Undercarriage and vehicle

Abstract

This application relates to the field of vehicle equipment technology, and discloses a lower body and a vehicle. The battery mechanism includes a housing and a battery pack, with the battery pack disposed within the housing. The housing includes a first side frame and a second side frame disposed opposite each other along a first direction. A front compartment and a rear floor are spaced apart along a second direction, perpendicular to the first direction. A first sill beam and a second sill beam are spaced apart along the first direction. The first sill beam, the second sill beam, the front compartment, and the rear floor together form a battery mounting area. The battery mechanism is disposed in the battery mounting area. The first side frame is connected to the first sill beam, and the second side frame is connected to the second sill beam. The lower body provided by this application has good compatibility and is lightweight, reducing the manufacturing cost and weight of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle equipment technology, and more particularly to a vehicle body and a vehicle. Background Technology

[0002] For new energy vehicles, such as pure electric vehicles and range-extended electric vehicles, the lower body is one of the important components of the vehicle. The lower body generally includes the front engine compartment assembly, the front floor assembly, the rear floor assembly, and the door sill beams on both sides of the vehicle. For new energy vehicles, it may also include the battery pack assembly, which can generally be installed on the front floor.

[0003] However, the lower body in the aforementioned technologies is relatively heavy and requires a different front floor design depending on the battery in different vehicle models, resulting in poor compatibility of the lower body with different vehicle models and increasing the manufacturing cost of the vehicle. Utility Model Content

[0004] In view of this, embodiments of this application provide a vehicle body and a vehicle to solve the technical problem in the above-mentioned related technologies that the vehicle body is heavy and requires corresponding front floor design according to the battery packs of different vehicle models, resulting in poor compatibility of the vehicle body with different vehicle models and increased vehicle manufacturing costs.

[0005] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0006] A first aspect of this application provides a vehicle body, comprising:

[0007] A battery mechanism includes a housing and a battery pack, the battery pack being disposed within the housing, the housing including a first sidewall and a second sidewall disposed opposite to each other along a first direction;

[0008] The forward compartment and the rear floor are spaced apart along a second direction, which is perpendicular to the first direction;

[0009] The first sill beam and the second sill beam are arranged at intervals along the first direction, and the first sill beam, the second sill beam, the front compartment and the rear floor together form the battery installation area;

[0010] The battery mechanism is disposed in the battery mounting area, the first frame is connected to the first sill beam, and the second frame is connected to the second sill beam.

[0011] This application provides a lower body where the battery mechanism forms a unified installation interface through a standardized shell design. The first and second side frames are rigidly connected to the side sill beams, respectively. The front compartment and rear floor are symmetrically distributed along the vehicle's longitudinal direction, forming the longitudinal boundary of the battery installation area. The first and second sill beams are spaced apart along the vehicle's transverse direction, and the battery installation area enclosed by these four beams provides a fixed boundary for the shell. Compared to existing technologies where batteries for different vehicle models use different connection positions, the different types of battery mechanisms in this application are all connected to the sill beams through the side frames on the shell. This layout allows battery packs of different capacities to share the same fixed connection method, reducing the complexity of component management, improving the compatibility of battery installation positions, and eliminating cost waste caused by redundant development.

[0012] Furthermore, by eliminating the front floor and connecting the top of the battery pack housing directly to the passenger compartment floor, structural weight can be reduced, vehicle weight can be lightened, and battery energy density utilization can be improved.

[0013] The rigid connection between the housing frame and the sill beam forms a continuous load transfer path, enhancing the protection of the battery pack in the event of a side impact.

[0014] In some embodiments of this application, the first threshold beam includes:

[0015] The first mounting part has a first mounting surface facing downwards from the vehicle body, and the first mounting part is connected to the first frame.

[0016] A second mounting part is disposed on the first mounting surface, and the side of the second mounting part facing away from the first mounting surface has a second mounting surface;

[0017] The connecting plate has one end connected to the second mounting surface and the other end connected to the first frame.

[0018] The connecting plate, the first frame, and the first sill beam together form an energy-absorbing cavity.

[0019] In some embodiments of this application, the first frame has an outer side facing the first sill beam;

[0020] The first border includes:

[0021] A first mounting structure is disposed on the outer side and is located close to the first mounting portion relative to the second mounting portion; the first mounting structure is connected to the first mounting portion.

[0022] The second mounting structure is disposed on the outer side and spaced apart from the first mounting structure. The second mounting structure is located on the side of the first mounting structure opposite to the first mounting part. The second mounting structure is connected to the second mounting part through the connecting plate.

[0023] In some embodiments of this application, the first mounting structure extends along the second direction and has a first cavity extending along the second direction inside;

[0024] The first cavity has a first reinforcing rib, which is used to divide the first cavity into a first chamber and a second chamber.

[0025] The lower body also includes a first connector, which passes through the first chamber and is detachably connected to the first mounting surface.

[0026] In some embodiments of this application, the first mounting structure further includes a second reinforcing rib disposed in the second chamber;

[0027] The second reinforcing rib is inclined relative to the first reinforcing rib. One end of the second reinforcing rib is connected to the first reinforcing rib, and the other end extends away from the first reinforcing rib and connects to the inner wall of the second chamber.

[0028] In some embodiments of this application, the second mounting structure has a second cavity inside;

[0029] The lower body also includes a second connector, which passes through the connecting plate and the second cavity in sequence to connect the connecting plate to the second mounting structure.

[0030] In some embodiments of this application, the vehicle body includes:

[0031] A first sealing structure, along a third direction, is pressed between the first sill beam and the first frame, and the first sealing structure is used to seal the joint between the first sill beam and the first frame.

[0032] The second sealing structure, along the third direction, is pressed between the second sill beam and the second frame, and is used to seal the joint between the second sill beam and the second frame; the third direction is perpendicular to the first direction and the second direction.

[0033] In some embodiments of this application, the front compartment includes a front crossbeam along a third direction, the front crossbeam being located opposite to the shell;

[0034] The lower body also includes a third sealing structure, which is pressed between the front crossbeam and the housing along a third direction; the third direction is perpendicular to the first direction and the second direction.

[0035] And / or, the rear floor includes a rear crossbeam along a third direction, the rear crossbeam being located opposite the housing;

[0036] The lower body also includes a fourth sealing structure, which is pressed between the rear crossbeam and the housing along the third direction; the third direction is perpendicular to the first direction and the second direction.

[0037] In some embodiments of this application, the first sill beam is a one-piece molded structure;

[0038] And / or, the second threshold beam is a one-piece molded structure.

[0039] A second aspect of this application provides a vehicle including a vehicle body and a lower body as described above. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the structure of a vehicle body provided in an embodiment of this application;

[0041] Figure 2 for Figure 1 Cross-sectional view at point AA.

[0042] Figure label:

[0043] 100. Battery mechanism;

[0044] 110. Housing; 120. Battery pack;

[0045] 111. First frame; 112. First mounting structure; 113. Second mounting structure;

[0046] 1111, Outer surface;

[0047] 1121, First cavity; 1121a, First chamber; 1121b, Second chamber;

[0048] 1122. First reinforcing rib; 1123. Second reinforcing rib;

[0049] 1131. Second type of cavity;

[0050] 200. Front cabin;

[0051] 210. Front crossbeam;

[0052] 300, rear floor;

[0053] 310. Rear crossbeam;

[0054] 400. First door sill beam;

[0055] 410. First mounting part; 420. Second mounting part; 430. Connecting plate; 440. Energy absorption cavity;

[0056] 411. First mounting surface; 421. Second mounting surface;

[0057] 500, Second door sill beam;

[0058] 600. Battery installation area;

[0059] 700a, First connector; 700b, Second connector;

[0060] 800. First sealing structure. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0062] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0063] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0064] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0065] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0066] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0067] The aforementioned technologies involve a heavy lower body that requires customized front floor designs based on the batteries used in different vehicle models. This results in poor compatibility between the lower body and various vehicle types, increasing manufacturing costs. This problem arises because traditional vehicle body structures require separate lower bodies for pure electric and range-extended electric vehicles. The connection positions and structures between the battery and the lower body differ between models. For example, in pure electric vehicles, the battery is connected to both the front floor and the sill beam, while in range-extended vehicles, it is only connected to the front sill beam. This leads to unnecessary waste of development costs and poor lower body compatibility.

[0068] On the other hand, the existing vehicle body has a front floor, which increases the overall weight of the vehicle body, thus increasing the vehicle's weight and affecting its range.

[0069] To address the aforementioned issues, this application provides a lower body and vehicle. The battery mechanism within the lower body utilizes a standardized housing design to form a unified installation interface. A first and second frame are rigidly connected to the side sill beams, respectively. The front compartment and rear floor are symmetrically distributed along the vehicle's longitudinal direction, forming the longitudinal boundary of the battery installation area. The first and second sill beams are spaced apart along the vehicle's transverse direction, and the battery installation area enclosed by these four beams provides a fixed boundary for the housing. Compared to existing technologies where batteries for different vehicle models use different connection positions, the different types of battery mechanisms in this application are connected to the sill beams via frames on the housing. This layout allows battery packs of different capacities to share the same fixed connection method, reducing component management complexity, improving battery installation position compatibility, and eliminating cost waste caused by redundant development.

[0070] Furthermore, by eliminating the front floor and connecting the top of the battery pack housing directly to the passenger compartment floor, structural weight can be reduced, vehicle weight can be lightened, and battery energy density utilization can be improved.

[0071] The rigid connection between the housing frame and the sill beam forms a continuous load transfer path, enhancing the protection of the battery pack in the event of a side impact.

[0072] The undercarriage and vehicle provided in this application will now be described with reference to the accompanying drawings and specific embodiments.

[0073] Reference Figure 1 and Figure 2 This application provides a vehicle body, which may include a battery mechanism 100 and a lower body along a second direction (e.g., Figure 1 The forward compartment 200 and the rear floor 300 are arranged at intervals in the Y direction, and along the first direction (such as...) Figure 1 The first threshold beam 400 and the second threshold beam 500 are arranged at intervals in the X direction.

[0074] The first direction can refer to the lateral direction of the vehicle's axis, specifically defined using the X-axis of a coordinate system, to determine the distance between the two sill beams. The second direction can refer to the longitudinal direction of the vehicle's axis, specifically defined using the Y-axis of a coordinate system, to determine the relative position of the front compartment 200 and the rear floor 300.

[0075] The battery assembly 100 may include a housing 110 and a battery pack 120, the battery pack 120 being disposed within the housing 110, the housing 110 being used to connect to the sill beam, the front compartment 200, or the rear floor 300. For example, the housing 110 may include a first side frame 111 and a second side frame disposed opposite each other along a first direction.

[0076] The first frame 111 and the second frame can refer to the longitudinal support structures on both sides of the battery casing 110, which can be made of aluminum alloy extruded profiles and are used to transfer lateral collision loads.

[0077] The front compartment 200 and the rear floor 300 are arranged at intervals along a second direction, perpendicular to the first direction. The front compartment 200 can refer to the front load-bearing structure of the vehicle, including the front crossbeam 210, and may be constructed using multi-cavity aluminum profiles to support the powertrain. The rear floor 300 can refer to the rear load-bearing structure of the vehicle, including the rear crossbeam 310, and may be a composite structure of stamped steel sheet and aluminum profiles to support the seats and suspension system.

[0078] The first sill beam 400 and the second sill beam 500, which are arranged at intervals along the first direction, together with the first sill beam 400, the second sill beam 500, the front compartment 200 and the rear floor 300, form the battery installation area 600.

[0079] The battery mounting area 600 can refer to the enclosed space formed by the front compartment 200, the rear floor 300, and the sill beam, which can be connected by welding or bolting to form a stable frame structure. The front floor is omitted in the battery mounting area 600. The battery mounting area 600 is a frame structure that runs through the height of the vehicle body, and the battery mechanism 100 can be directly installed in the battery mounting area 600 of this frame structure.

[0080] The battery mechanism 100 is located in the battery mounting area 600. The first frame 111 is connected to the first sill beam 400, and the second frame is connected to the second sill beam 500. It is understood that the housing 110 of the battery mechanism 100 can also be connected to the front compartment 200, and the housing 110 of the battery mechanism 100 can also be connected to the rear floor 300, thereby improving the installation stability of the battery mechanism 100 in the battery mounting area 600.

[0081] In some embodiments, the connection between the first frame 111 and the first sill beam 400 can be equivalent to the connection between the second frame and the second sill beam 500.

[0082] In its implementation, the battery mechanism 100 is designed with a standardized housing 110 to form a unified installation structure. The first frame 111 and the second frame are rigidly connected to the side door sill beams, respectively. The front compartment 200 and the rear floor 300 are symmetrically distributed along the longitudinal direction of the vehicle, forming the longitudinal boundary of the battery installation area 600. The first door sill beam 400 and the second door sill beam 500 are arranged at intervals along the transverse direction of the vehicle. The battery installation area 600 formed by these four elements provides a fixed boundary for the battery mechanism 100.

[0083] Compared to the existing technology where batteries for different vehicle models use different connection positions, the different types of battery structures 100 in this application are all connected to the sill beam through the frame on the housing 110. This layout allows battery packs 120 of different capacities to share the same fixed connection method, which can reduce the complexity of component management, improve the compatibility of battery installation positions, and eliminate the cost waste caused by repeated development.

[0084] Furthermore, by eliminating the front floor and directly connecting the top of the battery pack 120 housing 110 to the passenger compartment floor, structural weight can be reduced, vehicle weight can be lightened, and battery energy density utilization can be improved.

[0085] The rigid connection between the frame of the housing 110 and the sill beam forms a continuous load transfer path, enhancing the protection of the battery pack 120 in the event of a side impact.

[0086] Reference Figure 1 and Figure 2 In some embodiments, the first sill beam 400 may include a first mounting portion 410, a second mounting portion 420, and a connecting plate 430.

[0087] The first mounting part 410 has a first mounting surface 411 facing downwards from the vehicle body, and the first mounting part 410 is connected to the first frame 111. The first mounting part 410 may refer to a support member extending longitudinally along the vehicle body, and may be made of extruded aluminum alloy profile. Its first mounting surface 411 is a planar structure that can be used to support the second mounting part 420.

[0088] The second mounting part 420 is disposed on the first mounting surface 411, and the side of the second mounting part 420 facing away from the first mounting surface 411 has a second mounting surface 421. The second mounting part 420 can refer to a transition structure superimposed on the first mounting surface 411, specifically, it can be fixed to the first mounting surface 411 by welding or bolting, with its second mounting surface 421 forming a stepped mounting platform. Alternatively, the second mounting part 420 and the first mounting part 410 can be an integral structure, forming an integral extruded profile with the first sill beam 400.

[0089] One end of the connecting plate 430 is connected to the second mounting surface 421, and the other end of the connecting plate 430 is connected to the first frame 111. The connecting plate 430 can refer to a force transmission component arranged obliquely. The length direction of the connecting plate 430 can also extend longitudinally along the second direction. Specifically, it can be formed by bending a stamped steel plate. Its two ends are respectively connected to the second mounting surface 421 and the first frame 111 of the battery casing 110 to increase the force transmission path from the first sill beam 400 to the first frame 111.

[0090] The connecting plate 430, the first frame 111, and the first threshold beam 400 together form an energy-absorbing cavity 440. The energy-absorbing cavity 440 can refer to the closed space formed by the connecting plate 430, the first frame 111, and the first threshold beam 400, which can form a triangular stable support structure for the energy-absorbing cavity 440.

[0091] In its implementation, the first mounting part 410 provides basic support for the second mounting part 420 via the first mounting surface 411, and the second mounting part 420 is stacked in the vehicle height direction to form a double-layer load-bearing structure. The connecting plate 430 connects the second mounting surface 421 to the first frame 111 of the battery housing 110 at an inclined angle, forming one of the stable force transmission paths. The connection between the first mounting surface 411 and the first frame 111 can form another force transmission path. When a side collision occurs, the impact load is transmitted to the first mounting part 410 and the second mounting part 420 through the first sill beam 400, and then dispersed to the frame of the battery housing 110 through the above two force transmission paths. During the stress process, the energy absorption cavity 440 absorbs the impact energy through profile deformation and bending of the connecting plate 430, forming a buffer area with progressively collapsing structure. This structure maintains the basic strength of the sill beam while improving energy absorption efficiency through the cavity structure.

[0092] Compared to existing technologies, traditional lower vehicle sill beams use a single sheet metal structure directly connected to the battery casing 110, lacking an energy absorption structure. During a collision, the impact force is directly transmitted to the battery casing 110, easily leading to deformation of the casing 110 and damage to the battery pack 120. This application addresses this by setting up a double-layer mounting section and connecting plate 430 to form an energy-absorbing cavity 440. During a collision, the cavity actively absorbs energy through structural deformation, effectively reducing the impact force transmitted to the battery casing 110.

[0093] Through the above technical solution, this application effectively improves the impact resistance of the first sill beam 400 area. During a side collision, the energy-absorbing cavity 440 absorbs impact energy through gradual collapse, reducing the risk of deformation of the battery casing 110. The triangular support structure formed by the connecting plate 430 enhances load dispersion, preventing stress concentration that could lead to structural failure. The closed cavity structure of the energy-absorbing cavity 440 achieves energy absorption without increasing the number of components, maintaining the compactness of the lower vehicle body structure.

[0094] In some embodiments, the connection between the second sill beam 500 and the second side frame can also be achieved by the connection between the first sill beam 400 and the first side frame 111, thereby increasing the impact resistance of the vehicle body on both sides in the width direction, and thus also improving the impact resistance of the battery mechanism 100 on both sides in the first direction.

[0095] Reference Figure 1 and Figure 2 In some embodiments, the first frame 111 has an outer side 1111 facing the first sill beam 400. The outer side 1111 can refer to the side wall of the first frame 111 facing the first sill beam 400, and can be implemented as a plane, which can be used to centrally arrange the installation structure.

[0096] The first frame 111 may include a first mounting structure 112 and a second mounting structure 113.

[0097] The first mounting structure 112 is disposed on the outer side 1111 and is disposed close to the first mounting part 410 relative to the second mounting part 420. The first mounting structure 112 is connected to the first mounting part 410.

[0098] The first mounting structure 112 can refer to a connecting component located on the outer side 1111 near the first mounting part 410. Specifically, it can be implemented using a boss structure with bolt holes to shorten the connection path with the first mounting part 410.

[0099] The second mounting structure 113 is disposed on the outer side 1111 and spaced apart from the first mounting structure 112. The second mounting structure 113 is located on the side of the first mounting structure 112 facing away from the first mounting part 410. The second mounting structure 113 is connected to the second mounting part 420 through the connecting plate 430.

[0100] The second mounting structure 113 can refer to a connecting component located on the outer side 1111 away from the first mounting part 410. Specifically, it can be implemented by using an ear plate structure or a boss structure with through holes, and is used to form an indirect connection with the second mounting part 420 through the connecting plate 430.

[0101] The first mounting structure 112 and the second mounting structure 113 are spaced apart on the outer side 1111. This can be understood as the two mounting structures maintaining a predetermined distance on the outer side 1111. Specifically, they can be distributed in an equidistant or asymmetrical manner to balance the connection strength and space utilization.

[0102] In its implementation, the first mounting structure 112 directly forms a surface contact connection with the first mounting portion 410 of the first sill beam 400, with the connection direction perpendicular to the plane of the outer side surface 1111. The second mounting structure 113 forms a zigzag connection path with the second mounting portion 420 through a connecting plate 430. One end of the connecting plate 430 is fixed to the second mounting structure 113, and the other end is welded to the second mounting surface 421 of the second mounting portion 420. The parallel arrangement of the two mounting structures on the outer side surface 1111 restricts the connection direction to a plane perpendicular to the outer side surface 1111, preventing the connecting components from extending into the battery casing 110. Reinforcing ribs can be provided in the gap area between the first mounting structure 112 and the second mounting structure 113 to maintain the structural rigidity of the outer side surface 1111.

[0103] Compared to existing technologies, the mounting structure on a traditional battery pack 120 is typically distributed across multiple different surfaces, such as the top and sides, resulting in complex connection paths and occupying internal space. This solution integrates all connection functions onto a single outer surface 1111, eliminating the need for suspended support structures and improving the utilization of the internal space of the housing 110.

[0104] In some embodiments, a first mounting structure 112 and a second mounting structure 113 may also be provided on the second frame, and the arrangement of the first mounting structure 112 and the second mounting structure 113 on the second frame is the same as that on the first frame 111. Furthermore, the second sill beam 500 may also be provided with the same first mounting portion 410 and second mounting portion 420 as the first sill beam 400.

[0105] Reference Figure 1 and Figure 2In some embodiments, the first mounting structure 112 extends along a second direction and has a first cavity 1121 extending along the second direction inside.

[0106] The first mounting structure 112 can refer to a support member extending along the length of the vehicle, and can be made of extruded aluminum alloy profiles. The first cavity 1121 can refer to a closed cavity that runs through the first mounting structure 112 along the second direction, and can be formed by profile extrusion molding process to improve the bending stiffness of the cross section.

[0107] The first cavity 1121 has a first reinforcing rib 1122, which is used to divide the first cavity 1121 into a first chamber 1121a and a second chamber 1121b.

[0108] The first reinforcing rib 1122 can refer to a longitudinal partition disposed inside the first cavity 1121. Specifically, it can be a rib structure integrally formed with the cavity, used to divide a single cavity into two independent load-bearing areas, such as a first chamber 1121a and a second chamber 1121b. The first chamber 1121a can refer to the load-bearing space near the first mounting surface 411, specifically a rectangular cross-section area used to accommodate the connector and transmit longitudinal loads. The second chamber 1121b can refer to an auxiliary load-bearing space disposed parallel to the first chamber 1121a.

[0109] The lower body may also include a first connecting member 700a, which passes through the first chamber 1121a and is detachably connected to the first mounting surface 411. The first connecting member 700a may refer to a fastening element that penetrates the first chamber 1121a, specifically a high-strength bolt assembly, used to achieve a detachable rigid connection between the first mounting structure 112 and the first sill beam 400.

[0110] In its implementation, the first mounting structure 112 forms a continuous support through a first cavity 1121 extending longitudinally along the vehicle. A first reinforcing rib 1122 inside the cavity divides the cavity into two independent chambers. The first chamber 1121a serves as the main load-bearing area, accommodating the connecting bolts. After penetrating the chamber wall, the bolts form a rigid connection with the mounting surface of the sill beam. The first reinforcing rib 1122 forms multiple support nodes with the inner wall of the chamber during the longitudinal extension of the vehicle. When the vehicle experiences a lateral impact, the impact load is transmitted to the first mounting surface 411 through the first sill beam 400. The connecting bolts evenly distribute the load across the four walls of the first chamber 1121a, while the second chamber 1121b absorbs some of the impact energy through cross-sectional deformation.

[0111] This solution significantly improves cross-sectional stiffness with the same amount of material through a cavity-splitting design combined with a reinforcing rib layout. Simultaneously, the cavity structure allows for targeted optimization of the load-bearing characteristics of each region. Existing technologies typically employ single-point welding for connection structures, while this solution utilizes through-cavity bolted connections to achieve surface contact load transfer, avoiding stress concentration.

[0112] Through the above technical solutions, this application effectively improves the connection strength between the first frame 111 and the first sill beam 400 of the housing 110, optimizes the load transfer path through the cavity design, and enhances the absorption capacity for lateral impact energy. The detachable connection method facilitates installation and maintenance while ensuring the reliability and durability of the connection nodes. The synergistic effect of the first reinforcing rib 1122 and the first cavity 1121 significantly improves the overall bending stiffness and local compressive strength of the first mounting structure 112, reducing the risk of deformation of the battery housing 110 under collision conditions.

[0113] In some embodiments, the design of the first mounting structure 112 in the above technical solution is also applicable to the first mounting structure 112 on the second frame.

[0114] Reference Figure 1 and Figure 2 In some embodiments, the first mounting structure 112 may further include a second reinforcing rib 1123 disposed in the second chamber 1121b. The second reinforcing rib 1123 is disposed at an angle relative to the first reinforcing rib 1122, one end of the second reinforcing rib 1123 is connected to the first reinforcing rib 1122, and the other end extends away from the first reinforcing rib 1122 and is connected to the inner wall of the second chamber 1121b.

[0115] The second reinforcing rib 1123 can refer to a rib-shaped support structure located inside the second chamber 1121b, and can be manufactured using an aluminum alloy extrusion molding process. The second reinforcing rib 1123 forms a triangular support system with the inner wall of the chamber by connecting the first reinforcing rib 1122, which is used to disperse impact loads.

[0116] The inclined setting can refer to the formation of a non-parallel or non-perpendicular angle between the second reinforcing rib 1123 and the first reinforcing rib 1122. The inclined angle can be set to any value within the range of 30 degrees to 60 degrees, thereby avoiding stress concentration by changing the force transmission path.

[0117] In practical implementation, when an external impact force acts on the first mounting structure 112, the second reinforcing rib 1123 in the second chamber 1121b transfers part of the load to the first reinforcing rib 1122, while the other part of the load is transferred to the inner wall of the chamber through an inclined extension path. The cross-bracing network formed by the first reinforcing rib 1122 and the second reinforcing rib 1123 creates a multi-directional load-bearing structure inside the second chamber 1121b, effectively suppressing the deformation of the second chamber 1121b during a collision. The inclined second reinforcing rib 1123 can convert the longitudinal impact into a lateral component force, and the energy is dissipated through the rigid support of the side wall of the second chamber 1121b.

[0118] This solution addresses the problem of insufficient impact resistance of a single reinforced structure by adding an inclined second reinforcing rib 1123, which constructs a multi-directional force transmission path while maintaining a lightweight design.

[0119] Through the above technical solution, this application can enhance the structural stability of the second chamber 1121b during lateral collisions, and avoid failure at the connection between the first mounting structure 112 and the sill beam due to chamber deformation. The inclined second reinforcing rib 1123 works synergistically with the first reinforcing rib 1122 to significantly improve the bending strength of the connection part under dynamic loads, ensuring the integrity of the battery mounting area 600 under extreme working conditions.

[0120] Reference Figure 1 and Figure 2 In some embodiments, the second mounting structure 113 has a second cavity 1131 inside. The lower body may also include a second connector 700b, which passes through the connecting plate 430 and the second cavity 1131 in sequence to connect the connecting plate 430 to the second mounting structure 113.

[0121] The second cavity 1131 can refer to a hollow cavity structure set inside the second mounting structure 113, which can be achieved by forming a continuous cavity inside the aluminum profile using an extrusion molding process. The second cavity 1131 improves bending and torsional resistance by increasing the moment of inertia of the cross section, and absorbs impact energy through the plastic deformation of the cavity wall during a collision.

[0122] The second connector 700b can refer to a fastening element that penetrates the connecting plate 430 and the second cavity 1131, and can be implemented using a threaded bolt assembly. While providing a mechanical connection function, the second connector 700b forms a multi-directional force transmission path by penetrating the cavity, allowing the impact load to be transmitted along the cavity wall together with the connector.

[0123] Specifically, when a lateral impact is transmitted from the first sill beam 400 to the connecting plate 430 and further to the second mounting structure 113 on the first frame 111, the closed section of the second cavity 1131 disperses the impact load through the elastic deformation of the cavity wall. Simultaneously, the second connector 700b transmits part of the impact force to the cavity interior of the second mounting structure 113. When the impact energy exceeds the elastic deformation threshold, the second cavity 1131 undergoes plastic deformation. At this time, the second connector 700b maintains the relative position of the connecting plate 430 and the second mounting structure 113, preventing structural disintegration. The synergistic effect of the second cavity 1131 and the second connector 700b forms a graded energy absorption mechanism, ensuring initial stiffness while controlling the collapse deformation mode.

[0124] This solution improves the flexural stiffness of the cross section with the same amount of material by combining the cavity structure with the through connector. At the same time, it achieves controllable energy absorption through the interaction between the deformation of the second cavity 1131 and the constraint of the second connector 700b.

[0125] Through the above technical solution, this application effectively improves the impact resistance of the connection area between the battery casing 110 and the first sill beam 400. Under side impact conditions, energy is absorbed and structural integrity is maintained through the deformation of the second cavity 1131, reducing the risk of damage to the battery pack 120 due to connection failure. The dual fixing method of the connecting plate 430 and the second mounting structure 113 avoids stress concentration and ensures the stable load-bearing capacity of the battery mounting structure during collision.

[0126] Reference Figure 1 and Figure 2 In some embodiments, the undercarriage may include a first sealing structure 800 and a second sealing structure.

[0127] Along a third direction (e.g.) Figure 2 In the Z direction, the first sealing structure 800 is pressed between the first sill beam 400 and the first frame 111. The first sealing structure 800 is used to seal the joint between the first sill beam 400 and the first frame 111. The third direction is perpendicular to the first and second directions. For example, the first sill beam 400 can press the first sealing structure 800 against the second frame by gravity.

[0128] In some embodiments, if the first sill beam 400 has a first mounting portion 410 and a first mounting surface 411, and a first mounting structure 112 is provided on the first frame 111 of the housing 110, then the first sealing structure 800 can be pressed between the first mounting surface 411 and the first mounting structure 112.

[0129] Along a third direction, the second sealing structure is pressed between the second sill beam 500 and the second frame, and the second sealing structure is used to seal the joint between the second sill beam 500 and the second frame. For example, the second sill beam 500 can press the second sealing structure against the second frame by gravity.

[0130] If the second sill beam 500 also has the same first mounting portion 410 and first mounting surface 411 as the first sill beam 400, and the second side frame of the housing 110 has the same first mounting structure 112 as the first side frame 111, then the second sealing structure can also be pressed between the first mounting surface 411 and the first mounting structure 112 located at the second sill beam 500 and the second side frame.

[0131] Among them, the third direction can refer to the vertical direction that is perpendicular to the longitudinal and lateral directions of the vehicle body. For example, the third direction can be the height direction of the vehicle body, which can be implemented by the Z-axis direction in the vehicle coordinate system. This direction selection enables the sealing structure to effectively press together using vertical space.

[0132] The first sealing structure 800 can refer to an elastic sealing element installed on the contact surface between the first sill beam 400 and the battery casing 110 frame, specifically implemented using a rubber strip or silicone sealing gasket. The second sealing structure maintains symmetry with the first sealing structure 800 in terms of structure and material selection, ensuring balanced sealing performance on both sides.

[0133] In practical implementation, a sealing structure is set in the vertical direction of the vehicle, and a three-dimensional seal is achieved by utilizing the assembly gap between the sill beam and the battery housing 110 frame. After the first sill beam 400 and the first frame 111 of the battery housing 110 are positioned, vertical downward pressure is applied to cause the first sealing structure 800 to elastically deform, completely filling the microscopic gap at the joint. The second sealing structure simultaneously performs the same pressing action on the other side of the vehicle, forming a symmetrically distributed sealing system.

[0134] Through the above technical solution, this application effectively solves the sealing reliability problem at the connection between the door sill beam and the battery casing 110. The vertical compression sealing structure can adapt to the size variations of different wheelbase models. The application of standardized sealing surfaces allows the same seal to be adapted to both pure electric and range-extended electric vehicle models, reducing the types of seals developed and lowering vehicle manufacturing costs.

[0135] Reference Figure 1 and Figure 2 In some embodiments, the front compartment 200 may include a front crossbeam 210, which is located opposite the housing 110 along a third direction.

[0136] The lower body may also include a third sealing structure, which is pressed between the front crossbeam 210 and the housing 110 along the third direction; the third direction is perpendicular to the first and second directions.

[0137] The third sealing structure can refer to a sealing element located between the front crossbeam 210 and the housing 110, which can be implemented using a rubber sealing strip or foam material, filling the assembly gap through vertical compression deformation. The front crossbeam 210 can refer to the upper support structure located at the front end of the battery mounting area 600, which can be made of extruded aluminum profile, with its width extending laterally along the vehicle body.

[0138] Reference Figure 1 and Figure 2 In some embodiments, the rear floor 300 may include a rear crossbeam 310, which is located above the housing 110 along a third direction. The rear crossbeam 310 may refer to a load-bearing structure located at the rear end of the battery mounting area 600, and may specifically be a closed-section member connected to the rear longitudinal beam of the vehicle body, with its top plane forming a mating area with the upper surface of the housing 110.

[0139] The lower body may also include a fourth sealing structure, which is pressed between the rear crossbeam 310 and the housing 110 along a third direction, and the third direction is perpendicular to the first and second directions.

[0140] The fourth sealing structure can refer to the sealing element set between the front crossbeam 210 and the housing 110. Specifically, it can be implemented by using a rubber sealing strip or foam material, which fills the assembly gap through vertical compression deformation.

[0141] In practice, the front crossbeam 210 covers the top edge of the housing 110 in the vertical direction, and the third sealing structure is clamped between the lower surface of the front crossbeam 210 and the upper surface of the housing 110. When the bolts are tightened in the vertical direction to secure the front crossbeam 210, the third sealing structure is subjected to vertical compression and undergoes elastic deformation, uniformly filling the microscopic gap between the two components.

[0142] For the connection between the rear crossbeam 310 and the housing 110, the fourth sealing structure achieves sealing using the same working principle. This vertical clamping method eliminates the need for complex lateral fastening mechanisms, ensuring that the mounting reference surfaces of the front crossbeam 210 and the rear crossbeam 310 remain parallel to the upper surface of the housing 110, thus reducing the requirements for the machining accuracy of the parts.

[0143] Through the above technical solution, this application effectively solves the sealing reliability problem between the front crossbeam 210 and the housing 110, and between the rear crossbeam 310 and the housing 110, ensuring the environmental sealing of the battery installation area 600. By unifying the sealing surface design of the front crossbeam 210 and the rear crossbeam 310, pure electric vehicles and range-extended vehicles can share the same sealing interface, reducing the number of molds required.

[0144] Reference Figure 1 and Figure 2 In some embodiments, the first sill beam 400 is a one-piece molded structure. The second sill beam 500 is a one-piece molded structure.

[0145] The integrated structure can be a one-piece extruded profile. A profile refers to a metal component with a continuous cross-sectional shape manufactured through an extrusion molding process, specifically using aluminum alloy extruded profiles. The cross-sectional shape of the profile can be pre-designed according to mechanical performance requirements, and its standardized production characteristics allow it to be adapted to different wheelbase requirements by cutting to different lengths.

[0146] Specifically, the continuous cross-section of the profile allows for customizable length characteristics while maintaining bending stiffness. When applied to the first sill beam 400 and / or the second sill beam 500, the longitudinal extension direction of the profile is consistent with the vehicle's wheelbase direction. When adapting to different wheelbase models, only straight-line cutting of the profile is required according to the target wheelbase, without changing the cross-sectional shape or connection structure. The standardized cross-section design allows the same mold to produce sill beams suitable for multiple vehicle models, avoiding the repeated mold development caused by wheelbase variations in traditional sheet metal welding structures.

[0147] Compared to existing technologies, traditional sheet metal welded door sill beams require redesigned stamping dies and welding fixtures for different wheelbases, leading to extended development cycles and increased costs. In contrast, by producing standard cross-section profiles using a single die, only the cutting length needs to be adjusted to match wheelbase differences, eliminating the need for repeated die development.

[0148] Through the above technical solution, this application achieves standardized production of the first sill beam 400 and / or the second sill beam 500 structure, reducing mold development costs and shortening the development cycle of new models. The continuous cross-sectional characteristics of the profile simultaneously ensure the consistency of the mechanical properties of the first sill beam 400 and / or the second sill beam 500, eliminating the need for additional reinforcement structures when adapting to different wheelbases, thus reducing the development cost per model.

[0149] Reference Figure 1 and Figure 2 This application also provides a vehicle, which may include a vehicle body and a lower body as described above.

[0150] By eliminating the front floor to reduce vehicle weight, and enabling universal installation of the battery structure 100 on the underbody of both pure electric and range-extended models, development time and mold investment are reduced, and battery range is improved by reducing vehicle weight.

[0151] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0152] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A lower car body, characterized by, include: A battery assembly (100) includes a housing (110) and a battery pack (120), the battery pack (120) being disposed within the housing (110), the housing (110) including a first side frame (111) and a second side frame disposed opposite to each other along a first direction; A forward compartment (200) and a rear floor (300) are arranged at intervals along a second direction, which is perpendicular to the first direction; A first sill beam (400) and a second sill beam (500) are arranged at intervals along the first direction. The first sill beam (400), the second sill beam (500), the front compartment (200), and the rear floor (300) together form a battery installation area (600). The battery mechanism (100) is disposed in the battery mounting area (600), the first frame (111) is connected to the first sill beam (400), and the second frame is connected to the second sill beam (500).

2. The lower car body according to claim 1, characterized in that The first threshold beam (400) includes: The first mounting portion (410) has a first mounting surface (411) for facing downward of the vehicle body, and the first mounting portion (410) is connected to the first frame (111); A second mounting part (420) is disposed on the first mounting surface (411), and the side of the second mounting part (420) facing away from the first mounting surface (411) has a second mounting surface (421); The connecting plate (430) is connected at one end to the second mounting surface (421) and at the other end to the first frame (111); The connecting plate (430), the first frame (111), and the first threshold beam (400) together form an energy-absorbing cavity (440).

3. The lower car body according to claim 2, characterized in that The first frame (111) has an outer side (1111) facing the first sill beam (400); The first border (111) includes: A first mounting structure (112) is disposed on the outer side (1111) and is disposed close to the first mounting portion (410) relative to the second mounting portion (420). The first mounting structure (112) is connected to the first mounting portion (410). The second mounting structure (113) is disposed on the outer side (1111) and spaced apart from the first mounting structure (112). The second mounting structure (113) is located on the side of the first mounting structure (112) facing away from the first mounting part (410). The second mounting structure (113) is connected to the second mounting part (420) through the connecting plate (430).

4. The undercarriage body according to claim 3, characterized in that, The first mounting structure (112) extends along the second direction and has a first cavity (1121) extending along the second direction inside; The first cavity (1121) has a first reinforcing rib (1122), which is used to divide the first cavity (1121) into a first chamber (1121a) and a second chamber (1121b); The lower body also includes a first connector (700a), which passes through the first chamber (1121a) and is detachably connected to the first mounting surface (411).

5. The lower car body according to claim 4, characterized in that The first mounting structure (112) further includes a second reinforcing rib (1123) disposed in the second chamber (1121b); The second reinforcing rib (1123) is inclined relative to the first reinforcing rib (1122). One end of the second reinforcing rib (1123) is connected to the first reinforcing rib (1122), and the other end extends away from the first reinforcing rib (1122) and connects to the inner wall of the second chamber (1121b).

6. The undercarriage body according to claim 3, characterized in that, The second mounting structure (113) has a second cavity (1131) inside; The lower body also includes a second connector (700b), which passes through the connecting plate (430) and the second cavity (1131) in sequence to connect the connecting plate (430) to the second mounting structure (113).

7. The lower car body according to claim 1, characterized in that The lower body includes: A first sealing structure (800) is located in the third direction. The first sealing structure (800) is pressed between the first sill beam (400) and the first frame (111). The first sealing structure (800) is used to seal the joint between the first sill beam (400) and the first frame (111). The second sealing structure, along the third direction, is pressed between the second sill beam (500) and the second frame, and is used to seal the joint between the second sill beam (500) and the second frame; the third direction is perpendicular to the first direction and the second direction.

8. The undercarriage body according to claim 1, characterized in that, The front compartment (200) includes a front crossbeam (210) in a third direction, the front crossbeam (210) being located opposite to the shell (110); The lower body also includes a third sealing structure, which is pressed between the front crossbeam (210) and the housing (110) along a third direction; the third direction is perpendicular to the first direction and the second direction; And / or, the rear floor (300) includes a rear crossbeam (310) in a third direction, the rear crossbeam (310) being located opposite the housing (110); The lower body also includes a fourth sealing structure, which is pressed between the rear crossbeam (310) and the housing (110) along the third direction; the third direction is perpendicular to the first direction and the second direction.

9. The lower car body according to claim 1, characterized in that The first threshold beam (400) is a one-piece molded structure; And / or, the second threshold beam (500) is a one-piece molded structure.

10. A vehicle characterized by comprising: It includes the vehicle body and the undercarriage as described in any one of claims 1 to 9.

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