Chassis structure and vehicle

Abstract

A chassis structure (10) and a vehicle. The chassis structure (10) comprises: front side members (100), a seat front cross member (200), and force transfer assemblies (130), the front side members (100) extending in a first direction (X); the seat front cross member (200) extends in a second direction (Y) intersecting the first direction (X), and the seat front cross member (200) is spaced apart from the front side members (100) in the first direction (X); the force transfer assemblies (130) are located between the front side members (100) and the seat front cross member (200), and the force transfer assemblies (130) are separately connected to the front side members (100) and the seat front cross member (200). In this way, the front side members (100) are directly connected to the seat front cross member (200) by means of the force transfer assemblies (130), which can cause an impact load borne by the front side members (100) to be directly transferred to the seat front cross member (200) by means of the force transfer assemblies (130), thereby improving force transfer efficiency when the front side of the chassis structure is impacted, and the safety performance when a collision occurs.

Description

Chassis structure and vehicle

[0001] This application claims priority to Chinese patent application No. 2024102393333, filed on March 1, 2024, entitled “A chassis structure 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 chassis structure 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 chassis structure is one of the important components of a car. It has a significant impact on the vehicle's operating reliability and collision safety. When the vehicle is subjected to force during a collision, the chassis structure transmits the force load. However, in existing technical solutions, the force transmission efficiency of the chassis structure is low, making it difficult to meet relevant design requirements.

[0005] [Summary of the invention]

[0006] The main purpose of this application is to provide a chassis structure 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 chassis structure comprising: a front longitudinal beam, a front seat crossbeam, and a force transmission assembly. The front longitudinal beam extends in a first direction; the front seat crossbeam extends in a second direction intersecting the first direction; the front seat crossbeam and the front longitudinal beam are spaced apart in the first direction; and the force transmission assembly is positioned between the front longitudinal beam and the front seat crossbeam, connecting the front longitudinal beam and the front seat crossbeam, respectively. Thus, the front longitudinal beam and the front seat crossbeam are directly connected via the force transmission assembly, allowing collision loads acting on the front longitudinal beam to be directly transmitted to the front seat crossbeam via the force transmission assembly, thereby improving the force transmission efficiency of the chassis structure during a frontal collision and enhancing its safety performance during a collision.

[0008] In some embodiments, the force transmission assembly includes a force transmission member and a longitudinal beam extension, wherein the front longitudinal beam, the longitudinal beam extension, the force transmission member, and the front cross member of the seat are sequentially connected. Thus, the front longitudinal beam, the longitudinal beam extension, the force transmission member, and the front cross member of the seat are sequentially connected, enabling the front longitudinal beam and the front cross member of the seat to be directly connected via the longitudinal beam extension and the force transmission member, thereby improving the force transmission efficiency of the chassis structure during a frontal collision and enhancing the safety performance during a collision.

[0009] In some embodiments, the force transmission member includes an arched bar extending along the first direction. Thus, the force transmission member includes an arched bar extending along the longitudinal direction of the force transmission member, thereby improving the force transmission efficiency of the force transmission member through the arched bar, further improving the force transmission efficiency of the chassis structure during a frontal collision.

[0010] In some embodiments, there are multiple arched bars, each of which is spaced apart in the second direction. The force transmission member further includes a connecting bar, and two adjacent arched bars in the second direction are connected by the connecting bar. Thus, the multiple arched bars and the connecting bar can form an integrated force transmission member, thereby improving the force transmission efficiency of the force transmission member.

[0011] In some embodiments, the force transmission member further includes an arched connecting portion, located on the side of the arched bar near the front longitudinal beam, and connected to the plurality of arched bars. Thus, by connecting the plurality of arched bars via the arched connecting portion, the collision load can be synchronized to the plurality of arched bars and transmitted to the front crossbeam of the seat via the arched connecting portion, further improving the force transmission efficiency of the force transmission member.

[0012] In some embodiments, the force transmission member further includes an outer wrapping strip, which is disposed around the arched strip. Thus, the outer wrapping strip disposed around the arched strip facilitates the secure connection between the force transmission member and the longitudinal beam extension member via the outer wrapping strip, thereby improving the secure connection effect. The outer wrapping strip also increases the area of ​​the force transmission member, further improving the force transmission efficiency of the force transmission member.

[0013] In some embodiments, the dimension of the force transmission member at the end connected to the longitudinal beam extension is smaller than the dimension of the end connected to the front crossbeam of the seat. Thus, the smaller dimension of the force transmission member at the end connected to the longitudinal beam extension facilitates the force transmission member to extend into and connect with the longitudinal beam extension to absorb more collision loads. Meanwhile, the larger dimension of the force transmission member at the end connected to the front crossbeam of the seat facilitates distributing the absorbed collision loads to the front crossbeam of the seat, thereby improving the force transmission efficiency of the force transmission member.

[0014] In some embodiments, the force transmission member is integrally formed, thereby making the force transmission member lighter and more efficient than a structure formed by splicing multiple parts.

[0015] In some embodiments, the end of the longitudinal beam extension connected to the front longitudinal beam is smaller than the end connected to the force transmission member. Thus, the smaller end connected to the front longitudinal beam facilitates the longitudinal beam extension's insertion and connection with the front longitudinal beam, thereby absorbing more collision loads. The larger end connected to the force transmission member improves the securing effect between the force transmission member and the longitudinal beam extension, while also facilitating the transfer of collision loads received by the front longitudinal beam to the force transmission member, thereby improving the force transmission efficiency and safety performance of the chassis structure during a frontal collision.

[0016] In some embodiments, the longitudinal beam extension has an extension channel that extends through the longitudinal beam extension along a first direction, and the force transmission member extends into the extension channel and connects with the longitudinal beam extension. Thus, the force transmission member extends into the extension channel and connects with the longitudinal beam extension, allowing the longitudinal beam extension to further extend into and connect with the front longitudinal beam, thereby concentrating on absorbing more collision loads and improving the structural strength of the front longitudinal beam through the longitudinal beam extension.

[0017] In some embodiments, there are two front longitudinal beams, two longitudinal beam extensions, and two force transmission members, each of which is spaced apart in the second direction. Thus, the two force transmission members, the two front longitudinal beams, and the two extensions can work together to further improve the force transmission efficiency and safety performance of the chassis structure during a frontal collision.

[0018] In some embodiments, the chassis structure includes a dash floor panel positioned between the front longitudinal beams and the front cross member of the seats. The two front longitudinal beams are respectively connected to the dash floor panel, and the two longitudinal beam extensions are respectively supported on the dash floor panel. The force transmission members are supported on the corresponding longitudinal beam extensions. Thus, the longitudinal beam extensions are supported on the dash floor panel, and the force transmission members are supported on the longitudinal beam extensions. The dash floor panel improves the stability of the connection between the longitudinal beam extensions and the force transmission members. Furthermore, the dash floor panel also improves the force transmission efficiency and safety performance of the chassis structure during a frontal collision.

[0019] In some embodiments, the chassis structure includes two sill beams, which are connected to both ends of the seat front cross beam in the second direction. The two sill beams extend in the first direction and are connected to the dash floor. Thus, the two sill beams extend in the first direction to connect to the dash floor, thereby improving the force transmission efficiency and safety performance of the chassis structure during a frontal collision. Furthermore, the two sill beams are connected to the seat front cross beam, thereby improving the securing effect of the seat front cross beam and enhancing the lateral force transmission efficiency within the chassis structure.

[0020] In some embodiments, the chassis structure further includes a torsion box, which is disposed opposite the front floor panel and is connected to the front longitudinal beam and the sill beam in the second direction. This improves the overall rigidity and strength of the chassis structure. When the chassis structure is subjected to a torsional load, the torsional load can be transmitted to and borne by the torsion box, thereby improving the load-bearing capacity of the chassis structure.

[0021] In some embodiments, the chassis structure further includes an external crossbeam extending along the second direction, the external crossbeam being located on a side of the front floor away from the seat front crossbeam, and the external crossbeam being connected to the two front longitudinal beams. Thus, the external crossbeam being connected to the two front longitudinal beams can effectively secure the two front longitudinal beams, thereby improving the overall structural strength of the chassis structure.

[0022] In some embodiments, the front longitudinal beam includes an inner panel and an outer panel. The inner panels of the two front longitudinal beams are arranged relative to each other in the second direction. The outer panel of one front longitudinal beam is located on a side of the inner panel away from the other front longitudinal beam. The outer panel extends to and is connected to the side wall of the front floor. Thus, the front longitudinal beam is formed by connecting the inner panel and the outer panel, which can reduce the difficulty of forming the front longitudinal beam and assembling the front longitudinal beam with other components. Furthermore, the outer panel extending to the side wall of the front floor facilitates the transmission of loads applied to the chassis structure in a frontal collision to the front floor via the outer panel, thereby improving the force transmission efficiency of the chassis structure in a frontal collision and improving the safety performance during a collision.

[0023] In order to solve the above problems, the present application provides a vehicle, which includes the chassis structure as described above.

Brief Description of the Drawings

[0024] 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.

[0025] FIG1 is a first structural schematic diagram of a chassis structure according to one or more embodiments of the present application;

[0026] FIG2 is a schematic structural diagram of the connection between the front longitudinal beam and the force transmission member according to one or more embodiments of the present application;

[0027] FIG3 is a schematic structural diagram of the structure shown in FIG2 along the AA direction;

[0028] FIG4 is a second structural schematic diagram of a chassis structure according to one or more embodiments of the present application;

[0029] FIG5 is a schematic structural diagram of a vehicle according to one or more embodiments of the present application.

[0030] Reference numerals: vehicle 1; chassis structure 10; battery 20;

[0031] Front longitudinal beam 100; outer panel 110; inner panel 120; seat front cross beam 200; force transmission assembly 130; longitudinal beam extension 300; extension channel 310; force transmission member 400; arched strip 410; connecting strip 420; arched connecting portion 430; outer strip 440; front panel 500; door sill beam 600; outer cross beam 700; torsion box 800; first direction X; second direction Y. [Specific implementation method]

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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).

[0038] 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.

[0039] 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.

[0040] With the rapid development of the automotive industry, cars have become an indispensable means of transportation for people. The number of cars in use has increased year by year, and more and more people own private cars. This popularity has brought about developments in the manufacturing and design of auto parts.

[0041] The chassis structure is one of the important components of a car. It has a significant impact on the vehicle's operating reliability and collision safety. The chassis structure will transmit the force load when the vehicle collides. However, in existing technical solutions, the force transmission efficiency of the chassis structure is low, making it difficult to meet relevant design requirements.

[0042] In order to solve the technical problems existing in the related technology, the present application provides a chassis structure, which includes a front longitudinal beam and a seat front cross beam force transmission component. The front longitudinal beam is directly connected to the seat front cross beam through the force transmission component, so that the collision load exerted on the front longitudinal beam can be directly transmitted to the seat front cross beam through the force transmission component, thereby improving the force transmission efficiency of the chassis structure during a frontal collision and the safety performance during a collision.

[0043] Specifically, referring to FIG1 , FIG1 is a first structural schematic diagram of a chassis structure according to one or more embodiments of the present application.

[0044] The chassis structure 10 includes a front longitudinal beam 100, a seat front cross beam 200, and a force transmission assembly 130. The front longitudinal beam 100 extends along a first direction X; the seat front cross beam 200 extends along a second direction Y intersecting with the first direction X, and the seat front cross beam 200 is spaced apart from the front longitudinal beam 100 in the first direction X; the force transmission assembly 130 is located between the front longitudinal beam 100 and the seat front cross beam 200, and the force transmission assembly 130 connects the front longitudinal beam 100 and the seat front cross beam 200 respectively.

[0045] The first direction X and the second direction Y can intersect at any angle; for example, the first direction X and the second direction Y can be perpendicular to each other. When the chassis structure 10 is installed on a vehicle, the first direction X can be the vehicle's forward direction, and the second direction Y can be the vehicle's lateral direction. When the chassis structure 10 is installed on the vehicle, the front longitudinal beam 100 corresponds to the vehicle's front end. The front longitudinal beam 100 can be hollow and can be used to mount the vehicle's front collision beam. The seat front crossbeam 200 extends along the second direction Y. When the chassis structure 10 is installed on the vehicle, the seat front crossbeam 200 can correspond to the vehicle's passenger compartment. The force transmission assembly 130 is located between the front longitudinal beam 100 and the seat front crossbeam 200. The force transmission assembly 130 can extend along the first direction X so that the force transmission assembly 130 is connected to the front longitudinal beam 100 and the seat front crossbeam 200, respectively. The force transmission assembly 130 can be connected to the front cross member 200 and the front longitudinal member 100 through welding, threading, and / or snap fastening. When the chassis structure 10 is subjected to a collision force transmitted from the front longitudinal member 100, the collision force is transmitted sequentially through the front longitudinal member 100 and the force transmission assembly 130 to the front cross member 200.

[0046] Through the above embodiment, the front longitudinal beam 100 is directly connected to the front cross beam 200 of the seat through the force transmission component 130, so that the collision load received by the front longitudinal beam 100 can be directly transmitted to the front cross beam 200 of the seat through the force transmission component 130, thereby improving the force transmission efficiency of the chassis structure 10 during a frontal collision and the safety performance during a collision.

[0047] Furthermore, the force transmission assembly 130 includes a force transmission member 400 and a longitudinal beam extension 300. The front longitudinal beam 100, the longitudinal beam extension 300, the force transmission member 400, and the front cross member 200 of the seat are sequentially connected. The force transmission member 400 and the longitudinal beam extension 300 can each extend along a first direction X. The longitudinal beam extension 300 is connected to an end of the front longitudinal beam 100 adjacent to the front cross member 200 of the seat. The longitudinal beam extension 300 can be understood as a structural member that extends the length of the front longitudinal beam 100 in the first direction X, thereby facilitating the connection between the front longitudinal beam 100 and the force transmission member 400 via the longitudinal beam extension 300. The longitudinal beam extension 300 can be connected to the front longitudinal beam 100 by welding, threading, and / or snap-fit ​​connection, or the longitudinal beam extension 300 can be integrally formed with the front longitudinal beam 100. The force transmission member 400 is located between the front longitudinal beam 100 and the front cross beam 200 of the seat. The force transmission member 400 extends along a first direction X, so that its ends in the first direction X are connected to the longitudinal beam extension 300 and the front cross beam 200 of the seat, respectively. The force transmission member 400 and the longitudinal beam extension 300 can be integrally or separately configured. When the force transmission member 400 and the longitudinal beam extension 300 are separately configured, the longitudinal beam extension 300 can be connected to the force transmission member 400 by welding, threads, and / or snaps, and the force transmission member 400 can be connected to the front cross beam 200 by welding, threads, and / or snaps. When the chassis structure 10 is subjected to a collision force transmitted from the front longitudinal beam 100, the collision force can be transmitted to the front cross beam 200 of the seat in sequence through the front longitudinal beam 100, the longitudinal beam extension 300, and the force transmission member 400.

[0048] 2 and 3 , FIG2 is a schematic structural diagram of the connection between the front longitudinal beam 100 and the force transmission member 400 according to one or more embodiments of the present application. FIG3 is a schematic structural diagram of the structure shown in FIG2 along the AA direction.

[0049] The force transmission member 400 includes an arch bar 410, and the arch bar 410 is extended along the longitudinal direction of the force transmission member 400. The longitudinal direction of the force transmission member 400 can be understood as the length direction of the force transmission member 400. For example, when the force transmission member 400 is extended along the first direction X, the longitudinal direction of the force transmission member 400 can be understood as the first direction X. The arch bar 410 is extended along the longitudinal direction of the force transmission member 400, thereby improving the force transmission efficiency of the force transmission member 400 through the arch bar 410, and further improving the force transmission efficiency of the chassis structure 10 during a frontal collision. The arch bar 410 is arched, as shown in Figure 3, and the cross-section of the arch bar 410 can be an arch with oblique sides on both sides and a straight side at the top. In other embodiments, the cross-section of the arch bar 410 can also be semicircular, semi-elliptical or other shapes, which can be set according to actual conditions. Among them, the arch height of the arch bar 410 can be greater than or equal to 10 mm and less than or equal to 30 mm. Specifically, the arch height of the arch bar 410 can be 10 mm, 15 mm, 20 mm, 25 mm or 30 mm, etc., thereby alleviating the risk of poor force transmission due to the arch height of the arch bar 410 being too low, and alleviating the risk of affecting the installation of the chassis structure 10 on the vehicle due to the arch height of the arch bar 410 being too high.

[0050] Furthermore, there are a plurality of arched bars 410, which are spaced apart in the second direction Y. The force transmission member 400 further includes a connecting bar 420, through which two adjacent arched bars 410 in the second direction Y are connected. The end of the connecting bar 420 in the second direction Y can be connected to the bottom of the arched bars 410. As shown in FIG3 , the connecting bar 420 is located between the two arched bars 410 in the second direction Y, and the two arched bars 410 are arranged side by side along the second direction Y. The connecting bar 420 is connected to the bottom ends of the two arched bars 410, so that the connecting bar 420 and the side walls of the two arched bars 410 can form an arched structure, and the arching direction of the arched structure is opposite to the arching direction of the arched bars 410. Therefore, there are multiple arch bars 410, and two adjacent arch bars 410 in the second direction Y are connected by a connecting bar 420. An integrated force transmission member 400 can be formed by multiple arch bars 410 and connecting bars 420, thereby improving the force transmission efficiency of the force transmission member 400.

[0051] Furthermore, the force transmission member 400 includes an arched connecting portion 430, which is located on the side of the arched bars 410 near the front longitudinal beam 100. The arched connecting portion 430 connects the multiple arched bars 410. The arched connecting portion 430 is arched. For example, the cross-section of the arched connecting portion 430 can be an arch with two oblique sides and a straight top, a semicircular shape, a semi-elliptical shape, or other shapes, which can be selected according to actual conditions. The arched height of the arched connecting portion 430 can be greater than or equal to 10 mm and less than or equal to 30 mm. Specifically, the arched height of the arched connecting portion 430 can be 10 mm, 15 mm, 20 mm, 25 mm, or 30 mm, etc. By connecting the multiple arched bars 410 through the arched connecting portion 430, the collision load can be synchronized to the multiple arched bars 410 and transmitted to the front cross beam 200 of the seat through the arched connecting portion 430, further improving the force transmission efficiency of the force transmission member 400.

[0052] In some embodiments, the force transmission member 400 further includes an outer wrapping strip 440 disposed around the arched strip 410. The outer wrapping strip 440 is plate-shaped. When multiple arched strips 410 are provided, the outer wrapping strip 440 may be disposed around the outermost arched strip 410. When both the arched strip 410 and the arched connecting portion 430 are provided, the outer wrapping strip 440 may be disposed around both the arched strip 410 and the arched connecting portion 430. The outer wrapping strip 440 may be connected to the bottom end of the arched strip 410, thereby increasing the width of the force transmission member 400. Thus, the outer wrapping strip 440 surrounding the arched strip 410 facilitates the secure connection between the force transmission member 400 and the longitudinal beam extension 300, improving the secure connection. Furthermore, the outer wrapping strip 440 increases the surface area of ​​the force transmission member 400, further enhancing the force transmission efficiency of the force transmission member 400.

[0053] In some embodiments, the dimension of the force transmission member 400 at the end connected to the longitudinal beam extension 300 is smaller than the dimension at the end connected to the front cross member 200 of the seat. In the first direction X, the force transmission member 400 can be divided into two portions: the portion near the front longitudinal beam 100 can be triangular, and the portion near the front cross member 200 can be rectangular. The portion near the front longitudinal beam 100 can gradually increase in size from the front longitudinal beam 100 to the front cross member 200 of the seat. As a result, the smaller dimension of the force transmission member 400 at the end connected to the longitudinal beam extension 300 facilitates its insertion and connection with the longitudinal beam extension 300, thereby concentrating the absorption of more collision loads. Meanwhile, the larger dimension of the force transmission member 400 at the end connected to the front cross member 200 of the seat can facilitate the dispersal of the concentrated collision loads to the front cross member 200 of the seat, thereby improving the force transmission efficiency of the force transmission member 400.

[0054] In some embodiments, the force transmission member 400 is integrally formed. The force transmission member 400 can be integrally formed by stamping a single plate. Thus, the integrally formed force transmission member 400 can increase the weight of the force transmission member 400 and improve the force transmission efficiency of the force transmission member 400 compared to a structure formed by splicing multiple parts.

[0055] In some embodiments, the dimension of the end of the longitudinal beam extension 300 connected to the front longitudinal beam 100 is smaller than the dimension of the end connected to the force transmission member 400. The front longitudinal beam 100 may be a hollow structure. The smaller end of the longitudinal beam extension 300 can extend into the interior of the front longitudinal beam 100, facilitating the longitudinal beam extension 300 to extend into and connect with the front longitudinal beam 100 to absorb more collision loads. The larger end is connected to the force transmission member 400, improving the fixing effect between the force transmission member 400 and the longitudinal beam extension 300. It also facilitates the transmission of collision loads received by the front longitudinal beam 100 to the force transmission member 400, thereby improving the force transmission efficiency and safety performance of the chassis structure 10 during a frontal collision.

[0056] Furthermore, the longitudinal beam extension 300 has an extension channel 310 extending through the longitudinal beam extension 300 along a first direction X. The force transmission member 400 extends into the extension channel 310 and connects to the longitudinal beam extension 300. The shape of the extension channel 310 can be determined based on practical needs. For example, the shape of the extension channel 310 can be related to the structure of the front longitudinal beam 100. The extension channel 310 can extend through opposite sides of the longitudinal beam extension 300 along the first direction X to facilitate plug-in mating of the longitudinal beam extension 300 with the front longitudinal beam 100, and to facilitate the force transmission member 400 extending into the extension channel 310 and connecting to the longitudinal beam extension 300. For example, the force transmission member 400 can be welded to the bottom of the extension channel 310. Thus, the force transmission member 400 extends into the extension channel 310 and connects with the longitudinal beam extension member 300 , which enables the longitudinal beam extension member 300 to further extend into and connect with the front longitudinal beam 100 to concentrate on absorbing more collision loads and improve the structural strength of the front longitudinal beam 100 through the longitudinal beam extension member 300 .

[0057] 4 , FIG4 is a second structural schematic diagram of the chassis structure 10 according to one or more embodiments of the present application.

[0058] There are two front longitudinal beams 100, two longitudinal beam extensions 300, and two force transmission members 400. The two front longitudinal beams 100, the two longitudinal beam extensions 300, and the two force transmission members 400 are spaced apart in the second direction Y. A front longitudinal beam 100, a longitudinal beam extension 300, and a force transmission member 400 may constitute a force transmission group. The front longitudinal beam 100, the longitudinal beam extension 300, and the force transmission member 400 in the same force transmission group are connected in sequence, with the end of the force transmission member 400 remote from the longitudinal beam extension 300 connected to the front cross member 200 of the seat. The two front longitudinal beams 100 are spaced apart side by side in the second direction Y, the two longitudinal beam extensions 300 are spaced apart side by side in the second direction Y, and the two force transmission members 400 are spaced apart side by side in the second direction Y. For example, the two force transmission groups have the same structure and are symmetrically arranged. Therefore, the two force transmission members 400 , the two front longitudinal beams 100 and the two longitudinal beam extension members 300 can cooperate to further improve the force transmission efficiency of the chassis structure 10 during a frontal collision and the safety performance during a collision.

[0059] Furthermore, the chassis structure 10 includes a dash floor 500, which is located between the front longitudinal beams 100 and the front seat cross beam 200. The two front longitudinal beams 100 are respectively connected to the dash floor 500. The two longitudinal beam extensions 300 are respectively supported on the dash floor 500, and the force transmission member 400 is supported on the corresponding longitudinal beam extension 300. The dash floor 500 can extend along the second direction Y. The shape and configuration of the dash floor 500 can be determined according to actual conditions. The dash floor 500 can be located between the front seat cross beam 200 and the front longitudinal beam 100 in the first direction X, or the dash floor 500 and the front seat cross beam 200 can be spaced apart from each other in the first direction X. The dash floor 500 is partially surrounded by the front longitudinal beams 100 and is fixedly connected to the front longitudinal beams 100. The longitudinal beam extension 300 can be integrally supported on the dash floor 500, with one end of the longitudinal beam extension 300 fixedly connected to the front longitudinal beam 100. For example, the longitudinal beam extension 300 can be fixedly connected to the dash floor 500 by welding or bolting. The force transmission member 400 is supported on the corresponding longitudinal beam extension 300, that is, the force transmission member 400 can be spaced apart from the dash floor 500 by the longitudinal beam extension 300. Specifically, the force transmission member 400 can extend into the extension channel 310 of the longitudinal beam extension 300 and be fixedly connected to the bottom wall of the longitudinal beam extension 300. The force transmission member 400 can be fixedly connected to the longitudinal beam extension 300 by welding or bolting. Therefore, the longitudinal beam extension 300 is carried on the front floor 500, and the force transmission member 400 is carried on the longitudinal beam extension 300. The front floor 500 can improve the stability of the connection between the longitudinal beam extension 300 and the force transmission member 400. At the same time, the setting of the front floor 500 can also improve the force transmission efficiency of the chassis structure 10 during a frontal collision and the safety performance during a collision.

[0060] In some embodiments, the front longitudinal beam 100 includes an inner panel 120 and an outer panel 110. The inner panels 120 of the two front longitudinal beams 100 are disposed opposite each other in the second direction Y. The outer panel 110 of one front longitudinal beam 100 is located on a side of the inner panel 120 away from the other front longitudinal beam 100. The outer panel 110 extends to the sidewall of the dash panel 500 and is connected to the sidewall of the dash panel 500. The outer panel 110 is plate-shaped. Specifically, the outer panel 110 may include two portions: a first portion of the outer panel 110 is a straight plate-shaped portion, and a second portion of the outer panel 110 is a curved plate-shaped portion. The first portion of the outer panel 110 may extend along the first direction X. The second portion of the outer panel 110 is connected to an end of the first portion of the outer panel 110 that faces the seat front cross member 200. The second portion of the outer panel 110 may be curved away from the other front longitudinal beam 100 to facilitate connection of the second portion of the outer panel 110 to the sidewall of the dash panel 500. The inner panel 120 can extend along the first direction X and can be in the shape of an arched plate. The first portion of the outer panel 110 can cover the arched opening of the inner panel 120 to form a hollow cavity extending along the first direction X. This hollow cavity structure facilitates the insertion and mating of the front longitudinal beam 100 with the longitudinal beam extension 300 and the front longitudinal beam 100 with the vehicle's front collision crossbeam, thereby improving assembly efficiency and force transmission efficiency. Thus, the front longitudinal beam 100 is formed by connecting the inner panel 120 and the outer panel 110, which can reduce the difficulty of forming the front longitudinal beam 100 and the difficulty of assembling the front longitudinal beam 100 with other components. Furthermore, the outer panel 110 extends to the sidewalls of the dash panel 500, facilitating the transmission of loads exerted on the chassis structure 10 during a frontal collision to the dash panel 500 via the outer panel 110, thereby improving the force transmission efficiency and safety performance of the chassis structure 10 during a frontal collision.

[0061] Furthermore, the chassis structure 10 includes two sill beams 600. The two sill beams 600 are connected to both ends of the seat front cross beam 200 in the second direction Y. The two sill beams 600 extend in the first direction X and are connected to the dash floor 500. The two sill beams 600 can be arranged parallel to each other. When the chassis structure 10 is installed on the vehicle, the sill beams 600 correspond to the position of the vehicle door. Both sill beams 600 are arranged perpendicular to the seat front cross beam 200 and extend in the first direction X until they connect to the dash floor 500. When the chassis structure 10 is subjected to a frontal collision force, the sill beams 600 can improve the force transmission efficiency and safety performance of the chassis structure 10 during a frontal collision. The two sill beams 600 are respectively connected to the seat front cross beam 200, improving the fixing effect of the seat front cross beam 200 and improving the lateral force transmission efficiency within the chassis structure 10.

[0062] Furthermore, the chassis structure 10 also includes a torsion box 800, which is disposed opposite the dash panel 500 and is connected to the front longitudinal beams 100 and the sill beam 600 in the second direction Y. The shape and configuration of the torsion box 800 can be determined based on practical needs. For example, the torsion box 800 can be divided into three sections, with a central section extending along the second direction Y and two side sections connected to the central section in the second direction Y. The shape of the side sections of the torsion box 800 can match the second section of the outer panel 110, allowing them to be bent and fixedly connected to the corresponding sill beam 600. The torsion box 800 can also be fixedly connected to the dash panel 500. The torsion box 800 can be fixedly connected to the two front longitudinal beams 100, the two sill beams 600, and / or the dash panel 500 by threading, pinning, riveting, or welding. The torsion box 800 can be connected to the two front longitudinal beams 100 and the two door sill beams 600 respectively, which can improve the overall stiffness and strength of the chassis structure 10. When the chassis structure 10 is subjected to a torsional load, the torsion box 800 can bear the torsional load as well as the longitudinal, transverse, and vertical loads on the chassis structure 10, thereby improving the load-bearing capacity of the chassis structure 10.

[0063] In some embodiments, the chassis structure 10 further includes an external cross member 700 extending along the second direction Y. The external cross member 700 is located on the side of the dash panel 500 away from the seat front cross member 200. The external cross member 700 is respectively connected to the two front longitudinal beams 100. The external cross member 700 can be fixedly connected to both the dash panel 500 and the two front longitudinal beams 100. The external cross member 700 can also bridge the gap between the two front longitudinal beams 100. This external cross member 700 can effectively secure the two front longitudinal beams 100, thereby improving the overall structural strength of the chassis structure 10.

[0064] In summary, the front longitudinal beam 100 and the force transmission member 400 are both extended along the first direction X, and the front longitudinal beam 100 is directly connected to the front cross beam 200 of the seat via the longitudinal beam extension member 300 and the force transmission member 400. This allows the collision load received by the front longitudinal beam 100 to be directly transmitted to the front cross beam 200 of the seat via the longitudinal beam extension member 300 and the force transmission member 400, thereby improving the force transmission efficiency of the chassis structure 10 during a frontal collision and the safety performance during a collision.

[0065] In order to solve the technical problems existing in the related art, the present application provides a vehicle. See Figure 5, which is a structural schematic diagram of a vehicle according to one or more embodiments of the present application.

[0066] The vehicle 1 includes the above-mentioned chassis structure 10. The vehicle 1 can be a fuel vehicle, a gas vehicle or a new energy vehicle. The new energy vehicle can be a pure electric vehicle, a hybrid vehicle or an extended-range vehicle, etc. A battery 20 is provided inside the vehicle 1, and the battery 20 can be provided at the bottom, head or tail of the vehicle 1. The battery 20 can be used to power the vehicle 1. In some embodiments, the battery 20 can be used as an operating power source for the vehicle 1. In other embodiments, the battery 20 can not only be used as an operating power source for the vehicle 1, but also as a driving power source for the vehicle 1, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 1. Among them, the vehicle 1 may also include a controller and a motor, and the controller is used to control the battery 20 to power the motor, for example, for starting, navigating and driving the vehicle 1.

[0067] The battery 20 described in the embodiments of the present application refers to a rechargeable battery or a disposable battery. Specifically, the battery 20 can be divided into a disposable battery and a rechargeable battery based on whether it is rechargeable. Disposable batteries (primary batteries) are also called "disposable" batteries or primary batteries because once they are exhausted, they cannot be recharged and can only be discarded. Rechargeable batteries are also called secondary batteries or secondary batteries, or storage batteries. The manufacturing materials and processes of rechargeable batteries are different from those of primary batteries. Their advantage is that they can be recycled multiple times after charging, and the output current load capacity of rechargeable batteries is higher than that of most disposable batteries. Currently, common types of rechargeable batteries include: lead-acid batteries, nickel-metal hydride batteries, and lithium-ion batteries. Lithium-ion batteries have advantages such as light weight, large capacity (1.5 to 2 times the capacity of nickel-metal hydride batteries of the same weight), no memory effect, and a very low self-discharge rate. Therefore, despite their relatively high price, they are still widely used. Lithium-ion batteries are currently also widely used in pure electric vehicles and hybrid vehicles. The capacity of lithium-ion batteries used for this purpose is relatively low, but they have larger output and charging current, and longer service life, but the cost is higher.

[0068] 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 chassis structure, characterized in that: The chassis structure comprises: A front longitudinal beam extending along a first direction; a front cross beam of the seat extending in a second direction intersecting the first direction, the front cross beam of the seat being spaced apart from the front longitudinal beam in the first direction; A force transmission component is located between the front longitudinal beam and the front cross beam of the seat, and the force transmission component is respectively connected to the front longitudinal beam and the front cross beam of the seat.

2. The chassis structure according to claim 1, characterized in that: The force transmission assembly includes a force transmission member and a longitudinal beam extension member, and the front longitudinal beam, the longitudinal beam extension member, the force transmission member and the front cross beam of the seat are connected in sequence.

3. The chassis structure according to claim 2, characterized in that: The force transmission member includes an arched bar, and the arched bar is extended along the longitudinal direction of the force transmission member.

4. The chassis structure according to claim 3, characterized in that: There are multiple arched bars, and the multiple arched bars are arranged at intervals in the second direction. The force transmission member further includes a connecting bar, and two adjacent arched bars in the second direction are connected by the connecting bar.

5. The chassis structure according to claim 4, characterized in that: The force transmission member further includes an arched connecting portion, which is located on a side of the arched bar close to the front longitudinal beam, and the arched connecting portion connects a plurality of the arched bars respectively.

6. The chassis structure according to any one of claims 3 to 5, characterized in that: The force transmission member further includes an outer wrapping strip, which is arranged around the arched strip.

7. The chassis structure according to any one of claims 2 to 6, characterized in that: The dimension of the force transmission member connected to the longitudinal beam extension is smaller than the dimension of the force transmission member connected to the front cross beam of the seat.

8. The chassis structure according to any one of claims 2 to 7, characterized in that: The force transmission member is formed in one piece.

9. The chassis structure according to any one of claims 2 to 8, characterized in that: The dimension of the longitudinal beam extension piece at one end connected to the front longitudinal beam is smaller than the dimension of the longitudinal beam extension piece at one end connected to the force transmission piece.

10. The chassis structure according to claim 9, characterized in that: The longitudinal beam extension member has an extension channel, and the extension channel penetrates the longitudinal beam extension member along the first direction. The force transmission member extends into the extension channel and is connected with the longitudinal beam extension member.

11. The chassis structure according to any one of claims 2 to 9, characterized in that: There are two front longitudinal beams, two longitudinal beam extensions and two force transmission members, and the two front longitudinal beams, the two longitudinal beam extensions and the two force transmission members are spaced apart in the second direction.

12. The chassis structure according to claim 11, characterized in that: The chassis structure includes a front floor, which is located between the front longitudinal beam and the front cross beam of the seat. The two front longitudinal beams are respectively connected to the front floor, and the two longitudinal beam extensions are respectively supported on the front floor. The force transmission member is supported on the corresponding longitudinal beam extension.

13. The chassis structure according to claim 12, characterized in that: The chassis structure includes two sill beams, which are connected to two ends of the seat front cross beam in the second direction. The two sill beams extend along the first direction respectively and are connected to the front floor.

14. The chassis structure according to claim 13, characterized in that: The chassis structure further includes a torsion box, which is arranged opposite to the front floor panel and is respectively connected to the front longitudinal beam and the door sill beam in the second direction.

15. The chassis structure according to claim 13, characterized in that: The chassis structure further includes an external crossbeam extending along the second direction. The external crossbeam is located on a side of the front floor away from the seat front crossbeam, and the external crossbeam is respectively connected to the two front longitudinal beams.

16. The chassis structure according to any one of claims 12 to 15, characterized in that: The front longitudinal beam includes an inner plate and an outer plate. The inner plates of the two front longitudinal beams are arranged opposite to each other in the second direction. The outer plate of one front longitudinal beam is located on the side of the inner plate away from the other front longitudinal beam. The outer plate extends to the side wall of the front floor and is connected to the side wall of the front floor.

17. A vehicle, characterized in that: The vehicle comprises a chassis structure according to any one of claims 1 to 16.

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