Vehicle frame, vehicle frame assembly and vehicle

Abstract

Provided are a vehicle frame (10), a vehicle frame assembly (2) and a vehicle (1). The vehicle frame (10) comprises a front compartment (200), a rear compartment (300) and a middle compartment (100), wherein the front compartment (200) is integrally formed; the rear compartment (300) is integrally formed; the middle compartment (100) is integrally formed; and in the lengthwise direction of the middle compartment (100), the front compartment (200) and the rear compartment (300) are located on two sides of the middle compartment (100), and the middle compartment (100) is connected to the front compartment (200) and the rear compartment (300). Therefore, each of the front compartment (200), the middle compartment (100) and the rear compartment (300) is integrally formed, and by means of the integrated configuration manner, the manufacturing efficiency for the front compartment (200), the middle compartment (100) and the rear compartment (300) can be improved, and the number of parts and components of the vehicle frame (10) is reduced, thereby reducing the assembly processes such as welding and riveting during a manufacturing process, and improving the production efficiency; moreover, the structural strength of the front compartment (200), the middle compartment (100) and the rear compartment (300) can also be improved. The middle compartment (100) is connected to the front compartment (200) and the rear compartment (300) so as to form the vehicle frame (10), such that the production process chain can be shortened, and the flexible layout in a production workshop is facilitated, and thus the manufacturing efficiency for the whole vehicle can be improved.

Description

Vehicle frame, vehicle frame assembly and vehicle

[0001] This application claims priority to Chinese patent application No. 2023116631205, filed on December 5, 2023, entitled “A Frame, Frame Assembly and Vehicle,” which is incorporated herein by reference in its entirety.

Technical field

[0002] The present application relates to the field of vehicle technology, and in particular to a vehicle frame, a vehicle frame assembly and a vehicle. [Background Technology]

[0003] With the rapid development of the automobile industry, cars have become one of the indispensable means of transportation for people to travel. The number of cars has increased year by year, and more and more people own private cars. The popularity of cars has brought development to the manufacturing and design of auto parts.

[0004] The frame structure is one of the important components of a car. In existing technical solutions, a large number of sheet metal parts are often used for welding and other operations to form the frame structure. However, this formation method has a long process, which leads to a longer vehicle manufacturing cycle. In addition, the cumulative manufacturing errors of a large number of parts are large, making it difficult to adapt to the rapid iteration pace of vehicles in terms of manufacturing efficiency and quality.

[0005] [Summary of the invention]

[0006] The main purpose of this application is to provide a frame, a frame assembly and a vehicle, aiming to solve the above-mentioned technical problems existing in the prior art.

[0007] To address the above-mentioned issues, the present application provides a vehicle frame comprising: a front cabin, a rear cabin, and a middle cabin. The front cabin is integrally formed; the rear cabin is integrally formed; and the middle cabin is integrally formed. The front and rear cabins are located on either side of the middle cabin in the longitudinal direction of the middle cabin, and the middle cabin is connected to the front and rear cabins, respectively. Thus, the front, middle, and rear cabins are all integrally formed. This integrated arrangement improves manufacturing efficiency for the front, middle, and rear cabins, reduces the number of frame components, and thereby reduces welding, riveting, and other assembly processes during manufacturing, thereby improving production efficiency and enhancing the structural strength of the front, middle, and rear cabins. The middle cabin connects the front and rear cabins to form the frame, shortening the production process chain and facilitating flexible workshop layout. Compared to solutions that assemble multiple parts, this also further reduces the risk of manufacturing errors, thereby improving overall vehicle manufacturing efficiency.

[0008] In some embodiments, the middle cabin is formed with a storage space and an installation space. The opening of the installation space and the opening of the storage space are arranged in opposite directions along the height of the middle cabin. The storage space is used to accommodate battery cells, and the installation space is used to install on-board components. Thus, by forming both the storage space and the installation space in the middle cabin, it is possible to facilitate the installation and coordination of on-board components with the vehicle frame and also facilitate the integration of battery cells into the vehicle frame. The CTC technology strategy breaks away from traditional battery pack manufacturing processes, further reducing the number of components, saving space, and improving structural efficiency. This can significantly reduce vehicle weight and increase battery range.

[0009] In some embodiments, the center cabin body includes a center cabin panel and an enclosure structure. The center cabin panel has a first surface and a second surface disposed opposite to each other in the height direction. The enclosure structure protrudes from the first surface in the height direction to form an installation space, and the enclosure structure protrudes from the second surface in the height direction to form an accommodation space. Thus, by protruding from the first and second surfaces of the center cabin panel to form the accommodation space and the installation space, the enclosure structure simplifies the formation of the accommodation space and the installation space, facilitates the installation and coordination of vehicle-mounted components with the vehicle frame, and further facilitates the sealing of the accommodation space by cooperating with the cover plate and the enclosure structure, thereby providing better protection for the battery cells within the accommodation space.

[0010] In some embodiments, the enclosure structure includes two center deck longitudinal beams, each extending in a longitudinal direction and connected to opposite sides of the center deck panel in the width direction of the center deck body. The center deck longitudinal beams protrude from the first surface and the second surface in the height direction, respectively. Thus, the two center deck longitudinal beams extend in the longitudinal direction, distributing and distributing impact forces applied to the vehicle frame from different directions, thereby achieving collision energy absorption. Furthermore, the two center deck longitudinal beams connect to opposite sides of the center deck panel in the width direction, effectively securing and protecting the center deck panel, thereby facilitating the formation of a housing and installation space.

[0011] In some embodiments, the center cabin longitudinal beam includes two longitudinal plates and a first force transfer rib. The two longitudinal plates extend in the longitudinal direction and are spaced apart in the width direction. The first force transfer rib is connected between the two longitudinal plates. Thus, the first force transfer rib, connected between the two longitudinal plates, effectively secures the first force transfer rib via the longitudinal plates. Furthermore, the first force transfer rib can help distribute impact forces applied to the frame from different directions, further absorbing collision energy.

[0012] In some embodiments, there are multiple first force transmission ribs, each of which is connected in series along the length, and each of which is inclined relative to the longitudinal plate. Thus, the multiple first force transmission ribs are connected in series along the length, and the impact force applied to the front cabin can be transferred to the rear cabin via the first force transmission ribs, ultimately dispersing the impact force and further improving the collision energy absorption effect.

[0013] In some embodiments, the mid-cabin body further includes a mid-cabin crossbeam extending along the width of the mid-cabin body, the mid-cabin crossbeam being located on the first surface and connected to the enclosure structure. Thus, the mid-cabin crossbeam, being located on the first surface and connected to the enclosure structure, can effectively secure and protect the mid-cabin panel. Furthermore, the mid-cabin crossbeam extending along the width of the mid-cabin body can also disperse impact forces applied to the vehicle frame from different directions, thereby achieving collision energy absorption.

[0014] In some embodiments, there are multiple mid-tank cross beams, spaced apart along the length. This arrangement allows the mid-tank panels to be better secured and protected by the beams, while also dispersing impact forces applied to the vehicle frame from different directions, thereby achieving collision energy absorption.

[0015] In some embodiments, the center crossbeam includes two transverse plates extending widthwise and spaced apart lengthwise, and a second force transfer rib connected between the two transverse plates. Thus, the second force transfer rib, connected between the two transverse plates, effectively secures the second force transfer rib via the transverse plates. Furthermore, the second force transfer rib helps distribute impact forces applied to the vehicle frame from different directions, further absorbing collision energy.

[0016] In some embodiments, there are multiple second force transfer ribs, each of which is connected sequentially along the width direction, and each second force transfer rib is inclined relative to the transverse plate. Thus, the multiple second force transfer ribs are connected sequentially along the width direction, and the impact force applied to the middle cabin can be transmitted through the second force transfer ribs, ultimately achieving the transmission and dispersion of the impact force and further achieving the collision energy absorption effect.

[0017] In some embodiments, the center cabin longitudinal beams, center cabin cross beams, and center cabin panels are integrally die-cast. This integral die-casting of the center cabin longitudinal beams, center cabin cross beams, and center cabin panels can improve the overall structural strength of the center cabin and increase the production efficiency of the center cabin. Furthermore, the integral die-casting of the three components can further disperse the impact force exerted on the vehicle frame from different directions, thereby improving collision energy absorption.

[0018] In some embodiments, the front cabin body includes a front cabin connecting portion, and the middle cabin body includes a middle cabin panel and two middle cabin longitudinal beams. The two middle cabin longitudinal beams extend in the longitudinal direction and are connected to both sides of the middle cabin panel in the width direction of the middle cabin body. The front cabin connecting portion connects the middle cabin panel and the two middle cabin longitudinal beams. Thus, the front cabin connecting portion connects the middle cabin panel and the two middle cabin longitudinal beams, thereby improving the stability of the connection between the front cabin body and the middle cabin body, mitigating the risk of large manufacturing errors accumulated due to a large number of parts, and thereby improving the manufacturing efficiency of the entire vehicle.

[0019] In some embodiments, the front cabin connection portion includes a first connecting crossbeam and a second connecting crossbeam connected to each other, the first connecting crossbeam and the second connecting crossbeam extending in the width direction, the first connecting crossbeam overlapping the middle cabin panel, and the second connecting crossbeam having two side walls in the width direction respectively abutting the two middle cabin longitudinal beams. Thus, the first connecting crossbeam overlapping the middle cabin panel and the second connecting crossbeam having two side walls in the width direction respectively abutting the two middle cabin longitudinal beams can improve the stability of the connection between the front cabin body and the middle cabin body, reduce assembly difficulty, and improve vehicle manufacturing efficiency.

[0020] In some embodiments, the front cabin body includes two front cabin main bodies spaced apart along the width direction, the two front cabin main bodies respectively connected to the front cabin connecting portion, and the front cabin main bodies are provided with third force transmission ribs. Thus, the two front cabin main bodies are spaced apart along the width direction, which facilitates the installation and fixation of vehicle components such as wheels. The third force transmission ribs provided on the front cabin main bodies can enhance the structural strength of the front cabin main bodies and transmit the impact force exerted on the front cabin body to the middle cabin body and the rear cabin body, ultimately achieving the transmission and dispersion of the impact force and improving the collision energy absorption effect.

[0021] In some embodiments, the front cabin main body includes a front cabin longitudinal beam and a front shock absorber tower. The front cabin longitudinal beam extends in the longitudinal direction, and the front shock absorber tower is protruded from the front cabin longitudinal beam. Thus, the front cabin longitudinal beam extends in the longitudinal direction, which facilitates the installation and fixation of vehicle components such as wheels. The front shock absorber tower is protruded from the front cabin longitudinal beam, which facilitates the installation of shock absorbers through the front shock absorber tower, thereby alleviating vibrations generated by the vehicle during driving and improving the vehicle's driving smoothness.

[0022] In some embodiments, the front cabin connecting portion and the two front cabin main bodies are integrally die-cast. This integral die-casting of the three components can improve the overall structural strength of the front cabin body and increase the production efficiency of the front cabin body. Furthermore, the integral die-casting of the three components can further disperse the impact force exerted on the vehicle frame from different directions, thereby improving the collision energy absorption effect.

[0023] In some embodiments, the rear cabin includes a rear cabin connection portion, and the middle cabin includes a middle cabin panel and two middle cabin longitudinal beams. The two middle cabin longitudinal beams extend in the longitudinal direction and are connected to both sides of the middle cabin panel in the width direction of the middle cabin. The rear cabin connection portion connects the middle cabin panel and the two middle cabin longitudinal beams. Thus, the rear cabin connection portion connects the middle cabin panel and the two middle cabin longitudinal beams, thereby improving the stability of the connection between the rear cabin and the middle cabin, mitigating the risk of large manufacturing errors accumulated due to a large number of parts, and thereby improving the manufacturing efficiency of the entire vehicle.

[0024] In some embodiments, the rear cabin connection portion includes a third connecting crossbeam and two connecting longitudinal beams, the two connecting longitudinal beams extending in the longitudinal direction, the third connecting crossbeam connecting between the two connecting longitudinal beams, the third connecting crossbeam overlapping the mid-cabin panel, the two connecting longitudinal beams located between the two mid-cabin longitudinal beams, and one connecting longitudinal beam abutting against one mid-cabin longitudinal beam. Thus, the third connecting crossbeam overlapping the mid-cabin panel, the two connecting longitudinal beams located between the two mid-cabin longitudinal beams, and the one connecting longitudinal beam abutting against one mid-cabin longitudinal beam can improve the stability of the connection between the rear cabin and the mid-cabin, reduce assembly difficulty, and improve vehicle manufacturing efficiency.

[0025] In some embodiments, the rear cabin body includes two rear cabin main bodies spaced apart along the width direction, the two rear cabin main bodies respectively connected to the rear cabin connecting portion, and the rear cabin main bodies are provided with fourth force transmission ribs. Thus, the two rear cabin main bodies are spaced apart along the width direction, which facilitates the installation and fixation of vehicle components such as wheels. The fourth force transmission ribs provided on the rear cabin main bodies can enhance the structural strength of the rear cabin main bodies and transmit the impact force exerted on the rear cabin body to the middle cabin body and the front cabin body, ultimately achieving the transmission and dispersion of the impact force and improving the collision energy absorption effect.

[0026] In some embodiments, the rear cabin main body includes a rear cabin longitudinal beam and a rear shock absorber tower. The rear cabin longitudinal beam extends in the longitudinal direction, and the rear shock absorber tower is protruded from the rear cabin longitudinal beam. Thus, the rear cabin longitudinal beam extends in the longitudinal direction, which facilitates the installation and fixation of vehicle components such as wheels. The rear shock absorber tower is protruded from the rear cabin longitudinal beam, which facilitates the installation of shock absorbers through the rear shock absorber tower, thereby alleviating vibrations generated by the vehicle during driving and improving the vehicle's driving smoothness.

[0027] In some embodiments, the rear cabin connection portion and the two rear cabin main bodies are integrally die-cast. This integral die-casting of the three components can improve the overall structural strength of the rear cabin and increase the production efficiency of the rear cabin. Furthermore, the integral die-casting of the three components can further disperse the impact force exerted on the vehicle frame from different directions, thereby improving collision energy absorption.

[0028] In order to solve the above problems, the present application provides a frame assembly, which includes a battery component and the above-mentioned frame, and the battery component is arranged in the middle cabin of the frame.

[0029] To solve the above problems, the present application provides a vehicle, which includes the above-mentioned frame assembly.

Brief Description of the Drawings

[0030] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0031] FIG1 is a schematic structural diagram of a vehicle according to one or more embodiments;

[0032] FIG2 is a schematic structural diagram of a frame assembly according to one or more embodiments;

[0033] FIG3 is a schematic structural diagram of a vehicle frame according to one or more embodiments;

[0034] FIG4 is a schematic diagram of the disassembled structure of the frame shown in FIG3 ;

[0035] FIG5 is a schematic cross-sectional view of the frame shown in FIG3 along the AA direction;

[0036] FIG6 is a schematic top view of the vehicle frame shown in FIG3 ;

[0037] FIG7 is a schematic diagram of the structure within the dotted frame in the vehicle frame shown in FIG6 .

[0038] Reference numerals: vehicle 1; frame assembly 2; vehicle-mounted component 3; frame 10; middle cabin 100; middle cabin panel 110; first surface 111; second surface 112; enclosure structure 120; middle cabin longitudinal beam 121; longitudinal plate 1211; first force transmission rib 1212; middle cabin cross beam 130; transverse plate 131; second force transmission rib 132; front cabin 200; front cabin connecting portion 210; first connecting cross beam 211; second connecting cross beam 212 12; front cabin main body 220; front cabin longitudinal beam 221; front shock-absorbing tower 222; third force transmission rib 230; rear cabin body 300; rear cabin connecting part 310; third connecting cross beam 311; connecting longitudinal beam 312; rear cabin main body 320; rear cabin longitudinal beam 321; rear shock-absorbing tower 322; fourth force transmission rib 330; accommodating space 400; installation space 500; length direction X; width direction Y; height direction Z; battery cell 20; cover plate 30. [Specific implementation method]

[0039] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0040] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0041] In the description of the embodiments of this application, the technical terms "first" and "second" are used only to distinguish different objects and should not be understood to indicate or imply relative importance or implicitly specify the quantity, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, the meaning of "plurality" is more than two, unless otherwise clearly and specifically defined.

[0042] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0043] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0044] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0045] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0046] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, technical terms such as "installed," "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; internal connections between two components or interactions between two components. Those skilled in the art can understand the specific meanings of the above terms in the embodiments of the present application based on specific circumstances.

[0047] Vehicles are common means of transportation, and their material usage directly impacts their cost and weight. Vehicle weight, in turn, is directly related to energy consumption: the heavier the vehicle, the more energy it consumes while driving. This is especially true for new energy vehicles, which often require a large number of batteries. These batteries are typically heavy and take up significant space on the chassis, making reducing vehicle weight and chassis space particularly important.

[0048] Based on this, the present application provides a vehicle, referring to FIG1 , which is a schematic structural diagram of a vehicle according to one or more embodiments.

[0049] Vehicle 1 can be a fuel-powered vehicle, a gas-powered vehicle, or a new energy vehicle. The new energy vehicle can be a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle. Vehicle 1 can include a frame assembly 2 and onboard components 3. Onboard components 3 can serve as the upper body of vehicle 1, while frame assembly 2 can serve as the lower body of vehicle 1. Onboard components 3 are mounted on frame assembly 2 to form vehicle 1. Specifically, frame assembly 2 can include, but is not limited to, a chassis, and onboard components 3 can include, but is not limited to, a vehicle body. The vehicle body is mounted on the chassis and supported by the chassis.

[0050] The present application provides a frame assembly 2 , referring to FIG. 2 , which is a schematic structural diagram of the frame assembly according to one or more embodiments.

[0051] The frame assembly 2 includes a battery component and a frame 10. The battery component is mounted in the center cabin 100 of the frame 10. The frame 10 may include a front cabin 200, a center cabin 100, and a rear cabin 300. Specifically, the frame 10 is mounted on the vehicle 1. When the vehicle 1 is moving forward, the frame 10 can be divided into three sections along the direction of travel: the front cabin 200, the middle cabin 100, and the rear cabin 300. The front cabin 200 can be connected to the front axle, the rear cabin 300 can be connected to the rear axle, and the center cabin 100 can be used to mount the vehicle 1's interior structures, such as seats.

[0052] The battery assembly may include one or more battery cells 20. When there are multiple battery cells 20, they collectively form a battery module and are loaded into the middle cabin 100. The battery cells 20 may be connected in series, parallel, or in a hybrid configuration. A hybrid configuration refers to a combination of series and parallel connections within the battery cells 20. The battery cells 20 may be directly connected in series, parallel, or in a hybrid configuration, and then the entire assembly of the battery cells 20 may be loaded into the middle cabin 100.

[0053] The battery cells 20 can be manufactured in two ways: laminated and wound. Laminated batteries have a uniform current collection effect, low internal resistance, and high specific power. However, in order to improve precision, they require extremely high mold precision, high equipment investment, and a relatively complex process, resulting in low production efficiency. Wound batteries are simple to manufacture, with average equipment precision requirements for the production and assembly processes, high production efficiency, and low cost. In terms of performance, wound batteries have excellent high and low temperature performance, charge very quickly, have an ultra-long life, stable high output voltage, a sturdy structure, and strong shock resistance.

[0054] When the battery components are installed in the middle cabin 100, the cover plate 30 can be used in conjunction with the middle cabin 100 to seal and protect the battery components. In this embodiment, the frame assembly 2 can be applied to the CTC (Cell to Chassis) process, which directly integrates the battery components into the frame 10. The CTC process can further deepen the integration of the battery system and the chassis of the vehicle 1, reduce the number of components, increase the space occupied by the battery components, increase the battery capacity per unit space, and increase the driving range. At the same time, the CTC process can integrate the battery with the chassis, enhance the structural strength of the chassis, and improve the safety of the vehicle.

[0055] The frame 10 structure is one of the important components of the automobile. In related technical solutions, a large number of sheet metal parts are often used for welding and other operations to form the chassis structure of the frame 10. However, this formation method has a long process, which leads to a longer vehicle manufacturing cycle. In addition, the accumulated manufacturing errors of a large number of parts are large, making it difficult to adapt to the rapid iteration rhythm of the vehicle 1 in terms of manufacturing efficiency and manufacturing quality.

[0056] To solve the technical problems existing in the related art, the present application provides a frame, as shown in Figures 3 and 4. Figure 3 is a schematic structural diagram of a frame according to one or more embodiments. Figure 4 is a schematic disassembled structural diagram of the frame shown in Figure 3.

[0057] The vehicle frame 10 includes a front cabin 200, a rear cabin 300, and a middle cabin 100. The front cabin 200, the rear cabin 300, and the middle cabin 100 are integrally formed. In the longitudinal direction X of the middle cabin 100, the front cabin 200 and the rear cabin 300 are located on either side of the middle cabin 100, and the middle cabin 100 connects the front cabin 200 and the rear cabin 300, respectively. When the vehicle frame 100 is installed on a vehicle, the vehicle is traveling in the longitudinal direction X of the middle cabin 100.

[0058] The front cabin 200, rear cabin 300, and middle cabin 100 can be integrally die-cast, replacing the practice of welding a large number of sheet metal components to form each of the front cabin 200, rear cabin 300, and middle cabin 100. This mitigates the risk of significant manufacturing errors due to the large number of components. For example, the front cabin beam structure, shock tower, and force transmission ribs can be integrally formed into the front cabin 200 through integral die-casting, the rear cabin beam structure, shock tower, and force transmission ribs can be integrally formed into the rear cabin 300 through integral die-casting, and the middle cabin beam structure, force transmission ribs can be integrally formed into the middle cabin 100 through integral die-casting.

[0059] The front cabin 200 can be fixedly connected to the middle cabin 100 or detachably connected. For example, the front cabin 200 can be detachably connected to the middle cabin 100 via a threaded connection, or the front cabin 200 and the middle cabin 100 can be fixedly connected via welding. Similarly, the rear cabin 300 can be fixedly connected to the middle cabin 100 or detachably connected. For example, the rear cabin 300 can be detachably connected to the middle cabin 100 via a threaded connection, or the rear cabin 300 can be fixedly connected to the middle cabin 100 via welding.

[0060] Through the above-described embodiment, the front cabin 200, the middle cabin 100, and the rear cabin 300 are all integrally formed. This integrated arrangement improves the manufacturing efficiency of the front cabin 200, the middle cabin 100, and the rear cabin 300, reduces the number of components in the vehicle frame 10, and thereby reduces welding, riveting, and other assembly processes during the manufacturing process, thereby improving production efficiency and enhancing the structural strength of the front cabin 200, the middle cabin 100, and the rear cabin 300. The middle cabin 100 connects the front cabin 200 and the rear cabin 300 to form the vehicle frame 10, shortening the production process chain and facilitating flexible layout of the production workshop. Compared to solutions that assemble a larger number of components, it further reduces the risk of manufacturing errors, thereby improving the manufacturing efficiency of the entire vehicle.

[0061] Specifically, by integrating the front, middle, and rear cabins 200, 100, and 300 into a single unit and connecting them to form the vehicle frame 10, the integrated design strategy is maximized, maximizing structural strength and reducing overlap and redundancy, resulting in a significant weight reduction compared to a sheet metal frame 10 of the same structure. Furthermore, the integrated die-cast front, middle, and rear cabins 200, 100, and 300 significantly reduce the bonding area for structural adhesives and sealants, thus reducing sealing issues such as water penetration and leakage caused by cumulative errors and poor assembly precision after battery assembly.

[0062] 5 , FIG5 is a schematic cross-sectional view of the frame shown in FIG3 along the AA direction.

[0063] The middle cabin 100 is formed with a storage space 400 and an installation space 500. In the height direction Z of the middle cabin 100, the opening of the installation space 500 is disposed opposite the opening of the storage space 400. The storage space 400 is used to accommodate battery cells, and the installation space 500 is used to install vehicle components. When the vehicle frame 10 is installed on the vehicle, the direction perpendicular to the ground can be understood as the height direction Z. The installation space 500 and the storage space 400 can be separated by a panel of the middle cabin 100. The opening of the installation space 500 is disposed opposite the opening of the storage space 400. Specifically, the opening of the storage space 400 can face the ground, while the opening of the installation space 500 can face away from the ground. This facilitates the installation of battery cells into the storage space 400 through the opening of the storage space 400, and facilitates the installation of vehicle components into the installation space 500 through the opening of the installation space 500. Vehicle components may include, but are not limited to, interior structures such as seats. There can be multiple battery cells, which together form a battery module and are loaded into the middle cabin 100, so that the frame 10 is suitable for the CTC process. Compared with the traditional battery pack process, the battery cells can be integrated into the frame 10, further reducing the number of parts, saving space, improving structural efficiency, and significantly reducing vehicle weight and increasing battery life.

[0064] Furthermore, the middle cabin body 100 includes a middle cabin panel 110 and an enclosure structure 120. The middle cabin panel 110 has a first surface 111 and a second surface 112 disposed opposite each other in the height direction Z. The enclosure structure 120 protrudes from the first surface 111 in the height direction Z to form an installation space 500. The enclosure structure 120 protrudes from the second surface 112 in the height direction Z to form an accommodation space 400. The middle cabin panel 110 is plate-shaped, and its shape can be customized according to actual conditions. The accommodation space 400 and the installation space 500 are separated by the middle cabin panel 110. The enclosure structure 120 is disposed around the circumference of the middle cabin panel 110 and is connected to the side surfaces of the middle cabin panel 110. The sidewalls of the enclosure structure 120 protruding from the first surface 111 and the cavity enclosed by the first surface 111 can serve as the installation space 500, while the sidewalls of the enclosure structure 120 protruding from the second surface 112 and the cavity enclosed by the second surface 112 can serve as the accommodation space 400. This simplifies the formation of the accommodation space 400 and the installation space 500, facilitating the installation and mating of vehicle-mounted components with the vehicle frame 10. When a battery cell is installed in the accommodation space 400, a cover plate can be installed to cover the opening of the accommodation space 400, and the enclosure structure 120 can be used to seal the accommodation space 400. The cover plate and the middle cabin 100 can then provide better protection for the battery cell.

[0065] 6 and 7 , FIG6 is a schematic diagram of the structure of the frame shown in FIG3 from above. FIG7 is a schematic diagram of the structure within the dotted box in the frame shown in FIG6 .

[0066] The enclosure structure 120 includes two center cabin longitudinal beams 121, each extending along the longitudinal direction X. The two center cabin longitudinal beams 121 are connected to either side of the center cabin panel 110 in the width direction Y of the center cabin 100. The center cabin longitudinal beams 121 protrude from the first surface 111 and the second surface 112 in the height direction Z, respectively. The width direction Y, the longitudinal direction X, and the height direction Z of the center cabin 100 are perpendicular to each other. The center cabin longitudinal beams 121 are connected to either side of the center cabin panel 110 in the width direction Y of the center cabin 100. These two center cabin longitudinal beams 121 effectively secure and protect the center cabin panel 110, making it easier to form the accommodation space 400 and the installation space 500. The number of the middle cabin longitudinal beams 121 can be set according to actual conditions. For example, the number of the middle cabin longitudinal beams 121 can be three. Two middle cabin longitudinal beams 121 are adjacently arranged in the width direction Y and are connected to one side of the middle cabin panel 110 at the same time. The other middle cabin longitudinal beam 121 is spaced apart from the two middle cabin longitudinal beams 121 in the width direction Y and is connected to the other side of the middle cabin panel 110.

[0067] The middle cabin 100 can be connected to the front cabin 200 and the rear cabin 300 respectively through the middle cabin panel 110 and the middle cabin longitudinal beam 121, and the middle cabin longitudinal beam 121 extends along the length direction X. The impact force received by the frame 10 can be dispersed and transmitted through the middle cabin longitudinal beam 121. As shown in Figure 6, the dotted arrow represents the impact force received by the frame 10. When the frame 10 receives the impact force from the front cabin 200, the impact force will be guided to the middle cabin 100 by the front cabin 200, and the impact force will be guided to the rear cabin 300 through the middle cabin longitudinal beam 121; when the frame 10 receives the impact force from the rear cabin 300, the impact force will be guided to the middle cabin 100 by the rear cabin 300, and the impact force will be guided to the front cabin 200 through the middle cabin longitudinal beam 121. Therefore, the two middle cabin longitudinal beams 121 extend along the length direction X, and the impact forces received by the vehicle frame 10 from different directions can be transmitted and dispersed through the two middle cabin longitudinal beams 121, thereby achieving a collision energy absorption effect.

[0068] In some embodiments, the center longitudinal beam 121 includes two longitudinal plates 1211 and a first force transfer rib 1212. The two longitudinal plates 1211 extend along the length direction X and are spaced apart in the width direction Y. The first force transfer rib 1212 connects between the two longitudinal plates 1211. One of the two longitudinal plates 1211 can be connected to the center panel 110, and the two longitudinal beam plates are interconnected by the first force transfer rib 1212. The first force transfer rib 1212 can be used to guide impact forces acting on the center longitudinal beam 121. Thus, the first force transfer rib 1212, connected between the two longitudinal plates 1211, effectively secures the first force transfer rib 1212 through the longitudinal plates 1211. Furthermore, the first force transfer rib 1212 helps distribute impact forces acting on the vehicle frame 10 from different directions, further absorbing collision energy.

[0069] Furthermore, there are multiple first force transmission ribs 1212 , and the multiple first force transmission ribs 1212 are connected in sequence along the length direction X. Each first force transmission rib 1212 is inclined relative to the longitudinal plate 1211 . Each first force transfer rib 1212 can be connected to two longitudinal plates 1211 at the same time, and the two ends of the first force transfer rib 1212 in the middle position can be respectively connected to the two adjacent first force transfer ribs 1212. For example, the first end of the second first force transfer rib 1212 is simultaneously connected to the second end of the first first force transfer rib 1212 and a longitudinal plate 1211, and the second end of the second first force transfer rib 1212 is simultaneously connected to the first end of the third first force transfer rib 1212 and another longitudinal plate 1211; the second end of the third first force transfer rib 1212 is simultaneously connected to the first end of the fourth first force transfer rib 1212 and a longitudinal plate 1211, so that the two adjacent first force transfer ribs 1212 and the longitudinal plate 1211 form a triangular shape, and so on. Multiple first force transfer ribs 1212 and two longitudinal plates 1211 can be used to form multiple triangular shapes. Thus, multiple first force transmission ribs 1212 are sequentially connected along the length direction X, and the impact force exerted on the front cabin 200 can be transmitted to the rear cabin 300 through the first force transmission ribs 1212, ultimately achieving the dispersion of the impact force and further improving the collision energy absorption effect. In some embodiments, the angle between two adjacent first force transmission ribs 1212 is acute, so that the triangle formed by the two adjacent first force transmission ribs 1212 and the two longitudinal plates 1211 is an acute triangle. This can improve the force transmission effect of the first force transmission ribs 1212 while also improving the structural stability of the first force transmission ribs 1212 themselves. Alternatively, the triangle formed by two adjacent first force transmission ribs 1212 and the two longitudinal plates 1211 is an obtuse triangle.

[0070] In some embodiments, the mid-cabin body 100 further includes a mid-cabin crossbeam 130 extending along the width direction Y of the mid-cabin body 100. The mid-cabin crossbeam 130 is located on the first surface 111 and connected to the enclosure structure 120. The mid-cabin crossbeam 130 can be fixed to the first surface 111. The ends of the mid-cabin crossbeam 130 in the width direction Y can be connected to the enclosure structure 120. Specifically, when the enclosure structure 120 includes two mid-cabin longitudinal beams 121, the ends of the mid-cabin crossbeam 130 can be connected to the two mid-cabin longitudinal beams 121. Thus, the mid-cabin crossbeam 130 can effectively secure and protect the mid-cabin panel 110.

[0071] The middle cabin 100 can be connected to the front cabin 200 and the rear cabin 300 via the middle cabin panel 110 and the enclosure structure 120, respectively. The enclosure structure 120 and the middle cabin cross member 130 can disperse and transmit the impact force applied to the vehicle frame 10. As shown in FIG6 , the dashed arrows represent the impact force applied to the vehicle frame 10. When the vehicle frame 10 is subjected to an impact force from the front cabin 200, the impact force is guided by the front cabin 200 to the middle cabin 100 and then to the rear cabin 300 and the middle cabin cross member 130 via the enclosure structure 120. When the vehicle frame 10 is subjected to an impact force from the rear cabin 300, the impact force is guided by the rear cabin 300 to the middle cabin 100 and then to the front cabin 200 and the middle cabin cross member 130 via the enclosure structure 120. Thus, the middle cabin cross member 130 can disperse the impact force applied to the vehicle frame 10 from different directions, achieving a collision energy absorption effect.

[0072] Furthermore, multiple center cross beams 130 are provided, spaced apart along the longitudinal direction X. The number of center cross beams 130 can be determined based on practical needs. The multiple center cross beams 130 can be evenly spaced or arranged based on actual predicted stress conditions. Thus, by providing multiple center cross beams 130, the center cross beams 130 can further effectively secure and protect the center panel 110, distributing and distributing impact forces applied to the vehicle frame 10 from different directions, thereby achieving collision energy absorption.

[0073] Optionally, the center cross member 130 includes two transverse plates 131 and a second force transmission rib 132. The two transverse plates 131 extend along the width direction Y and are spaced apart in the length direction X. The second force transmission rib 132 is connected between the two transverse plates 131. Both transverse plates 131 may be connected to the center panel 110, the second force transmission rib 132 may be connected to both transverse plates 131 and the center panel 110, or the second force transmission rib 132 may be connected to both transverse plates 131 and spaced apart from the center panel 110. Thus, the second force transmission rib 132 is connected between the two transverse plates 131, effectively securing the second force transmission rib 132 via the transverse plates 131. Furthermore, the second force transmission rib 132 helps distribute the impact force applied to the vehicle frame 10 from different directions, further absorbing collision energy.

[0074] Furthermore, there are multiple second force transmission ribs 132, and the multiple second force transmission ribs 132 are connected in sequence along the width direction Y, and each second force transmission rib 132 is inclined relative to the transverse plate 131. Each second force transmission rib 132 can be connected to two transverse plates 131 at the same time, and the two ends of the second force transmission rib 132 in the middle position can be connected to the two adjacent second force transmission ribs 132 respectively. For example, the first end of the second second force transmission rib 132 is simultaneously connected to the second end of the first second force transmission rib 132 and a transverse plate 131, and the second end of the second second force transmission rib 132 is simultaneously connected to the first end of the third second force transmission rib 132 and another transverse plate 131; the second end of the third second force transmission rib 132 is simultaneously connected to the first end of the fourth second force transmission rib 132 and a transverse plate 131, so that the two adjacent second force transmission ribs 132 and the transverse plate 131 form a triangle shape. By analogy, multiple triangles can be formed by the cooperation of multiple second force transmission ribs 132 and two transverse plates 131. Thus, multiple second force transmission ribs 132 are sequentially connected along the length direction X, and the impact force exerted on the front cabin 200 can be transmitted to the rear cabin 300 through the second force transmission ribs 132, ultimately achieving the transmission and dispersion of the impact force, further improving the collision energy absorption effect. In some embodiments, the angle between two adjacent second force transmission ribs 132 is an acute angle, so that the triangle formed by the two adjacent second force transmission ribs 132 and the two transverse plates 131 is an acute triangle. This can improve the force transmission effect of the second force transmission ribs 132 while also improving the structural stability of the second force transmission ribs 132 themselves. Alternatively, the triangle formed by two adjacent second force transmission ribs 132 and the two transverse plates 131 is an obtuse triangle.

[0075] Furthermore, the center cabin longitudinal beam 121, center cabin cross beam 130, and center cabin panel 110 are integrally die-cast. Specifically, the center cabin panel 110, the enclosure structure 120, the two longitudinal plates 1211 and the first force transmission rib 1212 of the center cabin longitudinal beam 121, and the two transverse plates 131 and the second force transmission rib 132 of the center cabin cross beam 130 are all integrally die-cast. This improves the overall structural strength of the center cabin 100 and enhances its production efficiency. Furthermore, the integral die-casting process further disperses impact forces acting on the vehicle frame 100 from different directions, enhancing collision energy absorption.

[0076] In some embodiments, the front cabin 200 includes a front cabin connection portion 210, and the middle cabin 100 includes a middle cabin panel 110 and two middle cabin longitudinal beams 121. The two middle cabin longitudinal beams 121 extend along the length direction X and are connected to both sides of the middle cabin panel 110 in the width direction Y of the middle cabin 100. The front cabin connection portion 210 connects the middle cabin panel 110 and the two middle cabin longitudinal beams 121. This improves the stability of the connection between the front cabin 200 and the middle cabin 100, mitigates the risk of large manufacturing errors accumulated due to the large number of parts, and thus improves the manufacturing efficiency of the entire vehicle. The forward cabin connection portion 210 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, or may be located outside the two middle cabin longitudinal beams 121 in the width direction Y, or a portion of the forward cabin connection portion 210 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, while another portion of the forward cabin connection portion 210 may be located outside the two middle cabin longitudinal beams 121 in the width direction Y. The forward cabin connection portion 210 may be fixedly connected to the middle cabin panel 110 and the middle cabin longitudinal beam 121 or detachably connected. For example, the forward cabin connection portion 210 may be welded to the middle cabin panel 110 and the middle cabin longitudinal beam 121, or threaded holes may be provided at corresponding locations to connect the forward cabin connection portion 210 to the middle cabin panel 110 and the middle cabin longitudinal beam 121 via threaded fasteners.

[0077] Furthermore, the forward cabin connection portion 210 includes a first connecting crossbeam 211 and a second connecting crossbeam 212 that are interconnected. The first connecting crossbeam 211 and the second connecting crossbeam 212 extend along the width direction Y. The first connecting crossbeam 211 overlaps the mid-cabin panel 110, and the second connecting crossbeam 212 abuts against the two mid-cabin longitudinal beams 121 on both sides of the width direction Y. The first connecting crossbeam 211 and the second connecting crossbeam 212 can be bent and connected to each other, such as forming an L-shape after the first connecting crossbeam 211 and the second connecting crossbeam 212 are connected. The mid-cabin panel 110 can have an overlapping groove that matches the first connecting crossbeam 211, which facilitates the overlapping of the first connecting crossbeam 211 on the mid-cabin panel 110. The first connecting crossbeam 211 and the mid-cabin panel 110 can also serve to position the forward cabin connection portion 210. The two side walls of the first connecting beam 211 and the second connecting beam 212 in the width direction Y can be abutted between the two middle cabin longitudinal beams 121. The first connecting beam 211 and / or the second connecting beam 212 can be provided with threaded holes, and corresponding threaded holes are provided on the middle cabin longitudinal beam 121 to facilitate the detachable connection between the front cabin body 200 and the middle cabin body 100, thereby improving the stability of the connection between the front cabin body 200 and the middle cabin body 100, reducing the difficulty of assembly, and improving the manufacturing efficiency of the entire vehicle.

[0078] Optionally, the front cabin body 200 includes two front cabin main bodies 220 spaced apart along the width direction Y. The two front cabin main bodies 220 are respectively connected to the front cabin connecting portion 210. The front cabin main bodies 220 are provided with third force transmission ribs 230. The front cabin main bodies 220 can be used to mount vehicle components such as shock absorbers and axles. The shape and configuration of the front cabin main bodies 220 can be customized based on actual needs. For example, the bottom of the front cabin main body 220 can be recessed to accommodate components such as the vehicle's wheels. Alternatively, the top of the front cabin main body 220 can be provided with a through hole to accommodate shock absorbers, etc. The third force transmission ribs 230 can be mainly distributed on the outer surface of the front cabin main body 220. The shape and number of the third force transmission ribs 230 can be set according to actual conditions. The third force transmission ribs 230 can be randomly arranged. When there are multiple third force transmission ribs 230, multiple third force transmission ribs 230 can be spliced ​​with each other so that the third force transmission ribs 230 can extend from the end of the front cabin body 200 away from the middle cabin body 100 to a position close to the middle cabin body 100. The structural strength of the front cabin main body 220 can be enhanced by the third force transmission ribs 230, and the impact force received by the front cabin body 200 can be transmitted to the middle cabin body 100 and the rear cabin body 300, thereby finally realizing the transmission and dispersion of the impact force and improving the collision energy absorption effect.

[0079] Furthermore, the front cabin main body 220 includes a front cabin longitudinal beam 221 and a front shock absorber tower 222. The front cabin longitudinal beam 221 extends along the longitudinal direction X, and the front shock absorber tower 222 is protruding from the front cabin longitudinal beam 221. The front shock absorber tower 222 can be located on the upper side of the front cabin longitudinal beam 221. The lower side of the front cabin longitudinal beam 221 can be used to mount vehicle components such as the vehicle axle. The front shock absorber tower 222 can be used to mount the vehicle's shock absorber. Specifically, the front shock absorber tower 222 can be provided with a shock absorber mounting hole, with the mounting hole opening facing away from the front cabin longitudinal beam 221. This facilitates the installation of the shock absorber in the mounting hole, thereby facilitating the use of the shock absorber to mitigate vibrations generated by the vehicle during driving, thereby improving the vehicle's driving smoothness.

[0080] Furthermore, the front cabin connecting portion 210 and the two front cabin main bodies 220 are integrally die-cast. Specifically, the first and second connecting crossbeams 211 and 212 of the front cabin connecting portion 210, the front cabin longitudinal beams 221 and front shock towers 222 of the front cabin main bodies 220, and the third force transmission ribs 230 are all integrally die-cast. This improves the overall structural strength of the front cabin body 200 and enhances its production efficiency. Furthermore, the integral die-casting process further disperses impact forces acting on the vehicle frame 10 from different directions, enhancing collision energy absorption.

[0081] In some embodiments, the rear cabin 300 includes a rear cabin connection portion 310, and the middle cabin 100 includes a middle cabin panel 110 and two middle cabin longitudinal beams 121. The two middle cabin longitudinal beams 121 extend along the length direction X and are connected to both sides of the middle cabin panel 110 in the width direction Y of the middle cabin 100. The rear cabin connection portion 310 connects the middle cabin panel 110 and the two middle cabin longitudinal beams 121. This improves the stability of the connection between the rear cabin 300 and the middle cabin 100, mitigates the risk of large manufacturing errors accumulated due to the large number of parts, and thus improves the manufacturing efficiency of the entire vehicle. The rear cabin connection portion 310 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, or may be located outside the two middle cabin longitudinal beams 121 in the width direction Y, or a portion of the rear cabin connection portion 310 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, while another portion of the rear cabin connection portion 310 may be located outside the two middle cabin longitudinal beams 121 in the width direction Y. The rear cabin connection portion 310 may be fixedly connected to the middle cabin panel 110 and the middle cabin longitudinal beam 121 or detachably connected. For example, the rear cabin connection portion 310 may be welded to the middle cabin panel 110 and the middle cabin longitudinal beam 121, or threaded holes may be provided at corresponding positions to connect the rear cabin connection portion 310 to the middle cabin panel 110 and the middle cabin longitudinal beam 121 via threaded fasteners.

[0082] Furthermore, the rear cabin connection portion 310 includes a third connecting crossbeam 311 and two connecting longitudinal beams 312. The two connecting longitudinal beams 312 extend along the length direction X. The third connecting crossbeam 311 is connected between the two connecting longitudinal beams 312. The third connecting crossbeam 311 overlaps the middle cabin panel 110. The two connecting longitudinal beams 312 are located between the two middle cabin longitudinal beams 121, and one connecting longitudinal beam 312 abuts against one middle cabin longitudinal beam 121. The third connecting crossbeam 311 and the two connecting longitudinal beams 312 can be simultaneously connected to the middle cabin panel 110. The third connecting crossbeam 311 and the middle cabin panel 110 can be fixedly connected by welding or detachably connected by bolts or other means. The two connecting longitudinal beams 312 are located between the two middle cabin longitudinal beams 121, and threaded holes can be opened between the connecting longitudinal beams 312 and the middle cabin longitudinal beams 121 to facilitate the detachable connection between the rear cabin body 300 and the middle cabin body 100, thereby improving the stability of the connection between the rear cabin body 300 and the middle cabin body 100, reducing the difficulty of assembly, and improving the manufacturing efficiency of the entire vehicle.

[0083] Optionally, the rear cabin body 300 includes two rear cabin main bodies 320 spaced apart along the width direction Y. The two rear cabin main bodies 320 are respectively connected to the rear cabin connection portion 310. The rear cabin main bodies 320 are provided with fourth force transmission ribs 330. The rear cabin main bodies 320 can be used to mount vehicle components such as shock absorbers and axles. The shape and configuration of the rear cabin main bodies 320 can be customized based on actual needs. For example, the bottom of the rear cabin main body 320 can be recessed to accommodate components such as the vehicle's wheels. Alternatively, the top of the rear cabin main body 320 can be provided with a through hole to accommodate shock absorbers, etc. The fourth force transmission ribs 330 can be mainly distributed on the outer surface of the rear cabin main body 320. The shape and number of the fourth force transmission ribs 330 can be set according to actual conditions. The fourth force transmission ribs 330 can be randomly arranged. When there are multiple fourth force transmission ribs 330, multiple fourth force transmission ribs 330 can be spliced ​​with each other so that the fourth force transmission ribs 330 can extend from the end of the front cabin 200 away from the middle cabin 100 to a position close to the middle cabin 100. The structural strength of the rear cabin main body 320 can be enhanced by the fourth force transmission ribs 330, and the impact force received by the rear cabin 300 can be transmitted to the middle cabin 100 and the front cabin 200, thereby finally realizing the transmission and dispersion of the impact force and improving the collision energy absorption effect.

[0084] Furthermore, the rear cabin main body 320 includes a rear cabin longitudinal beam 321 and a rear shock tower 322. The rear cabin longitudinal beam 321 extends along the longitudinal direction X, and the rear shock tower 322 is protruding from the rear cabin longitudinal beam 321. The rear shock tower 322 can be located on the upper side of the rear cabin longitudinal beam 321. The lower side of the rear cabin longitudinal beam 321 can be used to mount vehicle components such as the vehicle's axles. The rear shock tower 322 can be used to mount the vehicle's shock absorbers. Specifically, the rear shock tower 322 can be provided with a shock absorber mounting hole, with the mounting hole opening facing away from the rear cabin longitudinal beam 321. This facilitates the installation of the shock absorber in the mounting hole, thereby facilitating the use of the shock absorber to mitigate vibrations generated by the vehicle during driving, thereby improving the vehicle's ride comfort.

[0085] Furthermore, the rear cabin connection portion 310 and the two rear cabin main bodies 320 are integrally die-cast. Specifically, the third connecting crossbeam 311 and two connecting longitudinal beams 312 of the rear cabin connection portion 310, the rear cabin longitudinal beam 321 and rear shock tower 322 of the rear cabin main body 320, and the fourth force transmission rib 330 are all integrally die-cast. This improves the overall structural strength of the rear cabin body 300 and enhances its production efficiency. Furthermore, the integral die-casting process further disperses impact forces applied to the vehicle frame 10 from different directions, enhancing collision energy absorption.

[0086] In summary, the front cabin 200, the middle cabin 100, and the rear cabin 300 are all integrally formed. This integrated arrangement improves the manufacturing efficiency of the front cabin 200, the middle cabin 100, and the rear cabin 300, reduces the number of components in the vehicle frame 10, and thereby reduces welding, riveting, and other assembly processes during the manufacturing process, thereby improving production efficiency and enhancing the structural strength of the front cabin 200, the middle cabin 100, and the rear cabin 300. The middle cabin 100 connects the front cabin 200 and the rear cabin 300 to form the vehicle frame 10, shortening the production process chain and facilitating flexible layout of the production workshop. Compared to solutions that assemble a larger number of components, it further reduces the risk of manufacturing errors, thereby improving the manufacturing efficiency of the entire vehicle.

[0087] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A frame, characterized in that: The frame comprises: a front cabin body, the front cabin body being integrally formed; a rear cabin body, the rear cabin body being integrally formed; The middle cabin body is integrally formed, and in the length direction of the middle cabin body, the front cabin body and the rear cabin body are located on both sides of the middle cabin body, and the middle cabin body is respectively connected to the front cabin body and the rear cabin body.

2. The frame according to claim 1, characterized in that: The middle cabin is formed with a housing space and an installation space. In the height direction of the middle cabin, the opening of the installation space and the opening of the housing space are arranged opposite to each other. The housing space is used to accommodate battery cells, and the installation space is used to install vehicle-mounted components.

3. The frame according to claim 2, characterized in that: The middle cabin body includes a middle cabin panel and an enclosure structure, the middle cabin panel has a first surface and a second surface arranged opposite to each other in the height direction, the enclosure structure protrudes from the first surface in the height direction to form the installation space, and the enclosure structure protrudes from the second surface in the height direction to form the accommodating space.

4. The frame according to claim 3, characterized in that: The enclosure structure includes two middle cabin longitudinal beams, which extend along the length direction respectively. The two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the middle cabin longitudinal beams protrude from the first surface and the second surface respectively in the height direction.

5. The frame according to claim 4, characterized in that: The middle cabin longitudinal beam includes two longitudinal plates and a first force transmission rib. The two longitudinal plates extend respectively along the length direction, the two longitudinal plates are spaced apart in the width direction, and the first force transmission rib is connected between the two longitudinal plates.

6. The frame according to claim 5, characterized in that: There are multiple first force transmission ribs, and the multiple first force transmission ribs are connected in sequence along the length direction. Each first force transmission rib is inclined relative to the longitudinal plate body.

7. The frame according to any one of claims 3 to 6, characterized in that: The middle cabin body also includes a middle cabin cross beam, which is extended along the width direction of the middle cabin body. The middle cabin cross beam is located on the first surface and is connected to the enclosure structure.

8. The frame according to claim 7, characterized in that: There are multiple middle cabin cross beams, and the multiple middle cabin cross beams are arranged at intervals along the length direction.

9. The frame according to claim 7 or 8, characterized in that: The middle cabin crossbeam includes two transverse plates and a second force transfer rib, the two transverse plates extend respectively along the width direction, the two transverse plates are spaced apart in the length direction, and the second force transfer rib is connected between the two transverse plates.

10. The frame according to claim 9, characterized in that: There are multiple second force transmission ribs, and the multiple second force transmission ribs are connected in sequence along the width direction. Each second force transmission rib is inclined relative to the transverse plate.

11. The frame according to any one of claims 7 to 10, characterized in that: The middle cabin longitudinal beam, the middle cabin cross beam and the middle cabin panel are integrally die-cast.

12. The frame according to any one of claims 1 to 11, characterized in that: The front cabin body includes a front cabin connecting portion, and the middle cabin body includes a middle cabin panel and two middle cabin longitudinal beams, the two middle cabin longitudinal beams extend respectively along the length direction, and the two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the front cabin connecting portion connects the middle cabin panel and the two middle cabin longitudinal beams respectively.

13. The frame according to claim 12, characterized in that: The front cabin connection portion includes a first connecting beam and a second connecting beam connected to each other, the first connecting beam and the second connecting beam extend along the width direction, the first connecting beam overlaps the middle cabin panel, and the two side walls of the second connecting beam in the width direction respectively abut against the two middle cabin longitudinal beams.

14. The frame according to claim 12 or 13, characterized in that: The front cabin body comprises two front cabin main bodies spaced apart along the width direction, the two front cabin main bodies are respectively connected to the front cabin connecting parts, and the front cabin main bodies are provided with third force transmission ribs.

15. The frame according to claim 14, characterized in that The front cabin main body comprises a front cabin longitudinal beam and a front shock absorbing tower. The front cabin longitudinal beam is extended along the length direction, and the front shock absorbing tower is protruded from the front cabin longitudinal beam.

16. The frame according to claim 14 or 15, characterized in that: The front cabin connecting portion and the two front cabin main body portions are integrally die-cast.

17. The frame according to any one of claims 1 to 16, characterized in that: The rear cabin body includes a rear cabin connecting portion, and the middle cabin body includes a middle cabin panel and two middle cabin longitudinal beams, the two middle cabin longitudinal beams extend respectively along the length direction, and the two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the rear cabin connecting portion connects the middle cabin panel and the two middle cabin longitudinal beams respectively.

18. The frame according to claim 17, characterized in that The rear cabin connection part includes a third connecting cross beam and two connecting longitudinal beams, the two connecting longitudinal beams extend along the length direction respectively, the third connecting cross beam is connected between the two connecting longitudinal beams, the third connecting cross beam overlaps the middle cabin panel, the two connecting longitudinal beams are located between the two middle cabin longitudinal beams, and one connecting longitudinal beam abuts against one middle cabin longitudinal beam.

19. The frame according to claim 17 or 18, characterized in that: The rear cabin body comprises two rear cabin main bodies spaced apart along the width direction, the two rear cabin main bodies are respectively connected to the rear cabin connecting parts, and the rear cabin main bodies are provided with fourth force transmission ribs.

20. The frame according to claim 19, characterized in that The rear cabin main body comprises a rear cabin longitudinal beam and a rear shock absorbing tower. The rear cabin longitudinal beam is extended along the length direction, and the rear shock absorbing tower is protruded from the rear cabin longitudinal beam.

21. The frame according to claim 19 or 20, characterized in that The rear cabin connecting portion and the two rear cabin main body portions are integrally die-cast.

22. A frame assembly, characterized in that: The frame assembly comprises a battery component and a frame as claimed in any one of claims 1 to 21, wherein the battery component is arranged in a middle cabin of the frame.

23. A vehicle, characterized in that: The vehicle includes the frame assembly of claim 22.

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