Chassis of vehicle, and vehicle

Abstract

A chassis of a vehicle. The chassis comprises: a left side sill (111) and a right side sill (112) that are spaced apart in a first direction, and a front cross beam (13) and a rear cross beam (22) that are spaced apart in a second direction and located between the left side sill (111) and the right side sill (112), wherein the first direction and the second direction are perpendicular to each other, and both the front cross beam (13) and the rear cross beam (22) are connected to the left side sill (111) and the right side sill (112) to enclose an energy compartment for accommodating a battery assembly; a seat cross beam (15), which extends in the first direction, is located above the energy compartment, and is connected to the left side sill (111) and the right side sill (112); a center tunnel (12), which extends in the second direction, is located above the energy compartment, and is connected to the seat cross beam (15); and an energy absorption structure (21), which is at least partially located in front of the energy compartment and is connected to both the center tunnel (12) and the front cross beam (13). The chassis can reduce the probability of fires and explosions of the battery assembly when a vehicle is involved in a high-speed collision accident, thereby optimizing the collision safety performance of the vehicle. The present application further relates to a vehicle comprising the chassis.

Description

Chassis of vehicle and vehicle TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a chassis of vehicle and vehicle. BACKGROUND

[0002] Collision safety is a very important performance of a vehicle. When a vehicle collides (especially the front part of the vehicle), a huge collision impact force is often generated, which can crush the front structure of the vehicle and cause the battery assembly on the chassis of the vehicle to be subjected to a huge impact force, and even cause the battery assembly to explode and other serious accidents.

[0003] To enhance the collision safety performance of the vehicle, many vehicle passive safety-related technologies have been developed and applied to the vehicle, such as adding an energy-absorbing collapse structure at the front end of the longitudinal beam, optimizing the force transmission path, and various ways. The energy-absorbing collapse method can absorb the impact force during the collision by deforming to reduce the maximum damage that the battery assembly may suffer when the vehicle collides.

[0004] However, when the vehicle collides at a high speed (for example, greater than 100 kph), the impact energy is very large at the moment of vehicle collision. Due to the limitation of space arrangement, the space available for energy-absorbing collapse of the front of the vehicle, especially the longitudinal beam part of the vehicle body, is often limited. The collapse deformation of the front part can only absorb part of the energy, and the excess energy, if not quickly absorbed or transmitted through a reasonable transmission path, will still increase the damage index to the battery assembly.

[0005] SUMMARY

[0006] The present application provides a chassis of vehicle and vehicle to minimize the negative impact of high-speed collision impact energy on the safety of the battery assembly, reduce the probability of fire and explosion of the battery assembly when the vehicle collides at high speed, and optimize the collision safety performance of the whole vehicle.

[0007] In a first aspect, the embodiments of the present application provide a chassis of vehicle, comprising:

[0008] A left rocker and a right rocker are arranged at intervals along a first direction, and a front cross beam and a rear cross beam are arranged at intervals along a second direction and located between the left rocker and the right rocker, the first direction and the second direction are perpendicular to each other, and the front cross beam and the rear cross beam are connected to the left rocker and the right rocker to form an energy compartment for accommodating a battery assembly;

[0009] A seat cross beam extends along the first direction and is located above the energy compartment, and the seat cross beam is connected to the left rocker and the right rocker;

[0010] a middle channel, the middle channel extending along the second direction and being located above the energy tank, the middle channel being connected to the seat cross beam;

[0011] an energy-absorbing structure, at least part of the energy-absorbing structure being located in front of the energy tank, and the energy-absorbing structure being connected to the middle channel and the front cross beam.

[0012] In the above technical solution, by arranging the energy-absorbing structure in front of the energy tank and connecting the energy-absorbing structure to the middle channel and the front cross beam, the collision force is transmitted in the first direction and then transmitted in the second direction and dispersed to the left and right door sill beams, so as to relieve the negative impact of the collision impact energy on the safety of the battery assembly as much as possible, thereby reducing the probability of fire and explosion of the battery assembly when the vehicle has a high-speed collision accident, and further optimizing the collision safety performance of the vehicle.

[0013] In some embodiments, the energy-absorbing structure comprises:

[0014] a first energy-absorbing member, the first energy-absorbing member being mounted to a front end of the middle channel;

[0015] a second energy-absorbing member, the second energy-absorbing member being mounted to a front end of the front cross beam and being located below the first energy-absorbing member.

[0016] In some embodiments, at least part of the second energy-absorbing member is located in a middle region of the front cross beam along the first direction.

[0017] In some embodiments, the chassis of the vehicle further comprises:

[0018] a connecting longitudinal beam located in the energy tank, the connecting longitudinal beam extending along the second direction and being connected between the front cross beam and the rear cross beam, the connecting longitudinal beam being connected to the seat cross beam.

[0019] In some embodiments, along the second direction, the connecting longitudinal beam is oppositely arranged with at least part of the second energy-absorbing member.

[0020] In some embodiments, a part of the connecting longitudinal beam and the front cross beam are located below the first energy-absorbing member.

[0021] In some embodiments, the second energy-absorbing member is connected to the front cross beam through an assembly, and the assembly is connected to at least two outer walls of the front cross beam.

[0022] In some embodiments, the assembly comprises a first plate body and a second plate body arranged in connection and intersection, and the first plate body and the second plate body are respectively connected to two adjacent outer walls of the front cross beam.

[0023] In some embodiments, the front end surface of the first energy-absorbing member is flush with the front end surface of the second energy-absorbing member; or, the front end surface of one of the first and second energy-absorbing members protrudes from the front end surface of the other.

[0024] In some embodiments, the first energy-absorbing member and the second energy-absorbing member are integrally formed.

[0025] In some embodiments, the energy-absorbing structure comprises a plurality of sub-energy-absorbing members distributed at intervals along a first direction, each of the sub-energy-absorbing members being connected to the middle channel and the front cross beam.

[0026] In some embodiments, the middle channel comprises a connecting section and a main section connected along a second direction, the connecting section being connected to the energy-absorbing structure, the main section being connected to the seat cross beam, and the maximum width of the connecting section along the first direction being greater than the maximum width of the main section along the first direction.

[0027] In some embodiments, the front cross beam has a first connecting portion for connecting to the energy-absorbing structure, the first connecting portion being provided with a first reinforcing structure.

[0028] In some embodiments, the first connecting portion is located in a middle region of the front cross beam, and the first reinforcing structure fills the first connecting portion.

[0029] In some embodiments, the energy-absorbing structure further comprises a third energy-absorbing member, and the chassis further comprises:

[0030] a front wall cross beam, the third energy-absorbing member, and a support assembly, all of which are located above the first and second energy-absorbing members, the front wall cross beam extending along the first direction and being located in front of the front cross beam;

[0031] wherein the third energy-absorbing member is located in front of the front wall cross beam and connected to the front wall cross beam, and the support assembly is located behind the front wall cross beam and connected between the front wall cross beam and the middle channel.

[0032] In some embodiments, the support assembly comprises:

[0033] a support frame, the support frame being in a bent shape and connected between the front wall cross beam and the middle channel;

[0034] a connecting plate, the connecting plate being connected between two ends of the support frame along the second direction, and at least a portion of the connecting plate being arranged downwardly inclined relative to the second direction.

[0035] In some embodiments, the front wall cross beam has a second connecting portion for connecting to the third energy-absorbing member, the second connecting portion being provided with a second reinforcing structure.

[0036] In some embodiments, the second connecting portion is located in a middle region of the front wall transverse beam, and the second reinforcing structure fills the second connecting portion.

[0037] In some embodiments, the energy-absorbing structure has cavities extending through the energy-absorbing structure in the second direction.

[0038] In some embodiments, multiple cavities are provided, and a partition rib is arranged between two adjacent cavities.

[0039] In a second aspect, the embodiments of the present application provide a vehicle, comprising:

[0040] A chassis of the vehicle as in any of the above.

[0041] In the above technical solution, by arranging the chassis of the vehicle, the collision force is transmitted in the first direction and then transmitted in the second direction, and then dispersed to the left and right rocker beams, so as to relieve the negative impact of the collision impact energy on the safety of the battery assembly as much as possible, thereby reducing the probability of fire and explosion of the battery assembly when the vehicle has a high-speed collision accident, and further optimizing the collision safety performance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor.

[0043] FIG. 1 is a structural schematic diagram of a chassis of a vehicle according to some embodiments of the present application;

[0044] FIG. 2 is a structural schematic diagram of a chassis of a vehicle according to some embodiments of the present application;

[0045] FIG. 3 is a top view of a chassis of a vehicle according to some embodiments of the present application;

[0046] FIG. 4 is a bottom view of a chassis of a vehicle according to some embodiments of the present application;

[0047] FIG. 5 is a partial cross-sectional view of section A-A in FIG. 3;

[0048] FIG. 6 is an assembly schematic diagram of a first energy-absorbing member and a front transverse beam according to some embodiments of the present application;

[0049] FIG. 7 is a partial structural schematic diagram of a chassis of a vehicle according to some embodiments of the present application;

[0050] Fig. 8 is a partial structural schematic view of a chassis of a vehicle according to some embodiments of the present application;

[0051] Fig. 9 is a partial structural schematic view of a chassis of a vehicle according to some embodiments of the present application;

[0052] Fig. 10 is a schematic view of a position of a first connecting portion according to some embodiments of the present application;

[0053] Fig. 11 is a schematic view of a position of a second connecting portion according to some embodiments of the present application;

[0054] Fig. 12 is a structural schematic view of an energy-absorbing structure according to some embodiments of the present application;

[0055] Fig. 13 is a structural schematic view of an energy-absorbing structure according to some embodiments of the present application;

[0056] Fig. 14 is a structural schematic view of an energy-absorbing structure according to some embodiments of the present application;

[0057] Fig. 15 is a structural schematic view of an energy-absorbing structure according to some embodiments of the present application;

[0058] Fig. 16 is a structural schematic view of an energy-absorbing structure according to some embodiments of the present application.

[0059] Reference signs:

[0060] Left rocker beam 111, right rocker beam 112;

[0061] Middle channel 12, connecting section 121, main body section 122;

[0062] Front cross beam 13, first connecting portion 131;

[0063] Connecting longitudinal beam 14, seat cross beam 15;

[0064] Front wall cross beam 16, second connecting portion 161;

[0065] Support assembly 17, support bracket 171, connecting plate 172;

[0066] Assembly 18, first plate body 181, second plate body 182;

[0067] Energy-absorbing structure 21, first energy-absorbing member 211, second energy-absorbing member 212, sub energy-absorbing member 213, cavity 214, partition rib 215, third energy-absorbing member 216;

[0068] Rear cross beam 22. DETAILED DESCRIPTION

[0069] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0070] Unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs; the terms used in the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "include" and "have" and any variations thereof in the specification and claims of the present application and the above description of drawings are intended to cover non-exclusive inclusion. The terms "first", "second" and the like in the specification and claims of the present application and the above description of drawings are used to distinguish different objects, not to describe a particular order or primary and secondary relationship.

[0071] In the present application, the phrase "embodiments" means that the specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The appearance of this phrase at various places in the specification does not necessarily mean the same embodiment, nor is it an independent or alternative embodiment to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in the present application can be combined with other embodiments.

[0072] In the description of the present application, it should be noted that, unless otherwise explicitly specified and limited, the terms "mount", "connect", "connection", "attach" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be direct connection, or indirect connection through intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0073] In the present application, the term "and / or" is only a description of the association relationship between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " in the present application generally represents an "or" relationship between the front and rear associated objects.

[0074] In the present application, "multiple" means two or more (including two), and similarly, "multiple groups" means two or more groups (including two groups), and "multiple pieces" means two or more pieces (including two pieces).

[0075] In recent years, new energy vehicles have made a leap in development. In the field of electric vehicles, power batteries, as the power source of electric vehicles, play an irreplaceable important role. The battery assembly is composed of a box body and a plurality of battery monomers contained in the box body. Among them, the battery assembly as a core part of new energy vehicles has higher requirements in terms of safety and cycle service life.

[0076] The inventors found that in order to enhance the crash safety performance of the vehicle, many technologies related to vehicle passive safety have been developed and applied to the vehicle, such as adding energy-absorbing collapse structure at the front end of the longitudinal beam, optimizing the force transmission path, and various ways. The energy-absorbing collapse mode can absorb the impact force during the collision by deforming to reduce the maximum damage that the battery assembly may suffer when the vehicle collides. However, when the vehicle collides at a high speed (e.g., greater than 100 kph), the impact energy is very large at the moment of vehicle collision, and due to the limitation of space arrangement, the space available for energy-absorbing collapse of the front of the vehicle, especially the longitudinal beam part of the vehicle body, is often limited. The collapse deformation of the front part can only absorb part of the energy, and the excess energy, if not quickly absorbed or transmitted through a reasonable transmission path, will still increase the damage index to the battery assembly.

[0077] In related technologies, for a fuel vehicle, an energy-absorbing collapse structure is generally not arranged between the front cross beam and the crash beam. For a front-engine rear-drive fuel vehicle, a longitudinal transmission shaft needs to be arranged in the corresponding area, and there is no more space for arranging the energy-absorbing collapse structure, and since a longitudinal transmission shaft from the front engine compartment to the rear axle is arranged, even if the relevant energy-absorbing collapse structure is arranged, it is actually not possible to truly realize energy-absorbing collapse; for a front-engine front-drive fuel vehicle, since the engine and a large number of transmission mechanisms are placed in the front engine compartment, the energy-absorbing collapse structure is generally arranged in the front or middle part of the front engine compartment, and an energy-absorbing collapse structure is not arranged between the front cross beam and the crash beam.

[0078] Based on the above considerations, in order to solve the problem that the safety of the battery assembly is difficult to guarantee when the electric vehicle collides during high-speed driving, the inventors have designed a vehicle chassis, which is characterized by comprising: a left rocker and a right rocker arranged at intervals along a first direction, a front cross beam and a rear cross beam arranged at intervals along a second direction and located between the left rocker and the right rocker, a seat cross beam, a middle channel, and an energy-absorbing structure. The first direction and the second direction are perpendicular to each other, the front cross beam and the rear cross beam are connected to the left rocker and the right rocker to form an energy compartment for accommodating the battery assembly; the seat cross beam extends along the first direction and is located above the energy compartment, and the seat cross beam is connected to the left rocker and the right rocker; the middle channel extends along the second direction and is located above the energy compartment, and the middle channel is connected to the seat cross beam; at least part of the energy-absorbing structure is located in front of the energy compartment, and the energy-absorbing structure is connected to the middle channel and the front cross beam.

[0079] In the chassis of the vehicle with the structure, by arranging the energy absorption structure in front of the energy warehouse and connecting the energy absorption structure with the middle channel and the front cross beam, the structure is adopted to realize the first direction transmission and the second direction transmission of the collision force, and then the collision force is dispersed to the left and right door sill beams, so as to relieve the negative impact of the impact energy of high-speed collision on the safety of the battery assembly as much as possible, thereby reducing the probability of fire and explosion of the battery assembly when the vehicle has a high-speed collision accident, and further optimizing the collision safety performance of the whole vehicle.

[0080] The vehicle provided in the present application can be a new energy vehicle, which can be a pure electric vehicle, a hybrid vehicle or a range extended vehicle. The vehicle can be provided with a motor, a controller and a battery assembly, and the controller is used to control the power supply of the motor by the battery assembly. For example, the battery can be arranged at the bottom of the chassis of the vehicle. The battery assembly can be used for power supply of the vehicle, for example, the battery assembly can be used as an operating power source of the vehicle, which is used for the circuit system of the vehicle, for example, for the working power demand of the vehicle during starting, navigation and running. In another embodiment of the present application, the battery assembly can not only be used as an operating power source of the vehicle, but also be used as a driving power source of the vehicle, which replaces or partially replaces fuel or natural gas to provide driving power for the vehicle.

[0081] According to some embodiments of the present application, as shown in FIGS. 1-4, the present application provides a chassis of a vehicle, which comprises: a left door sill beam 111 and a right door sill beam 112 arranged at intervals along a first direction, a front cross beam 13 and a rear cross beam 22 arranged at intervals along a second direction and located between the left door sill beam and the right door sill beam, a seat cross beam 15, a middle channel 12 and an energy absorption structure 21. The first direction and the second direction are perpendicular to each other, the front cross beam 13 and the rear cross beam 22 are connected to the left door sill beam and the right door sill beam to form an energy warehouse for accommodating a battery assembly; the seat cross beam 15 extends along the first direction and is located above the energy warehouse, and the seat cross beam 15 is connected to the left door sill beam 111 and the right door sill beam 112; the middle channel 12 extends along the second direction and is located above the energy warehouse, and the middle channel 12 is connected to the seat cross beam 15; at least part of the energy absorption structure 21 is located in front of the energy warehouse, and the energy absorption structure 21 is connected to the middle channel 12 and the front cross beam 13.

[0082] For example, in FIGS. 1-5, the first direction of the present application is the lateral direction of the vehicle; the second direction is the longitudinal direction of the vehicle; and the third direction is the vertical direction of the vehicle.

[0083] The connection mode between the energy absorption structure 21 and the front end of the middle channel 12 can include but is not limited to threaded connection, welding or riveting, etc., which is not limited here.

[0084] For example, in some embodiments, the connection mode between the energy absorption structure 21 and the front end of the middle channel 12 is threaded connection.

[0085] The connection between the energy-absorbing structure 21 and the front end of the front cross beam 13 can include, but is not limited to, threaded connection, welding, or riveting, etc., which is not limited here.

[0086] For example, in some embodiments, the connection between the energy-absorbing structure 21 and the front end of the front cross beam 13 is threaded connection.

[0087] In this embodiment, the chassis of the vehicle further includes a front floor body, the left rocker beam 111 and the right rocker beam 112 can be installed on both sides of the front floor body along the first direction, the front cross beam 13 and the rear cross beam 22 can be installed on the bottom surface of the front floor body, and the front cross beam 13 and the rear cross beam 22 can be installed on both ends of the front floor body along the second direction, the seat cross beam 15 and the middle tunnel 12 can be installed on the top surface of the front floor body, and the energy-absorbing structure 21 can be installed on the front end of the front floor body.

[0088] The battery assembly can be a plurality of battery monomers directly placed in the energy compartment formed by the chassis, in which case, part of the plurality of battery monomers can abut at least one of the left rocker beam 111, the right rocker beam 112, the front cross beam 13, and the rear cross beam 22; the battery assembly can also be a battery pack formed by packaging a plurality of battery monomers into a box.

[0089] The seat cross beam 15 is located below the seat of the vehicle, and one or more seat cross beams 15 can be provided, and more means two or more, for example, in some embodiments, as shown in FIGS. 1-4, two seat cross beams 15 are provided.

[0090] In actual implementation, as shown in FIG. 5, during the process of the vehicle being hit, the energy-absorbing structure 21 first absorbs part of the impact energy and collapses and deforms backward, and then the chassis of the vehicle can have the following force transmission paths: one, part of the remaining impact energy can be transmitted along the second direction to the middle tunnel 12 located in the middle layer, then along the first direction to the seat cross beam 15 connected with the middle tunnel 12, and finally along the second direction to the left rocker beam 111 and the right rocker beam 112 connected with the seat cross beam 15; two, another part of the remaining impact energy can be transmitted along the first direction to the front cross beam 13 located in the lower layer, and finally along the first direction to the left rocker beam 111 and the right rocker beam 112 connected with the front cross beam 13.

[0091] The chassis of the vehicle provided by the embodiments of the present application achieves the dispersion of the collision force to the left and right door sill beams 111 and 112 after the collision force is transmitted in the first direction and the second direction, and relieves the negative impact of the impact energy of high-speed collision on the safety of the battery assembly as much as possible, thereby reducing the probability of fire and explosion of the battery assembly when the vehicle has a high-speed collision accident, and further optimizing the collision safety performance of the whole vehicle.

[0092] According to some embodiments of the present application, as shown in FIGS. 1-5, the energy absorption structure 21 can include a first energy absorption piece 211 and a second energy absorption piece 212.

[0093] The first energy absorption piece 211 can be installed at the front end of the middle channel 12, and the second energy absorption piece 212 can be installed at the front end of the front cross beam 13, and the second energy absorption piece 212 can be located below the first energy absorption piece 211.

[0094] The first energy absorption piece 211 can include an energy absorption box, and the shape of the first energy absorption piece 211 can include but is not limited to a square, a prism, a cylinder, or an irregular special shape, etc., which is not limited here.

[0095] For example, in some embodiments, as shown in FIGS. 1-5, the shape of the first energy absorption piece 211 is a square.

[0096] In some embodiments, the first energy absorption piece 211 can also be a spring or an air bag.

[0097] The second energy absorption piece 212 can include an energy absorption box, and the shape of the second energy absorption piece 212 can include but is not limited to a square, a prism, a cylinder, or an irregular special shape, etc., which is not limited here.

[0098] For example, in some embodiments, as shown in FIGS. 1-5, the shape of the second energy absorption piece 212 is a square.

[0099] In some embodiments, the second energy absorption piece 212 can also be a spring or an air bag.

[0100] In actual implementation, during the process of the vehicle being hit, the chassis of the vehicle can have the following two force transmission paths: one part of the impact force can be transmitted to the first energy-absorbing member 211, the first energy-absorbing member 211 absorbs part of the impact energy and collapses and deforms rearward, and the remaining impact energy can be transmitted to the middle tunnel 12 connected with the first energy-absorbing member 211 in the second direction, then transmitted to the seat cross beam 15 connected with the middle tunnel 12 in the first direction, and finally transmitted to the left rocker beam 111 and the right rocker beam 112 connected with the seat cross beam 15 in the second direction; another part of the impact force can be transmitted to the second energy-absorbing member 212, the second energy-absorbing member 212 absorbs part of the impact energy and collapses and deforms rearward, and the remaining impact energy can be transmitted to the front cross beam 13 connected with the second energy-absorbing member 212 in the second direction, and finally transmitted to the left rocker beam 111 and the right rocker beam 112 connected with the front cross beam 13 in the first direction.

[0101] The chassis of the vehicle provided by the embodiment of the present application reduces the interference between the two force transmission paths by arranging the first energy-absorbing member 211 and the second energy-absorbing member 212, and by connecting the first energy-absorbing member 211 with the middle tunnel 12 in the middle layer and connecting the second energy-absorbing member 212 with the front cross beam 13 in the lower layer, so that only one of the first energy-absorbing member 211 and the second energy-absorbing member 212 is sacrificed in offset collision, thereby reducing the repair cost.

[0102] According to some embodiments of the present application, as shown in FIGS. 1-4, at least part of the second energy-absorbing member 212 can be located in the middle region of the front cross beam 13 in the first direction.

[0103] The middle region refers to a region covered by a certain distance on both sides of the center line of the front cross beam 13 in the first direction, for example, the middle region is set as a region covered by 0.5 m on both sides of the center line of the front cross beam 13 in the first direction.

[0104] It can be understood that arranging at least part of the second energy-absorbing member 212 in the middle region of the front cross beam 13 in the first direction enables the second energy-absorbing member 212 to extrude the middle region of the front cross beam 13 in the first direction as much as possible when collapsing and deforming rearward, so that the impact force transmitted by the second energy-absorbing member 212 to the front cross beam 13 can be more evenly dispersed to the left rocker beam 111 and the right rocker beam 112.

[0105] The chassis of the vehicle provided by the embodiment of the present application enables the second energy-absorbing member 212 to extrude the middle region of the front cross beam 13 in the first direction as much as possible when collapsing and deforming rearward, so that the impact force transmitted by the second energy-absorbing member 212 to the front cross beam 13 can be more evenly dispersed to the left rocker beam 111 and the right rocker beam 112, by arranging at least part of the second energy-absorbing member 212 in the middle region of the front cross beam 13 in the first direction.

[0106] According to some embodiments of the present application, as shown in FIGS. 1-5, the chassis of the vehicle further comprises a connecting longitudinal beam 14 located in the energy store.

[0107] The connecting longitudinal beam 14 extends along the second direction and is connected between the front cross beam 13 and the rear cross beam 22, and the connecting longitudinal beam 14 is connected with the seat cross beam 15.

[0108] The connecting longitudinal beam 14 can be mounted on the bottom surface of the front floor body, wherein the connecting longitudinal beam 14 is provided with one or more.

[0109] For example, in some embodiments, as shown in FIGS. 1-4, the connecting longitudinal beam 14 is provided with one, and the connecting longitudinal beam 14 is located in the middle of the chassis.

[0110] For example, in some other embodiments, the connecting longitudinal beam 14 is provided with three, and the three connecting longitudinal beams 14 can be distributed apart along the first direction.

[0111] In actual implementation, during the collision of the vehicle, the chassis of the vehicle can have the following third force transmission path: a part of the impact force can be transmitted to the second energy absorption member 212, the second energy absorption member 212 absorbs part of the impact energy and deforms by collapsing backward, and the remaining impact energy can be transmitted along the second direction to the front cross beam 13 connected with the second energy absorption member 212, and finally can continue to be transmitted along the second direction to the connecting longitudinal beam 14 connected with the front cross beam 13.

[0112] The chassis of the vehicle provided by the embodiments of the present application realizes the continuous transmission of the collision force along the second direction through the above-mentioned connecting longitudinal beam 14, and the collision force is finally transmitted to the connecting longitudinal beam 14 through the second energy absorption member 212 and the front cross beam 13. On the basis of the original two force transmission paths, the diversity of the force transmission path is increased, the negative impact of the impact energy of the high-speed collision on the safety of the battery assembly is relieved as much as possible, thereby reducing the probability of fire and explosion of the battery assembly when the vehicle has a high-speed collision accident, and further optimizing the collision safety performance of the whole vehicle.

[0113] According to some embodiments of the present application, as shown in FIGS. 1-4, along the second direction, the connecting longitudinal beam 14 is oppositely arranged with at least part of the second energy absorption member 212.

[0114] It can be understood that the center line of the connecting longitudinal beam 14 can be aligned with the center line of the second energy absorption member 212 as much as possible, and after the second energy absorption member 212 is fully crushed during the collision, the collision energy can be transmitted to the part of the opposite connecting longitudinal beam 14 along the second direction to further absorb and disperse the collision energy.

[0115] The chassis of the vehicle provided by the embodiments of the present application is beneficial to improve the force transmission performance between the second energy-absorbing member 212 and the connecting longitudinal beam 14, beneficial to improve the supporting effect of the connecting longitudinal beam 14 on the second energy-absorbing member 212, and further improve the stability of the energy-absorbing structure 21 when subjected to external force collision.

[0116] According to some embodiments of the present application, as shown in FIG. 5, a part of the connecting longitudinal beam 14 and the front cross beam 13 can be located below the first energy-absorbing member 211.

[0117] In this embodiment, as shown in FIG. 5, the rear end of the first energy-absorbing member 211 is connected to the front end of the middle channel 12, and the front end of the middle channel 12 is located behind the front cross beam 13, i.e., the front end of the middle channel 12 is located behind the front end of the connecting longitudinal beam 14. Due to the limited middle space, the thickness of the first energy-absorbing member 211 is smaller than that of the second energy-absorbing member 212. In order to optimize the buffering capacity of the first energy-absorbing member 211, the rear end of the first energy-absorbing member 211 is extended to above the connecting longitudinal beam 14.

[0118] In some embodiments, the first energy-absorbing member 211 can be fixedly connected to the connecting longitudinal beam 14 and / or the front cross beam 13, and the connection mode can include but is not limited to threaded connection, welding or riveting, etc., which is not limited herein.

[0119] The chassis of the vehicle provided by the embodiments of the present application is beneficial to improve the force transmission performance between the second energy-absorbing member 212 and the connecting longitudinal beam 14, beneficial to improve the supporting effect of the connecting longitudinal beam 14 on the second energy-absorbing member 212, and further improve the stability of the energy-absorbing structure 21 when subjected to external force collision.

[0120] According to some embodiments of the present application, as shown in FIG. 6, the second energy-absorbing member 212 can be connected to the front cross beam 13 through the assembling piece 18, and the assembling piece 18 can be connected to at least two outer walls of the front cross beam 13.

[0121] In this embodiment, as shown in FIG. 6, the assembling piece 18 can be a bent plate structure, and the assembling piece 18 can be attached to the two outer walls of the front cross beam 13. Specifically, the assembling piece 18 can be L-shaped, the assembling piece 18 can be attached to the front wall and the bottom wall of the front cross beam 13, and the assembling piece 18 can be connected to the front wall and the bottom wall of the front cross beam 13 through threaded connection or other modes. The rear end of the second energy-absorbing member 212 can be connected to the assembling piece 18 through welding or other modes, so that the second energy-absorbing member 212 is connected to the front cross beam 13 through the assembling piece 18.

[0122] In some embodiments, the assembly 18 can be in a U shape, and the assembly 18 is connected to three outer walls of the front cross beam 13, specifically, the assembly 18 can be connected to the front wall, the top wall and the bottom wall of the front cross beam 13.

[0123] In some other embodiments, the assembly 18 can be connected to four outer walls of the front cross beam 13.

[0124] The chassis of the vehicle provided by the embodiments of the present application can realize the assembly between the rear end of the second energy-absorbing member 212 and the front end of the front cross beam 13, increase the force transmission area between the second energy-absorbing member 212 and the front cross beam 13, and enable the front cross beam 13 to provide good support to the second energy-absorbing member 212.

[0125] According to some embodiments of the present application, as shown in FIG. 6, the assembly 18 comprises a first plate body 181 and a second plate body 182 connected and intersected, and the first plate body 181 and the second plate body 182 are respectively connected to two adjacent outer walls of the front cross beam 13.

[0126] In this embodiment, as shown in FIG. 6, the first plate body 181 and the second plate body 182 can be connected by bending, and the bending angle can be approximately a right angle, in other words, the first plate body 181 and the second plate body 182 can be in an L shape after assembly, wherein the first plate body 181 can be attached to the front wall of the front cross beam 13, and the second plate body 182 can be attached to the bottom wall of the front cross beam 13.

[0127] The chassis of the vehicle provided by the embodiments of the present application can realize the assembly between the rear end of the second energy-absorbing member 212 and the front end of the front cross beam 13, increase the force transmission area between the second energy-absorbing member 212 and the front cross beam 13, and enable the front cross beam 13 to provide good support to the second energy-absorbing member 212.

[0128] According to some embodiments of the present application, the front end face of the first energy-absorbing member 211 and the front end face of the second energy-absorbing member 212 can be flush; or, the front end face of one of the first energy-absorbing member 211 and the second energy-absorbing member 212 can be convex to the front end face of the other.

[0129] The arrangement of the first energy-absorbing member 211 and the second energy-absorbing member 212 can be at least one of the following:

[0130] First, the front end face of the first energy-absorbing member 211 and the front end face of the second energy-absorbing member 212 can be flush.

[0131] In this embodiment, as shown in FIG. 5, the first energy-absorbing member 211 and the second energy-absorbing member 212 can be stressed at substantially the same time and collapse simultaneously during the collision.

[0132] Secondly, the front end surface of the first energy-absorbing member 211 protrudes from the front end surface of the second energy-absorbing member 212.

[0133] In this embodiment, the front end surface of the first energy-absorbing member 211 is located in front of the front end surface of the second energy-absorbing member 212. During the collision, the first energy-absorbing member 211 in front can be stressed first and collapse, and in the case of a small collision force, the front half of the first energy-absorbing member 211 can be deformed to absorb all the impact energy. In the case of a large collision force, when the collision force is transmitted to the rear half of the first energy-absorbing member 211, the second energy-absorbing member 212 behind starts to be stressed and deformed.

[0134] Thirdly, the front end surface of the second energy-absorbing member 212 protrudes from the front end surface of the first energy-absorbing member 211.

[0135] In this embodiment, the front end surface of the second energy-absorbing member 212 is located in front of the front end surface of the first energy-absorbing member 211. During the collision, the second energy-absorbing member 212 in front can be stressed first and collapse, and in the case of a small collision force, the front half of the second energy-absorbing member 212 can be deformed to absorb all the impact energy. In the case of a large collision force, when the collision force is transmitted to the rear half of the second energy-absorbing member 212, the first energy-absorbing member 211 behind starts to be stressed and deformed.

[0136] It should be noted that in actual design, appropriate arrangement of the first energy-absorbing member 211 and the second energy-absorbing member 212 can be selected according to the specific arrangement of the front compartment, and the corresponding length can be adjusted adaptively.

[0137] The chassis of the vehicle provided by the embodiments of the present application can realize synchronous stress collapse of the first energy-absorbing member 211 and the second energy-absorbing member 212 when the front end surface of the first energy-absorbing member 211 is flush with the front end surface of the second energy-absorbing member 212, and can realize stress collapse of the energy-absorbing member in front first when the front end surface of one of the first energy-absorbing member 211 and the second energy-absorbing member 212 protrudes from the front end surface of the other, thereby reducing the maintenance cost.

[0138] According to some embodiments of the present application, as shown in FIGS. 7-8, the first energy-absorbing member 211 and the second energy-absorbing member 212 can be an integral structure.

[0139] In this embodiment, as shown in FIG. 7, the overall structure formed by the first energy-absorbing member 211 and the second energy-absorbing member 212 has a constant width along the second direction.

[0140] In other embodiments, as shown in FIG. 8, the overall structure formed by the first energy-absorbing member 211 and the second energy-absorbing member 212 gradually increases in width from front to back along the second direction.

[0141] In yet other embodiments, the overall structure formed by the first energy-absorbing member 211 and the second energy-absorbing member 212 is designed as an irregular shape.

[0142] The chassis of the vehicle provided by the embodiments of the present application couples the middle force transmission path and the lower force transmission path in the third direction by the integrated structure design of the first energy-absorbing member 211 and the second energy-absorbing member 212, highly integrates the structure, forms a tortoise-shell force transmission structure, and can effectively resist the residual kinetic energy in the process of a collision and disperse the force of the energy-absorbing structure 21 to the rear anti-collision structure.

[0143] According to some embodiments of the present application, as shown in FIG. 9, the energy-absorbing structure 21 can include a plurality of sub-energy-absorbing members 213 distributed at intervals along the first direction, and each sub-energy-absorbing member 213 can be connected to the middle channel 12 and the front cross beam 13.

[0144] In the present application, a plurality of means two or more, for example, as shown in FIG. 9, the energy-absorbing structure 21 can include two sub-energy-absorbing members 213 distributed at intervals along the first direction, and the impact forces absorbed by the two energy-absorbing structures 21 can be transmitted rearward through the middle channel 12 and the front cross beam 13.

[0145] For example, in other embodiments, the energy-absorbing structure 21 can include three sub-energy-absorbing members 213 distributed at intervals along the first direction.

[0146] For example, in yet other embodiments, the energy-absorbing structure 21 can include four sub-energy-absorbing members 213 distributed at intervals along the first direction.

[0147] The shapes of the plurality of sub-energy-absorbing members 213 can be the same or different, and the front end faces of the plurality of sub-energy-absorbing members 213 can be flush or not flush.

[0148] The chassis of the vehicle provided by the embodiments of the present application can sacrifice only part of the plurality of sub-energy-absorbing members 213 in a bias collision by arranging the plurality of sub-energy-absorbing members 213 distributed at intervals along the first direction, thereby reducing repair costs.

[0149] According to some embodiments of the present application, as shown in FIGS. 3-4, the middle channel 12 can include a connecting section 121 connected to the second direction and a main body section 122, the connecting section 121 can be connected to the energy-absorbing structure 21, and the main body section 122 can be connected to the seat cross beam 15. The maximum width L1 of the connecting section 121 along the first direction can be greater than the maximum width L2 of the main body section 122 along the first direction.

[0150] It can be understood that the energy-absorbing structure 21 absorbs most of the collision energy during the collision process to reduce the vehicle speed and reduce the impact on the battery assembly. In order to ensure that the energy-absorbing structure 21 can stably complete the crushing, sufficient support structure is needed. In the middle layer force transmission path, the energy-absorbing structure 21 is directly supported by the middle channel 12 when impacted.

[0151] As shown in FIGS. 3-4, the connecting section 121 is the area of the middle channel 12 suitable for lapping with the energy-absorbing structure 21. In order to improve the support force, at least the lapping area needs to be strengthened. Specifically, the connecting section 121 is widened so that the width L1 of the connecting section 121 is greater than the width L2 of the main body section 122.

[0152] The chassis of the vehicle provided by the embodiments of the present application realizes the local strengthening of the lapping area of the middle channel 12 and the energy-absorbing structure 21 by the design that the width L1 of the connecting section 121 is greater than the width L2 of the main body section 122. Without seriously affecting the production cost, the support force of the middle channel 12 on the energy-absorbing structure 21 is increased, thereby effectively guiding the stable crushing deformation of the energy-absorbing structure 21 in the middle layer force transmission path.

[0153] According to some embodiments of the present application, as shown in FIG. 10, the front cross beam 13 can have a first connecting portion 131 for connecting with the energy-absorbing structure 21. The first connecting portion 131 can be provided with a first reinforcing structure.

[0154] It can be understood that the energy-absorbing structure 21 absorbs most of the collision energy during the collision process to reduce the vehicle speed and reduce the impact on the battery assembly. In order to ensure that the energy-absorbing structure 21 can stably complete the crushing, sufficient support structure is needed. In the lower layer force transmission path, the energy-absorbing structure 21 is directly supported by the front cross beam 13 when impacted.

[0155] The chassis of the vehicle provided by the embodiments of the present application realizes the local strengthening of the lapping area of the front cross beam 13 and the energy-absorbing structure 21 by the design that the first reinforcing structure is provided. Without seriously affecting the production cost, the support force of the front cross beam 13 on the energy-absorbing structure 21 is increased, thereby effectively guiding the stable crushing deformation of the energy-absorbing structure 21 in the lower layer force transmission path.

[0156] According to some embodiments of the present application, as shown in FIG. 10, the first connecting part 131 is located in the middle region of the front cross beam 13, and the first reinforcing structure fills the first connecting part 131.

[0157] The middle region refers to a region covered by a certain distance on both sides of the middle line of the front cross beam 13 along the first direction, for example, the middle region is set as a region covered by 0.5 m on both sides of the middle line of the front cross beam 13 along the first direction.

[0158] As shown in FIG. 10, the first connecting part 131 can be located in the middle of the entire front cross beam 13 along the first direction, and the energy-absorbing structure 21 can be connected to the first connecting part 131 through the assembly part 18, which can be fixedly connected with the first connecting part 131 by means of threaded connection, welding or riveting, etc.

[0159] The first connecting part 131 has a cavity inside, and the first reinforcing structure can be filled in the cavity of the first connecting part 131, wherein the first reinforcing structure can be a block structure, which can include but is not limited to an aluminum block, an iron block or a composite material structure, etc., which is not limited here.

[0160] For example, in some embodiments, the first reinforcing structure is an aluminum block.

[0161] The chassis of the vehicle provided by the embodiments of the present application has the first connecting part 131 as the key connecting point between the front cross beam 13 and the energy-absorbing structure 21, and by designing the first reinforcing structure, the front cross beam 13 and the energy-absorbing structure 21 can still maintain stable connection under extreme conditions such as collision, preventing the structure from breaking or falling off. By setting the first connecting part 131 in the middle region of the front cross beam 13, the force from various directions can be more evenly distributed, which helps to reduce stress concentration and reduce deformation or damage of the structure during force process, thereby improving the durability and reliability of the entire front cross beam 13. The first reinforcing structure filled in the first connecting part 131 can better absorb and disperse impact energy during collision, increase the contact area between the front cross beam 13 and the energy-absorbing structure 21, and improve the energy transfer efficiency, thereby effectively protecting the integrity of the energy bin and further protecting the safety of the battery assembly.

[0162] According to some embodiments of the present application, as shown in FIGS. 1-5, the energy-absorbing structure 21 further comprises a third energy-absorbing part 216, and the chassis of the vehicle can further comprise a front wall cross beam 16 and a support assembly 17.

[0163] The front cross beam 16, the third energy-absorbing member 216 and the support assembly 17 can all be located above the first energy-absorbing member 211 and the second energy-absorbing member 212, the front cross beam 16 extends along the first direction and is located in front of the front cross beam 13; wherein the third energy-absorbing member 216 can be located in front of the front cross beam 16 and connected to the front cross beam 16; the support assembly 17 can be located behind the front cross beam 16 and connected between the front cross beam 16 and the middle tunnel 12.

[0164] The front cross beam 16 can be installed on the front floor body of the chassis through the front cross beam plate, the third energy-absorbing member 216 can be installed on the front end of the front cross beam 16, and the front cross beam 16 can be installed on the front end of the support assembly 17.

[0165] The connection mode between the third energy-absorbing member 216 and the front end of the front cross beam 16 can include but is not limited to threaded connection, welding or riveting, etc., which is not limited here.

[0166] For example, in some embodiments, the connection mode between the third energy-absorbing member 216 and the front end of the front cross beam 16 is threaded connection.

[0167] The connection mode between the front cross beam 16 and the front end of the support assembly 17 can include but is not limited to threaded connection, welding or riveting, etc., which is not limited here.

[0168] For example, in some embodiments, the connection mode between the front cross beam 16 and the front end of the support assembly 17 is threaded connection.

[0169] The third energy-absorbing member 216 can include an energy-absorbing box, and the shape of the third energy-absorbing member 216 can include but is not limited to a cube, a prism, a cylinder or an irregular special-shaped body, etc., which is not limited here.

[0170] For example, in some embodiments, as shown in FIGS. 1-5, the shape of the third energy-absorbing member 216 is a cube.

[0171] In some embodiments, the third energy-absorbing member 216 can be a spring or an air bag.

[0172] In actual execution, as shown in FIG. 5, in the process of vehicle collision, in addition to the above two force transmission paths, the chassis of the vehicle can also have the following third force transmission path: the third energy-absorbing member 216 first absorbs part of the collision energy and collapses and deforms backward, the remaining collision energy can be transmitted along the second direction to the front cross beam 16 located in the upper layer, then can continue to be transmitted along the second direction to the support assembly 17 connected with the front cross beam 16, then continue to be transmitted along the second direction to the middle tunnel 12 connected with the support assembly 17, then can be transmitted along the first direction to the seat cross beam 15 connected with the middle tunnel 12, and finally can be transmitted along the second direction to the rocker beam connected with the seat cross beam 15.

[0173] The chassis of the vehicle provided by the embodiments of the present application realizes the transmission of the collision force to the rocker beam and the connecting longitudinal beam 14 through the energy-absorbing structure 21 and the third energy-absorbing member 216, and the collision force is finally dispersed, the diversity of the force transmission path is further enriched by using the upper, middle and lower three layers of force transmission, the negative influence of the collision impact energy on the safety of the battery assembly is relieved as much as possible, thereby reducing the probability of fire and explosion of the battery assembly when the vehicle has a high-speed collision accident, and the collision safety performance of the whole vehicle is optimized.

[0174] According to some embodiments of the present application, as shown in FIG. 5, the support assembly 17 can include a support frame 171 and a connecting plate 172.

[0175] The support frame 171 can be arranged in a bent manner, and the support frame 171 can be connected between the front wall transverse beam 16 and the middle channel 12; the connecting plate 172 can be connected between the two ends of the support frame 171 in the second direction, and at least part of the connecting plate 172 is arranged to be inclined downward relative to the second direction.

[0176] In this embodiment, as shown in FIG. 5, the support frame 171 can be approximately L-shaped, the front end of the support frame 171 can be connected to the rear end of the front wall transverse beam 16 by screw connection or other means, the rear end of the support frame 171 can be connected to the front end of the middle channel 12 by screw connection or other means, and the connecting plate 172 can be connected between the front end and the rear end of the support frame 171 by screw connection or other means. The connecting plate 172 can be arranged to be inclined, i.e., the connecting plate 172 and the second direction can form an acute angle.

[0177] The chassis of the vehicle provided by the embodiments of the present application realizes the transmission of the collision force to the rocker beam and the connecting longitudinal beam 14 through the energy-absorbing structure 21 and the third energy-absorbing member 216, and the collision force is finally dispersed, the diversity of the force transmission path is further enriched by using the upper, middle and lower three layers of force transmission, the negative influence of the collision impact energy on the safety of the battery assembly is relieved as much as possible, thereby reducing the probability of fire and explosion of the battery assembly when the vehicle has a high-speed collision accident, and the collision safety performance of the whole vehicle is optimized.

[0178] According to some embodiments of the present application, as shown in FIG. 11, the front wall transverse beam 16 can have a second connecting portion 161 for connecting with the third energy-absorbing member 216, and the second connecting portion 161 can be provided with a second reinforcing structure.

[0179] It can be understood that in order to ensure that the third energy-absorbing member 216 can stably complete the crushing, sufficient support structure is needed, and in the upper force transmission path, the third energy-absorbing member 216 is directly supported by the front wall transverse beam 16 when impacted.

[0180] The chassis of the vehicle provided by the embodiment of the present application realizes the local reinforcement of the connection area of the front wall cross beam 16 and the third energy-absorbing member 216 by arranging the second reinforcing structure, increases the supporting force of the front wall cross beam 16 on the third energy-absorbing member 216 without seriously affecting the production cost, and thus effectively guides the third energy-absorbing member 216 to stably crush and deform in the upper force transmission path.

[0181] According to some embodiments of the present application, as shown in FIG. 11, the second connecting part 161 is located in the middle region of the front wall cross beam 16, and the second reinforcing structure is filled in the second connecting part 161.

[0182] The middle region refers to a region covered by a certain distance on both sides of the middle line of the front wall cross beam 16 along the first direction, for example, the middle region is set as a region covered by 0.5 m on both sides of the middle line of the front wall cross beam 16 along the first direction.

[0183] As shown in FIG. 11, the second connecting part 161 can be located in the middle of the entire front wall cross beam 16 along the first direction, and the third energy-absorbing member 216 can be fixedly connected with the second connecting part 161 by thread connection, welding or riveting.

[0184] The inside of the front wall cross beam 16 has a cavity, and the second reinforcing structure can be filled in the cavity of the second connecting part 161. The second reinforcing structure can be a block structure, including but not limited to an aluminum block, an iron block or a composite material structure, which is not limited here.

[0185] For example, in some embodiments, the second reinforcing structure is an aluminum block.

[0186] The chassis of the vehicle provided by the embodiment of the present application sets the second connecting part 161 as the key connecting point between the front wall cross beam 16 and the third energy-absorbing member 216, and by designing the second reinforcing structure, the front wall cross beam 16 and the third energy-absorbing member 216 can still maintain stable connection in extreme conditions such as collision, preventing the structure from breaking or falling off. The second connecting part 161 is arranged in the middle region of the front wall cross beam 16, which can more evenly distribute the force from all directions. This design helps to reduce stress concentration and reduce deformation or damage of the structure during force process, thereby improving the durability and reliability of the entire front wall cross beam 16. The second reinforcing structure is filled in the inside of the second connecting part 161, which can better absorb and disperse impact energy during collision, increase the contact area between the front wall cross beam 16 and the third energy-absorbing member 216, and improve the energy transmission efficiency, thereby effectively protecting the integrity of the energy bin and further protecting the safety of the battery assembly.

[0187] According to some embodiments of the present application, as shown in FIGS. 12-16, the energy-absorbing structure 21 has a cavity 214 extending through the energy-absorbing structure 21 along the second direction.

[0188] The cavity 214 can be formed by stamping or other processing, and the energy absorption structure 21 can be made of aluminum alloy or other high ductility materials.

[0189] It can be understood that the design of the cavity 214 allows the energy absorption structure 21 to deform more easily when impacted, thereby absorbing more energy. Through deformation, the impact energy is converted into internal energy of the material, effectively reducing the collision force transmitted to the energy compartment and protecting the safety of the battery assembly. At the same time, by designing the cavity 214, the amount of material of the energy absorption structure 21 is reduced, thereby achieving lightweight. Moreover, the cavity 214 extends through the entire energy absorption structure 21 along the second direction, increasing the longitudinal stability of the chassis. When impacted, the cavity 214 can act as a buffer zone to slow down the transmission speed of the impact force, improving the impact resistance of the chassis.

[0190] The chassis of the vehicle provided by the embodiments of the present application allows the energy absorption structure 21 to deform more easily when impacted, thereby absorbing more energy, effectively reducing the collision force transmitted to the energy compartment and protecting the safety of the battery assembly. At the same time, the amount of material of the energy absorption structure 21 is reduced, thereby achieving lightweight. Moreover, the cavity 214 extends through the entire energy absorption structure 21 along the second direction, increasing the longitudinal stability of the chassis. When impacted, the cavity 214 can act as a buffer zone to slow down the transmission speed of the impact force, improving the impact resistance of the chassis.

[0191] According to some embodiments of the present application, as shown in FIGS. 12-16, the cavities 214 are provided in plurality, and a partition rib 215 can be provided between two adjacent cavities 214.

[0192] The shape of the cavity 214 can include, but is not limited to, a rectangle, a triangle, a circle, or other polygons, etc., which are not limited herein.

[0193] In this embodiment, as shown in FIGS. 12-13, the shape of the cavity 214 can be a rectangle, and the sizes of the plurality of cavities 214 can be the same, or at least two of the plurality of cavities 214 have different sizes. The partition rib 215 can include a partition rib 215 extending along the first direction and a partition rib 215 extending along the third direction.

[0194] In other embodiments, as shown in FIG. 14, the shapes of the plurality of cavities 214 can include a rhombus, a triangle, a quadrilateral, and a pentagon, and the partition rib 215 can extend diagonally and cross.

[0195] In yet other embodiments, as shown in FIG. 15, the shapes of the plurality of cavities 214 can include a hexagon and a trapezoid, and the partition rib 215 can include a partition rib 215 extending along the first direction and a partition rib 215 extending diagonally and intersecting the same.

[0196] In yet some embodiments, as shown in FIG. 16, the cavities 214 can be circular in shape, and the cavities 214 can be of the same size, or at least two of the cavities 214 can be of different sizes, and the partitioning ribs 215 can be arc-shaped.

[0197] It should be noted that the specific structure of the third energy-absorbing member 216 can also be designed with reference to the energy-absorbing structure 21, which will not be described herein again.

[0198] The chassis of the vehicle provided by the embodiments of the present application can effectively absorb the collision energy by the folding deformation of the energy-absorbing structure 21 according to the predetermined design when a collision occurs, thereby minimizing the damage of the impact force to the chassis of the vehicle and significantly reducing the repair cost of the vehicle caused by the impact.

[0199] According to some embodiments of the present application, the present application also provides a vehicle, which comprises the chassis of any one of the vehicles described above.

[0200] According to some embodiments of the present application, as shown in FIGS. 1-16, the present application provides a chassis of a vehicle, which comprises: a left rocker beam 111 and a right rocker beam 112 arranged at intervals along a first direction, a front cross beam 13 and a rear cross beam 22 arranged at intervals along a second direction and located between the left rocker beam and the right rocker beam, a seat cross beam 15, a middle tunnel 12, and an energy-absorbing structure 21. The first direction and the second direction are perpendicular to each other, and the front cross beam 13 and the rear cross beam 22 are connected to the left rocker beam and the right rocker beam to form an energy compartment for accommodating a battery assembly; the seat cross beam 15 extends along the first direction and is located above the energy compartment, and the seat cross beam 15 is connected to the left rocker beam 111 and the right rocker beam 112; the middle tunnel 12 extends along the second direction and is located above the energy compartment, and the middle tunnel 12 is connected to the seat cross beam 15; at least part of the energy-absorbing structure 21 is located in front of the energy compartment, and the energy-absorbing structure 21 is connected to the middle tunnel 12 and the front cross beam 13.

[0201] The energy-absorbing structure 21 comprises: a first energy-absorbing member 211 and a second energy-absorbing member 212. The first energy-absorbing member 211 is installed at the front end of the middle tunnel 12; the second energy-absorbing member 212 is installed at the front end of the front cross beam 13 and is located below the first energy-absorbing member 211. At least part of the second energy-absorbing member 212 is located in the middle region of the front cross beam 13 along the first direction. The front end surface of the first energy-absorbing member 211 is flush with the front end surface of the second energy-absorbing member 212. The energy-absorbing structure 21 comprises a plurality of sub-energy-absorbing members 213 distributed at intervals along the first direction, and each sub-energy-absorbing member 213 is connected to the middle tunnel 12 and the front cross beam 13.

[0202] The chassis of the vehicle further comprises a connecting longitudinal beam 14 located in the energy storage compartment, the connecting longitudinal beam 14 extending along the second direction and being connected between the front cross beam 13 and the rear cross beam 22, and the connecting longitudinal beam 14 being connected with the seat cross beam 15. Along the second direction, the connecting longitudinal beam 14 is located opposite to at least part of the second energy absorption member 212. Part of the connecting longitudinal beam 14 and the front cross beam 13 are located below the first energy absorption member 211. The second energy absorption member 212 is connected with the front cross beam 13 through an assembly 18, and the assembly 18 is connected with at least two outer walls of the front cross beam 13. The assembly 18 comprises a first plate body 181 and a second plate body 182 connected and intersected with each other, and the first plate body 181 and the second plate body 182 are connected with the adjacent two outer walls of the front cross beam 13 respectively. The middle channel 12 comprises a connecting section 121 connected along the second direction and a main body section 122, the connecting section 121 is connected with the energy absorption structure 21, and the main body section 122 is connected with the seat cross beam 15, and the maximum width of the connecting section 121 along the first direction is greater than the maximum width of the main body section 122 along the first direction. The front cross beam 13 has a first connecting portion 131 for being connected with the energy absorption structure 21, and the first connecting portion 131 is provided with a first reinforcing structure. The first connecting portion 131 is located in the middle region of the front cross beam 13, and the first reinforcing structure fills the first connecting portion 131.

[0203] The energy absorption structure 21 further comprises a third energy absorption member 216, and the chassis further comprises a front wall cross beam 16 and a support assembly 17, the front wall cross beam 16, the third energy absorption member 216 and the support assembly 17 are all located above the first energy absorption member 211 and the second energy absorption member 212, the front wall cross beam 16 extends along the first direction and is located in front of the front cross beam 13; wherein the third energy absorption member 216 is located in front of the front wall cross beam 16 and is connected with the front wall cross beam 16; and the support assembly 17 is located behind the front wall cross beam 16 and is connected between the front wall cross beam 16 and the middle channel 12. The support assembly 17 comprises a support frame 171 and a connecting plate 172, the support frame 171 is bent and is connected between the front wall cross beam 16 and the middle channel 12; and the connecting plate 172 is connected between two ends of the support frame 171 along the second direction, and at least part of the connecting plate 172 is inclined downward relative to the second direction. The front wall cross beam 16 has a second connecting portion 161 for being connected with the third energy absorption member 216, and the second connecting portion 161 is provided with a second reinforcing structure. The second connecting portion 161 is located in the middle region of the front wall cross beam 16, and the second reinforcing structure fills the second connecting portion 161. The energy absorption structure 21 has cavities 214 extending through the energy absorption structure 21 along the second direction. Multiple cavities 214 are provided, and a partition rib 215 is arranged between two adjacent cavities 214.

[0204] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0205] The above merely provides preferred embodiments of the present application, and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the principles and technical scope of the present application shall fall into the scope of the present application.

Claims

1. A chassis of a vehicle, characterized in that, The energy absorption structure comprises: a first energy absorption member, which is installed at a front end of the middle tunnel; a second energy absorption member, which is installed at a front end of the front cross beam and is located below the first energy absorption member. At least part of the second energy absorption member is located at a middle region of the front cross beam along the first direction. Further comprising:

2. The chassis of the vehicle according to claim 1, characterized in that, a connecting longitudinal beam located in the energy storage compartment, which extends along the second direction and is connected between the front cross beam and the rear cross beam, and which is connected to the seat cross beam. Along the second direction, the connecting longitudinal beam is oppositely arranged with at least part of the second energy absorption member. Part of the connecting longitudinal beam and the front cross beam are located below the first energy absorption member.

3. The chassis of a vehicle according to claim 2, characterised in that The second energy absorption member is connected to the front cross beam through an assembly member, and the assembly member is connected to at least two outer walls of the front cross beam.

4. The chassis of a vehicle according to claim 2 or 3, characterised in that The assembly member comprises a first plate body and a second plate body which are connected and intersected, and the first plate body and the second plate body are respectively connected to two adjacent outer walls of the front cross beam.

9. The chassis of the vehicle according to any one of claims 2-8, wherein:

5. The chassis of a vehicle according to claim 4, characterised in that a front end surface of the first energy absorption member is flush with a front end surface of the second energy absorption member; or 6. The chassis of a vehicle according to claim 4 or 5, characterised in that a front end surface of one of the first energy absorption member and the second energy absorption member protrudes from a front end surface of the other one.

7. The chassis of a vehicle according to any one of claims 2-6, characterized in that, The first energy absorption member and the second energy absorption member are integrally formed.

8. The chassis of a vehicle according to claim 7, characterised in that The energy absorption structure comprises a plurality of sub-energy absorption members which are distributed and spaced apart along the first direction, and each of the sub-energy absorption members is connected to the middle tunnel and the front cross beam. The middle tunnel comprises a connecting section and a main body section which are connected along the second direction, the connecting section is connected to the energy absorption structure, the main body section is connected to the seat cross beam, and a maximum width of the connecting section along the first direction is greater than a maximum width of the main body section along the first direction. The front cross beam has a first connecting portion for connecting to the energy absorption structure, and the first connecting portion is provided with a first reinforcing structure. The first connecting portion is located at a middle region of the front cross beam, and the first reinforcing structure is filled in the first connecting portion. The energy absorption structure further comprises a third energy absorption member, and the chassis further comprises:

10. The chassis of a vehicle according to any one of claims 2-9, characterized in that ​ 11. The chassis of a vehicle according to any one of claims 1-10, characterized in that ​ 12. The chassis of a vehicle according to any one of claims 1-11, characterized in that ​ 13. The chassis of a vehicle according to any one of claims 1-12, characterized in that, ​ 14. The chassis of a vehicle according to claim 13, characterised in that, ​ 15. The chassis of a vehicle according to any one of claims 2-14, characterized in that, ​ A front cross beam, a third energy-absorbing member and a support assembly are located above the first and second energy-absorbing members, the front cross beam extends along the first direction and is located in front of the front cross beam; The third energy-absorbing member is located in front of the front cross beam and is connected to the front cross beam; the support assembly is located behind the front cross beam and is connected between the front cross beam and the middle channel.

16. The chassis of the vehicle according to claim 15, characterized in that, The support assembly comprises: A support frame which is in a bent shape and is connected between the front cross beam and the middle channel; A connecting plate which is connected between two ends of the support frame along the second direction, and at least part of the connecting plate is arranged to be inclined downward relative to the second direction.

17. The chassis of a vehicle according to claim 15 or 16, characterised in that, The front cross beam has a second connecting portion for connecting with the third energy-absorbing member, and the second connecting portion is provided with a second reinforcing structure.

18. The chassis of the vehicle according to claim 17, characterized in that, The second connecting portion is located in a middle region of the front cross beam, and the second reinforcing structure fills the second connecting portion.

19. The chassis of a vehicle according to any one of claims 1-18, characterized in that, The energy-absorbing structure has cavities which extend through the energy-absorbing structure along the second direction.

20. The chassis of the vehicle according to claim 19, characterized in that, Multiple cavities are provided, and a partition rib is arranged between two adjacent cavities.

21. A vehicle characterized by A vehicle chassis comprising: The chassis of the vehicle according to any one of claims 1-20.

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