicle body assembly provided in an embodiment of this application;

[0038] Figure 10 This is a schematic diagram of the structure of the front shock absorber tower provided in an embodiment of this application;

[0039] Figure 11 This is a schematic diagram of the structure of the lower front crossbeam provided in an embodiment of this application.

[0040] Figure label:

[0041] 1. Front body assembly;

[0042] 11. Front bumper frame; 111. Front bumper beam; 112. Front longitudinal beam; 1121. Front subframe mounting section; 113. First reinforcement; 1131. First mounting surface; 1132. Second mounting surface;

[0043] 12. Lower crossbeam of the front bulkhead; 121. First mounting boss; 122. First connector; 123. Second connector;

[0044] 13. Front shock absorber tower; 131. First thickened mounting section; 132. First overlapping edge; 133. Second overlapping edge;

[0045] 2. Middle door sill beam; 20. Battery compartment; 21. Third thickened mounting section; 22. Second reinforcing member;

[0046] 3. Rear body assembly; 31. Rear bumper frame; 311. Rear bumper beam; 312. Rear longitudinal beam; 32. Rear floor frame; 321. Second mounting boss; 322. Second thickened mounting part. Detailed Implementation

[0047] To make the technical solution and beneficial effects of this utility model more apparent and understandable, a detailed description is provided below by listing specific embodiments. The accompanying drawings are not necessarily drawn to scale, and local features may be enlarged or reduced to more clearly show the details of the local features; unless otherwise defined, the technical and scientific terms used herein have the same meanings as those in the technical field to which this application pertains.

[0048] In the description of this utility model, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "height", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the purpose of simplifying the description of this utility model and do not indicate that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. In other words, they should not be construed as limitations on this utility model.

[0049] In this utility model, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating the relative importance of the indicated features or the number of indicated technical features. Therefore, a feature specified as "first" or "second" can explicitly indicate that at least one of those features is included. In the description of this utility model, "multiple" means at least two, such as two, three, etc.; "several" means at least one, such as one, two, three, etc., unless otherwise explicitly specified.

[0050] In this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "linking," "fixing," and "setting," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can also refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0051] In this utility model, unless otherwise explicitly defined, the terms "above," "on top of," "above," "over," "below," "below," "below," or "below" for "first feature above second feature" can refer to direct contact between the first and second features, or indirect contact between the first and second features through an intermediate medium. Furthermore, "above," "above," and "over" for "first feature above second feature" can mean the first feature is directly above or diagonally above the second feature, or simply indicates that the horizontal height of the first feature is higher than the horizontal height of the second feature. Similarly, "below," "below," and "below" for "first feature below second feature" can mean the first feature is directly below or diagonally below the second feature, or simply indicates that the horizontal height of the first feature is lower than the horizontal height of the second feature.

[0052] As described in the background section, for vehicles, especially new energy vehicles, how to optimize the various structural components of the lower body and make reasonable use of different molding methods according to the different characteristics of each structural component of the lower body, so as to save processes and costs and obtain a lightweight lower body with fewer overall parts, high modularity and high versatility, is an urgent problem to be solved.

[0053] To address the aforementioned technical problems, this disclosure provides an embodiment of a vehicle's underbody, such as... Figure 1 As shown, the lower body includes a front body assembly 1, a middle sill beam 2, and a rear body assembly 3 connected sequentially along a first direction. The front body assembly 1 includes a front bumper frame 11 and a front lower crossbeam 12 connected sequentially along the first direction. The front lower crossbeam 12 is connected to the middle sill beam 2. The rear body assembly 3 includes a rear floor frame 32 and a rear bumper frame 31 connected sequentially along the first direction. The rear floor frame 32 is connected to the middle sill beam 2. The middle sill beam 2 is provided with a battery compartment 20 for installing a battery pack. The front lower crossbeam 12 is used to connect the front bulkhead of the upper body of the vehicle. The rear floor frame 32 is provided with a rear shock absorber mounting part for installing the rear shock absorber. The rear wheel arches of the vehicle are located on the upper body.

[0054] The vehicle body provided in this embodiment includes a front bumper frame 11, a front lower crossbeam 12, a central sill beam 2, a rear floor frame 32, and a rear bumper frame 31 connected in sequence. It features a simple modular design, avoiding complex connections and the design and use of connecting components, reducing the number of parts, and facilitating installation and molding. Furthermore, these components are relatively independent, allowing for independent design and production, resulting in greater flexibility and better adaptability to different vehicle models, thus offering better versatility.

[0055] The central sill beam 2 is equipped with a battery compartment 20, which houses the battery pack to provide power for the vehicle. This type of underbody can be used in electric vehicles (i.e., new energy vehicles). Positioning the battery compartment 20 in the underbody makes it easier to install electrical interfaces and other devices connected to the battery, thus improving the compatibility and versatility of the underbody.

[0056] The lower body is equipped with a front lower crossbeam 12 that connects to the front anti-collision frame 11 and the central sill beam 2, respectively. The front lower crossbeam 12 connects to the front bulkhead panel of the upper body of the vehicle. In other words, the front lower crossbeam 12 can be designed and manufactured independently, separately from the front bulkhead panel which is significantly affected by the vehicle's shape. The front bulkhead panel is designed and manufactured along with the upper body, thus achieving separation of the upper and lower body through component segmentation. This reduces the influence of the lower body's shape on its design, improves its versatility, and reduces development costs and time. Similarly, in this embodiment, the rear floor frame 32 is equipped with a rear shock absorber mounting section instead of a rear wheel arch. The rear wheel arch is designed and manufactured along with the upper body, further reducing the influence of the rear wheel arch, which is significantly affected by the lower body's shape, and further improving the versatility of the lower body.

[0057] The underbody in this application embodiment can be the underbody of a new energy vehicle skateboard chassis.

[0058] In some optional embodiments, the front bumper frame 11, the middle sill beam 2, and the rear bumper frame 31 are extruded profiles, while the front lower crossbeam 12 and the rear floor frame 32 are integral die-cast parts; wherein, the first direction is as follows Figure 1 The X direction shown is the front-to-back direction.

[0059] Based on the above technical solution, the lower body of this application includes a front body assembly 1, a middle sill beam 2, and a rear body assembly 3 connected in sequence. The front body assembly 1 includes a front anti-collision frame 11 and a front lower crossbeam 12, and the rear body assembly 3 includes a rear anti-collision frame 31 and a rear floor frame 32. The front anti-collision frame 11, the front lower crossbeam 12, the middle sill beam 2, the rear floor frame 32, and the rear anti-collision frame 31 are connected in sequence. A simple modular design is adopted, which avoids the design and use of complex connections and connecting components, reduces the number of parts, and facilitates installation and molding.

[0060] The front bumper frame 11, the middle sill beam 2, and the rear bumper frame 31 of this application are all extruded profiles. On the one hand, the mold development cost and development cycle of extruded profiles are much lower than those of die casting and stamping, which can greatly reduce costs. The cross-sectional shape and material thickness of extruded profiles can be achieved by replacing the extrusion die head at a lower cost, thereby meeting the structural strength requirements of different components. On the other hand, the length of extruded profiles can be flexibly cut. The lengths of the front bumper beam 111, the front longitudinal beam 112, the sill beam, the rear longitudinal beam 312, and the rear bumper beam 311 can be flexibly selected according to different vehicle models, thereby meeting the wheelbase and front and rear overhang dimensions requirements of different vehicle models. In addition, extruded profiles are lighter than die castings and stamped steel plates, which can meet the lightweight requirements of vehicles, especially new energy vehicles.

[0061] The front lower crossbeam 12 and the rear floor frame 32 of this application are both integral die-cast parts. On the one hand, die casting can ensure the overall rigidity and strength of the structural components. The high integration of parts in integral die casting can reduce the use of parts. On the other hand, the thickness of parts and the shape of local ribs in integral die casting can be freely designed, which is beneficial to improving the strength of local mounting points. In addition, the front lower crossbeam 12 is designed and manufactured as an independent die-cast part, and manufactured separately from the front bulkhead panel which is greatly affected by the shape. The front bulkhead panel is designed and manufactured along with the upper body. Thus, the upper and lower body are separated by the parts, avoiding the influence of the shape on the lower body, improving the degree of generalization, and reducing development costs and time.

[0062] In some embodiments, such as Figures 1 to 2 As shown, the front bumper frame 11 includes a front bumper beam 111 and a front longitudinal beam 112 connected sequentially along a first direction. There are two front longitudinal beams, and the two front longitudinal beams 112 are located on both sides of the front bumper beam along a second direction. The two front longitudinal beams 112 are connected to the lower crossbeam 12 of the front bulkhead. The rear bumper frame 31 includes a rear longitudinal beam 312 and a rear bumper beam 311 connected sequentially along a first direction. There are two rear longitudinal beams 312, and the two rear longitudinal beams 312 are located on both sides of the rear bumper beam 311 along a second direction. The two rear longitudinal beams 312 are connected to the rear floor frame 32. The front bumper beam 111, the two front longitudinal beams 112, the rear bumper beam 311, and the two rear longitudinal beams 312 are all integral extruded profiles. The second direction is... Figure 1 The Y-direction, which is perpendicular to the aforementioned first direction, is the left-right direction. The front bumper beam 111, the two front longitudinal beams 112, the rear bumper beam 311, and the two rear longitudinal beams 312 are the main components for absorbing collision energy. They are manufactured using one-piece extruded profiles. Compared with existing stamped steel plates, extruded profiles are easier to crush and deform for energy absorption. In addition, extruded profiles are lighter, making the vehicle body lighter. The lengths of the front bumper beam 111, the front longitudinal beam 112, the rear longitudinal beam 312, and the rear bumper beam 311 can be flexibly selected according to different vehicle models. The same set of extrusion molds can meet the wheelbase and front and rear overhang dimensions of different vehicle models, improving versatility and saving costs.

[0063] In some embodiments, the extruded profile is preferably an extruded aluminum profile made of aluminum alloy, and the die casting is preferably a die casting aluminum part made of aluminum alloy; by using aluminum alloy to manufacture both the extruded profile and the die casting, the level of lightweighting is improved; optionally, the aluminum alloy is selected from 6 series aluminum alloy grades such as 6063-T6, which have good extrudability. Of course, other series aluminum alloy grades can also be selected according to actual needs.

[0064] The front anti-collision frame 11, middle door sill beam 2, and rear anti-collision frame 31 are made of extruded aluminum alloy. The mold development cost and cycle are much lower than those of die-casting and stamping. For example, when the front and rear longitudinal beams 312 are made of stamped steel plates, the mold development cycle is 6 months and the mold cost is 38 million yuan. When the rear floor frame 32 is formed by aluminum alloy die-casting, the mold development cycle is 3 months and the mold cost is 16 million yuan. However, when the front and rear longitudinal beams 312 are made by extrusion molding, the mold development cycle is only 1 month and the mold cost is only 20,000 yuan. It can be seen that aluminum alloy extrusion molding can greatly reduce the manufacturing cycle and cost.

[0065] In some embodiments, the inner cavities of the front and rear anti-collision beams 311 and the front and rear longitudinal beams 312 respectively have reinforcing ribs. The inner cavities of the front and rear anti-collision beams 311 and the front and rear longitudinal beams 312 are divided into multiple cavities by the reinforcing ribs. As Figure 3 shown, the reinforcing ribs in the front anti-collision beam 111 make the internal cross-section of the front anti-collision beam 111 in a square shape with a cross in the middle. Optionally, the internal cross-section of the front anti-collision beam 111 can also be in a rectangle with a cross in the middle, etc., or a combination of different shapes. The cross-section shape design of the rear anti-collision beam 311 is similar to that of the front anti-collision beam 111 and will not be elaborated. As Figure 4 shown, the reinforcing ribs in the front longitudinal beam 112 make the internal cross-section of the front longitudinal beam 112 in a square shape with a cross in the middle. Optionally, the internal cross-section of the front longitudinal beam 112 can also be designed as a rectangle with a cross in the middle, a rectangle with a cross in the middle and a small square in the middle, etc., or a combination of different shapes, so as to ensure the energy absorption and anti-bending performance of the front and rear anti-collision beams 311. The cross-section shape design of the rear longitudinal beam 312 is similar to that of the front longitudinal beam 112 and will not be elaborated. For the cross-sections of the front and rear anti-collision beams 311 and the front and rear longitudinal beams 312, different vehicle models can be designed with various shape differentiations according to specific safety anti-collision, strength performance, etc. The cross-section shape of the extruded profile can be achieved by replacing the extrusion die head at a relatively low cost.

[0066] In some embodiments, due to the flexibility of extrusion molding, the material thicknesses of the front and rear anti-collision beams 311 and the front and rear longitudinal beams 312 at different positions can be differentially selected according to the requirements of safety performance.

[0067] Exemplarily, the cross-section of the front anti-collision beam 111 can be selected as a square shape with a cross in the middle. The main material thickness around it can be 4 mm, and the thickness of the internal reinforcing rib can be 3 mm. The aluminum alloy grade is 6063-T6. The cross-section of the front longitudinal beam 112 can be selected as a square shape with a cross in the middle. The main material thickness around it can be 3.5 mm, and the thickness of the internal reinforcing rib can be 2.5 mm. The aluminum alloy grade is 6063-T6.

[0068] In some embodiments, the front longitudinal beam 112 has a front sub-frame mounting portion 1121 for mounting the front sub-frame, as Figure 2As shown, the front subframe mounting portion 1121 is located on the front longitudinal beam 112 near the front bumper beam 111. The inner cavity of the front longitudinal beam 112, corresponding to the front subframe mounting portion 1121, is provided with a first reinforcing member 113 for mounting the front subframe. Besides its role in collision protection and energy absorption, the front longitudinal beam 112 is also an important load-bearing component in the vehicle. When the front subframe is mounted on the front longitudinal beam 112, the first reinforcing member 113 is provided in the inner cavity of the front longitudinal beam 112 to improve the local strength, rigidity, and load-bearing capacity of the front subframe mounting portion 1121. Optionally, such as... Figure 4 , Figure 5 As shown, the first reinforcing member 113 is a hollow column used to install fasteners such as nuts to fix the front subframe. The inner cavity of the front longitudinal beam 112 is divided into multiple cavities by reinforcing ribs. The first reinforcing member 113 mates with the lowest cavity. The first reinforcing member 113 has a first mounting surface 1131 located above and a second mounting surface 1132 located below (the vertical direction is perpendicular to the aforementioned X and Y directions). The first mounting surface 1131 mates with the reinforcing ribs, and the second mounting surface 1132 mates with the bottom wall of the front longitudinal beam 112. The first mounting surface 1131 and the second mounting surface 1132 are provided with fastener mounting holes for fixing the front subframe, and the front longitudinal beam 112 is also provided with corresponding fastener mounting holes. Optionally, the first reinforcing member 113 is also made of aluminum alloy extrusion process.

[0069] In some embodiments, such as Figure 2 , Figure 9 , Figure 10 As shown, the front body assembly 1 also includes front shock absorber towers 13 respectively disposed on two front longitudinal beams 112. The front shock absorber towers 13 are die-cast parts, preferably high-pressure die-cast aluminum alloys. The front shock absorber towers 13 are mainly used to install front shock absorbers. The front shock absorber towers 13 have a first thickened mounting portion 131, which is configured to install the front shock absorber. The front shock absorber towers 13 are manufactured by die casting. Taking advantage of the high integration and design freedom of die-cast parts, a local thickening design is made at the mounting position of the front shock absorber, and it is integrally die-cast, thereby reducing the use of parts and improving the strength at the mounting position. For example, the thickness of the first thickened mounting portion 131 can be 7-12 mm, preferably 8 mm, and the thickness of the front shock absorber towers 13 in other places can be 3-5 mm, preferably 3.5 mm.

[0070] In some embodiments, such as Figure 2 , Figure 9 , Figure 11As shown, the front under beam 12 has at least one first mounting boss 121, and the first mounting boss 121 is configured to mount the front subframe; the front under beam 12 is also made of an integral die-casting part and is manufactured by means of heat-treatment-free high-pressure die-casting; the front under beam 12 is designed with reinforcement bosses at the front subframe mounting positions, so as to ensure the strength of the mounting positions. Optionally, there may be two first mounting bosses 121, which are respectively located on the left and right sides of the front under beam 12, and mounting holes are provided thereon. The first mounting boss 121 may be in the shape of a flat cylinder or the like.

[0071] In some embodiments, taking advantage of the high part integration and design freedom of die-casting parts, second thickened mounting parts 322 are integrally die-cast on both sides of the rear floor frame 32 along the second direction, and the second thickened mounting parts 322 are configured to mount the rear shock absorbers, such as Figure 6 , Figure 7 As shown, the second thickened mounting parts 322 are located at both sides of the rear floor frame 32 corresponding to the left and right wheelhouses, and there are two second thickened mounting parts 322 on each side; the rear floor frame 32 has at least one second mounting boss 321, and the second mounting boss 321 is configured to mount the rear subframe. Reinforcement bosses are designed at the rear subframe mounting positions, so as to ensure the strength of the mounting positions. Optionally, as shown in the figure, there are four second mounting bosses 321, which are respectively arranged at the front, rear, left and right corners of the rear floor frame 32, and mounting holes are provided on the second mounting bosses 321; optionally, the second mounting bosses 321 can be designed to be cylindrical, or square-column-shaped or the like.

[0072] In some embodiments, such as Figure 1 As shown, the middle door sill beam 2 includes a left sill beam and a right sill beam located on the left and right sides. The sill beam is manufactured by extrusion, and its length can be flexibly selected according to different vehicle models and intercepted according to the wheelbase changes of different vehicle models; moreover, the sill cross-sections of different vehicle models can also be differentially designed according to safety collision analysis and styling requirements. In order to ensure that the battery pack and passengers are not damaged during pillar collision and side collision, as Figure 8 As shown, the inner cavity of the middle door sill beam 2 has reinforcing ribs, so that the cross-section of the sill beam has a shape combined with a mu shape, a sun shape, etc., and multiple cavities are separated by the reinforcing ribs to improve its bending resistance and energy absorption effect; optionally, the cross-section of the sill beam can also have a multi-cavity design with a nine-square grid, a double mu shape or the like.

[0073] In some embodiments, such as Figure 8As shown, the central sill beam 2 has a third thickened mounting portion 21 for mounting the battery pack. The inner cavity of the central sill beam 2, corresponding to the third thickened mounting portion 21, is provided with a second reinforcing member 22 for mounting the battery pack. Since extrusion molding allows for flexible design of the forming cross-section and material thickness, local thickening can be implemented at the mounting location of the sill beam corresponding to the battery pack. For example, the thickness of the central sill beam 2 at the third thickened mounting portion 21 is 4mm, and the thickness at other locations is 3mm. The second reinforcing member 22 can be used to install fasteners such as nuts to secure the battery pack, thereby improving the strength and rigidity of the battery pack mounting location. Fastener mounting holes are provided on the second reinforcing member 22, and corresponding fastener mounting holes are also provided on the third thickened mounting portion 21. Optionally, the second reinforcing member 22 is a plate-shaped piece, made of aluminum alloy, with a thickness of 1.5-2.5mm. The second reinforcing member 22 can be connected to the central sill beam 2 by means of blind rivets or similar methods.

[0074] In some embodiments, the various components such as the front anti-collision beam 111, the front longitudinal beam 112, the middle sill beam 2, the rear anti-collision beam 311, the rear longitudinal beam 312, the front shock absorber tower 13, and the rear shock absorber can be fixedly connected by bolts, FDS (free-drilling self-tapping screws), welding, etc., depending on the specific circumstances.

[0075] For example, the front shock absorber tower 13 is connected to the front longitudinal beam 112 via FDS, such as Figure 10 As shown, the front damper tower 13 and the front longitudinal beam 112 are designed with a first overlapping edge 132 and a second overlapping edge 133. Taking advantage of the design flexibility of die casting, the first overlapping edge 132 and the second overlapping edge 133 are integrally formed on the front damper tower 13, which helps to reduce the number of parts and simplify the structure. Optionally, the first overlapping edge 132 and the second overlapping edge 133 intersect and are located at the transverse and longitudinal edges of the front damper tower 13, respectively. The overlapping depth of the first overlapping edge 132 and the second overlapping edge 133 is determined according to the number of FDSs arranged and needs to meet the process requirements of FDSs. For example, the first overlapping edge 132 can be used to arrange one row of FDSs, and its overlapping depth is not less than 30mm; the second overlapping edge 133 can be used to arrange two rows of FDSs, and its overlapping depth is not less than 50mm. When three rows of FDSs are arranged, the overlapping depth of the second overlapping edge 133 is not less than 80mm.

[0076] like Figure 9 , Figure 11As shown, the front longitudinal beam 112 and the lower front crossbeam 12 are connected by FDS + bolts. To ensure the connection performance, the lower front crossbeam 12 has a first joint 122 that mates with the front longitudinal beam 112. Taking advantage of the design flexibility of die casting, the first joint 122 is integrally die-cast onto the lower front crossbeam 12. The first joint 122 can be a U-shaped joint. The internal height and width of the U-shaped joint are the same as the external height and width of the front longitudinal beam 112. Optionally, the overlap depth of the two should meet the requirements for arranging more than two rows of FDS or bolts. The overlap depth is not less than 50mm. For example, the overlap depth is 70mm. Two rows of FDS are designed on the left and right sides of the overlap surface, and the upper and lower surfaces are connected by four bolts.

[0077] like Figure 11 As shown, the lower front crossbeam 12 and the middle sill beam 2 are connected by FDS. To ensure the connection strength, the lower front crossbeam 12 has a second joint 123 that matches the middle sill beam 2. The longitudinal beam and the front panel are connected through the second joint 123. Taking advantage of the design flexibility of die casting, the second joint 123 is integrally die-cast onto the lower front crossbeam 12. The second joint 123 can be a U-shaped joint. The overlap depth of the U-shaped joint also needs to meet the requirements of the number of FDS connections. Optionally, the overlap depth is not less than 100mm, and more preferably 130mm.

[0078] Optionally, to further ensure connection strength, the overlapping surfaces of the front bumper beam 111, the lower front crossbeam 12, the front shock absorber tower 13, and the central sill beam 2 are all coated with structural adhesive.

[0079] Optionally, the front longitudinal beam 112 and the front anti-collision beam 111, and the rear longitudinal beam 312 and the rear anti-collision beam 311 are fixedly connected by welding.

[0080] It should be noted that the connection method between the middle sill beam 2 and the rear floor is similar to the connection method between the middle sill beam 2 and the front lower crossbeam 12. The number of overlapping surfaces and connection points can be designed according to the needs of connection performance. The connection methods between the rear longitudinal beam 312 and the rear shock absorber, and between the rear longitudinal beam 312 and the rear floor frame 32 are similar to the connection methods between the front longitudinal beam 112 and the front shock absorber tower 13, and between the front longitudinal beam 112 and the front lower crossbeam 12, respectively. The specific scheme is based on meeting the requirements of rear collision, and will not be elaborated here.

[0081] This application also provides a vehicle, which includes an upper body and a lower body as described in any of the foregoing embodiments. The upper body is provided with rear wheel covers and a front bulkhead. The upper body is mounted on the lower body.

[0082] It should be understood that the above embodiments are exemplary and are not intended to encompass all possible implementations included in the claims. Various modifications and changes can be made to the above embodiments without departing from the scope of this disclosure. Similarly, the various technical features of the above embodiments can be arbitrarily combined to form other embodiments of this application that may not be explicitly described. Therefore, the above embodiments only illustrate several implementations of this application and do not limit the scope of protection of this patent application.

Claims

1. A vehicle underbody, characterized in that, Including a front bumper frame (11), a front lower crossbeam (12), a central sill beam (2), a rear floor frame (32), and a rear bumper frame (31) connected sequentially along the first direction. The central sill beam (2) is provided with a battery compartment (20) for installing a battery pack; The lower crossbeam (12) is used to connect the front bulkhead panel of the upper body of the vehicle; The rear floor frame (32) is provided with a rear shock absorber mounting part, which is used to install the rear shock absorber, and the rear wheel cover of the vehicle is provided on the upper body.

2. The undercarriage body according to claim 1, characterized in that, The front bumper frame (11), the middle door sill beam (2) and the rear bumper frame (31) are extruded profiles, while the front lower crossbeam (12) and the rear floor frame (32) are integral die-cast parts.

3. The undercarriage body according to claim 1 or 2, characterized in that, The front bumper frame (11) includes a front bumper beam (111) and a front longitudinal beam (112) connected sequentially along the first direction. There are two front longitudinal beams (112), which are located on both sides of the front bumper beam (111) along the second direction. The two front longitudinal beams (112) are connected to the lower front crossbeam (12). The rear bumper frame (31) includes a rear longitudinal beam (312) and a rear bumper beam (311) connected sequentially along the first direction. There are two rear longitudinal beams (312), which are located on both sides of the rear bumper beam (311) along the second direction. The two rear longitudinal beams (312) are connected to the rear floor frame (32). The second direction is perpendicular to the first direction. The front anti-collision beam (111), the front longitudinal beam (112), the rear anti-collision beam (311), and the rear longitudinal beam (312) are all integral extruded profiles.

4. The undercarriage body according to claim 3, characterized in that, The front longitudinal beam (112) has a front subframe mounting portion (1121), and the inner cavity of the front longitudinal beam (112) is provided with a first reinforcing member (113) for mounting the front subframe at the front subframe mounting portion (1121).

5. The undercarriage body according to claim 3, characterized in that, It also includes front shock absorber towers (13) respectively disposed on the two front longitudinal beams (112), the front shock absorber towers (13) having a first thickened mounting portion (131) configured for mounting the front shock absorber; the rear shock absorber mounting portion is a second thickened mounting portion (322) respectively disposed on both sides of the rear floor frame (32) along the second direction.

6. The undercarriage body according to claim 5, characterized in that, The front shock absorber tower (13) is a die-cast component.

7. The undercarriage body according to claim 1 or 2, characterized in that, The front lower crossbeam (12) has at least one first mounting boss (121) configured for mounting the front subframe; the rear floor frame (32) has at least one second mounting boss (321) configured for mounting the rear subframe.

8. The undercarriage body according to claim 1 or 2, characterized in that, The central sill beam (2) has a third thickened mounting portion (21) for mounting the battery pack, and the inner cavity of the central sill beam (2) is provided with a second reinforcing member (22) for mounting the battery pack at the location corresponding to the third thickened mounting portion (21).

9. The undercarriage body according to claim 5, characterized in that, The inner cavities of the front anti-collision beam (111), the front longitudinal beam (112), the middle sill beam (2), the rear anti-collision beam (311), and the rear longitudinal beam (312) are respectively reinforced; the extruded profile and the die-cast part are both made of aluminum alloy.

10. The undercarriage body according to claim 5, characterized in that, The front shock absorber tower (13) has a first overlapping edge (132) and a second overlapping edge (133) that cooperate with the front longitudinal beam (112), and the first overlapping edge (132) and the second overlapping edge (133) intersect each other; the front lower crossbeam (12) has a first joint (122) that cooperates with the front longitudinal beam (112), and a second joint (123) that cooperates with the middle sill beam (2).

11. A vehicle, characterized in that, It includes an upper body and a lower body of the vehicle as described in any one of claims 1-10, wherein the upper body is provided with a rear wheel cover and a front bulkhead.

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