Vehicle and chassis structure thereof

Abstract

The utility model relates to new energy vehicle chassis field and concretely provides a vehicle and chassis structure thereof, the utility model discloses vehicle chassis structure, including frame and the battery system integrated in the middle part of frame, the frame includes the frame main part in the middle, the frame front longitudinal beam connected in the front side of frame main part through front angle connecting piece, and the frame rear longitudinal beam connected in the back of frame main part through rear angle connecting piece, and the frame main part forms the accommodating space of concave setting in it, the battery system includes a plurality of electric core for cooling the cooling module of electric core in the accommodating space and the battery control module in one end in the accommodating space, and the battery system is sealed in the accommodating space by the upper cover plate of frame main part top, the utility model can realize the full integration of battery package and vehicle chassis, can form the integrated slide plate type chassis, help to promote the use quality of whole car.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle chassis, and in particular to a vehicle and its chassis structure. Background Technology

[0002] In traditional new energy vehicle design, battery systems are typically assembled into battery packs and then fastened to the vehicle body using fasteners. This design approach, because structural strength and collision safety are considered separately in both the battery pack and the vehicle body design, not only results in overlapping functions between the body and battery pack, leading to a larger number of vehicle parts and a heavier vehicle after the battery pack is installed, but also limits the energy density of the battery pack due to its limited capacity, thus affecting the improvement of the vehicle's driving range and ultimately hindering the overall quality of the vehicle. Utility Model Content

[0003] In view of this, the present invention aims to propose a vehicle chassis structure to improve the overall quality of vehicle use.

[0004] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0005] A vehicle chassis structure includes a frame and a battery system integrated in the middle of the frame;

[0006] The frame includes a frame body located in the middle, a front longitudinal beam of the frame connected to the front side of the frame body by a front corner connector, and a rear longitudinal beam of the frame connected to the rear side of the frame body by a rear corner connector, and a recessed receiving space is formed in the frame body.

[0007] The battery system includes a plurality of battery cells disposed within the housing space, a cooling module for cooling the battery cells, and a battery control module located at one end of the housing space, and the battery system is sealed within the housing space by a top cover plate on the top of the vehicle frame body.

[0008] Furthermore, the main body of the vehicle frame includes a ring-shaped main frame and a lower base plate connected to the bottom of the main frame;

[0009] The main frame and the lower base plate form the accommodating space, and the frame longitudinal beams at least on the left and right sides of the main frame are made of extruded profiles.

[0010] Furthermore, the front corner connector connects the front longitudinal beam of the frame to the front end of the frame longitudinal beam, and the rear corner connector connects the rear longitudinal beam of the frame to the rear end of the frame longitudinal beam.

[0011] The front corner connector and / or the rear corner connector are made of castings.

[0012] Furthermore, a front crossbeam of the vehicle frame is provided above the frame crossbeam at the front end of the main frame, and a rear crossbeam of the vehicle frame is provided above the frame crossbeam at the rear end of the main frame.

[0013] The front crossbeam of the frame is connected between the front corner connectors on the left and right sides, and the rear crossbeam of the frame is connected between the rear corner connectors on the left and right sides.

[0014] Furthermore, the accommodating space is provided with a front support block near the front end of the main frame and a rear support block near the rear end of the main frame, and the accommodating space is provided with reinforcing longitudinal beams arranged along the front-rear direction of the vehicle.

[0015] The battery cell is fixed in the area between the front support block and the rear support block, and the reinforcing longitudinal beam includes side reinforcing beams located on the left and right sides of the area.

[0016] Furthermore, the reinforcing longitudinal beam includes a central reinforcing beam located in the middle of the region; and / or, the bottom of the upper cover plate is provided with a sealing plate covering the region.

[0017] Furthermore, the front corner connector is provided with a front shock absorber tower at one end near the front longitudinal beam of the frame, and the rear corner connector is provided with a rear shock absorber tower at one end near the rear longitudinal beam of the frame.

[0018] Both the front damping tower and the rear damping tower are integrally formed, and at least one of the front damping tower and the rear damping tower is made of casting.

[0019] Furthermore, the cooling module includes a direct cooling module and a liquid cooling module;

[0020] The direct cooling module includes multiple direct cooling plates arranged at intervals, and the battery cells are disposed between adjacent direct cooling plates;

[0021] The liquid cooling unit includes a liquid cooling plate located at the bottom of the housing space, and the battery cell is disposed above the liquid cooling plate.

[0022] Furthermore, the battery control module is equipped with a communication unit for wireless signal transmission with external devices;

[0023] The communication unit is configured to at least transmit the voltage signal and / or temperature signal of the battery cell acquired by the battery control module.

[0024] Compared with the prior art, this utility model has the following advantages:

[0025] The vehicle chassis structure described in this utility model, by forming a recessed receiving space in the main body of the frame, allows the battery cells, cooling module, and battery control module of the battery system to be housed within this receiving space. This enables full integration of the battery pack and the vehicle chassis, forming an integrated skateboard-style chassis. This not only avoids separate designs for the vehicle body and battery pack, resulting in functional overlap and a large number of parts, thus contributing to vehicle weight reduction, but also overcomes the limitations of battery pack capacity, increases the energy density of the entire vehicle, helps improve the vehicle's driving range, and ultimately enhances the overall quality of the vehicle.

[0026] Furthermore, the main frame includes a ring-shaped main frame. The high strength of the ring structure increases the structural strength in the middle of the frame, helping to ensure the overall rigidity of the battery system and its safety. This allows the side frame longitudinal beams to be made of extruded profiles, which not only facilitates the fabrication of the frame longitudinal beams but also leverages the lightweight and high structural strength of extruded profiles to enable lightweight frame design and further enhance the structural strength in the middle of the frame.

[0027] Secondly, the front and rear corner connectors are made of cast parts, enabling integrated design and molding of the front and rear corner connectors. This reduces manufacturing costs and ensures structural strength and overall frame rigidity. By placing a front crossbeam between the two front corner connectors and a rear crossbeam between the two rear corner connectors, the structural strength and torsional rigidity of the frame at both ends are increased. Furthermore, these crossbeams create lateral force transmission channels at both ends of the frame, facilitating the distribution of impact forces and improving battery system safety.

[0028] Furthermore, using castings for both the front and rear shock absorber towers allows for integrated design and molding, reducing design and manufacturing costs while ensuring structural strength and improving the stability of the vehicle's front and rear suspension systems. By incorporating front and rear support blocks within the housing space, the battery cells are positioned between them. The presence of side reinforcing beams on both sides further enhances the reliable arrangement of the battery cells within the housing space. Additionally, the support blocks and reinforcing beams increase the structural strength and stiffness of the battery system's location, improving the dispersion of impact forces during collisions and ultimately enhancing battery system safety.

[0029] Furthermore, by incorporating a central reinforcing beam, the structural strength and rigidity of the battery system location can be significantly increased, as well as the effectiveness of dispersing impact forces during collisions. A sealing plate at the bottom of the top cover helps improve the sealing of the cell area. The cooling module, consisting of a side-mounted direct cooling module and a bottom-mounted liquid cooling module, forms a three-sided composite cooling system, ensuring effective cooling of the cells. By integrating a communication unit within the battery control module that allows for wireless communication with external devices, the space and weight increase caused by wiring harnesses can be avoided, as well as the risk of thermal runaway associated with wiring harnesses and their connection structures.

[0030] Another objective of this invention is to provide a vehicle having the vehicle chassis structure described above.

[0031] The vehicle described in this utility model has the same beneficial effects as the aforementioned vehicle chassis structure compared to the prior art, and will not be repeated here. Attached Figure Description

[0032] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0033] Figure 1 This is an overall schematic diagram of the chassis structure described in an embodiment of the present utility model;

[0034] Figure 2 This is a schematic diagram of the battery system in the vehicle frame according to an embodiment of the present invention;

[0035] Figure 3 This is an exploded view of the chassis structure described in an embodiment of the present utility model (showing a portion of the structure).

[0036] Figure 4 This is a schematic diagram of the vehicle frame structure according to an embodiment of the present utility model;

[0037] Figure 5 This is a schematic diagram illustrating the arrangement of the front and rear support blocks and the reinforcing longitudinal beams as described in an embodiment of this utility model.

[0038] Figure 6 This is a schematic diagram illustrating the installation of the front shock absorber tower according to an embodiment of the present utility model;

[0039] Figure 7 This is a schematic diagram of the front corner connector according to an embodiment of the present utility model;

[0040] Figure 8 This is a schematic diagram illustrating the installation of the rear shock absorber tower according to an embodiment of the present utility model;

[0041] Figure 9 This is a schematic diagram of the structure of the rear corner connector according to an embodiment of the present utility model;

[0042] Figure 10 This is a schematic diagram showing the connection between the front and rear corner connectors and the frame longitudinal beams according to an embodiment of the present utility model;

[0043] Figure 11 This is an overall schematic diagram of the cooling module described in an embodiment of the present utility model;

[0044] Figure 12 This is a schematic diagram illustrating the configuration of the communication unit according to an embodiment of the present utility model;

[0045] Explanation of reference numerals in the attached figures:

[0046] 100. Frame; 200. Battery system;

[0047] 101. Main frame; 102. Front longitudinal beam of frame; 103. Front corner connector; 104. Rear longitudinal beam of frame; 105. Rear corner connector; 106. Front shock absorber tower; 107. Rear shock absorber tower; 108. Front crossbeam of frame; 109. Rear crossbeam of frame;

[0048] 1011. Main frame; 1011a. Frame longitudinal beam; 1011b. Frame transverse beam; 1012. Lower base plate; 1013. Upper cover plate; 1014. Front support block; 1015. Rear support block; 1016. Side reinforcing beam; 1017. Intermediate reinforcing beam; 1018. Sealing plate; 1019. Sealing ring;

[0049] 201. Battery cell; 202. Cooling module; 2021. Direct cooling module; 2021a. Direct cooling plate; 2021b. Refrigerant piping; 2022. Liquid cooling module; 2022a. Liquid cooling plate; 2022b. Coolant piping; 203. Battery control module; 2031. Communication unit; 2032. Signal acquisition unit;

[0050] Q. Capacity space. Detailed Implementation

[0051] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments of the present invention can be combined with each other.

[0052] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0053] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0054] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0055] Example 1

[0056] This embodiment relates to a vehicle chassis structure, specifically a chassis structure for a new energy vehicle. The vehicle chassis structure of this embodiment can facilitate lightweight vehicle design, increase the energy density of the entire vehicle, improve the driving range of the entire vehicle, and thus contribute to the improvement of the overall vehicle quality.

[0057] In terms of overall structure, combined Figures 1 to 12 As shown, the vehicle chassis structure of this embodiment includes a frame 100 and a battery system 200 integrated in the middle of the frame 100.

[0058] The frame 100 includes a frame body 101 located in the middle, a front longitudinal beam 102 connected to the front side of the frame body 101 via a front corner connector 103, and a rear longitudinal beam 104 connected to the rear side of the frame body 101 via a rear corner connector 105. A recessed receiving space Q is formed in the frame body 101.

[0059] The battery system 200 includes a plurality of battery cells 201 disposed in the housing space Q, a cooling module 202 for cooling the battery cells 201, and a battery control module 203 located at one end of the housing space Q. The battery system 200 is also sealed in the housing space Q by the top cover plate 1013 on the top of the vehicle frame body 101.

[0060] At this time, as set up as above, by forming a recessed receiving space Q in the frame body 101, the battery cell 201, cooling module 202 and battery control module 203 in the battery system 200 are placed in the receiving space Q. Compared with the traditional design, this embodiment can achieve full integration of the battery pack and the vehicle chassis, forming an integrated skateboard chassis. This not only avoids the separate design of the body and battery pack, resulting in functional superposition and more parts, which helps to achieve vehicle weight reduction, but also overcomes the battery pack capacity limitation, which can increase the energy density of the whole vehicle, help improve the driving range of the vehicle, and thus improve the overall vehicle quality.

[0061] Based on the above overview, specifically, it is worth noting that in the vehicle, the front longitudinal beam 102 located at the front of the frame 100 and the rear longitudinal beam 104 located at the front of the frame 100 are both arranged opposite each other on the left and right. Therefore, the aforementioned front corner connector 103 and rear corner connector 105 are also both arranged opposite each other on the left and right. Each connector connects the frame longitudinal beam and the frame body 101 on the same side to form the entire frame 100.

[0062] In this embodiment, as a preferred implementation, it is still as follows Figure 3 and Figure 4 As shown, the frame body 101 may include, for example, a ring-shaped main frame 1011 and a lower base plate 1012 connected to the bottom of the main frame 1011, and the main frame 1011 and the lower base plate 1012 together form an accommodating space Q.

[0063] Thus, it can be understood that by including a ring-shaped main frame 1011 in the frame body 101, the structural strength of the middle part of the frame 100 can be increased by taking advantage of the high strength of the ring structure, thereby helping to ensure the overall rigidity of the location of the battery system 200 and ensuring the safety of the battery system 200.

[0064] Furthermore, since the main frame 1011 is ring-shaped, structurally it may primarily consist of frame longitudinal beams 1011a located on the left and right sides, and frame transverse beams 1011b located at the front and rear ends respectively. The front frame transverse beam 1011b connects between the front ends of the frame longitudinal beams 1011a on both sides, and the rear frame transverse beam 1011b connects between the rear ends of the frame longitudinal beams 1011a on both sides, thereby forming a ring-shaped main frame 1011a.

[0065] In this embodiment, during specific implementation, the frame longitudinal beams 1011a and frame transverse beams 1011b that constitute the main frame 1011 can all adopt suitable beam structures, as long as they meet the design requirements for strength, stiffness, etc.

[0066] Moreover, as a preferred exemplary structural form, combined with Figure 10 As shown, the frame longitudinal beams 1011a located on the left and right sides of the main frame 1011 can, for example, be made of extruded profiles. Each frame longitudinal beam 1011a can generally be made of extruded aluminum alloy or magnesium alloy profiles. Furthermore, it is understood that by using extruded profiles for the frame longitudinal beams 1011a on both sides, not only is the fabrication of the frame longitudinal beams 1011a easier, but the lightweight and high structural strength of extruded profiles can also be utilized to facilitate the lightweight design of the frame 100 and further improve the structural strength of the middle section of the frame 100.

[0067] Besides using extruded profiles of aluminum alloy or magnesium alloy for the longitudinal beams 1011a, it is also preferable that the frame crossbeams 1011b located at the front and rear ends of the main frame 1011 can also be made of extruded profiles, specifically aluminum alloy or magnesium alloy profiles. Furthermore, when using extruded profiles, the longitudinal beams 1011a and the frame crossbeams 1011b can be connected by welding or riveting methods suitable in the art.

[0068] In this embodiment, based on the arrangement of the frame longitudinal beams 1011a in the main frame 1011, the following continues... Figures 4 to 10 As shown, the front corner connector 103 connects the front longitudinal beam 102 of the frame to the front end of the frame longitudinal beam 1011a, and the rear corner connector 105 connects the rear longitudinal beam 104 of the frame to the rear end of the frame longitudinal beam 1011a. Meanwhile, in a preferred embodiment, both the front corner connector 103 and the rear corner connector 105 can be made of castings.

[0069] At this point, it is worth noting that the front corner connector 103 and the rear corner connector 105 can generally be die-cast aluminum parts, and the cast front corner connector 103 and the rear corner connector 105 can adopt appropriate structural shapes and forms according to the overall design requirements of the frame 100. Specific examples can be found in [link to relevant documentation]. Figure 7 and Figure 9 As shown, several intersecting reinforcing ribs are formed on the front corner connector 103 and the rear corner connector 105 to facilitate the weight reduction of each connector while ensuring its structural strength.

[0070] It is understandable that by making the front corner connector 103 and the rear corner connector 105 cast parts, not only can the integrated design and molding of the front and rear corner connectors be realized, reducing the manufacturing cost of both, but it is also obviously beneficial to ensure the structural strength of both and the overall rigidity of the frame 100.

[0071] It should be noted that, in addition to using castings for all components, in some other embodiments, only the front corner connector 103 or the rear corner connector 105 may be made of castings. When the front corner connector 103 or the rear corner connector 105 is not made of castings, it may still adopt a conventional welded sheet metal structure, or, under suitable conditions, an extruded profile or other structure may be used, as long as it can meet the connection requirements between the main frame 1011 and the front and rear longitudinal beams of the vehicle frame.

[0072] In this embodiment, it remains as follows Figure 5 and refer to Figure 4 As shown, in a preferred embodiment, a front crossbeam 108 can be further provided above the frame crossbeam 1011b at the front end of the main frame 1011 in the frame 100, and a rear crossbeam 109 can also be provided above the frame crossbeam 1011b at the rear end of the main frame 1011. The front crossbeam 108 connects between the front corner connectors 103 on both sides, and the rear crossbeam 109 connects between the rear corner connectors 105 on both sides.

[0073] At this point, it is understood that by setting the front crossbeam 108 between the front corner connectors 103 on both sides and the rear crossbeam 109 between the rear corner connectors 105 on both sides, this embodiment can obviously increase the structural strength and torsional stiffness of the front and rear ends of the frame body 101 by using the set front and rear crossbeams. It can also form a lateral (i.e., left-right direction of the whole vehicle) force transmission channel at the front and rear ends of the frame body 101, which helps to distribute the collision force and thus helps to better improve the safety of the battery system 200 located in the frame body 101.

[0074] In a specific implementation, as a preferred exemplary embodiment, the aforementioned front crossbeam 108 and rear crossbeam 109 of the frame can also be made of extruded profiles, and similarly, aluminum alloy or magnesium alloy profiles. Meanwhile, the front crossbeam 108 and the front corner connectors 103 on both sides, as well as the rear crossbeam 109 and the rear corner connectors 105 on both sides, can be connected using welding or riveting methods suitable in the art.

[0075] Of course, besides using extruded profiles, in specific implementations, the aforementioned front crossbeam 108 and rear crossbeam 109 of the frame in this embodiment can also adopt other forms of beam structure as other feasible implementation forms. For example, they can also adopt sheet metal welded beam structure, or roll-formed beam structure, etc., and the connection between the front crossbeam 108 and the front corner connectors 103 on both sides, and the connection between the rear crossbeam 109 and the rear corner connectors 105 on both sides, can also be achieved by conventional methods in the art such as screwing and riveting.

[0076] In this embodiment, it remains as follows Figures 1 to 5 and combined Figure 6 and Figure 8 As shown, at the front of the frame 100, each of the front corner connectors 103 is provided with a front shock absorber tower 106 at one end near the front longitudinal beam 102 of the same side frame. At the same time, each of the rear corner connectors 105 is also provided with a rear shock absorber tower 107 at one end near the rear longitudinal beam of the same side frame. The front shock absorber tower 106 and the rear shock absorber tower 107 are both integrally formed and are both made of castings.

[0077] Preferably, the aforementioned front damper towers 106 and rear damper towers 107 can also be die-cast aluminum parts. The shapes of the front damper towers 106 and rear damper towers 107 can be designed according to specific needs, and the front damper towers 106 and their corresponding front corner connectors, as well as the rear damper towers 107 and their corresponding rear corner connectors 105, can be fixed together using conventional riveting or screwing structures.

[0078] Understandably, by making both the front shock absorber tower 106 and the rear shock absorber tower 107 cast parts, the integrated design and molding of the front and rear shock absorber tower structures can be achieved, which can reduce the design and manufacturing costs of both, while also ensuring the structural strength of both and improving the stability of the vehicle's front and rear suspension systems.

[0079] In addition, in specific implementation, besides the preferred method of using cast structures for both the front and rear damping towers, it is also possible to use cast parts only for the front damping tower 106 or the rear damping tower 107. When the front damping tower 106 or the rear damping tower 107 is not made of cast parts, it can still use, for example, a conventional sheet metal welded structure or a stamped sheet metal part.

[0080] Continue to combine Figure 2 and Figure 5 As shown in the illustration, in this preferred embodiment, a front support block 1014 is provided near the front end of the main frame 1011, and a rear support block 1015 is provided near the rear end of the main frame 1011 within the accommodating space Q. Reinforcing longitudinal beams arranged along the longitudinal direction of the vehicle are also provided within the accommodating space Q. Each battery cell 201 is fixed in the area between the front support block 1014 and the rear support block 1015, and the aforementioned reinforcing longitudinal beams specifically include side reinforcing beams 1016 located on the left and right sides of this area.

[0081] At this time, by setting a front support block 1014 and a rear support block 1015 in the accommodating space Q, the battery cell 201 is arranged between the front and rear support blocks. At the same time, side reinforcing beams 101 on the left and right sides are also set. Obviously, this embodiment can utilize the area enclosed by the front and rear support blocks and the left and right side reinforcing beams to facilitate the reliable arrangement of the battery cell 201 in the accommodating space Q. At the same time, the structural strength and rigidity of the battery system 200 can be increased by using each support block and reinforcing beam. In addition, the force transmission channel formed by the support blocks and reinforcing beams can increase the transmission and dispersion effect of the collision force during collision, thereby helping to improve the safety of the battery system 200.

[0082] Of course, it is further understood that, through the arrangement of the front and rear support blocks and the side reinforcing beams 1016 on the left and right sides, this embodiment can also form some arrangement space inside the main frame 1011 and outside the cell 201 arrangement area through the separation effect of the front and rear support blocks and the side reinforcing beams 1016 on the left and right sides. This space can not only provide the necessary space for the arrangement of the battery control module 203, etc., but also, for example, be used for the arrangement of related lines (such as wiring harnesses) and pipelines (such as refrigerant or coolant pipelines) in the battery system 200, so as to help meet their arrangement requirements.

[0083] In a specific implementation, as a preferred exemplary embodiment, the aforementioned front support block 1014, rear support block 1015, and side reinforcing beam 1016 can generally be extruded profiles, specifically aluminum alloy extruded profiles or magnesium alloy extruded profiles. Each support block and side reinforcing beam 1016, including the aforementioned intermediate reinforcing beam 1017, can be fixed to the main frame 1011, for example, by a suitable welding method, to achieve a fixed arrangement within the accommodating space Q. Meanwhile, the structural design of the aforementioned front support block 1014 and rear support block 1015 can be customized according to the specific needs of the battery cell 201 arrangement, and is not limited here.

[0084] Furthermore, the arrangement of each cell 201 within the area enclosed by the front and rear support blocks and the reinforcing longitudinal beams on both sides, as well as the connection between each cell 201 (such as multiple cells 201 connected to form a cell group, and the connection between each cell group and the battery control module 203), etc., can all be based on the conventional design forms in the battery packs of existing new energy vehicles.

[0085] In a preferred embodiment, the reinforcing longitudinal beams within the accommodating space Q may further include, for example, an intermediate reinforcing beam 1017 located in the middle of the aforementioned region. By providing the intermediate reinforcing beam 1017, this embodiment can obviously better increase the structural strength and stiffness at the location of the battery system 200, as well as improve the dispersion and transmission of impact forces during a collision.

[0086] In addition, as before Figure 3 As shown, in a specific implementation, this embodiment may, for example, provide a sealing plate 1018 at the bottom of the upper cover 1013 to cover the area above. In this way, providing a sealing plate 1018 at the bottom of the upper cover 1013 helps to improve the sealing of the area where the battery cell 201 is located, thereby improving the safety of the battery cell 201.

[0087] In specific implementation, the sealing plate 1018 located at the bottom of the upper cover plate 1013 can be a sealing material commonly used in the art that has suitable elasticity and good fireproof and flame-retardant properties. For example, the sealing plate 1018 can be a silicone rubber plate or an aerogel felt plate. At the same time, it can be set at the bottom of the upper cover plate 1013 by means of adhesion, for example.

[0088] In this embodiment, we continue to combine Figure 3 As shown, in order to ensure the sealing performance when the upper cover plate 1013 is connected to the main frame 1011, a sealing ring 1019 can usually be provided between the upper cover plate 1013 and the main frame 1011. The sealing ring 1019 can generally adopt a conventional rubber sealing structure.

[0089] In this embodiment, by Figure 3 and continue as Figure 11 As shown, in a preferred embodiment, the cooling module 202 may include, for example, a direct cooling module 2021 and a liquid cooling module 2022.

[0090] The direct cooling module 2021 specifically includes multiple direct cooling plates 2021a arranged at intervals, and refrigerant pipes 2021b connected to each direct cooling plate 2021a. At the same time, a battery cell 201 is arranged between adjacent direct cooling plates 2021a to achieve heat exchange and cooling of the battery cell 201 on the side.

[0091] Specifically, the liquid cooling unit 202 includes a liquid cooling plate 2022a located at the bottom of the accommodating space Q. The liquid cooling plate 2022a is also a plurality of pieces distributed between each adjacent direct cooling plate 2021a, and each liquid cooling plate 2022a is connected to a coolant pipe 2022b. The battery cell 201 is disposed above the liquid cooling plate 2022a.

[0092] It is understood that by making the cooling module 202 consist of a direct cooling module 2021 located on the side and a liquid cooling module 2022 located at the bottom, this embodiment can form a three-sided composite cooling method, thereby ensuring the cooling effect on the battery cell 201.

[0093] In practical implementation, the refrigerant pipe 2021b in the direct cooling module 2021 is connected to the refrigerant circuit in the vehicle's thermal management system, and the coolant pipe 2022b in the liquid cooling module 2022 is connected to the coolant circuit in the vehicle's thermal management system. During vehicle operation, relevant controllers in the vehicle, such as the battery control module 203, can control the refrigerant flow rate into and out of the direct cooling plate 2021a and the coolant flow rate into and out of the liquid cooling plate 2022a based on the detected temperature of the battery cell 201 and a preset control program, thereby maintaining the battery cell 201 at a suitable operating temperature.

[0094] In this embodiment, the battery control module 203 serves as the main control component of the battery system 200. It may include components such as a battery management system (BMS), a battery disconnect unit (BDU), and a battery information collector (BCU). Furthermore, the configuration of these components, as well as other components that should be included besides those mentioned above, can be found in relevant parts of existing new energy vehicles, and will not be elaborated upon here.

[0095] Furthermore, as a preferred implementation method, it still combines Figure 12 As shown, in the battery control module 203 of this embodiment, a communication unit 2031 for wireless signal transmission with an external device may be provided, and the communication unit 2031 is also configured to at least transmit the voltage signal and temperature signal of the battery cell 201 collected by the battery control module 203.

[0096] In this way, by setting a communication unit 2031 in the battery control module 203 that can communicate wirelessly with the outside, the space occupation and weight increase caused by using wire harness connection transmission can be avoided, and the risk of thermal runaway of the wire harness itself and its connection structure can also be avoided.

[0097] In practical implementation, the aforementioned communication unit 2031 can be any existing communication module that meets the relevant layout and usage requirements. In addition to transmitting voltage and temperature signals for the battery cell 201, the aforementioned communication unit 2031 can also be used solely for transmitting temperature or voltage signals, or it can simultaneously transmit other signals besides temperature and voltage signals.

[0098] Moreover, similar to the working method in the battery pack of existing new energy vehicles, the battery management system (BMS) in the battery control module 203 can use the signal acquisition unit 2032 in the battery information acquisition unit (BCU) to collect the temperature and voltage of the cell 201, and then transmit the relevant signals to the vehicle control unit (VCU) or other external control components via the communication unit 2031 to realize the transmission and processing of control signals.

[0099] The vehicle chassis structure of this embodiment adopts the above design. By forming a recessed receiving space Q in the main body of the frame, the battery system 200 is placed in the receiving space Q, which can realize the full integration of the battery pack and the vehicle chassis, forming an integrated skateboard chassis. This helps to achieve vehicle weight reduction, increase the energy density of the whole vehicle, help improve the driving range of the vehicle, and improve the overall vehicle quality.

[0100] Example 2

[0101] This embodiment relates to a vehicle, which is a new energy vehicle, and the vehicle has the vehicle chassis structure described in Embodiment 1 above.

[0102] In specific implementation, the vehicle in this embodiment can be a pure electric vehicle, so that the vehicle has a high range by setting a battery system 200 with a large capacity in the frame 100.

[0103] However, in addition to being a pure electric vehicle, in other implementations, depending on design requirements, the vehicle in this embodiment can also be a hybrid vehicle. This allows for lightweight design of the vehicle while ensuring that the capacity of the battery system 200 meets the requirements, thereby enabling the vehicle to have a high range.

[0104] The vehicle in this embodiment, by setting the vehicle chassis structure in Embodiment 1, can achieve full integration of the battery pack and the vehicle chassis, forming an integrated skateboard chassis, which helps to achieve vehicle weight reduction, improve vehicle range, enhance the overall vehicle quality, and has good practicality.

[0105] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A vehicle chassis structure, characterized in that: Includes a frame (100) and a battery system (200) integrated in the middle of the frame (100); The frame (100) includes a frame body (101) located in the middle, a front longitudinal beam (102) connected to the front side of the frame body (101) via a front corner connector (103), and a rear longitudinal beam (104) connected to the rear side of the frame body (101) via a rear corner connector (105), and a recessed receiving space (Q) is formed in the frame body (101). The battery system (200) includes a plurality of battery cells (201) disposed in the housing space (Q), a cooling module (202) for cooling the battery cells (201), and a battery control module (203) located at one end of the housing space (Q), and the battery system (200) is sealed in the housing space (Q) by a top cover plate (1013) on the top of the vehicle frame body (101).

2. The vehicle chassis structure according to claim 1, characterized in that: The frame body (101) includes a ring-shaped main frame (1011) and a bottom plate (1012) connected to the bottom of the main frame (1011). The main frame (1011) and the lower base plate (1012) enclose the accommodating space (Q), and the frame longitudinal beams (1011a) located on at least the left and right sides of the main frame (1011) are made of extruded profiles.

3. The vehicle chassis structure according to claim 2, characterized in that: The front corner connector (103) connects the front longitudinal beam (102) of the frame to the front end of the frame longitudinal beam (1011a), and the rear corner connector (105) connects the rear longitudinal beam (104) of the frame to the rear end of the frame longitudinal beam (1011a). The front corner connector (103) and / or the rear corner connector (105) are made of castings.

4. The vehicle chassis structure according to claim 2, characterized in that: A front crossbeam (108) of the frame is provided above the front crossbeam (1011b) of the main frame (1011), and a rear crossbeam (109) of the frame is provided above the rear crossbeam (1011b) of the main frame (1011). The front crossbeam (108) of the frame is connected between the front corner connectors (103) on the left and right sides, and the rear crossbeam (109) of the frame is connected between the rear corner connectors (105) on the left and right sides.

5. The vehicle chassis structure according to claim 2, characterized in that: The accommodating space (Q) is provided with a front support block (1014) near the front end of the main frame (1011) and a rear support block (1015) near the rear end of the main frame (1011), and the accommodating space (Q) is provided with a reinforcing longitudinal beam arranged along the front-rear direction of the vehicle. The battery cell (201) is fixed in the area between the front support block (1014) and the rear support block (1015), and the reinforcing longitudinal beam includes side reinforcing beams (1016) located on the left and right sides of the area.

6. The vehicle chassis structure according to claim 5, characterized in that: The reinforcing longitudinal beam includes a central reinforcing beam (1017) located in the middle of the region; and / or, The bottom of the upper cover plate (1013) is provided with a sealing plate (1018) that covers the area.

7. The vehicle chassis structure according to claim 1, characterized in that: The front corner connector (103) has a front shock absorber tower (106) at one end near the front longitudinal beam (102) of the frame, and the rear corner connector (105) has a rear shock absorber tower (107) at one end near the rear longitudinal beam of the frame. Both the front damping tower (106) and the rear damping tower (107) are integrally formed, and at least one of the front damping tower (106) and the rear damping tower (107) is a casting.

8. The vehicle chassis structure according to claim 1, characterized in that: The cooling module (202) includes a direct cooling module (2021) and a liquid cooling module (2022). The direct cooling module (2021) includes multiple direct cooling plates (2021a) arranged at intervals, and the battery cell (201) is provided between adjacent direct cooling plates (2021a). The liquid cooling module (2022) includes a liquid cooling plate (2022a) located at the bottom of the housing space (Q), and the battery cell (201) is disposed above the liquid cooling plate (2022a).

9. The vehicle chassis structure according to any one of claims 1 to 8, characterized in that: The battery control module (203) is equipped with a communication unit (2031) for wireless signal transmission with external devices. The communication unit (2031) is configured to at least transmit the voltage signal and / or temperature signal of the cell (201) collected by the battery control module (203).

10. A vehicle, characterized in that: The vehicle has the vehicle chassis structure as described in any one of claims 1 to 9.

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