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 of the lower body includes a housing and a battery body, with the battery body disposed within the housing. The sill beam includes a first connecting structure, a second connecting structure, and a third connecting structure. Along a first direction, the second connecting structure is located between the first and third connecting structures. Along the first direction, the first connecting structure is connected to the top of the housing, and the second connecting structure is connected to the middle of the housing. One end of the sill guard plate is connected to the third connecting structure, and the other end is connected to the bottom of the housing along the first direction. The lower body provided by this application can increase the energy absorption effect by increasing the transmission path between the sill beam and the battery mechanism, thereby improving the sill beam's resistance to side impacts and enhancing the protection of the battery.

Description

Technical Field

[0001] This application relates to the field of vehicle equipment technology, and in particular 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, the sill beams, and the battery pack assembly. The battery pack assembly is generally connected to the sill beams on both sides of the vehicle to protect the sides of the battery pack.

[0003] However, the sill beam in the lower body of the aforementioned related technologies has weak resistance to side impacts, which affects the protection of the battery. Utility Model Content

[0004] In view of this, embodiments of this application provide a lower body and a vehicle to solve the technical problem in the above-mentioned related technologies that the sill beam in the lower body has weak resistance to side collisions, which affects the protection capability of the battery.

[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 assembly includes a housing and a battery body, wherein the battery body is disposed within the housing;

[0008] The threshold beam includes a first connecting structure, a second connecting structure and a third connecting structure, wherein the second connecting structure is located between the first connecting structure and the third connecting structure along a first direction;

[0009] Along the first direction, the first connecting structure is connected to the top of the housing, and the second connecting structure is connected to the middle of the housing;

[0010] The door sill guard is connected at one end to the third connecting structure and at the other end to the bottom of the housing along the first direction.

[0011] This application provides a lower body that forms a three-dimensional force transmission system with the battery casing through a multi-level connection structure. The battery mechanism adopts a design where the casing encloses the battery body, providing basic protection for the internal battery. The sill beam adopts a three-section connection structure layout. The first connection structure forms a high-level force transmission point corresponding to the top of the casing, the second connection structure is located in the middle of the casing to establish a mid-section load transmission channel, and the third connection structure forms a low-level connection with the bottom of the casing through the sill guard plate. The three connection points are arranged in layers along the height direction of the vehicle body, forming a vertical force transmission network. In the event of a collision, the impact force can be distributed to connection points at different heights, avoiding single-point overload. The sill guard plate, as an extension structure, connects the third connection point to the bottom of the casing, forming a triangular stable support structure, enhancing the deformation resistance of the bottom area. This three-dimensional connection system effectively improves the energy absorption efficiency and impact resistance of the overall structure by increasing the number of force transmission paths and optimizing the load distribution.

[0012] In some embodiments of this application, the third connecting structure, the threshold guard plate, the housing, and the second connecting structure together form a first energy-absorbing cavity.

[0013] In some embodiments of this application, the lower body further includes a pipeline structure disposed within the first energy-absorbing cavity.

[0014] In some embodiments of this application, the first connecting structure has a first cavity, the first connecting structure is connected to the second connecting structure, and the first connecting structure is closer to the top of the housing relative to the second connecting structure.

[0015] In some embodiments of this application, the first connecting structure, the housing, and the second connecting structure together form a second energy-absorbing cavity.

[0016] In some embodiments of this application, a sealing structure is also included, which is pressed against the mating point between the first connecting structure and the housing, and the sealing structure is used to seal the mating point between the first connecting structure and the housing.

[0017] In some embodiments of this application, the housing has a cavity structure on the side facing the threshold beam, the cavity structure is connected to the first connecting structure at the top along the first direction, the cavity structure is connected to the third connecting structure at the bottom along the first direction, and the second connecting structure is connected to the middle of the cavity structure.

[0018] In some embodiments of this application, the housing has a mounting portion that extends toward and is connected to the second connecting structure;

[0019] The mounting section has a second cavity inside.

[0020] In some embodiments of this application, the threshold beam is a one-piece molded structure.

[0021] A second aspect of this application provides a vehicle including a body and a lower body as described above. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the connection between the sill beam of the lower body and the battery mechanism, provided in an embodiment of this application.

[0023] Figure label:

[0024] 100. Battery mechanism;

[0025] 110. Casing; 120. Battery body;

[0026] 111. Cavity structure; 112. Mounting part; 113. Top; 114. Middle part; 115. Bottom;

[0027] 1121. Second type of cavity;

[0028] 200. Threshold beam;

[0029] 210. First connecting structure; 220. Second connecting structure; 230. Third connecting structure;

[0030] 240. First energy-absorbing chamber; 250. Second energy-absorbing chamber;

[0031] 211. First cavity;

[0032] 300. Door sill guard plate;

[0033] 400. Pipeline structure;

[0034] 500. Sealed structure. Detailed Implementation

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] The sill beams in the aforementioned technologies have weak resistance to side impacts, affecting their ability to protect the battery. This problem arises because traditional solutions employ a single-point connection structure, where the sill beam and battery casing transfer loads via only a single force transmission path. In a side impact, the impact force is concentrated at this single connection point, easily leading to structural deformation and failure, thus failing to effectively protect the battery module and internal wiring. This structural defect not only affects the overall rigidity of the vehicle body but also prevents effective dispersion of impact energy, posing a risk of battery damage and potential safety hazards.

[0042] To address the aforementioned issues, this application provides a lower body and vehicle, which forms a three-dimensional force transmission system with the battery casing through a multi-layered connection structure. The battery mechanism employs a casing design that encloses the battery body, providing basic protection for the internal battery. The sill beam adopts a three-section connection structure layout: the first connection structure forms a high-level force transmission point corresponding to the top of the casing; the second connection structure is located in the middle of the casing, establishing a mid-section load transmission channel; and the third connection structure forms a low-level connection with the bottom of the casing through the sill guard plate. The three connection points are arranged in layers along the height direction of the vehicle body, forming a vertical force transmission network. In the event of a collision, the impact force can be distributed to connection points at different heights, avoiding single-point overload. The sill guard plate, as an extension structure, connects the third connection point to the bottom of the casing, forming a triangular stable support structure, enhancing the deformation resistance of the bottom area. This three-dimensional connection system effectively improves the energy absorption efficiency and impact resistance of the overall structure by increasing the number of force transmission paths and optimizing the load distribution.

[0043] The undercarriage and vehicle provided in this application will now be described with reference to the accompanying drawings and specific embodiments.

[0044] Reference Figure 1 This application provides a vehicle body, which may include a battery mechanism 100, a door sill beam 200, and a door sill guard plate 300.

[0045] The battery mechanism 100 may include a housing 110 and a battery body 120, with the battery body 120 disposed within the housing 110.

[0046] The sill beam 200 may include a first connecting structure 210, a second connecting structure 220, and a third connecting structure 230, along a first direction (e.g., Figure 1 (in the Z direction), the second connecting structure 220 is located between the first connecting structure 210 and the third connecting structure 230.

[0047] In some embodiments, the lower body may have two sill beams 200, which can be disposed on both sides in the width direction of the vehicle body and can be connected to the housing 110 of the battery mechanism 100. The two sill beams 200 have the same structure and are symmetrically arranged.

[0048] The housing 110 can be a sealed enclosure for housing the battery body 120, and can be formed by extrusion molding of aluminum alloy. Its bottom 115 extension forms a planar connection with the sill guard plate 300. The second connecting structure 220 is the connection between the middle 114 of the sill beam 200 and the side wall of the housing 110, and can be made using a T-section aluminum profile. The third connecting structure 230 is a rigid connection between the bottom 115 of the sill beam 200 and the housing 110, and can be fixed by welding or bolts. It is used to establish the force transmission path of the bottom 115 and support the load-bearing foundation of the energy absorption cavity.

[0049] Along the first direction, the first connecting structure 210 is connected to the top 113 of the housing 110, and the second connecting structure 220 is connected to the middle 114 of the housing 110. One end of the door sill guard plate 300 is connected to the third connecting structure 230, and the other end is connected to the bottom 115 of the housing 110 along the first direction.

[0050] The top 113 of the housing 110 can be the highest point of the battery mechanism 100 in the vehicle height direction, which can be achieved by using a flanged structure with reinforcing ribs to establish a high-level force transmission node. The middle 114 of the housing 110 can be the intermediate area between the top 113 and the bottom 115, which can be formed by setting a boss structure to construct an intermediate force transmission support point. The bottom 115 of the housing 110 can be the lowest point of the battery mechanism 100 in the vehicle height direction, which can be achieved by using a base structure with mounting holes to form a low-level force transmission support point.

[0051] The sill guard plate 300 can be a plate-shaped component that connects the bottom 115 of the housing 110 with the third connecting structure 230. Specifically, it can be made of stamped aluminum plate, and its side profile forms a continuous transition surface with the bottom 115 of the housing 110.

[0052] Specifically, the structure employs a three-tiered force transmission system in the vertical direction. The top connection point 113 rigidly bears the initial impact load, the middle connection point 114 forms a secondary buffer layer, and the bottom connection point 115 forms a triangular stabilizing structure via the sill guard plate 300. In the event of a side collision, the impact force is transmitted to the top 113 of the shell 110 via the first connection structure 210 of the sill beam 200, diffuses to the middle 114 of the shell 110 via the second connection structure 220, and is then conducted to the bottom 115 of the shell 110 via the sill guard plate 300. This layered force transmission mechanism disperses the impact energy across structural regions at different heights, preventing overload failure at a single connection point.

[0053] The lower body forms a three-dimensional force transmission system with the battery casing 110 through a multi-level connection structure. The battery mechanism 100 adopts a design where the casing 110 encloses the battery body 120, providing basic protection for the internal battery. The sill beam 200 adopts a three-section connection structure layout. The first connection structure 210 forms a high-level force transmission point corresponding to the top 113 of the casing 110. The second connection structure 220 is located in the middle 114 of the casing 110 to establish a mid-section load transmission channel. The third connection structure 230 forms a low-level connection with the bottom 115 of the casing 110 through the sill guard plate 300. The three connection points are arranged in layers along the height direction of the vehicle body, forming a vertical force transmission network. In the event of a collision, the impact force can be distributed to connection points at different heights, avoiding single-point overload. The sill guard plate 300, as an extension structure, connects the third connection point to the bottom 115 of the casing 110, forming a triangular stable support structure, enhancing the deformation resistance of the bottom 115 area. This three-dimensional connection system effectively improves the energy absorption efficiency and impact resistance of the overall structure by increasing the number of force transmission paths and optimizing the load distribution.

[0054] Reference Figure 1 In some embodiments, the third connecting structure 230, the threshold guard plate 300, the shell 110, and the second connecting structure 220 together form the first energy-absorbing cavity 240.

[0055] The first energy-absorbing cavity 240 can be a closed space formed by the third connecting structure 230, the threshold guard plate 300, the shell 110 and the second connecting structure 220. Specifically, it is formed by splicing profiles to form a multi-directional support frame, which absorbs kinetic energy through plastic deformation during a collision.

[0056] This technical solution utilizes a layout where the third connecting structure 230 of the sill beam 200 is connected to the bottom 115 of the housing 110, both ends of the sill guard plate 300 are connected to the third connecting structure 230 and the bottom 115 of the housing 110 respectively, and the middle part 114 of the housing 110 is connected to the second connecting structure 220, forming a first energy-absorbing cavity 240 enclosed by multiple rigid structures. In the event of a collision, the first energy-absorbing cavity 240 absorbs impact energy through structural deformation, reducing the direct transmission of impact force to the battery body 120 and the pipeline structure 400.

[0057] The third connecting structure 230 serves as the bottom 115 support point of the sill beam 200, forming a rigid connection with the bottom 115 of the shell 110, providing a lower load-bearing foundation for the energy absorption cavity. The second connecting structure 220 serves as the middle 114 connection point of the sill beam 200, forming a linkage support with the middle 114 of the shell 110, maintaining the structural stability of the energy absorption cavity. The sill guard plate 300 serves as a side connecting component, participating in the enclosure of the energy absorption cavity and also dispersing the impact force. This multi-directional connection forms a closed cavity structure 111, which can effectively improve the collision energy absorption efficiency, while optimizing the force transmission path through structural synergy.

[0058] Reference Figure 1 In some embodiments, the lower body may also include a pipeline structure 400, which is disposed within the first energy-absorbing cavity 240.

[0059] The pipeline structure 400 can be a component for transmitting electrical energy or braking fluid. Specifically, it can be implemented by wrapping wire harnesses or braking pipelines with metal tubes, and high-voltage cables, signal lines or hydraulic pipelines can be arranged inside it.

[0060] This technical solution, by incorporating a pipeline structure 400 within a first energy-absorbing cavity 240, which is jointly enclosed by a third connecting structure 230, a door sill guard 300, a housing 110, and a second connecting structure 220, gives the cavity space, originally used for buffering collision energy, a dual function. The physical structure of the first energy-absorbing cavity 240 not only absorbs lateral impact energy through its own deformation, but also, by embedding the pipeline structure 400 within this enclosed cavity, utilizes the rigid support of the housing 110, door sill guard 300, and connecting structures along the cavity's circumference to form a wraparound protection for the pipeline structure 400. This layout changes the passive defense mode of traditional technologies where pipelines are exposed or only protected by a single guard plate. Instead, it places the pipelines within a three-dimensional space buffered and protected by the first energy-absorbing cavity 240 during a collision, avoiding direct impact and reducing the risk of compression due to vehicle body deformation.

[0061] Reference Figure 1 In some embodiments, the first connecting structure 210 has a first cavity 211, the first connecting structure 210 is connected to the second connecting structure 220, and the first connecting structure 210 is closer to the top 113 of the housing 110 relative to the second connecting structure 220.

[0062] The first cavity 211 can be a hollow cavity located inside the first connecting structure 210, specifically formed by aluminum profile extrusion molding. The geometric structure of the cavity increases the moment of inertia of the cross-section, thereby improving resistance to bending and deformation. The first connecting structure 210 is positioned near the top 113 of the housing 110, above the second connecting structure 220 in the vehicle body height direction. This can be achieved by adjusting the profile cross-sectional shape or connection position to optimize the load transfer path. The second connecting structure 220 can be a transition section located between the first connecting structure 210 and the third connecting structure 230. It can be formed integrally with the first connecting structure 210 using continuous profiles or welding, ensuring continuous load transfer within the sill beam 200.

[0063] By incorporating a first cavity 211 within the first connecting structure 210, the geometric characteristics of the first cavity 211 enhance the deformation resistance and load-bearing strength of the connecting structure, thereby improving its impact resistance in the vehicle body height direction. The direct connection between the first connecting structure 210 and the second connecting structure 220 forms a continuous force transmission path, allowing the load from the housing 110 to be effectively distributed to the entire sill beam 200 through the reinforced structure of the first cavity 211. The layout of the first connecting structure 210, which is closer to the top 113 of the housing 110 than the second connecting structure 220, optimizes the load distribution at different connection points in the vehicle body height direction, alleviating stress concentration in the connection area at the top 113, and further ensuring the connection stability and impact resistance reliability between the housing 110 and the sill beam 200.

[0064] Reference Figure 1 In some embodiments, the first connecting structure 210, the housing 110, and the second connecting structure 220 together form the second energy-absorbing cavity 250.

[0065] The first connecting structure 210 can be a support member connected to the top 113 of the shell 110, and can be made of extruded aluminum alloy profile with an internal cavity, which can enhance the structural rigidity and deformation energy absorption capacity. The second energy absorption cavity 250 can be a closed space enclosed by the outer wall of the first connecting structure 210, the side wall of the shell 110, and the inner wall of the second connecting structure 220, and can be formed into a trapezoidal cross-section cavity by adjusting the installation angle of the connecting structure.

[0066] By combining the first connecting structure 210, the housing 110, and the second connecting structure 220 to form the second energy-absorbing cavity 250, the coverage of the energy-absorbing structure is further expanded. The first connecting structure 210 itself has a first cavity 211, and its structural strength has been improved. At this time, together with the connection part of the top 113 of the housing 110 and the connection part of the middle 114 of the second connecting structure 220, it forms the second energy-absorbing cavity 250, so that the cavity can absorb impact energy from different directions through deformation when a collision occurs. Since the position where the first connecting structure 210 is connected to the top 113 of the housing 110 is located in the upper region of the vehicle body height direction, the formation of the second energy-absorbing cavity 250 not only increases the hierarchy of the energy absorption path, but also forms spatial complementarity with the lower first energy-absorbing cavity 240 formed by the third connecting structure 230, the sill guard plate 300, etc., thereby constructing a multi-level energy absorption system. This dual-cavity structure 111 makes the dispersion and attenuation of collision energy more sufficient, ultimately achieving a superimposed improvement in impact resistance.

[0067] Reference Figure 1 In some embodiments, the lower body may also include a sealing structure 500, which is pressed against the mating point between the first connecting structure 210 and the housing 110. The sealing structure 500 is used to seal the mating point between the first connecting structure 210 and the housing 110.

[0068] The sealing structure 500 can be a flexible sealing element installed at the mating point, specifically a rubber sealing strip or a silicone gasket, which fills the gap at the mating point through elastic deformation. The clamping can be achieved by mechanically fixing the sealing structure 500 to the mating surface to form a tight contact, specifically by bolt fixing or snap-fit, ensuring uniform pressure distribution on the sealing surface.

[0069] A sealing structure 500 is installed at the junction of the first connecting structure 210 of the sill beam 200 and the housing 110 of the battery mechanism 100. This sealing structure 500 is then pressed tightly against the connection point, utilizing the deformation filling and pressure fitting of the sealing structure 500 to block external moisture from seeping in through the gap between the first connecting structure 210 and the housing 110. This design addresses the potential liquid intrusion risk to the lower body during operation, particularly the weak sealing at the top 113 connection in the body height direction. By adding an independent sealing structure 500 to strengthen the sealing at the interface, moisture is prevented from seeping into the cavity between the housing 110 and the sill beam 200, thus preventing corrosion of the battery mechanism 100 or short circuits. The pressing installation method of the sealing structure 500 further ensures its sealing reliability under vibration or impact conditions, forming a synergistic protection mechanism with the cavity design and energy absorption cavity layout of the first connecting structure 210.

[0070] Reference Figure 1In some embodiments, the housing 110 has a cavity structure 111 on the side facing the threshold beam 200. The top 113 of the cavity structure 111 along the first direction is connected to the first connecting structure 210, the bottom 115 of the cavity structure 111 along the first direction is connected to the third connecting structure 230, and the second connecting structure 220 is connected to the middle 114 of the cavity structure 111.

[0071] The cavity structure 111 can be a cavity formed on the side of the shell 110 facing the sill beam 200, and can be manufactured using an extrusion molding process, with its internal space extending along the height direction. This structure absorbs impact energy through its own deformation while maintaining the connection rigidity between the shell 110 and the sill beam 200. The first connection structure 210, the second connection structure 220, and the third connection structure 230 refer to three connection nodes distributed along the height direction on the sill beam 200, which can be implemented by welding or bolting. The three nodes form a multi-path force transmission network to disperse the impact load.

[0072] This technical solution involves providing a cavity structure 111 extending through the height on the side of the shell 110 facing the sill beam 200. The top 113 of the cavity structure 111 is connected to the first connecting structure 210 of the sill beam 200, the bottom 115 is connected to the third connecting structure 230, and the middle 114 is connected to the second connecting structure 220. This three-tiered connection forms a three-dimensional force transmission network between the cavity structure 111 and the three connection nodes of the sill beam 200. When a lateral impact occurs, the cavity structure 111 transmits the impact force layered to different positions of the sill beam 200 through the three connection points (top 113, middle 114, and bottom 115), absorbing the impact energy through the deformation space of the cavity itself. The cavity structure 111 provides continuous support in the height direction, maintaining the connection rigidity between the shell 110 and the sill beam 200 while also achieving buffering and energy absorption through the elastic deformation of the cavity wall, effectively dispersing the impact load. The three connection points correspond to the top 113, middle 114, and bottom 115 of the cavity structure 111, respectively, forming a multi-path force transmission mechanism to avoid stress concentration and improve the overall structure's impact resistance and stability.

[0073] Reference Figure 1 In some embodiments, the housing 110 has a mounting portion 112 that extends toward and is connected to the second connecting structure 220, and the mounting portion 112 has a second cavity 1121 inside.

[0074] The mounting portion 112 can be a support member extending from the housing 110 toward the second connecting structure 220, specifically made of aluminum profile or a reinforcing rib structure, used to establish a load transfer path between the housing 110 and the second connecting structure 220. The second cavity 1121 can be a closed or semi-closed cavity structure formed inside the mounting portion 112, specifically made by profile extrusion molding or stamping and welding processes, and its geometry is, for example, honeycomb, corrugated, or trapezoidal cross-section, used to absorb impact energy through structural deformation during a collision.

[0075] This technical solution extends and connects the mounting portion 112 of the housing 110 towards the second connecting structure 220, forming a stable force transmission path between the mounting portion 112 and the second connecting structure 220. Simultaneously, the second cavity 1121 structure inside the mounting portion 112 absorbs impact energy during a collision through deformation, thereby improving the impact resistance of the mounting portion 112 area. Specifically, the design of the mounting portion 112 extending towards the second connecting structure 220 allows the collision load to be transferred from the second connecting structure 220 to the mounting portion 112, and energy dissipation is achieved through the collapse deformation of the second cavity 1121, avoiding connection failure caused by local stress concentration. The presence of the second cavity 1121 not only increases the structural strength of the mounting portion 112 but also optimizes energy absorption efficiency through the geometric characteristics of the cavity, thus more effectively protecting the battery mechanism 100 and surrounding components during a collision.

[0076] Reference Figure 1 In some embodiments, the threshold beam 200 is a one-piece molded structure.

[0077] Among them, the one-piece molding structure can be a continuous and seamless sill beam 200 manufactured by a single molding process. Specifically, it can be achieved by extrusion molding or casting process, eliminating the weak connection areas caused by traditional segmented manufacturing.

[0078] By designing the sill beam 200 as a one-piece molded structure, its overall structural strength and stiffness can be significantly improved, thereby more effectively dispersing and absorbing collision energy and reducing deformation when the vehicle is subjected to lateral impacts. The one-piece molding process avoids the weak points that may exist in traditional welded or spliced ​​structures, ensuring that the sill beam 200 maintains stability and integrity under complex stress conditions. This manufacturing method simplifies the production process, making it easy to directly adjust the length of the sill beam 200 according to the vehicle's wheelbase requirements without redesigning the connection structure or adding additional components, significantly reducing mold costs and process complexity when developing multiple models. At the same time, the one-piece molded sill beam 200 has higher precision in its fit with components such as the battery mechanism 100 and the sill guard plate 300, which is conducive to forming a stable cavity structure 111 and further improves the continuity of the force transmission path.

[0079] Reference Figure 1 This application also provides a vehicle, which may include a vehicle body and the aforementioned undercarriage.

[0080] This technical solution combines a lower body with the vehicle body, forming a unified vehicle structure. The lower body employs a multi-point connection design between the sill beam 200 and the battery mechanism 100. Impact forces are dispersed through three connection points—top 113, middle 114, and bottom 115—in the vehicle height direction, improving the stability of the force transmission path. The combination of the vehicle body and the lower body retains the protection function of the multiple energy-absorbing cavities formed by the battery mechanism 100 and the sill beam 200 for the battery and pipelines. Furthermore, the modular design enables cross-model universality of the lower body structure, ultimately achieving a comprehensive effect of improving vehicle safety performance, optimizing production efficiency, and reducing manufacturing costs.

[0081] 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), 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.

[0082] 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, The application relates to a lower vehicle body, comprising: a battery mechanism (100) comprising a shell (110) and a battery body (120) arranged in the shell (110); a threshold beam (200) comprising a first connecting structure (210), a second connecting structure (220) and a third connecting structure (230), wherein the second connecting structure (220) is located between the first connecting structure (210) and the third connecting structure (230) along a first direction; the first connecting structure (210) is connected with a top portion (113) of the shell (110), and the second connecting structure (220) is connected with a middle portion (114) of the shell (110) along the first direction; a threshold guard plate (300) is connected with one end of the third connecting structure (230) and the bottom portion (115) of the shell (110) along the first direction; 2. The lower car body according to claim 1, characterized in that the third connecting structure (230), the threshold guard plate (300), the shell (110) and the second connecting structure (220) jointly form a first energy absorption cavity (240).

3. The lower car body according to claim 2, characterized in that The lower vehicle body further comprises a pipeline structure (400) arranged in the first energy absorption cavity (240).

4. The lower car body according to claim 1, characterized in that, The first connecting structure (210) has a first cavity (211), the first connecting structure (210) is connected with the second connecting structure (220), and the first connecting structure (210) is close to the top portion (113) of the shell (110) relative to the second connecting structure (220).

5. The lower car body according to claim 4, characterized in that The first connecting structure (210), the shell (110) and the second connecting structure (220) jointly form a second energy absorption cavity (250).

6. The lower car body according to any one of claims 1 to 5, characterized in that, The application further comprises a sealing structure (500) compressed at the joint between the first connecting structure (210) and the shell (110), and the sealing structure (500) is used for sealing the joint between the first connecting structure (210) and the shell (110).

7. The lower car body according to any one of claims 1 to 5, characterized in that, The shell (110) has a cavity structure (111) on one side facing the threshold beam (200), the top portion (113) of the cavity structure (111) along the first direction is connected with the first connecting structure (210), the bottom portion (115) of the cavity structure (111) along the first direction is connected with the third connecting structure (230), and the middle portion (114) of the cavity structure (111) is connected with the second connecting structure (220).

8. The lower car body according to any one of claims 1 to 5, characterized in that, The shell (110) has a mounting portion (112) extending towards and connected with the second connecting structure (220); the mounting portion (112) has a second cavity (1121) inside.

9. The lower car body according to any one of claims 1 to 5, characterized in that, The threshold beam (200) is an integrally formed structure.

10. A vehicle characterized by comprising: The application further relates to a vehicle body and the lower vehicle body as claimed in any one of claims 1 to 9.

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