WO2022082429A1 - 车架及具有其的车辆 - Google Patents

车架及具有其的车辆 Download PDF

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Publication number
WO2022082429A1
WO2022082429A1 PCT/CN2020/122181 CN2020122181W WO2022082429A1 WO 2022082429 A1 WO2022082429 A1 WO 2022082429A1 CN 2020122181 W CN2020122181 W CN 2020122181W WO 2022082429 A1 WO2022082429 A1 WO 2022082429A1
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WO
WIPO (PCT)
Prior art keywords
frame
connecting beam
energy absorbing
vehicle
vehicle frame
Prior art date
Application number
PCT/CN2020/122181
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English (en)
French (fr)
Inventor
孔庆帅
章斯亮
刘建
Original Assignee
华为技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to PCT/CN2020/122181 priority Critical patent/WO2022082429A1/zh
Priority to CN202080004237.0A priority patent/CN112543728B/zh
Publication of WO2022082429A1 publication Critical patent/WO2022082429A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted

Definitions

  • the present application relates to the technical field of vehicles, and in particular, to a vehicle frame and a vehicle having the same.
  • this small bus has undergone major changes in the layout of the passenger compartment and the entire vehicle structure. Specifically, it can be embodied in a very short front and rear overhang body structure scheme.
  • most of the existing passenger cars have a long front and rear overhang structure design, and the length of the front and rear overhangs is more than 800mm, while the small bus adopts an extremely short front and rear overhang design concept, and the length of the front and rear overhangs is less than 500mm.
  • the embodiments of the present application provide a vehicle frame and a vehicle having the same, which provide a new passive safety protection strategy for vehicles such as minibuses.
  • an embodiment of the present application provides a vehicle frame, comprising: a front frame, a middle frame and a rear frame, a first end of the middle frame is connected to the front frame, and a second end of the middle frame is connected to the rear frame connection; wherein, the front frame and/or the rear frame includes a passenger seating area, and the middle frame includes a first collision energy absorption area, and the first collision energy absorption area is used for absorbing collision energy. Therefore, the collision energy is absorbed by the collision energy absorption area of the middle frame in the frame, thereby providing a new passive safety protection strategy for vehicles such as minibuses.
  • the first collision energy absorbing area includes: a connecting beam and an energy absorbing beam, the connecting beam and the energy absorbing beam are both arranged along the longitudinal direction of the frame, the strength of the connecting beam is greater than that of the energy absorbing beam, and the The first end is connected with the front frame, the second end of the connecting beam is connected with the rear frame, the connecting beam has a hollow cavity, and the energy-absorbing beam is arranged in the hollow cavity;
  • the connecting beam includes a first connecting beam and a second connecting beam, the first connecting beam A connecting beam and a second connecting beam are sleeved, wherein when a collision occurs, the first connecting beam and the second connecting beam can move relative to each other, so that the energy absorbing beam is squeezed. Therefore, through the connection beam of the sleeve-type structure, the energy-absorbing beam can be guided to only perform longitudinal movement with a high probability, thereby reducing the probability of the energy-absorbing beam performing lateral movement and improving the safety performance of the vehicle.
  • the second connecting beam is sleeved outside the first connecting beam
  • the energy-absorbing beam is arranged in the hollow cavity of the second connecting beam
  • the first connecting beam is sleeved with the second connecting beam.
  • the part of the second connecting beam is provided with a first restricting part
  • the end of the second connecting beam away from the first connecting beam is provided with a second restricting part
  • the first restricting part and the second restricting part jointly restrict the longitudinal movement of the energy-absorbing beam along the frame.
  • the connecting beam further includes a third connecting beam, wherein the first end of the second connecting beam is sleeved outside the first connecting beam, and the second end of the second connecting beam is sleeved on the first connecting beam.
  • the first end of the connecting beam is provided with a third restricting portion
  • the second end of the connecting beam is provided with a fourth restricting portion
  • the third restricting portion and the fourth restricting portion jointly restrict the energy-absorbing beam along the The frame moves longitudinally.
  • the front frame is provided with a fifth restriction portion
  • the rear frame is provided with a sixth restriction portion
  • the fifth restriction portion and the sixth restriction portion jointly restrict the longitudinal movement of the energy absorbing beam along the frame.
  • the longitudinal movement of the energy absorbing beam is jointly limited by the front frame and the rear frame.
  • the connecting beam is provided with a seventh restriction portion
  • the front frame or the rear frame is provided with an eighth restriction portion
  • the seventh restriction portion and the eighth restriction portion jointly restrict the energy-absorbing beam along the longitudinal direction of the frame move.
  • the energy absorbing beam is made of energy absorbing material.
  • the collision energy is absorbed by the energy absorbing material.
  • the energy absorbing material includes, but is not limited to, aluminum alloy, steel, foam material, and the like.
  • the specific material of the energy absorbing material is provided.
  • the structure of the energy absorbing beam includes, but is not limited to, a tube beam structure, a honeycomb structure, and the like. Thereby, the energy absorption effect is further improved.
  • the front end of the front frame is provided with a second collision energy absorbing area, and the second collision energy absorbing area is used for absorbing part of the front collision energy.
  • the front collision energy is absorbed by the second collision energy absorption area, the collision energy transmitted to the passenger compartment is further reduced, and the safety performance of the vehicle is improved.
  • the rear end of the rear frame is provided with a third collision energy absorbing area, and the third collision energy absorbing area is used to absorb part of the rear collision energy.
  • the rear collision energy is absorbed by the third collision energy absorption zone, the collision energy transmitted to the passenger compartment is further reduced, and the safety performance of the vehicle is improved.
  • the bottom of the frame is provided with a fixing portion for fixing the battery assembly.
  • fixing of the battery pack is achieved.
  • the fixing part includes a first fixing member and a second fixing member, the first fixing member and the second fixing member are spaced apart and arranged along the longitudinal direction of the vehicle frame, and the first fixing member has a first fixing member on the first fixing member. an opening, the second fixing member has a second opening, the opening directions of the first opening and the second opening are opposite, the first opening faces a direction away from the second fixing member, and the second opening faces a direction away from the first fixing member.
  • the fixing part further includes a third fixing member
  • the third fixing member includes a first connecting unit and a second connecting unit
  • the first connecting unit and the second connecting unit are arranged in parallel along the longitudinal direction of the frame
  • the first connecting unit and the second connecting unit are at least partially overlapped in the longitudinal direction of the vehicle frame
  • the first connecting unit and the second connecting unit are spaced apart in the lateral direction of the vehicle frame.
  • an embodiment of the present application provides a vehicle, including the vehicle frame provided in the first aspect.
  • a novel vehicle having the above-described frame is provided.
  • the vehicle includes a first seat and a second seat, the first seat is located in the passenger seating area of the front frame, the second seat is located in the passenger seating area of the rear frame, and the first seat is located in the passenger seating area of the rear frame.
  • the chair and the second seat are arranged opposite to each other.
  • FIG. 1 is a schematic front view structure of a vehicle frame provided by an embodiment of the present application.
  • Fig. 2 is the enlarged schematic diagram of the A part of the frame shown in Fig. 1;
  • Fig. 3 is the structural representation of a kind of connecting beam of the vehicle frame shown in Fig. 1;
  • Fig. 4 is the structural representation of a kind of connecting beam of the vehicle frame shown in Fig. 1;
  • FIG. 5 is a schematic structural diagram of another connecting beam of the vehicle frame shown in FIG. 1;
  • FIG. 6 is a schematic diagram of a matching structure of the connecting beam shown in FIG. 5 and the front frame and the rear frame;
  • FIG. 7 is a schematic diagram of another matching structure of the connecting beam shown in FIG. 5 and the front frame and the rear frame;
  • FIG. 8 is another schematic diagram of the matching structure of the connecting beam shown in FIG. 5 and the front frame and the rear frame;
  • Fig. 9 is the bottom view structure schematic diagram of the vehicle frame shown in Fig. 1;
  • FIG. 10 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.
  • FIG. 11 is a schematic diagram of the cooperation between the bolts of the battery assembly in the vehicle shown in FIG. 10 and the fixing parts on the frame;
  • Fig. 12 is a schematic structural diagram of the vehicle shown in Fig. 10 after a frontal collision
  • FIG. 13 is a schematic diagram of the cooperation between the bolts of the battery assembly in the vehicle shown in FIG. 12 and the fixing parts on the frame;
  • FIG. 14 is a schematic structural diagram of the vehicle shown in FIG. 10 after a rear collision occurs;
  • FIG. 15 is a schematic diagram of the cooperation between the bolts of the battery assembly in the vehicle shown in FIG. 14 and the fixing members on the frame.
  • words such as “exemplary”, “such as” or “for example” are used to mean serving as an example, illustration or illustration. Any embodiments or designs described in the embodiments of the present application as “exemplary,” “such as,” or “by way of example” should not be construed as preferred or advantageous over other embodiments or designs. Rather, use of words such as “exemplary,” “such as,” or “by way of example” is intended to present the related concepts in a specific manner.
  • the term "and/or" is only an association relationship for describing associated objects, indicating that there may be three relationships, for example, A and/or B, which may indicate: A alone exists, A alone exists There is B, and there are three cases of A and B at the same time.
  • the term "plurality" means two or more. For example, a plurality of systems refers to two or more systems.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implying the indicated technical features. Thus, a feature defined as “first” or “second” may expressly or implicitly include one or more of that feature.
  • the terms “including”, “including”, “having” and their variants mean “including but not limited to” unless specifically emphasized otherwise.
  • FIG. 1 is a schematic front view structure of a vehicle frame provided by an embodiment of the present application.
  • the frame in this solution includes: a front frame 1 , a middle frame 2 and a rear frame 3 .
  • the two ends of the middle frame 2 are respectively connected with the front frame 1 and the rear frame 3, such as welding, riveting, etc.;
  • the rear frame 3 is fixedly connected.
  • the front frame 1 and/or the rear frame 3 is provided with a passenger seating area, in which a seat for passengers can be arranged;
  • the middle frame 2 is provided with a collision energy absorption area, the collision
  • the energy-absorbing area can absorb the collision energy in the event of a collision, thereby reducing the damage to the occupants of the collision, thereby providing a new passive safety protection strategy for vehicles such as minibuses.
  • a second collision energy absorbing area 11 may also be provided at the front of the front frame 1 to absorb at least a part of the collision energy generated when the front part collides, thereby reducing the collision energy transmitted to the middle frame 2 , Further, the deformation amount of the middle frame 2 is reduced, so as to provide a larger living space for the occupants.
  • a third collision energy absorbing area 31 may also be provided at the rear of the rear frame 3 to absorb the collision energy generated when at least a part of the rear collides, thereby reducing the collision energy transmitted to the middle frame 2 , thereby reducing the collision energy of the middle frame 2 deformation to provide more living space for the occupants.
  • energy absorbing materials such as aluminum alloys, steel, foam materials, etc., can be used in both the collision energy absorbing area 11 and the collision energy absorbing area 31; Wait.
  • a connecting beam 21 and an energy absorbing beam 22 are provided in the collision energy absorbing area of the middle frame 2 , wherein the connecting beam 21 and the energy absorbing beam 22 are both arranged along the longitudinal direction of the vehicle frame.
  • the connecting beam 21 can be understood as a beam connecting the front frame 1 and the rear frame 3. In other words, one end of the connecting beam 21 is connected to the front frame 1, and the other end of the connecting beam 21 is connected to the rear frame 3.
  • the connection method Can be welded or riveted etc.
  • the longitudinal direction in this solution refers to the direction in which the front end of the frame extends to the rear end, or the direction in which the rear end of the frame extends to the front end, and can also be understood as the left-right direction of the frame shown in FIG. 1 .
  • the connecting beam 21 and the energy absorbing beam 22 may be determined according to the actual situation, which is not limited here, wherein the connecting beam 21 and the energy absorbing beam 22 may be in one-to-one correspondence but not limited.
  • part or all of the beams on the connecting beam 21 may have hollow cavities, that is, the interior of the connecting beam 21 may be partially or entirely hollow; the energy absorbing beam 22 may be disposed in the hollow cavity of the connecting beam 21 .
  • the strength of the connecting beam 21 can be set to be greater than that of the energy absorbing beam 22, so that when a collision occurs, the connecting beam 21 can guide the energy absorbing beam 21
  • the energy beam 22 performs only the longitudinal movement with a high probability.
  • the energy absorbing beam 22 may be made of energy absorbing material, for example, aluminum alloy, steel, foam material and the like.
  • the energy absorbing beam 22 may adopt a tube beam structure, a honeycomb structure, etc. to improve the energy absorbing effect.
  • the connecting beam 21 may include a first connecting beam 211 and a second connecting beam 212 .
  • the first connecting beam 211 and the second connecting beam 212 can be sleeved together.
  • the first connecting beam 211 is sleeved outside the second connecting beam 212, or the second connecting beam 212 is sleeved outside the first connecting beam 211.
  • a collision occurs, relative movement between the first connecting beam 211 and the second connecting beam 212 can occur, so that the energy absorbing beam 22 located in the first connecting beam 211 and the second connecting beam 212 is squeezed, so as to achieve the absorption energy effect.
  • the two in the area where the first connecting beam 211 and the second connecting beam 212 are nested, the two can be fixed by welding, riveting, etc., wherein, when a collision occurs and the collision force is greater than the preset collision force, the two The areas where the two are connected can be disconnected, allowing the two to move relative to each other.
  • the second connecting beam 212 can be sleeved on the outside of the first connecting beam 211 , and the energy absorbing beam 22 can be disposed in the hollow cavity of the second connecting beam 212 .
  • the part of the first connecting beam 211 that is sleeved with the second connecting beam is provided with a restricting part, and the end of the second connecting beam 212 away from the first connecting beam 211 is provided with another restricting part.
  • the restricting portion on the first connecting beam 211 it can be a boss or other forms, as long as it can restrict the movement of the energy-absorbing beam, which is not limited here; the second connecting beam 212 is far away from the first connecting beam
  • the restricting part at one end of 211 can be located on the second connecting beam 212 or on the front frame 1 or the rear frame 3 to which the second connecting beam 212 is connected.
  • two restricting parts may be provided at both ends of the connecting beam 21, and the two restricting parts may jointly restrict the movement of the energy absorbing beam 22 in the longitudinal direction of the vehicle frame, so that in the event of a collision, The movement of the energy absorbing beam 22 along the longitudinal direction of the frame can be restricted, so as to improve the effect of the energy absorbing beam 22 being squeezed.
  • the two restricting parts can be bosses, or can be parts that block both ends of the connecting beam 21, etc. For example, as shown in FIG. 4, the left end of the first connecting beam 211 is sealed with the first part 2111. The right end of the second connecting beam 212 is blocked with the second member 2121 .
  • a restriction portion can be provided on both the front frame 1 and the rear frame 2, so that the restriction portions on the front frame 1 and the rear frame 2 are used to jointly restrict suction
  • the energy beam 22 moves along the longitudinal direction of the frame; if one end of the connecting beam 21 is open and the other end is provided with a restriction, the front frame 1 or the rear frame 2 corresponding to the open end of the connecting beam 21 can be Another restricting portion is provided thereon, so that the energy absorbing beam 22 is restricted from moving in the longitudinal direction of the frame by these two restricting portions.
  • the connecting beam 21 includes a first connecting beam 211 , a second connecting beam 212 and a third connecting beam 213 .
  • One end of the second connecting beam 212 is sleeved outside the first connecting beam 211
  • the other end of the second connecting beam 212 is sleeved outside the third connecting beam.
  • the first connecting beam 211 can extend to the inside of the front frame 1 or the rear frame 3
  • the third connecting beam 213 can also extend to the inside of the front frame 1 or the rear frame 3 .
  • FIG. 6 Exemplarily, as shown in FIG.
  • the first connecting beam 211 may extend to the inside of the front frame 1, while the third connecting beam 213 is located at the front side edge of the rear frame 3, that is, the third connecting beam 213 does not extend to the inside of the rear frame 3; as shown in FIG. 8, the first connecting beam 211 is located at the rear side edge of the front frame 1, that is, the first connecting beam 211 does not extend to the inside of the front frame 1, and the third connecting beam 211
  • the beam 213 may extend to the inside of the rear frame 3 . It can be understood that, in the area where the first connecting beam 212 and the second connecting beam 212 are nested, and the area where the second connecting beam 212 and the third connecting beam 213 are nested, welding, riveting, etc. can be used to connect the two. Fixed, wherein when a collision occurs and the collision force is greater than the preset collision force, at least one of the two socket areas can be disconnected, so that at least two of the three can move relatively.
  • the fixing part may include a first fixing piece 41 and a second fixing piece 42 , the first fixing piece 41 and the second fixing piece 42 are spaced apart and arranged along the longitudinal direction of the vehicle frame.
  • the first fixing member 41 has a first opening 411
  • the second fixing member 42 has a second opening 421 .
  • the opening directions of the first opening 411 and the second opening 421 are opposite, and the first opening 411 faces the direction away from the second fixing member 42, and the second opening 412 faces the direction away from the first fixing member 41, so that when no collision occurs,
  • the first fixing member 41 and the second fixing member 42 can limit the movement of the battery assembly, so as to fix the battery assembly, and when a collision occurs, the battery assembly can move in the direction of one of the openings, so as to prevent the battery from being damaged. Squeeze, so as to achieve the effect of battery protection.
  • the first opening 411 and/or the second opening 421 may be, but not limited to, U-shaped openings.
  • both the first fixing member 41 and the second fixing member 42 can be provided with threads.
  • the battery assembly When fixing the battery assembly, the battery assembly can be fixed by screwing the bolts into the thread; A connecting hole is opened. When connecting, first pass the bolt through the first fixing member 41 or the second fixing member 42, and then screw the bolt into the connecting hole to fix the battery assembly; A fixing member 41 and/or a second fixing member 42 are fixedly connected by snaps, which may be determined according to the actual situation, and are not limited herein. It can be understood that, the number of the first fixing member 41 and the second fixing member 42 may be determined according to the actual situation, which is not limited herein.
  • the fixing portion may further include a third fixing member 43 .
  • the third fixing member 43 may include a first connection unit 431 and a second connection unit 432 .
  • the first connection unit 431 and the second connection unit 432 are arranged in parallel along the longitudinal direction of the frame, the first connection unit 431 and the second connection unit 432 are at least partially overlapped in the longitudinal direction of the frame, and the first connection unit 431 and the second connection unit 432 are at least partially overlapped in the longitudinal direction of the frame.
  • the connecting unit 432 has a space in the lateral direction of the frame.
  • the battery assembly is further reinforced by the third fixing member 43.
  • first connecting unit 431 and the second connecting unit 432 are arranged along the longitudinal direction of the vehicle frame, which can also avoid hindering the movement of the battery assembly during a collision. It can be understood that, the number of the third fixing members 43 can also be determined according to the actual situation, which is not limited here.
  • the solution also provides a vehicle, as shown in FIG. 10 , the vehicle includes the frame in the above solution.
  • a first seat 61 and a second seat 62 are provided in the vehicle, wherein the first seat 61 may be located in the occupant seating area of the front frame 1 and the second seat 62 may be located in the occupant seating area of the rear frame 3 Area.
  • the first seat 61 and the second seat 62 are arranged opposite to each other, wherein, the opposite arrangement can be understood as, when both the first seat 61 and the second seat 62 are seated by occupants, the two The occupants in the seats are sitting facing each other. It can be understood that the number of the first seat 61 and the second seat 62 may also be determined according to the actual situation, which is not limited herein.
  • the vehicle may further include a battery assembly 5 , and the battery assembly 5 may be fixed on the bottom of the vehicle frame, for example, on a fixing portion at the bottom of the vehicle frame.
  • the first is the case of a front collision of the vehicle.
  • FIG. 10 the picture shows the situation before the collision of the vehicle, in which the first fixing member 41 belongs to the front frame 1 , the second fixing member 42 belongs to the rear frame 3 , and the third fixing member 43 belongs to the middle part Frame 3; the bolts for fixing the battery assembly 5 include a first bolt 51, a second bolt 52 and a third bolt 53, wherein, as shown in FIG.
  • the second fixing member 42 is matched with the third bolt 43 and the third fixing member 43 is matched.
  • Figure 12 the figure shows the situation of a front collision of the vehicle. It can be seen from the comparison between Fig. 10 and Fig.
  • the middle frame 2 is obviously collapsed and deformed, and this part of the area absorbs most of the collision energy, which greatly reduces the collision energy transmitted to the passenger seating area, thus protecting the occupants. occupant role.
  • the battery assembly 5 moves relative to the front of the vehicle.
  • the fixing function of the first fixing member 41 fails, and the fixing function of the third fixing member 43 It also fails, and the fixing function of the second fixing member 42 does not fail, so that the battery assembly 5 is prevented from being squeezed, and the battery assembly 5 is protected.
  • the battery assembly 5 and the rear frame 3 can be used as reference objects.
  • the front frame 1 will move towards the rear frame 3.
  • the first fixing member 41 belongs to the front frame 1
  • the first fixing member 41 will also move towards the rear frame 3;
  • the first bolt 51 for fixing the battery assembly 5 belongs to the battery assembly 5, Therefore, the first bolt 51 follows the movement of the battery pack and has a forward speed relative to the front frame.
  • the first bolt 51 will disengage from the first fixing member 41 , so that the fixing function of the first fixing member 41 is invalid.
  • the third fixing member 43 belongs to the middle frame 2.
  • the third bolt 53 will also move relative to the third fixing member 43, so that the third fixing member 43
  • the second bolt 52 is attached to the battery assembly 5, and the rear frame 3 and the battery assembly 5 are relatively stationary, therefore, The second bolt 52 will not be separated from the second fixing member 42 , that is, the fixing function of the second fixing member 42 has not failed.
  • the situation of the vehicle after the collision As shown in FIG. 10 , the picture shows the situation before the collision of the vehicle, in which the first fixing member 41 belongs to the front frame 1 , the second fixing member 42 belongs to the rear frame 3 , and the third fixing member 43 belongs to the middle part Frame 3; the bolts for fixing the battery assembly 5 include a first bolt 51, a second bolt 52 and a third bolt 53, wherein, as shown in FIG. The second fixing member 42 is matched with the third bolt 43 and the third fixing member 43 is matched. As shown in Fig. 14, this figure shows the situation of the rear collision of the vehicle. It can be seen from the comparison of Fig. 10 and Fig.
  • the third bolt 53 will also move relative to the third fixing member 43, so that the third fixing member 43
  • the first fixing member 41 since the first fixing member 41 is attached to the front frame 1, the first bolt 51 is attached to the battery assembly 5, and the front frame 1 and the battery assembly 5 are relatively static, so , the first bolt 51 will not be separated from the first fixing member 41 , that is, the fixing function of the first fixing member 41 will not fail.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

一种车架，包括：前部框架（1）、中部框架（2）和后部框架（3），中部框架（2）的第一端与前部框架（1）连接，中部框架（2）的第二端与后部框架（3）连接；其中，前部框架（1）和/或后部框架（3）包括乘员乘坐区，中部框架（2）包括第一碰撞吸能区，第一碰撞吸能区用于吸收碰撞能量。通过车架中部框架的碰撞吸能区吸收碰撞能量，从而为小型巴士等车辆提供了一种新的被动安全保护策略。还涉及一种车辆。

Description

车架及具有其的车辆 技术领域
本申请涉及车辆技术领域，尤其涉及一种车架及具有其的车辆。
背景技术
随着汽车工业的快速发展，车辆的类型变的越来越多。目前为了适应时代发展以及满足用户需求，许多主机厂纷纷推出共享出行小巴士概念车型。这种小型巴士为了追求极致的乘员舱空间和乘车体验，在乘员舱布置和整车架构上进行了重大变革，具体地，可体现为极短的前后悬车身结构方案。其中，现有大多数乘用车有较长的前后悬结构设计，前后悬的长度均在800mm以上，而小型巴士采用极短的前后悬设计理念，前后悬的长度不足500mm。
由于小型巴士的车架结构与现有车辆的车架结构之间存在较大差异，这就使得现有车辆中的被动安全保护策略难以适用到小型巴士上。
发明内容
本申请实施例提供了一种车架及具有其的车辆，为小型巴士等车辆提供了一种新的被动安全保护策略。
第一方面，本申请实施例提供了一种车架，包括：前部框架、中部框架和后部框架，中部框架的第一端与前部框架连接，中部框架的第二端与后部框架连接；其中，前部框架和/或后部框架包括乘员乘坐区，中部框架包括第一碰撞吸能区，第一碰撞吸能区用于吸收碰撞能量。由此，通过车架中的中部框架的碰撞吸能区吸收碰撞能量，从而为小型巴士等车辆提供了一种新的被动安全保护策略。
在一种可能的实现方式中，第一碰撞吸能区包括：连接梁和吸能梁，连接梁和吸能梁均沿车架的纵向设置，连接梁的强度大于吸能梁的强度，连接梁的第一端与前部框架连接，连接梁的第二端与后部框架连接，连接梁具有中空腔，吸能梁设置于中空腔内；连接梁包括第一连接梁和第二连接梁，第一连接梁和第二连接梁套接，其中，当发生碰撞时，第一连接梁和第二连接梁可发生相对移动，以使吸能梁被挤压。由此，通过套筒式结构的连接梁，可以引导吸能梁大概率仅执行纵向移动，降低吸能梁执行横向移动的概率，提升车辆的安全性能。
在一种可能的实现方式中，第二连接梁套接在第一连接梁的外部，吸能梁设置于第二连接梁的中空腔内，第一连接梁上且与第二连接梁套接的部分设置有第一限制部，第二连接梁远离第一连接梁的一端设置有第二限制部，第一限制部和第二限制部共同限制吸能梁沿车架的纵向移动。由此，提供一种连接梁与吸能梁之间的连接方式，以及通过连接梁自身，或者连接梁与前部框架(或后部框架)结合限制吸能梁的纵向移动。
在一种可能的实现方式中，连接梁还包括第三连接梁，其中，第二连接梁的第一 端套接在第一连接梁的外部，第二连接梁的第二端套接在第三连接梁的外部。由此，提出了另一种连接梁的结构。
在一种可能的实现方式中，连接梁的第一端设置有第三限制部，连接梁的第二端设置有第四限制部，第三限制部和第四限制部共同限制吸能梁沿车架纵向移动。由此，通过连接梁自身限制吸能梁的纵向移动。
在一种可能的实现方式中，前部框架设置有第五限制部，后部框架设置有第六限制部，第五限制部和第六限制部共同限制吸能梁沿车架纵向移动。由此，通过前部框架和后部框架共同限制吸能梁的纵向移动。
在一种可能的实现方式中，连接梁设置有第七限制部，前部框架或后部框架设置有第八限制部，第七限制部和第八限制部共同限制吸能梁沿车架纵向移动。由此，通过连接梁，以及前部框架和后部框架中的任一框架共同限制吸能梁的纵向移动。
在一种可能的实现方式中，吸能梁由吸能材料制成。由此，通过吸能材料吸收碰撞能量。
在一种可能的实现方式中，吸能材料包括但不限于铝合金、钢、泡沫材料等。由此，提供了吸能材料的具体材质。
在一种可能的实现方式中，吸能梁的结构包括但不限于为管梁结构、蜂窝结构等。由此，进一步提升吸能效果。
在一种可能的实现方式中，前部框架的前端设置有第二碰撞吸能区，第二碰撞吸能区用于吸收部分前部碰撞能量。由此，通过第二碰撞吸能区吸收前部碰撞能量，进一步降低传递至乘员舱的碰撞能量，提升车辆的安全性能。
在一种可能的实现方式中，后部框架的后端设置有第三碰撞吸能区，第三碰撞吸能区用于吸收部分后部碰撞能量。由此，通过第三碰撞吸能区吸收后部碰撞能量，进一步降低传递至乘员舱的碰撞能量，提升车辆的安全性能。
在一种可能的实现方式中，车架的底部设置有用于固定电池组件的固定部。由此，实现对电池组件的固定。
在一种可能的实现方式中，固定部包括第一固定件和第二固定件，第一固定件和第二固定件之间具有间隔且沿车架的纵向布置，第一固定件上具有第一开口，第二固定件上具有第二开口，第一开口和第二开口的开口方向相反，第一开口朝向远离第二固定件的方向，第二开口朝向远离第一固定件的方向。由此，实现对电池组件的固定，以及降低发生碰撞时电池组件被挤压的概率，以达到保护电池组件的效果。
在一种可能的实现方式中，固定部还包括第三固定件，第三固定件包括第一连接单元和第二连接单元，第一连接单元和第二连接单元沿车架的纵向平行布置，第一连接单元和第二连接单元在车架的纵向上至少部分重合，第一连接单元和第二连接单元在车架的横向上具有间隔。由此，对电池组件进行加固。
第二方面，本申请实施例提供了一种车辆，包括第一方面中所提供的车架。由此，提供了一种具有上述车架的新型车辆。
在一种可能的实现方式中，车辆包括第一座椅和第二座椅，第一座椅位于前部框架的乘员乘坐区，第二座椅位于后部框架的乘员乘坐区，第一座椅和第二座椅相对设 置。由此，提供了一种车辆中座椅的排布方式。
附图说明
下面对实施例或现有技术描述中所需使用的附图作简单地介绍。
图1是本申请实施例提供的一种车架的主视结构示意图；
图2是图1中所示车架的A处放大示意图；
图3是图1中所示车架的一种连接梁的结构示意图；
图4是图1中所示车架的一种连接梁的结构示意图；
图5是图1中所示车架的另一种连接梁的结构示意图；
图6是图5中所示连接梁与前部框架和后部框架的一种配合结构示意图；
图7是图5中所示连接梁与前部框架和后部框架的另一种配合结构示意图；
图8是图5中所示连接梁与前部框架和后部框架的又一种配合结构示意图；
图9是图1所示车架的仰视结构示意图；
图10是本申请实施例提供的一种车辆的结构示意图；
图11是图10中所示车辆中电池组件的螺栓与车架上的固定件之间的配合示意图；
图12是图10所示车辆发生前部碰撞后的结构示意图；
图13是图12中所示车辆中电池组件的螺栓与车架上的固定件之间的配合示意图；
图14是图10所示车辆发生后部碰撞后的结构示意图；
图15是图14中所示车辆中电池组件的螺栓与车架上的固定件之间的配合示意图。
图中：
1-前部框架；11-第二碰撞吸能区；
2-中部框架；21-连接梁；22-吸能梁；211-第一连接梁；212-第二连接梁；213-第三连接梁；2111-第一部件；2121-第二部件；
3-后部框架；31-第三碰撞吸能区；
41-第一固定件；42-第二固定件；43-第三固定件；411-第一开口；421-第二开口；431-第一连接单元；432-第二连接单元；
5-电池组件；51-第一螺栓；52-第二螺栓；53-第三螺栓；
61-第一座椅；62-第二座椅；
71-前轮；72-后轮。
具体实施方式
为了使本申请实施例的目的、技术方案和优点更加清楚，下面将结合附图，对本申请实施例中的技术方案进行描述。
在本申请实施例的描述中，“示例性的”、“例如”或者“举例来说”等词用于表示作例子、例证或说明。本申请实施例中被描述为“示例性的”、“例如”或者“举例来说”的任何实施例或设计方案不应被解释为比其它实施例或设计方案更优选或更具优势。确切而言，使用“示例性的”、“例如”或者“举例来说”等词旨在以具体方式呈现相关概念。
在本申请实施例的描述中，术语“和/或”，仅仅是一种描述关联对象的关联关系， 表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，单独存在B，同时存在A和B这三种情况。另外，除非另有说明，术语“多个”的含义是指两个或两个以上。例如，多个系统是指两个或两个以上的系统。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。术语“包括”、“包含”、“具有”及它们的变形都意味着“包括但不限于”，除非是以其他方式另外特别强调。
图1是本申请实施例提供的一种车架的主视结构示意图。如图1所示，本方案中的车架包括：前部框架1、中部框架2和后部框架3。中部框架2的两端分别与前部框架1和后部框架3连接，如焊接、铆接等；换言之，中部框架2位于前部框架1和后部框架3中间，并分别与前部框架1和后部框架3固定连接。其中，在前部框架1和/或后部框架3中设置有乘员乘坐区，在该乘员乘坐区中可以设置供乘员乘坐的座椅；在中部框架2中设置有碰撞吸能区，该碰撞吸能区可以吸收发生碰撞时的碰撞能量，从而降低碰撞对乘员的伤害，进而为小型巴士等车辆提供了一种新的被动安全保护策略。
在一个例子中，在前部框架1的前部也可以设置第二碰撞吸能区11，以吸收至少一部分前部发生碰撞时产生的碰撞能量，从而减少传递至中部框架2上的碰撞能量，进而减少中部框架2的变形量，以为乘员提供更大的生存空间。在后部框架3的后部也可以设置第三碰撞吸能区31，以吸收至少一部分后部发生碰撞时产生的碰撞能量，从而减少传递至中部框架2上的碰撞能量，进而减少中部框架2的变形量，以为乘员提供更大的生存空间。可选地，碰撞吸能区11和碰撞吸能区31中均可以使用吸能材料，例如，铝合金、钢、泡沫材料等；此外，对于吸能材料的结构可以选用管梁结构、蜂窝结构等。
在一个例子中，中部框架2的碰撞吸能区中设置有连接梁21和吸能梁22，其中，连接梁21和吸能梁22均沿车架的纵向设置。连接梁21可以理解为连接前部框架1和后部框架3的梁，换言之，连接梁21的一端与前部框架1连接，连接梁21的另一端与后部框架3连接，其中，连接方式可以为焊接或铆接等。可以理解的是，本方案中纵向是指车架的前端延伸至后端的方向，或者指车架的后端延伸至前端的方向，也可以理解为图1所示的车架的左右方向。可以理解的是，连接梁21和吸能梁22可根据实际情况而定，在此不做限定，其中，连接梁21和吸能梁22可以但不限于一一对应。
在本方案中，连接梁21上的部分梁或者全部梁可以具有中空腔，即连接梁21的内部可以部分或全部为中空结构；吸能梁22可以设置于连接梁21的中空腔中。在一个例子中，为了降低发生碰撞时吸能梁22出现横向移动的概率，可以将连接梁21的强度设置为大于吸能梁22的强度，这样，当发生碰撞时，连接梁21可以引导吸能梁22大概率仅执行纵向移动。其中，吸能梁22可以由吸能材料制成，例如，铝合金、钢、泡沫材料等。此外，吸能梁22可以采用管梁结构、蜂窝结构等，以提升吸能效果。
进一步地，连接梁21可以包括第一连接梁211和第二连接梁212。其中，第一连接梁211和第二连接梁212可以套接在一起。例如，第一连接梁211套接在第二连接 梁212的外部，或者第二连接梁212套接在第一连接梁211的外部。当发生碰撞时，第一连接梁211和第二连接梁212之间可以发生相对移动，以使得位于第一连接梁211和第二连接梁212中的吸能梁22被挤压，从而达到吸能的效果。可以理解的是，在第一连接梁211和第二连接梁212套接的区域可以使用焊接、铆接等方式将两者固定，其中，当发生碰撞，且碰撞力大于预设碰撞力时，两者连接的区域可以断开，从而使得两者可以相对移动。
作为一种可能的实现方式，如图3所示，第二连接梁212可以套接在第一连接梁211的外部，吸能梁22可设置于第二连接梁212的中空腔内。其中，第一连接梁211上且与第二连接梁套接的部分设置有一个限制部，在第二连接梁212远离第一连接梁211的一端设置有另一个限制部，这两个限制部可以共同限制吸能梁沿车架的纵向发生移动。对于第一连接梁211上的限制部，其可以为凸台，也可以为其他形式，只要能够限制吸能梁移动即可，在此不做限定；对于第二连接梁212远离第一连接梁211的一端的限制部，其可以位于第二连接梁212上，也可以位于第二连接梁212所连接的前部框架1或后部框架3上，对于该限制部的结构，也只需能够限制吸能梁移动即可，在此也不做限定。
作为另一种可能的实现方式，在连接梁21的两端可以设置两个限制部，这两个限制部可以共同限制吸能梁22沿车架的纵向发生移动，从而使得在发生碰撞时，可以限制吸能梁22沿车架的纵向发生移动，以提升吸能梁22被挤压的效果。其中，两个限制部可以为凸台，或者可以为将连接梁21两端封堵的部件等等，例如，如图4所示，第一连接梁211的左端使用第一部件2111进行了封堵，第二连接梁212的右端使用第二部件2121进行了封堵。
对于限制吸能梁22沿车架的纵向发生移动的方式，还有很多种方式。例如，若连接梁21的两端均成开口，则可以在前部框架1和后部框架2上均设置一个限制部，从而利用前部框架1和后部框架2上的限制部共同限制吸能梁22沿车架的纵向发生移动；若连接梁21的一端呈开口，而另一端设置有限制部，则可以在连接梁21呈开口的一端所对应的前部框架1或后部框架2上设置另一个限制部，从而利用这两个限制部来限制吸能梁22沿车架纵向移动。
在一个例子中，如图5所示，连接梁21包括第一连接梁211、第二连接梁212和第三连接梁213。第二连接梁212的一端套接在第一连接梁211的外部，第二连接梁212的另一端套接在第三连接梁的外部。示例性的，如图6所示，第一连接梁211可以延伸到前部框架1或后部框架3的内部，第三连接梁213也可以延伸到前部框架1或后部框架3的内部。示例性的，如图7所示，第一连接梁211可以延伸到前部框架1的内部，而第三连接梁213位于后部框架3的前侧边缘处，即第三连接梁213未延伸到后部框架3的内部；如图8所示，第一连接梁211位于前部框架1的后侧边缘处，即第一连接梁211未延伸到前部框架1的内部，而第三连接梁213可以延伸到后部框架3的内部。可以理解的是，在第一连接梁212和第二连接梁212套接的区域，以及第二连接梁212和第三连接梁213套接的区域，均可以使用焊接、铆接等方式将两者固定，其中，当发生碰撞，且碰撞力大于预设碰撞力时，这两个套接区域中的至少一个区域可以断开，从而使得三者中的至少两者可以相对移动。
当上述车架应用于具有电池驱动的车辆上时，在车架的底部还可以设置有用于固定电池组件的固定部。在本方案中，如图9所示，固定部可以包括第一固定件41和第二固定件42，第一固定件41和第二固定件42之间具有间隔且沿车架的纵向布置。第一固定件41上具有第一开口411，第二固定件42上具有第二开口421。第一开口411和第二开口421的开口方向相反，且第一开口411朝向远离第二固定件42的方向，第二开口412朝向远离第一固定件41的方向，这样当未发生碰撞时，第一固定件41和第二固定件42可以限制电池组件的移动，从而起到固定电池组件的作用，而当发生碰撞时，电池组件可以在其中一个开口朝向的方向上移动，从而避免电池被挤压，从而达到电池防护的效果。可选地，第一开口411和/或第二开口421可以但不限于为U形开口。可选地，第一固定件41和第二固定件42上均可以设置有螺纹，在固定电池组件时，可以通过将螺栓拧入螺纹中以固定电池组件；或者，在车架上也可以单独开设连接孔，连接时，先将螺栓穿过第一固定件41或第二固定件42，再将螺栓拧入至连接孔中，即可将电池组件固定；亦或者，电池组件也可以与第一固定件41和/或第二固定件42之间通过卡扣固定连接，具体可根据实际情况而定，在此不做限定。可以理解的是，第一固定件41和第二固定件42的数量可根据实际情况而定，在此不做限定。
进一步地，如图9所示，固定部还可以包括第三固定件43。第三固定件43可以包括第一连接单元431和第二连接单元432。其中，第一连接单元431和第二连接单元432沿车架的纵向平行布置，第一连接单元431和第二连接单元432在车架的纵向上至少部分重合，第一连接单元431和第二连接单元432在车架的横向上具有间隔。通过第三固定件43以对电池组件进一步进行加固，此外，第一连接单元431和第二连接单元432是沿车架纵向布置，这样也可以避免碰撞时阻碍到电池组件的移动。可以理解的是，第三固定件43的数量也可以根据实际情况而定，在此不做限定。
基于上述方案中提供的车架，本方案还提供了一种车辆，如图10所示，该车辆包括上述方案中的车架。在该车辆中设置有第一座椅61和第二座椅62，其中，第一座椅61可以位于前部框架1的乘员乘坐区，第二座椅62可以位于后部框架3的乘员乘坐区。在本方案中，第一座椅61和第二座椅62是相对设置的，其中，相对设置可以理解为，当第一座椅61和第二座椅62上均由乘员乘坐时，两个座椅上的乘员是对视而坐的。可以理解的是，第一座椅61和第二座椅62的数量也可以根据实际情况而定，在此不做限定。
在一个例子中，继续参阅图10，该车辆还可以包括电池组件5，该电池组件5可以固定在车架的底部，例如固定在车架底部的固定部上。
为便于理解，下面以车辆发生前碰撞和后碰撞分别举例进行说明。
第一，车辆发生前碰撞的情况。如图10所示，该图为车辆发生碰撞前的情况，其中，第一固定件41隶属于前部框架1，第二固定件42隶属于后部框架3，第三固定件43隶属于中部框架3；固定电池组件5的螺栓有第一螺栓51、第二螺栓52和第三螺栓53，其中，如图11所示，第一螺栓51与第一固定件41配合，第二螺栓52与第二固定件42配合，第三螺栓43与第三固定件43配合。如图12所示，该图为车辆发生 前碰撞的情况。由图10和图12对比可以看出，中部框架2中明显被溃缩变形，这部分区域吸收了大部分的碰撞能量，这就使得传递到乘员乘坐区的碰撞能量大幅减少，从而起到保护乘员的作用。此外，由图10和图12对比可以看出，碰撞后，电池组件5向车辆前方发生相对移动，这个过程中，第一固定件41处的固定作用失效，第三固定件43处的固定作用也失效，第二固定件42处的固定作用未失效，这样即避免了电池组件5被挤压，起到了保护电池组件5的作用。
可以理解的是，参阅图10、11、12和13，在发生碰撞时，可以以电池组件5和后部框架3作为参照物，此时，前部框架1将朝向后部框架3移动，这个过程中，由于第一固定件41隶属于前部框架1，因此，第一固定件41也将朝向后部框架3移动；同时，由于固定电池组件5的第一螺栓51隶属于电池组件5，因此，第一螺栓51跟随电池包运动，相对前部框架有一个向前的速度，这时，第一螺栓51就会脱离第一固定件41，从而使得第一固定件41的固定作用失效。同理，第三固定件43隶属于中部框架2，由于中部框架2也会朝向后部框架3移动，因此第三螺栓53也将相对第三固定件43发生移动，从而使得第三固定件43的固定作用失效；对于第二固定件42，由于第二固定件42隶属于后部框架3，第二螺栓52隶属于电池组件5，而后部框架3和电池组件5相对呈静止状态，因此，第二螺栓52不会脱离第二固定件42，即第二固定件42的固定作用未失效。
第二，车辆发生后碰撞的情况。如图10所示，该图为车辆发生碰撞前的情况，其中，第一固定件41隶属于前部框架1，第二固定件42隶属于后部框架3，第三固定件43隶属于中部框架3；固定电池组件5的螺栓有第一螺栓51、第二螺栓52和第三螺栓53，其中，如图11所示，第一螺栓51与第一固定件41配合，第二螺栓52与第二固定件42配合，第三螺栓43与第三固定件43配合。如图14所示，该图为车辆发生后碰撞的情况。由图10和图14对比可以看出，中部框架2中明显被溃缩变形，这部分区域吸收了大部分的碰撞能量，这就使得传递到乘员乘坐区的碰撞能量大幅减少，从而起到保护乘员的作用。此外，由图10和图14对比可以看出，碰撞后，电池组件5向车辆后部发生相对移动，这个过程中，第二固定件42处的固定作用失效，第三固定件43处的固定作用也失效，第一固定件41处的固定作用未失效，这样即避免了电池组件5被挤压，起到了保护电池组件5的作用。
可以理解的是，同时参阅图10、11、14和15，在发生碰撞时，可以以电池组件5和前部框架1作为参照物，此时，后部框架3将朝向前部框架1移动，这个过程中，由于第二固定件42属于后部框架3，因此，第二固定件42也将朝向前部框架1移动；同时，由于固定电池组件5的第二螺栓52隶属于电池组件5，因此，第二螺栓52跟随电池包运动，相对后部框架3有一个向后的运动，这时，第二螺栓52就会脱离第二固定件42，从而使得第二固定件42的固定作用失效。同理，第三固定件43隶属于中部框架2，由于中部框架2也会朝向前部框架1移动，因此第三螺栓53也将相对第三固定件43发生移动，从而使得第三固定件43的固定作用失效；对于第一固定件41，由于第一固定件41隶属于前部框架1，第一螺栓51隶属于电池组件5，而前部框架1和电池组件5相对呈静止状态，因此，第一螺栓51不会脱离第一固定件41，即第一固定件41的固定作用未失效。
在本说明书的描述中，具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以适合的方式结合。
可以理解的是：以上实施例仅用以说明本申请的技术方案，而对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (16)

  1. 一种车架，其特征在于，包括：前部框架、中部框架和后部框架，所述中部框架的第一端与所述前部框架连接，所述中部框架的第二端与所述后部框架连接；
    其中，所述前部框架和/或所述后部框架包括乘员乘坐区，所述中部框架包括第一碰撞吸能区，所述第一碰撞吸能区用于吸收碰撞能量。
  2. 根据权利要求1所述的车架，其特征在于，所述第一碰撞吸能区包括：连接梁和吸能梁，所述连接梁和所述吸能梁均沿所述车架的纵向设置，所述连接梁的强度大于所述吸能梁的强度，所述连接梁的第一端与所述前部框架连接，所述连接梁的第二端与所述后部框架连接，所述连接梁具有中空腔，所述吸能梁设置于所述中空腔内；
    所述连接梁包括第一连接梁和第二连接梁，所述第一连接梁和所述第二连接梁套接，其中，当发生碰撞时，所述第一连接梁和所述第二连接梁可发生相对移动，以使所述吸能梁被挤压。
  3. 根据权利要求2所述的车架，其特征在于，所述第二连接梁套接在所述第一连接梁的外部，所述吸能梁设置于所述第二连接梁的中空腔内，所述第一连接梁上且与所述第二连接梁套接的部分设置有第一限制部，所述第二连接梁远离所述第一连接梁的一端设置有第二限制部，所述第一限制部和所述第二限制部共同限制所述吸能梁沿所述车架的纵向移动。
  4. 根据权利要求2所述的车架，其特征在于，所述连接梁还包括第三连接梁，其中，所述第二连接梁的第一端套接在所述第一连接梁的外部，所述第二连接梁的第二端套接在所述第三连接梁的外部。
  5. 根据权利要求2或4所述的车架，其特征在于，所述连接梁的第一端设置有第三限制部，所述连接梁的第二端设置有第四限制部，所述第三限制部和所述第四限制部共同限制所述吸能梁沿所述车架的纵向移动。
  6. 根据权利要求2或4所述的车架，其特征在于，所述前部框架设置有第五限制部，所述后部框架设置有第六限制部，所述第五限制部和所述第六限制部共同限制所述吸能梁沿所述车架的纵向移动。
  7. 根据权利要求2或4所述的车架，其特征在于，所述连接梁的一端设置有第七限制部，所述前部框架或所述后部框架设置有第八限制部，所述第七限制部和所述第八限制部共同限制所述吸能梁沿所述车架的纵向移动。
  8. 根据权利要求2-7任一项所述的车架，其特征在于，所述吸能梁由吸能材料制成。
  9. 根据权利要求1-8任一项所述的车架，其特征在于，所述前部框架的前端设置有第二碰撞吸能区，所述第二碰撞吸能区用于吸收部分前部碰撞能量。
  10. 根据权利要求1-9任一项所述的车架，其特征在于，所述后部框架的后端设置有第三碰撞吸能区，所述第三碰撞吸能区用于吸收部分后部碰撞能量。
  11. 根据权利要求1-10任一项所述的车架，其特征在于，所述车架的底部设置有用于固定电池组件的固定部。
  12. 根据权利要求11所述的车架，其特征在于，所述固定部包括第一固定件和第 二固定件，所述第一固定件和所述第二固定件之间具有间隔且沿所述车架的纵向布置，所述第一固定件上具有第一开口，所述第二固定件上具有第二开口，所述第一开口和所述第二开口的开口方向相反，所述第一开口朝向远离所述第二固定件的方向，所述第二开口朝向远离所述第一固定件的方向。
  13. 根据权利要求12所述的车架，其特征在于，所述固定部还包括第三固定件，所述第三固定件包括第一连接单元和第二连接单元，所述第一连接单元和所述第二连接单元沿所述车架的纵向平行布置，所述第一连接单元和所述第二连接单元在所述车架的纵向上至少部分重合，所述第一连接单元和所述第二连接单元在所述车架的横向上具有间隔。
  14. 一种车辆，其特征在于，包括如权利要求1-13任一项所述的车架。
  15. 根据权利要求14所述的车辆，其特征在于，所述车辆包括第一座椅和第二座椅，所述第一座椅位于所述前部框架的乘员乘坐区，所述第二座椅位于所述后部框架的乘员乘坐区，所述第一座椅和所述第二座椅相对设置。
  16. 根据权利要求14或15所述的车辆，其特征在于，所述车辆还包括电池组件，所述电池组件固定于所述车架的底部。
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