Chassis of vehicle, sub-frame of vehicle, and vehicle

Abstract

A chassis (100) of a vehicle (200), a sub-frame (30) of the vehicle (200), and the vehicle (200). The chassis (100) of the vehicle (200) comprises: a chassis body (10), an anti-collision structure (20) being formed at the end of the chassis body (10) along the length direction of the chassis (100); and at least one sub-frame (30), the sub-frame (30) being located below the corresponding anti-collision structure (20) and being fixedly connected to the chassis body (10), the sub-frame (30) comprising a sub-frame body (31) and a first energy absorption structure (32), the sub-frame body (31) being fixedly connected to the first energy absorption structure (32), and in the width direction of the chassis (100), at least part of the first energy absorption structure (32) being located in the middle area of the chassis (100).

Description

A chassis of a vehicle, a subframe of a vehicle and a vehicle TECHNICAL FIELD

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

[0002] In the related art, when a vehicle collides, for example, when the vehicle collides with a high-speed center column, the chassis of the vehicle is prone to failure due to crushing, which causes the battery of the vehicle to be excessively pressed, which can cause the battery to deform and be damaged, thereby reducing the reliability of the battery and the reliability of the vehicle.

[0003] SUMMARY

[0004] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a chassis of a vehicle, which can reduce the force on the battery when the vehicle collides, reduce the risk of deformation and damage of the battery, improve the reliability of the battery, and thus improve the reliability of the vehicle.

[0005] The present application further provides a subframe of a vehicle.

[0006] The present application further provides a vehicle.

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

[0008] a chassis body, an end portion of the chassis body being formed with an anti-collision structure along a length direction of the chassis;

[0009] at least one subframe, the subframe being located below the corresponding anti-collision structure and being fixedly connected with the chassis body, the subframe comprising a subframe body and a first energy-absorbing structure, the subframe body and the first energy-absorbing structure being fixedly connected, at least a portion of the first energy-absorbing structure being located in a middle region of the chassis along a width direction of the chassis.

[0010] In the above technical solution, by providing the first energy-absorbing structure, when the vehicle collides, the first energy-absorbing structure can absorb the impact force, and the first energy-absorbing structure can stably collapse along the collision direction, which is beneficial to improve the safety of the vehicle in a high-speed center column collision. Compared with the prior art, the force on the battery can be reduced, the risk of deformation and damage of the battery can be reduced, the reliability of the battery can be improved, and thus the reliability of the vehicle can be improved.

[0011] In some embodiments, the chassis body is formed with an energy compartment for accommodating a battery, and at least one side of the front side and the rear side of the energy compartment is provided with the subframe along the length direction of the chassis.

[0012] In the technical scheme, the front side and the rear side of the energy storage bin are provided with the auxiliary frame, when the front side or the rear side of the vehicle collides, the first energy absorption structure of the auxiliary frame is extruded to effectively absorb the impact force, the force on the battery is further reduced, the risk of extruding the battery is further reduced, the risk of deformation and damage of the battery is further reduced, the reliability of the battery is further improved, the reliability of the vehicle is further improved, and the problem of battery reliability of the vehicle during high-speed driving is further solved.

[0013] In some embodiments, at least one side of the auxiliary frame body is provided with the first energy absorption structure along the length direction of the chassis.

[0014] In the technical scheme, at least one side of the auxiliary frame body is provided with the first energy absorption structure along the length direction of the chassis, when the vehicle collides, the first energy absorption structure is preferentially collapsed and absorbs energy after being hit, before the first energy absorption structure is completely crushed, the risk of collapse or bending of the auxiliary frame body is reduced, thereby reducing the risk of premature failure of the auxiliary frame body before the first energy absorption structure is completely crushed, further reducing the force on the battery, further reducing the risk of extruding the battery, further reducing the risk of deformation and damage of the battery, further improving the reliability of the battery, thereby further improving the safety of the vehicle, and further solving the problem of battery reliability of the vehicle during high-speed driving.

[0015] In some embodiments, the auxiliary frame body includes two auxiliary frame longitudinal beams, the two auxiliary frame longitudinal beams are opposite and spaced apart along the width direction of the chassis, the auxiliary frame body further includes a connecting cross beam, the connecting cross beam is connected with the two auxiliary frame longitudinal beams, the first energy absorption structure and the connecting cross beam are arranged along the length direction of the chassis, and the first energy absorption structure and the connecting cross beam are fixedly connected.

[0016] In the technical scheme, the first energy absorption structure and the connecting cross beam are arranged along the length direction of the chassis, and the first energy absorption structure and the corresponding connecting cross beam are fixedly connected, which is beneficial to improve the force transmission performance between the first energy absorption structure and the connecting cross beam. Taking the front auxiliary frame as an example, when the first energy absorption structure is arranged on the front side of the connecting cross beam, the connecting cross beam can reliably support the first energy absorption structure, which is beneficial to improve the supporting effect of the connecting cross beam on the first energy absorption structure and improve the stability of the first energy absorption structure when it is subjected to external impact, when the first energy absorption structure is arranged on the rear side of the connecting cross beam, the first energy absorption structure can support the connecting cross beam, thereby reducing the probability of deformation of the connecting cross beam subjected to impact.

[0017] In some embodiments, the connecting cross beam is a plurality of, the plurality of connecting cross beams are arranged along the length direction of the chassis, and each connecting cross beam is connected with the two auxiliary frame longitudinal beams, and the first energy absorption structure is connected with adjacent connecting cross beams.

[0018] In the above technical solution, by arranging multiple connecting cross beams, each of which is connected with two sub-frame longitudinal beams, the structural strength and stability of the sub-frame body are improved, thereby improving the structural strength and stability of the sub-frame, and the first energy-absorbing structure can be reliably supported by the sub-frame body, thereby improving the support of the sub-frame body on the first energy-absorbing structure and further improving the stability of the first energy-absorbing structure when subjected to external impact.

[0019] In some embodiments, the first energy-absorbing structure is arranged between at least two adjacent connecting cross beams.

[0020] In the above technical solution, by arranging the first energy-absorbing structure between at least two adjacent connecting cross beams, when the vehicle collides, the sub-frame is impacted, and when the connecting cross beam in front of the first energy-absorbing structure is impacted and fails, the first energy-absorbing structure between the two adjacent connecting cross beams is stably collapsed in the collision direction, the sub-frame can absorb more impact force, further improve the longitudinal crushing performance of the sub-frame, further reduce the stress on the battery, further reduce the risk of deformation and extrusion of the battery by the chassis, further reduce the risk of deformation and damage of the battery, and further improve the reliability of the battery, thereby further improving the reliability of the vehicle.

[0021] In some embodiments, along the length direction of the chassis, the first energy-absorbing structure is fixedly provided with a connecting plate facing the end of the corresponding connecting cross beam, and the connecting plate is fixedly connected with the corresponding connecting cross beam.

[0022] In the above technical solution, by arranging the connecting plate, the contact area between the first energy-absorbing structure and the connecting cross beam is increased, thereby making the connection between the first energy-absorbing structure and the connecting cross beam reliable, and improving the mutual support effect of the first energy-absorbing structure and the connecting cross beam and the stability of the collapse of the first energy-absorbing structure. Further, the connecting plate is a flat plate structure, which can further increase the contact area between the first energy-absorbing structure and the connecting cross beam, thereby making the connection between the first energy-absorbing structure and the connecting cross beam more reliable, and further improving the mutual support effect of the first energy-absorbing structure and the connecting cross beam.

[0023] In some embodiments, along the length direction of the chassis, the first energy-absorbing structure has an overlapping area with the orthographic projection of the adjacent connecting cross beam.

[0024] 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 adjacent connecting crossbeam overlap, which is beneficial to improving the force transmission performance between the first energy-absorbing structure and the adjacent connecting crossbeam. This facilitates the transmission of collision force between the first energy-absorbing structure and the subframe body, and the collision force can be transmitted to other structural components along the subframe body. Furthermore, the connecting crossbeam can reliably support the first energy-absorbing structure, which is beneficial to improving the supporting effect of the connecting crossbeam on the first energy-absorbing structure and improving the stability of the first energy-absorbing structure when subjected to external force collision.

[0025] In some embodiments, along the width direction of the chassis, the chassis body has a longitudinal median line extending along the length direction of the chassis, and the first energy-absorbing structure is symmetrical about the longitudinal median line.

[0026] In the above technical solution, the first energy-absorbing structure is symmetrically arranged about the longitudinal center line, which is conducive to improving the consistency of the subframe structure and the consistency of the energy absorption effect on both sides of the longitudinal center line. When the vehicle is involved in a collision, the first energy-absorbing structure can absorb the collision force to a greater extent after being impacted.

[0027] In some embodiments, along the length of the chassis, the distance between one end of one subframe longitudinal beam and the corresponding end of another subframe longitudinal beam is greater than the distance between the other end of one subframe longitudinal beam and the corresponding end of the other subframe longitudinal beam.

[0028] In the above technical solution, by making the distance between one end of a subframe longitudinal beam and the corresponding end of another subframe longitudinal beam greater than the distance between the other end of a subframe longitudinal beam and the corresponding end of another subframe longitudinal beam, the subframe body can be made to resemble a "well" shaped structure. This is beneficial to improving the structural stability and strength of the subframe, thereby improving its compressive strength and energy absorption effect. In the event of a vehicle collision, such as a high-speed center collision, the subframe can provide sufficient support strength for the vehicle body. Before the first energy-absorbing structure at the end completely collapses, the risk of premature collapse or bending of the subframe body is reduced.

[0029] In some embodiments, each of the subframe longitudinal beams includes a straight section and an inclined section, the straight section and the inclined section being arranged and connected along the length direction of the chassis, and the inclined section extending inclinedly along the length direction of the chassis.

[0030] In the above technical solution, by extending the straight section along the length of the chassis and the inclined section extending inclinedly along the length of the chassis, the subframe body can be constructed in a "well" shape, which is conducive to improving the structural stability of the subframe and the structural strength of the subframe, thereby improving the compressive strength of the subframe and thus improving the energy absorption effect of the subframe.

[0031] In some embodiments, the plurality of connecting crossbeams include: end crossbeams and intermediate crossbeams, with the end crossbeams located at the same end of the two subframe longitudinal beams along the length direction of the chassis, and the intermediate crossbeams located between the two subframe longitudinal beams.

[0032] In the above technical solution, the end crossbeam is located at the same end of the two subframe longitudinal beams, and the middle crossbeam is located between the two subframe longitudinal beams. The end crossbeam can reliably support the first energy-absorbing structure, and the two subframe longitudinal beams can reliably support the end crossbeam. This can further improve the stability and strength of the subframe structure, thereby further improving the compressive strength of the subframe and further enhancing the energy absorption effect of the subframe.

[0033] In some embodiments, the subframe further includes a crash beam located outside the subframe body along the length of the chassis, and spaced apart from the subframe body, with the first energy-absorbing structure connecting the crash beam and the subframe body.

[0034] In the above technical solution, a first energy-absorbing structure is connected between the anti-collision beam and the subframe body. When the vehicle is involved in a frontal or side collision, the anti-collision beam can absorb the impact force and reduce the transmission of the collision force to the first energy-absorbing structure, which is beneficial to improving the anti-collision capability of the subframe. In addition, the first energy-absorbing structure can support the anti-collision beam and reduce the risk of deformation of the anti-collision beam. At the same time, the anti-collision beam extends along the width direction of the chassis. After the anti-collision beam is impacted, it helps to make the first energy-absorbing structure bear the force evenly, which is conducive to the stable collapse and energy absorption of the first energy-absorbing structure.

[0035] In some embodiments, the subframe further includes a second energy-absorbing structure, wherein at least one side of the first energy-absorbing structure is provided with the second energy-absorbing structure along the width direction of the chassis, and the second energy-absorbing structure is connected between the anti-collision beam and the subframe body.

[0036] In the technical scheme, the second energy-absorbing structure is arranged to stably collapse along the collision direction when the anti-collision cross beam is impacted, thereby further improving the longitudinal crushing performance of the auxiliary frame, the second energy-absorbing structure can absorb at least part of the collision force, reduce the deformation of the auxiliary frame, improve the energy-absorbing performance of the auxiliary frame, further reduce the stress on the battery, further reduce the risk of the chassis deforming and extruding the battery, further reduce the risk of the battery deforming and being damaged, and further improve the reliability of the battery, thereby further improving the reliability of the vehicle, better solving the problem of the battery reliability of the vehicle during high-speed driving, and further reducing the risk of the battery deforming and being damaged when the vehicle is collided during high-speed driving.

[0037] In some embodiments, the anti-collision cross beam and / or the auxiliary frame body are fixedly connected with the chassis body.

[0038] In the technical scheme, at least one of the anti-collision cross beam and the auxiliary frame body is fixedly connected with the chassis body, which is beneficial to improving the structural strength and stability of the chassis. When the chassis is impacted, the collision force can be transmitted between the chassis body and the auxiliary frame, which is beneficial to dispersing the collision force and reducing the risk of stress concentration of the chassis, thereby improving the anti-collision capability of the chassis.

[0039] In some embodiments, along the length direction of the chassis, an end portion of the anti-collision cross beam facing the first energy-absorbing structure is formed with an assembly space, and the anti-collision cross beam is assembled in the assembly space and abuts against the first energy-absorbing structure.

[0040] In the technical scheme, the anti-collision cross beam is assembled in the assembly space and abuts against the first energy-absorbing structure, which is beneficial to increasing the contact area of the anti-collision cross beam and the first energy-absorbing structure, reliably supporting each other, and reliably transmitting the force between the anti-collision cross beam and the first energy-absorbing structure, thereby improving the initial crushing stability of the first energy-absorbing structure during high-speed central collision and further improving the stable collapse of the first energy-absorbing structure.

[0041] In some embodiments, along the height direction of the chassis, the anti-collision cross beam has an overlapping area with the first energy-absorbing structure in the projection.

[0042] In the technical scheme, along the height direction of the chassis, the anti-collision cross beam has an overlapping area with the first energy-absorbing structure in the projection, which is beneficial to achieving the lap joint connection between the first energy-absorbing structure and the adjacent anti-collision cross beam, reliably supporting the first energy-absorbing structure by the anti-collision cross beam, and further improving the stability of the first energy-absorbing structure when subjected to external impact.

[0043] In some embodiments, the first energy-absorbing structure is formed with a cavity penetrating through the first energy-absorbing structure along the length direction of the chassis.

[0044] In the technical solution, the first energy-absorbing structure is formed with a cavity, and when the first energy-absorbing structure is impacted, the first energy-absorbing structure is deformed to absorb energy, and the first energy-absorbing structure stably collapses along the impact direction, so that the first energy-absorbing structure meets the working requirements, and the energy-absorbing effect of the first energy-absorbing structure is improved.

[0045] In a second aspect, the embodiments of the present application also provide a subframe of a vehicle, comprising:

[0046] The subframe body comprises two subframe longitudinal beams, the two subframe longitudinal beams are opposite and spaced apart along the width direction of the subframe, the subframe body further comprises a connecting cross beam, the connecting cross beam is connected with the two subframe longitudinal beams, the first energy-absorbing structure and the connecting cross beam are arranged along the length direction of the subframe, and the first energy-absorbing structure and the connecting cross beam are fixedly connected, and at least part of the first energy-absorbing structure is located in the middle region of the subframe along the width direction of the subframe.

[0047] In the technical solution, when the vehicle is impacted, the first energy-absorbing structure can absorb the impact force, and the first energy-absorbing structure can stably collapse along the impact direction, which is beneficial to improve the safety of the vehicle in high-speed central pillar impact, compared with the prior art, the stress on the battery can be reduced, the risk of deformation and damage of the battery can be reduced, the use reliability of the battery can be improved, and the reliability of the vehicle can be improved.

[0048] In a third aspect, the embodiments of the present application also provide a vehicle, comprising the chassis of the vehicle described above, or the subframe of the vehicle described above.

[0049] In the technical solution, when the vehicle is impacted, the first energy-absorbing structure can absorb the impact force, and the first energy-absorbing structure can stably collapse along the impact direction, which is beneficial to improve the safety of the vehicle in high-speed central pillar impact, compared with the prior art, the stress on the battery can be reduced, the risk of deformation and damage of the battery can be reduced, the use reliability of the battery can be improved, and the reliability of the vehicle can be improved.

[0050] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0051] FIG. 1 is a schematic view of a vehicle according to an embodiment of the present application;

[0052] FIG. 2 is an exploded view of a battery according to an embodiment of the present application;

[0053] FIG. 3 is a partial structural schematic view of a chassis according to an embodiment of the present application;

[0054] Fig. 4 is an assembly schematic view of a subframe body and a first energy-absorbing structure according to an embodiment of the present application;

[0055] Fig. 5 is a schematic view of a subframe body according to an embodiment of the present application;

[0056] Fig. 6 is an assembly schematic view of a crash beam and a second energy-absorbing structure according to an embodiment of the present application;

[0057] Fig. 7 is a schematic view of a first energy-absorbing structure according to an embodiment of the present application. DETAILED DESCRIPTION

[0058] 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 of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0059] 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 the specific embodiments of the present application, 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, and are not intended to describe a particular order or primary and secondary relationship.

[0060] In the present application, the phrase “embodiment” means that the specific features, structures or characteristics described in connection with the embodiment 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.

[0061] 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 integrally connected; it can be directly connected, or indirectly connected through an intermediate medium, or the internal communication of two elements. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0062] The term "and / or" in the present application is only used to describe the association relationship of the associated objects, which means that there can be three relationships, for example, C and / or D can represent the following three cases: C exists alone, C and D exist together, and D exists alone. In addition, the character " / " in the present application generally represents an "or" relationship between the front and rear associated objects.

[0063] In the embodiments of the present application, the same reference signs represent the same components, and for the sake of brevity, the detailed description of the same components is omitted in different embodiments. It should be understood that the thickness, length, width and other dimensions of various components in the embodiments of the present application shown in the drawings, and the overall thickness, length, width and other dimensions of the integrated device are only exemplary and should not constitute any limitation on the present application.

[0064] "Multiple" appearing in the present application means two or more (including two).

[0065] In the present application, the battery can be a battery pack, the battery can also be a plurality of battery modules, and the battery can also be a plurality of battery monomers 122.

[0066] In the present application, the battery monomer 122 can include a lithium ion secondary battery, a lithium ion primary battery, a lithium-sulfur battery, a sodium lithium ion battery, a sodium ion battery, or a magnesium ion battery, etc., which is not limited by the embodiments of the present application. The battery monomer 122 can be in the shape of a cylinder, a flat body, a cuboid or other shapes, etc., which is also not limited by the embodiments of the present application. The battery monomer 122 is generally divided into three types according to the packaging method: cylindrical battery monomers, square battery monomers and soft package battery monomers, which is also not limited by the embodiments of the present application.

[0067] The battery module mentioned in the embodiments of the present application refers to a single physical module including one or more battery monomers 122 to provide higher voltage and capacity.

[0068] The battery pack mentioned in the embodiments of the present application refers to a single physical module including a plurality of battery monomers 122 or a plurality of battery modules to provide higher voltage and capacity. The battery pack generally includes a box 121 for packaging a plurality of battery monomers 122 or a plurality of battery modules. The box 121 can avoid the influence of liquid or other foreign matters on the charging or discharging of the battery monomer 122.

[0069] The battery cell 122 includes a shell, an electrode assembly, and an electrolyte, and the shell is used to accommodate the electrode assembly and the electrolyte. The electrode assembly is composed of a positive electrode tab, a negative electrode tab, and a separator. The battery cell 122 mainly relies on the movement of metal ions between the positive electrode tab and the negative electrode tab to work. The positive electrode tab includes a positive electrode current collector and a positive electrode active material layer, the positive electrode active material layer is coated on the surface of the positive electrode current collector, the positive electrode current collector without the positive electrode active material layer protrudes from the positive electrode current collector with the positive electrode active material layer, and the positive electrode current collector without the positive electrode active material layer serves as a positive electrode tab. Taking a lithium ion battery as an example, the material of the positive electrode current collector can be aluminum, and the positive electrode active material can be lithium cobaltate, lithium iron phosphate, ternary lithium, or lithium manganate. The negative electrode tab includes a negative electrode current collector and a negative electrode active material layer, the negative electrode active material layer is coated on the surface of the negative electrode current collector, the negative electrode current collector without the negative electrode active material layer protrudes from the negative electrode current collector with the negative electrode active material layer, and the negative electrode current collector without the negative electrode active material layer serves as a negative electrode tab. The material of the negative electrode current collector can be copper, and the negative electrode active material can be carbon or silicon. In order to ensure that the fuse does not occur when passing a large current, the number of positive electrode tabs is multiple and stacked together, and the number of negative electrode tabs is multiple and stacked together.

[0070] The material of the separator can be PP (polypropylene) or PE (polyethylene) or the like. In addition, the electrode assembly can be a roll structure or a laminated structure, and the embodiments of the present application are not limited thereto.

[0071] In recent years, new energy vehicles have made a leap in development. In the field of electric vehicles, batteries play an irreplaceable important role as the power source of electric vehicles. As a core component of new energy vehicles, batteries have high requirements in terms of reliability.

[0072] The battery is installed on the chassis of the vehicle. When the vehicle collides, for example, when the vehicle collides with the high-speed center column, the chassis of the vehicle is prone to failure due to crushing, and the chassis is prone to deformation and extrusion of the battery, which causes the battery of the vehicle to be excessively extruded, causing the battery to deform and damage, etc., reducing the reliability of the battery, thereby reducing the reliability of the vehicle.

[0073] Based on the above considerations, in order to solve the problem of battery deformation and damage caused by vehicle collision, after deep research, a chassis of a vehicle is designed, which comprises: a chassis body, the end of the chassis body is formed with an anti-collision structure along the length direction of the chassis; at least one subframe, the subframe is located below the corresponding anti-collision structure and is fixedly connected with the chassis body, the subframe comprises a subframe body and a first energy-absorbing structure, the subframe body and the first energy-absorbing structure are fixedly connected, and at least part of the first energy-absorbing structure is located in the middle region of the chassis along the width direction of the chassis. When the vehicle collides, the first energy-absorbing structure can absorb the impact force, and the first energy-absorbing structure can stably collapse along the collision direction, which is beneficial to improve the safety of the vehicle in the high-speed central column collision. Compared with the prior art, the force on the battery can be reduced, the risk of battery deformation and damage can be reduced, the use reliability of the battery can be improved, and the reliability of the vehicle can be improved.

[0074] Please refer to FIG. 1, which is a structural schematic diagram of a vehicle 200 provided by some embodiments of the present application. The vehicle 200 can be a fuel automobile or a new energy automobile, and the new energy automobile can be a pure electric vehicle, a hybrid vehicle or a range extended vehicle, etc.

[0075] The battery 12 is installed on the chassis 100 of the vehicle 200. The battery 12 can be used for power supply of the vehicle 200, for example, the battery 12 can be used as an operating power source of the vehicle 200. The vehicle 200 can further comprise a controller 201 and a motor 202, and the controller 201 is used to control the battery 12 to supply power to the motor 202, for example, to meet the power demand of the vehicle 200 during starting, navigation and driving.

[0076] In some embodiments of the present application, the battery 12 can not only be used as an operating power source of the vehicle 200, but also be used as a driving power source of the vehicle 200, instead of or partially instead of fuel or natural gas to provide driving power for the vehicle 200.

[0077] The chassis 100 of the vehicle 200 according to the embodiments of the present application is described below with reference to FIGS. 1-7, and the chassis 100 is used to install the battery 12.

[0078] The chassis 100 of the vehicle 200 according to the embodiments of the present application is described below with reference to FIGS. 1-7, and the chassis 100 comprises: a chassis body 10 and at least one subframe 30. The end of the chassis body 10 is formed with an anti-collision structure 20 along the length direction of the chassis 100. The subframe 30 is located below the corresponding anti-collision structure 20 and is fixedly connected with the chassis body 10, and the subframe 30 comprises a subframe body 31 and a first energy-absorbing structure 32, the subframe body 31 and the first energy-absorbing structure 32 are fixedly connected, and at least part of the first energy-absorbing structure 32 is located in the middle region of the chassis 100 along the width direction of the chassis 100.

[0079] The chassis 100 comprises a chassis body 10 and at least one subframe 30, both ends of the chassis body 10 can be formed with a crash structure 20 along the length direction of the chassis 100, the length direction of the chassis 100 is the same as the length direction of the vehicle 200, the crash structure 20 can comprise a crash beam 22, two first energy absorption boxes 23 and two upper longitudinal beams 21, the two first energy absorption boxes 23 are respectively connected between the two upper longitudinal beams 21 and the crash beam 22, along the length direction of the chassis 100, the crash beam 22 located at the front crash structure 20 is arranged at the front side of the two upper longitudinal beams 21, and the crash beam 22 located at the rear crash structure 20 is arranged at the rear side of the two upper longitudinal beams 21. However, the present application is not limited to this, the crash structure 20 can also be other structures, as long as the crash structure 20 can play a role in preventing collision, the present application takes the crash structure 20 comprising the crash beam 22, the two first energy absorption boxes 23 and the two upper longitudinal beams 21 as an example for description.

[0080] The subframe 30 can be a front subframe 30 of the vehicle 200, and the subframe 30 can also be a rear subframe 30 of the vehicle 200, the subframe 30 is located below the corresponding crash structure 20. It should be noted that when the subframe 30 is one, the subframe 30 can be arranged below the front crash structure 20, and the subframe 30 can also be arranged below the rear crash structure 20. When the subframe 30 is multiple, for example, the subframe 30 is two, one subframe 30 is arranged below the front crash structure 20, and the other subframe 30 is arranged below the rear crash structure 20. The present application takes the subframe 30 arranged as one and the subframe 30 arranged below the front crash structure 20 as an example for description. The subframe 30 is fixedly connected with the chassis body 10, the subframe 30 can be indirectly fixedly connected with the chassis body 10 through the connecting piece 60, and the subframe 30 can also be directly installed on the chassis body 10 through bolts. As an example, the subframe 30 can be indirectly fixedly connected with the upper longitudinal beam 21 through the connecting piece 60, and the subframe 30 can be indirectly fixedly connected with the crash beam 22 through the connecting piece 60.

[0081] The auxiliary frame 30 comprises an auxiliary frame body 31 and a first energy-absorbing structure 32, the auxiliary frame body 31 and the first energy-absorbing structure 32 are fixedly connected, the auxiliary frame body 31 and the first energy-absorbing structure 32 can be welded, the auxiliary frame body 31 and the first energy-absorbing structure 32 can also be connected by bolts, the auxiliary frame body 31 and the first energy-absorbing structure 32 can also be connected by clamping, the auxiliary frame body 31 and the first energy-absorbing structure 32 can also be integrally formed, which can make the auxiliary frame body 31 and the first energy-absorbing structure 32 firmly assembled, and reduce the risk of separation of the auxiliary frame body 31 and the first energy-absorbing structure 32. Along the width direction of the chassis 100, the width direction of the chassis 100 and the width direction of the vehicle 200, at least part of the first energy-absorbing structure 32 is located in the middle region of the chassis 100. The first energy-absorbing structure 32 can include energy-absorbing boxes, energy-absorbing blocks, second energy-absorbing boxes, springs, airbags, etc., and the first energy-absorbing structure 32 can also include cavities 323.

[0082] The first energy-absorbing structure 32 can be partially located in the middle region of the chassis 100, and the first energy-absorbing structure 32 can also be located in the middle region of the chassis 100 as a whole. Along the width direction of the chassis 100, the chassis 100 has a longitudinal median line extending along the length direction of the chassis 100, and the middle region refers to the covered region on both sides of the longitudinal median line of the chassis 100 by a certain distance (for example, 0.5 m) along the width direction of the chassis 100.

[0083] When the vehicle 200 is driving forward or stopped, and when the front of the vehicle 200 is hit, for example, when the vehicle 200 is hit by a central pillar collision while driving at high speed (for example, at a speed of 100 kph or above), after the auxiliary frame 30 is hit, the first energy-absorbing structure 32 is stably collapsed in the collision direction, improving the longitudinal crushing performance of the auxiliary frame 30, and the first energy-absorbing structure 32 can absorb at least part of the collision force. The collision force that is not absorbed by the first energy-absorbing structure 32 can be transmitted to other structures of the chassis 100, and the collision force can be transmitted along the chassis 100 to other structural members of the vehicle 200, so as to disperse the collision force and reduce the risk of concentrated stress. Compared with the prior art, the force on the battery 12 can be reduced, the risk of deformation of the chassis 100 pressing the battery 12 can be reduced, the risk of deformation and damage of the battery 12 can be reduced, the use reliability of the battery 12 can be improved, and thus the reliability of the vehicle 200 can be improved, which is beneficial to solve the problem of battery 12 reliability of the vehicle 200 during high-speed driving, and can reduce the risk of deformation and damage of the battery 12 when the vehicle 200 collides during high-speed driving. By arranging at least part of the first energy-absorbing structure 32 in the middle region of the chassis 100, when the vehicle 200 is in a frontal collision or a side collision, the first energy-absorbing structure 32 can absorb a large part of the collision force after being hit.

[0084] In the technical scheme, the first energy absorption structure 32 is arranged, when the vehicle 200 collides, the first energy absorption structure 32 can absorb the impact force, the first energy absorption structure 32 can stably collapse along the collision direction, which is beneficial to improve the safety of the vehicle 200 in the high-speed central column collision. Compared with the prior art, the stress on the battery 12 can be reduced, the risk of deformation and damage of the battery 12 can be reduced, the use reliability of the battery 12 can be improved, and thus the reliability of the vehicle 200 can be improved.

[0085] According to some embodiments of the present application, as shown in FIG. 4, the chassis body 10 can be formed with an energy compartment 11 for accommodating the battery 12. At least one side of the front side and the rear side of the energy compartment 11 is provided with a subframe 30 along the length direction of the chassis 100.

[0086] In the technical scheme, the first energy absorption structure 32 is arranged, when the vehicle 200 collides, the first energy absorption structure 32 can absorb the impact force, the first energy absorption structure 32 can stably collapse along the collision direction, which is beneficial to improve the safety of the vehicle 200 in the high-speed central column collision. Compared with the prior art, the stress on the battery 12 can be reduced, the risk of deformation and damage of the battery 12 can be reduced, the use reliability of the battery 12 can be improved, and thus the reliability of the vehicle 200 can be improved.

[0087] In the technical scheme, the first energy absorption structure 32 is arranged, when the vehicle 200 collides, the first energy absorption structure 32 can absorb the impact force, the first energy absorption structure 32 can stably collapse along the collision direction, which is beneficial to improve the safety of the vehicle 200 in the high-speed central column collision. Compared with the prior art, the stress on the battery 12 can be reduced, the risk of deformation and damage of the battery 12 can be reduced, the use reliability of the battery 12 can be improved, and thus the reliability of the vehicle 200 can be improved.

[0088] According to some embodiments of the present application, as shown in FIG. 4 and FIG. 5, at least one side of the subframe body 31 is provided with a first energy absorption structure 32 along the length direction of the chassis 100.

[0089] The first energy-absorbing structure 32 is arranged on at least one side of the auxiliary frame body 31 along the length direction of the chassis 100, that is, the first energy-absorbing structure 32 is arranged on the front side of the auxiliary frame body 31, or the first energy-absorbing structure 32 is arranged on the rear side of the auxiliary frame body 31, or the first energy-absorbing structure 32 is arranged on the front side and the rear side of the auxiliary frame body 31. The front side of the energy storage bin 11 is provided with the auxiliary frame 30, and when the front side of the vehicle 200 collides, the first energy-absorbing structure 32 is crushed and absorbs energy in priority to the auxiliary frame body 31. Before the first energy-absorbing structure 32 is completely crushed, the risk of crushing or bending of the auxiliary frame body 31 is reduced, thereby reducing the risk of premature failure of the auxiliary frame body 31 before the first energy-absorbing structure 32 is completely crushed, further reducing the stress on the battery 12, further reducing the risk of extruding the battery 12, further reducing the risk of deformation and damage of the battery 12, further improving the reliability of the battery 12, thereby further improving the safety of the vehicle 200, and more effectively solving the problem of the reliability of the battery 12 of the vehicle 200 during high-speed driving.

[0090] In the above technical solution, the first energy-absorbing structure 32 is arranged on at least one side of the auxiliary frame body 31 along the length direction of the chassis 100, and when the vehicle 200 collides, the first energy-absorbing structure 32 is crushed and absorbs energy in priority to the auxiliary frame body 31. Before the first energy-absorbing structure 32 is completely crushed, the risk of crushing or bending of the auxiliary frame body 31 is reduced, thereby reducing the risk of premature failure of the auxiliary frame body 31 before the first energy-absorbing structure 32 is completely crushed, further reducing the stress on the battery 12, further reducing the risk of extruding the battery 12, further reducing the risk of deformation and damage of the battery 12, further improving the reliability of the battery 12, thereby further improving the safety of the vehicle 200, and more effectively solving the problem of the reliability of the battery 12 of the vehicle 200 during high-speed driving.

[0091] According to some embodiments of the present application, as shown in FIG. 4, the auxiliary frame body 31 includes two auxiliary frame longitudinal beams 311, which are opposite and spaced apart along the width direction of the chassis 100, and the auxiliary frame body 31 further includes a connecting cross beam 312, which is connected with the two auxiliary frame longitudinal beams 311. The first energy-absorbing structure 32 and the connecting cross beam 312 are arranged along the length direction of the chassis 100, and the first energy-absorbing structure 32 and the connecting cross beam 312 are fixedly connected.

[0092] The auxiliary frame body 31 comprises two auxiliary frame longitudinal beams 311 which can be identical in structure, are arranged in a spaced manner along the width direction of the chassis 100, and are arranged oppositely along the width direction of the chassis 100. The auxiliary frame body 31 further comprises a connecting cross beam 312 which is fixedly connected with the two auxiliary frame longitudinal beams 311. The connecting cross beam 312 can be connected with the two auxiliary frame longitudinal beams 311 by welding, screwing or one-piece forming. The connecting cross beam 312 is provided with at least one first energy-absorbing structure 32 arranged along the length direction of the chassis 100. As an example, the connecting cross beam 312 is provided with one, and at least one side of the connecting cross beam 312 is provided with the first energy-absorbing structure 32. As another example, the connecting cross beam 312 is provided with a plurality of, the plurality of connecting cross beams 312 are arranged along the length direction of the chassis 100, at least two adjacent connecting cross beams 312 are provided with the first energy-absorbing structure 32, or the connecting cross beam 312 at the end is provided with the first energy-absorbing structure 32 on the side away from the adjacent connecting cross beam 312, or at least two adjacent connecting cross beams 312 are provided with the first energy-absorbing structure 32, and the connecting cross beam 312 at the end is provided with the first energy-absorbing structure 32 on the side away from the adjacent connecting cross beam 312. The first energy-absorbing structure 32 can be connected with the adjacent connecting cross beam 312 by welding or screwing.

[0093] In the above technical solution, the first energy-absorbing structure 32 and the connecting cross beam 312 are arranged along the length direction of the chassis 100, and the first energy-absorbing structure 32 is fixedly connected with the corresponding connecting cross beam 312, which is beneficial to improve the force transmission performance between the first energy-absorbing structure 32 and the connecting cross beam 312. Taking the auxiliary frame 30 as an example, when the first energy-absorbing structure 32 is arranged on the front side of the connecting cross beam 312, the connecting cross beam 312 can reliably support the first energy-absorbing structure 32, which is beneficial to improve the supporting effect of the connecting cross beam 312 on the first energy-absorbing structure 32 and improve the stability of the first energy-absorbing structure 32 when subjected to external impact. When the first energy-absorbing structure 32 is arranged on the rear side of the connecting cross beam 312, the first energy-absorbing structure 32 can support the connecting cross beam 312, thereby reducing the probability of deformation of the connecting cross beam 312 due to impact.

[0094] According to some embodiments of the present application, as shown in FIG. 4, the connecting cross beam 312 is provided with a plurality of, the plurality of connecting cross beams 312 are arranged along the length direction of the chassis 100, and each connecting cross beam 312 is connected with the two auxiliary frame longitudinal beams 311. The first energy-absorbing structure 32 is connected with the adjacent connecting cross beam 312.

[0095] The number of the connection cross beams 312 is multiple, and the connection cross beams 312 can be two, three, four, etc. The number of the connection cross beams 312 can be reasonably selected according to the actual situation. The number of the connection cross beams 312 is two in the application. The multiple connection cross beams 312 are arranged along the length direction of the chassis 100, and each connection cross beam 312 is fixedly connected with two auxiliary frame longitudinal beams 311. As an example, the first energy-absorbing structure 32 is arranged between the adjacent two connection cross beams 312, and the first energy-absorbing structure 32 is connected with the adjacent connection cross beam 312. As another example, the first energy-absorbing structure 32 is arranged on the side of the connection cross beam 312 at the end away from the adjacent connection cross beam 312, and the first energy-absorbing structure 32 is connected with the adjacent connection cross beam 312. As another example, the first energy-absorbing structure 32 is arranged between the adjacent two connection cross beams 312, and the first energy-absorbing structure 32 is arranged on the side of the connection cross beam 312 at the end away from the adjacent connection cross beam 312.

[0096] In the above technical solution, the connection cross beams 312 are multiple, and each connection cross beam 312 is connected with two auxiliary frame longitudinal beams 311, which is beneficial to improve the structural strength and stability of the auxiliary frame body 31, thereby improving the structural strength and stability of the auxiliary frame 30. The auxiliary frame body 31 can reliably support the first energy-absorbing structure 32, which is beneficial to improve the supporting effect of the auxiliary frame body 31 on the first energy-absorbing structure 32, and further improve the stability of the first energy-absorbing structure 32 when subjected to external force impact.

[0097] According to some embodiments of the application, the first energy-absorbing structure 32 is arranged between at least two adjacent connection cross beams 312.

[0098] As an example, the first energy-absorbing structure 32 is arranged between the adjacent two connection cross beams 312, that is, the adjacent two connection cross beams 312 form a group of beams, and the first energy-absorbing structure 32 is arranged between the two connection cross beams 312 of only one group of beams. As another example, the adjacent two connection cross beams 312 form a group of beams, the multiple connection cross beams 312 form multiple groups of beams, and the first energy-absorbing structure 32 is arranged between the two connection cross beams 312 of at least two groups of beams. Further, multiple first energy-absorbing structures 32 can be arranged between the adjacent two connection cross beams 312, and the multiple first energy-absorbing structures 32 between the adjacent two connection cross beams 312 are arranged along the width direction of the chassis 100.

[0099] In the technical scheme, the first energy-absorbing structure 32 is arranged between the at least two adjacent connecting cross beams 312, when the vehicle 200 collides, the subframe 30 is impacted, when the connecting cross beam 312 at the front side of the first energy-absorbing structure 32 is impacted and fails, the first energy-absorbing structure 32 between the two adjacent connecting cross beams 312 is stably collapsed in the collision direction, the subframe 30 can absorb more impact force, the longitudinal crushing performance of the subframe 30 is further improved, the stress on the battery 12 is further reduced, the risk of the battery 12 being deformed and extruded by the chassis 100 is further reduced, the risk of the battery 12 being deformed and damaged is further reduced, the use reliability of the battery 12 is further improved, and the reliability of the vehicle 200 is further improved.

[0100] According to some embodiments of the present application, as shown in FIGS. 4 and 6, along the length direction of the chassis 100, the first energy-absorbing structure 32 is fixedly provided with a connecting plate 321 facing the end of the corresponding connecting cross beam 312, and the connecting plate 321 is fixedly connected with the corresponding connecting cross beam 312.

[0101] Wherein, along the length direction of the chassis 100, the first energy-absorbing structure 32 is fixedly provided with a connecting plate 321 facing the end of the adjacent connecting cross beam 312, and the connecting plate 321 is integrally formed with the first energy-absorbing structure 32, or the connecting plate 321 is welded with the first energy-absorbing structure 32, which is conducive to improving the connection strength between the connecting plate 321 and the first energy-absorbing structure 32. The connecting plate 321 and the adjacent connecting cross beam 312 can be welded, and the connecting plate 321 and the adjacent connecting cross beam 312 can be fixedly connected by bolts. By providing the connecting plate 321, the contact area between the first energy-absorbing structure 32 and the connecting cross beam 312 can be increased, so that the first energy-absorbing structure 32 and the connecting cross beam 312 can be reliably connected, which is conducive to improving the mutual supporting effect of the first energy-absorbing structure 32 and the connecting cross beam 312. Further, the connecting plate 321 is a flat plate structure, which can further increase the contact area between the first energy-absorbing structure 32 and the connecting cross beam 312, so that the first energy-absorbing structure 32 and the connecting cross beam 312 can be more reliably connected, which is conducive to further improving the mutual supporting effect of the first energy-absorbing structure 32 and the connecting cross beam 312.

[0102] In the technical scheme, the first energy-absorbing structure 32 is arranged between the at least two adjacent connecting cross beams 312, when the vehicle 200 collides, the subframe 30 is impacted, when the connecting cross beam 312 at the front side of the first energy-absorbing structure 32 is impacted and fails, the first energy-absorbing structure 32 between the two adjacent connecting cross beams 312 is stably collapsed in the collision direction, the subframe 30 can absorb more impact force, the longitudinal crushing performance of the subframe 30 is further improved, the stress on the battery 12 is further reduced, the risk of the battery 12 being deformed and extruded by the chassis 100 is further reduced, the risk of the battery 12 being deformed and damaged is further reduced, the use reliability of the battery 12 is further improved, and the reliability of the vehicle 200 is further improved.

[0103] According to some embodiments of the present application, as shown in FIG. 4 and FIG. 6, along the length direction of the chassis 100, the orthographic projection of the first energy-absorbing structure 32 has an overlapping area with the orthographic projection of the adjacent connecting cross beam 312.

[0104] Wherein, along the length direction of the chassis 100, the orthographic projection of the first energy-absorbing structure 32 has an overlapping area with the orthographic projection of the adjacent connecting cross beam 312, the orthographic projection of the first energy-absorbing structure 32 can partially overlap with the orthographic projection of the adjacent connecting cross beam 312, or the orthographic projection of the first energy-absorbing structure 32 is located within the range of the orthographic projection of the adjacent connecting cross beam 312.

[0105] In the above technical solution, along the length direction of the chassis 100, by the orthographic projection of the first energy-absorbing structure 32 having an overlapping area with the orthographic projection of the adjacent connecting cross beam 312, it is beneficial to improve the force transmission performance between the first energy-absorbing structure 32 and the adjacent connecting cross beam 312, facilitate the transmission of the collision force between the first energy-absorbing structure 32 and the auxiliary frame body 31, and the collision force can be transmitted to other structural members along the auxiliary frame body 31, and the connecting cross beam 312 can reliably support the first energy-absorbing structure 32, which is beneficial to improve the supporting effect of the connecting cross beam 312 on the first energy-absorbing structure 32 and improve the stability of the first energy-absorbing structure 32 when subjected to external force collision.

[0106] According to some embodiments of the present application, along the width direction of the chassis 100, the chassis body 10 has a longitudinal median line extending along the length direction of the chassis 100, and the first energy-absorbing structure 32 is symmetrical about the longitudinal median line.

[0107] Wherein, along the width direction of the chassis 100, the chassis body 10 has a longitudinal median line, the longitudinal median line extends along the length direction of the chassis 100, and along the width direction of the chassis 100, the first energy-absorbing structure 32 is symmetrically arranged about the longitudinal median line.

[0108] In the above technical solution, by symmetrically arranging the first energy-absorbing structure 32 about the longitudinal median line, it is beneficial to improve the structural consistency of the auxiliary frame 30 and improve the consistency of the energy-absorbing effect of the structures on both sides of the longitudinal median line, and when the vehicle 200 collides, it is beneficial to the first energy-absorbing structure 32 to absorb the collision force to a greater extent after being impacted.

[0109] According to some embodiments of the present application, as shown in FIG. 4 and FIG. 5, along the length direction of the chassis 100, the interval distance between one end of one auxiliary frame longitudinal beam 311 and the corresponding end of another auxiliary frame longitudinal beam 311 is greater than the interval distance between the other end of one auxiliary frame longitudinal beam 311 and the corresponding end of another auxiliary frame longitudinal beam 311.

[0110] The subframe longitudinal beams 311 extend along the length of the chassis 100. Two subframe longitudinal beams 311 are arranged opposite each other and spaced apart. Taking the subframe 30 as an example of a front subframe 30, the following explanation is provided. As an example, the distance between the front ends of one subframe longitudinal beam 311 and the front ends of another subframe longitudinal beam 311 is greater than the distance between the rear ends of one subframe longitudinal beam 311 and the rear ends of another subframe longitudinal beam 311. As another example, the distance between the front ends of one subframe longitudinal beam 311 and the front ends of another subframe longitudinal beam 311 is less than the distance between the rear ends of one subframe longitudinal beam 311 and the rear ends of another subframe longitudinal beam 311. This application uses the example where the distance between the front ends of one subframe longitudinal beam 311 and the front ends of another subframe longitudinal beam 311 is greater than the distance between the rear ends of one subframe longitudinal beam 311 and the rear ends of another subframe longitudinal beam 311 for explanation.

[0111] In the above technical solution, by making the interval between one end of a subframe longitudinal beam 311 and the corresponding end of another subframe longitudinal beam 311 greater than the interval between the other end of a subframe longitudinal beam 311 and the corresponding end of another subframe longitudinal beam 311, the subframe body 31 can be made to resemble a "well" shaped structure. This is beneficial to improving the structural stability and strength of the subframe 30, thereby improving the compressive strength of the subframe 30 and enhancing its energy absorption effect. When the vehicle 200 collides, for example, when the vehicle 200 collides at high speed, the subframe 30 can provide sufficient support strength for the vehicle body. Before the first energy-absorbing structure 32 at the end is completely crushed, the risk of premature collapse or bending of the subframe body 31 is reduced.

[0112] According to some embodiments of this application, as shown in Figures 4 and 5, each subframe longitudinal beam 311 includes a straight section 313 and an inclined section 314, the straight section 313 and the inclined section 314 are arranged and connected along the length direction of the chassis 100, and the inclined section 314 extends inclinedly along the length direction of the chassis 100.

[0113] Each subframe longitudinal beam 311 includes a straight section 313 and an inclined section 314. The straight section 313 and the inclined section 314 are arranged and connected along the length of the chassis 100, and the inclined section 314 extends inclinedly along the length of the chassis 100. The two straight sections 313 of the two subframe longitudinal beams 311 are opposite to each other and spaced apart, and the two inclined sections 314 of the two subframe longitudinal beams 311 are opposite to each other and spaced apart. The straight section 313 and the inclined section 314 can be integrally formed, or they can be welded together. An arc-shaped section is formed at the connection between the straight section 313 and the inclined section 314, so that there is a smooth transition between the straight section 313 and the inclined section 314. The straight section 313 extends along the length of the chassis 100. Along the length of the chassis 100, from the end of the inclined section 314 near the straight section 313 to the end away from the straight section 313, the inclined section 314 of the subframe longitudinal beam 311 extends inclined in a direction away from the other subframe longitudinal beam 311.

[0114] In the above technical solution, by extending the straight section 313 along the length of the chassis 100 and the inclined section 314 extending inclinedly along the length of the chassis 100, the subframe body 31 can be constructed in a "well" shape, which is beneficial to improving the structural stability of the subframe 30 and the structural strength of the subframe 30, thereby improving the compressive strength of the subframe 30 and thus improving the energy absorption effect of the subframe 30.

[0115] According to some embodiments of this application, as shown in Figures 4 and 5, the plurality of connecting crossbeams 312 include: end crossbeams 315 and intermediate crossbeams 316. Along the length direction of the chassis 100, the end crossbeams 315 are located at the same end of the two subframe longitudinal beams 311, and the intermediate crossbeams 316 are located between the two subframe longitudinal beams 311.

[0116] Along the length of the chassis 100, the end crossbeam 315 is located at the same end of the two subframe longitudinal beams 311, and is fixedly connected to the two subframe longitudinal beams 311. As an example, the end crossbeam 315 is located at one end of the inclined section 314 away from the straight section 313, and the first energy-absorbing structure 32 is fixedly connected to the end crossbeam 315, located on the side of the end crossbeam 315 away from the subframe longitudinal beams 311. An intermediate crossbeam 316 can be connected between the two subframe longitudinal beams 311.

[0117] In the technical scheme, the end beam 315 is located at the same end of the two auxiliary frame longitudinal beams 311, and the middle beam 316 is located between the two auxiliary frame longitudinal beams 311, so that the end beam 315 can be reliably supported by the first energy-absorbing structure 32, and the two auxiliary frame longitudinal beams 311 can reliably support the end beam 315, thereby further improving the structural stability and the structural strength of the auxiliary frame 30, and further improving the compression resistance of the auxiliary frame 30, and further improving the energy-absorbing effect of the auxiliary frame 30.

[0118] According to some embodiments of the present application, as shown in FIGS. 3 and 6, the auxiliary frame 30 further comprises a crash beam 40, which is located outside the auxiliary frame body 31 along the length direction of the chassis 100 and is spaced apart from the auxiliary frame body 31, and the first energy-absorbing structure 32 is connected between the crash beam 40 and the auxiliary frame body 31.

[0119] According to some embodiments of the present application, as shown in FIGS. 3 and 6, the auxiliary frame 30 further comprises a crash beam 40, which is located outside the auxiliary frame body 31 along the length direction of the chassis 100 and is spaced apart from the auxiliary frame body 31, and the first energy-absorbing structure 32 is connected between the crash beam 40 and the auxiliary frame body 31.

[0120] In the technical scheme, the first energy-absorbing structure 32 is connected between the crash beam 40 and the auxiliary frame body 31, so that when the vehicle 200 is subjected to a frontal collision or a side collision, the crash beam 40 can absorb the impact force and reduce the transmission of the collision force to the first energy-absorbing structure 32, thereby improving the anti-collision capability of the auxiliary frame 30, and the first energy-absorbing structure 32 can support the crash beam 40 to reduce the risk of deformation of the crash beam 40, and at the same time, the crash beam 40 extends along the width direction of the chassis 100, so that after the crash beam 40 is subjected to an impact, the first energy-absorbing structure 32 is uniformly stressed, thereby facilitating stable collapse and energy absorption of the first energy-absorbing structure 32.

[0121] According to some embodiments of the present application, as shown in FIGS. 3 and 6, the auxiliary frame 30 further comprises a second energy-absorbing structure 50, which is provided on at least one side of the first energy-absorbing structure 32 along the width direction of the chassis 100 and is connected between the crash beam 40 and the auxiliary frame body 31.

[0122] The auxiliary frame 30 can further include a second energy-absorbing structure 50, which can be an energy-absorbing block, an energy-absorbing box, a third energy-absorbing box, a spring, an airbag, etc. Along the width direction of the chassis 100, one side of the first energy-absorbing structure 32 is provided with the second energy-absorbing structure 50, or both sides of the first energy-absorbing structure 32 are provided with the second energy-absorbing structure 50, and the second energy-absorbing structure 50 is connected between the anti-collision cross beam 40 and the auxiliary frame body 31. As an example, the second energy-absorbing structure 50 is a plurality of structures, which are arranged between the end cross beams 315 of the auxiliary frame body 31 along the length direction of the anti-collision cross beam 40, and are connected between the end cross beams 315 and the anti-collision cross beam 40. The second energy-absorbing structure 50 can be welded to the end cross beam 315 and the anti-collision cross beam 40, or can be fixed to them by bolts.

[0123] In the above technical solution, when the anti-collision cross beam 40 is impacted, the second energy-absorbing structure 50 is stably collapsed along the impact direction, further improving the longitudinal crushing performance of the auxiliary frame 30. The second energy-absorbing structure 50 can absorb at least part of the impact force, reduce the deformation of the auxiliary frame 30, and improve the energy-absorbing performance of the auxiliary frame 30. This can further reduce the stress on the battery 12, further reduce the risk of the chassis 100 deforming and extruding the battery 12, further reduce the risk of the battery 12 deforming and being damaged, and further improve the reliability of the battery 12, thereby further improving the reliability of the vehicle 200, better solving the problem of the reliability of the battery 12 of the vehicle 200 during high-speed driving, and further reducing the risk of the battery 12 deforming and being damaged when the vehicle 200 is in a collision during high-speed driving.

[0124] According to some embodiments of the present application, as shown in FIG. 3, the anti-collision cross beam 40 and / or the auxiliary frame body 31 are fixedly connected to the chassis body 10.

[0125] At least one of the anti-collision cross beam 40 and the auxiliary frame body 31 is fixedly connected with the chassis body 10. As an example, the anti-collision cross beam 40 is fixedly connected with the chassis body 10. As another example, the auxiliary frame body 31 is fixedly connected with the chassis body 10. As another example, the anti-collision cross beam 40 and the auxiliary frame body 31 are both fixedly connected with the chassis body 10. The present application takes the example that the anti-collision cross beam 40 and the auxiliary frame body 31 are both fixedly connected with the chassis body 10, and the anti-collision cross beam 40 and the auxiliary frame body 31 can be indirectly fixedly connected with the chassis body 10 through the connecting piece 60, the anti-collision cross beam 40 can be indirectly fixedly connected with the anti-collision beam 22 through the connecting piece 60, the connecting piece 60 is fixedly connected with the anti-collision cross beam 40 and the anti-collision beam 22, and the auxiliary frame body 31 can be indirectly fixedly connected with the upper longitudinal beam 21 through the connecting piece 60. The anti-collision cross beam 40 and the auxiliary frame body 31 can also be directly installed on the chassis body 10 through bolts.

[0126] In the above technical solution, by fixing at least one of the anti-collision cross beam 40 and the auxiliary frame body 31 to the chassis body 10, the structural strength of the chassis 100 is improved, the structural stability of the chassis 100 is improved, when the chassis 100 is subjected to a collision, the collision force can be transmitted between the chassis body 10 and the auxiliary frame 30, which is beneficial to the dispersion of the collision force, reduces the risk of stress concentration of the chassis 100, thereby improving the anti-collision ability of the chassis 100.

[0127] According to some embodiments of the present application, as shown in FIGS. 6 and 7, along the length direction of the chassis 100, the first energy-absorbing structure 32 is formed with an assembly space 322 facing the end of the anti-collision cross beam 40, and the anti-collision cross beam 40 is assembled in the assembly space 322 and abuts against the first energy-absorbing structure 32.

[0128] Wherein, along the length direction of the chassis 100, the first energy-absorbing structure 32 is formed with an assembly space 322 facing the end of the anti-collision cross beam 40, and part of the structure of the anti-collision cross beam 40 is assembled in the assembly space 322, after the anti-collision cross beam 40 is assembled in the assembly space 322, the outer surface of the anti-collision cross beam 40 abuts against the inner wall of the assembly space 322, that is, the outer surface of the anti-collision cross beam 40 abuts against the first energy-absorbing structure 32, the anti-collision cross beam 40 can be welded to the first energy-absorbing structure 32, and the anti-collision cross beam 40 can also be assembled to the first energy-absorbing structure 32 through bolts.

[0129] In the technical solution, the anti-collision cross beam 40 is assembled in the assembly space 322 and abuts against the first energy-absorbing structure 32, which is conducive to increasing the contact area of the anti-collision cross beam 40 and the first energy-absorbing structure 32, reliably supporting the anti-collision cross beam 40 and the first energy-absorbing structure 32, and reliably transmitting force between the anti-collision cross beam 40 and the first energy-absorbing structure 32, thereby improving the initial crushing stability of the first energy-absorbing structure 32 during a high-speed central collision and further improving the stable crushing of the first energy-absorbing structure 32.

[0130] According to some embodiments of the present application, as shown in FIG. 6, the orthographic projection of the anti-collision cross beam 40 and the orthographic projection of the corresponding first energy-absorbing structure 32 have an overlapping area along the height direction of the chassis 100.

[0131] As shown in FIG. 7, the end of the first energy-absorbing structure 32 facing the anti-collision cross beam 40 has an upper lap joint edge 324 and a lower lap joint edge 325, the upper lap joint edge 324 and the lower lap joint edge 325 are opposite and spaced apart along the height direction of the chassis 100, and the assembly space 322 is formed between the upper lap joint edge 324 and the lower lap joint edge 325. After the anti-collision cross beam 40 is assembled in the assembly space 322, the upper lap joint edge 324 and the lower lap joint edge 325 abut against the anti-collision cross beam 40, and the end of the first energy-absorbing structure 32 facing the anti-collision cross beam 40 can also abut against the anti-collision cross beam 40. Along the height direction of the chassis 100, the orthographic projection of the upper lap joint edge 324 partially overlaps the orthographic projection of the anti-collision cross beam 40, or the orthographic projection of the upper lap joint edge 324 is located within the range of the orthographic projection of the anti-collision cross beam 40. Along the height direction of the chassis 100, the orthographic projection of the lower lap joint edge 325 partially overlaps the orthographic projection of the anti-collision cross beam 40, or the orthographic projection of the lower lap joint edge 325 is located within the range of the orthographic projection of the anti-collision cross beam 40.

[0132] In the technical solution, the orthographic projection of the anti-collision cross beam 40 and the orthographic projection of the corresponding first energy-absorbing structure 32 have an overlapping area along the height direction of the chassis 100, which is conducive to achieving lap joint connection between the first energy-absorbing structure 32 and the adjacent anti-collision cross beam 40, reliably supporting the first energy-absorbing structure 32 by the anti-collision cross beam 40, and further improving the stability of the first energy-absorbing structure 32 when subjected to external force collision.

[0133] According to some embodiments of the present application, as shown in FIG. 7, the first energy-absorbing structure 32 is formed with a cavity 323 penetrating through the first energy-absorbing structure 32 along the length direction of the chassis.

[0134] The first energy-absorbing structure 32 can be formed with a cavity 323. The cavity 323 can be a space structure or a cavity structure. As an example, the first energy-absorbing structure 32 can be formed with a plurality of space structures, and the plurality of space structures form the cavity 323. As another example, the first energy-absorbing structure 32 can be formed with a plurality of cavity structures, and the plurality of cavity structures form the cavity 323. As another example, the first energy-absorbing structure 32 can be formed with a space structure, and the space structure forms the cavity 323. As another example, the first energy-absorbing structure 32 can be formed with a cavity structure, and the cavity structure forms the cavity 323.

[0135] In the above technical solution, the first energy-absorbing structure 32 is formed with a cavity 323. When the first energy-absorbing structure 32 is impacted, the first energy-absorbing structure 32 is deformed to absorb energy, so that the first energy-absorbing structure 32 stably collapses along the impact direction, thereby meeting the working requirements of the first energy-absorbing structure 32, and improving the energy-absorbing effect of the first energy-absorbing structure 32.

[0136] According to some embodiments of the present application, the present application also provides a subframe 30 of a vehicle 200. The subframe 30 is the subframe 30 in the above embodiments. The subframe 30 comprises a subframe body 31, the subframe body 31 comprises two subframe longitudinal beams 311, the two subframe longitudinal beams 311 are opposite and spaced apart along the width direction of the subframe 30, the subframe body 31 further comprises a connecting cross beam 312, the connecting cross beam 312 is connected with the two subframe longitudinal beams 311, the first energy-absorbing structure 32 and the connecting cross beam 312 are arranged along the length direction of the subframe 30, and the first energy-absorbing structure 32 and the connecting cross beam 312 are fixedly connected, at least part of the first energy-absorbing structure 32 is located in the middle region of the subframe 30 along the width direction of the subframe 30.

[0137] The subframe body 31 comprises two subframe longitudinal beams 311, the two subframe longitudinal beams 311 can be identical in structure, and the two subframe longitudinal beams 311 are spaced apart along the width direction of the subframe 30 and arranged opposite along the width direction of the chassis 100. The width direction of the subframe 30 is parallel to the width direction of the vehicle 200. The subframe body 31 further comprises a connecting cross beam 312, the connecting cross beam 312 extends along the width direction of the subframe 30, and the connecting cross beam 312 is fixedly connected with the two subframe longitudinal beams 311. The connecting cross beam 312 and the two subframe longitudinal beams 311 can be welded, bolted, or integrally formed. The connecting cross beam 312 is arranged at least once. The first energy-absorbing structure 32 and the connecting cross beam 312 are arranged along the length direction of the subframe 30, and the length direction of the subframe 30 is parallel to the length direction of the vehicle 200.

[0138] As an example, the connecting cross beam 312 is provided with one, and at least one side of the connecting cross beam 312 is provided with the first energy-absorbing structure 32. As another example, the connecting cross beam 312 is provided with multiple, and multiple connecting cross beams 312 are arranged along the length direction of the subframe 30. At least two adjacent connecting cross beams 312 are provided with the first energy-absorbing structure 32, or the connecting cross beam 312 at the end is provided with the first energy-absorbing structure 32 on the side away from the adjacent connecting cross beam 312, or at least two adjacent connecting cross beams 312 are provided with the first energy-absorbing structure 32, and the connecting cross beam 312 at the end is provided with the first energy-absorbing structure 32 on the side away from the adjacent connecting cross beam 312. The first energy-absorbing structure 32 can be welded to the adjacent connecting cross beam 312, or the first energy-absorbing structure 32 can be connected to the adjacent connecting cross beam 312 by bolts.

[0139] Along the width direction of the subframe 30, at least part of the first energy-absorbing structure 32 is located in the middle region of the subframe 30. It should be noted that the first energy-absorbing structure 32 can be partially located in the middle region of the subframe 30, or the first energy-absorbing structure 32 can be entirely located in the middle region of the subframe 30. Along the width direction of the subframe 30, the subframe 30 has a longitudinal median line extending along the length direction of the subframe 30. The middle region refers to the covered region on both sides of the longitudinal median line of the subframe 30 along the width direction of the subframe 30.

[0140] When the vehicle 200 is driving forward or the vehicle 200 is stopped, and when the front of the vehicle 200 is impacted, for example, when the central pillar collision occurs when the vehicle 200 is driving forward at high speed (for example, the driving speed is above 100 kph), after the subframe 30 is impacted, the first energy-absorbing structure 32 is stably collapsed along the impact direction, improving the longitudinal crushing performance of the subframe 30. The first energy-absorbing structure 32 can absorb at least part of the impact force. The impact force that is not absorbed by the first energy-absorbing structure 32 can be transmitted to other structures of the chassis 100, and the impact force can be transmitted along the chassis 100 to other structural members of the vehicle 200, so as to disperse the impact force and reduce the risk of concentrated stress. Compared with the prior art, the force on the battery 12 can be reduced, the risk of the chassis 100 deforming and extruding the battery 12 can be reduced, the risk of the battery 12 deforming and being damaged can be reduced, the use reliability of the battery 12 can be improved, and thus the reliability of the vehicle 200 can be improved. This is beneficial to solve the problem of the reliability of the battery 12 of the vehicle 200 when the vehicle 200 is driving at high speed, and can reduce the risk of the battery 12 deforming and being damaged when the vehicle 200 is in collision at high speed. By arranging at least part of the first energy-absorbing structure 32 in the middle region of the subframe 30, when the vehicle 200 is in head-on collision or offset collision, the first energy-absorbing structure 32 can absorb a large amount of impact force after being impacted.

[0141] In the above technical solution, by setting the first energy-absorbing structure 32, when the vehicle 200 collides, the first energy-absorbing structure 32 can absorb the impact force, and the first energy-absorbing structure 32 can stably collapse along the collision direction, which is beneficial to improve the safety of the vehicle 200 in the high-speed central column collision. Compared with the prior art, the stress on the battery 12 can be reduced, the deformation and damage risk of the battery 12 can be reduced, the use reliability of the battery 12 can be improved, and thus the reliability of the vehicle 200 can be improved.

[0142] According to some embodiments of the present application, as shown in FIG. 7, at least one side of the auxiliary frame body 31 is provided with a first energy-absorbing structure 32 along the length direction of the auxiliary frame 30.

[0143] Wherein, at least one side of the auxiliary frame body 31 is provided with a first energy-absorbing structure 32 along the length direction of the chassis 100, that is, the first energy-absorbing structure 32 is arranged on the front side of the auxiliary frame body 31, or the first energy-absorbing structure 32 is arranged on the rear side of the auxiliary frame body 31, or the first energy-absorbing structure 32 is arranged on the front side and the rear side of the auxiliary frame body 31. The present application takes the front side of the auxiliary frame body 31 as an example to illustrate the first energy-absorbing structure 32. When the front side of the energy storage compartment 11 is provided with the auxiliary frame 30, and the front side of the vehicle 200 collides, the first energy-absorbing structure 32 is crushed and absorbs energy in priority to the auxiliary frame body 31. Before the first energy-absorbing structure 32 is completely crushed, the risk of collapse or bending of the auxiliary frame body 31 is reduced, thereby reducing the risk of premature failure of the auxiliary frame body 31 before the first energy-absorbing structure 32 is completely crushed. The stress on the battery 12 can be further reduced, the risk of extruding the battery 12 can be further reduced, the deformation and damage risk of the battery 12 can be further reduced, the use reliability of the battery 12 can be further improved, and thus the safety of the vehicle 200 can be further improved, which is more beneficial to solve the battery 12 reliability problem of the vehicle 200 during high-speed driving.

[0144] In the above technical solution, at least one side of the auxiliary frame body 31 is provided with a first energy-absorbing structure 32 along the length direction of the auxiliary frame 30. When the vehicle 200 collides, the first energy-absorbing structure 32 is crushed and absorbs energy in priority to the auxiliary frame body 31. Before the first energy-absorbing structure 32 is completely crushed, the risk of collapse or bending of the auxiliary frame body 31 is reduced, thereby reducing the risk of premature failure of the auxiliary frame body 31 before the first energy-absorbing structure 32 is completely crushed. The stress on the battery 12 can be further reduced, the risk of extruding the battery 12 can be further reduced, the deformation and damage risk of the battery 12 can be further reduced, the use reliability of the battery 12 can be further improved, and thus the safety of the vehicle 200 can be further improved, which is more beneficial to solve the battery 12 reliability problem of the vehicle 200 during high-speed driving.

[0145] According to some embodiments of the present application, the present application also provides a vehicle 200, the vehicle 200 comprising the chassis 100 of the vehicle 200 of the above-mentioned embodiments. Or the vehicle 200 comprising the subframe 30 of the vehicle 200 of the above-mentioned embodiments. When the vehicle 200 collides, the first energy-absorbing structure 32 can absorb the impact force, and the first energy-absorbing structure 32 can stably collapse in the collision direction, which is beneficial to improve the safety of the vehicle 200 in the high-speed central pillar collision. Compared with the prior art, the stress on the battery 12 can be reduced, the risk of deformation and damage of the battery 12 can be reduced, the use reliability of the battery 12 can be improved, and thus the reliability of the vehicle 200 can be improved.

[0146] According to some embodiments of the present application, referring to FIGS. 3-6, the present application provides a chassis 100 of a vehicle 200, the chassis 100 comprising a chassis body 10 and a subframe 30. The front end of the chassis body 10 is formed with a front anti-collision structure 20 along the length direction of the chassis 100. The subframe 30 is arranged below the front anti-collision structure 20, and the subframe 30 is fixedly connected with the front anti-collision structure 20. The subframe 30 comprises a subframe body 31, a first energy-absorbing structure 32 and an anti-collision cross beam 40, the first energy-absorbing structure 32 is arranged between the anti-collision cross beam 40 and the subframe body 31, and the first energy-absorbing structure 32 is fixedly connected with the anti-collision cross beam 40 and the subframe body 31. The anti-collision cross beam 40 is fixedly connected with the anti-collision beam 22 of the front anti-collision structure 20, and the subframe body 31 is fixedly connected with the upper longitudinal beam 21 of the front anti-collision structure 20. The anti-collision cross beam 40 is located at the front side of the subframe body 31. The subframe body 31 comprises two subframe longitudinal beams 311 and a plurality of connecting cross beams 312, the two subframe longitudinal beams 311 are opposite and spaced apart along the width direction of the chassis 100, and the plurality of connecting cross beams 312 are connected with the two subframe longitudinal beams 311. The first energy-absorbing structure 32 and the connecting cross beam 312 are arranged along the length direction of the chassis 100, and the first energy-absorbing structure 32 is fixedly connected with the end cross beam 315 located at the front end. Each subframe longitudinal beam 311 comprises a straight section 313 and an inclined section 314, the straight section 313 and the inclined section 314 are arranged and connected along the length direction of the chassis 100, and the inclined section 314 extends obliquely along the length direction of the chassis 100.

[0147] 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.

[0148] In the description of the application, reference has been made to descriptive terms such as "one embodiment", "some embodiments", "an embodiment", "example", "specific example" or "some examples" etc. It is emphasized that each of these terms refers to a specific feature, structure, material or characteristic described in connection with a particular embodiment or example. The descriptive terms are not necessarily referring to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0149] While embodiments of the application have been shown and described, it is to be understood that the application is not limited to the details of the embodiments described, since the scope of the application is defined with respect to the appended claims.

Claims

1. A chassis of a vehicle, wherein, The application relates to a chassis, comprising: a chassis body, end portions of the chassis body being provided with anti-collision structures along the length direction of the chassis; at least one subframe, the subframe being arranged below the corresponding anti-collision structure and being fixedly connected with the chassis body, the subframe comprising a subframe body and a first energy-absorbing structure, the subframe body and the first energy-absorbing structure being fixedly connected, at least part of the first energy-absorbing structure being arranged in the middle region of the chassis along the width direction of the chassis.

2. The chassis of the vehicle according to claim 1, wherein, The chassis body is provided with an energy storage space for accommodating a battery, at least one side of the front side and the rear side of the energy storage space being provided with the subframe along the length direction of the chassis.

3. The chassis of a vehicle according to claim 1 or 2, wherein, At least one side of the subframe body is provided with the first energy-absorbing structure along the length direction of the chassis.

4. The chassis of a vehicle according to any one of claims 1-3, wherein, The subframe body comprises two subframe longitudinal beams which are opposite and spaced apart along the width direction of the chassis, and a connecting cross beam which is connected with the two subframe longitudinal beams, the first energy-absorbing structure and the connecting cross beam being arranged along the length direction of the chassis, and the first energy-absorbing structure and the connecting cross beam being fixedly connected.

5. The chassis of the vehicle according to claim 4, wherein, The connecting cross beam is a plurality of connecting cross beams which are arranged along the length direction of the chassis, and each connecting cross beam is connected with the two subframe longitudinal beams, and the first energy-absorbing structure is connected with adjacent connecting cross beams.

6. The chassis of the vehicle according to claim 5, wherein, The first energy-absorbing structure is arranged between at least two adjacent connecting cross beams.

7. The chassis of a vehicle according to any one of claims 4-6, wherein, Along the length direction of the chassis, a connecting plate is fixedly arranged on the end portion of the first energy-absorbing structure which faces the corresponding connecting cross beam, and the connecting plate is fixedly connected with the corresponding connecting cross beam.

8. The chassis of a vehicle according to any one of claims 4-7, wherein, Along the length direction of the chassis, the first energy-absorbing structure and the adjacent connecting cross beam have an overlapping region in the orthographic projection.

9. The chassis of a vehicle according to any one of claims 1-8, wherein, Along the width direction of the chassis, the chassis body has a longitudinal median line which extends along the length direction of the chassis, and the first energy-absorbing structure is symmetrical about the longitudinal median line.

10. The chassis of a vehicle according to any one of claims 4-9, wherein, Along the length direction of the chassis, the interval distance between one end of one subframe longitudinal beam and the corresponding end portion of another subframe longitudinal beam is greater than the interval distance between the other end of the one subframe longitudinal beam and the corresponding end portion of the another subframe longitudinal beam.

11. The chassis of the vehicle according to claim 10, wherein, Each subframe longitudinal beam comprises a straight section and an inclined section which are arranged and connected along the length direction of the chassis, and the inclined section extends obliquely along the length direction of the chassis.

12. The chassis of a vehicle according to claim 10 or 11, wherein, The plurality of connecting cross beams comprises end cross beams and middle cross beams, the end cross beams being arranged at the same end of the two subframe longitudinal beams along the length direction of the chassis, and the middle cross beams being arranged between the two subframe longitudinal beams.

13. The chassis of a vehicle according to any one of claims 1-12, wherein, The subframe further comprises an anti-collision cross beam which is arranged outside the subframe body along the length direction of the chassis and is spaced apart from the subframe body, and the anti-collision cross beam and the subframe body are connected with the first energy-absorbing structure.

14. The chassis of the vehicle according to claim 13, wherein, The auxiliary frame further comprises a second energy-absorbing structure, at least one side of the first energy-absorbing structure is provided with the second energy-absorbing structure along the width direction of the chassis, and the second energy-absorbing structure is connected between the anti-collision cross beam and the auxiliary frame body.

15. The chassis of a vehicle according to claim 13 or 14, wherein, The anti-collision cross beam and / or the auxiliary frame body are fixedly connected with the chassis body.

16. The chassis of a vehicle according to any one of claims 13-15, wherein, Along the length direction of the chassis, an end portion of the anti-collision cross beam facing the first energy-absorbing structure is formed with an assembly space, the anti-collision cross beam is assembled in the assembly space and abuts against the first energy-absorbing structure.

17. The chassis of the vehicle of claim 16, wherein, Along the height direction of the chassis, the anti-collision cross beam has an overlapping area with the first energy-absorbing structure in orthographic projection.

18. The chassis of the vehicle according to any one of claims 1-17, wherein, The first energy-absorbing structure is formed with a cavity penetrating through the first energy-absorbing structure along the length direction of the chassis.

19. A subframe for a vehicle, wherein, Comprise: The auxiliary frame body comprises two auxiliary frame longitudinal beams, the two auxiliary frame longitudinal beams are opposite and spaced apart along the width direction of the auxiliary frame, the auxiliary frame body further comprises a connecting cross beam, the connecting cross beam is connected with the two auxiliary frame longitudinal beams, the first energy-absorbing structure and the connecting cross beam are arranged along the length direction of the auxiliary frame, and the first energy-absorbing structure and the connecting cross beam are fixedly connected, and at least part of the first energy-absorbing structure is located in the middle region of the auxiliary frame along the width direction of the auxiliary frame.

20. A vehicle, wherein, The chassis of the vehicle according to any one of claims 1-18; or the auxiliary frame of the vehicle according to claim 19.

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