Chassis and vehicle

Abstract

A chassis (500) and a vehicle (1000). The chassis (500) comprises a front bulkhead (30), a first energy‑absorbing structure (50), an energy compartment (40), and a second energy‑absorbing structure (60). The first energy‑absorbing structure (50) passes through the front bulkhead (30), the energy compartment (40) is connected to the first energy‑absorbing structure (50), the energy compartment (40) is used for accommodating a battery device (100), the second energy‑absorbing structure (60) is connected to the energy compartment (40), and the second energy‑absorbing structure (60) is located on the side of the energy compartment (40) close to the front bulkhead(30), wherein the first energy‑absorbing structure (50) and the second energy‑absorbing structure (60) are connected and at least partially overlap in the height direction of the chassis (500).

Description

Chassis and vehicles

[0001] Priority information

[0002] This application claims priority and benefits to patent application No. 202510381489.X, filed with the China National Intellectual Property Administration on March 27, 2025, the entire contents of which are incorporated herein by reference as if copied herein. Technical Field

[0003] This application relates to the field of vehicle technology, specifically to a chassis and a vehicle. Background Technology

[0004] With the rapid development of new energy electric vehicles, consumers have increasingly higher demands for the safety of electric vehicles. Current crash standards only cover urban driving conditions, mainly focusing on occupant safety, and do not cover frontal pole impact scenarios in highway or even ultra-high-speed driving conditions. Therefore, current vehicles perform poorly in frontal pole impact scenarios. Summary of the Invention

[0005] In view of the above problems, this application provides a chassis and vehicle that can improve the poor safety performance of vehicles in frontal pole impact conditions to a certain extent.

[0006] In a first aspect, this application provides a chassis including a front bulkhead, a first energy-absorbing structure, an energy compartment, and a second energy-absorbing structure. The first energy-absorbing structure passes through the front bulkhead, the energy compartment is connected to the first energy-absorbing structure and is used to house a battery device, and the second energy-absorbing structure is connected to the energy compartment and is located on the side of the energy compartment closer to the front bulkhead. The first energy-absorbing structure and the second energy-absorbing structure are connected and at least partially overlap in the height direction of the chassis.

[0007] In the aforementioned chassis, the first energy-absorbing structure passes through the front bulkhead, and the second energy-absorbing structure is connected to the energy compartment. The first and second energy-absorbing structures are connected and at least partially overlap in the height direction of the chassis. Thus, during a frontal pole impact, after the collision energy is transferred to the first and second energy-absorbing structures, the first and second energy-absorbing structures can fully crush and absorb the energy, thereby reducing the intrusion into the energy compartment and passenger compartment. This improves the safety of the battery and occupants to a certain extent and addresses the problem of poor vehicle safety performance under frontal pole impact conditions.

[0008] In some embodiments, in the longitudinal direction of the chassis, one of the first energy-absorbing structure and the second energy-absorbing structure protrudes beyond the other.

[0009] In the above embodiments, the absorption path of collision energy and the dispersion of collision impact force can be optimized to a certain extent.

[0010] In some embodiments, the second energy-absorbing structure protrudes beyond the first energy-absorbing structure along the length of the chassis.

[0011] In the above embodiments, the collision energy absorption path can be optimized to a certain extent, reducing the collision energy transferred to the energy chamber.

[0012] In some embodiments, the second energy-absorbing structure includes a first sub-energy-absorbing structure and a second sub-energy-absorbing structure, the chassis includes a first crossbeam, and the first sub-energy-absorbing structure and the second sub-energy-absorbing structure are respectively connected to both sides of the first crossbeam along the length direction of the chassis.

[0013] In the above embodiments, by gradually collapsing and absorbing energy through the first sub-energy-absorbing structure and the second sub-energy-absorbing structure, the energy absorption path can be optimized to a certain extent, and the protection of the energy chamber can be improved to a certain extent.

[0014] In some embodiments, in the length direction of the chassis, the first energy-absorbing structure includes a first energy-absorbing portion and a second energy-absorbing portion, and in the height direction of the chassis, the projection of the first energy-absorbing portion and one of the first sub-energy-absorbing structures are completely located within the projection of the other, and / or;

[0015] In the height direction of the chassis, the projection of one of the second energy-absorbing portion and the second sub-energy-absorbing structure is completely within the projection of the other.

[0016] In the above embodiments, the overlapping parts can form an energy-absorbing structure with better energy absorption effect to a certain extent.

[0017] In some embodiments, in the height direction of the chassis, the projection of the first energy-absorbing portion is completely within the projection of the first sub-energy-absorbing structure, and the projection of the second energy-absorbing portion is completely within the projection of the second sub-energy-absorbing structure.

[0018] In the above embodiments, the energy-absorbing structure is optimized to a certain extent, thereby improving vehicle safety to a certain extent.

[0019] In some embodiments, the energy cabin includes a second crossbeam, the second crossbeam and the first crossbeam being disposed opposite to and spaced apart along the length of the chassis, and the second sub-energy-absorbing structure being located between the first crossbeam and the second crossbeam and connecting the first crossbeam and the second crossbeam.

[0020] In the above embodiments, the impact on the energy chamber can be reduced, and the safety of the battery device can be improved to a certain extent.

[0021] In some embodiments, the front enclosure includes a first enclosure and a second enclosure connected together, the first enclosure being connected to the energy chamber via the second enclosure, the first enclosure being located above the first energy-absorbing structure, and the first energy-absorbing structure passing through the second enclosure.

[0022] In the above embodiments, the collision energy can be quickly absorbed by the first energy-absorbing structure through crumple when the vehicle is hit by a frontal pole.

[0023] In some embodiments, the second enclosure is inclined from the first enclosure toward the rear of the chassis and connects the first enclosure and the energy cabin.

[0024] In the above embodiments, the rigidity of the chassis can be enhanced to a certain extent.

[0025] In some embodiments, the chassis includes a first fastener that connects the first energy-absorbing structure and the second energy-absorbing structure in the height direction of the chassis.

[0026] In the above embodiments, the first energy-absorbing structure and the second energy-absorbing structure are fixedly connected to form an integral energy-absorbing structure.

[0027] In some embodiments, the chassis includes a plurality of the first fasteners, which are arranged in at least one row along the width direction of the chassis.

[0028] In the above embodiments, the stability of the fixed connection between the first energy-absorbing structure and the second energy-absorbing structure can be further improved.

[0029] In some embodiments, multiple rows of the first fasteners are arranged along the length of the chassis.

[0030] In the above embodiments, the stability of the fixed connection between the first energy-absorbing structure and the second energy-absorbing structure can be further enhanced.

[0031] In some embodiments, the chassis includes a second fastener and a first crossbeam, the second fastener connecting the first energy-absorbing structure and the first crossbeam in the height direction of the chassis.

[0032] In the above embodiment, the first energy-absorbing structure is fixedly connected to the first crossbeam.

[0033] In some embodiments, the chassis includes a plurality of second fasteners arranged in at least one row along the width direction of the chassis.

[0034] In the above embodiments, the stability of the fixed connection between the first energy-absorbing structure and the first crossbeam can be further improved.

[0035] In some embodiments, the chassis includes a first support structure that connects the first energy-absorbing structure and the energy chamber.

[0036] In the above embodiments, the first energy-absorbing structure can stably collapse and absorb energy along the length of the chassis when a collision occurs, thus protecting the battery device inside the energy compartment.

[0037] In some embodiments, the first support structure includes a connecting end, the connecting end being provided with a receiving groove, and one end of the first energy-absorbing structure is received in the receiving groove.

[0038] In the above embodiments, the first energy-absorbing structure can be stably collapsed along the length of the chassis, thereby optimizing the energy absorption effect of the first energy-absorbing structure to a certain extent.

[0039] In some embodiments, the connecting end includes a first enclosure wall forming the receiving groove along the length of the chassis, the first enclosure wall abutting against one end of the first energy-absorbing structure.

[0040] In the above embodiments, a supporting force can be provided for the first energy-absorbing structure, so that the first energy-absorbing structure can collapse stably along the length direction of the chassis, thereby optimizing the energy absorption effect of the first energy-absorbing structure to a certain extent.

[0041] In some embodiments, the connecting end includes a second enclosure wall forming the receiving groove in the height direction of the chassis, the second enclosure wall abutting against the top of the first energy-absorbing structure.

[0042] In the above embodiments, the first energy-absorbing structure can be prevented from flipping up when it is hit, thus maintaining the energy absorption effect of the first energy-absorbing structure to a certain extent.

[0043] In some embodiments, the chassis includes a first fastener that connects the first energy-absorbing structure, the second energy-absorbing structure, and the first support structure in the height direction of the chassis.

[0044] In the above embodiments, the first energy-absorbing structure, the second energy-absorbing structure, and the first support structure are fixedly connected.

[0045] In some embodiments, the chassis includes a third fastener, the energy compartment includes a second crossbeam and a channel portion in the cover plate, and the third fastener connects the first support structure, the channel portion in the cover plate, and the second crossbeam in the height direction of the chassis.

[0046] In the above embodiment, the third fastener passes through the first support structure and the channel portion of the cover plate and is fixedly connected to the first crossbeam, so that the channel portion of the cover plate is fixedly connected to the energy compartment, which improves the structural stability of the channel portion of the cover plate to a certain extent and can support the crushing deformation of the first energy-absorbing structure to a certain extent, thereby ensuring the safety of the vehicle to a certain extent.

[0047] In some embodiments, the chassis includes a fourth fastener, the energy compartment includes a channel portion in the cover, and the fourth fastener connects the first support structure and the channel portion in the cover in the height direction of the chassis.

[0048] In the above embodiments, the first support structure is fixedly connected to the channel portion in the cover plate, and the channel portion in the cover plate can provide support for the collapse deformation of the first energy-absorbing structure.

[0049] In some embodiments, the chassis includes a second support structure connected to the front bulkhead, and connected to one end of the first energy-absorbing structure away from the energy compartment, and to one end of the second energy-absorbing structure away from the energy compartment.

[0050] In the above embodiments, the rigidity of the chassis is improved to a certain extent, and when the vehicle is hit by a frontal pole, the first and second energy-absorbing structures can completely collapse and absorb energy.

[0051] In some embodiments, the second support structure includes a first sub-support structure and a second sub-support structure connected together. The first sub-support structure is connected to the front bulkhead and to the end of the first energy-absorbing structure away from the energy chamber. The first sub-support structure is connected to the end of the second energy-absorbing structure away from the energy chamber via the second sub-support structure.

[0052] In the above embodiments, the rigidity of the chassis is improved to a certain extent, and the energy absorption effect of the first energy-absorbing structure and the second energy-absorbing structure can be maintained to a certain extent when the vehicle is hit by a frontal pole.

[0053] In some embodiments, the second sub-support structure is provided with a receiving cavity, and one end of the second energy-absorbing structure away from the energy chamber is housed in the receiving cavity.

[0054] In the above embodiments, the second energy-absorbing structure can be stably collapsed in the front-to-back direction, which optimizes the energy absorption effect of the second energy-absorbing structure to a certain extent.

[0055] In some embodiments, at least a portion of the first energy-absorbing structure and at least a portion of the second energy-absorbing structure are located in the middle region of the chassis along the width direction of the chassis.

[0056] In the above embodiments, it is beneficial that the first energy-absorbing structure and the second energy-absorbing structure can absorb the impact force to a greater extent after being hit.

[0057] In some embodiments, the first energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag, and the second energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag.

[0058] In the above embodiments, the first energy-absorbing structure and the second energy-absorbing structure are equipped with energy-absorbing properties, thereby enabling the first energy-absorbing structure and the second energy-absorbing structure to meet the working requirements.

[0059] In some embodiments, the first energy-absorbing structure includes an energy-absorbing box, and the second energy-absorbing structure includes an energy-absorbing box, wherein the energy-absorbing box has a hollow cavity extending through the energy-absorbing box along the length direction of the chassis.

[0060] In the above embodiments, the first energy-absorbing structure and the second energy-absorbing structure are equipped with energy-absorbing properties, and to a certain extent, the production and manufacturing of the first energy-absorbing structure and the second energy-absorbing structure are facilitated.

[0061] Secondly, this application provides a vehicle that includes the chassis of any of the above embodiments.

[0062] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0063] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0064] Figure 1 is a structural schematic diagram of a vehicle provided in some embodiments of this application;

[0065] Figure 2 is an exploded view of a battery device according to some embodiments of this application;

[0066] Figure 3 is a schematic diagram of the chassis structure of some embodiments of this application;

[0067] Figure 4 is an enlarged schematic diagram of part A in Figure 3;

[0068] Figure 5 is a top view of the chassis of some embodiments of this application;

[0069] Figure 6 is an enlarged schematic diagram of part B in Figure 5;

[0070] Figure 7 is a schematic diagram of a partial cross section along line LL in Figure 3;

[0071] Figure 8 is a partial structural diagram of the chassis of some embodiments of this application.

[0072] The reference numerals in the specific embodiments are as follows: Vehicle 1000; Battery device 100, controller 200, motor 300; Battery cell 10; Housing 20, first part 21, second part 22; Chassis 500; Front bulkhead 30, first bulkhead 31, second bulkhead 32, first crossbeam 36; Energy compartment 40, cover channel 42, second crossbeam 44, front longitudinal beam 46; First energy-absorbing structure 50, first energy-absorbing part 51, second energy-absorbing part 52; Second energy-absorbing structure 60, first sub-energy-absorbing structure 61, second sub-energy-absorbing structure 62; First support structure 70, connecting end 72, receiving groove 74, first enclosure wall 74a, second enclosure wall 74b, third enclosure wall 74c, connecting part 76, transition part 78; Second support structure 80, first sub-support structure 81, second sub-support structure 82, receiving cavity 82a; First fastener 91, second fastener 92, third fastener 93, fourth fastener 94. Detailed Implementation

[0073] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0074] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0075] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0076] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0077] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0078] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0079] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0080] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0081] Currently, market trends show that the application scope of battery cells is expanding rapidly. Besides playing a crucial role in energy storage systems such as hydropower, thermal power, wind power, and solar power plants, battery cells are also widely used in various electric vehicles such as electric bicycles, electric motorcycles, and electric cars. Furthermore, they are widely used in high-tech fields such as military equipment and aerospace. With the continuous expansion of battery cell applications, market demand is also continuously increasing.

[0082] In related technologies, the core component of an electric vehicle is the battery pack, which is typically integrated into an energy compartment mounted on the vehicle's undercarriage. When a collision occurs, the chassis can deform and crush the battery pack; therefore, energy-absorbing boxes are installed on the chassis. Located in front of the battery pack, these boxes can collapse and absorb energy during a collision, providing some protection to the battery pack. However, under impact, the energy-absorbing box may not fully collapse to absorb energy, leading to a failure or reduced effectiveness of protection. This can result in problems such as battery leakage and thermal runaway, potentially causing safety incidents like vehicle fires.

[0083] Based on the above considerations, in order to improve the poor safety performance of vehicles under frontal pole impact conditions to a certain extent, this application provides a chassis and a vehicle. The chassis includes a front bulkhead, a first energy-absorbing structure, an energy compartment, and a second energy-absorbing structure. The first energy-absorbing structure passes through the front bulkhead, and the energy compartment is connected to the first energy-absorbing structure and is used to house a battery device. The second energy-absorbing structure is connected to the energy compartment and is located on the side of the energy compartment near the front bulkhead. The first energy-absorbing structure and the second energy-absorbing structure are connected and at least partially overlap in the height direction of the chassis.

[0084] In the technical solution of this application embodiment, the first energy-absorbing structure passes through the front bulkhead, and the second energy-absorbing structure is connected to the energy compartment. The first energy-absorbing structure and the second energy-absorbing structure are connected and at least partially overlap in the height direction of the chassis. Thus, during a frontal pole collision, after the collision energy is transferred to the first energy-absorbing structure and the second energy-absorbing structure, the first energy-absorbing structure and the second energy-absorbing structure can fully crush and absorb the energy, thereby reducing the intrusion of the energy compartment and the passenger compartment, improving the safety of the battery and the occupants to a certain extent, and improving the problem of poor safety performance of the vehicle under frontal pole collision conditions to a certain extent.

[0085] In this application, the battery cell may include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries, or magnesium-ion batteries, etc., and the embodiments of this application are not limited to these. The battery cell may be cylindrical, flat, cuboid, or other shapes, etc., and the embodiments of this application are not limited to these. Battery cells are generally divided into three types according to their packaging method: cylindrical battery cells, cuboid / square battery cells, and pouch battery cells, and the embodiments of this application are not limited to these.

[0086] The battery device mentioned in the embodiments of this application may include one or more battery cell assemblies for providing voltage and capacity. A battery cell assembly may include multiple battery cells, which are connected in series, parallel, or mixed connections via a busbar.

[0087] In some embodiments, a battery cell assembly is typically formed by arranging multiple battery cells.

[0088] As an example, a battery cell assembly can be a battery module, which is formed by arranging and fixing multiple battery cells together to form an independent module. As another example, a battery module can be formed by bundling multiple battery cells together with cable ties.

[0089] In some embodiments, the battery device may be a battery pack, which includes a housing and one or more individual battery cell assemblies housed within the housing.

[0090] As an example, the battery cell assembly can be a battery module, and the battery cell assembly can be housed in the housing by fixing the battery module in the housing.

[0091] As an example, battery cell assemblies can also be housed in a housing by directly fixing multiple battery cells to the housing.

[0092] As an example, the housing may include a first part and a second part. The first part and the second part are fastened together to form a closed receiving space inside the housing to house the battery cell assembly. Here, "closed" refers to covering or closing, which can be either sealed or unsealed. The first part may be an upper cover, and the second part may be a lower housing.

[0093] As an example, the enclosure may include a top cover, a frame, and a bottom plate. The top cover and bottom plate are connected to the frame, creating a closed storage space inside the enclosure to house the individual battery cells.

[0094] In some embodiments, the housing may be part of the vehicle's chassis structure. For example, a portion of the housing may be at least a portion of the vehicle's floor, or a portion of the housing may be at least a portion of the vehicle's crossbeams and longitudinal beams.

[0095] Please refer to Figure 1, which is a structural schematic diagram of a vehicle 1000 provided in some embodiments of this application. The vehicle 1000 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicle 1000 is equipped with a battery device 100, which can be located at the bottom, front, or rear of the vehicle 1000. The battery device 100 can be used to power the vehicle 1000; for example, the battery device 100 can serve as the operating power source for the vehicle 1000. The vehicle 1000 may also include a controller 200 and a motor 300. The controller 200 is used to control the battery device 100 to supply power to the motor 300, for example, to meet the power needs of the vehicle 1000 during startup, navigation, and driving.

[0096] In some embodiments of this application, the battery device 100 can not only serve as the operating power source for the vehicle 1000, but also as the driving power source for the vehicle 1000, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 1000.

[0097] Please refer to Figure 2, which is an exploded structural diagram of a battery device 100 according to some embodiments of this application. The battery device 100 includes a housing 20 and a battery cell 10, with the battery cell 10 housed within the housing 20. The housing 20 provides a space for the battery cell 10 and can have various structures. In some embodiments, the housing 20 may include a first portion 21 and a second portion 22, which overlap each other, jointly defining a space for accommodating the battery cell 10. The second portion 22 may be a hollow structure with one open end, and the first portion 21 may be a plate-like structure, covering the open side of the second portion 22 so that the first portion 21 and the second portion 22 jointly define the space. Alternatively, the first portion 21 and the second portion 22 may both be hollow structures with one open side, with the open side of the first portion 21 covering the open side of the second portion 22. Of course, the housing 20 formed by the first portion 21 and the second portion 22 can have various shapes, such as a cylinder, a cuboid, etc.

[0098] In the battery device 100, there can be multiple battery cells 10, which can be connected in series, parallel, or in a mixed manner. A mixed connection means that multiple battery cells 10 are connected in both series and parallel configurations. Multiple battery cells 10 can be directly connected in series, parallel, or in a mixed manner, and then the entire assembly of the multiple battery cells 10 is housed within the housing 20. Alternatively, the battery device 100 can also consist of multiple battery cells 10 first connected in series, parallel, or in a mixed manner to form battery modules, and then these battery modules are connected in series, parallel, or in a mixed manner to form a whole, which is also housed within the housing 20. The battery device 100 may also include other structures; for example, it may include a busbar component for electrical connection between the multiple battery cells 10.

[0099] In the first aspect, please refer to Figures 3 to 8. An embodiment of this application provides a chassis 500, which includes a front bulkhead 30, a first energy-absorbing structure 50, an energy compartment 40, and a second energy-absorbing structure 60. The first energy-absorbing structure 50 passes through the front bulkhead 30, and the energy compartment 40 is connected to the first energy-absorbing structure 50. The energy compartment 40 is used to accommodate a battery device 100. The second energy-absorbing structure 60 is connected to the energy compartment 40 and is located on the side of the energy compartment 40 near the front bulkhead 30. The first energy-absorbing structure 50 and the second energy-absorbing structure 60 are connected and at least partially overlap in the height direction of the chassis 500.

[0100] Optionally, vehicle 1000 can be a gasoline-powered vehicle or a new energy vehicle, which can be a pure electric vehicle, a hybrid electric vehicle, or a range-extended electric vehicle, etc. Referring to Figures 1 and 3, the chassis 500 of vehicle 1000 is located at the bottom of vehicle 1000. The chassis 500 includes a front bulkhead 30, which forms at least part of the passenger compartment of vehicle 1000, providing necessary structural strength and stability. In the event of a collision, it can provide a certain degree of protection for the occupants in the passenger compartment. The chassis 500 also includes an energy compartment 40 for mounting the battery device 100.

[0101] Specifically, the length direction of chassis 500 is from the front to the rear of the vehicle, or from the rear to the front of the vehicle, and the width direction of chassis 500 is perpendicular to the length direction of chassis 500, such as the left-right direction of vehicle 1000. In Figure 1, the length direction of chassis 500 is the front-to-back direction, the width direction of chassis 500 is the left-to-right direction, and the height direction of chassis 500 is the up-down direction.

[0102] In this embodiment, referring to Figure 3, the first energy-absorbing structure 50 penetrates the front bulkhead 30, ensuring that energy can be quickly absorbed through crumple zone when the vehicle 1000 is involved in a collision, reducing deformation of the passenger compartment and providing some protection for the occupants. The second energy-absorbing structure 60 is located on the side of the energy compartment 40 near the front bulkhead 30, and one end of the second energy-absorbing structure 60 is connected to the energy compartment 40, allowing the second energy-absorbing structure 60 to crumple and absorb energy when the vehicle 1000 is involved in a collision, thereby improving the safety of the battery device 100 inside the energy compartment to some extent.

[0103] The first energy-absorbing structure 50 is located above and fixedly connected to the second energy-absorbing structure 60. In the height direction of the chassis 500, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 at least partially overlap, allowing them to form a more continuous and effective energy absorption path during a collision, thereby further improving the collision resistance performance of the vehicle body structure. When the vehicle 1000 experiences a frontal pole collision (i.e., a frontal collision between the vehicle 1000 and a pole-shaped object), the collision energy is first transferred to the first energy-absorbing structure 50 and the second energy-absorbing structure 60. Through the sufficient crushing deformation of the first energy-absorbing structure 50 and the second energy-absorbing structure 60, the energy can be effectively absorbed and dispersed, thereby reducing the intrusion into the energy compartment 40 and the passenger compartment. This reduces the collision energy transferred to the battery energy compartment and the passenger compartment to a certain extent, providing protection for the occupants in the passenger compartment and the battery device 100 within the energy compartment 40.

[0104] Therefore, the first energy-absorbing structure 50 is inserted through the front bulkhead 30, and the second energy-absorbing structure 60 is connected to the energy compartment 40. The first energy-absorbing structure 50 and the second energy-absorbing structure 60 are connected and at least partially overlap in the height direction of the chassis 500. Thus, during a frontal pole collision, after the collision energy is transferred to the first energy-absorbing structure 50 and the second energy-absorbing structure 60, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can fully crush and absorb energy, thereby reducing the intrusion of the energy compartment 40 and the passenger compartment, improving the safety of the battery and the occupants to a certain extent, and improving the poor safety performance of the vehicle 1000 under frontal pole collision conditions to a certain extent.

[0105] According to some embodiments of this application, optionally, one of the first energy-absorbing structure 50 and the second energy-absorbing structure 60 is arranged to protrude relative to the other in the length direction of the chassis 500.

[0106] Specifically, referring to Figures 3 and 5, the length direction of the chassis 500 is the front-to-back direction. The first energy-absorbing structure 50 and the second energy-absorbing structure 60 are fixedly connected, and the first energy-absorbing structure 50 and the second energy-absorbing structure 60 overlap at least partially in the height direction. When the vehicle 1000 is impacted, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 will undergo different bending or stretching deformations depending on the direction and force of the impact.

[0107] One of the first energy-absorbing structure 50 and the second energy-absorbing structure 60 protrudes from the other. When the vehicle 1000 is involved in a frontal pole collision, the protruding energy-absorbing structure will be the first to be subjected to the collision energy and deform. As the collision energy is transmitted in the front-rear direction, the energy-absorbing structures further away from the protruding structure will also gradually deform, forming a continuous energy-absorbing area.

[0108] In one embodiment, the first energy-absorbing structure 50 protrudes from the second energy-absorbing structure 60. When the vehicle 1000 experiences a frontal pole collision, the protruding first energy-absorbing structure 50 is the first to deform upon receiving the impact energy, thus collapsing and absorbing energy. As the impact energy is transmitted along the longitudinal direction, the parts of the first energy-absorbing structure 50 away from the protruding portion also gradually deform, and the second energy-absorbing structure 60 also begins to collapse and absorb energy upon receiving the impact energy, thereby forming a continuous energy-absorbing area that can effectively protect the safety of the occupants and the battery device 100.

[0109] In one embodiment, the second energy-absorbing structure 60 protrudes from the first energy-absorbing structure 50. When the vehicle 1000 experiences a frontal pole collision, the protruding second energy-absorbing structure 60 is the first to deform upon receiving the impact energy, thus collapsing and absorbing energy. As the impact energy is transmitted along the longitudinal direction, the remaining portions of the second energy-absorbing structure 60 away from the protrusion also gradually deform, and the first energy-absorbing structure 50 also begins to collapse and absorb energy, thereby forming a continuous energy-absorbing area that effectively protects the safety of the occupants and the battery device 100.

[0110] Therefore, the fact that one of the first energy-absorbing structure 50 and the second energy-absorbing structure 60 protrudes outward compared to the other can optimize the absorption path of collision energy and disperse the impact force of collision to a certain extent, thereby improving the collision safety of vehicle 1000 to a certain extent.

[0111] According to some embodiments of this application, optionally, the second energy-absorbing structure 60 protrudes relative to the first energy-absorbing structure 50 in the length direction of the chassis 500.

[0112] Specifically, referring to Figures 3 and 4, the length direction of the chassis 500 is the longitudinal direction. The second energy-absorbing structure 60 is located below the first energy-absorbing structure 50, and the first energy-absorbing structure 50 and the second energy-absorbing structure 60 overlap at least partially in the vertical direction. Since the second energy-absorbing structure 60 is located at the front end of the energy compartment and connected to the energy compartment, the second energy-absorbing structure 60 protrudes compared to the first energy-absorbing structure 50. When the vehicle 1000 experiences a frontal pole collision, the protruding second energy-absorbing structure 60 is the first to be subjected to the collision energy and deforms, collapsing to absorb energy, and increasing the path length for the collision energy to be transferred to the energy compartment 40. As the collision energy is transferred in the longitudinal direction, the other parts of the second energy-absorbing structure 60 away from the protruding part will also gradually deform, reducing the collision energy transferred to the energy compartment to a certain extent, and preventing the battery device 100 in the energy compartment from being excessively compressed, causing leakage, thermal runaway, or other safety accidents such as vehicle fire.

[0113] Therefore, the second energy-absorbing structure 60 protrudes outward compared to the first energy-absorbing structure 50, which can optimize the absorption path of collision energy and disperse the collision impact force to a certain extent, and reduce the collision energy transmitted to the energy chamber, thereby improving the safety of vehicle 1000 to a certain extent.

[0114] According to some embodiments of this application, optionally, the second energy-absorbing structure 60 includes a first sub-energy-absorbing structure 61 and a second sub-energy-absorbing structure 62, and the chassis 500 includes a first crossbeam 36. The first sub-energy-absorbing structure 61 and the second sub-energy-absorbing structure 62 are respectively connected to both sides of the first crossbeam 36 along the length direction of the chassis 500.

[0115] Specifically, referring to Figure 3, the length direction of the chassis 500 is the front-to-back direction. The chassis 500 includes a first crossbeam 36, and the lower end of the front bulkhead 30 is connected to the first crossbeam 36. The rear end of the first sub-energy-absorbing structure 61 of the second energy-absorbing structure 60 is connected to the front end of the first crossbeam 36, and the front end of the second sub-energy-absorbing structure 62 is connected to the rear end of the first crossbeam 36. When the vehicle 1000 is hit by a frontal pole, the first sub-energy-absorbing structure 61 first undergoes collapse and absorbs energy during the initial stage of the collision, thereby buffering a certain amount of impact force. After the collision energy is transferred to the first crossbeam 36 and the second sub-energy-absorbing structure 62, the second sub-energy-absorbing structure 62 collapses and absorbs energy, further reducing the collision energy transferred to the energy chamber.

[0116] Therefore, by gradually collapsing and absorbing energy through the first sub-energy-absorbing structure 61 and the second sub-energy-absorbing structure 62, the energy absorption path can be optimized to a certain extent, and the protection of the energy chamber can be improved to a certain extent.

[0117] According to some embodiments of this application, optionally, in the length direction of the chassis 500, the first energy-absorbing structure 50 includes a first energy-absorbing portion 51 and a second energy-absorbing portion 52; in the height direction of the chassis 500, the projection of one of the first energy-absorbing portion 51 and the first sub-energy-absorbing structure 61 is completely located within the projection of the other, and / or; in the height direction of the chassis 500, the projection of one of the second energy-absorbing portion 52 and the second sub-energy-absorbing structure 62 is completely located within the projection of the other.

[0118] Specifically, referring to Figures 3 and 4, the length direction of the chassis 500 is the front-to-back direction, and the height direction is the up-and-down direction. The projection of one of the first energy-absorbing portion 51 and the first sub-energy-absorbing structure 61 is completely within the projection of the other, meaning that at least a portion of one of the first energy-absorbing portion 51 and the first sub-energy-absorbing structure 61 covers the other. Similarly, the projection of one of the second energy-absorbing portion 52 and the second sub-energy-absorbing structure 62 is completely within the projection of the other, meaning that at least a portion of one of the second energy-absorbing portion 52 and the second sub-energy-absorbing structure 62 covers the other. Therefore, the overlapping portions can, to a certain extent, form an energy-absorbing structure with better energy absorption effect.

[0119] In one embodiment, the projection of the first energy-absorbing portion 51 is completely within the projection of the first sub-energy-absorbing structure 61, meaning that at least a portion of the first sub-energy-absorbing structure 61 covers the first energy-absorbing portion 51. In another embodiment, the projection of the first sub-energy-absorbing structure 61 is completely within the projection of the first energy-absorbing portion 51, meaning that at least a portion of the first energy-absorbing portion 51 covers the first sub-energy-absorbing structure 61.

[0120] In one embodiment, the projection of the second energy-absorbing portion 52 is entirely within the projection of the second sub-energy-absorbing structure 62, meaning that at least a portion of the second sub-energy-absorbing structure 62 covers the second energy-absorbing portion 52. In another embodiment, the projection of the second sub-energy-absorbing structure 62 is entirely within the projection of the second energy-absorbing portion 52, meaning that at least a portion of the second energy-absorbing portion 52 covers the second sub-energy-absorbing structure 62.

[0121] In one embodiment, the projection of the first energy-absorbing portion 51 is completely within the projection of the first sub-energy-absorbing structure 61, and the projection of the second energy-absorbing portion 52 is completely within the projection of the second sub-energy-absorbing structure 62. In another embodiment, the projection of the first energy-absorbing portion 51 is completely within the projection of the first sub-energy-absorbing structure 61, and the projection of the second sub-energy-absorbing structure 62 is completely within the projection of the second energy-absorbing portion 52. In yet another embodiment, the projection of the first sub-energy-absorbing structure 61 is completely within the projection of the first energy-absorbing portion 51, and the projection of the second energy-absorbing portion 52 is completely within the projection of the second sub-energy-absorbing structure 62. In yet another embodiment, the projection of the first sub-energy-absorbing structure 61 is completely within the projection of the first energy-absorbing portion 51, and the projection of the second sub-energy-absorbing structure 62 is completely within the projection of the second energy-absorbing portion 52.

[0122] Thus, the projection of one of the first energy-absorbing portion 51 and the first sub-energy-absorbing structure 61 is completely within the projection of the other, and / or the projection of one of the second energy-absorbing portion 52 and the second sub-energy-absorbing structure 62 is completely within the projection of the other, so that the overlapping portion can form an energy-absorbing structure with better energy absorption effect to a certain extent, thereby improving the safety of vehicle 1000 to a certain extent.

[0123] According to some embodiments of this application, optionally, in the height direction of the chassis 500, the projection of the first energy-absorbing portion 51 is completely located within the projection of the first sub-energy-absorbing structure 61, and the projection of the second energy-absorbing portion 52 is completely located within the projection of the second sub-energy-absorbing structure 62.

[0124] Specifically, referring to Figure 7, the height direction of the chassis 500 is vertical. The first energy-absorbing structure 50 is located above the second energy-absorbing structure 60. The first energy-absorbing structure 50 includes a first energy-absorbing portion 51 and a second energy-absorbing portion 52. The second energy-absorbing structure 60 includes a first sub-energy-absorbing structure 61 and a second sub-energy-absorbing structure 62. The projection of the first energy-absorbing portion 51 is completely within the projection of the first sub-energy-absorbing structure 61, and the projection of the second energy-absorbing portion 52 is completely within the projection of the second sub-energy-absorbing structure 62. That is, at least a portion of the first sub-energy-absorbing structure 61 covers the first energy-absorbing portion 51, and at least a portion of the second sub-energy-absorbing structure 62 covers the second energy-absorbing portion 52.

[0125] When vehicle 1000 is subjected to a frontal pole impact, the first energy-absorbing sub-structure 61 can initially withstand the impact force and undergo crumpling deformation, absorbing most of the collision energy. As the collision energy is further transferred, the first energy-absorbing part 51, the second energy-absorbing part 52, and the second energy-absorbing sub-structure 62 also begin to crumple and deform, further absorbing the remaining collision energy, thereby reducing the collision energy transferred to the passenger compartment and energy compartment. Therefore, the combined energy-absorbing structure of the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can more effectively disperse and absorb collision energy, further enhancing the protection of the passenger compartment and energy compartment.

[0126] Therefore, the energy-absorbing structure is optimized to a certain extent, thereby improving the safety of the vehicle to a certain extent.

[0127] According to some embodiments of this application, optionally, the energy cabin 40 includes a second crossbeam 44, the second crossbeam 44 and the first crossbeam 36 are arranged opposite to each other and spaced apart along the length direction of the chassis 500, and the second sub-energy-absorbing structure 62 is located between the first crossbeam 36 and the second crossbeam 44 and connects the first crossbeam 36 and the second crossbeam 44.

[0128] Specifically, referring to Figures 1 to 4, the length direction of the chassis 500 is the front-to-back direction. The second crossbeam 44 is located at the front end of the energy compartment 40, and is positioned opposite and spaced apart from the first crossbeam 36 in the front-to-back direction. The second sub-energy-absorbing structure 62 of the second energy-absorbing structure 60 is located between the first crossbeam 36 and the second crossbeam 44, with the front end of the second sub-energy-absorbing structure 62 connected to the rear end of the first crossbeam 36, and the rear end of the second sub-energy-absorbing structure 62 connected to the front end of the second crossbeam 44. When the vehicle 1000 is hit by a frontal pole, the first sub-energy-absorbing structure 61 of the second energy-absorbing structure 60 first collapses to absorb energy. After the collision energy is transferred to the first crossbeam 36 and the second sub-energy-absorbing structure 62, the second sub-energy-absorbing structure 62 collapses to absorb energy, further reducing the collision energy transferred to the second crossbeam 44. This reduces the collision energy transferred to the energy compartment 40, and to a certain extent, prevents the battery device 100 installed in the energy compartment 40 from deforming and failing.

[0129] Therefore, the second sub-energy-absorbing structure 62 of the secondary energy-absorbing structure can further collapse and absorb energy when the vehicle 1000 is hit by a frontal pole, reducing the impact on the energy compartment 40 and thus improving the safety of the battery device 100 inside the energy compartment 40 to a certain extent.

[0130] According to some embodiments of this application, optionally, the front panel 30 includes a first panel 31 and a second panel 32 connected together. The first panel 31 is connected to the energy chamber 40 through the second panel 32. The first panel 31 is located above the first energy-absorbing structure 50, and the first energy-absorbing structure 50 passes through the second panel 32.

[0131] Specifically, referring to Figures 4 and 7, the first bulkhead 31 is located above the second bulkhead 32. The first bulkhead 31 and the second bulkhead 32 are connected to form the overall structure of the front bulkhead 30, which improves the rigidity of the chassis 500 to a certain extent. The first energy-absorbing structure 50 passes through and connects to the second bulkhead 32, so that when the vehicle 1000 is hit by a frontal pole, the collision energy can be quickly absorbed by the first energy-absorbing structure 50 through crumple zone, thereby reducing the deformation of the passenger compartment and providing a certain degree of protection for the occupants inside the passenger compartment.

[0132] Therefore, the first energy-absorbing structure 50 passes through the second enclosure 32, so that when the vehicle 1000 is hit by a frontal pole, the collision energy can be quickly absorbed by the first energy-absorbing structure 50 through crumple, which can ensure the safety of the occupants in the passenger compartment to a certain extent.

[0133] According to some embodiments of this application, optionally, the second enclosure 32 is inclined from the first enclosure 31 toward the rear of the chassis 500 to connect the first enclosure 31 and the energy cabin 40.

[0134] Specifically, referring to Figure 7, the first enclosure 31 is located above the second enclosure 32, and the second enclosure 32 is connected to the lower end of the first enclosure 31. The extension direction of the second enclosure 32 is inclined from the first enclosure 31 towards the rear of the chassis 500. The first enclosure 31 is connected to the energy compartment 40 through the second enclosure 32. The inclined connection method can enhance the torsional strength and rigidity of the front enclosure 30 to a certain extent, thus supporting and fixing the chassis 500.

[0135] Therefore, the second enclosure 32 is inclined from the first enclosure 31 toward the rear of the chassis 500 to connect the first enclosure 31 and the energy compartment 40, which can enhance the rigidity of the chassis 500 to a certain extent and further improve the safety of the vehicle 1000.

[0136] According to some embodiments of this application, optionally, the chassis 500 includes a first fastener 91, which connects a first energy-absorbing structure 50 and a second energy-absorbing structure 60 in the height direction of the chassis 500.

[0137] Specifically, referring to Figures 4 and 7, the height direction of the chassis 500 is vertical. The first sub-energy-absorbing structure 61 of the second energy-absorbing structure 60 is located below the front end of the first energy-absorbing structure 50. The first fastener 91 passes through the first energy-absorbing structure 50 and the first sub-energy-absorbing structure 61. The second sub-energy-absorbing structure 62 of the second energy-absorbing structure 60 is located below the rear end of the first energy-absorbing structure 50. The first fastener 91 passes through the first energy-absorbing part and the second sub-energy-absorbing structure 62, so that the first energy-absorbing structure 50, the first sub-energy-absorbing structure 61 and the second sub-energy-absorbing structure 62 are fixedly connected, thereby making the first energy-absorbing structure 50 and the second energy-absorbing structure 60 fixedly connected to form an overall stable energy-absorbing structure.

[0138] Therefore, the first fastener 91 passes through the first energy-absorbing structure 50 and the second energy-absorbing structure 60, so that the first energy-absorbing structure 50 and the second energy-absorbing structure 60 are fixedly connected to form an integral energy-absorbing structure. When the vehicle 1000 collides, it can absorb the energy during the collision process and ensure the safety of the passenger compartment and energy compartment 40 to a certain extent through stable crumple energy absorption.

[0139] According to some embodiments of this application, optionally, the chassis 500 includes a plurality of first fasteners 91, the plurality of first fasteners 91 being arranged in at least one row along the width direction of the chassis 500.

[0140] Specifically, referring to Figures 3 to 7, the width direction of the chassis 500 is the left-right direction, and the length direction is the front-back direction. Multiple first fasteners 91 are arranged in at least one row along the left-right axis. The first fasteners 91, arranged as described above, pass through the first energy-absorbing structure 50 and the second energy-absorbing structure 60. This arrangement further improves the stability of the fixed connection between the first energy-absorbing structure 50 and the second energy-absorbing structure 60, enabling them to work together to absorb and disperse impact energy during a collision.

[0141] The number of first fasteners 91 can be specifically limited according to the actual situation, and this application does not make a specific limit on this. In one example, referring to Figures 3 to 6, the number of first fasteners 91 in each row is 3, and there are 2 rows of first fasteners 91.

[0142] Therefore, the stability of the fixed connection between the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can be further improved. When the vehicle 1000 is involved in a collision, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can jointly absorb the collision energy, thereby improving the stability of the passenger compartment and the energy compartment 40 to a certain extent.

[0143] According to some embodiments of this application, optionally, multiple rows of first fasteners 91 are arranged along the length direction of the chassis 500.

[0144] Specifically, referring to Figure 6, the length direction of the chassis 500 is the front-to-back direction. Multiple rows of first fasteners 91 are installed along the front-to-back direction, threading through the first energy-absorbing structure 50 and the second energy-absorbing structure 60. This allows the first energy-absorbing structure 50 and the second energy-absorbing structure 60 to be fixedly connected along their length, forming an integrated energy-absorbing structure. This enhances the integrity and synergy of the energy-absorbing structure to a certain extent. In the event of a collision involving the vehicle 1000, the stable connection can ensure that the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can effectively absorb and disperse energy, thereby protecting the safety of the passenger compartment and the energy compartment.

[0145] This can further enhance the stability of the fixed connection between the first energy-absorbing structure 50 and the second energy-absorbing structure 60. When the vehicle 1000 is involved in a collision, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can jointly absorb the collision energy, thereby improving the stability of the passenger compartment and the energy compartment 40 to a certain extent.

[0146] According to some embodiments of this application, optionally, the chassis 500 includes a second fastener 92 and a first crossbeam 36, the second fastener 92 connecting the first energy-absorbing structure 50 and the first crossbeam 36 in the height direction of the chassis 500.

[0147] Specifically, referring to Figures 5 and 6, the height direction of the chassis 500 is vertical. The first crossbeam 36 is located below the first energy-absorbing structure 50. The second fastener 92 passes through the first energy-absorbing structure 50 and is fixedly connected to the first crossbeam 36. The second fastener 92 provides a downward clamping force to the first energy-absorbing structure 50, so that the first energy-absorbing structure 50 is fixedly connected to the first crossbeam 36. When the vehicle 1000 is involved in a collision, the first energy-absorbing structure 50 can stably collapse and absorb energy.

[0148] Thus, the second fastener 92 passes through the first energy-absorbing structure 50 and is fixedly connected to the first crossbeam 36, thereby fixing the first energy-absorbing structure 50 to the first crossbeam 36.

[0149] According to some embodiments of this application, optionally, the chassis 500 includes a plurality of second fasteners 92, the plurality of second fasteners 92 being arranged in at least one row along the width direction of the chassis 500.

[0150] Specifically, referring to Figures 5 and 6, the width direction of the chassis 500 is the left-right direction. Multiple second fasteners 92 are arranged in at least one row along the left-right axis. The second fasteners 92, arranged as described above, pass through the first energy-absorbing structure 50 and the first crossbeam 36, which further improves the stability of the fixed connection between the first energy-absorbing structure 50 and the first crossbeam 36. Therefore, in the event of a collision with the vehicle 1000, the first energy-absorbing structure 50 can stably collapse and absorb energy.

[0151] The number of second fasteners 92 in each row can be specifically limited according to the actual situation, and this application does not make a specific limit on this. In one example, referring to Figure 6, the number of second fasteners 92 in each row is 3.

[0152] This can further improve the stability of the fixed connection between the first energy-absorbing structure 50 and the first crossbeam 36.

[0153] According to some embodiments of this application, optionally, the chassis 500 includes a first support structure 70, which connects the first energy-absorbing structure 50 and the energy chamber 40.

[0154] Specifically, referring to Figures 3 to 6, the energy compartment 40 includes a second crossbeam 44, a front longitudinal beam 46, and a central channel portion 42 in the cover plate. The central channel portion 42 is located above the second crossbeam 44 and the longitudinal beam, and is fixedly connected to them. The first energy-absorbing structure 50 is fixedly connected to the central channel portion 42 in the cover plate through a first support structure 70, thereby connecting the first energy-absorbing structure 50 to the energy compartment 40. When the vehicle 1000 experiences a frontal pole collision, the central channel portion 42 in the cover plate can provide support to the first energy-absorbing structure 50 through the first support member, allowing the first energy-absorbing structure 50 to collapse stably along the length direction (front-rear direction) of the chassis 500, thus ensuring the energy absorption effect of the first energy-absorbing structure 50 to a certain extent, thereby improving the safety of the energy compartment to a certain degree.

[0155] Optionally, the first support structure 70 is a low-pressure casting.

[0156] Thus, the first support structure 70 connects the first energy-absorbing structure 50 and the energy chamber 40, so that the first energy-absorbing structure 50 can stably collapse and absorb energy along the length of the chassis 500 when a frontal pole impact occurs, thus providing protection for the battery device 100 in the energy chamber.

[0157] According to some embodiments of this application, optionally, the first support structure 70 includes a connecting end 72, the connecting end 72 is provided with a receiving groove 74, and one end of the first energy-absorbing structure 50 is received in the receiving groove 74.

[0158] Specifically, referring to Figures 7 and 8, the receiving groove 74 of the connecting end 72 is adapted to the shape of one end of the first energy-absorbing structure 50, so that one end of the first energy-absorbing structure 50 can be accommodated in the receiving groove 74, providing a certain support for the first energy-absorbing structure 50. When the vehicle 1000 is hit by a frontal pole, the first energy-absorbing structure 50 collapses and absorbs energy under the impact force. The rear end of the first energy-absorbing structure 50 will abut against the connecting end 72. The first support structure 70 provides support force to the first energy-absorbing structure 50 along the length direction (front-rear direction) of the chassis 500 through the connecting end 72, preventing the first energy-absorbing structure 50 from excessively deforming or losing control during the collision and causing energy absorption failure. To a certain extent, it ensures that the first energy-absorbing structure 50 collapses stably in the front-rear direction, thereby absorbing collision energy more effectively.

[0159] Therefore, the first support structure 70 can completely surround one end of the first energy-absorbing structure 50 through the receiving groove 74, providing support for the first energy-absorbing structure 50 to a certain extent. When the vehicle 1000 is hit by a frontal pole, the first energy-absorbing structure 50 collapses and absorbs energy under the impact force. The receiving groove 74 can make the first energy-absorbing structure 50 collapse stably along the length of the chassis 500, which optimizes the energy absorption effect of the first energy-absorbing structure 50 to a certain extent, thereby improving the safety of the passenger compartment to a certain extent.

[0160] According to some embodiments of this application, optionally, the connecting end 72 includes a first enclosure wall 74a forming an accommodating groove 74 in the length direction of the chassis 500, the first enclosure wall 74a abutting against one end of the first energy-absorbing structure 50.

[0161] Specifically, referring to Figure 7, the height direction of the chassis 500 is vertical. The connecting end 72 includes a first enclosure 74a, and the rear end of the first energy-absorbing structure 50 is located within the receiving groove 74 and abuts against the first enclosure 74a. When the vehicle 1000 is hit by a frontal pole, the first energy-absorbing structure 50 collapses and absorbs energy under the impact force. The first support structure 70, through the first enclosure 74a, can provide support force to the first energy-absorbing structure 50 along the length direction (front-rear direction) of the chassis 500, preventing the first energy-absorbing structure 50 from excessively deforming or losing control during the collision and causing energy absorption failure. To a certain extent, it ensures that the first energy-absorbing structure 50 collapses stably in the front-rear direction, thereby more effectively absorbing collision energy.

[0162] Therefore, when the vehicle 1000 is involved in a frontal pole collision, the first energy-absorbing structure 50 bears the impact force and begins to collapse and deform. The first enclosure 74a, as a structure that abuts against the first energy-absorbing structure 50, can provide support for the first energy-absorbing structure 50, so that the first energy-absorbing structure 50 can collapse stably along the length of the chassis 500, thereby optimizing the energy absorption effect of the first energy-absorbing structure 50 to a certain extent and improving the safety of the passenger compartment to a certain extent.

[0163] According to some embodiments of this application, optionally, the connecting end 72 includes a second enclosure 74b forming an accommodating groove 74 in the height direction of the chassis 500, the second enclosure 74b abutting against the top of the first energy-absorbing structure 50.

[0164] Specifically, referring to Figure 7, the height direction of the chassis 500 is vertical. The connecting end 72 includes a second enclosure 74b, which forms the upper side of the receiving groove 74. One end of the first energy-absorbing structure 50 is located within the receiving groove 74, and the second enclosure 74b is fixedly connected to the upper side of the first energy-absorbing structure 50. The second enclosure 74b abuts against the first energy-absorbing structure 50, generating a downward pressing force on the first energy-absorbing structure 50. When the vehicle 1000 is involved in a collision, the first energy-absorbing structure 50, under the pressing action of the second enclosure 74b, can to some extent avoid the energy-absorbing failure caused by flipping upwards.

[0165] Optionally, referring to Figure 8, the connecting end 72 also includes a third enclosure wall 74c. The third enclosure wall 74c forms the left and right sides of the receiving groove 74. The third enclosure wall 74c is connected to the second enclosure wall 74b and the first enclosure wall 74a to jointly form the receiving groove 74, thereby accommodating one end of the first energy-absorbing structure 50. The left and right sides of the first energy-absorbing structure 50 abut against the third enclosure walls 74c on both sides, so that the third enclosure walls 74c can provide a clamping force on the left and right sides of the first energy-absorbing structure 50. When the vehicle 1000 is hit by a collision, the first energy-absorbing structure 50 can, to a certain extent, avoid shifting to the left and right sides and causing energy absorption failure under the clamping action of the third enclosure walls 74c. At the same time, the second enclosure wall 74b and the third enclosure wall 74c work together to a certain extent to prevent the first energy-absorbing structure 50 from flipping up when hit by a collision.

[0166] Therefore, the second enclosure 74b abuts against the top of the first energy-absorbing structure 50 and exerts a pressing force on the first energy-absorbing structure 50, which can prevent the first energy-absorbing structure 50 from flipping up when it is hit, and maintain the energy absorption effect of the first energy-absorbing structure 50 to a certain extent.

[0167] According to some embodiments of this application, optionally, the chassis 500 includes a first fastener 91, which connects a first energy-absorbing structure 50, a second energy-absorbing structure 60 and a first support structure 70 in the height direction of the chassis 500.

[0168] Specifically, referring to Figure 7, the height direction of the chassis 500 is vertical. One end of the first support structure 70 is located above the first energy-absorbing structure 50, and the first energy-absorbing structure 50 is located above the second sub-energy-absorbing structure 62 of the second energy-absorbing structure 60. The first fastener 91 passes through the first support structure 70, the first energy-absorbing structure 50, and the second sub-energy-absorbing structure 62, so that the first energy-absorbing structure 50, the second energy-absorbing structure 60, and the first support structure 70 are fixedly connected, thereby forming a stable energy-absorbing frame.

[0169] Thus, the first fastener 91 passes through the second sub-energy-absorbing structure 62 of the first support structure 70, the first energy-absorbing structure 50, and the second energy-absorbing structure 60, which can fix the first energy-absorbing structure 50, the second energy-absorbing structure 60, and the first support structure 70 together.

[0170] According to some embodiments of this application, optionally, the chassis 500 includes a third fastener 93, and the energy compartment 40 includes a second crossbeam 44 and a central channel portion 42 in the cover plate. The third fastener 93 connects the first support structure 70, the central channel portion 42 in the cover plate, and the second crossbeam 44 in the height direction of the chassis 500.

[0171] Specifically, referring to Figure 7, the height direction of the chassis 500 is vertical. The energy compartment 40 includes a second crossbeam 44 and a central channel portion 42 in the cover plate, with the central channel portion 42 located above the second crossbeam 44. The first support structure 70 includes a connecting portion 76, located above the central channel portion 42 in the cover plate. A third fastener 93 passes through the connecting portion 76 and the central channel portion 42 in the cover plate and is fixedly connected to the first crossbeam 36. The third fastener 93 provides a downward clamping force to the connecting portion 76, thereby fixing the first support structure 70, the central channel portion 42 in the cover plate, and the second crossbeam 44 together to form a stable frame, thus fixing the central channel portion 42 in the cover plate to the energy compartment 40.

[0172] Referring to Figure 8, the first support structure 70 also includes a transition portion 78, through which the connecting end 72 is connected to the connecting portion 76. The transition portion 78 is cross-shaped and located between two third fasteners 93. Thus, the third fasteners 93 and the transition portion 78 together form a locally strong connection joint on the first support structure 70, which improves the structural stability of the channel portion 42 in the cover plate to a certain extent. Therefore, the channel portion 42 in the cover plate can support the crushing deformation of the first energy-absorbing structure 50.

[0173] The number of transition parts 78 and third fasteners 93 can be specifically limited according to actual conditions, and this application does not make a specific limitation. In one example, referring to Figure 8, the number of transition parts 78 is 2 and the number of third fasteners 93 is 3.

[0174] Therefore, the third fastener 93 passes through the first support structure 70 and the central channel portion 42 of the cover plate and is fixedly connected to the first crossbeam 36, so that the central channel portion 42 of the cover plate is fixedly connected to the energy chamber 40, which improves the structural stability of the central channel portion 42 of the cover plate to a certain extent, and can support the crushing deformation of the first energy-absorbing structure 50 to a certain extent, thereby ensuring the safety of the vehicle 1000 to a certain extent.

[0175] According to some embodiments of this application, optionally, the chassis 500 includes a fourth fastener 94, and the energy compartment 40 includes a channel portion 42 in the cover plate. The fourth fastener 94 connects the first support structure 70 and the channel portion 42 in the height direction of the chassis 500.

[0176] Specifically, referring to Figure 7, the height direction of the chassis 500 is vertical. The energy compartment 40 includes a central channel portion 42 in the cover plate. A first support structure 70 is located above the central channel portion 42 in the cover plate. A fourth fastener 94 passes through the first support structure 70 and is fixedly connected to the central channel portion 42 in the cover plate. The fourth fastener 94 provides a downward clamping force, thus fixing the first support structure 70 to the central channel portion 42 in the cover plate. The first support structure 70 is also connected to the first energy-absorbing structure 50, so that the central channel portion 42 in the cover plate can be connected to the first energy-absorbing structure 50 through the first support structure 70. When the vehicle 1000 collides, the central channel portion 42 in the cover plate can provide support for the collapse deformation of the first energy-absorbing structure 50, ensuring to a certain extent that the first energy-absorbing structure 50 can fully crush and absorb energy.

[0177] Therefore, the fourth fastener 94 fixes the first support structure 70 to the channel portion 42 in the cover plate, and the channel portion 42 in the cover plate can be connected to the first energy-absorbing structure 50 through the first support structure 70. The channel portion 42 in the cover plate can provide support for the collapse deformation of the first energy-absorbing structure 50, thereby ensuring the safety of the vehicle 1000 to a certain extent.

[0178] According to some embodiments of this application, optionally, the chassis 500 includes a second support structure 80, which is connected to the front bulkhead 30, and is connected to one end of the first energy-absorbing structure 50 away from the energy chamber 40, and to one end of the second energy-absorbing structure 60 away from the energy chamber 40.

[0179] Specifically, referring to Figures 4 and 7, the second support structure 80 is located at the front end of the chassis 500 and is fixedly connected to the first panel 31 of the front bulkhead 30 by means including but not limited to screws and rivets. The second support structure 80 is also connected to the end of the first energy-absorbing structure 50 away from the energy compartment 40 (i.e., the front end of the first energy-absorbing structure 50) and the end of the second energy-absorbing structure 60 away from the energy compartment 40 (i.e., the front end of the second energy-absorbing structure 60), so that the second support structure 80, the front bulkhead 30, the first energy-absorbing structure 50, and the second energy-absorbing structure 60 form a stable structure, thereby improving the rigidity of the chassis 500 to a certain extent. When the vehicle 1000 is subjected to a frontal pole impact, the second support structure 80 can guide the impact energy to be transmitted along the length of the chassis 500 after the impact, so that the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can stably collapse in the longitudinal direction, thus optimizing the energy absorption effect of the first energy-absorbing structure 50 and the second energy-absorbing structure 60 to a certain extent.

[0180] Thus, the second support structure 80, the front bulkhead 30, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 form a stable structure, which improves the rigidity of the chassis 500 to a certain extent. When the vehicle 1000 is hit by a frontal pole, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can completely collapse and absorb energy, thereby further improving the energy absorption effect of the first energy-absorbing structure 50 and the second energy-absorbing structure 60.

[0181] According to some embodiments of this application, optionally, the second support structure 80 includes a first sub-support structure 81 and a second sub-support structure 82 connected together. The first sub-support structure 81 is connected to the front bulkhead 30 and to the end of the first energy-absorbing structure 50 away from the energy chamber 40. The first sub-support structure 81 is connected to the end of the second energy-absorbing structure 60 away from the energy chamber 40 through the second sub-support structure 82.

[0182] Specifically, referring to Figures 4 and 7, the second sub-support structure 82 is located below the first sub-support structure 81 and is fixedly connected to it. The first sub-support structure 81 and the second sub-support structure 82 together constitute the second support structure 80. The first sub-support structure 81 is fixedly connected to the first panel 31 of the front bulkhead 30 and to the front end of the first energy-absorbing structure 50. The second sub-support structure 82 is connected to the front end of the second energy-absorbing structure 60, and the first sub-support structure 81 is connected to the front end of the second energy-absorbing structure 60 through the second sub-support structure 82. Therefore, the first sub-support structure 81, the second sub-support structure 82, the front bulkhead 30, the first energy-absorbing structure 50, and the second energy-absorbing structure 60 constitute a stable structure, thereby improving the rigidity of the chassis 500 to a certain extent. When vehicle 1000 is hit by a frontal pole, the first sub-support structure 81 and the second sub-support structure 82 can guide the collision energy to be transmitted along the length of the chassis 500 after the collision. That is, the first sub-support structure 81 can guide the first energy-absorbing structure 50 to collapse stably in the front-rear direction, and the second sub-support structure 82 can guide the second energy-absorbing structure 60 to collapse stably in the front-rear direction, thereby optimizing the energy absorption effect of the first energy-absorbing structure 50 and the second energy-absorbing structure 60 to a certain extent.

[0183] Optionally, the first sub-support structure 81 is an extruded aluminum structural component, and the second sub-support structure 82 is a low-pressure casting.

[0184] Thus, the first sub-support structure 81, the second sub-support structure 82, the front bulkhead 30, the first energy-absorbing structure 50, and the second energy-absorbing structure 60 constitute a stable structure, which improves the rigidity of the chassis 500 to a certain extent. When the vehicle 1000 is hit by a frontal pole, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can completely collapse and absorb energy, thereby further improving the energy absorption effect of the first energy-absorbing structure 50 and the second energy-absorbing structure 60.

[0185] According to some embodiments of this application, optionally, the second sub-support structure 82 is provided with a receiving cavity 82a, and the end of the second energy-absorbing structure 60 away from the energy chamber 40 is housed in the receiving cavity 82a.

[0186] Specifically, referring to Figure 7, the height direction of the chassis 500 is vertical. The second sub-support structure 82 has a receiving cavity 82a. The end of the second energy-absorbing structure 60 away from the energy chamber 40 (i.e., the front end of the second energy-absorbing structure 60) is housed in the receiving cavity 82a, meaning the end of the first sub-energy-absorbing structure 61 away from the energy chamber 40 is housed in the receiving cavity 82a. The second sub-support structure 82 includes side plates constituting the receiving cavity 82a. Each side plate abuts against the upper side of one end of the first sub-energy-absorbing structure 61 and the left and right sides, respectively, which can increase the stability of the second energy-absorbing structure 60 to a certain extent. Thus, when the vehicle 1000 is hit by a frontal pole, the second sub-support structure 82 can guide the collision energy to be transmitted along the length direction of the chassis 500 after the collision, so that the second energy-absorbing structure 60 can stably collapse in the longitudinal direction, thereby optimizing the energy absorption effect of the second energy-absorbing structure 60 to a certain extent.

[0187] Therefore, the second sub-support structure 82 can completely surround one end of the second energy-absorbing structure 60 through the receiving cavity 82a, which can increase the stability of the second energy-absorbing structure 60 to a certain extent. When the vehicle 1000 is hit by a frontal pole, the second sub-support structure 82 can guide the collision energy to be transmitted in the length direction of the chassis 500, so that the second energy-absorbing structure 60 can be stably collapsed in the front-rear direction, which optimizes the energy absorption effect of the second energy-absorbing structure 60 to a certain extent, thereby improving the safety of the battery device 100 to a certain extent.

[0188] According to some embodiments of this application, optionally, at least a portion of the first energy-absorbing structure 50 is located in the middle region of the chassis 500 along the width direction of the chassis 500, and at least a portion of the second energy-absorbing structure 60 is located in the middle region of the chassis 500.

[0189] Specifically, referring to Figures 3 and 5, the width direction of the chassis 500 is the left-right direction. The first energy-absorbing structure 50 extends in the left-right direction, and the second energy-absorbing structure 60 also extends in the left-right direction. Along the width direction of the chassis 500, the chassis 500 has a centerline extending along the length direction of the chassis 500. The middle area refers to the area covered by a certain distance on both sides of the centerline of the chassis 500 along the width direction of the chassis 500. The middle area often bears a large impact force in a frontal pole collision of the vehicle 1000. Therefore, at least a portion of the first energy-absorbing structure 50 and at least a portion of the second energy-absorbing structure 60 are located in the middle area of ​​the chassis 500.

[0190] At least a portion of the first energy-absorbing structure 50 is located in the middle region of the chassis 500, that is, the first energy-absorbing structure 50 can be partially mounted in the middle region of the chassis 500 (the first energy-absorbing structure 50 may only occupy a part of the middle region and be adjacent to other structures of the vehicle 1000), or it can be entirely mounted in the middle region of the chassis 500 (the first energy-absorbing structure 50 may completely cover the middle region of the chassis 500 to form a continuous energy absorption area).

[0191] Similarly, at least a portion of the second energy-absorbing structure 60 is located in the middle region of the chassis 500, that is, the second energy-absorbing structure 60 can be partially installed in the middle region of the chassis 500 (the second energy-absorbing structure 60 may only occupy a part of the middle region and be adjacent to other structures of the vehicle 1000), or it can be installed entirely in the middle region of the chassis 500 (the second energy-absorbing structure 60 may completely cover the middle region of the chassis 500 to form a continuous energy absorption area).

[0192] In this embodiment, referring to Figures 3 and 5, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 are located at the front end of the chassis 500. When the front of the vehicle 1000 is impacted, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can absorb at least part of the impact force. The impact force not absorbed by the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can be transferred to other parts of the chassis 500. The impact force can be transferred along the chassis 500 to other structural components of the vehicle 1000, thus dispersing the impact force, reducing the risk of concentrated force, and to a certain extent reducing the risk of deformation and compression of the energy compartment and damage to the battery device 100, thereby improving the safety of the vehicle 1000 to a certain extent.

[0193] Therefore, by placing at least a portion of the first energy-absorbing structure 50 and the second energy-absorbing structure 60 in the middle area of ​​the chassis 500, when the vehicle 1000 is involved in a frontal collision, rear collision, or offset collision, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 can absorb the collision force to a greater extent after being impacted, thereby improving the safety and reliability of the vehicle 1000 to a certain extent.

[0194] According to some embodiments of this application, optionally, the first energy-absorbing structure 50 includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag, and the second energy-absorbing structure 60 includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag.

[0195] Specifically, the first energy-absorbing structure 50 includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag. That is, the first energy-absorbing structure 50 may include any one of the energy-absorbing box, the buffer frame, the spring, and the airbag; the first energy-absorbing structure 50 may also include any two of the energy-absorbing box, the buffer frame, the spring, and the airbag; the first energy-absorbing structure 50 may also include any three of the energy-absorbing box, the buffer frame, the spring, and the airbag; and the first energy-absorbing structure 50 may also include an energy-absorbing box, a buffer frame, a spring, and an airbag.

[0196] Similarly, the second energy-absorbing structure 60 includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag. That is, the second energy-absorbing structure 60 may include any one of the energy-absorbing box, the buffer frame, the spring, and the airbag; the second energy-absorbing structure 60 may also include any two of the energy-absorbing box, the buffer frame, the spring, and the airbag; the second energy-absorbing structure 60 may also include any three of the energy-absorbing box, the buffer frame, the spring, and the airbag; and the second energy-absorbing structure 60 may also include an energy-absorbing box, a buffer frame, a spring, and an airbag.

[0197] It is understandable that the first energy-absorbing structure 50 and the second energy-absorbing structure 60 may be the same or different.

[0198] In this embodiment, the first energy-absorbing structure 50 includes an energy-absorbing box, and the second energy-absorbing structure 60 includes an energy-absorbing box.

[0199] Thus, by having the first energy-absorbing structure 50 include at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag, and the second energy-absorbing structure 60 include at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag, the first energy-absorbing structure 50 and the second energy-absorbing structure 60 have energy-absorbing properties, thereby enabling the first energy-absorbing structure 50 and the second energy-absorbing structure 60 to meet the working requirements.

[0200] According to some embodiments of this application, optionally, the first energy-absorbing structure 50 includes an energy-absorbing box, and the second energy-absorbing structure 60 includes an energy-absorbing box, the energy-absorbing box having a hollow cavity extending through the energy-absorbing box along the length direction of the chassis 500.

[0201] Specifically, referring to Figure 7, the first energy-absorbing structure 50 includes an energy-absorbing box, and the second energy-absorbing structure 60 includes an energy-absorbing box. The energy-absorbing box has a hollow cavity that extends through the energy-absorbing box along the length of the chassis 500. There can be multiple hollow cavities, which can be parallel to each other. The cross-sectional shape of the hollow cavity can be square, rectangular, circular, rhomboid, polygonal, etc. In this embodiment, referring to Figure 8, the cross-sectional shape of the hollow cavity is square.

[0202] The number, size, and shape of the hollow cavities can be specifically limited according to the actual situation, but this application does not make specific limitations in this regard.

[0203] Alternatively, the energy-absorbing box material can be made of high-ductility aluminum alloy.

[0204] Therefore, by having a hollow cavity that runs through the energy-absorbing box along the length of the chassis 500, the energy-absorbing box can have energy-absorbing properties, which is beneficial to improving the energy-absorbing capacity of the energy-absorbing box, and to a certain extent simplifies the first energy-absorbing structure 50 and the second energy-absorbing structure 60, making it easier to manufacture the first energy-absorbing structure 50 and the second energy-absorbing structure 60.

[0205] Secondly, this application provides a vehicle 1000, which includes the chassis 500 described in any of the above embodiments.

[0206] Specifically, the chassis 500 is located at the bottom of the vehicle 1000 and constitutes at least part of the chassis of the vehicle 1000, providing support for the vehicle 1000. The impact force of a collision and various forces and vibrations from the road surface can be transmitted and absorbed through the chassis 500, which can provide support and protection for the vehicle 1000 and its internal components to a certain extent, thereby improving the reliability of the vehicle 1000.

[0207] The vehicle 1000 includes a battery unit 100, which is installed below or inside the energy compartment 40 of the chassis 500 to provide electrical power to the vehicle 1000.

[0208] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A vehicle chassis, characterized in that, include: Front bulkhead; A first energy-absorbing structure is provided through the front bulkhead; An energy chamber, which is connected to the first energy-absorbing structure, is used to house a battery device; The second energy-absorbing structure is connected to the energy chamber and is located on the side of the energy chamber near the front panel. The first energy-absorbing structure is connected to the second energy-absorbing structure and at least partially overlaps with the chassis in the height direction.

2. The chassis according to claim 1, characterized in that, Along the length of the chassis, one of the first energy-absorbing structure and the second energy-absorbing structure protrudes beyond the other.

3. The chassis according to claim 2, characterized in that, Along the length of the chassis, the second energy-absorbing structure protrudes beyond the first energy-absorbing structure.

4. The chassis according to any one of claims 1-3, characterized in that, The second energy-absorbing structure includes a first sub-energy-absorbing structure and a second sub-energy-absorbing structure. The chassis includes a first crossbeam. The first sub-energy-absorbing structure and the second sub-energy-absorbing structure are respectively connected to both sides of the first crossbeam along the length of the chassis.

5. The chassis according to claim 4, characterized in that, In the length direction of the chassis, the first energy-absorbing structure includes a first energy-absorbing part and a second energy-absorbing part. In the height direction of the chassis, the projection of the first energy-absorbing part and one of the first sub-energy-absorbing structures are completely located within the projection of the other, and / or; In the height direction of the chassis, the projection of the second energy-absorbing portion and the projection of one of the second sub-energy-absorbing structures are completely within the projection of the other.

6. The chassis according to claim 5, characterized in that, In the height direction of the chassis, the projection of the first energy-absorbing portion is completely within the projection of the first sub-energy-absorbing structure, and the projection of the second energy-absorbing portion is completely within the projection of the second sub-energy-absorbing structure.

7. The chassis according to any one of claims 4-6, characterized in that, The energy cabin includes a second crossbeam, which is opposite to and spaced apart from the first crossbeam along the length of the chassis. The second sub-energy-absorbing structure is located between the first crossbeam and the second crossbeam and connects the first crossbeam and the second crossbeam.

8. The chassis according to any one of claims 1-7, characterized in that, The front enclosure includes a first enclosure and a second enclosure connected together. The first enclosure is connected to the energy chamber through the second enclosure. The first enclosure is located above the first energy-absorbing structure, and the first energy-absorbing structure passes through the second enclosure.

9. The chassis according to claim 8, characterized in that, The second enclosure is inclined from the first enclosure toward the rear of the chassis and connects the first enclosure and the energy cabin.

10. The chassis according to any one of claims 1-9, characterized in that, The chassis includes a first fastener that connects the first energy-absorbing structure and the second energy-absorbing structure in the height direction of the chassis.

11. The chassis according to claim 10, characterized in that, The chassis includes a plurality of the first fasteners, which are arranged in at least one row along the width direction of the chassis.

12. The chassis according to claim 11, characterized in that, Multiple rows of the first fasteners are arranged along the length of the chassis.

13. The chassis according to any one of claims 1-12, characterized in that, The chassis includes a second fastener and a first crossbeam, wherein the second fastener connects the first energy-absorbing structure and the first crossbeam in the height direction of the chassis.

14. The chassis according to claim 13, characterized in that, The chassis includes a plurality of second fasteners, which are arranged in at least one row along the width direction of the chassis.

15. The chassis according to any one of claims 1-14, characterized in that, The chassis includes a first support structure, which connects the first energy-absorbing structure and the energy chamber.

16. The chassis according to claim 15, characterized in that, The first support structure includes a connecting end, the connecting end being provided with a receiving groove, and one end of the first energy-absorbing structure being received in the receiving groove.

17. The chassis according to claim 16, characterized in that, The connecting end includes a first enclosure wall that forms the receiving groove along the length of the chassis, and the first enclosure wall abuts against one end of the first energy-absorbing structure.

18. The chassis according to claim 17, characterized in that, The connecting end includes a second enclosure wall that forms the receiving groove in the height direction of the chassis, and the second enclosure wall abuts against the top of the first energy-absorbing structure.

19. The chassis according to any one of claims 15-18, characterized in that, The chassis includes a first fastener, which connects the first energy-absorbing structure, the second energy-absorbing structure, and the first support structure in the height direction of the chassis.

20. The chassis according to any one of claims 15-19, characterized in that, The chassis includes a third fastener, and the energy compartment includes a second crossbeam and a channel portion in the cover plate. The third fastener connects the first support structure, the channel portion in the cover plate, and the second crossbeam in the height direction of the chassis.

21. The chassis according to any one of claims 15-20, characterized in that, The chassis includes a fourth fastener, and the energy compartment includes a channel portion in the cover plate. The fourth fastener connects the first support structure and the channel portion in the cover plate in the height direction of the chassis.

22. The chassis according to any one of claims 1-21, characterized in that, The chassis includes a second support structure, which is connected to the front bulkhead, and is connected to the end of the first energy-absorbing structure away from the energy compartment, and to the end of the second energy-absorbing structure away from the energy compartment.

23. The chassis according to claim 22, characterized in that, The second support structure includes a first sub-support structure and a second sub-support structure connected together. The first sub-support structure is connected to the front bulkhead and to the end of the first energy-absorbing structure away from the energy chamber. The first sub-support structure is connected to the end of the second energy-absorbing structure away from the energy chamber through the second sub-support structure.

24. The chassis according to claim 23, characterized in that, The second sub-support structure is provided with a receiving cavity, and the end of the second energy-absorbing structure away from the energy chamber is housed in the receiving cavity.

25. The chassis according to any one of claims 1-24, characterized in that, Along the width direction of the chassis, at least a portion of the first energy-absorbing structure is located in the middle region of the chassis, and at least a portion of the second energy-absorbing structure is located in the middle region of the chassis.

26. The chassis according to any one of claims 1-25, characterized in that, The first energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag, and the second energy-absorbing structure includes at least one of an energy-absorbing box, a buffer frame, a spring, and an airbag.

27. The chassis according to claim 26, characterized in that, The first energy-absorbing structure includes an energy-absorbing box, and the second energy-absorbing structure includes an energy-absorbing box, wherein the energy-absorbing box has a hollow cavity extending through the energy-absorbing box along the length direction of the chassis.

28. A vehicle, characterized in that, Includes the chassis as described in any one of claims 1-27.

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