Battery pack mounting architecture, underbody structure assembly, and vehicle

Abstract

This application provides a battery pack mounting architecture, a vehicle body underbody structure assembly, and a vehicle, belonging to the technical field of vehicle body underbody structure. By offsetting the power battery pack, a larger exhaust pipe mounting space is planned under the mounting frame. This allows for the installation and layout of the exhaust pipe without reducing the size of the power battery pack, without affecting the capacity of the power battery pack, thus avoiding any adverse impact on the vehicle's driving range. Because the first and second exhaust pipe mounting positions are alternately arranged in the front-rear direction, they can effectively resist horizontal forces from different directions, restricting the movement of the exhaust pipe to a very small range, thereby improving the rigidity and stability of the exhaust pipe installation. Due to the formation of a grid-like frame structure, when a collision occurs, the impact force is decomposed into multiple directions, effectively reducing the force borne at a single point, and also generating extremely high torsional rigidity, leaving sufficient survival space for passengers and preventing the doors from jamming.

Description

Technical Field

[0001] This application belongs to the field of vehicle body understructure technology, and more specifically, relates to a battery pack mounting architecture, a vehicle body understructure assembly, and a vehicle. Background Technology

[0002] The power source of a hybrid vehicle includes a battery and an engine. The battery is generally installed directly under the vehicle body, while the engine's exhaust pipe and other pipelines are usually located in the space between the battery and the door sill beam. To accommodate the installation requirements of the exhaust pipe and other pipelines, a design scheme that appropriately reduces the size of the battery is generally adopted to leave enough space for pipeline layout. This design sacrifices the battery capacity and adversely affects the overall driving range of the vehicle. Utility Model Content

[0003] The purpose of this application is to provide a battery pack mounting architecture, a vehicle body underbody structure assembly, and a vehicle, aiming to solve the problem that the existing vehicle body underbody frame design cannot simultaneously meet the capacity requirements of the power battery and the space requirements for exhaust pipe layout.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a battery pack mounting architecture, including: The mounting frame includes a front bulkhead lower reinforcing crossbeam, a first sill beam, and a second sill beam, with the front ends of the first sill beam and the second sill beam respectively connected to the two ends of the front bulkhead lower reinforcing crossbeam. A central channel unit is disposed within the mounting frame, and the front end of the central channel unit is connected to the lower reinforcing beam of the front bulkhead; A battery pack mounting longitudinal beam is located between the central channel unit and the second sill beam, and the battery pack mounting longitudinal beam is connected to the lower reinforcing crossbeam of the front bulkhead; A battery pack mounting space is formed between the battery pack mounting longitudinal beam and the first sill beam, and battery pack mounting positions are formed on the first sill beam and the battery pack mounting longitudinal beam. An exhaust pipe mounting space is formed between the battery pack mounting longitudinal beam and the second sill beam, and exhaust pipe mounting positions are formed on the battery pack mounting longitudinal beam and the second sill beam.

[0005] In existing vehicle chassis frame structures, the power battery is typically installed directly beneath the vehicle body in a symmetrical arrangement. Because the chassis frame is symmetrical, the power battery also needs to be arranged symmetrically to connect with it. The space between the left and right sides of the power battery and the corresponding door sill beams is roughly the same. This arrangement results in a small gap between the power battery and the door sill beams, which in turn requires space for engine exhaust pipes and other wiring, thus limiting the available space for wiring. To accommodate these wiring requirements, the power battery is often symmetrically reduced in size in the left-right direction to expand the installation space while still allowing it to fit within the chassis frame. However, this reduces the battery capacity, directly impacting the vehicle's driving range.

[0006] To address the aforementioned issues, the solution presented in this application, compared to existing technologies, uses a front bulkhead lower reinforcing crossbeam, a first sill beam, and a second sill beam connected sequentially to form a basic mounting frame. Based on this, a battery pack mounting longitudinal beam is provided, cooperating with the first sill beam. The battery pack mounting positions formed by the beam connect to the left and right sides of the power battery pack, allowing the power battery pack to be offset below the mounting frame. This creates a larger exhaust pipe mounting space between the power battery pack and the second sill beam. The exhaust pipe is then installed through the exhaust pipe mounting positions on the battery pack mounting longitudinal beam and the second sill beam. In this way, by offsetting the power battery pack, a larger exhaust pipe mounting space is planned below the mounting frame, meeting the exhaust pipe installation requirements without reducing the size of the power battery pack, without affecting the power battery pack's capacity, and thus avoiding any adverse impact on the vehicle's driving range.

[0007] Furthermore, in the event of a frontal collision, the collision energy is transferred via the lower reinforcing beam of the front bulkhead to the first sill beam, second sill beam, central tunnel unit, and battery pack mounting longitudinal beam. Ultimately, the collision energy is transferred to the rear of the vehicle through these longitudinally extending beams. Multiple force transmission paths are formed behind the lower reinforcing beam of the front bulkhead, effectively dispersing the collision energy and preventing excessive localized stress on any single first sill beam, second sill beam, central tunnel unit, or battery pack mounting longitudinal beam. This effectively reduces the deformation of the battery pack mounting structure and improves its structural stability.

[0008] In conjunction with the first aspect, in one possible implementation, the exhaust pipe mounting position on the battery pack mounting longitudinal beam is designated as the first air pipe mounting position, and the exhaust pipe mounting position on the second sill beam is designated as the second air pipe mounting position, with the first air pipe mounting position and the second air pipe mounting position alternately arranged in the front-rear direction.

[0009] In the above technical solution, the alternating exhaust pipe mounting positions on both sides form a force couple, which can effectively resist horizontal forces from different directions, restrict the movement of the exhaust pipe to a very small range, and improve the rigidity and stability of the exhaust pipe installation. At the same time, when the exhaust pipe mounting positions are arranged alternately, each exhaust pipe mounting position can provide lateral support to the exhaust pipe, making the load distribution on the mounting frame and battery pack mounting longitudinal beam more dispersed and avoiding stress concentration. In addition, the alternating exhaust pipe mounting positions guide the expansion and contraction along the exhaust pipe and can also disperse the stress generated by expansion and contraction in multiple directions, avoiding stress concentration on the exhaust pipe and protecting the exhaust pipe.

[0010] In some embodiments, the second sill beam is provided with two sets of second air pipe mounting positions, which are respectively located at the front and rear sections of the battery pack mounting longitudinal beam to form a battery pack mounting area in the middle section of the battery pack mounting longitudinal beam. All battery pack mounting positions on the battery pack mounting longitudinal beam are located in the battery pack mounting area.

[0011] The above technical solution makes the connection between the power battery pack and the vehicle chassis more compact, similar to reinforcing the chassis with a large rigid structural component. This can significantly improve the torsional rigidity of the vehicle body, resulting in more precise handling feedback and better chassis integrity, while reducing abnormal noises when driving over bumpy roads. At the same time, the centralized battery pack mounting positions can also facilitate the installation of the power battery pack, improve the assembly efficiency of the power battery pack, and thus adapt to platform-based solutions.

[0012] In some embodiments, the mounting frame further includes a rear seat mounting crossbeam, the two ends of which are connected to the rear ends of the first sill beam, the second sill beam, the center channel unit, and the battery pack mounting longitudinal beam, respectively. The rear seat mounting crossbeam is provided with a third air pipe mounting position, which is located between the center channel unit and the battery pack mounting longitudinal beam.

[0013] In the above technical solution, the rear of the exhaust pipe is connected to the mounting frame. By increasing the number and coverage of exhaust pipe mounting positions, the bonding strength between the exhaust pipe and the vehicle body is improved. In addition, the vibration energy of the exhaust pipe is transmitted to the rear seat mounting beam through the third air pipe mounting position and can be quickly dispersed to both sides. It is then transmitted to the front side through the central channel unit and the battery pack mounting longitudinal beam, which helps to reduce the vibration amplitude of the exhaust pipe and thus helps to reduce exhaust noise.

[0014] In some embodiments, the battery pack mounting architecture further includes a front subframe rear mounting bracket located on the front side of the front bulkhead under the reinforcing crossbeam, and a fourth air pipe mounting position is formed on the front subframe rear mounting bracket.

[0015] In the above technical solution, the front part of the exhaust pipe is connected to the mounting frame. By increasing the number and coverage of exhaust pipe mounting positions, the bonding strength between the exhaust pipe and the vehicle body is improved. In addition, the vibration energy of the exhaust pipe is transmitted sequentially to the rear mounting bracket of the front subframe and the lower reinforcing crossbeam of the front bulkhead through the fourth air pipe mounting position. It can then be quickly dispersed to both sides and transmitted to the front side through the central channel unit and the battery pack mounting longitudinal beam, which helps to reduce the vibration amplitude of the exhaust pipe and thus helps to reduce exhaust noise.

[0016] In some embodiments, the middle of the lower reinforcing beam of the front bulkhead forms an upward arched portion, and a space is formed below the arched portion for the exhaust pipe to pass through; the rear mounting bracket of the front subframe is provided in two sets, and the space is located between the two sets of the rear mounting bracket of the front subframe.

[0017] In the above technical solution, the presence of the arched part can convert the frontal collision force into a vertical component force. The load is distributed to both sides of the reinforcing beam under the front bulkhead through the arched structure, and then transmitted to the side columns. This effectively decomposes and dissipates the collision energy, and effectively improves the spatial force transmission effect of the battery pack installation structure.

[0018] In conjunction with the first aspect, in one possible implementation, the battery pack mounting architecture further includes at least one front seat mounting beam located behind the lower reinforcing beam of the front bulkhead, with its two ends connected to the first sill beam and the second sill beam, respectively, and the center channel unit also connected to the front seat mounting beam.

[0019] In the aforementioned technical solution, the front seat mounting beams, along with the first sill beam, second sill beam, front floor center channel longitudinal beam, and battery pack mounting longitudinal beam, form a grid-like frame structure. Upon collision, the impact force is distributed in multiple directions, effectively reducing the force borne at a single point and preventing localized stress concentration. Furthermore, the grid structure possesses extremely high torsional rigidity, ensuring that the shape of the passenger compartment remains largely unchanged during a collision, providing sufficient survival space for passengers and preventing the doors from jamming.

[0020] In some embodiments, the battery pack mounting structure further includes a front floor longitudinal beam, which is disposed between the first sill beam and the center channel unit, and is arranged opposite to the battery pack mounting longitudinal beam on the left and right. The front floor longitudinal beam is supported and connected between the lower reinforcing beam of the front bulkhead and the front seat mounting beam.

[0021] In the above technical solution, in the event of a frontal collision, the front floor longitudinal beam can effectively absorb and dissipate some of the collision energy through deformation, reducing the impact force transmitted to the A-pillar and floor of the driver's cab, reducing the degree of deformation of the passenger compartment, and leaving sufficient survival space for the occupants.

[0022] Secondly, embodiments of this application also provide a vehicle body bottom structure assembly, including a power battery pack, an exhaust pipe, and the aforementioned battery pack mounting structure; The power battery pack is located in the battery pack mounting space of the battery pack mounting architecture and is connected to the battery pack mounting position. The exhaust pipe is located in the exhaust pipe mounting space of the battery pack mounting structure and is connected to the exhaust pipe mounting position.

[0023] Compared with the prior art, the solution shown in this application, by adopting the above-mentioned battery pack mounting architecture, can meet the installation and layout requirements of the exhaust pipe without changing the size of the power battery pack in the vehicle's underbody structural assembly. This balances the layout requirements of the exhaust pipe with the capacity requirements of the power battery pack, thereby avoiding any adverse impact on the vehicle's driving range. Furthermore, due to the high structural stability of the battery pack mounting architecture, the power battery pack in the vehicle's underbody structural assembly receives better protection, improving overall safety.

[0024] In conjunction with the second aspect, in one possible implementation, the side of the exhaust pipe is provided with a pipe mounting ear, which is connected to the exhaust pipe mounting position.

[0025] In the above technical solution, the pipe mounting ear provides a clear fixed position, eliminating the need for installers to temporarily search for connection points on-site, thus greatly accelerating the installation speed. In addition, connecting through the pipe mounting ear can effectively prevent the exhaust pipe from accidentally shifting or falling off during operation due to thermal expansion and contraction or bumps, ensuring the reliability of the assembly.

[0026] Thirdly, embodiments of this application also provide a vehicle including the aforementioned vehicle body underbody structure assembly.

[0027] Compared with the prior art, the solution shown in this application, by adopting the above-mentioned vehicle bottom structure assembly, allows the overall vehicle design to take into account both the layout requirements of the exhaust pipe and the capacity requirements of the power battery pack. The vehicle can achieve a larger driving range and higher safety, thereby improving the overall quality of the vehicle. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1A three-dimensional structural diagram of the vehicle body bottom structure assembly provided in an embodiment of this application; Figure 2 A top view of the vehicle body bottom structure assembly provided in an embodiment of this application; Figure 3 for Figure 2 AA section view; Figure 4 For based on Figure 2 A schematic diagram of the force transmission path of the underbody structure assembly in a frontal collision scenario; Figure 5 For based on Figure 2 A schematic diagram of the force transmission path of the vehicle body bottom structure assembly under side impact conditions; Figure 6 A bottom view of the vehicle body bottom structure assembly provided in an embodiment of this application; Figure 7 A top view of the battery pack mounting architecture provided in an embodiment of this application; Figure 8 This is a bottom view of the battery pack mounting architecture provided in an embodiment of this application.

[0030] In the diagram: 1. Mounting frame; 101. Battery pack mounting space; 102. Battery pack mounting position; 103. Exhaust pipe mounting space; 104. Exhaust pipe mounting position; 1041. First air pipe mounting position; 1042. Second air pipe mounting position; 1043. Third air pipe mounting position; 1044. Fourth air pipe mounting position; 110. Lower reinforcing crossbeam of the front bulkhead; 111. Opening space; 112. Main body of the reinforcing crossbeam; 113. Longitudinal beam support bracket; 120. First sill beam; 130. Rear seat mounting crossbeam; 140. Second... 1. Sill beam; 2. Center channel unit; 210. Front floor center channel longitudinal beam; 211. First center channel longitudinal beam; 212. Second center channel longitudinal beam; 213. Slanted extension section; 220. Center channel auxiliary support crossbeam; 3. Battery pack mounting longitudinal beam; 4. Front subframe rear mounting bracket; 5. Front seat mounting crossbeam; 6. Front floor longitudinal beam; 7. Second front floor connecting bracket; 8. First front floor connecting bracket; 9. Front longitudinal beam; 10. Front section of rear floor longitudinal beam; 11. Power battery pack; 12. Exhaust pipe; 1210. Pipe mounting lug. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0032] It should be noted that when a component is referred to as being "set on" another component, it can be directly on the other component or indirectly on that other component.

[0033] It should be noted that the terms "upper" and "lower" correspond to the vertical direction of the vehicle body, the terms "front" and "rear" correspond to the front-rear direction of the vehicle body, and the terms "left" and "right" correspond to the left-right direction of the vehicle body. Other directional terms, unless otherwise explicitly specified, such as "length," "width," "top," "bottom," "inner," and "outer," indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used solely for the convenience of describing this application and for simplification, 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. Therefore, they should not be construed as limitations on this application.

[0034] 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 technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0035] Please refer to the following: Figures 1 to 8 The battery pack mounting architecture provided in this application is described below. The battery pack mounting architecture includes a mounting frame 1, a central channel unit 2, and a battery pack mounting longitudinal beam 3. The mounting frame 1 includes a front bulkhead lower reinforcing crossbeam 110, a first sill beam 120, and a second sill beam 140, with the front ends of the first sill beam 120 and the second sill beam 140 respectively connected to both ends of the front bulkhead lower reinforcing crossbeam 110. The central channel unit 2 is located within the mounting frame 1, with its front end connected to the front bulkhead lower reinforcing crossbeam 110. The battery pack mounting longitudinal beam 3 is located between the central channel unit 2 and the second sill beam 140, with its front end connected to the front bulkhead lower reinforcing crossbeam 110.

[0036] A battery pack mounting space 101 is formed between the battery pack mounting longitudinal beam 3 and the first sill beam 120, and battery pack mounting positions 102 are formed on the first sill beam 120 and the battery pack mounting longitudinal beam 3; an exhaust pipe mounting space 103 is formed between the battery pack mounting longitudinal beam 3 and the second sill beam 140, and exhaust pipe mounting positions 104 are formed on the battery pack mounting longitudinal beam 3 and the second sill beam 140.

[0037] In this embodiment, the battery pack mounting position 102 is a mounting hole, which can be connected to the power battery pack 11 by bolts. Similarly, the exhaust pipe mounting position 104 is a mounting hole, which can be connected to the exhaust pipe 12 by bolts.

[0038] In existing vehicle chassis frame structures, the power battery is typically installed directly beneath the vehicle body in a symmetrical arrangement. Because the chassis frame is symmetrical, the power battery also needs to be arranged symmetrically to connect with it. The space between the left and right sides of the power battery and the corresponding door sill beams is roughly the same. This arrangement results in a small gap between the power battery and the door sill beams, which in turn requires space for engine exhaust pipes and other wiring, thus limiting the available space for wiring. To accommodate these wiring requirements, the power battery is often symmetrically reduced in size in the left-right direction to expand the installation space while still allowing it to fit within the chassis frame. However, this reduces the battery capacity, directly impacting the vehicle's driving range.

[0039] To address the aforementioned issues, the battery pack mounting architecture provided in this application, compared to existing technologies, forms a basic mounting frame 1 with sequentially connected front bulkhead reinforcing crossbeams 110, first sill beams 120, and second sill beams 140. Based on this, a battery pack mounting longitudinal beam 3 is provided, which cooperates with the first sill beam 120, utilizing its own battery pack mounting positions 102 to connect to the left and right sides of the power battery pack 11. This allows the power battery pack 11 to be offset below the mounting frame 1, creating a larger exhaust pipe mounting space 103 between the power battery pack 11 and the second sill beam 140. The exhaust pipe 12 is installed through the exhaust pipe mounting positions 104 on the battery pack mounting longitudinal beam 3 and the second sill beam 140. In this way, by offsetting the power battery pack 11, a larger exhaust pipe mounting space 103 is planned under the mounting frame 1, meeting the installation requirements of the exhaust pipe 12 without reducing the size of the power battery pack 11, without affecting the capacity of the power battery pack 11, thus avoiding any adverse impact on the vehicle's driving range.

[0040] Furthermore, in the event of a frontal collision, the collision energy is transferred via the lower reinforcing beam 110 of the front bulkhead to the first sill beam 120, the second sill beam 140, the central channel unit 2, and the battery pack mounting longitudinal beam 3. Ultimately, the collision energy is transferred to the rear of the vehicle body through these longitudinally extending beams. Multiple force transmission paths are formed behind the lower reinforcing beam 110 of the front bulkhead, effectively dispersing the collision energy and preventing excessive localized stress on any single first sill beam 120, second sill beam 140, central channel unit 2, or battery pack mounting longitudinal beam 3. This effectively reduces the deformation of the battery pack mounting structure and improves its structural stability.

[0041] In some embodiments, see Figure 6A battery pack mounting position 102 is also formed on the reinforcing crossbeam 110 under the front bulkhead, realizing the connection between the front of the power battery pack 11 and the vehicle body, and improving the bonding strength between the power battery pack 11 and the vehicle body.

[0042] In some embodiments, see Figures 1 to 3 , Figure 7 and Figure 8 The central channel unit 2 includes two sets of front floor central channel longitudinal beams 210 arranged opposite each other in the left-right direction (specifically, symmetrically arranged). The front part of the front floor central channel longitudinal beam 210 forms an inclined extension 213 that gradually slopes outward from back to front. The front end of the inclined extension 213 is connected to the lower reinforcing beam 110 of the front bulkhead. The inclined extensions 213 of the two sets of front floor central channel longitudinal beams 210 gradually move away from each other in the back-to-front direction, forming a gradually contracting trumpet-shaped central channel force transmission structure. In a frontal collision, the trumpet-shaped structure can guide the front floor central channel longitudinal beam 210 to gradually collapse along a preset path, prolonging the collision time through controllable deformation and improving energy absorption efficiency. In addition, the gradually changing spacing design can improve the vibration transmission characteristics of the front floor central channel longitudinal beam 210, reduce vibration noise, and improve NVH performance (noise, vibration, and harshness performance).

[0043] For specific implementation, please refer to Figure 1 The front floor central channel longitudinal beam 210 is divided into a first central channel longitudinal beam 211 adjacent to the first sill beam 120 and a second central channel longitudinal beam 212 adjacent to the second sill beam 140. The front ends of the first central channel longitudinal beam 211 and the second central channel longitudinal beam 212 are respectively provided with inclined extension sections 213. A front floor longitudinal beam 6 is provided between the first central channel longitudinal beam 211 and the first sill beam 120, and a battery pack mounting longitudinal beam 3 is provided between the second central channel longitudinal beam 212 and the second sill beam 140.

[0044] Based on the above embodiments, see Figures 1 to 3 , Figure 7 and Figure 8 A central channel auxiliary support beam 220 is provided between the inclined extensions 213 of the two sets of front floor central channel longitudinal beams 210, forming a transverse force transmission channel between the two sets of front floor central channel longitudinal beams 210, further enriching the force transmission path and avoiding stress concentration in a single front floor central channel longitudinal beam 210.

[0045] In some embodiments, see Figure 6The exhaust pipe mounting position 104 on the battery pack mounting longitudinal beam 3 is designated as the first exhaust pipe mounting position 1041, and the exhaust pipe mounting position 104 on the second sill beam 140 is designated as the second exhaust pipe mounting position 1042. The first exhaust pipe mounting position 1041 and the second exhaust pipe mounting position 1042 are alternately arranged in the front-to-back direction. This design has the following beneficial effects: First, when subjected to horizontal forces (such as frontal or side collisions), the exhaust pipe 12 is prone to swaying. This swaying generates significant stress, leading to connection failure or pipe rupture of the exhaust pipe 12. In this embodiment, the alternately arranged exhaust pipe mounting positions 104 on both sides form a force couple, which can effectively resist horizontal forces from different directions, limiting the movement of the exhaust pipe 12 to a very small range and improving the rigidity and stability of the exhaust pipe 12 installation. Second, the vibration energy generated when the gas flows inside the exhaust pipe 12 is transmitted to the safety device through the exhaust pipe mounting position 104. When the exhaust pipe mounting positions 104 are alternately arranged on the mounting frame 1 and the battery pack mounting longitudinal beam 3, each exhaust pipe mounting position 104 can provide lateral support for the exhaust pipe 12, making the load distribution on the mounting frame 1 and the battery pack mounting longitudinal beam 3 more dispersed and avoiding stress concentration; third, when the exhaust gas flows in the exhaust pipe 12, the exhaust pipe 12 will undergo thermal expansion and contraction, and the exhaust pipe 12 will expand and contract along its own axial direction. The alternately arranged exhaust pipe mounting positions 104 have a guiding effect on the expansion and contraction of the exhaust pipe 12, and can also disperse the stress generated by the expansion and contraction in multiple directions, avoiding stress concentration on the exhaust pipe 12 and protecting the exhaust pipe 12.

[0046] Based on the above embodiments, see Figure 6 The second sill beam 140 is provided with two sets of second air pipe mounting positions 1042, which are respectively located at the front and rear sections of the battery pack mounting longitudinal beam 3, forming a battery pack mounting area in the middle section of the battery pack mounting longitudinal beam 3. The battery pack mounting positions 102 on the battery pack mounting longitudinal beam 3 are all located in the battery pack mounting area. The centralized arrangement of the battery pack mounting positions 102 implemented in this embodiment makes the connection between the power battery pack 11 and the vehicle body floor more compact, similar to reinforcing a large rigid structural component (i.e., the power battery pack 11) on the chassis. This can significantly improve the torsional rigidity of the vehicle body, bring more precise handling feedback and better chassis integrity, and reduce abnormal noise when driving on bumpy roads. At the same time, the centralized arrangement of the battery pack mounting positions 102 can also facilitate the installation of the power battery pack 11, improve the assembly efficiency of the power battery pack 11, and thus adapt to the platform solution.

[0047] Based on the above embodiments, see Figure 6The mounting frame 1 also includes a rear seat mounting beam 130. Both ends of the rear seat mounting beam 130 are connected to the rear ends of the first sill beam 120, the second sill beam 140, the center channel unit 2, and the battery pack mounting longitudinal beam 3, respectively. A third air pipe mounting position 1043 is provided on the rear seat mounting beam 130, located between the center channel unit 2 and the battery pack mounting longitudinal beam 3. Specifically, the third air pipe mounting position 1043 is an exhaust pipe mounting position 104. The exhaust pipe 12 is generally provided with a rear bend section to correspond to the exhaust position at the rear of the vehicle body. The third air pipe mounting position 1043 is located at the rear bend section, connecting the rear of the exhaust pipe 12 to the mounting frame 1. By increasing the number and coverage of the exhaust pipe mounting positions 104, the bonding strength between the exhaust pipe 12 and the vehicle body is improved. In addition, when the exhaust gas flows in the exhaust pipe, it will cause the exhaust pipe 12 to vibrate. The vibration energy is transmitted to the rear seat mounting beam 130 through the third air pipe mounting position 1043 and can be quickly dispersed to both sides. It is transmitted to the front side through the central channel unit 2 (specifically the second central channel longitudinal beam 212) and the battery pack mounting longitudinal beam 3, which helps to reduce the vibration amplitude of the exhaust pipe 12, thereby helping to reduce exhaust noise.

[0048] Based on the above embodiments, see Figure 1 , Figure 2 , Figures 6 to 8 The battery pack mounting structure also includes a front subframe rear mounting bracket 4 located on the front side of the front bulkhead lower reinforcing crossbeam 110, with a fourth air pipe mounting position 1044 formed on the front subframe rear mounting bracket 4. The fourth air pipe mounting position 1044 is an exhaust pipe mounting position 104. The front of the exhaust pipe 12 typically has a front bend section to accommodate connection with the engine. The fourth air pipe mounting position 1044 is located on the front bend section, connecting the front of the exhaust pipe 12 to the mounting frame 1. Increasing the number and coverage of exhaust pipe mounting positions 104 enhances the bonding strength between the exhaust pipe 12 and the vehicle body. Furthermore, the vibration energy generated by the exhaust pipe 12 is sequentially transmitted via the fourth air pipe mounting position 1044 to the front subframe rear mounting bracket 4 and the front bulkhead lower reinforcing crossbeam 110, and then quickly dispersed to both sides, transmitted forward through the central channel unit 2 (specifically the second central channel longitudinal beam 212) and the battery pack mounting longitudinal beam 3, which helps reduce the vibration amplitude of the exhaust pipe 12, thereby reducing exhaust noise.

[0049] Preferably, the fourth air pipe mounting position 1044 is located between the central channel unit 2 and the battery pack mounting longitudinal beam 3.

[0050] In some embodiments, see Figure 1 and Figure 2The lower reinforcing beam 110 of the front bulkhead forms an upward arched section in the middle, and an open space 111 for the exhaust pipes to pass through is formed below the arched section. There are two sets of rear mounting brackets 4 for the front subframe, and the open space 111 is located between the two sets of rear mounting brackets 4 for the front subframe. In the event of a frontal collision, part of the collision energy is transferred to the central channel unit 2, and then transferred to other positions through the central channel unit 2. The remaining energy is transferred laterally along the lower reinforcing beam 110 of the front bulkhead to the arched section. The presence of the arched section can convert part of the frontal collision force into a vertical component force. The load is distributed to both sides of the lower reinforcing beam 110 of the front bulkhead through the arched structure, and then transferred to the side pillars (such as A-pillars). The collision energy is effectively decomposed and dissipated. It can achieve good support and protection without setting too many reinforcing parts or using thick skin, and effectively improves the spatial force transmission effect of the battery pack mounting structure.

[0051] In some more specific embodiments, see Figure 1 , Figure 2 and Figure 6 The front bulkhead lower reinforcing beam 110 includes a reinforcing beam body 112 and longitudinal beam support brackets 113. The reinforcing beam body 112 is an upwardly arched beam, with the arched portion being the main body. Two sets of longitudinal beam support brackets 113 are provided, located on the left and right sides of the reinforcing beam body 112 respectively. Two sets of longitudinal beams 210 in the front floor central passage are connected to the rear of the two sets of longitudinal beam support brackets 113 respectively. The two sets of longitudinal beam support brackets 113 and the two sets of longitudinal beams 210 in the front floor central passage are symmetrically arranged.

[0052] In this embodiment, the lower reinforcing beam 110 of the front bulkhead is divided into a reinforcing beam body 112 and a longitudinal beam support bracket 113. The reinforcing beam body 112 is designed in an arch shape according to spatial force transmission requirements and pipe assembly requirements. The longitudinal beam support bracket 113 is designed according to the connection requirements with the front longitudinal beam 9 and the central channel longitudinal beam. The overall design of the lower reinforcing beam 110 of the front bulkhead is more flexible and has lower design and manufacturing difficulty. In this embodiment, the outer surface of the lower reinforcing beam 110 of the front bulkhead is fitted and connected to the inner surface of the longitudinal beam support bracket 113 (e.g., by welding, and then connecting via threaded connectors) to ensure the reliability of the assembly between the two.

[0053] Of course, the front bulkhead lower reinforcing beam 110 can also be set without being split. The middle of the front bulkhead lower reinforcing beam 110 is arched, and the two sides extend in the left and right directions to connect with the longitudinal beam 210 of the front floor central channel.

[0054] It should be noted that in this embodiment, the term "inner" refers to the direction toward the vehicle body XZ plane, and the term "outer" refers to the direction away from the vehicle body XZ plane. The XZ plane refers to the plane containing the front-rear axis and the upper-lower axis of the vehicle body.

[0055] In some embodiments, see Figure 1 , Figure 2 , Figure 7 and Figure 8 The battery pack mounting architecture also includes at least one front seat mounting beam 5, which is located behind the front bulkhead lower reinforcing beam 110 (specifically between the front bulkhead lower reinforcing beam 110 and the rear seat mounting beam 130). The two ends of the front bulkhead lower reinforcing beam 110 are respectively connected to the first sill beam 120 and the second sill beam 140. The center channel unit 2 is also connected to the front seat mounting beam 5. In this embodiment, the number of front seat mounting beams 5 is exemplarily shown as two. Of course, other numbers of front seat mounting beams 5 can be used depending on the overall vehicle design, such as three or four front seat mounting beams 5. This is not a unique limitation. The front seat mounting beam 5, together with the first sill beam 120, the second sill beam 140, the front floor center channel longitudinal beam 210, and the battery pack mounting longitudinal beam 3, forms a grid-like frame structure. In the event of a collision, the impact force needs to be rapidly distributed throughout the entire vehicle structure. The grid-like frame structure creates numerous force transmission paths, decomposing the impact force into multiple directions, effectively reducing the force borne at a single point and avoiding localized stress concentration. Furthermore, the grid structure possesses extremely high torsional rigidity. In the event of a collision, especially an offset or side collision, where the vehicle body undergoes severe torsional twisting, the high torsional rigidity ensures that the shape of the passenger compartment remains largely unchanged, providing sufficient survival space for passengers and preventing the doors from jamming.

[0056] In some embodiments, see Figure 1 , Figure 2 , Figure 7 and Figure 8 The battery pack mounting structure also includes a front floor longitudinal beam 6, which is located between the first sill beam 120 and the central channel unit 2, and is positioned symmetrically with the battery pack mounting longitudinal beam 3 (i.e., the two are symmetrical in their positions). The front floor longitudinal beam 6 is supported and connected between the lower reinforcing crossbeam 110 of the front bulkhead and the front seat mounting crossbeam 5. In the event of a frontal collision (including an offset collision), the front floor longitudinal beam 6 can effectively absorb and dissipate some of the collision energy through deformation, reducing the impact force transmitted to the A-pillar and floor of the passenger compartment, reducing the degree of deformation of the passenger compartment, and leaving sufficient survival space for the occupants.

[0057] Optionally, considering the symmetry of the force transmission effect, two sets of front floor longitudinal beams 6 are provided. One set of front floor longitudinal beams 6 is located between the first sill beam 120 and the central channel unit 2, and the other set of front floor longitudinal beams 6 is located between the second sill beam 140 and the central channel unit 2. This set of front floor longitudinal beams 6 is located directly above the battery pack mounting longitudinal beam 3, as shown below. Figure 1 and Figure 2 As shown.

[0058] In some embodiments, see Figure 1 , Figure 2 , Figure 7 and Figure 8 The battery pack mounting structure also includes a second front floor connection bracket 7, which is supported and connected between the second sill beam 140 and the second central channel longitudinal beam 212. The second front floor connection bracket 7 is also connected to the battery pack mounting longitudinal beam 3. First, the second front floor connecting bracket 7, acting as a lateral support, effectively disperses the vertical load borne by the longitudinal beams, reducing bending deformation (such as sagging or twisting) caused by stress. Under compression or torsion, the second front floor connecting bracket 7 prevents lateral buckling of the second sill beam 140, the second central channel longitudinal beam 212, and the battery pack mounting longitudinal beam 3, thereby improving the overall structural bending and torsional stiffness. Second, the second front floor connecting bracket 7 transfers the concentrated load to the longitudinal beams on the opposite side (for example, transferring the load on the second sill beam 140 to the second central channel longitudinal beam 212, or the load on the battery pack mounting longitudinal beam 3 to the second sill beam 140), avoiding local overload of a single longitudinal beam and improving the overall load-bearing efficiency. Third, the second front floor connecting bracket 7, together with the second sill beam 140, the second central channel longitudinal beam 212, and the battery pack mounting longitudinal beam 3, forms a stable frame structure, improving the overall force transmission efficiency.

[0059] Optionally, the second front floor connecting bracket 7 is provided with a battery pack mounting position 102 so that the rear of the power battery pack 11 can be effectively connected to the vehicle body.

[0060] Based on the above embodiments, see Figure 1 , Figure 2 , Figure 7 and Figure 8 The battery pack mounting structure also includes a first front floor connection bracket 8, which is supported and connected between the first sill beam 120 and the first central channel longitudinal beam 211. The function of the first front floor connection bracket 8 is similar to that of the second front floor connection bracket 7, and will not be described in detail here.

[0061] Optionally, the first front floor connecting bracket 8 is provided with a battery pack mounting position 102 to further increase the number of connection points between the rear of the power battery pack 11 and the vehicle body.

[0062] In some embodiments, see Figure 1 , Figure 2 , Figures 6 to 8The battery pack mounting structure also includes two sets of front longitudinal beams 9 arranged opposite each other in the left-right direction. The rear ends of the front longitudinal beams 9 are respectively connected to both sides of the front of the front reinforcement crossbeam 110 under the front bulkhead, and are used to connect with structures such as the front shock absorber tower. The front longitudinal beams 9 are also connected to the rear mounting bracket 4 of the front subframe, which can further improve the overall integrity of the structure.

[0063] In some embodiments, see Figure 1 , Figure 2 , Figures 6 to 8 The battery pack mounting structure also includes two sets of rear floor longitudinal beam front sections 10, which are arranged opposite each other and connected to the rear ends of the first sill beam 120 and the second sill beam 140, respectively. From front to back, the rear floor longitudinal beam front sections 10 gradually slope inwards, so that the distance between the two sets of rear floor longitudinal beam front sections 10 gradually decreases from front to back. The two sets of rear floor longitudinal beam front sections 10 form a flared structure that gradually tapers from front to back. This gradually changing spacing design improves the vibration transmission characteristics of the rear floor longitudinal beam front sections 10, reduces vibration noise, and enhances NVH performance (noise, vibration, and harshness performance).

[0064] See Figure 4 The force transmission path of the battery pack mounting structure in this application during a frontal collision is as follows: the collision energy is transmitted rearward along the front longitudinal beam 9 to the front bulkhead lower reinforcing crossbeam 110; in the front bulkhead lower reinforcing crossbeam 110, the force transmission is changed to lateral transmission, and the collision energy is decomposed and transmitted to the first sill beam 120, the second sill beam 140, the battery pack mounting longitudinal beam 3, the front floor longitudinal beam 6, and the front floor center channel longitudinal beam 210 respectively. Among them, the collision energy on the front floor longitudinal beam 6 can also be transmitted laterally through the center channel auxiliary support crossbeam 220; then the collision energy is transmitted to the rear seat mounting crossbeam 130, and continues to be transmitted to the rear structure of the vehicle body through the rear seat mounting crossbeam 130 and the front section 10 of the rear floor longitudinal beam.

[0065] See Figure 5 The force transmission path of the battery pack mounting structure in this application during a side collision is as follows: the collision energy is longitudinally transmitted on the first sill beam 120, and then transmitted to the front bulkhead lower reinforcing crossbeam 110, the front seat mounting crossbeam 5, the first front floor connecting bracket 8 and the rear seat mounting crossbeam 130 respectively, and then transmitted to the side where the second sill beam 140 is located; in addition, part of the collision energy on the first sill beam 120 is also transmitted to the rear of the vehicle body through the front section 10 of the rear floor longitudinal beam.

[0066] The battery pack mounting architecture of this application is based on the layout requirements of a hybrid architecture. To meet the space requirements for the exhaust pipe 12, the power battery pack 11 adopts an offset layout, with one side connected to the first sill beam 120 and the other side connected to the battery pack mounting longitudinal beam 3. Based on this, an offset force transmission structure is formed within the mounting frame 1. By integrating and optimizing the mounting frame 1, the central channel unit 2, the battery pack mounting longitudinal beam 3, and the front seat mounting crossbeam 5, the collision force transmission and load-bearing functions of the power battery pack 11 and the exhaust pipe 12 are achieved. The space under the floor is utilized to the maximum extent, and the safety and NVH performance requirements of the vehicle bottom are met. It also provides more space for the power battery pack 11 to expand its size, thereby improving the driving range.

[0067] Based on the same inventive concept, see [reference] Figures 1 to 3 This application embodiment also provides a vehicle body bottom structure assembly, including a power battery pack 11, an exhaust pipe 12, and the aforementioned battery pack mounting architecture; the power battery pack 11 is correspondingly disposed in the battery pack mounting space 101 in the battery pack mounting architecture and connected to the battery pack mounting position 102; the exhaust pipe 12 is correspondingly disposed in the exhaust pipe mounting space 103 in the battery pack mounting architecture and connected to the exhaust pipe mounting position 104.

[0068] Compared with existing technologies, the vehicle underbody structure assembly provided in this application, by adopting the aforementioned battery pack mounting architecture, can meet the installation and layout requirements of the exhaust pipe 12 without changing the size of the power battery pack 11 in the vehicle underbody structure assembly. This balances the layout requirements of the exhaust pipe 12 and the capacity requirements of the power battery pack 11, thereby avoiding any adverse impact on the vehicle's driving range. Furthermore, due to the high structural stability of the battery pack mounting architecture, the power battery pack 11 in the vehicle underbody structure assembly can achieve better protection, improving overall safety.

[0069] In some embodiments, see Figure 3 The exhaust pipe 12 has a pipe mounting ear 1210 on its side, which connects to the exhaust pipe mounting position 104. Each pipe mounting ear 1210 corresponds one-to-one with an exhaust pipe mounting position 104, and the connection is achieved using threaded fasteners. The pipe mounting ear 1210 provides a clear and fixed position, eliminating the need for installers to search for connection points on-site, significantly speeding up the installation process. Furthermore, connecting via the pipe mounting ear 1210 effectively prevents accidental displacement or detachment of the exhaust pipe 12 during operation due to thermal expansion and contraction or vibrations, ensuring assembly reliability.

[0070] In some embodiments, see Figure 3The power battery pack 11 has a battery connection edge on its edge, which is connected to the battery pack mounting position 102. The connection between the battery connection edge and the battery pack mounting position 102 can be achieved through threaded fasteners.

[0071] Based on the same inventive concept, this application also provides a vehicle including the above-described vehicle body bottom structure assembly.

[0072] Compared with the prior art, the vehicle provided in this application, by adopting the above-mentioned vehicle body bottom structure assembly, allows the overall vehicle design to take into account both the layout requirements of the exhaust pipe 12 and the capacity requirements of the power battery pack 11. The vehicle can achieve a larger driving range and higher safety, thereby improving the overall quality of the vehicle.

[0073] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A battery pack mounting structure, characterized in that, include: The mounting frame (1) includes a front panel lower reinforcing crossbeam (110), a first sill beam (120) and a second sill beam (140), the front ends of the first sill beam (120) and the second sill beam (140) being respectively connected to the two ends of the front panel lower reinforcing crossbeam (110); The central channel unit (2) is located within the mounting frame (1), and the front end of the central channel unit (2) is connected to the lower reinforcing beam (110) of the front bulkhead. A battery pack mounting longitudinal beam (3) is provided between the central channel unit (2) and the second sill beam (140), and the front end of the battery pack mounting longitudinal beam (3) is connected to the lower reinforcing crossbeam (110) of the front panel; A battery pack mounting space (101) is formed between the battery pack mounting longitudinal beam (3) and the first sill beam (120), and battery pack mounting positions (102) are formed on the first sill beam (120) and the battery pack mounting longitudinal beam (3); An exhaust pipe mounting space (103) is formed between the battery pack mounting longitudinal beam (3) and the second sill beam (140), and an exhaust pipe mounting position (104) is formed on the battery pack mounting longitudinal beam (3) and the second sill beam (140).

2. The battery pack mounting architecture as described in claim 1, characterized in that, The exhaust pipe mounting position (104) on the battery pack mounting longitudinal beam (3) is the first air pipe mounting position (1041), and the exhaust pipe mounting position (104) on the second sill beam (140) is the second air pipe mounting position (1042). The first air pipe mounting position (1041) and the second air pipe mounting position (1042) are alternately arranged in the front-rear direction.

3. The battery pack mounting architecture as described in claim 2, characterized in that, The second threshold beam (140) is provided with two sets of second air pipe mounting positions (1042). The two sets of second air pipe mounting positions (1042) are respectively located at the front and rear sections of the battery pack mounting longitudinal beam (3) to form a battery pack mounting area in the middle section of the battery pack mounting longitudinal beam (3). The battery pack mounting positions (102) on the battery pack mounting longitudinal beam (3) are all located in the battery pack mounting area.

4. The battery pack mounting architecture as described in claim 2, characterized in that, The mounting frame (1) also includes a rear seat mounting crossbeam (130), the two ends of which are connected to the rear ends of the first sill beam (120), the second sill beam (140), the central channel unit (2), and the battery pack mounting longitudinal beam (3), respectively. The rear seat mounting crossbeam (130) is provided with a third air pipe mounting position (1043), which is located between the central channel unit (2) and the battery pack mounting longitudinal beam (3).

5. The battery pack mounting architecture as described in claim 2, characterized in that, The battery pack mounting structure also includes a front subframe rear mounting bracket (4) located on the front side of the front bulkhead lower reinforcing beam (110), and a fourth air pipe mounting position (1044) is formed on the front subframe rear mounting bracket (4).

6. The battery pack mounting architecture as described in claim 5, characterized in that, The middle part of the front bulkhead lower reinforcing beam (110) forms an upward arched part, and the lower part of the arched part forms a space (111) through which the exhaust pipe passes; the front subframe rear mounting bracket (4) is provided in two sets, and the space (111) is located between the two sets of the front subframe rear mounting bracket (4).

7. The battery pack mounting architecture as described in claim 1, characterized in that, The battery pack mounting structure also includes at least one front seat mounting beam (5), which is located behind the front bulkhead lower reinforcing beam (110) and is connected at both ends to the first sill beam (120) and the second sill beam (140), respectively. The center channel unit (2) is also connected to the front seat mounting beam (5).

8. The battery pack mounting architecture as described in claim 7, characterized in that, The battery pack mounting structure also includes a front floor longitudinal beam (6), which is located between the first sill beam (120) and the central channel unit (2), and is arranged opposite to the battery pack mounting longitudinal beam (3) on the left and right. The front floor longitudinal beam (6) is supported and connected between the front bulkhead lower reinforcing crossbeam (110) and the front seat mounting crossbeam (5).

9. A vehicle body underbody structure assembly, characterized in that, It includes a power battery pack (11), an exhaust pipe (12), and a battery pack mounting structure as described in any one of claims 1-8; The power battery pack (11) is located in the battery pack mounting space (101) in the battery pack mounting structure and is connected to the battery pack mounting position (102); The exhaust pipe (12) is located in the exhaust pipe mounting space (103) in the battery pack mounting structure and is connected to the exhaust pipe mounting position (104).

10. The vehicle body underbody structure assembly as described in claim 9, characterized in that, The exhaust pipe (12) is provided with a pipe mounting ear (1210) on its side, and the pipe mounting ear (1210) is connected to the exhaust pipe mounting position (104).

11. A vehicle, characterized in that, Includes the vehicle body underbody structure assembly as described in claim 9 or 10.

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