CN220682484U

CN220682484U - Vehicle body frame

Info

Publication number: CN220682484U
Application number: CN202321747022.5U
Authority: CN
Inventors: 何凯欣; 张琪; 涂小春; 曾俊伟; 范建军
Original assignee: Hechuang Automotive Technology Co Ltd
Current assignee: Hechuang Automotive Technology Co Ltd
Priority date: 2023-07-04
Filing date: 2023-07-04
Publication date: 2024-03-29
Anticipated expiration: 2033-07-04

Abstract

The application relates to a car body frame, including the front deck frame, passenger cabin frame and the back tailstock that connect gradually, connect through first additional strengthening between front deck frame and the passenger cabin frame, first additional strengthening is the framework structure, be equipped with X type stiffening beam in the first additional strengthening, be connected through the second additional strengthening between passenger cabin frame and the back tailstock, the second additional strengthening is the framework structure, be equipped with the division roof beam in the second additional strengthening, the division roof beam separates the second additional strengthening for range upon range of upper strata torsion-resistant ring and the lower floor torsion-resistant ring that sets up, be equipped with the V type stiffening beam of falling in the torsion-resistant ring of lower floor. The vehicle body frame improves the overall rigidity and the load resistance of the vehicle body frame.

Description

Vehicle body frame

Technical Field

The application relates to the technical field of automobile accessories, in particular to a vehicle body frame.

Background

Along with the development of automobiles, intellectualization, networking and electric development have become main trends of automobile development, and the development of electric development is particularly important. Because the energy density of a power battery used by the electric automobile is far smaller than that of a traditional fuel, the mass of the battery is relatively large, and the weight of the battery is usually 20-30% of the weight of the whole automobile, so that the electric automobile is heavier than a fuel automobile with the same level, and the electric automobile has higher design requirements on collision safety. Meanwhile, in order to effectively reduce the energy consumption of the whole vehicle and improve the driving mileage of the whole vehicle, the electric automobile is more urgent in demand for light-weight design requirements. How to improve the effective protection of drivers and battery packs and realize light-weight design is the key point of the problems and researches that we need to solve.

The automobile body frame is an important component part of an automobile, the overall rigidity and the load resistance of the automobile body frame are important indexes of the collision safety of the electric automobile, and in the related art, the automobile body frame of the automobile is complex in structure and large in weight, but the overall rigidity and the load resistance are insufficient.

Disclosure of Invention

Based on this, it is necessary to provide a vehicle body frame in view of how to improve the overall rigidity and load-bearing capacity of the vehicle body frame.

The utility model provides a car body frame, includes front deck frame, passenger cabin frame and the back tailstock that connects gradually, connect through first additional strengthening between front deck frame and the passenger cabin frame, first additional strengthening is the framework structure, be equipped with X type stiffening beam in the first additional strengthening, be connected through the second additional strengthening between passenger cabin frame and the back tailstock, the second additional strengthening is the framework structure, be equipped with the separating beam in the second additional strengthening, the separating beam will the second additional strengthening separates for range upon range of upper strata anti-torsion ring and the lower floor anti-torsion ring that sets up, be equipped with down V type stiffening beam in the anti-torsion ring of lower floor.

The technical scheme is further described as follows:

in one embodiment, the first reinforcement structure includes a front perimeter rail, a first secondary a-pillar, a second secondary a-pillar, a first connection beam, a second connection beam, a first cross beam, a second cross beam, a first reinforcement pillar, and a second reinforcement pillar; one end of the front wall cross beam is connected with the first auxiliary A column, and the other end of the front wall cross beam is connected with the second auxiliary A column; the first cross beam and the second cross beam are intersected to form an X-shaped structure, the first connecting beam is connected with the first auxiliary A column and the first cross beam, the second connecting beam is connected with the second auxiliary A column and the second cross beam, and the front cross beam, the first auxiliary A column, the second auxiliary A column, the first connecting beam, the second connecting beam, the first cross beam and the second cross beam are jointly enclosed to form an annular structure;

One end of the first reinforcing column is connected with the front wall cross beam, and the other end of the first reinforcing column is connected to the intersection of the first connecting beam and the first cross beam; one end of the second reinforcing column is connected with the front wall cross beam, and the other end of the second reinforcing column is connected to the intersection of the second connecting beam and the second cross beam;

the X-shaped reinforcing beam is arranged between the first reinforcing column and the second reinforcing column, the X-shaped reinforcing beam comprises a first reinforcing beam and a second reinforcing beam which are arranged in an intersecting manner, one end of the first reinforcing beam is connected with the front wall cross beam, and the other end of the first reinforcing beam is connected with the first cross beam; one end of the second reinforcement beam is connected with the front wall cross beam, and the other end of the second reinforcement beam is connected with the second cross beam.

In one embodiment, the front cabin frame comprises an anti-collision cross beam, a first front longitudinal beam and a second front longitudinal beam, one end of the first front longitudinal beam is connected with the anti-collision cross beam, the other end of the first front longitudinal beam is connected to the intersection of the first connecting beam and the first cross beam, one end of the second front longitudinal beam is connected with the anti-collision cross beam, the other end of the second front longitudinal beam is connected to the intersection of the second connecting beam and the second cross beam, and the anti-collision cross beam, the first front longitudinal beam, the second front longitudinal beam, the first cross beam and the second cross beam are jointly enclosed to form an annular structure.

In one embodiment, the front bay further comprises:

the first bumper, the first auxiliary A column, the first connecting beam and the first front longitudinal beam enclose together to form an annular structure;

the first front longitudinal beam is connected with the first front longitudinal beam, the first front longitudinal beam is connected with the first front cross beam, the first front cross beam is connected with the first auxiliary A column, the first front longitudinal beam is connected with the first front cross beam, the first auxiliary A column is connected with the first front longitudinal beam, the first front cross beam is connected with the first auxiliary A column, one end of the first front cross beam is connected with the second front longitudinal beam is connected with the second longitudinal beam, one end of the first front cross beam is connected with the first front cross beam, the second front cross beam is connected with the second front cross beam, one end of the first front cross beam is connected with the second auxiliary A column, one end of the second front.

In one embodiment, the front cabin frame further comprises a first shock absorption upright post, a first shock absorption longitudinal beam, a first shock absorption connecting beam and a first shock absorption reinforcing beam, wherein one end of the first shock absorption upright post is connected with the first front longitudinal beam; the other end of the first shock absorption longitudinal beam is connected with one end of the first shock absorption longitudinal beam, and the other end of the first shock absorption longitudinal beam is connected to the intersection of the front wall cross beam and the first reinforcing column; the first shock absorption upright post, the first shock absorption longitudinal beam, the first reinforcing column and the first front longitudinal beam are enclosed together to form an annular structure; one end of the first shock-absorbing connecting beam is connected with the first bumper, and the other end of the first shock-absorbing connecting beam is connected to the intersection of the first shock-absorbing upright post and the first shock-absorbing longitudinal beam; one end of the first damping stiffening beam is connected to the intersection of the first damping upright post and the first damping longitudinal beam, and the other end of the first damping stiffening beam is connected to the intersection of the front wall cross beam and the second stiffening beam; and/or the number of the groups of groups,

The front cabin frame further comprises a second shock absorption upright post, a second shock absorption longitudinal beam, a second shock absorption connecting beam and a second shock absorption reinforcing beam, one end of the second shock absorption upright post is connected with the second front longitudinal beam, the other end of the second shock absorption upright post is connected with one end of the second shock absorption longitudinal beam, and the other end of the second shock absorption longitudinal beam is connected to the intersection of the front wall cross beam and the second reinforcing column; the second shock absorption upright post, the second shock absorption longitudinal beam, the second reinforcing column and the second front longitudinal beam are enclosed together to form an annular structure; one end of the second shock-absorbing connecting beam is connected with the second bumper, and the other end of the second shock-absorbing connecting beam is connected to the intersection of the second shock-absorbing upright post and the second shock-absorbing longitudinal beam; one end of the second damping stiffening beam is connected to the intersection of the second damping upright post and the second damping longitudinal beam, and the other end of the second damping stiffening beam is connected to the intersection of the front wall cross beam and the first stiffening beam.

In one embodiment, the passenger cabin frame comprises a vehicle underframe, an a-pillar ring, a B-pillar ring and a C-pillar ring, wherein one end of the vehicle underframe is connected with the first reinforcing structure, the other end of the vehicle underframe is connected with the second reinforcing structure, the a-pillar ring, the B-pillar ring and the C-pillar ring are arranged on the vehicle underframe at intervals along the direction from the first reinforcing structure to the second reinforcing structure, an a-pillar front beam is connected between the a-pillar ring and the first reinforcing structure, and an upper a-pillar beam is connected between the a-pillar ring and the B-pillar ring; a top cover boundary beam is connected between the B column ring and the C column ring; and a top cover back beam and a C-column diagonal bracing beam are connected between the C-column ring and the second reinforcing structure.

In one embodiment, the a-pillar ring comprises an a-pillar cross beam, a first a-pillar, a second a-pillar, a first a-pillar connecting beam and a second a-pillar connecting beam, wherein one end of the first a-pillar is connected with one end of the a-pillar cross beam, and the other end of the first a-pillar is connected to the second cross beam through the first a-pillar connecting beam; one end of the second A column is connected with the other end of the A column cross beam, and the other end of the second A column is connected to the first cross beam through the second A column connecting beam; the A column cross beam, the first A column, the second A column, the first A column connecting beam, the second A column connecting beam, the first cross beam and the second cross beam are enclosed together to form an annular structure;

the B column ring comprises a B column cross beam, a first B column, a second B column and a front chair rear cross beam, one end of the first B column is connected with one end of the B column cross beam, and the other end of the first B column is connected with one end of the front chair rear cross beam; one end of the second B column is connected with the other end of the B column cross beam, the other end of the second B column is connected with the other end of the front chair rear cross beam, and the B column cross beam, the first B column, the second B column and the front chair rear cross beam are jointly enclosed to form an annular structure;

The C column ring comprises a C column cross beam, a first C column, a second C column and an annular bottom frame, one end of the first C column is connected with one end of the C column cross beam, the other end of the first C column is connected with a first support and a second support, and the first support and the second support are connected with the bottom frame at intervals; one end of the second C upright post is connected with the other end of the C column cross beam, the other end of the second C upright post is connected with a third support post and a fourth support post, and the third support post and the fourth support post are connected with the bottom frame at intervals.

In one embodiment, the chassis includes:

a middle channel beam, one end of which is connected to the intersection of the first cross beam and the second cross beam, and the other end of which is connected to the front chair rear cross beam;

the two middle channel side beams are arranged on two sides of the middle channel beam in an axisymmetric mode by taking the middle channel beam as an axisymmetric mode, one end of one middle channel side beam is connected to the intersection of the first A column connecting beam and the second cross beam, and the other end of the middle channel side beam is connected with the bottom frame; one end of the other middle channel side beam is connected to the intersection of the second A column connecting beam and the first cross beam, and the other end of the other middle channel side beam is connected with the bottom frame;

The two floor longitudinal beams are symmetrically arranged on two sides of the middle channel beam by taking the middle channel beam as an axis, one end of one floor longitudinal beam is connected to the intersection of the first connecting beam and the first cross beam, and the other end of the floor longitudinal beam is connected with the bottom frame; one end of the other floor longitudinal beam is connected to the intersection of the second connecting beam and the second cross beam, and the other end of the other floor longitudinal beam is connected with the bottom frame;

the two threshold beams are symmetrically arranged on two sides of the middle channel beam by taking the middle channel beam as an axis, one end of one threshold beam is connected to the intersection of the first auxiliary A column and the first connecting beam, and the other end of the other threshold beam is connected to the bottom frame; one end of the other threshold beam is connected to the intersection of the second auxiliary A column and the second connecting beam, and the other end of the other threshold beam is connected to the bottom frame;

the front chair front cross beam is arranged between the A column ring and the B column ring, and two ends of the front chair cross beam are connected with the two threshold beams in a one-to-one correspondence manner;

the floor stiffening beam set is arranged in the bottom frame and used for supporting the bottom frame.

In one embodiment, the second reinforcing structure comprises a rear roof cross beam, a first support column, a second support column, a third cross beam and a fourth cross beam, one end of the rear roof cross beam is connected with one end of the first support beam, the other end of the rear roof cross beam is connected with one end of the second support beam, the third cross beam is intersected with the fourth cross beam to form an X-shaped structure, one end of the third cross beam is connected with the second support column, the other end of the third cross beam is connected with the passenger compartment frame, one end of the fourth cross beam is connected with the first support column, the other end of the fourth cross beam is connected with the passenger compartment frame, and the rear roof cross beam, the first support column, the second support column and the third cross beam are enclosed to form an annular structure;

one end of the separation beam is connected with the first support column, and the other end of the separation beam is connected with the second support column;

the inverted V-shaped reinforcing beam comprises a third reinforcing column and a fourth reinforcing column, one end of the third reinforcing column is connected to the intersection of the first supporting column and the fourth cross beam, and the other end of the third reinforcing column is connected to the separation beam; one end of the fourth reinforcing column is connected to the intersection of the second supporting column and the third cross beam, and the other end of the fourth reinforcing column is connected to the intersection of the partition beam and the third reinforcing column.

In one embodiment, the back frame includes:

the rear shock absorption ring comprises a first rear cross beam, a first rear support column, a second rear support column, a first floor cross beam and a second floor cross beam; one end of the first rear support column is connected with one end of the first rear cross beam, the other end of the first rear support column is connected with a first rear support column and a second rear support column, one end of the second rear support column is connected with the other end of the first rear cross beam, and the other end of the second rear support column is connected with a third rear support column and a fourth rear support column; one end of the first floor cross beam is connected with the first rear support column, and the other end of the first floor cross beam is connected with the third rear support column; one end of the second floor cross beam is connected with the second rear support column, and the other end of the second floor cross beam is connected with the fourth rear support column;

the rear tail frame, the rear tail frame includes second rear cross beam, first rear tail boundary beam, second rear tail boundary beam, rear tail cross beam, the one end of first rear tail boundary beam with the one end of second rear cross beam is connected, the other end of first rear tail boundary beam with the one end of rear tail cross beam is connected, the one end of second rear boundary beam with the other end of second rear cross beam is connected, the other end of second rear boundary beam with the other end of rear tail cross beam is connected, and the second rear cross beam first rear tail boundary beam the second rear boundary beam the rear tail cross beam encloses jointly and forms annular structure, rear tail cross beam with be connected with V type stiffening beam between the second floor cross beam.

According to the vehicle body frame, the first reinforcing structure is arranged between the front cabin frame and the passenger cabin frame, and the X-shaped reinforcing beam is arranged in the first reinforcing structure, so that the net-shaped energy absorbing ring is formed between the front cabin frame and the passenger cabin frame, the integral rigidity of the passenger cabin frame is improved, the impact force is reduced to invade the passenger cabin frame during frontal collision, and passengers in the passenger cabin frame and battery packs below the passenger cabin frame are effectively protected. Meanwhile, a second reinforcing structure is arranged between the passenger cabin frame and the back tail frame, the second reinforcing structure is divided into an upper torsion-resistant ring and a lower torsion-resistant ring which are arranged in a stacked mode through the separation beam, the rear suspension load resistance of the vehicle body is enhanced, and because the load of the chassis of the vehicle is transmitted from bottom to top, the torsion-resistant requirement on the lower torsion-resistant ring is higher, and the inverted V-shaped reinforcement is arranged in the lower torsion-resistant ring, so that better torsion-resistant rigidity can be provided for the lower torsion-resistant ring, and the rear suspension load resistance of the vehicle body is further enhanced. Thus, the overall rigidity and the load resistance of the vehicle body frame are improved, and the light-weight design of the vehicle body frame can be realized.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application, illustrate and explain the application and are not to be construed as limiting the application.

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Moreover, the figures are not drawn to a 1:1 scale, and the relative sizes of various elements are merely exemplary in the figures, and are not necessarily drawn to true scale. In the drawings:

fig. 1 is a schematic structural view of a vehicle body frame according to an embodiment.

Fig. 2 is a front view of the body frame shown in fig. 1.

Fig. 3 is a schematic structural diagram of a first reinforcing structure according to an embodiment.

Fig. 4 is a schematic structural diagram of a second reinforcing structure according to an embodiment.

Fig. 5 is a schematic structural view of a front cabin frame according to an embodiment.

Fig. 6 is a schematic structural view of a passenger compartment frame of an embodiment.

Fig. 7 is a schematic structural diagram of an a-pillar ring according to an embodiment.

Fig. 8 is a schematic structural diagram of a B-pillar ring according to an embodiment.

Fig. 9 is a schematic structural view of a C-pillar ring according to an embodiment.

Fig. 10 is a schematic structural view of a chassis of an embodiment.

Fig. 11 is a schematic structural view of a back frame according to an embodiment.

FIG. 12 is a schematic structural view of a rear shock absorbing ring according to an embodiment.

FIG. 13 is a schematic diagram of a rear tail ring according to an embodiment.

Reference numerals illustrate:

10. a front cabin frame; 11. a first reinforcing structure; 111. a front rail; 112. a first secondary a column; 113. a second secondary a column; 114. a first connecting beam; 115. a second connection beam; 116. a first cross beam; 117. a second cross beam; 1111. a first reinforcing column; 1112. a second reinforcing column; 118. a first reinforcing beam; 119. a second reinforcing beam; 121. an anti-collision cross beam; 122. a first front side member; 123. a second front side member; 131. a first bumper; 132. a second bumper; 141. a first shock absorbing column; 142. a first shock absorbing stringer; 143. a first shock absorbing stiffening beam; 144. a first shock absorbing connection beam; 151. the second shock absorption upright post; 152. the second shock absorption longitudinal beam; 153. a second shock absorbing stiffening beam; 154. and a second shock absorbing connecting beam.

20. A passenger compartment rack; 21. a chassis; 211. a middle channel beam; 212. middle channel side beams; 213. floor stringers; 214. a threshold beam; 215. a front chair front cross beam; 216. a first V-shaped stiffening beam; 217. a floor connecting beam; 22. a column ring A; 221. a column A beam; 222. a first A column; 223. a second A column; 224. a first a-pillar connection beam; 224. a second a-pillar connection beam; 23. a B column ring; 231. a B column cross beam; 232. a first B column; 233. a second B column; 234. a front chair rear cross beam; 24. c column ring; 241. a C column cross beam; 242. a first C column; 2421. a first support column; 2422. a second support; 243. a second C column; 2431. a third support; 2432. a fourth strut; 244. a bottom frame; 25. a second reinforcing structure; 251. a rear roof rail; 252. a first support column; 253. a second support column; 254. a dividing beam; 2551. a third cross beam; 2552. a fourth cross beam; 256. a third reinforcing column; 257. a fourth reinforcing column; 261. a front beam of the A column; 262. a column A beam is arranged on the upper part; 263. roof side rails; 264. a roof back beam; 265. and C-pillar diagonal bracing beams.

30. A rear tail stock; 31. a rear shock ring; 311. a first rear cross member; 312. a first rear support column; 3121. a first rear pillar; 3122. a second rear pillar; 313. a second rear support post; 3131. a third rear pillar; 3132. a fourth rear pillar; 314. a first floor beam; 315. a second floor beam; 32. a rear tail frame; 321. a second rear cross member; 322. a first back tail rail; 323. a second trailing edge beam; 324. a rear tail cross beam; 325. and a second V-shaped stiffening beam.

Detailed Description

In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., these terms refer to the orientation or positional relationship based on the drawings, which are merely for convenience of description and simplification of description, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In this application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

An embodiment of the present application provides a vehicle body frame, specifically, see fig. 1 to 4, the vehicle body frame of an embodiment includes a front cabin frame 10, a passenger cabin frame 20 and a rear tail frame 30 that are connected in sequence, the front cabin frame 10 is connected with the passenger cabin frame 20 through a first reinforcing structure 11, the first reinforcing structure 11 is a frame structure, an X-shaped reinforcing beam is arranged in the first reinforcing structure, the passenger cabin frame 20 is connected with the rear tail frame 30 through a second reinforcing structure 25, the second reinforcing structure 25 is a frame structure, a separation beam 254 is arranged in the second reinforcing structure 25, the separation beam 254 separates the second reinforcing structure 25 into an upper layer torsion ring and a lower layer torsion ring that are stacked, and an inverted V-shaped reinforcing beam is arranged in the lower layer torsion ring.

The vehicle body frame is provided with the first reinforcing structure 11 between the front cabin frame 10 and the passenger cabin frame 20 and the X-shaped reinforcing beam is arranged in the first reinforcing structure 11, so that a net-shaped energy absorption ring is formed between the front cabin frame 10 and the passenger cabin frame 20, the overall rigidity of the passenger cabin frame 20 is improved, impact force is reduced to invade the passenger cabin frame 20 during a frontal collision, and passengers in the passenger cabin frame 20 and battery packs below the passenger cabin frame 20 are effectively protected. Meanwhile, the second reinforcing structure 25 is arranged between the passenger cabin frame 20 and the back tail frame 30, the second reinforcing structure 25 is divided into the upper torsion-resistant ring and the lower torsion-resistant ring which are arranged in a stacked mode through the separation beam 254, the rear suspension load resistance of the automobile body is enhanced, and the torsion resistance requirement on the lower torsion-resistant ring is higher because the load of the automobile chassis is transmitted from bottom to top, and the lower torsion-resistant ring can be provided with better torsion rigidity through the inverted V-shaped reinforcement arranged in the lower torsion-resistant ring, so that the rear suspension load resistance of the automobile body is further enhanced. Thus, the overall rigidity and the load resistance of the vehicle body frame are improved, and the light-weight design of the vehicle body frame can be realized.

Referring to fig. 3, the first reinforcement structure 11 includes a front cross member 111, a first sub a pillar 112, a second sub a pillar 113, a first connection beam 114, a second connection beam 115, a first cross beam 116, a second cross beam 117, a first reinforcement pillar 1111, and a second reinforcement pillar 1112; one end of the front cross beam 111 is connected with a first auxiliary A column 112, and the other end is connected with a second auxiliary A column 113; the first cross beam 116 and the second cross beam 117 are intersected to form an X-shaped structure, the first connecting beam 114 connects the first auxiliary a pillar 112 and the first cross beam 116, the second connecting beam 115 connects the second auxiliary a pillar 113 and the second cross beam 117, and the front cross beam 111, the first auxiliary a pillar 112, the second auxiliary a pillar 113, the first connecting beam 114, the second connecting beam 115, the first cross beam 116 and the second cross beam 117 jointly enclose an energy absorbing ring forming an annular structure, thereby absorbing front impact force.

Further, one end of the first reinforcement column 1111 is connected to the front cross member 111, and the other end is connected to the intersection of the first connection beam 114 and the first cross member 116. One end of the second reinforcement column 1112 is connected to the front cross member 111, and the other end is connected to the intersection of the second connection beam 115 and the second cross member 117, thus increasing the rigidity and torsional strength of the first reinforcement structure 11.

Further, an X-shaped reinforcement beam is disposed between the first reinforcement column 1111 and the second reinforcement column 1112, the X-shaped reinforcement beam includes a first reinforcement beam 118 and a second reinforcement beam 119 that are disposed to intersect, one end of the first reinforcement beam 118 is connected to the front cross beam 111, and the other end is connected to the first cross beam 116; one end of the second reinforcement beam 119 is connected to the cowl cross member 111, and the other end is connected to the second cross member 117. In this way, the first reinforcing structure 11 can integrally form a net-shaped energy absorbing wall, so that impact load generated when the vehicle body is impacted by the front surface is effectively absorbed, the impact load is prevented from invading the passenger cabin frame 20, and the safety of passengers and the battery pack is protected.

Referring to fig. 5, the front frame 10 includes an impact beam 121, a first front side member 122, and a second front side member 123, one end of the first front side member 122 is connected to the impact beam 121, the other end is connected to an intersection of the first connecting beam 114 and the first cross beam 116, one end of the second front side member 123 is connected to the impact beam 121, the other end is connected to an intersection of the second connecting beam 115 and the second cross beam 117, and the impact beam 121, the first front side member 122, the second front side member 123, the first cross beam 116, and the second cross beam 117 together enclose an annular structure to form a first energy absorbing ring.

Further, the front cabin frame 10 further includes a first bumper 131, one end of the first bumper 131 is connected to the first longitudinal beam, and the other end is connected to an intersection of the front beam 111 and the first auxiliary a-pillar 112, and the first bumper 131, the first auxiliary a-pillar 112, the first connecting beam 114 and the first front longitudinal beam 122 jointly enclose to form an annular structure so as to form a second energy absorbing ring. Preferably, the first bumper 131 includes a first bumper front section and a first bumper rear section, and the first bumper front section is connected to the first bumper rear section at an included angle.

The front cabin frame 10 further includes a second bumper 132, the second bumper 132, one end of the second bumper 132 is connected to the second longitudinal beam, and the other end is connected to the intersection of the front cross member 111 and the second auxiliary a pillar 113, and the second bumper 132, the second auxiliary a pillar 113, the second connecting beam 115 and the second front longitudinal beam 123 jointly enclose to form an annular structure, so as to form a third energy absorbing ring. Preferably, the second bumper 132 includes a second bumper front section and a second bumper rear section, the second bumper front section being connected at an included angle to the second bumper rear section.

With continued reference to fig. 5, the front frame 10 further includes a first shock tower connected between the first front side rail 122 and the first reinforcement column 1111 to increase the shock absorbing performance of the front frame 10. Specifically, the first shock tower includes a first shock strut 141, a first shock strut 142, a first shock connecting beam 144, and a first shock reinforcing beam 143, one end of the first shock strut 141 being connected to the first front rail 122; the other end is connected to one end of the first shock absorbing longitudinal beam 142, and the other end of the first shock absorbing longitudinal beam 142 is connected to the intersection of the front cross member 111 and the first reinforcement column 1111. The first shock-absorbing pillar 141, the first shock-absorbing side member 142, the first reinforcement pillar 1111, and the first front side member 122 together enclose an annular structure to form a fourth energy-absorbing ring. Further, one end of the first shock-absorbing connection beam 144 is connected to the first bumper 131, and the other end is connected to an intersection of the first shock-absorbing pillar 141 and the first shock-absorbing side member 142. One end of the first shock-absorbing reinforcement beam 143 is connected to the intersection of the first shock-absorbing upright post 141 and the first shock-absorbing longitudinal beam 142, and the other end is connected to the intersection of the front cross beam 111 and the second reinforcement beam 119, thereby reinforcing the structural strength of the first shock-absorbing tower.

The front frame 10 further includes a second shock tower connected between the second front side member 123 and the second reinforcement column 1112 to further increase the shock absorbing performance of the front frame 10. Specifically, the second shock absorber includes a second shock absorber column 151, a second shock absorber longitudinal beam 152, a second shock absorber connection beam 154, and a second shock absorber reinforcement beam 153, one end of the second shock absorber column 151 is connected to the second front longitudinal beam 123, the other end is connected to one end of the second shock absorber longitudinal beam 152, and the other end of the second shock absorber longitudinal beam 152 is connected to the intersection of the front cross beam 111 and the second reinforcement column 1112; the second shock-absorbing pillar 151, the second shock-absorbing side rail 152, the second reinforcement pillar 1112 and the second front side rail 123 together enclose an annular structure to form a fourth energy-absorbing ring. One end of the second shock-absorbing connection beam 154 is connected to the second bumper 132, and the other end is connected to the intersection of the second shock-absorbing pillar 151 and the second shock-absorbing longitudinal beam 152. One end of the second shock-absorbing reinforcement beam 153 is connected to the intersection of the second shock-absorbing upright 151 and the second shock-absorbing longitudinal beam 152, and the other end is connected to the intersection of the front cross beam 111 and the first reinforcement beam 118, thereby reinforcing the structural strength of the second shock-absorbing tower.

Through the design, the front cabin frame 10 forms a plurality of energy absorption rings, and the rigidity strength and the torsional strength of the front cabin frame 10 are greatly increased by buckling the energy absorption rings, so that the front cabin frame 10 can bear larger impact load.

Referring to fig. 2 and 6, the passenger compartment frame 20 includes a chassis 21, an a pillar 22, a B pillar 23, and a C pillar 24, wherein one end of the chassis 21 is connected with the first reinforcing structure 11, the other end is connected with the second reinforcing structure 25, the a pillar 22, the B pillar 23, and the C pillar 24 are disposed on the chassis 21 at intervals along the direction from the first reinforcing structure 11 to the second reinforcing structure 25, an a pillar front beam 261 is connected between the a pillar 22 and the first reinforcing structure 11, and an upper a pillar beam 262 is connected between the a pillar 22 and the B pillar 23. A top cover boundary beam 263 is connected between the B column ring 23 and the C column ring 24; a roof back beam 264 and a C-pillar diagonal beam 265 are connected between the C-pillar ring 24 and the second reinforcement structure 25. Thus, the a-, B-and C-collars 22, 23, 24, in combination with the first reinforcement structure 11, connect with the second reinforcement structure 25 such that the passenger compartment frame 20 forms a 5-way torsion-resistant collar. The 5 torsion rings are connected through the cross beam, the longitudinal beam, the diagonal brace or the stiffening beam, so that the situation that the ring is buckled before each torsion ring is formed, and the integral torsion resistance of the car body is greatly improved.

Specifically, referring to fig. 7, the a-pillar 22 includes an a-pillar cross 221, a first a-pillar 222, a second a-pillar 223, a first a-pillar connecting beam 224, a second a-pillar connecting beam 224, one end of the first a-pillar 222 being connected to one end of the a-pillar cross 221, the other end of the first a-pillar 222 being connected to the second cross beam 117 through the first a-pillar connecting beam 224; one end of the second a-pillar 223 is connected with the other end of the a-pillar cross beam 221, and the other end of the second a-pillar 223 is connected to the first cross beam 116 through a second a-pillar connecting beam 224; the a-pillar cross beam 221, the first a-pillar 222, the second a-pillar 223, the first a-pillar connection beam 224, the second a-pillar connection beam 224, the first cross beam 116, and the second cross beam 117 together enclose an annular structure to form a first torsion ring.

Referring to fig. 8, the B collar 23 includes a B pillar cross member 231, a first B pillar 232, a second B pillar 233, and a front seat rear cross member 234, one end of the first B pillar 232 is connected to one end of the B pillar cross member 231, and the other end of the first B pillar 232 is connected to one end of the front seat rear cross member 234; one end of the second B pillar 233 is connected with the other end of the B pillar cross member 231, the other end of the second B pillar 233 is connected with the other end of the front seat rear cross member 234, and the B pillar cross member 231, the first B pillar 232, the second B pillar 233, and the front seat rear cross member 234 enclose together to form an annular structure to form a second torsion-resistant ring.

Referring to fig. 9, the C-pillar 24 includes a C-pillar cross 241, a first C-pillar 242, a second C-pillar 243, and an annular bottom frame 244, one end of the first C-pillar 242 is connected to one end of the C-pillar cross 241, the other end of the first C-pillar 242 is connected to a first pillar 2421 and a second pillar 2422, and the first pillar 2421 and the second pillar 2422 are connected to the bottom frame at intervals; one end of the second C-pillar 243 is connected to the other end of the C-pillar cross 241, the other end of the second C-pillar 243 is connected to the third pillar 2431 and the fourth pillar 2432, and the third pillar 2431 and the fourth pillar 2432 are connected to the bottom frame 244 at a distance. Preferably, the C-pillar cross member 241, the first C-pillar 242, the first pillar 2421, the second C-pillar 243, the third pillar 2431 and one cross member of the bottom frame 244 enclose an annular structure, and the C-pillar cross member 241, the first C-pillar 242, the second pillar 2422, the second C-pillar 243, the fourth pillar 2432 and another cross member of the bottom frame 244 enclose an annular structure, so that the C-pillar 24 forms two torsion-resistant rings, and the structural strength and the torsion-resistant capability of the C-pillar 24 are further improved.

Referring to fig. 10, the vehicle chassis 21 includes a center tunnel beam 211 and two center tunnel side beams 212, wherein one end of the center tunnel beam 211 is connected to the intersection of the first and second cross beams 116 and 117, and the other end is connected to the front-seat rear cross beam 234. Two middle channel side beams 212 are axisymmetrically arranged at both sides of the middle channel beam 211 with the middle channel beam 211 as an axis, and one end of one middle channel side beam 212 is connected to the intersection of the first a-pillar connecting beam 224 and the second cross beam 117, and the other end is connected to the bottom frame 244; another center tunnel boundary beam 212 is connected at one end to the intersection of the second a-pillar connecting beam 224 and the first cross beam 116 and at the other end to the bottom frame 244. After the collision load of the front cabin frame 10 is transferred to the first cross beam 116 and the second cross beam 117, the concentrated load can be effectively dispersed through the middle channel beam 211 and the two middle channel side beams 212, so that the damage of the vehicle body frame caused by the concentrated load is avoided.

Further, the chassis 21 further includes two floor stringers 213, the two floor stringers 213 are disposed on two sides of the middle channel beam 211 with the middle channel beam 211 as an axis symmetry, one end of one floor stringer 213 is connected to the intersection of the first connecting beam 114 and the first intersecting beam 116, and the other end is connected to the bottom frame 244; the other floor stringer 213 is connected at one end to the intersection of the second connecting beam 115 and the second cross beam 117 and at the other end to the bottom frame 244. The floor stringers 213 can provide mounting locations for the battery packs.

The underframe 21 further includes two threshold beams 214 and a front seat front cross beam 215, the two threshold beams 214 are disposed on both sides of the middle channel beam 211 with the middle channel beam 211 as an axis symmetry, one end of one threshold beam 214 is connected to the intersection of the first sub a-pillar 112 and the first connecting beam 114, and the other end is connected to the bottom frame 244; the other rocker 214 has one end connected to the intersection of the second secondary a-pillar 113 and the second connecting beam 115 and the other end connected to the bottom frame 244. The front seat cross member 215 is disposed between the a pillar ring 22 and the B pillar ring 23, and both ends of the front seat cross member are connected with the two rocker beams 214 in one-to-one correspondence. So each threshold beam 214 and corresponding floor longitudinal beam 213 and chair front cross beam can enclose together and form the side direction energy-absorbing buffer ring, and then can furthest protect the battery package.

Specifically, the chassis 21 further includes a floor reinforcement beam set provided in the bottom frame 244 to support the bottom frame 244. Specifically, with continued reference to fig. 10, the floor reinforcement beam set includes a first V-shaped reinforcement beam 216 and a plurality of floor connection beams 217, one end of the first V-shaped reinforcement beam 216 is connected to one cross beam of the bottom frame 244, and one end of the plurality of floor connection beams 217 is connected to the first V-shaped reinforcement beam 216 and the other end is connected to the other cross beam of the bottom frame 244, thus increasing the structural strength of the bottom frame 244.

Referring to fig. 4, the second reinforcement structure 25 includes a rear roof rail 251, a first support column 252, a second support column 253, a third cross beam 2551, and a fourth cross beam 2552, one end of the rear roof rail 251 is connected to one end of the first support beam, the other end of the rear roof rail 251 is connected to one end of the second support beam, the third cross beam 2551 is disposed to intersect with the fourth cross beam 2552 and forms an X-shaped structure, one end of the third cross beam 2551 is connected to the second support column 253, the other end of the third cross beam 2551 is connected to the passenger compartment frame 20, one end of the fourth cross beam 2552 is connected to the first support column 252, the other end of the fourth cross beam 2552 is connected to the passenger compartment frame 20, the rear roof rail 251, the first support column 252, the second support column 253, and the third cross beam 2551 and the fourth cross beam 2552 enclose to form an annular structure to form an energy absorbing ring structure, thereby enhancing the body's ability to resist rear suspension loads.

Further, one end of the separation beam 254 is connected to the first support column 252, the other end of the separation beam 254 is connected to the second support column 253, the inverted V-shaped reinforcement beam includes a third reinforcement column 256 and a fourth reinforcement column 257, one end of the third reinforcement column 256 is connected to an intersection of the first support column 252 and the fourth cross beam 2552, and the other end of the third reinforcement column 256 is connected to the separation beam 254; one end of the fourth reinforcing column 257 is connected to the intersection of the second support column 253 and the third cross beam 2551, and the other end of the fourth reinforcing column 257 is connected to the intersection of the partition beam 254 and the third reinforcing column 256. Because the load of the chassis of the automobile is transferred from the lower automobile body to the upper automobile body, the torsion requirement on the lower torsion ring is higher, and the structural strength of the lower torsion ring is enhanced by arranging the third reinforcing column 256 and the fourth reinforcing column 257 which are in inverted V-shaped structures on the lower torsion ring, so that better torsion rigidity is provided for the lower torsion ring, and the capability of the automobile body for resisting rear suspension load is further enhanced.

Referring to fig. 11, optionally, in an embodiment, the aft frame 30 includes an aft cushion ring 31 and an aft tail ring. Specifically, referring to fig. 12, the rear cushion ring 31 includes a first rear cross member 311, a first rear support column 312, a second rear support column 313, a first floor cross member 314, and a second floor cross member 315; one end of the first rear support column 312 is connected to one end of the first rear cross member 311, the other end of the first rear support column 312 is connected to the first rear support column 3121 and the second rear support column 3122, one end of the second rear support column 313 is connected to the other end of the first rear cross member 311, and the other end of the second rear support column 313 is connected to the third rear support column 3131 and the fourth rear support column 3132; one end of the first floor cross 314 is connected to the first rear pillar 3121 and the other end is connected to the third rear pillar 3131; the second floor rail 315 is connected at one end to the second rear pillar 3122 and at the other end to the fourth rear pillar 3132. In this way, the first rear cross member 311, the first rear support column 312, the second rear support column 313, the first rear support column 3121, the third rear support column 3131 and the first floor cross member 314 can be enclosed to form an annular torsion ring, and the first rear cross member 311, the first rear support column 312, the second rear support column 313, the fourth rear support column 3132 and the second floor cross member 315 can also be enclosed to form an annular torsion ring, so that the rear shock-absorbing ring 31 can form two torsion rings, thereby being beneficial to improving the rigidity and dynamic rigidity of the mounting point of the auxiliary frame.

Further, referring to fig. 13, the rear tail ring includes a second rear cross member 321, a first rear tail beam 322, a second rear tail beam 323, and a rear tail cross member 324, one end of the first rear tail beam 322 is connected with one end of the second rear cross member 321, the other end of the first rear tail beam 322 is connected with one end of the rear tail cross member 324, one end of the second rear tail beam 323 is connected with the other end of the second rear cross member 321, the other end of the second rear tail beam 323 is connected with the other end of the rear tail cross member 324, and the second rear cross member 321, the first rear tail beam 322, the second rear tail beam 323, and the rear tail cross member 324 enclose together to form an annular structure, and a second V-shaped reinforcement beam 325 is connected between the rear tail cross member 324 and the second floor cross member 315, thereby improving the overall strength of the rear tail frame 30.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims

1. The utility model provides a car body frame, its characterized in that, including front deck frame, passenger cabin frame and the back tailstock that connects gradually, front deck frame with connect through first additional strengthening between the passenger cabin frame, first additional strengthening is the framework structure, be equipped with X type stiffening beam in the first additional strengthening, passenger cabin frame with connect through the second additional strengthening between the back tailstock, the second additional strengthening is the framework structure, be equipped with the separating beam in the second additional strengthening, the separating beam will the second additional strengthening separates for range upon range of upper anti-torsion ring and the lower floor anti-torsion ring that sets up, be equipped with down V type stiffening beam in the lower floor anti-torsion ring.

2. The vehicle body frame of claim 1, wherein the first reinforcement structure comprises a cowl cross member, a first secondary a-pillar, a second secondary a-pillar, a first connecting beam, a second connecting beam, a first cross beam, a second cross beam, a first reinforcement pillar, and a second reinforcement pillar; one end of the front wall cross beam is connected with the first auxiliary A column, and the other end of the front wall cross beam is connected with the second auxiliary A column; the first cross beam and the second cross beam are intersected to form an X-shaped structure, the first connecting beam is connected with the first auxiliary A column and the first cross beam, the second connecting beam is connected with the second auxiliary A column and the second cross beam, and the front cross beam, the first auxiliary A column, the second auxiliary A column, the first connecting beam, the second connecting beam, the first cross beam and the second cross beam are jointly enclosed to form an annular structure;

3. The vehicle body frame according to claim 2, wherein the front deck frame includes an impact beam, a first front side member, and a second front side member, one end of the first front side member is connected to the impact beam, the other end is connected to an intersection of the first connecting beam and the first cross beam, one end of the second front side member is connected to the impact beam, the other end is connected to an intersection of the second connecting beam and the second cross beam, and the impact beam, the first front side member, the second front side member, the first cross beam, and the second cross beam collectively enclose to form an annular structure.

4. A vehicle body frame as claimed in claim 3, wherein the front deck frame further comprises:

the first bumper, the first auxiliary A column, the first connecting beam and the first front longitudinal beam form an annular structure in a surrounding mode;

the first front longitudinal beam is connected with the first front longitudinal beam, the first front longitudinal beam is connected with the first front cross beam, the first auxiliary A column is connected with the first front longitudinal beam, the first front longitudinal beam is connected with the first front cross beam, the first front longitudinal beam is connected with the first front longitudinal beam, the second front longitudinal beam is connected with the first front longitudinal beam, the first front longitudinal beam is connected with the first front longitudinal beam, the second front longitudinal beam is connected with the second front longitudinal beam, the first front longitudinal beam is connected with the second front longitudinal beam and the second front longitudinal beam, the second front longitudinal beam is connected the second front longitudinal.

5. The vehicle body frame according to claim 4, characterized in that:

the front cabin frame further comprises a first shock absorption upright post, a first shock absorption longitudinal beam, a first shock absorption connecting beam and a first shock absorption reinforcing beam, and one end of the first shock absorption upright post is connected with the first front longitudinal beam; the other end of the first shock absorption longitudinal beam is connected with one end of the first shock absorption longitudinal beam, and the other end of the first shock absorption longitudinal beam is connected to the intersection of the front wall cross beam and the first reinforcing column; the first shock absorption upright post, the first shock absorption longitudinal beam, the first reinforcing column and the first front longitudinal beam are enclosed together to form an annular structure; one end of the first shock-absorbing connecting beam is connected with the first bumper, and the other end of the first shock-absorbing connecting beam is connected to the intersection of the first shock-absorbing upright post and the first shock-absorbing longitudinal beam; one end of the first damping stiffening beam is connected to the intersection of the first damping upright post and the first damping longitudinal beam, and the other end of the first damping stiffening beam is connected to the intersection of the front wall cross beam and the second stiffening beam; and/or the number of the groups of groups,

6. The vehicle body frame of claim 2, wherein the passenger compartment frame comprises a vehicle chassis, an a-pillar, a B-pillar, and a C-pillar, wherein one end of the vehicle chassis is connected with the first reinforcement structure, the other end is connected with the second reinforcement structure, the a-pillar, the B-pillar, and the C-pillar are disposed on the vehicle chassis at intervals along a direction from the first reinforcement structure to the second reinforcement structure, an a-pillar front beam is connected between the a-pillar and the first reinforcement structure, and an upper a-pillar is connected between the a-pillar and the B-pillar; a top cover boundary beam is connected between the B column ring and the C column ring; and a top cover back beam and a C-column diagonal bracing beam are connected between the C-column ring and the second reinforcing structure.

7. The vehicle body frame according to claim 6, characterized in that:

the A column ring comprises an A column cross beam, a first A column, a second A column, a first A column connecting beam and a second A column connecting beam, one end of the first A column is connected with one end of the A column cross beam, and the other end of the first A column is connected to the second cross beam through the first A column connecting beam; one end of the second A column is connected with the other end of the A column cross beam, and the other end of the second A column is connected to the first cross beam through the second A column connecting beam; the A column cross beam, the first A column, the second A column, the first A column connecting beam, the second A column connecting beam, the first cross beam and the second cross beam are enclosed together to form an annular structure;

8. The vehicle body frame of claim 7, wherein the chassis comprises:

the front chair front cross beam is arranged between the A column ring and the B column ring, and two ends of the front chair front cross beam are connected with the two threshold beams in a one-to-one correspondence manner;

9. The vehicle body frame according to claim 1, wherein the second reinforcement structure includes a roof rear cross member, a first support column, a second support column, a third cross member, and a fourth cross member, one end of the roof rear cross member is connected to one end of the first support column, the other end of the roof rear cross member is connected to one end of the second support column, the third cross member is disposed intersecting the fourth cross member and forms an X-shaped structure, one end of the third cross member is connected to the second support column, the other end of the third cross member is connected to the passenger compartment frame, one end of the fourth cross member is connected to the first support column, the other end of the fourth cross member is connected to the passenger compartment frame, the roof rear cross member, the first support column, the second support column, and the third cross member and the fourth cross member enclose to form a ring-shaped structure;

10. The vehicle body frame of claim 1, wherein the back frame comprises: