Chassis of vehicle and vehicle

Abstract

A chassis (100) of a vehicle (200), and a vehicle (200). The chassis (100) of the vehicle (200) comprises: a chassis body (10), the chassis body (10) comprising an energy compartment (11), and the energy compartment (11) being used for accommodating a battery assembly (300); an energy absorption structure (20), wherein in the length direction of the chassis (100), the energy absorption structure (20) is arranged on at least one side of the front side or the back side of the battery assembly (300), in the width direction of the chassis (100), at least part of the energy absorption structure (20) is located in the middle area of the chassis (100), and the energy absorption structure (20) is fixedly connected to the chassis body (10).

Description

The vehicle's chassis and vehicle Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a vehicle chassis and a vehicle having the chassis. Background Technology

[0002] In related technologies, battery packs are installed in the chassis of vehicles. When a vehicle is involved in a collision, the chassis is prone to deformation and compression of the battery packs, which can cause deformation and damage to the battery packs, reducing the reliability of the battery packs and thus reducing the reliability of the vehicle.

[0003] Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a vehicle chassis that reduces the risk of battery component deformation and damage in the event of a collision, thereby improving the reliability of the battery components and ultimately enhancing the overall reliability of the vehicle.

[0005] In a first aspect, embodiments of this application provide a vehicle chassis, comprising:

[0006] The chassis body includes an energy compartment, which is used to house the battery components.

[0007] The energy-absorbing structure is disposed on at least one side in front of or behind the battery assembly along the length of the chassis, and at least a portion of the energy-absorbing structure is located in the middle area of ​​the chassis along the width of the chassis. The energy-absorbing structure is fixedly connected to the chassis body.

[0008] In the above technical solution, when a vehicle collides, the energy-absorbing structure can absorb the impact force. Compared with existing technologies, this reduces the stress on the battery pack, lowers the risk of battery pack deformation and damage, and improves the reliability of the battery pack, thereby improving the reliability of the vehicle. By placing at least a portion of the energy-absorbing structure in the middle area of ​​the chassis, it is beneficial for the energy-absorbing structure to absorb the impact force to a greater extent when the vehicle is involved in a frontal, rear, or offset collision.

[0009] In some embodiments, the energy-absorbing structure includes a first energy-absorbing structure connected to the chassis body, and at least a portion of the first energy-absorbing structure is located in the middle region of the chassis along the width direction of the chassis.

[0010] In the above technical solution, the first energy-absorbing structure is connected to the chassis body. When the vehicle is impacted from the front, the first energy-absorbing structure absorbs at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure can be transferred to the chassis body, which can reduce the stress on the battery pack, reduce the risk of chassis body deformation and crushing of the battery pack, reduce the risk of battery pack deformation and damage, improve the reliability of the battery pack, and thus improve the reliability of the vehicle. By placing at least part of the first energy-absorbing structure in the middle area of ​​the chassis, when the vehicle is involved in a frontal, rear, or offset collision, the first energy-absorbing structure can absorb the impact force to a greater extent after being impacted.

[0011] In some embodiments, the chassis body includes a support frame for forming an energy chamber, and a first energy-absorbing structure is connected to the support frame.

[0012] In the above technical solution, an energy chamber is formed by a support frame to realize the arrangement of the energy chamber. The first energy-absorbing structure is connected to the support frame and can be set in front of the support frame, thereby achieving the effect of setting the first energy-absorbing structure in front of the energy chamber.

[0013] In some embodiments, the support frame includes two crossbeams and two sill beams, the two crossbeams being arranged opposite each other and spaced apart along the length of the chassis, and the two sill beams being arranged opposite each other and spaced apart along the width of the chassis, and a first energy-absorbing structure being connected to at least one of the two crossbeams.

[0014] In the above technical solution, by setting two crossbeams and two sill beams, an energy compartment effect can be achieved, which also simplifies the support frame structure and facilitates its production. The sill beams of the vehicle can be constructed as the sidewalls of the energy compartment, which helps to simplify the chassis structure. Furthermore, by connecting the first energy-absorbing structure to at least one of the two crossbeams, the first energy-absorbing structure can absorb at least part of the impact force after an impact. The impact force not absorbed by the energy-absorbing structure can be transferred to the crossbeams, and then to the two sill beams. The impact force can be transferred along the support frame to other structural components of the vehicle, thus dispersing the impact force, reducing the risk of concentrated force, further reducing the stress on the battery pack, further reducing the risk of chassis deformation squeezing the battery pack, further reducing the risk of battery pack deformation and damage, further improving the reliability of the battery pack, and thus further improving the reliability of the vehicle.

[0015] In some embodiments, along the length of the chassis, the orthographic projection of the first energy-absorbing structure and the orthographic projection of the crossbeam have an overlapping area.

[0016] In the above technical solution, since the orthographic projection of the first energy-absorbing structure and the orthographic projection of the corresponding crossbeam have an overlapping area along the length of the chassis, when the first energy-absorbing structure is subjected to a collision force, it is beneficial to improve the force transmission performance between the first energy-absorbing structure and the crossbeam. The crossbeam can reliably support the first energy-absorbing structure, which is beneficial to improve the supporting effect of the crossbeam on the first energy-absorbing structure and improve the stability of the first energy-absorbing structure when subjected to an external collision.

[0017] In some embodiments, along the length of the chassis, the area of ​​the orthographic projection of the first energy-absorbing structure is A1, and the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure and the orthographic projection of the crossbeam is A2, satisfying: 10% ≤ A2 / A1 ≤ 100%.

[0018] In the above technical solution, by using 10%≤A2 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure and the orthographic projection of the crossbeam is appropriate. When the first energy-absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure and the crossbeam. The crossbeam can more reliably support the first energy-absorbing structure, which is more conducive to improving the supporting role of the crossbeam on the first energy-absorbing structure, and further improving the stability of the first energy-absorbing structure when subjected to external collision force.

[0019] In some embodiments, the orthographic projection of the first energy-absorbing structure lies entirely within the orthographic projection of the crossbeam.

[0020] In the above technical solution, since the orthographic projection of the first energy-absorbing structure is completely within the orthographic projection of the crossbeam, when the first energy-absorbing structure is subjected to an impact force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure and the crossbeam. The crossbeam can more reliably support the first energy-absorbing structure, which is more conducive to improving the supporting effect of the crossbeam on the first energy-absorbing structure, and further improving the stability of the first energy-absorbing structure when subjected to an external impact.

[0021] In some embodiments, the energy-absorbing structure includes a plurality of first energy-absorbing structures arranged along the length direction of the chassis, and adjacent first energy-absorbing structures along the length direction of the chassis are connected.

[0022] In the above technical solution, multiple first energy-absorbing structures are arranged along the length of the chassis and connected to each other along the length of the chassis. When the energy-absorbing structure is impacted, the multiple first energy-absorbing structures can absorb the impact force, achieve a multi-level energy absorption effect, improve the energy absorption performance of the energy-absorbing structure, reduce the impact force transmitted to the chassis body, further reduce the stress on the battery pack, further reduce the risk of chassis body deformation squeezing the battery pack, further reduce the risk of battery pack deformation and damage, further improve the reliability of the battery pack, and thus further improve the reliability of the vehicle.

[0023] In some embodiments, the energy-absorbing structure further includes a first connecting beam, and adjacent first energy-absorbing structures along the length direction of the chassis are connected by the first connecting beam.

[0024] In the above technical solution, by setting a first connecting beam to connect the adjacent first energy-absorbing structures along the length direction of the chassis, the connection strength of the adjacent first energy-absorbing structures can be improved, the structural strength of the energy-absorbing structures can be improved, the stability of the energy-absorbing structures when subjected to external force collision can be further improved, the energy absorption performance of the energy-absorbing structures can be further improved, and when the energy-absorbing structures are impacted, the impact force transmitted to the chassis body can be further reduced.

[0025] In some embodiments, the dimensions of each first energy-absorbing structure decrease sequentially along the width direction of the chassis in the direction away from the energy chamber.

[0026] In the above technical solution, by setting the dimensions of each first energy-absorbing structure to decrease sequentially along the width direction of the chassis in the direction away from the energy chamber, the first energy-absorbing structure with the largest dimension along the width direction of the chassis can be connected to the support frame. This is beneficial to increasing the connection area between the first energy-absorbing structure and the support frame. When the first energy-absorbing structure is subjected to collision force, it is more beneficial to improve the force transmission performance between the first energy-absorbing structure and the crossbeam. The support frame can more reliably support the first energy-absorbing structure, which is more beneficial to improving the support effect of the support frame on the first energy-absorbing structure, and further improving the stability of the first energy-absorbing structure when subjected to external collision force.

[0027] In some embodiments, the energy-absorbing structure includes a plurality of first energy-absorbing structures arranged along the width direction of the chassis.

[0028] In the above technical solution, by including multiple first energy-absorbing structures arranged along the width direction of the chassis, the energy absorption performance of the energy-absorbing structure can be improved. Furthermore, the multiple first energy-absorbing structures arranged along the width direction of the chassis can be connected to the chassis body, which helps to increase the connection area between the energy-absorbing structure and the chassis body. When the energy-absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the energy-absorbing structure and the chassis body. The chassis body can more reliably support the energy-absorbing structure, which is more conducive to improving the support effect of the chassis body on the energy-absorbing structure, and further improving the stability of the energy-absorbing structure when subjected to external collision force.

[0029] In some embodiments, a plurality of first energy-absorbing structures are arranged at intervals along the width direction of the chassis; or,

[0030] At least two first energy-absorbing structures are arranged in a cross pattern; or

[0031] At least two adjacent first energy-absorbing structures along the width direction of the chassis are connected.

[0032] In the above technical solution, by arranging multiple first energy-absorbing structures at intervals along the width direction of the chassis, the risk of interference between two adjacent first energy-absorbing structures arranged along the width direction of the chassis can be reduced. When the multiple first energy-absorbing structures arranged at intervals along the width direction of the chassis are connected to the chassis body, the multiple first energy-absorbing structures will transmit the force to different positions of the chassis body, so that the force is distributed to the chassis body, reducing the risk of stress concentration in the chassis body, further reducing the risk of chassis body deformation and squeezing of battery components. Moreover, the chassis body can more reliably support the energy-absorbing structure, which is more conducive to improving the support effect of the chassis body on the energy-absorbing structure, and further improving the stability of the energy-absorbing structure when subjected to external force collision.

[0033] By arranging at least two first energy-absorbing structures in a cross pattern, the structural strength of the energy-absorbing structure can be improved, the energy-absorbing structure can be reliably connected to the chassis body, the support of the chassis body for the energy-absorbing structure can be improved, and the stability of the energy-absorbing structure when subjected to external force collision can be further improved.

[0034] By connecting at least two adjacent first energy-absorbing structures along the width direction of the chassis, the structural strength of the energy-absorbing structure can be improved, the energy-absorbing structure can be reliably connected to the chassis body, and the chassis body can better support the energy-absorbing structure, thereby further improving the stability of the energy-absorbing structure when subjected to external impact.

[0035] In some embodiments, the energy-absorbing structure further includes a second energy-absorbing structure located between the first energy-absorbing structure and the battery assembly along the length of the chassis.

[0036] In the above technical solution, by placing the second energy-absorbing structure between the first energy-absorbing structure and the battery assembly, the energy-absorbing structure can have a multi-stage energy absorption effect. After the energy-absorbing structure is impacted, the first energy-absorbing structure can absorb at least part of the impact force, and the impact force not absorbed by the first energy-absorbing structure can be transferred to the second energy-absorbing structure. The second energy-absorbing structure further absorbs the impact force, which can further reduce the stress on the battery assembly, further reduce the risk of deformation and damage to the battery assembly, further improve the reliability of the battery assembly, and thus further improve the reliability of the vehicle.

[0037] In some embodiments, the second energy-absorbing structure is connected to the first energy-absorbing structure and is also connected to the chassis body.

[0038] In the above technical solution, the second energy-absorbing structure is connected to the first energy-absorbing structure and the chassis body. After the energy-absorbing structure is impacted, the first energy-absorbing structure can absorb at least part of the collision force. The collision force not absorbed by the first energy-absorbing structure can be transferred to the second energy-absorbing structure, which further absorbs the collision force. The collision force not absorbed by the second energy-absorbing structure is transferred to the chassis body, and the collision force can be transferred along the chassis body to other structural components of the vehicle, thereby dispersing the collision force, reducing the risk of concentrated force, further reducing the stress on the battery pack, further reducing the risk of battery pack deformation and damage, further improving the reliability of the battery pack, and thus further improving the reliability of the vehicle.

[0039] In some embodiments, the chassis body includes a support frame for forming an energy chamber, and a second energy-absorbing structure is connected to the support frame.

[0040] In the above technical solution, the second energy-absorbing structure is connected to the support frame. After the energy-absorbing structure is impacted, the first energy-absorbing structure can absorb at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure can be transferred to the second energy-absorbing structure, which further absorbs the impact force. The impact force not absorbed by the second energy-absorbing structure is transferred to the support frame, and the impact force can be transferred along the support frame to other structural components of the vehicle, thereby dispersing the impact force, reducing the risk of concentrated force, further reducing the stress on the battery pack, further reducing the risk of battery pack deformation and damage, further improving the reliability of the battery pack, and thus further improving the reliability of the vehicle.

[0041] In some embodiments, the vehicle chassis further includes a transmission beam located between the first energy-absorbing structure and the second energy-absorbing structure, and the transmission beam connects the first energy-absorbing structure and the second energy-absorbing structure.

[0042] In the above technical solution, the first energy-absorbing structure and the second energy-absorbing structure are connected by a transmission beam. After the first energy-absorbing structure is impacted, the impact force can be transmitted to the second energy-absorbing structure through the transmission beam, thereby realizing the effect of force transmission from the first energy-absorbing structure to the second energy-absorbing structure, so that the energy-absorbing structure has a multi-level energy absorption effect.

[0043] In some embodiments, the transmission beam extends along the width of the chassis and is connected to the chassis body.

[0044] In the above technical solution, the connection between the energy-absorbing structure and the chassis body is further improved by connecting the transmission beam to the chassis body, reducing the risk of vibration of the energy-absorbing structure. In addition, the transmission beam can support the energy-absorbing structure, further improving the stability of the energy-absorbing structure when subjected to external force collision.

[0045] In some embodiments, along the length of the chassis, the orthographic projections of the first energy-absorbing structure and the second energy-absorbing structure have an overlapping area.

[0046] In the above technical solution, along the length of the chassis, the orthographic projection of the first energy-absorbing structure and the orthographic projection of the corresponding second energy-absorbing structure have an overlapping area. When the first energy-absorbing structure is subjected to a collision force, it is beneficial to improve the force transmission performance between the first energy-absorbing structure and the second energy-absorbing structure. The second energy-absorbing structure can reliably support the first energy-absorbing structure, which is beneficial to improve the supporting effect of the second energy-absorbing structure on the first energy-absorbing structure and improve the stability of the first energy-absorbing structure when subjected to an external collision.

[0047] In some embodiments, along the length of the chassis, the area of ​​the orthographic projection of the first energy-absorbing structure is A1, and the area of ​​the overlapping region of the orthographic projections of the first energy-absorbing structure and the second energy-absorbing structure is A3, satisfying: 20% ≤ A3 / A1 ≤ 100%.

[0048] In the above technical solution, by using 20%≤A3 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure and the orthographic projection of the second energy-absorbing structure is appropriate. When the first energy-absorbing structure is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure and the second energy-absorbing structure. The second energy-absorbing structure can more reliably support the first energy-absorbing structure, which is more conducive to improving the supporting role of the second energy-absorbing structure on the first energy-absorbing structure, and further improving the stability of the first energy-absorbing structure when subjected to an external collision.

[0049] In some embodiments, the orthographic projection of the first energy-absorbing structure lies entirely within the orthographic projection of the second energy-absorbing structure.

[0050] In the above technical solution, along the length of the chassis, the orthographic projection of the first energy-absorbing structure is completely within the orthographic projection of the second energy-absorbing structure. When the first energy-absorbing structure is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure and the second energy-absorbing structure. The second energy-absorbing structure can more reliably support the first energy-absorbing structure, which is more conducive to improving the supporting effect of the second energy-absorbing structure on the first energy-absorbing structure, and further improving the stability of the first energy-absorbing structure when subjected to an external collision.

[0051] In some embodiments, the energy-absorbing structure includes a plurality of second energy-absorbing structures arranged along the length direction of the chassis, and adjacent second energy-absorbing structures along the length direction of the chassis are connected.

[0052] In the above technical solution, multiple second energy-absorbing structures are arranged along the length of the chassis and connected to each other along the length of the chassis. When the energy-absorbing structure is impacted, the multiple second energy-absorbing structures can absorb the impact force, achieve a multi-level energy absorption effect, further improve the energy absorption performance of the energy-absorbing structure, reduce the impact force transmitted to the chassis body, further reduce the stress on the battery pack, further reduce the risk of chassis body deformation squeezing the battery pack, further reduce the risk of battery pack deformation and damage, further improve the reliability of the battery pack, and thus further improve the reliability of the vehicle.

[0053] In some embodiments, the energy-absorbing structure further includes a second connecting beam, and adjacent second energy-absorbing structures along the length direction of the chassis are connected by the second connecting beam.

[0054] In the above technical solution, by setting a second connecting beam to connect the adjacent second energy-absorbing structures along the length direction of the chassis, the connection strength of the adjacent second energy-absorbing structures can be improved, the structural strength of the energy-absorbing structure can be further improved, the stability of the energy-absorbing structure when subjected to external force collision can be further improved, the energy absorption performance of the energy-absorbing structure can be further improved, and when the energy-absorbing structure is impacted, the impact force transmitted to the chassis body can be further reduced.

[0055] In some embodiments, the dimensions of each second energy-absorbing structure decrease sequentially along the width direction of the chassis in the direction away from the energy chamber.

[0056] In the above technical solution, by setting the dimensions of each second energy-absorbing structure to decrease sequentially along the width direction of the chassis in the direction away from the energy chamber, the second energy-absorbing structure with the largest dimension along the width direction of the chassis can be connected to the support frame. This is beneficial to increasing the connection area between the second energy-absorbing structure and the support frame. When the second energy-absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the second energy-absorbing structure and the support frame. The support frame can more reliably support the second energy-absorbing structure, which is more conducive to improving the support effect of the support frame on the second energy-absorbing structure, and further improving the stability of the second energy-absorbing structure when subjected to external collision force.

[0057] In some embodiments, the energy-absorbing structure includes a plurality of second energy-absorbing structures arranged along the width direction of the chassis.

[0058] In the above technical solution, by including multiple second energy-absorbing structures arranged along the width direction of the chassis, the energy absorption performance of the energy-absorbing structure can be improved. Furthermore, the multiple second energy-absorbing structures arranged along the width direction of the chassis can be connected to the crossbeams of the support frame, which helps to increase the connection area between the energy-absorbing structure and the support frame. When the energy-absorbing structure is subjected to collision force, it is more conducive to improving the force transmission performance between the energy-absorbing structure and the chassis body. The support frame can more reliably support the energy-absorbing structure, which is more conducive to improving the support effect of the support frame on the energy-absorbing structure, and further improving the stability of the energy-absorbing structure when subjected to external force collision.

[0059] In some embodiments, a plurality of second energy-absorbing structures are arranged at intervals along the width direction of the chassis; or,

[0060] At least two second energy-absorbing structures are arranged in a cross pattern; or

[0061] At least two adjacent second energy-absorbing structures along the width direction of the chassis are connected.

[0062] In the above technical solution, by arranging multiple second energy-absorbing structures at intervals along the width direction of the chassis, the risk of interference between two adjacent second energy-absorbing structures arranged along the width direction of the chassis can be reduced. When the multiple second energy-absorbing structures arranged at intervals along the width direction of the chassis are connected to the chassis body, the multiple second energy-absorbing structures will transfer the force to different positions of the crossbeam of the chassis body, so that the force is distributed to the chassis body, reducing the risk of stress concentration in the chassis body, further reducing the risk of deformation of the chassis body squeezing the battery components. In addition, the chassis body can more reliably support the energy-absorbing structure, which is more conducive to improving the support effect of the chassis body on the energy-absorbing structure, and further improving the stability of the energy-absorbing structure when subjected to external force collision.

[0063] By arranging at least two second energy-absorbing structures in a cross pattern, the structural strength of the energy-absorbing structure can be improved, the energy-absorbing structure can be reliably connected to the chassis body, the support of the chassis body for the energy-absorbing structure can be improved, and the stability of the energy-absorbing structure when subjected to external force collision can be further improved.

[0064] By connecting at least two adjacent second energy-absorbing structures along the width direction of the chassis, the structural strength of the energy-absorbing structure can be improved, the energy-absorbing structure can be reliably connected to the chassis body, and the chassis body can better support the energy-absorbing structure, thereby further improving the stability of the energy-absorbing structure when subjected to external impact.

[0065] In some embodiments, the first energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag; and / or

[0066] The second energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag.

[0067] In the above technical solution, by including at least one of the first energy-absorbing structure and the second energy-absorbing structure, including at least one of the energy-absorbing box, the buffer frame, the spring and the airbag, at least one of the first energy-absorbing structure and the second energy-absorbing structure can have energy-absorbing performance, thereby enabling the energy-absorbing structure to meet the working requirements and improve the energy-absorbing effect of the energy-absorbing structure.

[0068] In some embodiments, the energy-absorbing box has a hollow cavity extending through the energy-absorbing box along the length of the chassis.

[0069] In the above technical solution, the energy-absorbing box has a hollow cavity that runs through the length of the chassis, which enables the energy-absorbing box to have energy-absorbing performance, which is beneficial to improving the energy absorption capacity of the energy-absorbing box. In addition, it can simplify the structure of the energy-absorbing box and facilitate its production and manufacturing.

[0070] In some embodiments, the buffer frame encloses to form a buffer cavity.

[0071] In the above technical solution, the buffer cavity is formed by enclosing the buffer frame, which enables the buffer frame to have energy absorption performance, which is beneficial to improving the energy absorption capacity of the buffer frame. In addition, it can simplify the structure of the buffer frame and facilitate the production and manufacturing of the buffer frame.

[0072] In some embodiments, the buffer cavity is provided with at least one of an energy-absorbing box, a spring, and an airbag.

[0073] In the above technical solution, by setting at least one of the energy-absorbing box, spring and airbag in the buffer cavity, the energy absorption performance of the energy-absorbing structure can be improved. After the energy-absorbing structure is impacted, it can absorb more collision force, which can further reduce the force on the battery pack, further reduce the risk of chassis deformation squeezing the battery pack, further reduce the risk of battery pack deformation and damage, further improve the reliability of the battery pack, and thus further improve the reliability of the vehicle.

[0074] In some embodiments, the vehicle chassis also includes a connecting longitudinal beam that extends along the length of the chassis and is located within the energy compartment.

[0075] In the above technical solution, by setting a connecting longitudinal beam in the energy compartment, the battery pack can be supported after it is installed in the energy compartment, making the battery pack more securely installed in the energy compartment. Furthermore, when the connecting longitudinal beam is fixedly connected to the chassis body, the impact force is transmitted to the chassis body and then to the connecting longitudinal beam. The impact force is transmitted backward along the connecting longitudinal beam, which can further reduce the stress on the battery pack, further reduce the risk of chassis body deformation squeezing the battery pack, further reduce the risk of battery pack deformation and damage, further improve the reliability of the battery pack, and thus further improve the reliability of the vehicle.

[0076] In some embodiments, the two ends of the connecting longitudinal beam along the length of the chassis are connected to the chassis body.

[0077] In the above technical solution, the connecting longitudinal beam is connected to the chassis body at both ends along the length of the chassis. After the collision force is transmitted to the energy absorption structure and the chassis body, part of the collision force can be transmitted to the connecting longitudinal beam and then transmitted to the rear of the chassis body along the connecting longitudinal beam. This can further reduce the stress on the battery pack, further reduce the risk of the chassis body deforming and squeezing the battery pack, further reduce the risk of battery pack deformation and damage, further improve the reliability of the battery pack, and thus further improve the reliability of the vehicle.

[0078] In some embodiments, the chassis body includes a support frame for forming an energy compartment. The support frame includes two crossbeams and two sill beams. The two crossbeams are arranged opposite to each other and spaced apart along the length of the chassis, and the two sill beams are arranged opposite to each other and spaced apart along the width of the chassis. Each crossbeam is connected to at least one sill beam. A connecting longitudinal beam is connected between the two crossbeams. Along the width of the chassis, the orthographic projections of the crossbeams and the sill beams have overlapping areas, and the orthographic projections of the connecting longitudinal beams and the sill beams also have overlapping areas.

[0079] In the above technical solution, the two crossbeams are connected by a connecting longitudinal beam. After the collision force is transmitted to the front crossbeam of the chassis body, part of the collision force can be transmitted to the connecting longitudinal beam through the front crossbeam and then transmitted to the rear of the chassis body along the connecting longitudinal beam. Part of the collision force is transmitted to the two sill beams along the front crossbeam, and the collision force on the sill beams is transmitted to the rear of the chassis body along the sill beams. This disperses the collision force, which can further reduce the stress on the battery pack, further reduce the risk of chassis body deformation squeezing the battery pack, further reduce the risk of battery pack deformation and damage, further improve the reliability of the battery pack, and thus further improve the reliability of the vehicle.

[0080] In some embodiments, the battery assembly includes a plurality of battery cells, at least some of which abut against a crossbeam or sill beam.

[0081] In the above technical solution, by having at least some battery cells abut against the crossbeam or sill beam, the support frame can support the battery cells, allowing them to be securely mounted in the energy compartment. Furthermore, it can increase the number of battery cells, thereby increasing the energy density of the battery pack and thus improving the vehicle's driving range. It also facilitates the mounting of the battery pack within the energy compartment.

[0082] In some embodiments, the chassis body further includes: a center channel and a seat mounting beam, both of which are located above a connecting longitudinal beam, the seat mounting beam being connected between two sill beams, the center channel being connected to the seat mounting beam, and the connecting longitudinal beam being connected to at least one of the center channel and the seat mounting beam.

[0083] In the above technical solution, a seat mounting beam connects the two sill beams, the central channel is connected to the seat mounting beam, and a connecting longitudinal beam is connected to at least one of the central channel and the seat mounting beam. When the vehicle collides, when the central channel is impacted, the impact force can be transmitted through the central channel to the seat mounting beam. The impact force transmitted to the seat mounting beam can be transmitted along the seat mounting beam to the sill beam. The impact force is transmitted rearward along the sill beam. Furthermore, the impact force on the central channel and the seat mounting beam can be transmitted to the connecting longitudinal beam. The impact force transmitted to the connecting longitudinal beam can be transmitted along the connecting longitudinal beam to the support frame. The impact force transmitted to the support frame can be transmitted to the energy-absorbing structure. When a vehicle collides, the energy-absorbing structure absorbs at least part of the impact force. The impact force not absorbed by the energy-absorbing structure can be transferred to the support frame, and the impact force transferred to the support frame can be transferred to the connecting longitudinal beams. The impact force on the connecting longitudinal beams can be transferred rearward, and the impact force on the connecting longitudinal beams can be transferred to the central tunnel and the seat mounting beams. Therefore, it is beneficial to disperse the impact force received by the vehicle to other structural components of the vehicle body, which can effectively resist the kinetic energy during the collision and further reduce the stress on the battery pack.

[0084] In some embodiments, along the height direction of the chassis, the orthographic projection of the connecting longitudinal beam overlaps with at least one of the orthographic projections of the central channel and the seat mounting beam.

[0085] In the above technical solution, along the height direction of the chassis, at least one of the orthographic projections of the connecting longitudinal beam, the orthographic projection of the central channel, and the orthographic projection of the seat mounting beam overlaps, which facilitates the connection between the connecting longitudinal beam and at least one of the central channel and the seat mounting beam, facilitates chassis assembly, improves chassis assembly efficiency, and also facilitates the transmission of force between the connecting longitudinal beam and the central channel, and between the connecting longitudinal beam and the seat mounting beam.

[0086] In some embodiments, along the length of the chassis, the orthographic projection of the connecting longitudinal beam and the orthographic projection of the energy-absorbing structure have an overlapping area.

[0087] In the above technical solution, along the length of the chassis, the orthographic projection of the connecting longitudinal beam and the orthographic projection of the energy-absorbing structure have an overlapping area. When the energy-absorbing structure is impacted, the impact force can be transmitted to the connecting longitudinal beam more quickly, thereby allowing the impact force to be rapidly transmitted to the rear of the chassis. This is beneficial to improving the force transmission performance between the energy-absorbing structure and the connecting longitudinal beam, improving the supporting effect of the connecting longitudinal beam on the energy-absorbing structure, and further improving the stability of the energy-absorbing structure when subjected to external force collisions.

[0088] In some embodiments, the orthographic projection of the connecting longitudinal beam lies entirely within the orthographic projection of the energy-absorbing structure.

[0089] In the above technical solution, along the length of the chassis, the orthographic projection of the connecting longitudinal beam is completely within the orthographic projection range of the energy-absorbing structure. When the energy-absorbing structure is impacted, the impact force can be transmitted to the connecting longitudinal beam more quickly, thereby allowing the impact force to be rapidly transmitted to the rear of the chassis. This is more conducive to improving the force transmission performance between the energy-absorbing structure and the connecting longitudinal beam, and more conducive to improving the supporting role of the connecting longitudinal beam on the energy-absorbing structure, further improving the stability of the energy-absorbing structure when subjected to external force collisions.

[0090] In some embodiments, the vehicle chassis further includes a front floor and a mounting bracket, the front floor being located at the front of the chassis body and connected to the chassis body, at least a portion of the energy-absorbing structure being located below the front floor, and the mounting bracket connecting the front floor and the energy-absorbing structure.

[0091] In the above technical solution, by connecting the front floor and the energy-absorbing structure with the mounting bracket, the positional stability of the energy-absorbing structure can be improved, further enhancing the stability of the energy-absorbing structure when subjected to external force collision. Moreover, when the vehicle collides, the force can be transferred between the front floor and the energy-absorbing structure, increasing the force transmission path of the chassis. This is more conducive to dispersing and transferring the impact force received by the vehicle to other structural components of the vehicle body, which can more effectively resist the kinetic energy during the collision process and further reduce the stress on the battery components.

[0092] In some embodiments, the mounting bracket includes: a first bracket body, a second bracket body, and a third bracket body. The first bracket body, the second bracket body, and the third bracket body are arranged along the height direction of the chassis. The second bracket body is connected between the first bracket body and the third bracket body, and the second bracket body forms an angle with at least one of the first bracket body and the third bracket body. The first bracket body is fixedly connected to the energy-absorbing structure, and the third bracket body is connected to the front floor.

[0093] In the above technical solution, the mounting bracket includes a first bracket body, a second bracket body, and a third bracket body, which facilitates the mounting bracket to be assembled with the energy-absorbing structure and the front floor, thereby improving the chassis assembly efficiency.

[0094] In some embodiments, the first support body is located on the front side of the energy-absorbing structure, the second support body and the third support body are both located above the energy-absorbing structure, and the second support body abuts against the energy-absorbing structure.

[0095] In the above technical solution, by having the second support body abut against the energy-absorbing structure, the mounting bracket can restrict the upward movement of the energy-absorbing structure, which is conducive to the energy-absorbing structure absorbing energy better.

[0096] In some embodiments, the vehicle chassis further includes: a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam being arranged opposite to each other and spaced apart along the width direction of the chassis, the first longitudinal beam and the second longitudinal beam being located in front of the chassis body and both being connected to the chassis body along the driving direction of the vehicle, and at least a portion of the energy-absorbing structure being located between the first longitudinal beam and the second longitudinal beam along the width direction of the chassis.

[0097] In the above technical solution, since both the first and second longitudinal beams are connected to the chassis body, the collision force received by the vehicle can be transferred to the first and second longitudinal beams. This increases the force transmission path of the chassis and is more conducive to dispersing the impact force received by the vehicle to other structural components of the vehicle body. This can more effectively resist the kinetic energy during the collision and further reduce the stress on the battery pack. Furthermore, along the width direction of the chassis, at least part of the energy-absorbing structure is located between the first and second longitudinal beams. When at least one of the first and second longitudinal beams is impacted and bends inward, it is beneficial for at least one of the first and second longitudinal beams to come into contact with the energy-absorbing structure. This facilitates the transfer of the collision force on the first and second longitudinal beams to the energy-absorbing structure, which is beneficial for the decomposition of the collision force. At the same time, it can also improve the compactness of the chassis structure.

[0098] In some embodiments, the energy-absorbing structure is spaced apart from both the first longitudinal beam and the second longitudinal beam.

[0099] In the above technical solution, by separating the energy-absorbing structure from both the first and second longitudinal beams, the risk of interference between the energy-absorbing structure and the first and second longitudinal beams, which would cause abnormal noise, is reduced when the vehicle is in motion, thus improving the vehicle's NVH performance.

[0100] In some embodiments, the vehicle chassis further includes a connecting bracket that connects the energy-absorbing structure to at least one of the first longitudinal beam and the second longitudinal beam.

[0101] In the above technical solution, by connecting the energy-absorbing structure to at least one of the first and second longitudinal beams through the connecting bracket, the energy-absorbing structure can be more stably mounted on the chassis, which can further improve the positional stability of the energy-absorbing structure and further improve the stability of the energy-absorbing structure when subjected to external force collision. Moreover, when the vehicle is involved in a collision, the force can be transmitted between the energy-absorbing structure and the first and second longitudinal beams, increasing the force transmission path of the chassis, which is more conducive to dispersing and transmitting the impact force received by the vehicle to other structural components of the vehicle body. This can more effectively resist the kinetic energy during the collision process and further reduce the stress on the battery pack.

[0102] In some embodiments, the chassis body also includes an electrical compartment for housing electrical devices that are electrically connected to the battery pack in the energy compartment, with the energy compartment located in front of the electrical compartment along the vehicle's direction of travel.

[0103] In the above technical solution, the energy compartment is located in front of the electrical compartment, and the electrical components that are electrically connected to the battery pack in the energy compartment are set in the electrical compartment. When a collision occurs at the front of the vehicle, the collision force is transmitted from the front of the chassis to the rear. Since the force value gradually decreases as the collision force is transmitted to the rear, the force on the electrical components can be reduced, the risk of short circuit caused by the compression of the electrical components can be reduced, the risk of deformation and damage to the battery pack can be further reduced, and the reliability of the battery pack can be further improved.

[0104] Secondly, embodiments of this application also provide a vehicle, including the chassis of the aforementioned vehicle.

[0105] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0106] Figure 1 is a schematic diagram of a vehicle according to an embodiment of this application;

[0107] Figure 2 is a schematic diagram of the chassis according to an embodiment of this application;

[0108] Figure 3 is an enlarged view of point B in Figure 2;

[0109] Figure 4 is a schematic diagram of the chassis according to an embodiment of this application from another angle;

[0110] Figure 5 is an enlarged view of point C in Figure 4;

[0111] Figure 6 is a top view of the chassis according to an embodiment of this application;

[0112] Figure 7 is a bottom view of the chassis according to an embodiment of this application;

[0113] Figure 8 is an enlarged view of point D in Figure 7;

[0114] Figure 9 is a cross-sectional view of the chassis according to an embodiment of this application;

[0115] Figure 10 is a schematic diagram of the assembly of the central channel, seat mounting beam and connecting longitudinal beam of the chassis according to an embodiment of the present application;

[0116] Figure 11 is a schematic diagram of the energy-absorbing structure arrangement according to the first embodiment of this application;

[0117] Figure 12 is a schematic diagram of the energy-absorbing structure arrangement according to the second embodiment of this application;

[0118] Figure 13 is a schematic diagram of the energy-absorbing structure arrangement according to the third embodiment of this application;

[0119] Figure 14 is a schematic diagram of the energy-absorbing structure arrangement according to the fourth embodiment of this application;

[0120] Figure 15 is a schematic diagram of the energy-absorbing structure arrangement according to the fifth embodiment of this application;

[0121] Figure 16 is a schematic diagram of the cross arrangement of two second energy-absorbing structures according to the first embodiment of this application;

[0122] Figure 17 is a schematic diagram of the arrangement of the second energy-absorbing structure according to the second embodiment of this application;

[0123] Figure 18 is a schematic diagram of the arrangement of the second energy-absorbing structure according to the third embodiment of this application;

[0124] Figure 19 is a cross-sectional view of the energy-absorbing box according to the first embodiment of this application;

[0125] Figure 20 is a cross-sectional view of the energy-absorbing box according to the second embodiment of this application;

[0126] Figure 21 is a cross-sectional view of the energy-absorbing box according to the third embodiment of this application;

[0127] Figure 22 is a cross-sectional view of the energy-absorbing box according to the fourth embodiment of this application;

[0128] Figure 23 is a cross-sectional view of the energy-absorbing box according to the fifth embodiment of this application;

[0129] Figure 24 is a schematic diagram of the arrangement of the second energy-absorbing structure according to the fourth embodiment of this application;

[0130] Figure 25 is a schematic diagram of the arrangement of the second energy-absorbing structure according to the fifth embodiment of this application;

[0131] Figure 26 is a schematic diagram of the arrangement of the second energy-absorbing structure according to the sixth embodiment of this application;

[0132] Figure 27 is a schematic diagram of the arrangement of the second energy-absorbing structure according to the seventh embodiment of this application. Detailed Implementation

[0133] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0134] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0135] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0136] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0137] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, C and / or D can represent: C existing alone, C and D existing simultaneously, or D existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0138] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0139] In this application, "multiple" means two or more (including two).

[0140] In this application, the battery component can be a battery pack, a battery component can be multiple battery modules, or a battery component can be multiple individual battery cells.

[0141] In this application, the battery cell may include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries, or magnesium-ion batteries, etc., and the embodiments of this application are not limited to these. The battery cell may be cylindrical, flat, cuboid, or other shapes, etc., and the embodiments of this application are not limited to these. Battery cells are generally divided into three types according to their packaging method: cylindrical battery cells, square battery cells, and pouch battery cells, and the embodiments of this application are not limited to these.

[0142] The battery module mentioned in the embodiments of this application refers to a single physical module that includes one or more battery cells to provide higher voltage and capacity.

[0143] The battery pack mentioned in the embodiments of this application refers to a single physical module comprising multiple battery cells or multiple battery modules to provide higher voltage and capacity. A battery pack generally includes a housing for encapsulating multiple battery cells or multiple battery modules. The housing prevents liquids or other foreign matter from affecting the charging or discharging of the battery cells.

[0144] A single battery cell includes a casing, electrode assembly, and electrolyte. The casing houses the electrode assembly and electrolyte. The electrode assembly consists of a positive electrode, a negative electrode, and a separator. The battery cell primarily functions by the movement of metal ions between the positive and negative electrode plates. The positive electrode includes a positive current collector and a positive active material layer. The positive active material layer is coated on the surface of the positive current collector, while the uncoated positive current collector protrudes beyond the coated one, serving as the positive electrode tab. Taking a lithium-ion battery as an example, the positive current collector can be made of aluminum, and the positive active material can be lithium cobalt oxide, lithium iron phosphate, ternary lithium, or lithium manganese oxide, etc. The negative electrode includes a negative current collector and a negative active material layer. The negative active material layer is coated on the surface of the negative current collector, and the negative current collector without the negative active material layer protrudes from the one with the negative active material layer. The negative current collector without the negative active material layer serves as the negative electrode tab. The material of the negative current collector can be copper, and the negative active material can be carbon or silicon, etc. To ensure that a large current can be passed without melting, there are multiple positive electrode tabs stacked together, and there are multiple negative electrode tabs stacked together.

[0145] The separator can be made of PP (polypropylene) or PE (polyethylene), etc. Furthermore, the electrode assembly can be a wound structure or a stacked structure; the embodiments of this application are not limited to these.

[0146] In recent years, new energy vehicles have experienced rapid development. In the field of electric vehicles, battery modules, as the power source, play an irreplaceable and crucial role. As a core component of new energy vehicles, battery modules have high requirements for reliability.

[0147] The battery pack is installed in the vehicle's chassis. When the vehicle is involved in a collision, the chassis is prone to deformation and compression of the battery pack, which can cause deformation and damage to the battery pack, reducing its reliability and thus reducing the reliability of the vehicle.

[0148] Based on the above considerations, and to address the issues of battery component deformation and damage during vehicle collisions, a vehicle chassis was designed after in-depth research. The chassis includes a chassis body and an energy-absorbing structure. The chassis body includes an energy chamber for housing the battery components. Along the length of the chassis, the energy-absorbing structure is positioned on at least one side, in front of or behind the battery components. Along the width of the chassis, at least a portion of the energy-absorbing structure is located in the central area of ​​the chassis. The energy-absorbing structure is fixedly connected to the chassis body. When a vehicle collision occurs, the energy-absorbing structure can absorb the impact force, reducing the stress on the battery components, lowering the risk of battery component deformation and damage, and improving the reliability of the battery components, thereby enhancing the reliability of the vehicle.

[0149] Please refer to Figure 1, which is a schematic diagram of the structure of a vehicle 200 provided in some embodiments of this application. The vehicle 200 can be a gasoline-powered vehicle or a new energy vehicle, such as a pure electric vehicle, a hybrid electric vehicle, or a range-extended electric vehicle. A battery pack 300 is mounted on the chassis 100 of the vehicle 200. The battery pack 300 can be used to power the vehicle 200; for example, it can serve as the operating power source for the vehicle 200. The vehicle 200 may also include a controller 201 and a motor 202. The controller 201 controls the battery pack 300 to supply power to the motor 202, for example, to meet the power needs of the vehicle 200 during startup, navigation, and driving.

[0150] In some embodiments of this application, the battery assembly 300 can not only serve as the operating power source for the vehicle 200, but also as the driving power source for the vehicle 200, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 200.

[0151] The chassis 100 of the vehicle 200 according to an embodiment of the present application is described below with reference to Figures 1-27.

[0152] As shown in Figures 6 and 7, the chassis 100 of the vehicle 200 according to an embodiment of this application includes: a chassis body 10, the chassis body 10 including an energy compartment 11 for accommodating a battery assembly 300; and an energy-absorbing structure 20, which is disposed on at least one side in front of or behind the battery assembly 300 along the length direction of the chassis 100, and at least a portion of the energy-absorbing structure 20 is located in the middle region of the chassis 100 along the width direction of the chassis 100, and is fixedly connected to the chassis body 10.

[0153] The chassis 100 includes a chassis body 10 and an energy-absorbing structure 20. The chassis body 10 includes an energy compartment 11, which is used to install a battery assembly 300. The battery assembly 300 can be a battery pack, multiple battery modules, or multiple individual battery cells. The energy-absorbing structure 20 may include an energy-absorbing box 211, an energy-absorbing space, a buffer frame 212, etc. Along the length direction of the chassis 100 (i.e., along the length direction of the vehicle 200, which is the X direction in Figure 7), the energy-absorbing structure 20 is located at least on one side, either in front of or behind the battery assembly 300. Specifically, the energy-absorbing structure 20 may be located in front of the battery assembly 300, or behind the battery assembly 300, or both in front of and behind the battery assembly 300. This application uses the example of the energy-absorbing structure 20 being located in front of the battery assembly 300 for illustration. As an example, the energy-absorbing structure 20 can be located inside the chassis body 10. As another example, the energy-absorbing structure 20 can also be located outside the chassis body 10, in front of the energy compartment 11. However, this application is not limited to these locations; the energy-absorbing structure 20 can be positioned at least on one side, in front of or behind the battery assembly 300. The energy-absorbing structure 20 is fixedly connected to the chassis body 10; it can be welded to the chassis body 10 or bolted to it.

[0154] Along the width direction of the chassis 100, i.e., along the width direction of the vehicle 200 (Y direction in Figure 7), at least a portion of the energy-absorbing structure 20 is located in the middle region of the chassis 100. The energy-absorbing structure 20 can be partially or entirely mounted in the middle region of the chassis 100. Along the width direction of the chassis 100, the chassis 100 has a center line extending along the length direction of the chassis 100. The middle region refers to the area covered by a certain distance on both sides of the center line of the chassis 100 along the width direction of the chassis 100. As an example, the middle region refers to the area covered by a length of 50 cm on both sides of the center line of the chassis 100 along the width direction of the chassis 100.

[0155] This application uses the example of an energy-absorbing structure 20 located at the front of the chassis body 10 for illustration. When vehicle 200 is moving forward, stationary, or moving backward, and is impacted from the front, for example, when vehicle 200 is traveling forward at high speed (e.g., speeds above 100 kph), the energy-absorbing structure 20 absorbs at least part of the impact force. The impact force not absorbed by the energy-absorbing structure 20 can be transferred to the chassis body 10, and then along the chassis body 10 to other structural components of vehicle 200, thus dispersing the impact force and reducing the risk of concentrated force. Compared with existing technologies, this reduces the stress on battery pack 300, reduces the risk of chassis body 10 deforming and squeezing battery pack 300, reduces the risk of battery pack 300 deformation and damage, and improves the reliability of battery pack 300, thereby improving the reliability of vehicle 200. This helps solve the reliability problem of battery pack 300 when vehicle 200 is traveling at high speed, and reduces the risk of battery pack 300 deformation and damage when vehicle 200 is involved in a collision at high speed. By placing at least a portion of the energy-absorbing structure 20 in the middle region of the chassis 100, when the vehicle 200 is involved in a frontal, rear, or offset collision, the energy-absorbing structure 20 is able to absorb the impact force to a greater extent after being hit.

[0156] Similarly, when an energy-absorbing structure 20 is provided at the rear of the chassis body 10, when the rear of the vehicle 200 is impacted, the energy-absorbing structure 20 can absorb at least part of the impact force. The impact force not absorbed by the energy-absorbing structure 20 can be transferred to the chassis body 10. The impact force can be transferred along the chassis body 10 to other structural components of the vehicle 200, thus dispersing the impact force, reducing the risk of concentrated force, reducing the force on the battery pack 300, reducing the risk of the chassis body 10 deforming and squeezing the battery pack 300, reducing the risk of deformation and damage to the battery pack 300, improving the reliability of the battery pack 300, and thus improving the reliability of the vehicle 200.

[0157] In the above technical solution, by placing the energy-absorbing structure 20 on at least one side of the front or rear of the battery pack 300, the energy-absorbing structure 20 can absorb the impact force when the vehicle 200 collides. Compared with the prior art, this can reduce the force on the battery pack 300, reduce the risk of deformation and damage to the battery pack 300, and improve the reliability of the battery pack 300, thereby improving the reliability of the vehicle 200. By placing at least a portion of the energy-absorbing structure 20 in the middle area of ​​the chassis 100, when the vehicle 200 collides with a frontal collision, a rear collision, or an offset collision, the energy-absorbing structure 20 can absorb the impact force to a greater extent after being impacted.

[0158] According to some embodiments of this application, as shown in FIG7, the energy-absorbing structure 20 includes a first energy-absorbing structure 21, which is connected to the chassis body 10. At least a portion of the first energy-absorbing structure 21 is located in the middle region of the chassis 100 along the width direction of the chassis 100.

[0159] The energy-absorbing structure 20 may include a first energy-absorbing structure 21, which may include an energy-absorbing box 211, an energy-absorbing space, etc. The first energy-absorbing structure 21 is connected to the chassis body 10. The first energy-absorbing structure 21 can be welded to the chassis body 10, installed on the chassis body 10 by bolts, or indirectly assembled to the chassis body 10 by other structural components. At least a portion of the first energy-absorbing structure 21 is located in the middle region of the chassis 100 along its width direction.

[0160] When the vehicle 200 is impacted from the front, the first energy-absorbing structure 21 absorbs at least a portion of the impact force. The remaining impact force can be transferred to the chassis body 10 and then along the chassis body 10 to other structural components of the vehicle 200, thus dispersing the impact force, reducing the risk of concentrated force, reducing the stress on the battery pack 300, reducing the risk of deformation and compression of the battery pack 300 by the chassis body 10, reducing the risk of deformation and damage to the battery pack 300, improving the reliability of the battery pack 300, and thus improving the reliability of the vehicle 200. This helps to solve the reliability problem of the battery pack 300 when the vehicle 200 is traveling at high speed. By placing at least a portion of the first energy-absorbing structure 21 in the middle area of ​​the chassis 100, when the vehicle 200 is involved in a frontal, rear, or offset collision, the first energy-absorbing structure 21 can absorb the impact force to a greater extent after being impacted.

[0161] In the above technical solution, the first energy-absorbing structure 21 is connected to the chassis body 10. When the vehicle 200 is impacted from the front, the first energy-absorbing structure 21 can absorb at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure 21 can be transferred to the chassis body 10, which can reduce the force on the battery pack 300, reduce the risk of the chassis body 10 deforming and squeezing the battery pack 300, reduce the risk of deformation and damage to the battery pack 300, improve the reliability of the battery pack 300, and thus improve the reliability of the vehicle 200. By setting at least a part of the first energy-absorbing structure 21 in the middle area of ​​the chassis 100, when the vehicle 200 is involved in a frontal collision, rear collision, or offset collision, the first energy-absorbing structure 21 can absorb the impact force to a greater extent after being impacted.

[0162] According to some embodiments of this application, as shown in FIG7, the chassis body 10 includes a support frame 12, the support frame 12 is used to form an energy chamber 11, and a first energy-absorbing structure 21 is connected to the support frame 12.

[0163] As shown in Figure 7, the chassis body 10 may include a support frame 12, which defines an energy chamber 11. The first energy-absorbing structure 21 can be located in front of the support frame 12, behind the support frame 12, or both in front of and behind the support frame 12, in which case the first energy-absorbing structure 21 is located outside the support frame 12. Alternatively, the first energy-absorbing structure 21 can be located inside the support frame 12, either in front of or behind the energy chamber 11, or both in front of and behind the energy chamber 11. This application uses the example of the first energy-absorbing structure 21 being located in front of the support frame 12 for illustration. The first energy-absorbing structure 21 can be welded to the support frame 12, bolted to the support frame 12, or indirectly assembled to the support frame 12 via other structural components. However, this application is not limited to these methods; as long as the first energy-absorbing structure 21 is fixedly connected to the support frame 12, it is acceptable.

[0164] In the above technical solution, the energy chamber 11 is formed by the support frame 12 to realize the arrangement of the energy chamber 11. The first energy-absorbing structure 21 is connected to the support frame 12, so that the first energy-absorbing structure 21 can be set in front of the support frame 12, thereby realizing the effect of the first energy-absorbing structure 21 being set in front of the energy chamber 11.

[0165] According to some embodiments of this application, as shown in FIG7, the support frame 12 includes two crossbeams 121 and two sill beams 122. The two crossbeams 121 are arranged opposite to each other and spaced apart along the length direction of the chassis 100, and the two sill beams 122 are arranged opposite to each other and spaced apart along the width direction of the chassis 100. The first energy-absorbing structure 21 is connected to at least one of the two crossbeams 121.

[0166] The support frame 12 includes two crossbeams 121 and two sill beams 122. Both crossbeams 121 extend along the width of the chassis 100, and both sill beams 122 extend along the length of the chassis 100. The two crossbeams 121 are arranged opposite each other and spaced apart along the length of the chassis 100. The spacing between the two crossbeams 121 can be reasonably designed according to the dimensions of the energy chamber 11, and their orthographic projections can overlap along the length of the chassis 100. Similarly, the two sill beams 122 are arranged opposite each other and spaced apart along the width of the chassis 100. The spacing between the two sill beams 122 can be reasonably designed according to the dimensions of the energy chamber 11, and their orthographic projections can overlap along the width of the chassis 100. Each crossbeam 121 is fixedly connected to both sill beams 122. The crossbeams 121 can be welded to the sill beams 122, or they can be bolted to them. The first energy-absorbing structure 21 is connected to at least one of the two crossbeams 121. This can be understood as the first energy-absorbing structure 21 being connected to the front crossbeam 121, the first energy-absorbing structure 21 being connected to the rear crossbeam 121, or both crossbeams 121 being connected to the first energy-absorbing structure 21. The first energy-absorbing structure 21 connected to the front crossbeam 121 is located in front of the front crossbeam 121, and the first energy-absorbing structure 21 connected to the rear crossbeam 121 is located behind the rear crossbeam 121. This application uses the example of the first energy-absorbing structure 21 being connected to the front crossbeam 121 for illustration. Alternatively, it can be understood that the first energy-absorbing structure 21 is connected to at least one crossbeam 121.

[0167] In the above technical solution, by setting two crossbeams 121 and two sill beams 122, the effect of forming an energy chamber 11 can be achieved, and the structure of the support frame 12 can be simplified, making the support frame 12 easier to manufacture. The sill beams 122 of the vehicle 200 can be constructed as the side walls of the energy chamber 11, which helps to simplify the structure of the chassis 100. Furthermore, by connecting the first energy-absorbing structure 21 to at least one of the two crossbeams 121, after the first energy-absorbing structure 21 is impacted, it can absorb at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure 21 can be transferred to the crossbeam 121, and then to the two sill beams 122. The impact force can also be transferred along the support frame 12 to other structural components of the vehicle 200, thus dispersing the impact force, reducing the risk of concentrated force, further reducing the stress on the battery assembly 300, further reducing the risk of deformation and compression of the battery assembly 300 by the chassis body 10, further reducing the risk of deformation and damage to the battery assembly 300, further improving the reliability of the battery assembly 300, and thus further improving the reliability of the vehicle 200.

[0168] According to some embodiments of this application, as shown in FIG7, along the length direction of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the crossbeam 121 have an overlapping area.

[0169] Along the length of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 overlaps with the orthographic projection of the crossbeam 121. The orthographic projection of the first energy-absorbing structure 21 connected to the front crossbeam 121 along the length of the chassis 100 overlaps with the orthographic projection of the front crossbeam 121. The orthographic projection of the first energy-absorbing structure 21 connected to the rear crossbeam 121 along the length of the chassis 100 overlaps with the orthographic projection of the rear crossbeam 121.

[0170] In the above technical solution, since the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the corresponding crossbeam 121 overlap along the length direction of the chassis 100, when the first energy-absorbing structure 21 is subjected to a collision force, it is beneficial to improve the force transmission performance between the first energy-absorbing structure 21 and the crossbeam 121. The crossbeam 121 can reliably support the first energy-absorbing structure 21, which is beneficial to improve the supporting effect of the crossbeam 121 on the first energy-absorbing structure 21 and improve the stability of the first energy-absorbing structure 21 when subjected to an external collision.

[0171] According to some embodiments of this application, along the length direction of the chassis 100, the area of ​​the orthographic projection of the first energy-absorbing structure 21 is A1, and the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the crossbeam 121 is A2, satisfying: 10% ≤ A2 / A1 ≤ 100%.

[0172] Along the length of the chassis 100, the area of ​​the orthographic projection of the first energy-absorbing structure 21 is A1, and the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the crossbeam 121 is A2. The unit of the area of ​​the orthographic projection of the first energy-absorbing structure 21 and the unit of the overlapping region between the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the crossbeam 121 can be reasonably selected and designed according to the actual situation. A2 / A1 can be values ​​such as 10%, 11%, 15%, 20%, 25%, 30%, 40%, 43%, 45%, 50%, 55%, 60%, 61%, 70%, 80%, 90%, 93%, 95%, 100%, etc. When A2 / A1 is less than 10%, the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the crossbeam 121 is small. When the first energy-absorbing structure 21 is subjected to an impact force, the force transmission performance between the first energy-absorbing structure 21 and the crossbeam 121 is poor, the support effect of the crossbeam 121 on the first energy-absorbing structure 21 is weak, and the stability of the first energy-absorbing structure 21 under external impact is poor. Therefore, by setting 10% ≤ A2 / A1 ≤ 100%, the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure 21 and the crossbeam 121 is appropriate. When the first energy-absorbing structure 21 is subjected to an impact force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure 21 and the crossbeam 121. The crossbeam 121 can more reliably support the first energy-absorbing structure 21, further improving the support effect of the crossbeam 121 on the first energy-absorbing structure 21 and enhancing the stability of the first energy-absorbing structure 21 under external impact.

[0173] In the above technical solution, by using 10%≤A2 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the crossbeam 121 is appropriate. When the first energy-absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure 21 and the crossbeam 121. The crossbeam 121 can more reliably support the first energy-absorbing structure 21, which is more conducive to improving the supporting role of the crossbeam 121 on the first energy-absorbing structure 21, and further improving the stability of the first energy-absorbing structure 21 when subjected to an external collision.

[0174] According to some embodiments of this application, the orthographic projection of the first energy-absorbing structure 21 is completely within the orthographic projection of the crossbeam 121.

[0175] Along the length of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 lies entirely within the orthographic projection of the crossbeam 121 connected to it. Similarly, the orthographic projection of the first energy-absorbing structure 21 connected to the front crossbeam 121 along the length of the chassis 100 lies entirely within the orthographic projection of the front crossbeam 121, and the orthographic projection of the first energy-absorbing structure 21 connected to the rear crossbeam 121 along the length of the chassis 100 lies entirely within the orthographic projection of the rear crossbeam 121. Furthermore, the orthographic projection of the first energy-absorbing structure 21 lies entirely within the orthographic projection of the corresponding crossbeam 121 along the length of the chassis 100, thus ensuring that the first energy-absorbing structure 21 and the corresponding crossbeam 121 are directly opposite each other along the length of the chassis 100.

[0176] In the above technical solution, by ensuring that the orthographic projection of the first energy-absorbing structure 21 is completely within the orthographic projection of the crossbeam 121 along the length of the chassis 100, the first energy-absorbing structure 21 is more likely to be subjected to impact force, which is more conducive to improving the force transmission performance between the first energy-absorbing structure 21 and the crossbeam 121. The crossbeam 121 can more reliably support the first energy-absorbing structure 21, which is more conducive to improving the supporting effect of the crossbeam 121 on the first energy-absorbing structure 21, and further improving the stability of the first energy-absorbing structure 21 when subjected to external impact.

[0177] According to some embodiments of this application, as shown in FIG11, the energy-absorbing structure 20 may include only one first energy-absorbing structure 21.

[0178] According to some embodiments of this application, the shape of the cross section of the first energy-absorbing structure 21 perpendicular to the height direction of the chassis 100 can be a triangle, a rectangle, a trapezoid, or other polygons.

[0179] According to some embodiments of this application, as shown in FIG12, the energy-absorbing structure 20 includes a plurality of first energy-absorbing structures 21 arranged along the length direction of the chassis 100, and adjacent first energy-absorbing structures 21 are connected along the length direction of the chassis 100.

[0180] The energy-absorbing structure 20 may include a plurality of first energy-absorbing structures 21, which are arranged along the length of the chassis 100. Adjacent first energy-absorbing structures 21 are connected along the length of the chassis 100, as shown in Figure 11. Adjacent first energy-absorbing structures 21 may be directly connected or connected by welding or bolting. However, this application is not limited to this. Adjacent first energy-absorbing structures 21 may also be indirectly connected by beams. The first energy-absorbing structure 21 and the beam are connected by welding or bolting.

[0181] In the above technical solution, multiple first energy-absorbing structures 21 are arranged along the length direction of the chassis 100 and connected to each other along the length direction of the chassis 100. When the energy-absorbing structure 20 is impacted, the multiple first energy-absorbing structures 21 can absorb the impact force, achieve a multi-level energy absorption effect, improve the energy absorption performance of the energy-absorbing structure 20, reduce the impact force transmitted to the chassis body 10, further reduce the force on the battery component 300, further reduce the risk of deformation and compression of the battery component 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery component 300, further improve the reliability of the battery component 300, and thus further improve the reliability of the vehicle 200.

[0182] According to some embodiments of this application, as shown in FIG12, the energy-absorbing structure 20 further includes a first connecting beam 30, and adjacent first energy-absorbing structures 21 along the length direction of the chassis 100 are connected by the first connecting beam 30.

[0183] The energy-absorbing structure 20 may also include a first connecting beam 30. Along the length of the chassis 100, adjacent first energy-absorbing structures 21 are connected by the first connecting beam 30. The first connecting beam 30 connects adjacent first energy-absorbing structures 21, and the first energy-absorbing structure 21 and the first connecting beam 30 are connected by welding or bolting.

[0184] In the above technical solution, by setting the first connecting beam 30 to connect the adjacent first energy-absorbing structures 21 along the length direction of the chassis 100, the connection strength of the adjacent first energy-absorbing structures 21 can be improved, the structural strength of the energy-absorbing structure 20 can be improved, the stability of the energy-absorbing structure 20 when subjected to external force collision can be further improved, the energy absorption performance of the energy-absorbing structure 20 can be further improved, and when the energy-absorbing structure 20 is impacted, the impact force transmitted to the chassis body 10 can be further reduced.

[0185] According to some embodiments of this application, as shown in FIG12, along the direction away from the energy chamber 11, the dimensions of each first energy-absorbing structure 21 decrease sequentially along the width direction of the chassis 100.

[0186] In this configuration, the direction away from the energy storage compartment 11 is parallel to the driving direction of the vehicle 200. When the multiple first energy-absorbing structures 21 are disposed on the front side of the support frame 12, in the direction away from the energy storage compartment 11 (i.e., as the vehicle 200 moves forward), the dimensions of each first energy-absorbing structure 21 along the width direction of the chassis 100 decrease sequentially along the driving direction of the vehicle 200 (from the rear to the front of the chassis 100). When the multiple first energy-absorbing structures 21 are disposed on the rear side of the support frame 12, as the vehicle 200 moves backward, the dimensions of each first energy-absorbing structure 21 along the width direction of the chassis 100 decrease sequentially along the driving direction of the vehicle 200 (i.e., from the front to the rear of the chassis 100).

[0187] In the above technical solution, by setting the dimensions of each first energy-absorbing structure 21 along the width direction of the chassis 100 to decrease sequentially along the driving direction of the vehicle 200, the first energy-absorbing structure 21 with the largest dimension along the width direction of the chassis 100 can be connected to the support frame 12. This is beneficial to increasing the connection area between the first energy-absorbing structure 21 and the support frame 12. When the first energy-absorbing structure 21 is subjected to collision force, it is more beneficial to improve the force transmission performance between the first energy-absorbing structure 21 and the crossbeam 121. The support frame 12 can more reliably support the first energy-absorbing structure 21, which is more beneficial to improving the support effect of the support frame 12 on the first energy-absorbing structure 21, and further improving the stability of the first energy-absorbing structure 21 when subjected to external force collision.

[0188] According to some embodiments of this application, the energy-absorbing structure 20 includes a plurality of first energy-absorbing structures 21 arranged along the width direction of the chassis 100.

[0189] The energy-absorbing structure 20 includes multiple first energy-absorbing structures 21, which can be arranged sequentially along the width direction of the chassis 100. Alternatively, some of the multiple first energy-absorbing structures 21 can be arranged sequentially along the width direction of the chassis 100, while other parts of the multiple first energy-absorbing structures 21 can be arranged along the length direction of the chassis 100. Alternatively, the multiple first energy-absorbing structures 21 can form multiple energy-absorbing groups, each energy-absorbing group including multiple first energy-absorbing structures 21. The multiple first energy-absorbing structures 21 in each group are arranged along the width direction of the chassis 100, and the multiple energy-absorbing groups are arranged sequentially along the length direction of the chassis 100. Adjacent energy-absorbing groups can be connected by a first connecting beam 30.

[0190] As shown in Figure 13, as an example, the energy-absorbing structure 20 includes four first energy-absorbing structures 21. Three of the first energy-absorbing structures 21 are arranged sequentially along the width direction of the chassis 100 to form a group of energy-absorbing structures. The other first energy-absorbing structure 21 and the energy-absorbing group are arranged along the length direction of the chassis 100 and are connected to the three first energy-absorbing structures 21 arranged along the width direction of the chassis 100 through the first connecting beam 30.

[0191] As shown in Figures 14 and 15, as another example, multiple first energy-absorbing structures 21 form multiple energy-absorbing groups. Each energy-absorbing group includes multiple first energy-absorbing structures 21. The multiple first energy-absorbing structures 21 in each group are arranged along the width direction of the chassis 100, and the multiple energy-absorbing groups are arranged sequentially along the length direction of the chassis 100. Adjacent energy-absorbing groups can be connected by a first connecting beam 30. As shown in Figure 14, the energy-absorbing structure 20 includes five first energy-absorbing structures 21. The five first energy-absorbing structures 21 form two energy-absorbing groups. One energy-absorbing group includes three first energy-absorbing structures 21, and the other energy-absorbing group includes two first energy-absorbing structures 21. As shown in Figure 15, the energy-absorbing structure 20 includes four first energy-absorbing structures 21. The four first energy-absorbing structures 21 form two energy-absorbing groups, and each energy-absorbing group includes two first energy-absorbing structures 21.

[0192] In the above technical solution, by including multiple first energy-absorbing structures 21 arranged along the width direction of the chassis 100, the energy absorption performance of the energy-absorbing structure 20 can be improved. Furthermore, the multiple first energy-absorbing structures 21 arranged along the width direction of the chassis 100 can be connected to the chassis body 10, which helps to increase the connection area between the energy-absorbing structure 20 and the chassis body 10. When the energy-absorbing structure 20 is subjected to collision force, it is more conducive to improving the force transmission performance between the energy-absorbing structure 20 and the chassis body 10. The chassis body 10 can more reliably support the energy-absorbing structure 20, which is more conducive to improving the supporting effect of the chassis body 10 on the energy-absorbing structure 20, and further improving the stability of the energy-absorbing structure 20 when subjected to external force collision.

[0193] According to some embodiments of this application, a plurality of first energy-absorbing structures 21 are arranged at intervals along the width direction of the chassis 100; or, at least two first energy-absorbing structures 21 are arranged crosswise; or, at least two first energy-absorbing structures 21 that are adjacent along the width direction of the chassis 100 are connected.

[0194] As an example, a plurality of first energy-absorbing structures 21 are arranged at intervals along the width direction of the chassis 100, wherein when the plurality of first energy-absorbing structures 21 are arranged along the width direction of the chassis 100, adjacent first energy-absorbing structures 21 arranged along the width direction of the chassis 100 are spaced apart.

[0195] By arranging multiple first energy-absorbing structures 21 at intervals along the width direction of the chassis 100, the risk of interference between adjacent first energy-absorbing structures 21 arranged along the width direction of the chassis 100 can be reduced. When the multiple first energy-absorbing structures 21 arranged at intervals along the width direction of the chassis 100 are connected to the chassis body 10, the multiple first energy-absorbing structures 21 transmit the force to different positions of the chassis body 10, so that the force is distributed and transmitted to the chassis body 10, reducing the risk of stress concentration in the chassis body 10, further reducing the risk of deformation and crushing of the battery assembly 300 by the chassis body 10. In addition, the chassis body 10 can more reliably support the energy-absorbing structure 20, which is more conducive to improving the supporting effect of the chassis body 10 on the energy-absorbing structure 20, and further improving the stability of the energy-absorbing structure 20 when subjected to external force collision.

[0196] As another example, at least two first energy-absorbing structures 21 are arranged in a cross arrangement. Specifically, at least two of the multiple first energy-absorbing structures 21 are arranged in a cross arrangement. By having at least two first energy-absorbing structures 21 arranged in a cross arrangement, the structural strength of the energy-absorbing structure 20 can be improved, allowing for a reliable connection between the energy-absorbing structure 20 and the chassis body 10. This further enhances the supporting effect of the chassis body 10 on the energy-absorbing structure 20, thereby improving the stability of the energy-absorbing structure 20 when subjected to external force impact.

[0197] As another example, at least two adjacent first energy-absorbing structures 21 along the width direction of the chassis 100 are connected. When multiple first energy-absorbing structures 21 are arranged along the width direction of the chassis 100, at least two adjacent first energy-absorbing structures 21 are connected. Adjacent first energy-absorbing structures 21 can be directly connected, or they can be indirectly connected via an adapter. Connecting at least two adjacent first energy-absorbing structures 21 along the width direction of the chassis 100 enhances the structural strength of the energy-absorbing structure 20, ensures a reliable connection between the energy-absorbing structure 20 and the chassis body 10, and further improves the supporting effect of the chassis body 10 on the energy-absorbing structure 20, thereby enhancing the stability of the energy-absorbing structure 20 under external impact.

[0198] According to some embodiments of this application, as shown in FIG7, the energy-absorbing structure 20 further includes a second energy-absorbing structure 22, which is located between the first energy-absorbing structure 21 and the battery assembly 300 along the length direction of the chassis 100.

[0199] The energy-absorbing structure 20 may further include a second energy-absorbing structure 22, which may include an energy-absorbing box 211, an energy-absorbing space, a buffer frame 212, etc. Along the length of the chassis 100, the second energy-absorbing structure 22 is located between the first energy-absorbing structure 21 and the battery assembly 300. The second energy-absorbing structure 22 can be connected to the support frame 12 of the chassis body 10, or it can be directly connected to the first energy-absorbing structure 21, or indirectly connected to it via an adapter. The second energy-absorbing structure 22 may be located between the crossbeam 121 of the support frame 12 and the first energy-absorbing structure 21.

[0200] In the above technical solution, by positioning the second energy-absorbing structure 22 between the first energy-absorbing structure 21 and the battery assembly 300, the energy-absorbing structure 20 can have a multi-level energy absorption effect. After the energy-absorbing structure 20 is impacted, the first energy-absorbing structure 21 can absorb at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure 21 can be transferred to the second energy-absorbing structure 22. The second energy-absorbing structure 22 further absorbs the impact force, which can further reduce the force on the battery assembly 300, further reduce the risk of deformation and damage to the battery assembly 300, further improve the reliability of the battery assembly 300, and thus further improve the reliability of the vehicle 200.

[0201] According to some embodiments of this application, as shown in FIG7, the second energy-absorbing structure 22 is connected to the first energy-absorbing structure 21, and the second energy-absorbing structure 22 is connected to the chassis body 10.

[0202] The second energy-absorbing structure 22 can be connected between the first energy-absorbing structure 21 and the chassis body 10, and along the length of the chassis 100, the second energy-absorbing structure 22 can be located between the first energy-absorbing structure 21 and the chassis body 10. Further, the second energy-absorbing structure 22 can be connected between the first energy-absorbing structure 21 and the support frame 12 of the chassis body 10. When the second energy-absorbing structure 22 is an energy-absorbing box 211, it can be connected to the crossbeam 121 of the support frame 12, and can be connected to the crossbeam 121 of the support frame 12 by welding, bolting, or other methods. When the second energy-absorbing structure 22 is a buffer frame 212, it can be connected to the crossbeam 121 of the support frame 12, and can also be connected to the sill beam 122 of the support frame 12, as well as to both the crossbeam 121 and the sill beam 122 of the support frame 12.

[0203] In the above technical solution, the second energy-absorbing structure 22 is connected to the first energy-absorbing structure 21 and the chassis body 10. After the energy-absorbing structure 20 is impacted, the first energy-absorbing structure 21 can absorb at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure 21 can be transferred to the second energy-absorbing structure 22, which further absorbs the impact force. The impact force not absorbed by the energy-absorbing structure 20 is transferred to the chassis body 10, and the impact force can be transferred along the chassis body 10 to other structural components of the vehicle 200, thereby dispersing the impact force, reducing the risk of concentrated force, further reducing the force on the battery pack 300, further reducing the risk of deformation and damage to the battery pack 300, further improving the reliability of the battery pack 300, and thus further improving the reliability of the vehicle 200.

[0204] According to some embodiments of this application, as shown in FIG7, the chassis body 10 includes a support frame 12, the support frame 12 is used to form an energy chamber 11, and a second energy-absorbing structure 22 is connected to the support frame 12.

[0205] The chassis body 10 may include a support frame 12, which defines an energy chamber 11. A second energy-absorbing structure 22 can be connected between the first energy-absorbing structure 21 and the support frame 12. When the second energy-absorbing structure 22 is an energy-absorbing box 211, it can be connected to the crossbeam 121 of the support frame 12, and can be connected to the crossbeam 121 of the support frame 12 by welding, bolting, or other methods. When the second energy-absorbing structure 22 is a buffer frame 212, it can be connected to the crossbeam 121 of the support frame 12, and can also be connected to the sill beam 122 of the support frame 12, as well as to both the crossbeam 121 and the sill beam 122 of the support frame 12.

[0206] In the above technical solution, the second energy-absorbing structure 22 is connected to the support frame 12. After the energy-absorbing structure 20 is impacted, the first energy-absorbing structure 21 can absorb at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure 21 can be transferred to the second energy-absorbing structure 22. The second energy-absorbing structure 22 further absorbs the impact force. The impact force not absorbed by the second energy-absorbing structure 22 is transferred to the support frame 12. The impact force can be transferred along the support frame 12 to other structural components of the vehicle 200, thereby dispersing the impact force, reducing the risk of concentrated force, further reducing the force on the battery assembly 300, further reducing the risk of deformation and damage to the battery assembly 300, further improving the reliability of the battery assembly 300, and thus further improving the reliability of the vehicle 200.

[0207] According to some embodiments of this application, as shown in FIG7, the chassis 100 of the vehicle 200 further includes a transmission beam 40 located between the first energy-absorbing structure 21 and the second energy-absorbing structure 22, and the transmission beam 40 connects the first energy-absorbing structure 21 and the second energy-absorbing structure 22.

[0208] The transmission beam 40 extends along the width of the chassis 100. The transmission beam 40 can be located between the first energy-absorbing structure 21 and the second energy-absorbing structure 22. The transmission beam 40 is connected to the first energy-absorbing structure 21 and the second energy-absorbing structure 22. The first energy-absorbing structure 21 can be fixedly connected to the transmission beam 40 by welding, bolting or other means. The second energy-absorbing structure 22 can be fixedly connected to the transmission beam 40 by welding, bolting or other means.

[0209] In the above technical solution, the first energy-absorbing structure 21 and the second energy-absorbing structure 22 are connected by the transmission beam 40. After the first energy-absorbing structure 21 is impacted, the impact force can be transmitted to the second energy-absorbing structure 22 through the transmission beam 40, so as to realize the effect of transmitting force from the first energy-absorbing structure 21 to the second energy-absorbing structure 22, thereby giving the energy-absorbing structure 20 a multi-level energy absorption effect.

[0210] According to some embodiments of this application, as shown in FIG5, a connecting portion 213 may be provided at the rear end of the first energy-absorbing structure 21. The first energy-absorbing structure 21 is fixedly connected to the conducting beam 40 through the connecting portion 213. The connecting portion 213 and the first energy-absorbing structure 21 can be fixed by welding or bolting, and the connecting portion 213 and the conducting beam 40 can be fixed by welding or bolting. The connecting portion 213 is a plate-shaped structure, including an upper connecting plate, a middle connecting plate, and a lower connecting plate. The middle connecting plate is connected between the upper connecting plate and the lower connecting plate. The upper connecting plate overlaps with the upper surface of the conducting beam 40, the middle connecting plate overlaps with the front side of the conducting beam 40, and the lower connecting plate overlaps with the lower surface of the conducting beam 40. By providing the connecting portion 213, the contact area between the first energy-absorbing structure 21 and the conducting beam 40 can be increased, thereby increasing the stress-bearing area of ​​the first energy-absorbing structure 21.

[0211] According to some embodiments of this application, as shown in FIG7, the transmission beam 40 extends along the width direction of the chassis 100 and is connected to the chassis body 10.

[0212] The transmission beam 40 extends along the width of the chassis 100, and both ends of the transmission beam 40 are connected to the chassis body 10. As an example, both ends of the transmission beam 40 are connected to the two sill beams 122 of the support frame 12, respectively. The transmission beam 40 can be welded to the sill beams 122, or it can be connected to the sill beams 122 by bolts.

[0213] In the above technical solution, the transmission beam 40 is connected to the chassis body 10, which can further improve the reliability of the connection between the energy absorption structure 20 and the chassis body 10, reduce the vibration risk of the energy absorption structure 20, and the transmission beam 40 can support the energy absorption structure 20, further improving the stability of the energy absorption structure 20 when subjected to external force collision.

[0214] According to some embodiments of this application, along the length of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the second energy-absorbing structure 22 have overlapping areas.

[0215] The second energy-absorbing structure 22 is connected between the first energy-absorbing structure 21 and the corresponding crossbeam 121 of the support frame 12. Along the length of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the second energy-absorbing structure 22 have an overlapping area. The orthographic projections of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 connected to the front crossbeam 121 along the length of the chassis 100 have an overlapping area. The orthographic projections of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 connected to the rear crossbeam 121 along the length of the chassis 100 also have an overlapping area.

[0216] In the above technical solution, along the length of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the corresponding second energy-absorbing structure 22 have an overlapping area. When the first energy-absorbing structure 21 is subjected to a collision force, it is beneficial to improve the force transmission performance between the first energy-absorbing structure 21 and the second energy-absorbing structure 22. The second energy-absorbing structure 22 can reliably support the first energy-absorbing structure 21, which is beneficial to improve the supporting effect of the second energy-absorbing structure 22 on the first energy-absorbing structure 21 and improve the stability of the first energy-absorbing structure 21 when subjected to an external collision.

[0217] According to some embodiments of this application, along the length direction of the chassis 100, the area of ​​the orthographic projection of the first energy-absorbing structure 21 is A1, and the area of ​​the overlapping region of the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the second energy-absorbing structure 22 is A3, satisfying: 20% ≤ A3 / A1 ≤ 100%.

[0218] Along the length of the chassis 100, the area of ​​the orthographic projection of the first energy-absorbing structure 21 is A1, and the area of ​​the overlapping region between the orthographic projections of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 is A3. The unit of the area of ​​the orthographic projection of the first energy-absorbing structure 21 can be reasonably selected and designed according to the actual situation, and the unit of the area of ​​the overlapping region between the orthographic projections of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 can be reasonably selected and designed according to the actual situation. A3 / A1 can be values ​​such as 20%, 25%, 30%, 45%, 50%, 52%, 55%, 60%, 65%, 67%, 70%, 74%, 80%, 85%, 90%, 96%, 100%, etc. When A3 / A1 is less than 20%, the area of ​​the overlapping region between the orthographic projections of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 is small. When the first energy-absorbing structure 21 is subjected to an impact force, the force transmission performance between the first energy-absorbing structure 21 and the second energy-absorbing structure 22 is poor, the support effect of the second energy-absorbing structure 22 on the first energy-absorbing structure 21 is weak, and the stability of the first energy-absorbing structure 21 is poor when subjected to an external impact. Therefore, when A3 / A1 ≥ 20%, the area of ​​the overlapping region between the orthographic projections of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 is appropriate. When the first energy-absorbing structure 21 is subjected to an impact force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure 21 and the second energy-absorbing structure 22. The second energy-absorbing structure 22 can more reliably support the first energy-absorbing structure 21, which is more conducive to improving the support effect of the second energy-absorbing structure 22 on the first energy-absorbing structure 21, further improving the stability of the first energy-absorbing structure 21 when subjected to an external impact.

[0219] In the above technical solution, by using 20%≤A3 / A1≤100%, the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the second energy-absorbing structure 22 is appropriate. When the first energy-absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure 21 and the second energy-absorbing structure 22. The second energy-absorbing structure 22 can more reliably support the first energy-absorbing structure 21, which is more conducive to improving the supporting effect of the second energy-absorbing structure 22 on the first energy-absorbing structure 21, and further improving the stability of the first energy-absorbing structure 21 when subjected to an external collision.

[0220] According to some embodiments of this application, the orthographic projection of the first energy-absorbing structure 21 is completely within the orthographic projection of the second energy-absorbing structure 22.

[0221] Along the length of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 and the orthographic projection of the connected second energy-absorbing structure 22 overlap. The orthographic projection of the first energy-absorbing structure 21 is completely within the orthographic projection range of the corresponding second energy-absorbing structure 22, so that the first energy-absorbing structure 21 and the connected second energy-absorbing structure 22 are arranged facing each other along the length of the chassis 100.

[0222] In the above technical solution, along the length of the chassis 100, the orthographic projection of the first energy-absorbing structure 21 is completely within the orthographic projection of the second energy-absorbing structure 22. When the first energy-absorbing structure 21 is subjected to a collision force, it is more conducive to improving the force transmission performance between the first energy-absorbing structure 21 and the second energy-absorbing structure 22. The second energy-absorbing structure 22 can more reliably support the first energy-absorbing structure 21, which is more conducive to improving the supporting effect of the second energy-absorbing structure 22 on the first energy-absorbing structure 21, and further improving the stability of the first energy-absorbing structure 21 when subjected to an external collision.

[0223] According to some embodiments of this application, as shown in FIG7, along the length direction of the chassis 100, the orthographic projection of the second energy-absorbing structure 22 and the orthographic projection of the crossbeam 121 have an overlapping area.

[0224] Along the length of the chassis 100, the orthographic projection of the second energy-absorbing structure 22 overlaps with the orthographic projection of the crossbeam 121. The orthographic projection of the second energy-absorbing structure 22 connected to the front crossbeam 121 along the length of the chassis 100 overlaps with the orthographic projection of the front crossbeam 121. The orthographic projection of the second energy-absorbing structure 22 connected to the rear crossbeam 121 along the length of the chassis 100 overlaps with the orthographic projection of the rear crossbeam 121.

[0225] In the above technical solution, since the orthographic projection of the second energy-absorbing structure 22 and the orthographic projection of the corresponding crossbeam 121 overlap along the length direction of the chassis 100, when the second energy-absorbing structure 22 is subjected to a collision force, it is beneficial to improve the force transmission performance between the second energy-absorbing structure 22 and the crossbeam 121. The crossbeam 121 can reliably support the second energy-absorbing structure 22, which is beneficial to improve the supporting effect of the crossbeam 121 on the second energy-absorbing structure 22 and improve the stability of the second energy-absorbing structure 22 when subjected to an external collision.

[0226] According to some embodiments of this application, along the length direction of the chassis 100, the area of ​​the orthographic projection of the second energy-absorbing structure 22 is A4, and the area of ​​the overlapping region between the orthographic projection of the second energy-absorbing structure 22 and the orthographic projection of the crossbeam 121 is A5, satisfying: 10% ≤ A5 / A4 ≤ 100%.

[0227] Along the length of the chassis 100, the area of ​​the orthographic projection of the second energy-absorbing structure 22 is A4, and the area of ​​the overlapping region between the orthographic projection of the second energy-absorbing structure 22 and the orthographic projection of the crossbeam 121 is A5. The unit of the area of ​​the orthographic projection of the second energy-absorbing structure 22 can be reasonably selected and designed according to the actual situation, and the unit of the area of ​​the overlapping region between the orthographic projection of the second energy-absorbing structure 22 and the orthographic projection of the crossbeam 121 can be reasonably selected and designed according to the actual situation. A5 / A4 can be values ​​such as 10%, 11%, 15%, 20%, 25%, 30%, 40%, 43%, 45%, 50%, 55%, 60%, 61%, 70%, 80%, 90%, 93%, 95%, 100%, etc. When A5 / A4 is less than 10%, the area of ​​the overlapping region between the orthographic projection of the second energy-absorbing structure 22 and the orthographic projection of the crossbeam 121 is small. When the second energy-absorbing structure 22 is subjected to impact force, the force transmission performance between the second energy-absorbing structure 22 and the crossbeam 121 is poor, the support effect of the crossbeam 121 on the second energy-absorbing structure 22 is weak, and the stability of the second energy-absorbing structure 22 under external impact is poor. Therefore, by setting 10% ≤ A5 / A4 ≤ 100%, the area of ​​the overlapping region between the orthographic projection of the second energy-absorbing structure 22 and the crossbeam 121 is appropriate. When the second energy-absorbing structure 22 is subjected to impact force, it is more conducive to improving the force transmission performance between the second energy-absorbing structure 22 and the crossbeam 121. The crossbeam 121 can more reliably support the second energy-absorbing structure 22, further improving the support effect of the crossbeam 121 on the second energy-absorbing structure 22 and further enhancing the stability of the second energy-absorbing structure 22 under external impact.

[0228] In the above technical solution, by using 10%≤A5 / A4≤100%, the area of ​​the overlapping region between the orthographic projection of the second energy-absorbing structure 22 and the orthographic projection of the crossbeam 121 is appropriate. When the second energy-absorbing structure 22 is subjected to a collision force, it is more conducive to improving the force transmission performance between the second energy-absorbing structure 22 and the crossbeam 121. The crossbeam 121 can more reliably support the second energy-absorbing structure 22, which is more conducive to improving the supporting role of the crossbeam 121 on the second energy-absorbing structure 22, and further improving the stability of the second energy-absorbing structure 22 when subjected to an external collision.

[0229] According to some embodiments of this application, the orthographic projection of the second energy-absorbing structure 22 is completely within the orthographic projection of the crossbeam 121.

[0230] Along the length of the chassis 100, the orthographic projection of the second energy-absorbing structure 22 lies entirely within the orthographic projection of the crossbeam 121 to which it is connected. Similarly, the orthographic projection of the second energy-absorbing structure 22 connected to the front crossbeam 121 along the length of the chassis 100 lies entirely within the orthographic projection of the front crossbeam 121, and the orthographic projection of the second energy-absorbing structure 22 connected to the rear crossbeam 121 along the length of the chassis 100 lies entirely within the orthographic projection of the rear crossbeam 121. Furthermore, the orthographic projection of the second energy-absorbing structure 22 lies entirely within the orthographic projection of the corresponding crossbeam 121 along the length of the chassis 100, thus ensuring that the second energy-absorbing structure 22 and the corresponding crossbeam 121 are directly opposite each other along the length of the chassis 100.

[0231] In the above technical solution, by ensuring that the orthographic projection of the second energy-absorbing structure 22 is completely within the orthographic projection of the crossbeam 121 along the length of the chassis 100, the second energy-absorbing structure 22 is more likely to be subjected to impact force, which is more conducive to improving the force transmission performance between the second energy-absorbing structure 22 and the crossbeam 121. The crossbeam 121 can more reliably support the second energy-absorbing structure 22, which is more conducive to improving the supporting effect of the crossbeam 121 on the second energy-absorbing structure 22, and further improving the stability of the second energy-absorbing structure 22 when subjected to external impact.

[0232] According to some embodiments of this application, as shown in Figures 17 and 18, the energy-absorbing structure 20 may include only one second energy-absorbing structure 22.

[0233] According to some embodiments of this application, the shape of the cross section of the second energy-absorbing structure 22 perpendicular to the height direction of the chassis 100 can be a triangle, a rectangle (as shown in Figure 17), a trapezoid (as shown in Figure 18), or other polygons.

[0234] According to some embodiments of this application, the first energy-absorbing structure 21 and the second energy-absorbing structure 22 may be the same or different, and this application does not limit this.

[0235] According to some embodiments of this application, as shown in FIG24, the energy-absorbing structure 20 may include a plurality of second energy-absorbing structures 22 arranged along the length direction of the chassis 100, and adjacent second energy-absorbing structures 22 along the length direction of the chassis 100 are connected.

[0236] Among them, multiple second energy-absorbing structures 22 are arranged along the length direction of the chassis 100. Adjacent second energy-absorbing structures 22 are connected along the length direction of the chassis 100. Adjacent second energy-absorbing structures 22 can be directly connected or connected by welding or bolting. However, this application is not limited to this. Adjacent second energy-absorbing structures 22 can also be indirectly connected by beams. The second energy-absorbing structure 22 and the beam are connected by welding or bolting.

[0237] In the above technical solution, multiple second energy-absorbing structures 22 are arranged along the length direction of the chassis 100 and connected to each other along the length direction of the chassis 100. When the energy-absorbing structure 20 is impacted, the multiple second energy-absorbing structures 22 can absorb the impact force, achieve a multi-level energy absorption effect, further improve the energy absorption performance of the energy-absorbing structure 20, reduce the impact force transmitted to the chassis body 10, further reduce the force on the battery component 300, further reduce the risk of deformation and compression of the battery component 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery component 300, further improve the reliability of the battery component 300, and thus further improve the reliability of the vehicle 200.

[0238] According to some embodiments of this application, as shown in FIG24, the energy-absorbing structure 20 further includes a second connecting beam 221, and adjacent second energy-absorbing structures 22 along the length direction of the chassis 100 are connected by the second connecting beam 221.

[0239] The energy-absorbing structure 20 may also include a second connecting beam 221. Along the length of the chassis 100, adjacent second energy-absorbing structures 22 are connected by the second connecting beam 221. The second connecting beam 221 connects the adjacent second energy-absorbing structures 22, and the second energy-absorbing structures 22 and the second connecting beam 221 are connected by welding or bolting.

[0240] In the above technical solution, by setting a second connecting beam 221 to connect the adjacent second energy-absorbing structures 22 along the length direction of the chassis 100, the connection strength of the adjacent second energy-absorbing structures 22 can be improved, the structural strength of the energy-absorbing structure 20 can be further improved, the stability of the energy-absorbing structure 20 when subjected to external force collision can be further improved, the energy absorption performance of the energy-absorbing structure 20 can be further improved, and when the energy-absorbing structure 20 is impacted, the impact force transmitted to the chassis body 10 can be further reduced.

[0241] According to some embodiments of this application, as shown in FIG24, along the direction away from the energy chamber 11, the dimensions of each second energy-absorbing structure 22 decrease sequentially along the width direction of the chassis 100.

[0242] In this configuration, the second energy-absorbing structures 22 are parallel to the driving direction of the vehicle 200 in the direction away from the energy chamber 11. When the multiple second energy-absorbing structures 22 are disposed on the front side of the support frame 12, as the vehicle 200 moves forward in the direction away from the energy chamber 11, the dimensions of each second energy-absorbing structure 22 along the width direction of the chassis 100 decrease sequentially along the driving direction of the vehicle 200, i.e., from the rear to the front of the chassis 100. When the multiple second energy-absorbing structures 22 are disposed on the rear side of the support frame 12, as the vehicle 200 moves backward, the dimensions of each second energy-absorbing structure 22 along the width direction of the chassis 100 decrease sequentially along the driving direction of the vehicle 200, i.e., from the front to the rear of the chassis 100.

[0243] In the above technical solution, by setting the dimensions of each second energy-absorbing structure 22 along the width direction of the chassis 100 to decrease sequentially along the driving direction of the vehicle 200, the second energy-absorbing structure 22 with the largest dimension along the width direction of the chassis 100 can be connected to the support frame 12. This is beneficial to increasing the connection area between the second energy-absorbing structure 22 and the support frame 12. When the second energy-absorbing structure 22 is subjected to collision force, it is more beneficial to improve the force transmission performance between the second energy-absorbing structure 22 and the support frame 12. The support frame 12 can more reliably support the second energy-absorbing structure 22, which is more beneficial to improving the supporting effect of the support frame 12 on the second energy-absorbing structure 22, and further improving the stability of the second energy-absorbing structure 22 when subjected to external force collision.

[0244] According to some embodiments of this application, as shown in FIG25, the energy-absorbing structure 20 includes a plurality of second energy-absorbing structures 22 arranged along the width direction of the chassis 100.

[0245] As shown in Figure 25, the energy-absorbing structure 20 includes multiple second energy-absorbing structures 22, which can be arranged sequentially along the width direction of the chassis 100. As shown in Figure 26, some of the multiple second energy-absorbing structures 22 can be arranged sequentially along the width direction of the chassis 100, while other parts can be arranged along the length direction of the chassis 100. As shown in Figure 27, multiple second energy-absorbing structures 22 can form multiple energy-absorbing groups, each group including multiple second energy-absorbing structures 22. The multiple energy-absorbing structures 22 in each group are arranged along the width direction of the chassis 100, and the multiple energy-absorbing groups are arranged sequentially along the length direction of the chassis 100. Adjacent energy-absorbing groups can be connected by a second connecting beam 221. As shown in Figures 11-15 and Figure 25, as an example, the energy-absorbing structure 20 includes multiple second energy-absorbing structures 22, which are arranged sequentially along the width direction of the chassis 100.

[0246] In the above technical solution, by including multiple second energy-absorbing structures 22 arranged along the width direction of the chassis 100, the energy absorption performance of the energy-absorbing structure 20 can be improved. Furthermore, the multiple second energy-absorbing structures 22 arranged along the width direction of the chassis 100 can be connected to the crossbeam 121 of the support frame 12, which is beneficial to increasing the connection area between the energy-absorbing structure 20 and the support frame 12. When the energy-absorbing structure 20 is subjected to collision force, it is more beneficial to improve the force transmission performance between the energy-absorbing structure 20 and the chassis body 10. The support frame 12 can more reliably support the energy-absorbing structure 20, which is more beneficial to improving the supporting effect of the support frame 12 on the energy-absorbing structure 20, and further improving the stability of the energy-absorbing structure 20 when subjected to external force collision.

[0247] According to some embodiments of this application, a plurality of second energy-absorbing structures 22 are arranged at intervals along the width direction of the chassis 100; or, at least two second energy-absorbing structures 22 are arranged crosswise; or, at least two second energy-absorbing structures 22 that are adjacent along the width direction of the chassis 100 are connected.

[0248] As an example, as shown in Figure 27, multiple second energy-absorbing structures 22 are arranged at intervals along the width direction of the chassis 100. When multiple second energy-absorbing structures 22 are arranged along the width direction of the chassis 100, adjacent second energy-absorbing structures 22 arranged along the width direction of the chassis 100 are spaced apart.

[0249] By arranging multiple second energy-absorbing structures 22 at intervals along the width direction of the chassis 100, the risk of interference between adjacent second energy-absorbing structures 22 arranged along the width direction of the chassis 100 can be reduced. When the multiple second energy-absorbing structures 22 arranged at intervals along the width direction of the chassis 100 are connected to the chassis body 10, the multiple second energy-absorbing structures 22 transmit the force to different positions of the crossbeam 121 of the chassis body 10, so that the force is distributed and transmitted to the chassis body 10, reducing the risk of stress concentration in the chassis body 10, further reducing the risk of deformation and crushing of the battery assembly 300 by the chassis body 10. In addition, the chassis body 10 can more reliably support the energy-absorbing structure 20, which is more conducive to improving the supporting effect of the chassis body 10 on the energy-absorbing structure 20, and further improving the stability of the energy-absorbing structure 20 when subjected to external force collision.

[0250] As another example, as shown in Figure 16, at least two second energy-absorbing structures 22 are arranged in a cross configuration. Specifically, at least two of the multiple second energy-absorbing structures 22 are arranged in a cross configuration. This cross arrangement of at least two second energy-absorbing structures 22 enhances the structural strength of the energy-absorbing structure 20, ensures a reliable connection between the energy-absorbing structure 20 and the chassis body 10, and further improves the supporting effect of the chassis body 10 on the energy-absorbing structure 20, thereby enhancing the stability of the energy-absorbing structure 20 under external impact.

[0251] As another example, as shown in Figure 25, at least two adjacent second energy-absorbing structures 22 along the width direction of the chassis 100 are connected. When multiple second energy-absorbing structures 22 are arranged along the width direction of the chassis 100, at least two adjacent second energy-absorbing structures 22 are connected. Adjacent second energy-absorbing structures 22 can be directly connected, or they can be indirectly connected via an adapter. Connecting at least two adjacent second energy-absorbing structures 22 along the width direction of the chassis 100 enhances the structural strength of the energy-absorbing structure 20, ensures a reliable connection between the energy-absorbing structure 20 and the chassis body 10, and further improves the supporting effect of the chassis body 10 on the energy-absorbing structure 20, thereby enhancing the stability of the energy-absorbing structure 20 under external impact.

[0252] According to some embodiments of this application, as shown in FIG17, a second energy-absorbing structure 22 is connected between the conduction beam 40 and the front beam 121. The second energy-absorbing structure 22 is a rectangular structure.

[0253] According to some embodiments of this application, as shown in FIG18, a second energy-absorbing structure 22 is connected between the conduction beam 40 and the front beam 121. The second energy-absorbing structure 22 is a trapezoidal structure.

[0254] According to some embodiments of this application, the first energy-absorbing structure 21 includes at least one of an energy-absorbing box 211, a buffer frame 212, a spring, and an airbag; and / or, the second energy-absorbing structure 22 includes at least one of an energy-absorbing box 211, a buffer frame 212, a spring, and an airbag.

[0255] As an example, the first energy-absorbing structure 21 includes at least one of an energy-absorbing box 211, a buffer frame 212, a spring, and an airbag. That is, the first energy-absorbing structure 21 may include any one of the energy-absorbing box 211, the buffer frame 212, the spring, and the airbag; the first energy-absorbing structure 21 may also include any two of the energy-absorbing box 211, the buffer frame 212, the spring, and the airbag; the first energy-absorbing structure 21 may also include any three of the energy-absorbing box 211, the buffer frame 212, the spring, and the airbag; and the first energy-absorbing structure 21 may also include the energy-absorbing box 211, the buffer frame 212, the spring, and the airbag.

[0256] Alternatively, as another example, the second energy-absorbing structure 22 may include at least one of the following: energy-absorbing box 211, buffer frame 212, spring, and airbag. That is, the second energy-absorbing structure 22 may include any one of the following: energy-absorbing box 211, buffer frame 212, spring, and airbag; the second energy-absorbing structure 22 may also include any two of the following: energy-absorbing box 211, buffer frame 212, spring, and airbag; the second energy-absorbing structure 22 may also include any three of the following: energy-absorbing box 211, buffer frame 212, spring, and airbag; or the second energy-absorbing structure 22 may also include energy-absorbing box 211, buffer frame 212, spring, and airbag.

[0257] Alternatively, as another example, the first energy-absorbing structure 21 includes at least one of an energy-absorbing box 211, a buffer frame 212, a spring, and an airbag, and the second energy-absorbing structure 22 includes at least one of an energy-absorbing box 211, a buffer frame 212, a spring, and an airbag.

[0258] In the above technical solution, by including at least one of the first energy-absorbing structure 21 and the second energy-absorbing structure 22, including at least one of the energy-absorbing box 211, the buffer frame 212, the spring and the airbag, at least one of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 can have energy-absorbing performance, thereby enabling the energy-absorbing structure 20 to meet the working requirements and improve the energy-absorbing effect of the energy-absorbing structure 20.

[0259] According to some embodiments of this application, the energy-absorbing box 211 has a hollow cavity 2111 extending through the energy-absorbing box 211 along the length direction of the chassis 100.

[0260] The energy-absorbing box 211 has a hollow cavity 2111, which extends through the energy-absorbing box 211 along the length of the chassis 100. There can be multiple hollow cavities 2111, which can be parallel to each other. The cross-sectional shape of the hollow cavity 2111 can be square, rectangular, circular, rhomboid, polygonal, or other shapes. The energy-absorbing box 211 can be made of high-ductility aluminum alloy.

[0261] As shown in Figure 19, the cross-sectional shape of the hollow cavity 2111 is square. As shown in Figure 20, the cross-sectional shape of the hollow cavity 2111 is rectangular. As shown in Figure 21, the cross-sectional shape of the hollow cavity 2111 is circular. As shown in Figure 22, the cross-sectional shape of the hollow cavity 2111 is regular hexagonal. As shown in Figure 23, at least a portion of the hollow cavity 2111 has a rhomboid cross-sectional shape.

[0262] In the above technical solution, the energy-absorbing box 211 has a hollow cavity 2111 that runs through the length of the chassis 100, which enables the energy-absorbing box 211 to have energy-absorbing performance, which is beneficial to improving the energy-absorbing capacity of the energy-absorbing box 211. In addition, it can simplify the structure of the energy-absorbing box 211 and facilitate the production and manufacturing of the energy-absorbing box 211.

[0263] According to some embodiments of this application, the buffer frame 212 encloses to form a buffer cavity 2121.

[0264] The buffer cavity 2121 is formed by being enclosed by the buffer frame 212; in other words, the buffer frame 212 defines the buffer cavity 2121. As an example, the buffer cavity 2121 may be located inside the buffer frame 212. As another example, the buffer cavity 2121 has at least one open end.

[0265] The buffer frame 212 can be a separately set frame structure. The buffer frame 212 can also have at least part of its structure formed by the chassis body 10. For example, as shown in Figure 7, the buffer frame 212 consists of a crossbeam 121 supporting the frame 12, a partial sill beam 122, and a transmission crossbeam 40. The crossbeam 121 and the transmission crossbeam 40 are arranged opposite to each other and spaced apart along the length direction of the chassis 100. The crossbeam 121 and the transmission crossbeam 40 are both connected between two sill beams 122, so that the crossbeam 121, the partial sill beam 122, and the transmission crossbeam 40 enclose and form a buffer cavity 2121.

[0266] In the above technical solution, the buffer frame 212 encloses and forms a buffer cavity 2121, which enables the buffer frame 212 to have energy absorption performance, which is beneficial to improve the energy absorption capacity of the buffer frame 212. In addition, it can simplify the structure of the buffer frame 212 and facilitate the production and manufacturing of the buffer frame 212.

[0267] According to some embodiments of this application, the buffer cavity 2121 is provided with at least one of an energy-absorbing box 211, a spring, and an airbag.

[0268] The buffer cavity 2121 may contain any one of the following: an energy-absorbing box 211, a spring, and an airbag. Alternatively, it may contain any two of these components. The energy-absorbing box 211, spring, and airbag within the buffer cavity 2121 may also be connected to the buffer frame 212. Furthermore, the energy-absorbing box 211, spring, and airbag within the buffer cavity 2121 may be constructed as at least a partial second energy-absorbing structure 22. This application uses an energy-absorbing box 211 within the buffer cavity 2121 as an example. The energy-absorbing box 211 is assembled within the buffer cavity 2121, and both ends of the energy-absorbing box 211 along the length of the chassis 100 are connected to the buffer frame 212. As an example, both ends of the energy-absorbing box 211 along the length of the chassis 100 are connected to the conduction beam 40 and the crossbeam 121 of the support frame 12, respectively. The energy-absorbing box 211 can be welded to the transmission beam 40 and the beam 121 of the support frame 12, or the energy-absorbing box 211 can be connected to the transmission beam 40 and the beam 121 of the support frame 12 by bolts.

[0269] In the above technical solution, by providing at least one of the following in the buffer cavity 2121: energy-absorbing box 211, spring, and airbag, the energy absorption performance of the energy-absorbing structure 20 can be improved. After being impacted, the energy-absorbing structure 20 can absorb more collision force, which can further reduce the force on the battery assembly 300, further reduce the risk of deformation and compression of the battery assembly 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery assembly 300, further improve the reliability of the battery assembly 300, and thus further improve the reliability of the vehicle 200.

[0270] According to some embodiments of this application, as shown in FIG7, the chassis 100 of the vehicle 200 further includes a connecting longitudinal beam 60, which extends along the length of the chassis 100 and is located within the energy compartment 11.

[0271] The chassis 100 may further include connecting longitudinal beams 60, which extend along the length of the chassis 100 and are located within the energy compartment 11. The connecting longitudinal beams 60 can be fixedly connected to the chassis body 10, welded to the chassis body 10, or fixedly connected to the chassis body 10 by bolts. Multiple connecting longitudinal beams 60 may be arranged at intervals along the width direction of the chassis 100, meaning adjacent connecting longitudinal beams 60 are spaced apart, and the multiple connecting longitudinal beams 60 may be parallel to each other.

[0272] In the above technical solution, by setting a connecting longitudinal beam 60 in the energy compartment 11, after the battery pack 300 is installed in the energy compartment 11, the connecting longitudinal beam 60 can support the battery pack 300, so that the battery pack 300 can be more firmly installed in the energy compartment 11. Furthermore, when the connecting longitudinal beam 60 is fixedly connected to the chassis body 10, after the collision force is transmitted to the energy absorption structure 20, a part of the collision force can be transmitted to the connecting longitudinal beam 60. The collision force is transmitted backward along the connecting longitudinal beam 60, which can further reduce the force on the battery pack 300, further reduce the risk of the chassis body 10 deforming and squeezing the battery pack 300, further reduce the risk of deformation and damage of the battery pack 300, further improve the reliability of the battery pack 300, and thus further improve the reliability of the vehicle 200.

[0273] According to some embodiments of this application, as shown in FIG7, the two ends of the connecting longitudinal beam 60 along the length direction of the chassis 100 are connected to the chassis body 10.

[0274] The connecting longitudinal beam 60 extends along the length of the chassis 100. Both ends of the connecting longitudinal beam 60 can be fixedly connected to the chassis body 10. The connecting longitudinal beam 60 can be welded to the chassis body 10, or it can be fixedly connected to the chassis body 10 by bolts. As an example, both ends of the connecting longitudinal beam 60 are connected to two crossbeams 121 respectively.

[0275] In the above technical solution, the connecting longitudinal beam 60 is connected to the chassis body 10 at both ends along the length of the chassis 100. After the collision force is transmitted to the energy absorption structure 20 and the chassis body 10, a portion of the collision force can be transmitted to the connecting longitudinal beam 60 and then transmitted along the connecting longitudinal beam 60 to the rear of the chassis body 10. This can further reduce the force on the battery pack 300, further reduce the risk of the chassis body 10 deforming and squeezing the battery pack 300, further reduce the risk of deformation and damage to the battery pack 300, further improve the reliability of the battery pack 300, and thus further improve the reliability of the vehicle 200.

[0276] According to some embodiments of this application, the chassis body 10 includes a support frame 12 for forming an energy chamber 11. The support frame 12 includes two crossbeams 121 and two sill beams 122. The two crossbeams 121 are arranged opposite to each other and spaced apart along the length direction of the chassis 100, and the two sill beams 122 are arranged opposite to each other and spaced apart along the width direction of the chassis 100. Each crossbeam 121 is connected to at least one sill beam 122. A connecting longitudinal beam 60 is connected between the two crossbeams 121. Along the width direction of the chassis 100, the orthographic projection of the crossbeam 121 and the orthographic projection of the sill beam 122 have overlapping areas, and the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the sill beam 122 also have overlapping areas.

[0277] The support frame 12 includes two crossbeams 121 and two sill beams 122. Both crossbeams 121 extend along the width of the chassis 100, and both sill beams 122 extend along the length of the chassis 100. The two crossbeams 121 are arranged opposite to each other and spaced apart along the length of the chassis 100. The spacing between the two crossbeams 121 can be reasonably designed according to the dimensions of the energy chamber 11, and the orthographic projections of the two crossbeams 121 can overlap along the length of the chassis 100. Similarly, the two sill beams 122 are arranged opposite to each other and spaced apart along the width of the chassis 100. The spacing between the two sill beams 122 can be reasonably designed according to the dimensions of the energy chamber 11, and the orthographic projections of the two sill beams 122 can overlap along the width of the chassis 100. Each crossbeam 121 is fixedly connected to at least one sill beam 122. As an example, each crossbeam 121 is fixedly connected to both sill beams 122. The crossbeam 121 can be welded to the sill beam 122, or it can be bolted to the sill beam 122. A connecting longitudinal beam 60 connects between the two crossbeams 121, with both ends of the connecting longitudinal beam 60 connected to the two crossbeams 121 respectively. Along the width direction of the chassis 100, the orthographic projections of the crossbeams 121 and sill beams 122 have overlapping areas. These projections can partially or completely overlap. Similarly, the orthographic projections of the connecting longitudinal beam 60 and sill beams 122 have overlapping areas. These projections can partially or completely overlap.

[0278] In the above technical solution, the longitudinal beam 60 is connected between the two crossbeams 121. After the collision force is transmitted to the front crossbeam 121 of the chassis body 10, part of the collision force can be transmitted to the longitudinal beam 60 through the front crossbeam 121 and then transmitted to the rear of the chassis body 10 along the longitudinal beam 60. Part of the collision force is transmitted to the two sill beams 122 along the front crossbeam 121. The collision force on the sill beams 122 is transmitted to the rear of the chassis body 10 along the sill beams 122, thus dispersing the collision force. This can further reduce the stress on the battery pack 300, further reduce the risk of deformation and compression of the battery pack 300 by the chassis body 10, further reduce the risk of deformation and damage of the battery pack 300, further improve the reliability of the battery pack 300, and thus further improve the reliability of the vehicle 200.

[0279] According to some embodiments of this application, the battery assembly 300 includes a plurality of battery cells, at least some of which abut against the crossbeam 121 or the sill beam 122.

[0280] The battery module 300 includes multiple battery cells, some of which abut against the crossbeam 121, or some of which abut against the sill beam 122, or all of which abut against the crossbeam 121, or all of which abut against the sill beam 122.

[0281] In the above technical solution, by having at least some battery cells abut against the crossbeam 121 or the sill beam 122, the support frame 12 can support the battery cells, allowing them to be securely assembled within the energy compartment 11. Furthermore, this increases the number of battery cells, thereby increasing the energy density of the battery pack 300 and consequently improving the driving range of the vehicle 200. It also facilitates the assembly of the battery pack 300 within the energy compartment 11.

[0282] According to some embodiments of this application, the chassis body 10 further includes: a central channel 13 and a seat mounting beam 14, both of which are located above the connecting longitudinal beam 60. The seat mounting beam 14 is connected between two sill beams 122. The central channel 13 is connected to the seat mounting beam 14, and the connecting longitudinal beam 60 is connected to at least one of the central channel 13 and the seat mounting beam 14.

[0283] The chassis body 10 may further include a central tunnel 13 and a seat mounting beam 14. Both the central tunnel 13 and the seat mounting beam 14 are located above the connecting longitudinal beam 60. The seat mounting beam 14 extends along the width direction of the chassis 100 and connects between two sill beams 122. Both ends of the seat mounting beam 14 are fixedly connected to the two sill beams 122 respectively. The seat mounting beam 14 can be welded to the sill beams 122, or it can be bolted to the sill beams 122. The central tunnel 13 is connected to the seat mounting beam 14. The central tunnel 13 can be welded to the seat mounting beam 14, or it can be bolted to the seat mounting beam 14. At least one seat mounting beam 14 is provided. This application describes the situation using multiple seat mounting beams 14 as an example. Multiple seat mounting beams 14 are sequentially spaced apart along the length of the chassis 100. At least one seat mounting beam 14 includes a first sub-mounting beam and a second sub-mounting beam. The first sub-mounting beam connects the center channel 13 and a sill beam 122, and the second sub-mounting beam connects the center channel 13 and another sill beam 122. As an example, two seat mounting beams 14 are provided, spaced apart along the length of the chassis 100. The seat mounting beam 14 located at the front includes a first sub-mounting beam and a second sub-mounting beam. The connecting longitudinal beam 60 is connected to at least one of the center channel 13 and the seat mounting beam 14. This can also be understood as the connecting longitudinal beam 60 being connected to the center channel 13, or the connecting longitudinal beam 60 being connected to the seat mounting beam 14, or the connecting longitudinal beam 60 being connected to both the center channel 13 and the seat mounting beam 14. The connecting longitudinal beam 60 can be connected to the central channel 13 by bolts, and the connecting longitudinal beam 60 can also be connected to the seat mounting beam 14 by bolts.

[0284] In the above technical solution, the seat mounting beam 14 is connected between the two sill beams 122, the central channel 13 is connected to the seat mounting beam 14, and the connecting longitudinal beam 60 is connected to at least one of the central channel 13 and the seat mounting beam 14. When the vehicle 200 collides, when the central channel 13 is impacted, the impact force can be transmitted through the central channel 13 to the seat mounting beam 14. The impact force transmitted to the seat mounting beam 14 can be transmitted along the seat mounting beam 14 to the sill beam 122. The impact force is transmitted rearward along the sill beam 122. Furthermore, the impact force on the central channel 13 and the seat mounting beam 14 can be transmitted to the connecting longitudinal beam 60. The impact force transmitted to the connecting longitudinal beam 60 can be transmitted along the connecting longitudinal beam 60 to the support frame 12. The impact force transmitted to the support frame 12 can be transmitted to the energy absorption structure 20. When the vehicle 200 is involved in a collision, the energy-absorbing structure 20 absorbs at least part of the collision force. The collision force not absorbed by the energy-absorbing structure 20 can be transferred to the support frame 12. The collision force transferred to the support frame 12 can be transferred to the connecting longitudinal beam 60. The collision force on the connecting longitudinal beam 60 can be transferred rearward and to the central channel 13 and the seat mounting beam 14. Therefore, the chassis 100 has multiple force transmission paths, which helps to disperse the impact force on the vehicle 200 to other structural components of the vehicle body. This can effectively resist the kinetic energy during the collision and further reduce the stress on the battery pack 300.

[0285] According to some embodiments of this application, as shown in Figures 7 and 10, along the height direction of the chassis 100, at least one of the orthographic projections of the connecting longitudinal beam 60, the central channel 13, and the seat mounting beam 14 overlap.

[0286] The height direction of the chassis 100 refers to the height direction of the vehicle 200. The orthographic projection of the connecting longitudinal beam 60 overlaps with at least one of the orthographic projections of the central tunnel 13 and the seat mounting beam 14. This can also be understood as the orthographic projection of the connecting longitudinal beam 60 overlapping with the orthographic projection of the central tunnel 13, or the orthographic projection of the connecting longitudinal beam 60 overlapping with the orthographic projection of the seat mounting beam 14, or the orthographic projections of the connecting longitudinal beam 60 overlapping with both the orthographic projections of the central tunnel 13 and the seat mounting beam 14.

[0287] In the above technical solution, along the height direction of the chassis 100, at least one of the orthographic projections of the connecting longitudinal beam 60, the orthographic projections of the central channel 13, and the orthographic projections of the seat mounting beam 14 overlap, which facilitates the connection of the connecting longitudinal beam 60 with at least one of the central channel 13 and the seat mounting beam 14, facilitates the assembly of the chassis 100, improves the assembly efficiency of the chassis 100, and also facilitates the transmission of force between the connecting longitudinal beam 60 and the central channel 13, and between the connecting longitudinal beam 60 and the seat mounting beam 14.

[0288] According to some embodiments of this application, along the length of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the energy-absorbing structure 20 have an overlapping area.

[0289] Along the length of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the energy-absorbing structure 20 may partially coincide, or they may completely coincide. It should be noted that the orthographic projection of the connecting longitudinal beam 60 may overlap with the orthographic projection of the first energy-absorbing structure 21, or it may overlap with the orthographic projection of the second energy-absorbing structure 22, or the orthographic projection of the connecting longitudinal beam 60 may overlap with both the orthographic projections of the first and second energy-absorbing structures 21.

[0290] In the above technical solution, along the length of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the energy-absorbing structure 20 overlap. When the energy-absorbing structure 20 is impacted, the impact force can be transmitted to the connecting longitudinal beam 60 more quickly, thereby enabling the impact force to be rapidly transmitted to the rear of the chassis 100. This is beneficial to improving the force transmission performance between the energy-absorbing structure 20 and the connecting longitudinal beam 60, and to improving the supporting role of the connecting longitudinal beam 60 on the energy-absorbing structure 20, further enhancing the stability of the energy-absorbing structure 20 when subjected to external force collisions.

[0291] According to some embodiments of this application, the orthographic projection of the connecting longitudinal beam 60 is completely within the orthographic projection of the energy-absorbing structure 20.

[0292] Along the length of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 is completely within the orthographic projection range of the energy-absorbing structure 20.

[0293] In the above technical solution, along the length of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 is completely within the orthographic projection range of the energy-absorbing structure 20. When the energy-absorbing structure 20 is impacted, the impact force can be transmitted to the connecting longitudinal beam 60 more quickly, thereby allowing the impact force to be rapidly transmitted to the rear of the chassis 100. This is more conducive to improving the force transmission performance between the energy-absorbing structure 20 and the connecting longitudinal beam 60, and more conducive to improving the supporting role of the connecting longitudinal beam 60 on the energy-absorbing structure 20, further improving the stability of the energy-absorbing structure 20 when it is impacted by external forces.

[0294] According to some embodiments of this application, as shown in Figures 5-7, the chassis 100 of the vehicle 200 further includes a front floor 70 and a mounting bracket 80. The front floor 70 is located on the front side of the chassis body 10 and connected to the chassis body 10. At least a portion of the energy-absorbing structure 20 is located below the front floor 70, and the mounting bracket 80 connects the front floor 70 and the energy-absorbing structure 20.

[0295] As shown in Figures 5-7, the chassis 100 may further include a front floor 70 and a mounting bracket 80. Along the length of the chassis 100, the front floor 70 is located at the front of the chassis body 10 and is connected to the chassis body 10. The front floor 70 can be welded to the chassis body 10 or fixedly connected to the chassis body 10 by bolts. As an example, the front floor 70 can be connected to the support frame 12. Along the height of the chassis 100, the front floor 70 is located above the energy-absorbing structure 20, and at least a portion of the energy-absorbing structure 20 is located below the front floor 70. For example, at least one of the first energy-absorbing structure 21 and the second energy-absorbing structure 22 is located below the front floor 70. The mounting bracket 80 is fixedly connected to both the front floor 70 and the energy-absorbing structure 20. The mounting bracket 80 can be connected to the front floor 70 and the energy-absorbing structure 20 by bolts or by welding. The mounting bracket 80 can be constructed as a plate-like structure or a similar plate-like structure. The interior of the mounting bracket 80 can be provided with a cavity. The specific structure of the mounting bracket 80 is not specifically limited, as long as the mounting bracket 80 is fixedly connected to the front floor 70 and the energy-absorbing structure 20.

[0296] In the above technical solution, by connecting the front floor 70 and the energy-absorbing structure 20 through the mounting bracket 80, the positional stability of the energy-absorbing structure 20 can be improved, further enhancing the stability of the energy-absorbing structure 20 when subjected to external force collision. Furthermore, when the vehicle 200 collides, the force can be transmitted between the front floor 70 and the energy-absorbing structure 20, increasing the force transmission path of the chassis 100. This is more conducive to dispersing and transmitting the impact force received by the vehicle 200 to other structural components of the vehicle body, which can more effectively resist the kinetic energy during the collision process and further reduce the stress on the battery pack 300.

[0297] According to some embodiments of this application, as shown in Figures 3 and 5, the mounting bracket 80 includes: a first bracket body 81, a second bracket body 82, and a third bracket body 83. The first bracket body 81, the second bracket body 82, and the third bracket body 83 are arranged along the height direction of the chassis 100. The second bracket body 82 is connected between the first bracket body 81 and the third bracket body 83, and the second bracket body 82 forms an angle with at least one of the first bracket body 81 and the third bracket body 83. The first bracket body 81 is fixedly connected to the energy-absorbing structure 20, and the third bracket body 83 is connected to the front floor 70.

[0298] The mounting bracket 80 includes a first bracket body 81, a second bracket body 82, and a third bracket body 83. These three bodies can be integrally formed or welded together. The second bracket body 82 forms an angle with at least one of the first and third bracket bodies 81 and 83. Specifically, the second bracket body 82 may form an angle with either the first or third bracket body 83, or it may form angles with both the first and third bracket bodies 81. This application uses the example of the second bracket body 82 forming angles with both the first and third bracket bodies 83 for illustration. The angle between the second bracket body 82 and the first bracket body 81 can be 90° (i.e., the second bracket body 82 is perpendicular to the first bracket body 81), or the angle between the second bracket body 82 and the first bracket body 81 can be less than 90°. The angle between the second support body 82 and the third support body 83 can be 90° (i.e., the second support body 82 and the third support body 83 are perpendicular), or the angle between the second support body 82 and the third support body 83 can be less than 90°. The mounting bracket 80 is Z-shaped or similar. The first support body 81 can be fixedly connected to the first energy-absorbing structure 21 of the energy-absorbing structure 20. The first support body 81 and the first energy-absorbing structure 21 can be connected by welding, bolts, or other methods. The third support body 83 can be connected to the front floor 70 by welding, bolts, or other methods.

[0299] In the above technical solution, the mounting bracket 80 includes a first bracket body 81, a second bracket body 82 and a third bracket body 83, which facilitates the assembly of the mounting bracket 80 with the energy-absorbing structure 20 and the front floor 70, thereby improving the assembly efficiency of the chassis 100.

[0300] According to some embodiments of this application, as shown in Figures 3 and 5, the first support body 81 is located on the front side of the energy-absorbing structure 20, the second support body 82 and the third support body 83 are both located above the energy-absorbing structure 20, and the second support body 82 abuts against the energy-absorbing structure 20.

[0301] In some embodiments, the first support body 81 is located in front of the first energy-absorbing structure 21, and the second support body 82 and the third support body 83 are both located above the first energy-absorbing structure 21, with the second support body 82 abutting against the first energy-absorbing structure 21.

[0302] In the above technical solution, the second support body 82 abuts against the energy-absorbing structure 20, so that the mounting bracket 80 can restrict the upward movement of the energy-absorbing structure 20, which is conducive to the energy-absorbing structure 20 absorbing energy better.

[0303] According to some embodiments of this application, as shown in FIG7, the chassis 100 of the vehicle 200 further includes: a first longitudinal beam 90 and a second longitudinal beam 91. The first longitudinal beam 90 and the second longitudinal beam 91 are arranged opposite to each other and spaced apart along the width direction of the chassis 100. Along the driving direction of the vehicle 200, the first longitudinal beam 90 and the second longitudinal beam 91 are located in front of the chassis body 10 and are both connected to the chassis body 10. Along the width direction of the chassis 100, at least a portion of the energy-absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91.

[0304] The chassis 100 may further include a first longitudinal beam 90 and a second longitudinal beam 91. The first longitudinal beam 90 and the second longitudinal beam 91 are arranged opposite each other along the width direction of the chassis 100. The first longitudinal beam 90 and the second longitudinal beam 91 are spaced apart along the width direction of the chassis 100. Along the width direction of the chassis 100, the orthographic projection of the first longitudinal beam 90 and the orthographic projection of the second longitudinal beam 91 have an overlapping area. For example, the orthographic projection of the first longitudinal beam 90 and the orthographic projection of the second longitudinal beam 91 completely overlap. Along the driving direction of the vehicle 200, i.e., along the longitudinal direction of the vehicle 200, both the first longitudinal beam 90 and the second longitudinal beam 91 are located in front of the chassis body 10, and both the first longitudinal beam 90 and the second longitudinal beam 91 are fixedly connected to the chassis body 10. The first longitudinal beam 90 and the second longitudinal beam 91 can be welded to the chassis body 10, or they can be fixedly connected to the chassis body 10 by bolts. As an example, the first longitudinal beam 90 and the second longitudinal beam 91 are respectively fixedly connected to two door sill beams 122. Along the width direction of the chassis 100, at least a portion of the energy-absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91. It should be explained that at least a portion of the first energy-absorbing structure 21 is located between the first longitudinal beam 90 and the second longitudinal beam 91, or all of the first energy-absorbing structure 21 and at least a portion of the second energy-absorbing structure 22 are located between the first longitudinal beam 90 and the second longitudinal beam 91.

[0305] In the above technical solution, since both the first longitudinal beam 90 and the second longitudinal beam 91 are connected to the chassis body 10, the collision force received by the vehicle 200 can be transmitted to the first longitudinal beam 90 and the second longitudinal beam 91. This increases the force transmission path of the chassis 100, making it easier to disperse and transmit the impact force received by the vehicle 200 to other structural components of the vehicle body. This can more effectively resist the kinetic energy during the collision and further reduce the stress on the battery assembly 300. Furthermore, along the width direction of the chassis 100, at least a portion of the energy-absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91. When at least one of the first longitudinal beam 90 and the second longitudinal beam 91 is impacted and bends inward, it is beneficial for at least one of the first longitudinal beam 90 and the second longitudinal beam 91 to come into contact with the energy-absorbing structure 20. This facilitates the transmission of the collision force on the first longitudinal beam 90 and the second longitudinal beam 91 to the energy-absorbing structure 20, which is beneficial for the decomposition of the collision force. At the same time, it can also improve the structural compactness of the chassis 100.

[0306] According to some embodiments of this application, as shown in FIG7, the energy-absorbing structure 20 is spaced apart from the first longitudinal beam 90 and the second longitudinal beam 91.

[0307] As shown in Figure 7, along the width direction of the chassis 100, the energy-absorbing structure 20, located between the first longitudinal beam 90 and the second longitudinal beam 91, is spaced apart from both the first longitudinal beam 90 and the second longitudinal beam 91. By separating the energy-absorbing structure 20 from the first longitudinal beam 90 and the second longitudinal beam 91, the risk of interference and abnormal noise generated when the vehicle 200 is in motion is reduced, which helps improve the NVH (Noise, Vibration, Harshness) performance of the vehicle 200.

[0308] According to some embodiments of this application, as shown in Figures 7 and 8, the chassis 100 further includes a connecting bracket 92, which connects the energy-absorbing structure 20 to at least one of the first longitudinal beam 90 and the second longitudinal beam 91.

[0309] The chassis 100 may further include a connecting bracket 92, which can be connected between the energy-absorbing structure 20 and the first longitudinal beam 90. The connecting bracket 92 can be welded to the first longitudinal beam 90, or it can be bolted to the first longitudinal beam 90. Alternatively, a connecting bracket 92 can be connected between the energy-absorbing structure 20 and the second longitudinal beam 91. The connecting bracket 92 can be welded to the second longitudinal beam 91, or it can be bolted to the second longitudinal beam 91. Alternatively, connecting brackets 92 can be connected between the energy-absorbing structure 20 and the first longitudinal beam 90, and between the energy-absorbing structure 20 and the second longitudinal beam 91. The connecting bracket 92 can be directly connected to the energy-absorbing structure 20, for example, by welding the connecting bracket 92 to the energy-absorbing structure 20, or by bolting the connecting bracket 92 to the energy-absorbing structure 20. The connecting bracket 92 can also be indirectly connected to the energy-absorbing structure 20 through an adapter, or it can be fixedly connected to the conducting beam 40, thereby indirectly connecting to the energy-absorbing structure 20 through the conducting beam 40.

[0310] In the above technical solution, by connecting the energy-absorbing structure 20 to at least one of the first longitudinal beam 90 and the second longitudinal beam 91 through the connecting bracket 92, the energy-absorbing structure 20 can be more stably mounted on the chassis 100, which can further improve the positional stability of the energy-absorbing structure 20 and further improve the stability of the energy-absorbing structure 20 when subjected to external force collision. Furthermore, when the vehicle 200 is involved in a collision, the force can be transmitted between the energy-absorbing structure 20 and the first longitudinal beam 90 and the second longitudinal beam 91, increasing the force transmission path of the chassis 100. This is more conducive to dispersing and transmitting the impact force received by the vehicle 200 to other structural components of the vehicle body, which can more effectively resist the kinetic energy during the collision process and further reduce the force on the battery pack 300.

[0311] According to some embodiments of this application, as shown in FIG7, the chassis body 10 further includes an electrical compartment 15, which is used to house electrical devices that are electrically connected to the battery assembly 300 in the energy compartment 11. Along the driving direction of the vehicle 200, the energy compartment 11 is located in front of the electrical compartment 15.

[0312] As shown in Figures 4 and 7, the chassis body 10 also includes an electrical compartment 15. That is, the chassis body 10 defines the electrical compartment 15. Along the driving direction of the vehicle 200, i.e., along the length direction of the vehicle 200, the energy compartment 11 is located in front of the electrical compartment 15. As an example, the chassis body 10 may include a third connecting beam 16, located behind the rear crossbeam 121. The third connecting beam 16 is spaced apart from the rear crossbeam 121 and extends along the width direction of the chassis 100. Both ends of the third connecting beam 16 are connected to two sill beams 122. The third connecting beam 16, the rear crossbeam 121, and the two sill beams 122 together define the electrical compartment 15, which houses electrical components electrically connected to the battery pack 300 within the energy compartment 11.

[0313] In the above technical solution, the energy compartment 11 is located in front of the electrical compartment 15, and the electrical components that are electrically connected to the battery pack 300 in the energy compartment 11 are installed in the electrical compartment 15. When a collision occurs in front of the vehicle 200, the collision force is transmitted from the front of the chassis 100 to the rear. Since the collision force gradually decreases as it is transmitted rearward, the force on the electrical components can be reduced, the risk of short circuit caused by the compression of the electrical components can be reduced, the risk of deformation and damage to the battery pack 300 can be further reduced, and the reliability of the battery pack 300 can be further improved.

[0314] According to some embodiments of this application, the chassis 100 may include a support plate (not shown in the figure), which is disposed above the connecting longitudinal beam 60 and below the central channel 13 and the seat mounting beam 14. The support plate can serve as the upper cover of the energy compartment 11.

[0315] According to some embodiments of this application, this application also provides a vehicle 200, including the chassis 100 of the vehicle 200 described above, which is beneficial to improving the reliability of the vehicle 200.

[0316] According to some embodiments of this application, referring to FIG7, this application provides a chassis 100 of a vehicle 200. The chassis body 10 includes a support frame 12, and the support frame 12 forms an energy compartment 11 for accommodating a battery assembly 300. Along the length direction of the chassis 100, an energy-absorbing structure 20 is disposed in front of the support frame 12. The energy-absorbing structure 20 includes a first energy-absorbing structure 21 and a second energy-absorbing structure 22. The second energy-absorbing structure 22 is located between the first energy-absorbing structure 21 and the support frame 12, and the second energy-absorbing structure 22 is fixedly connected to both the first energy-absorbing structure 21 and the support frame 12. The second energy-absorbing structure 22 is connected to the first energy-absorbing structure 21 through a conductive beam 40. The conductive beam 40 extends along the width direction of the chassis 100, and its two ends are respectively connected to two door sill beams 122. The energy chamber 11 is equipped with a connecting longitudinal beam 60. The two ends of the connecting longitudinal beam 60 are connected to two cross beams 121 respectively. Along the length of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 and the orthographic projection of the energy absorption structure 20 have an overlapping area.

[0317] The chassis body 10 also includes a center channel 13 and a seat mounting beam 14, both located above the connecting longitudinal beam 60. The seat mounting beam 14 connects between two sill beams 122. The center channel 13 is connected to the seat mounting beam 14, and the connecting longitudinal beam 60 is connected to at least one of the center channel 13 and the seat mounting beam 14. Along the height direction of the chassis 100, the orthographic projection of the connecting longitudinal beam 60 overlaps with at least one of the orthographic projections of the center channel 13 and the seat mounting beam 14. The chassis 100 also includes a front floor 70 and a mounting bracket 80. The front floor 70 is located at the front of the chassis body 10 and connected to it. At least a portion of the energy-absorbing structure 20 is located below the front floor 70, and the mounting bracket 80 connects the front floor 70 and the energy-absorbing structure 20.

[0318] The chassis 100 also includes a connecting bracket 92, a first longitudinal beam 90, and a second longitudinal beam 91. The first longitudinal beam 90 and the second longitudinal beam 91 are arranged opposite to each other and spaced apart along the width direction of the chassis 100. Along the driving direction of the vehicle 200, the first longitudinal beam 90 and the second longitudinal beam 91 are located in front of the chassis body 10 and are both connected to the chassis body 10. Along the width direction of the chassis 100, at least a portion of the energy-absorbing structure 20 is located between the first longitudinal beam 90 and the second longitudinal beam 91. A connecting bracket 92 connects the energy-absorbing structure 20 to the first longitudinal beam 90, and a connecting bracket 92 also connects the energy-absorbing structure 20 to the second longitudinal beam 91. The chassis body 10 also includes an electrical compartment 15, which is used to house electrical devices electrically connected to the battery assembly 300 in the energy compartment 11. Along the driving direction of the vehicle 200, the energy compartment 11 is located in front of the electrical compartment 15.

[0319] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0320] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0321] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle chassis, wherein, include: The chassis body includes an energy compartment for housing battery components. An energy-absorbing structure is provided along the length of the chassis, located at least on one side in front of or behind the battery assembly, and along the width of the chassis, at least a portion of the energy-absorbing structure is located in the middle region of the chassis, and the energy-absorbing structure is fixedly connected to the chassis body.

2. The chassis of the vehicle according to claim 1, wherein, The energy-absorbing structure includes a first energy-absorbing structure, which is connected to the chassis body. At least a portion of the first energy-absorbing structure is located in the middle region of the chassis along the width direction of the chassis.

3. The chassis of the vehicle according to claim 2, wherein, The chassis body includes a support frame, which forms the energy chamber, and the first energy-absorbing structure is connected to the support frame.

4. The chassis of the vehicle according to claim 3, wherein, The support frame includes two crossbeams and two sill beams. The two crossbeams are arranged opposite to each other and spaced apart along the length of the chassis, and the two sill beams are arranged opposite to each other and spaced apart along the width of the chassis. The first energy-absorbing structure is connected to at least one of the two crossbeams.

5. The chassis of the vehicle according to claim 4, wherein, Along the length of the chassis, the orthographic projection of the first energy-absorbing structure and the orthographic projection of the crossbeam have an overlapping area.

6. The chassis of the vehicle according to claim 5, wherein, Along the length of the chassis, the area of ​​the orthographic projection of the first energy-absorbing structure is A1, and the area of ​​the overlapping region between the orthographic projection of the first energy-absorbing structure and the orthographic projection of the crossbeam is A2, satisfying: 10% ≤ A2 / A1 ≤ 100%.

7. The chassis of the vehicle according to claim 5 or 6, wherein, The orthographic projection of the first energy-absorbing structure lies entirely within the orthographic projection of the crossbeam.

8. The chassis of the vehicle according to any one of claims 2-7, wherein, The energy-absorbing structure includes multiple first energy-absorbing structures arranged along the length direction of the chassis, and adjacent first energy-absorbing structures along the length direction of the chassis are connected.

9. The chassis of the vehicle according to claim 8, wherein, The energy-absorbing structure also includes a first connecting beam, and adjacent first energy-absorbing structures along the length direction of the chassis are connected by the first connecting beam.

10. The chassis of the vehicle according to claim 8 or 9, wherein, Along the direction away from the energy chamber, the dimensions of each of the first energy-absorbing structures decrease sequentially along the width direction of the chassis.

11. The chassis of the vehicle according to any one of claims 2-10, wherein, The energy-absorbing structure includes a plurality of first energy-absorbing structures arranged along the width direction of the chassis.

12. The chassis of the vehicle according to claim 11, wherein, Multiple first energy-absorbing structures are arranged at intervals along the width direction of the chassis; or, At least two of the first energy-absorbing structures are arranged in a cross pattern; or At least two of the first energy-absorbing structures that are adjacent along the width direction of the chassis are connected.

13. The chassis of the vehicle according to any one of claims 2-12, wherein, The energy-absorbing structure further includes a second energy-absorbing structure, which is located between the first energy-absorbing structure and the battery assembly along the length of the chassis.

14. The chassis of the vehicle according to claim 13, wherein, The second energy-absorbing structure is connected to the first energy-absorbing structure, and the second energy-absorbing structure is connected to the chassis body.

15. The chassis of the vehicle according to claim 14, wherein, The chassis body includes a support frame, which forms the energy chamber, and the second energy-absorbing structure is connected to the support frame.

16. The chassis of the vehicle according to claim 14 or 15, wherein, It also includes a conductive beam located between the first energy-absorbing structure and the second energy-absorbing structure, and the conductive beam connects the first energy-absorbing structure and the second energy-absorbing structure.

17. The chassis of the vehicle according to claim 16, wherein, The transmission beam extends along the width of the chassis and is connected to the chassis body.

18. The chassis of the vehicle according to any one of claims 13-17, wherein, Along the length of the chassis, the orthographic projection of the first energy-absorbing structure and the orthographic projection of the second energy-absorbing structure have an overlapping area.

19. The chassis of the vehicle according to claim 18, wherein, Along the length of the chassis, the area of ​​the orthographic projection of the first energy-absorbing structure is A1, and the area of ​​the overlapping region of the orthographic projections of the first and second energy-absorbing structures is A3, satisfying: 20% ≤ A3 / A1 ≤ 100%.

20. The chassis of the vehicle according to claim 18 or 19, wherein, The orthographic projection of the first energy-absorbing structure lies entirely within the orthographic projection of the second energy-absorbing structure.

21. The chassis of the vehicle according to any one of claims 13-20, wherein, The energy-absorbing structure includes multiple second energy-absorbing structures arranged along the length direction of the chassis, and adjacent second energy-absorbing structures along the length direction of the chassis are connected.

22. The chassis of the vehicle according to claim 21, wherein, The energy-absorbing structure also includes a second connecting beam, and adjacent second energy-absorbing structures along the length direction of the chassis are connected by the second connecting beam.

23. The chassis of the vehicle according to claim 21 or 22, wherein, Along the direction away from the energy chamber, the dimensions of each of the second energy-absorbing structures decrease sequentially along the width direction of the chassis.

24. The chassis of the vehicle according to any one of claims 13-23, wherein, The energy-absorbing structure includes a plurality of second energy-absorbing structures arranged along the width direction of the chassis.

25. The chassis of the vehicle according to claim 24, wherein, Multiple second energy-absorbing structures are arranged at intervals along the width direction of the chassis; or, At least two of the second energy-absorbing structures are arranged in a cross pattern; or At least two adjacent second energy-absorbing structures along the width direction of the chassis are connected.

26. The chassis of the vehicle according to any one of claims 13-25, wherein, The first energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag; and / or The second energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag.

27. The chassis of the vehicle according to claim 26, wherein, The energy-absorbing box has a hollow cavity that extends through the energy-absorbing box along the length of the chassis.

28. The chassis of the vehicle according to claim 26 or 27, wherein, The buffer frame encloses and forms a buffer cavity.

29. The chassis of the vehicle according to claim 28, wherein, The buffer cavity is provided with at least one of an energy-absorbing box, a spring, and an airbag.

30. The chassis of the vehicle according to any one of claims 1-29, wherein, It also includes a connecting longitudinal beam that extends along the length of the chassis and is located within the energy compartment.

31. The chassis of the vehicle according to claim 30, wherein, The connecting longitudinal beams are connected to the chassis body at both ends along the length of the chassis.

32. The chassis of the vehicle according to claim 31, wherein, The chassis body includes a support frame for forming the energy chamber. The support frame includes two crossbeams and two sill beams. The two crossbeams are arranged opposite to each other and spaced apart along the length of the chassis. The two sill beams are arranged opposite to each other and spaced apart along the width of the chassis. Each crossbeam is connected to at least one sill beam. A connecting longitudinal beam connects the two crossbeams. Along the width of the chassis, the orthographic projections of the crossbeams and the sill beams have overlapping areas, and the orthographic projections of the connecting longitudinal beams and the sill beams also have overlapping areas.

33. The chassis of the vehicle according to claim 32, wherein, The battery assembly includes multiple battery cells, at least some of which abut against the crossbeam or the sill beam.

34. The chassis of the vehicle according to claim 32 or 33, wherein, The chassis body also includes: a central channel and a seat mounting beam, both of which are located above the connecting longitudinal beam. The seat mounting beam is connected between the two sill beams. The central channel is connected to the seat mounting beam, and the connecting longitudinal beam is connected to at least one of the central channel and the seat mounting beam.

35. The chassis of the vehicle according to claim 34, wherein, Along the height direction of the chassis, the orthographic projection of the connecting longitudinal beam overlaps with at least one of the orthographic projections of the central channel and the seat mounting beam.

36. The chassis of the vehicle according to any one of claims 30-35, wherein, Along the length of the chassis, the orthographic projection of the connecting longitudinal beam and the orthographic projection of the energy-absorbing structure have an overlapping area.

37. The chassis of the vehicle according to claim 36, wherein, The orthographic projection of the connecting longitudinal beam lies entirely within the orthographic projection of the energy-absorbing structure.

38. The chassis of the vehicle according to any one of claims 1-37, wherein, Also includes: The front floor and mounting bracket are provided, wherein the front floor is located at the front of the chassis body and connected to the chassis body, at least a portion of the energy-absorbing structure is located below the front floor, and the mounting bracket connects the front floor and the energy-absorbing structure.

39. The chassis of the vehicle according to claim 38, wherein, The mounting bracket includes a first bracket body, a second bracket body, and a third bracket body. The first bracket body, the second bracket body, and the third bracket body are arranged along the height direction of the chassis. The second bracket body is connected between the first bracket body and the third bracket body, and the second bracket body forms an angle with at least one of the first bracket body and the third bracket body. The first bracket body is fixedly connected to the energy-absorbing structure, and the third bracket body is connected to the front floor.

40. The chassis of the vehicle according to claim 39, wherein, The first support body is located on the front side of the energy-absorbing structure, and the second support body and the third support body are both located above the energy-absorbing structure, with the second support body abutting against the energy-absorbing structure.

41. The chassis of the vehicle according to any one of claims 1-40, wherein, Also includes: The first longitudinal beam and the second longitudinal beam are arranged opposite to each other and spaced apart along the width direction of the chassis. Along the driving direction of the vehicle, the first longitudinal beam and the second longitudinal beam are located in front of the chassis body and are both connected to the chassis body. Along the width direction of the chassis, at least a portion of the energy-absorbing structure is located between the first longitudinal beam and the second longitudinal beam.

42. The chassis of the vehicle according to claim 41, wherein, The energy-absorbing structure is spaced apart from both the first longitudinal beam and the second longitudinal beam.

43. The chassis of the vehicle according to claim 41 or 42, wherein, Also includes: A connecting bracket connects the energy-absorbing structure to at least one of the first longitudinal beam and the second longitudinal beam.

44. The chassis of the vehicle according to any one of claims 1-43, wherein, The chassis body also includes an electrical compartment, which is used to house electrical devices that are electrically connected to the battery pack in the energy compartment. Along the driving direction of the vehicle, the energy compartment is located in front of the electrical compartment.

45. A vehicle, wherein, Includes the chassis of the vehicle according to any one of claims 1-44.

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