WO2024065288A1 - 一种滑板底盘及车辆 - Google Patents

一种滑板底盘及车辆 Download PDF

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Publication number
WO2024065288A1
WO2024065288A1 PCT/CN2022/122183 CN2022122183W WO2024065288A1 WO 2024065288 A1 WO2024065288 A1 WO 2024065288A1 CN 2022122183 W CN2022122183 W CN 2022122183W WO 2024065288 A1 WO2024065288 A1 WO 2024065288A1
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WO
WIPO (PCT)
Prior art keywords
longitudinal beam
skateboard
electric drive
connecting structure
suspension swing
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PCT/CN2022/122183
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English (en)
French (fr)
Inventor
任牧寒
Original Assignee
华为技术有限公司
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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/CN2022/122183 priority Critical patent/WO2024065288A1/zh
Publication of WO2024065288A1 publication Critical patent/WO2024065288A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • 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
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members

Definitions

  • the present application relates to the technical field of transportation vehicles, and in particular to a skateboard chassis and a vehicle.
  • the chassis needs to be connected to the upper body through the front and rear subframes.
  • the electric drive system, front-end module system, and chassis systems including suspension, steering and braking are first pre-assembled with the front and rear subframes to form the front and rear axle assemblies, and then assembled with the upper body to form the whole vehicle.
  • the skateboard chassis is a product of the research and development needs of the upper and lower parts of the whole vehicle. It is significantly different from the chassis of vehicles equipped with traditional load-bearing bodies in terms of structure.
  • the main frame has assumed the installation function of the chassis and power system.
  • the skateboard chassis does not have a separate subframe, but integrates the main frame and subframe.
  • this integration method is only a simplification of the simple connection method, for example, changing the bolt connection or bushing connection to welding, but the structural frame is still relatively complex, occupying a large vertical space, and the installation and disassembly of the electric drive components are complicated.
  • the present application provides a skateboard chassis and a vehicle, which are used to improve the integration of a main frame, reduce the space occupied in the vertical direction, and facilitate the disassembly and installation of electric drive components.
  • the present application provides a skateboard chassis, the skateboard chassis includes: a main frame and an electric drive assembly; the main frame includes a first longitudinal beam and a second longitudinal beam arranged at intervals along the vehicle width direction, and a plurality of cross beams connected between the first longitudinal beam and the second longitudinal beam and arranged at intervals; in order to reduce the space occupied in the vertical direction, two solutions are provided here: in one case, the electric drive assembly is arranged between the front section of the first longitudinal beam and the front section of the second longitudinal beam, and the front section of the first longitudinal beam and the front section of the second longitudinal beam are both single-layer beam structures; or in another case, the electric drive assembly is arranged between the rear section of the first longitudinal beam and the rear section of the second longitudinal beam, and the rear section of the first longitudinal beam and the rear section of the second longitudinal beam are both single-layer beam structures; by adopting a single-layer beam structure, the space occupied in the vertical direction can be reduced, and in the vertical direction, there is no cross beam to block the electric drive
  • the electric drive assembly When assembling the skateboard chassis, the electric drive assembly can be placed from top to bottom in the vertical direction, and the installation operation is easy, which is conducive to improving production efficiency and assembly accuracy. There is no cross beam blocking below, which is convenient for disassembling the electric drive assembly from below, which is conducive to after-sales maintenance.
  • the structure is simplified, does not require too many structural parts such as beams and columns, and has a high degree of integration.
  • the electric drive assembly has a transmission half shaft for transmitting power; in order to facilitate the transmission half shaft to pass through, a first through hole penetrating the first longitudinal beam along the vehicle width direction is provided at the position corresponding to the first longitudinal beam and the electric drive assembly, and the transmission half shaft passes through the first through hole; and/or, a second through hole penetrating the second longitudinal beam along the vehicle width direction is formed at the position corresponding to the second longitudinal beam and the electric drive assembly, and the transmission half shaft passes through the second through hole.
  • the steering gear can be arranged between the first longitudinal beam and the second longitudinal beam, providing feasibility for realizing space reuse in the vertical direction, lowering the longitudinal beam structure height, thereby reducing the passenger compartment floor height and increasing the passenger compartment space.
  • the transmission half shaft will experience an appropriate degree of jumping, and the farther away from the electric drive component, the greater the jumping amplitude. For this reason, the inner diameter of the first through hole gradually increases in the direction away from the second longitudinal beam; for the same reason, the inner diameter of the second through hole gradually increases in the direction away from the first longitudinal beam.
  • the skateboard chassis in order to connect the suspension to the main frame, also includes a plurality of first suspension swing arms and a plurality of second suspension swing arms, and these first suspension swing arms are hinged to the first longitudinal beam or the cross beam, and along the vertical direction, the projection of each first suspension swing arm overlaps with the projection of the first longitudinal beam, so that spatial reuse is achieved in the vehicle width direction, which can reduce the occupied space and increase the length of the first suspension swing arm; similarly, these second suspension swing arms are also hinged to the second longitudinal beam or the cross beam, and the projection of each second suspension swing arm overlaps with the projection of the second longitudinal beam, which is also conducive to achieving spatial reuse in the vehicle width direction, reducing the occupied space and increasing the length of the second suspension swing arm.
  • At least a portion of the first suspension swing arm is hinged to at least one surface of the first longitudinal beam in the vertical direction.
  • This surface of the first longitudinal beam is convenient for installing the first suspension swing arm, and the first suspension swing arm has a large movable space and a high degree of freedom.
  • At least a portion of the second suspension swing arm is hinged to at least one surface of the second longitudinal beam in the vertical direction, which also has the above-mentioned effect.
  • the skateboard chassis also includes a steering gear, which includes a strip-shaped shell.
  • a first connecting structure is arranged on the first longitudinal beam
  • a second connecting structure is arranged on the second longitudinal beam.
  • the first connecting structure and the second connecting structure can be arranged relative to each other along the width direction of the vehicle, and the strip-shaped shell is connected between the first connecting structure and the second connecting structure to form a crossbeam, thereby improving the integration and simplifying the structure.
  • the first connecting structure is located on the surface of the first longitudinal beam facing the second longitudinal beam
  • the second connecting structure is located on the surface of the second longitudinal beam facing the first longitudinal beam, thereby realizing space reuse in the vertical direction.
  • the first connection structure and the second connection structure can be in various forms, and for the convenience of loading and unloading, the following specific forms are provided here.
  • the first connection structure includes two mutually parallel first clamping plates
  • the second connection structure includes two mutually parallel second clamping plates; one end of the strip housing is detachably connected between the two first clamping plates, and the other end is detachably connected between the two second clamping plates. It is convenient to load and unload in the vertical direction, and limit the position of the strip housing in the longitudinal direction.
  • the steering gear also includes a steering rod extending from both ends of the strip-shaped housing; in order to provide a storage position for the steering rod and reduce the space occupied in the vertical direction, a first avoidance hole is provided at a position corresponding to the first longitudinal beam and the first connecting structure, which passes through the first longitudinal beam along the vehicle width direction, so that the steering rod passes through the first avoidance hole; similarly, a second avoidance hole is provided at a position corresponding to the second longitudinal beam and the second connecting structure, which passes through the second longitudinal beam along the vehicle width direction, and the steering rod passes through the second avoidance hole.
  • the electric drive assembly to be arranged between the first longitudinal beam and the second longitudinal beam, realizes space reuse in the vertical direction, provides feasibility, lowers the height of the longitudinal beam structure, thereby reducing the height of the passenger compartment floor and increasing the passenger compartment space.
  • the steering rod will bounce, and the farther away from the strip shell, the greater the bounce amplitude.
  • the inner diameter of the first avoidance hole gradually increases in the direction away from the second longitudinal beam; similarly, the inner diameter of the second avoidance hole gradually increases in the direction away from the first longitudinal beam to provide a bounce space for the transmission half shaft.
  • a suspension bracket is required to provide stable support for the electric drive assembly.
  • the suspension bracket is connected to the strip-shaped shell, and the electric drive assembly is connected to the suspension bracket through a support shaft, wherein the suspension bracket has a support hole, and the support shaft is located in the support hole.
  • the strip housing and the suspension bracket are integrally cast, so that the structure formed by one-time casting can simultaneously take into account the functions of the strip housing of the steering gear and the suspension bracket of the electric drive assembly, simplifying the process difficulty and achieving high matching accuracy.
  • the skateboard chassis when the skateboard chassis further includes a plurality of first suspension swing arms and a plurality of second suspension swing arms, at least a portion of the first suspension swing arms are hinged to the strip-shaped housing, so as to achieve spatial reuse in the width direction and further increase the length of the first suspension swing arms. Similarly, at least a portion of the second suspension swing arms are hinged to the strip-shaped housing.
  • a vehicle comprising: an upper body and a skateboard chassis of any one of the above technical solutions; the upper body is connected to a first longitudinal beam and a second longitudinal beam.
  • the beneficial effects of the vehicle can refer to the skateboard chassis provided by the above technical solutions.
  • FIG1 shows a vehicle provided in an embodiment of the present application
  • FIG2 shows a schematic diagram of the structure of the rear section of the main frame in some technical solutions
  • FIG3a is a perspective view of a skateboard chassis provided in an embodiment of the present application.
  • FIG3b is a partial enlarged view of the rear section of the skateboard chassis shown in FIG3a;
  • FIG4a shows a front view of the skateboard chassis shown in FIG3a
  • FIG4b is a partial enlarged view of the rear section of the skateboard chassis shown in FIG4a;
  • Fig. 4c shows an enlarged view of the cross-sectional view taken along the line A-A in Fig. 4b;
  • FIG5a shows a top view of the skateboard chassis shown in FIG3a
  • FIG5b is a partial enlarged view of the rear section of the skateboard chassis shown in FIG5a;
  • FIG6a shows a bottom view of the skateboard chassis shown in FIG3a
  • FIG. 6 b shows a partial enlarged view of the rear section of the skateboard chassis shown in FIG. 6 a .
  • Main frame It is a frame structure located at the lower part of the upper body and runs through the vehicle from front to back. It includes the front section, middle section and rear section. Its function is to support and connect the various assemblies of the vehicle, such as the upper body, chassis, power battery and electric drive system, so that each assembly maintains a relatively correct position and withstands various loads inside and outside the vehicle.
  • Front section of the main frame refers to the area of the main frame used to carry the front drive system and connected to the front suspension or wheels. It is the part of the main frame located before the firewall or front torsion box.
  • the middle section of the main frame refers to the main frame area used to carry the battery pack system and connected to the upper body passenger compartment. It is the part of the main frame located between the front and rear torque boxes.
  • the rear section of the main frame refers to the area of the main frame used to carry the rear drive system and connected to the rear suspension or wheels. It is the part of the main frame located after the rear torsion box.
  • Figure 1 shows a vehicle provided in the embodiment of the present application.
  • the skateboard chassis 01 can be applied to the whole vehicle, as a carrier of the upper body 02, it has more complete functions compared to the traditional chassis, such as independent driving, manipulation and acceleration and deceleration and other basic functions, and has some safety attributes and intelligent attributes; the skateboard chassis 01 includes a main frame to carry the relevant components to realize the above functions.
  • the upper body 02 and the skateboard chassis 01 are manufactured separately, and after being formed separately, the upper body 02 is assembled on the top of the skateboard chassis 01 and fixedly connected to the main frame, and the wheels 03 are installed in the vehicle width direction X (refer to Figure 3a mentioned later) of the skateboard chassis 01, and the vehicle width direction X refers to the width direction of the vehicle.
  • the rear section of the main frame bifurcates the longitudinal beam into a double-layer beam structure, and uses double-layer cross beams to connect the double-layer longitudinal beams.
  • FIG2 shows a schematic structural diagram of the rear section of the main frame in some technical solutions. Referring to FIG2, the longitudinal beam 102 bifurcates at the rear section into a secondary longitudinal beam 102a located at the top and a secondary longitudinal beam 102b located at the bottom, and the secondary longitudinal beam 102a and the secondary longitudinal beam 102b are connected by a vertically extending connecting beam 102c.
  • the longitudinal beam 103 bifurcates at the rear section into a secondary longitudinal beam 103a located at the top and a secondary longitudinal beam 103b located at the bottom, and the secondary longitudinal beam 103a and the secondary longitudinal beam 103b are connected by a vertically extending connecting beam 103c.
  • the free end of the secondary longitudinal beam 102a and the free end of the secondary longitudinal beam 103a are connected through the capping crossbeam 101, the bifurcation position of the longitudinal beam 102 and the bifurcation position of the longitudinal beam 103 are connected through the crossbeam 104c, the end of the secondary longitudinal beam 102b and the end of the secondary longitudinal beam 103b are connected through the crossbeam 104b, the middle of the secondary longitudinal beam 102a and the middle of the secondary longitudinal beam 103a are connected through the crossbeam 104a, and the crossbeams 104a and the crossbeams 104b are distributed in the vertical direction.
  • the space between the crossbeams 104a and the crossbeams 104b is used to arrange the electric drive components, but due to the obstruction above the crossbeam 104a, the electric drive components cannot be assembled from the top, the installation operation is relatively complicated, and the production efficiency is low. Due to the obstruction of the crossbeam 104b below, it is not convenient to disassemble from the bottom, which is not conducive to after-sales maintenance.
  • an embodiment of the present application provides a skateboard chassis.
  • Fig. 3a shows a stereoscopic view of the skateboard chassis provided in the embodiment of the present application
  • Fig. 3b shows a partial enlarged view of the rear section of the skateboard chassis shown in Fig. 3a.
  • the skateboard chassis includes a main frame 1 and an electric drive assembly 32, and the main frame 1 includes a first longitudinal beam 11, a second longitudinal beam 12, and a plurality of cross beams.
  • the "longitudinal beam" in the phrases such as the first longitudinal beam 11 and the second longitudinal beam 12 in the embodiment of the present application only represents a beam structure made of a profile, and does not include other accessories connected to the beam structure.
  • the upper surface and side surface of the first longitudinal beam 11, the second longitudinal beam 12 and the cross beam may be provided with interfaces for connecting with the upper body 02, and these interfaces may be bolt holes to achieve bolt connection, but structures such as welding interfaces and riveted interfaces may also be provided.
  • the main frame 1 can be cast as an integral whole, and the first longitudinal beam 11 and the second longitudinal beam 12 extend along the longitudinal direction Y as a whole.
  • the longitudinal direction Y refers to the front-rear direction of the vehicle, and the first longitudinal beam 11 and the second longitudinal beam 12 are arranged side by side at intervals in the vehicle width direction X, and can be symmetrically arranged about the central axis L; a plurality of cross beams are connected between the first longitudinal beam 11 and the second longitudinal beam 12, and are arranged at intervals along the longitudinal direction Y.
  • the portion of the main frame 1 between the boundary line M1 and the boundary line M2 is the front section of the main frame 1
  • the portion between the boundary line M2 and the boundary line M3 is the middle section of the main frame 1
  • the portion between the boundary line M3 and the boundary line M4 is the rear section of the main frame 1.
  • the front section, middle section and rear section of the main frame 1 correspond to the front section, middle section and rear section of the skateboard chassis 01 as a whole in position one-to-one.
  • the middle section of the first longitudinal beam 11 refers to the portion of the first longitudinal beam 11 located in the middle section of the main frame 1
  • other similar descriptions are also analogous, such as the front section of the second longitudinal beam 12 refers to the portion of the second longitudinal beam 12 located in the front section of the main frame 1.
  • the distance between the middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12 is greater than the distance between the front section of the first longitudinal beam 11 and the front section of the second longitudinal beam 12, and greater than the distance between the rear section of the first longitudinal beam 11 and the rear section of the second longitudinal beam 12.
  • the middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12 are close to each other at the part close to the front section to reduce the distance, and the part close to each other of the first longitudinal beam 11 and the second longitudinal beam 12 is gradually raised to achieve transition connection with the front section at a higher position.
  • the middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12 are close to each other at the part close to the rear section to reduce the distance and achieve transition connection with the front section.
  • the above-mentioned multiple cross beams include a capping cross beam 21, a capping cross beam 23, a reinforcing cross beam 24, an auxiliary cross beam 25 and five middle cross beams 22.
  • the free end of the front section of the first longitudinal beam 11 and the free end of the front section of the second longitudinal beam 12 are connected through the capping cross beam 21, and the free end of the rear section of the first longitudinal beam 11 and the free end of the rear section of the second longitudinal beam 12 are connected through the capping cross beam 22.
  • the reinforcing cross beam 24 and the auxiliary cross beam 25 are both connected between the middle part of the rear section of the first longitudinal beam 11 and the middle part of the rear section of the second longitudinal beam 12, and the auxiliary cross beam 25 is located on the side of the reinforcing cross beam 24 away from the capping cross beam 21 and close to the middle section of the main frame 1;
  • the five middle cross beams 22 are connected between the middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12, and the five middle cross beams 22 are evenly spaced and distributed along the longitudinal direction Y to achieve uniform and stable weight bearing above the middle section.
  • the number of the middle cross beams 22 is not limited to 5, and can also be 3, 4, 6, 7, 8 or other numbers, depending on the length of the middle section of the skateboard chassis 02 and the requirement for bearing weight.
  • the cross section of the first longitudinal beam 11 may be substantially rectangular, including an upper surface and a lower surface disposed oppositely in the vertical direction Z, and an outer surface and an inner surface disposed oppositely in the vehicle width direction X, wherein the inner surface is a surface close to the second longitudinal beam 12, and the outer surface is a surface away from the second longitudinal beam 12.
  • the vertical direction Z refers to the height direction of the vehicle.
  • the second longitudinal beam 12 also has the same cross-sectional shape, wherein the inner surface of the second longitudinal beam 12 faces the first longitudinal beam 11, and the outer surface faces away from the first longitudinal beam 11.
  • the skateboard chassis 01 eliminates the sub-frame and can use an integrated molding process to manufacture the main frame 1, such as a high-pressure casting process, or the following method: each longitudinal beam and cross beam is formed separately, and then assembled by welding, riveting and bolting.
  • the above two processes can also be mixed to form part of the structure in one piece, such as forming the part other than the capping cross beams 21 and 23 in one piece, and assembling the other structures later.
  • the electric drive assembly 32 is located between the first longitudinal beam 11 and the second longitudinal beam 12, and between the auxiliary crossbeam 25 and the reinforcement crossbeam 24, so as to realize space reuse in the vertical direction Z.
  • the rear sections of the first longitudinal beam 11 and the second longitudinal beam 12 are both single-layer beam structures in the vertical direction Z, the rear section of the main frame 1 reduces the space occupied in the vertical direction Z, and there is no crossbeam to block the electric drive assembly 32.
  • the electric drive assembly 32 can be placed from top to bottom along the vertical direction Z, and the installation operation is easy, which is conducive to improving production efficiency and assembly accuracy.
  • the above-mentioned single-layer beam structure refers to a structure with only a single layer in the vertical direction Z, and there is no bifurcation into two or more layers of secondary longitudinal beams in the vertical direction Z.
  • a steering gear 31 is provided at the connection position between the rear section and the middle section of the main frame 1.
  • the steering gear 31 includes a strip housing 312.
  • the strip housing 312 is exemplarily in the shape of a cuboid.
  • the strip housing 312 can be cast as a whole, specifically by die casting, or by first manufacturing the side walls of the strip housing 312 separately and then welding or riveting them to assemble and form a closed housing.
  • the strip housing 312 does not have to be a cuboid, as long as its structure is roughly an elongated strip structure, such as the cross section of the strip housing 312 is circular, trapezoidal, and regular hexagonal, etc., which can play a supporting role as a crossbeam and can accommodate the parts of the steering gear 31; the structural strength of the strip housing 312 can be strengthened by increasing its thickness, etc., so that it can be used as a structural member of the main frame 1.
  • a first connecting structure 110 is connected to one end of the rear section of the first longitudinal beam 11 near the middle section, and the first connecting structure 110 is located on the surface of the first longitudinal beam 11 facing the second longitudinal beam 12 (the inner surface of the first longitudinal beam 11), and the local surface where the first longitudinal beam 11 and the first connecting structure 110 are connected is exemplarily parallel to the YOZ plane
  • a second connecting structure 120 is connected to one end of the rear section of the second longitudinal beam 12 near the middle section, and the second connecting structure 120 is located on the surface of the second longitudinal beam 12 facing the first longitudinal beam 11 (the inner surface of the second longitudinal beam 12), and the local surface where the second longitudinal beam 12 and the second connecting structure 120 are connected is exemplarily parallel to the YOZ plane, so that the first connecting structure 110 and the second connecting structure 120 are relatively arranged in the vehicle width direction X to prevent the auxiliary cross beam 25 from being skewed.
  • the first connecting structure 110 includes a first clamping plate 111 and a second clamping plate 112 arranged in parallel, and the first clamping plate 111 and the second clamping plate 112 can be fixed to the first longitudinal beam 11 by welding, but it is not limited to welding, as long as the first clamping plate 111 and the second clamping plate 112 can be fixedly connected to the first longitudinal beam 11 respectively, such as by riveting or the like, or when manufacturing the main frame 1, the first clamping plate 111 and the second clamping plate 112 can be directly cast as one piece with the first longitudinal beam 11, respectively, which has better structural stability, simple process, and accurate size and position;
  • the second connecting structure 120 includes a third clamping plate 121 and a fourth clamping plate 122 arranged in parallel, and the third clamping plate 121 and the fourth clamping plate 122 can be fixed to the second longitudinal beam 12 by welding; the first clamping plate 111, the third clamping plate 121 and the fourth clamping plate 122 can be fixed to the second longitudinal beam 12 by welding;
  • the distance between the first clamping plate 111 and the second clamping plate 112 is slightly larger than the distance between the two surfaces oppositely arranged in the longitudinal direction Y of the strip shell 312.
  • the strip shell 312 extends along the vehicle width direction X, and one end of the strip shell 312 is placed between the first clamping plate 111 and the second clamping plate 112, and contacts the first clamping plate 111 and the second clamping plate 112 through the corresponding surfaces, so as to firmly limit the strip shell 312 in the longitudinal direction Y, and can also slow down the strip shell 312 around itself.
  • the strip housing 312 can be detachably connected between the first clamping plate 111 or the second clamping plate 112, it can be easily disassembled and assembled, which is conducive to after-sales maintenance and replacement.
  • the other end of the strip housing 312 is fixed between the third clamping plate 121 and the fourth clamping plate 122 in a similar manner by the second bolt 123.
  • the strip shell 312 is connected between the first connecting structure 110 and the second connecting structure 120 to strengthen the connection between the first longitudinal beam 11 and the second longitudinal beam 12, thereby improving the fixing effect between the first longitudinal beam 11 and the second longitudinal beam 12 and increasing the load-bearing capacity of the skateboard chassis 01.
  • the strip shell 312 is supported between the first longitudinal beam 11 and the second longitudinal beam 12 as an auxiliary crossbeam 25.
  • Combining the strip shell 312 and the auxiliary crossbeam 25 into one is beneficial to improving system integration and compactness, improving space utilization, reducing the number of parts, simplifying the structure of the skateboard chassis 01, and reducing costs.
  • first clamping plate 111 and the second clamping plate 112 are not limited to the strip housing 312 in the vertical direction Z
  • the strip housing 312 is assembled between the first clamping plate 111 and the second clamping plate 112, and between the third clamping plate 121 and the fourth clamping plate 122 from top to bottom along the Z direction, and fixed by the first bolt 113 and the second bolt 123.
  • the first bolt 113 and the second bolt 123 are removed, and the strip housing 312 is removed along the vertical direction Z. After-sales repair and replacement are convenient.
  • the first clamping plate 111 and the second clamping plate 112 are connected to the surface of the first longitudinal beam 11 facing the second longitudinal beam 12, rather than the upper and lower surfaces of the first longitudinal beam 11 in the vertical direction Z.
  • the third clamping plate 121 and the fourth clamping plate 122 are similar, so that the steering gear 31 can realize spatial reuse with the first longitudinal beam 11 and the second longitudinal beam 12 in the vertical direction Z, which is conducive to reducing the overall thickness of the skateboard chassis 01, or providing space for arranging other components in the vertical direction.
  • suspension swing arms such as the first suspension swing arms 26a and 26b, and the second suspension swing arms 27a and 27b described later.
  • the first longitudinal beam 11 is provided with a first avoidance hole T1 penetrating the first longitudinal beam 11 along the vehicle width direction X at a portion between the first clamping plate 111 and the second clamping plate 112, and the second longitudinal beam 12 is provided with a second avoidance hole T2 penetrating the second longitudinal beam 12 along the vehicle width direction X at a portion between the third clamping plate 121 and the fourth clamping plate 122;
  • the steering gear 31 further includes a steering rod 313 extending from both ends of the strip housing 312 in the vehicle width direction X, and the steering rod 313 respectively penetrates the first avoidance hole T1 and the second avoidance hole T2 along the vehicle width direction X, and extends
  • the space extending to the outside of the first longitudinal beam 11 and the second longitudinal beam 12 is that the strip housing 312 can be arranged between the first longitudinal beam 11 and the second longitudinal beam 12, and space reuse is realized in the vertical direction Z, providing feasibility, lowering the longitudinal beam structure height, thereby reducing the passenger compartment floor height and increasing the passenger compartment
  • the steering rod of the steering gear needs to pass through between the secondary longitudinal beam 103a and the secondary longitudinal beam 103b, and between the secondary longitudinal beam 102a and the secondary longitudinal beam 102b, which can reduce the occupied space of the rear section of the skateboard chassis 001 in the vertical direction Z, which is conducive to simplifying the structure of the main frame 1.
  • the first avoidance hole T1 and the second avoidance hole T2 are set at the same time, for a vehicle with only one-side steering, only the first avoidance hole T1 or the second avoidance hole T2 can also be set.
  • the strip housing 312 maintains an appropriate distance from the first longitudinal beam 11 in the vehicle width direction X to form a first gap G1, and maintains an appropriate distance from the second longitudinal beam 12 in the vehicle width direction X to form a second gap G2.
  • the two ends of the steering rod 313 are respectively bent to an appropriate degree, and penetrated into the first avoidance hole T1 and the second avoidance hole T2, and then the strip housing 312 is moved downward along the vertical direction Z.
  • the steering rod 313 gradually recovers from the bent state to the natural state; if the first gap G1 and the second gap G2 do not exist, then the accommodation space is provided between the strip housing 312 and the first longitudinal beam 11 and the second longitudinal beam 12 during bending, and it is not easy to penetrate the steering rod 313 into the first avoidance hole T1 and the second avoidance hole T2 respectively.
  • first clamping plate 111 and the second clamping plate 112 can also be parallel to the XOY plane so that the two are spaced apart in the vertical direction Z, and the third clamping plate 121 and the fourth clamping plate 122 are also spaced apart in the vertical direction Z in a similar manner.
  • one end of the strip housing 312 is fixed between the first clamping plate 111 and the second clamping plate 112 by a first bolt 113, and the other end is fixed between the third clamping plate 121 and the fourth clamping plate 122 by a second bolt 123. Therefore, the steering gear 31 can be loaded and unloaded along the longitudinal direction Y.
  • the first avoidance hole T1 can be set at a position corresponding to the first connecting structure 110, and the second avoidance hole T2 can be set at a position corresponding to the second longitudinal beam 12 and the second connecting structure 12, so as to avoid the steering tie rod 313.
  • the position of the first longitudinal beam 11 corresponding to the first avoidance hole T1 is thickened in the vertical direction Z.
  • the wall thickness above the first avoidance hole T1 can be thickened to form a first protrusion M1, thereby strengthening the structural strength of the position corresponding to the first avoidance hole T1 and offsetting the influence of the first avoidance hole T1 on the structural strength of the first longitudinal beam 11 at this position, wherein the surface of the first protrusion M1 away from the first avoidance hole T1 can be a curved surface, or it can be smoothly transitioned to the adjacent area of the upper surface of the first longitudinal beam 11 to reduce stress concentration; the curved surface of the first protrusion M1 can be coaxial with the first avoidance hole T1, so that in the longitudinal direction Y, the thickness from the curved surface of the first protrusion M1 to the inner wall of the first avoidance hole T1 can not change significantly, thereby reducing stress concentration and improving structural stability.
  • the first protrusion M1 may be provided on both sides of the first avoidance hole T1 in the vertical direction Z, or may be provided on both sides in the vertical direction Z to further increase the structural strength, but the first protrusion M1 may be retained only on the upper side to keep the lower surface of the first longitudinal beam 11 flush.
  • first clamping plate 111 and the second clamping plate 112 are connected to the surface of the first longitudinal beam 11 facing the second longitudinal beam 12, they will not interfere with the first protrusion M1 on the upper surface of the first longitudinal beam 11, and therefore, the size of the first protrusion M1 in the longitudinal direction Y will not be limited by the spacing between the first clamping plate 111 and the second clamping plate 112, and therefore, the structural strength of the first longitudinal beam 11 at this location can be better strengthened.
  • a second protrusion M2 may also be formed above the second avoidance hole T2.
  • related beneficial effects and possible deformations of the second protrusion M2 please refer to the first protrusion M1.
  • Fig. 4a shows a main view of the skateboard chassis shown in Fig. 3a
  • Fig. 4b shows a partial enlarged view of the rear section of the skateboard chassis shown in Fig. 4a
  • Fig. 4c shows an enlarged view of the cross-sectional view taken along the A-A direction in Fig. 4b; please refer to Fig. 4c, in the direction away from the first longitudinal beam 11, the inner diameter of the second avoidance hole T2 gradually increases to form a flared structure, so as to adapt to the divergent structure formed by multiple steering rods 313, and provide space for the swing of the steering rod 313 during vehicle driving, thereby alleviating the problem of damage to the steering rod 313 due to collision.
  • the solid structure ratio of the second longitudinal beam 12 can be increased in the part with a smaller inner diameter of the flared structure, so as to provide swing space for the steering rod 313 while taking into account the structural strength of the second longitudinal beam 12.
  • the inner diameter of the second avoidance hole T2 can be increased with a fixed slope, in which case the generatrix of the inner wall of the second avoidance hole T2 is a straight line, which is suitable for the steering tie rod 313 with a harder material and less prone to deformation; or it can be increased with a gradually increasing slope, in which case the generatrix of the inner wall of the second avoidance hole T2 is a curve, which can provide a larger swing space for the steering tie rod 313 at a position with a larger inner diameter, which is suitable for the steering tie rod with a softer material and more prone to deformation.
  • the inner diameter of the first avoidance through hole T1 can also be gradually increased to form a flared structure, and its beneficial effects can refer to the second avoidance hole T2.
  • Fig. 5a shows a top view of the skateboard chassis shown in Fig. 3a
  • Fig. 5b shows a partial enlarged view of the rear section of the skateboard chassis shown in Fig. 5a.
  • Fig. 5a and Fig. 5b shows a partial enlarged view of the rear section of the skateboard chassis shown in Fig. 5a.
  • the electric drive assembly 32 has a transmission half-shaft 322 extending to both sides along the vehicle width direction X, a first through-hole U1 is provided at a position corresponding to the first longitudinal beam 11 and the electric drive assembly 32, and a second through-hole U2 is provided at a position corresponding to the second longitudinal beam 12 and the electric drive assembly 32, wherein the first through-hole U1 penetrates the first longitudinal beam 11 along the vehicle width direction X, and the second through-hole U2 penetrates the second longitudinal beam 12 along the vehicle width direction X, the first through-hole U1 and the second through-hole U2 may be coaxial in the vehicle width direction X, and the transmission half-shaft 322 penetrates the first through-hole U1 and the second through-hole U2 respectively to output power.
  • the first via hole U1 and the second via hole U2 may also be flared structures.
  • the inner diameter of the end of the first via hole U1 away from the second longitudinal beam 12 is larger, and the inner diameter of the end of the second via hole U2 away from the first longitudinal beam 11 is larger.
  • the specific form and beneficial effects thereof may refer to the second avoidance hole T2.
  • a third protrusion M3 is provided on the upper surface of the first via hole U1 in the vertical direction Z
  • a fourth protrusion M4 is provided on the upper surface of the second via hole U2 in the vertical direction Z.
  • the third protrusion M3 may also be located on the lower surface of the first longitudinal beam 11, and the fourth protrusion M4 may also be located on the lower surface of the second longitudinal beam 12.
  • the structures, functions and possible deformations thereof may refer to the first protrusion M1.
  • first via hole U1 and the second via hole U2 are provided at the same time, only the first via hole U1 may be provided, or only the second via hole U2 may be provided.
  • FIG6a shows a bottom view of the skateboard chassis shown in FIG3a
  • FIG6b shows a partial enlarged view of the rear section of the skateboard chassis shown in FIG6a
  • the electric drive assembly 32 has a support shaft 321 extending along the longitudinal direction Y
  • the strip-shaped shell 312 is connected to a suspension bracket 314.
  • the suspension bracket 314 has a support hole 311 penetrating along the longitudinal direction Y.
  • the support shaft 321 is located in the support hole 311, and an interference fit is achieved through the soft pad between the two to stably fix the support shaft 321 and achieve buffering.
  • the strip-shaped shell 312 is lower
  • the surface is formed with a receiving groove 315 that runs through the longitudinal direction Y.
  • the inner wall of the receiving groove 315 is an arc surface.
  • the suspension bracket 314 is a cylindrical structure whose axis extends along the longitudinal direction Y, and the support hole 311 is a circular channel coaxial with the cylindrical structure.
  • the circumferential surface of the suspension bracket 314 is adapted to the inner wall of the receiving groove 315 and is fitted.
  • the suspension bracket 314 partially protrudes outside the receiving groove 315. The two can be welded and fixed. On the one hand, the contact area between the suspension bracket 314 and the strip shell 312 can be increased to improve the fixing stability.
  • the suspension bracket 314 and the strip shell 312 realize spatial reuse in the vertical direction Z, which provides conditions for the position of the electric drive component 32 in the vertical direction Z to reasonably realize spatial reuse with the first longitudinal axis 11 and the second longitudinal axis 12, which is conducive to reducing the thickness of the rear section of the skateboard chassis 01.
  • the length of the suspension bracket 314 is smaller than the length of the receiving groove 315 , and is located at an end of the receiving groove 315 away from the electric drive assembly 32 .
  • the electric drive assembly 32 may also be connected to the reinforcement beam 24 in a similar manner, or may be detachably connected to the reinforcement beam 24 by other means such as bolts.
  • the suspension bracket 314 can also be connected to the strip housing 312 in other ways, and all of them can support the electric drive assembly 32.
  • the specific connection method can be: Specifically, when casting the strip housing 312, the suspension bracket 314 can be formed at the same time to form the support hole 311, so that the strip housing 312 and the suspension bracket 314 form an integrally cast structure, which can take into account the functions of the strip housing 312 and the suspension bracket 314 at the same time, has strong connection stability, simple preparation process, and high structural manufacturing accuracy.
  • the suspension bracket 314 can also be connected to the strip housing 312 in a fixed connection method such as welding and riveting, or a detachable connection method such as bolt connection.
  • first suspension swing arms 26a are provided on the upper surface of the first longitudinal beam 11 in the vertical direction Z.
  • first suspension swing arm 26a is welded to a pair of ear plates 26a' on the upper surface of the first longitudinal beam 11.
  • the ear plates 26a' can also be cast as one piece with the main frame 1, and other ear plates can also be connected in this way.
  • the first suspension swing arm 26a is hinged between the pair of ear plates 26a' through a pin shaft, and, in the vehicle width direction X, the two first suspension swing arms 26a both extend in the direction away from the second longitudinal beam 12, and the end of the first suspension swing arm 26a away from the first longitudinal beam 11 is a free end, which is used to connect to the suspension and to the wheel through the suspension, and is located on the side of the first longitudinal beam 11 away from the second longitudinal beam 12.
  • the two first suspension swing arms 26a extend toward each other, or in other words, in the longitudinal direction Y, the two first suspension swing arms 26a are inclined toward each other to form an acute angle, which is used to connect the same suspension and provide a balanced force for the suspension in the longitudinal direction Y.
  • the ear plate 26a' of one first suspension swing arm 26a is located between the first protrusion M1 and the third protrusion M3 to fully utilize the flat surface between the first protrusion M1 and the third protrusion M3, and the ear plate 26a' of the other first suspension swing arm 26a is located on the side of the third protrusion M3 away from the first protrusion M1, so as to improve the system integration and compactness of the arrangement and improve the space utilization.
  • the first suspension swing arm 26a is not limited to being hinged to the first longitudinal beam 11 in the form of the ear plate 26a'.
  • the ear plate 26a' is only a form of an articulated seat.
  • the first suspension swing arm 26a can also be hinged to the first longitudinal beam 11 through other structures fixed to the first longitudinal beam 11 as an articulated seat.
  • the two first suspension swing arms 26a are both hinged to the upper surface of the first longitudinal beam 11 in the vertical direction Z, but are not hinged to the surface of the first longitudinal beam 11 away from the second longitudinal beam 12, saving space in the vehicle width direction X, alleviating the problem of suspension crowding in the vehicle width direction X, and increasing the design space of the suspension system in the vertical direction Z, so as to alleviate the problem of limited length of the first suspension swing arm 26a and improve the vehicle dynamic control performance.
  • two second suspension swing arms 27a are provided on the upper surface of the second longitudinal beam 11 in the vertical direction Z, and the two second suspension swing arms 27a can be symmetrical with the two first suspension swing arms 26a one-to-one about the central axis L.
  • the specific structure and effect analysis can refer to the first suspension swing arm 26a.
  • the lower surface of the first longitudinal beam 11 in the vertical direction Z is hinged with a first suspension swing arm 26b, and the lower surface of the strip shell 312 close to the first longitudinal beam 11 is hinged with a first suspension swing arm 26c.
  • the first suspension swing arm 26b and the first suspension swing arm 26c extend in a direction approaching each other, so as to be used to connect a suspension together through the free ends, such as connecting a suspension together with two first suspension swing arms 26a.
  • a second suspension swing arm 27b is hinged on the lower surface of the first longitudinal beam 11 and is symmetrical with the first suspension swing arm 26b about the central axis L.
  • a second suspension swing arm 27c is hinged on the lower surface of the strip-shaped housing 312 near the second longitudinal beam 12 and is symmetrical with the first suspension swing arm 26c about the central axis L.
  • the second suspension swing arm 27b and the second suspension swing arm 27c are close to each other and are used to connect a suspension together, such as connecting a suspension together with two second suspension swing arms 27a.
  • the hinge positions of the first suspension swing arm 26c and the second suspension swing arm 27c may also be located on other surfaces of the strip-shaped housing 312. Regardless of which surface of the strip-shaped housing 312 they are located on, in the vertical direction Z, the projection of the first suspension swing arm 26c overlaps with the projection of the first longitudinal beam 11, and the projection of the second suspension swing arm 27c overlaps with the projection of the second longitudinal beam 12, so as to realize spatial reuse in the vehicle width direction X.
  • connection method of each first suspension swing arm and the second suspension swing arm is not limited to the above method.
  • the projection of the first suspension swing arm overlaps with the projection of the first longitudinal beam 11 in the vertical direction Z, the effect of saving space in the vehicle width direction X can be achieved to alleviate the problem of the limited length of the first suspension swing arm and improve the dynamic control performance of the vehicle.
  • the projection of the second suspension swing arm in the vertical direction Z also overlaps with the projection of the second longitudinal beam 12.
  • the number of the first suspension swing arm and the second suspension swing arm is not limited to the number shown in the figure, and is based on the number that can stably support the suspension.
  • the first suspension swing arm may be provided only on the upper surface or the lower surface of the first longitudinal beam 11, and the second suspension swing arm may be provided only on the upper surface or the lower surface of the second longitudinal beam 12.
  • the electric drive assembly 32, the bar-shaped housing 312 (auxiliary cross beam 25), the first suspension swing arm and the second suspension swing arm are all located at the rear section of the main frame 1, and the above structures can also be arranged in a similar manner at the front section of the main frame 1.
  • the front section of the first longitudinal beam 11 and the front section of the second longitudinal beam 12 are also single-layer beam structures accordingly. Under the premise of adopting the relevant technical principles mentioned above, these structures can be adjusted to adapt to the installation environment, equipment layout and collision safety requirements of the front section of the main frame 1.
  • skateboard chassis 01 and the upper body 02 separated up and down physical integration is performed by simplifying the structure of the main frame 1, integrating the bifurcated double-layer longitudinal beams into single-layer longitudinal beams, and integrating the auxiliary cross beam 25 and the steering gear 31, so as to reduce the structural complexity, simplify the manufacturing process, and improve the space utilization.
  • the embodiment of the present application also provides a vehicle.
  • the vehicle provided in the embodiment of the present application includes a skateboard chassis 01 and an upper body 02, wherein the upper body 02 is located above the skateboard chassis 01 and is connected to the first longitudinal beam 11 and the second longitudinal beam 12, and can also be connected to interfaces at other positions on the main frame 1 to form a complete vehicle.
  • the beneficial effects of the vehicle can refer to the skateboard chassis 01 provided in the previous embodiment.

Abstract

本申请提供了一种滑板底盘及车辆，涉及交通工具技术领域，以解决电驱动组件安装和拆卸复杂的问题。本申请提供的滑板底盘包括：主车架和电驱动组件；主车架包括：第一纵梁、第二纵梁和多根横梁；第一纵梁和第二纵梁沿车宽方向间隔设置，每根横梁分别连接于第一纵梁和第二纵梁之间，且多根横梁间隔设置；电驱动组件设置于第一纵梁的前段和第二纵梁的前段之间，且第一纵梁的前段和第二纵梁的前段均为单层梁结构；或者，电驱动组件设置于第一纵梁的后段和第二纵梁的后段之间，且第一纵梁的后段和第二纵梁的后段均为单层梁结构。在本申请提供的滑板底盘中，在垂直方向上，没有横梁对电驱动组件形成阻挡，拆装难度低，有利于提高生产效率和售后。

Description

一种滑板底盘及车辆 技术领域
本申请涉及交通工具技术领域，尤其涉及一种滑板底盘及车辆。
背景技术
对于配备传统的承载式上车身的车辆，由于装配及性能要求，底盘需要通过前后副车架与上车身连接。其中，电驱动系统、前端模块系统，以及包括悬架、转向和制动等在内的底盘系统，先分别与前后副车架进行预装，形成前后桥总成，然后，与上车身合装，形成整车。
而滑板底盘(Skateboard)作为整车上下分体研发需求的产物，与配备传统承载式车身的车辆的底盘在结构方面具有明显不同。在滑板底盘中，主车架已经承担了底盘和动力系统的安装功能，滑板底盘均没有单独的副车架，而是将主车架和副车架集成。
但是，这种集成方式只是简单的连接方式的简化，例如，将螺栓连接或衬套连接改为焊接，但结构框架仍然比较复杂，占用垂直方向的空间较大，电驱动组件安装和拆卸复杂。
发明内容
本申请提供一种滑板底盘及车辆，用以提高主车架集成度，减少占用垂直方向的空间，便于电驱动组件拆卸和安装。
第一方面，本申请提供了一种滑板底盘，滑板底盘包括：主车架和电驱动组件；该主车架包括沿车宽方向间隔设置的第一纵梁和第二纵梁，以及，连接于第一纵梁和第二纵梁之间、且间隔设置的多根横梁；为了减少占用垂直方向的空间，这里提供了两者方案：一种情况，电驱动组件设置于第一纵梁的前段和第二纵梁的前段之间，且第一纵梁的前段和第二纵梁的前段均为单层梁结构；或者另一种情况，电驱动组件设置于第一纵梁的后段和第二纵梁的后段之间，且第一纵梁的后段和第二纵梁的后段均为单层梁结构；通过采用单层梁结构，可以减少占用垂直方向上的空间，并且，在垂直方向上，没有横梁对电驱动组件形成阻挡，在组装滑板底盘时，可以沿垂直方向由上而下放置电驱动组件，安装操作难度低，有利于提高生产效率，并提高装配精度。下方没有横梁阻挡，便于从下方拆卸电驱动组件，有利于售后维修。相对于双层纵梁的结构，结构得以简化，无需过多的横梁和立柱等结构件，集成度高。
在一个具体的可实施方案中，上述电驱动组件具有用于传递动力的传动半轴；为了便于传动半轴穿过，在第一纵梁与电驱动组件对应的位置设置沿车宽方向贯穿第一纵梁的第一过孔，上述传动半轴贯穿于第一过孔中；和/或，在第二纵梁与电驱动组件对应的位置形成有沿车宽方向贯穿第二纵梁的第二过孔，并且，将传动半轴贯穿于第二过孔中。从而，可以使转向机布置在第一纵梁和第二纵梁之间，为在垂直方向上实现空间复用提供可行性，压低纵梁结构高度，从而降低乘员舱地板高度，增加乘员舱空间。
在一个具体的可实施方案中，在车辆运行过程中，传动半轴会发生适当程度的跳动，且越远离电驱动组件的方向，跳动幅度越大，为此，沿远离第二纵梁的方向，第一过孔的内径逐渐增加；基于同样的原因，沿远离第一纵梁的方向，第二过孔的内径逐渐增加。
在一个具体的可实施方案中，为了将悬架与主车架连接，滑板底盘还包括多个第一悬架摆臂和多个第二悬架摆臂，这些第一悬架摆臂都与第一纵梁或者横梁铰接，沿垂直方向，每个第一悬架摆臂的投影均与第一纵梁的投影有交叠，如此，在车宽方向上实现空间复用，可以减小占用空间，提高第一悬架摆臂长度；类似地，这些第二悬架摆臂也都与第二纵梁或者横梁铰接，每个第二悬架摆臂的投影均与第二纵梁的投影有交叠，同样有利于在车宽方向实现空间复用，减小占用空间，提高第二悬架摆臂长度。
在一个具体的可实施方案中，至少部分第一悬架摆臂铰接于第一纵梁位于垂直方向上的至少一个表面，在第一纵梁的该表面，便于安装第一悬架摆臂，第一悬架摆臂可活动空间大，自由度高；至少部分第二悬架摆臂铰接于第二纵梁位于垂直方向上的至少一个表面，也具有上述效果。
在一个具体的可实施方案中，滑板底盘还包括转向机，转向机包括条形壳体，为了固定上述转向机，在第一纵梁设置第一连接结构，在第二纵梁设置第二连接结构，第一连接结构和第二连接结构可以沿车宽方向相对设置，将条形壳体连接于第一连接结构和第二连接结构之间，以形成一个横梁，提高集成度，简化结构。
在一个具体的可实施方案中，为了减少在垂直方向上的空间占用，第一连接结构位于第一纵梁朝向第二纵梁的表面，第二连接结构位于第二纵梁朝向第一纵梁的表面，以此种方式在垂直方向上实现空间复用。
第一连接结构和第二连接结构的形式可以有多种，而为了方便装卸，这里提供如下的具体形式，在一个具体的可实施方案中，第一连接结构包括两个相互平行的第一夹板，第二连接结构包括两个相互平行的第二夹板；条形壳体的一端可拆卸连接于两个第一夹板之间，另一端可拆卸连接于两个第二夹板之间。便于在垂直方向上装卸，并在纵向上对条形壳体限位。
在一个具体的可实施方案中，转向机还包括由条形壳体的两端伸出的转向拉杆；为了对转向拉杆提供容纳位置，减少垂直方向的空间占用，第一纵梁与第一连接结构对应的位置设有沿车宽方向贯穿第一纵梁的第一避让孔，使转向拉杆贯穿于第一避让孔中；类似地，第二纵梁与第二连接结构对应的位置设有沿车宽方向贯穿第二纵梁的第二避让孔，转向拉杆贯穿于第二避让孔。对于仅单侧转向的车型，可以仅保留其中的第一避让孔或者第二避让孔。以上方案可以使电驱动组件布置在第一纵梁和第二纵梁之间，在垂直方向上实现空间复用，提供可行性，压低纵梁结构高度，从而降低乘员舱地板高度，增加乘员舱空间。
在一个具体的可实施方案中，转向拉杆会发生跳动，越远离条形壳体，跳动幅度越大，为此，沿远离第二纵梁的方向，第一避让孔的内径逐渐增加；类似地，沿远离第一纵梁的方向，第二避让孔的内径逐渐增加，以为传动半轴提供跳动空间。
在一个具体的可实施方案中，为对电驱动组件提供稳定支撑，需要设置悬置支架，此处，悬置支架连接于条形壳体，电驱动组件通过支撑轴与悬置支架连接，其中，并且该悬置支架具有支撑孔，支撑轴位于支撑孔内。
在一个具体的可实施方案中，所述条形壳体和所述悬置支架为一体铸造成型的结构。使得一次铸造成型的该结构可以同时兼顾转向机的条形壳体和电驱动组件的悬置支架的作用，简化工艺难度，且配合精度高。
在一个具体的可实施方案中，当滑板底盘还包括多个第一悬架摆臂和多个第二悬架摆臂时，将至少部分第一悬架摆臂铰接在条形壳体，可以实现宽度方向上的空间复用，并进 一步增加第一悬架摆臂的长度。类似地，至少部分第二悬架摆臂铰接于条形壳体。
第二方面，提供一种车辆，该车辆包括：上车身和上述任一技术方案的滑板底盘；上车身连接于第一纵梁和第二纵梁。该车辆的有益效果可以参考上述技术方案提供的滑板底盘。
附图说明
图1表示出本申请实施例提供的一种车辆；
图2表示出一些技术方案中主车架后段的结构示意图；
图3a表示出本申请实施例提供的滑板底盘的立体图；
图3b表示出图3a所示滑板底盘的后段的局部放大图；
图4a表示出图3a所示滑板底盘的主视图；
图4b表示出图4a所示滑板底盘的后段的局部放大图；
图4c表示出图4b中A-A向的剖视图的放大图；
图5a表示出图3a所示滑板底盘的俯视图；
图5b表示出图5a所示滑板底盘的后段的局部放大图；
图6a表示出图3a所示滑板底盘的仰视图；
图6b表示出图6a所示滑板底盘的后段的局部放大图。
具体实施方式
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。
为了对下文有更加清楚地理解，下面对其中一些概念进行简要说明。
主车架：是位于上车身下部，由前至后贯穿车辆的框架结构，包括前段、中段和后段，其作用为支撑及连接车辆的各总成，如上车身、底盘、动力电池和电驱动等系统，使各总成保持相对正确的位置，并承受车辆内外的各种载荷。
主车架的前段：指用于搭载前驱动系统，并与前悬架或者车轮相连的主车架区域，是主车架中位于防火墙或前扭力盒之前的部分。
主车架的中段：指用于搭载电池包系统，并与上车身乘员舱相连的主车架区域，是主车架中位于前后扭力盒之间的部分。
主车架的后段：指用于搭载后驱动系统，并与后悬架或车轮相连的主车架区域，是主车架中位于后扭力盒之后的部分。
为了方便理解本申请实施例提供的滑板底盘，首先说明一下其应用场景。图1表示出本申请实施例提供的一种车辆，由图1可以看出本申请实施例提供的滑板底盘的应用场景，参考图1，滑板底盘01可以应用于整车当中，作为上车身02的载体，其相较于传统底盘具备较完整的功能，如独立行驶、操纵和加减速等基本功能，并具备部分安全属性和智能化属性；滑板底盘01包括主车架，以承载实现上述功能的相关组件。上车身02与滑板底盘01分别进行制造，并在分别成型后，将上车身02装配于滑板底盘01的上方，并与主车架固定连接，车轮03分列安装于滑板底盘01的车宽方向X(参考后文提及的图3a)上，车宽方向X是指车辆的宽度方向。
在一些技术方案中，主车架的后段将纵梁分叉为双层梁结构，并利用双层的横梁分别对应连接双层的纵梁。图2表示出一些技术方案中主车架后段的结构示意图，可以参考图2，纵梁102在后段分叉为位于上方的次纵梁102a和位于下方的次纵梁102b，次纵梁102a和次纵梁102b通过垂直延伸的连接梁102c连接，纵梁103在后段分叉为位于上方的次纵梁103a和位于下方的次纵梁103b，次纵梁103a和次纵梁103b通过垂直延伸的连接梁103c连接。
次纵梁102a的自由端和次纵梁103a的自由端通过封顶横梁101连接，纵梁102的分叉位置和纵梁103的分叉位置通过横梁104c连接，次纵梁102b的末端和次纵梁103b的末端通过横梁104b连接，次纵梁102a的中部和次纵梁103a的中部通过横梁104a连接，横梁104a与横梁104b沿垂直方向分布。横梁104a与横梁104b之间的空间用于布置电驱动组件，但由于横梁104a上方的阻挡，电驱动组件无法从上方装配，安装操作较为复杂，生产效率低，由于横梁104b在下方的阻挡，不便于从下方拆卸，不利于售后维修。
有鉴于此，本申请实施例提供一种滑板底盘。
图3a表示出本申请实施例提供的滑板底盘的立体图，图3b表示出图3a所示滑板底盘的后段的局部放大图。结合图3a和图3b，该滑板底盘包括主车架1和电驱动组件32，主车架1包括第一纵梁11、第二纵梁12以及多根横梁，应当理解，本申请实施例中第一纵梁11和第二纵梁12等短语中的“纵梁”均只表示型材制成的梁结构，不包括梁结构上的连接的其它附件，第一纵梁11、第二纵梁12和横梁的上表面与侧面均可设有用于与上车身02连接的接口，这些接口可以是螺栓孔，以实现螺栓连接，但也可以设置焊接接口和铆接接口等结构。主车架1可以作为一个整体一体化铸造成型，第一纵梁11和第二纵梁12在整体上均沿纵向Y延伸，纵向Y是指车辆的前后方向，并且，第一纵梁11和第二纵梁12在车宽方向X上间隔并排设置，且可以关于中轴线L对称设置；多根横梁连接于第一纵梁11和第二纵梁12之间，并且沿着纵向Y间隔设置。
其中，主车架1位于界线M1和界线M2之间的部分为主车架1的前段，位于界线M2和界线M3之间的部分为主车架1的中段，位于界线M3和界线M4之间的部分为主车架1的后段。主车架1的前段、中段和后段依次与滑板底盘01整体的前段、中段和后段在位置上一对一地相互对应。第一纵梁11的中段是指第一纵梁11位于主车架1的中段的部分，其他类似的描述也是以此类推，如第二纵梁12的前段是指第二纵梁12中位于主车架1的前段的部分。第一纵梁11的中段和第二纵梁12的中段之间的距离，大于第一纵梁11的前段和第二纵梁12的前段之间的距离，且大于第一纵梁11的后段和第二纵梁12的后段之间的距离。第一纵梁11的中段和第二纵梁12的中段在靠近前段的部分相互靠近，以使间距缩小，且第一纵梁11和第二纵梁12相互靠近的部分逐渐升高，实现与位于较高位置的前段过渡连接。第一纵梁11的中段和第二纵梁12的中段在靠近后段的部分相互靠近，以使间距缩小，实现与前段过渡连接。
上述多根横梁中包括封顶横梁21、封顶横梁23、加固横梁24、辅助横梁25和5根中段横梁22，第一纵梁11的前段的自由端和第二纵梁12的前段的自由端通过封顶横梁21连接，第一纵梁11的后段的自由端和第二纵梁12的后段的自由端通过封顶横梁22连接，加固横梁24和辅助横梁25均连接于第一纵梁11的后段中部和第二纵梁12的后段中部之间，且辅助横梁25位于加固横梁24远离封顶横梁21的一侧，并靠近主车架1的中段；5根中段横梁22连接于第一纵梁11的中段和第二纵梁12的中段相互平行的部分之间，且5 根中段横梁22等间隔地沿纵向Y分布，以实现对中段上方重量均匀且稳定地承载。中段横梁22的数量并不限于5根，也可以是3根、4根、6根、7根和8根等其他数量，具体根据滑板底盘02的中段的长度，和对于承载重量的需求决定。
第一纵梁11的截面可以大致呈矩形，其包括沿垂直方向Z相对设置的上表面和下表面，以及沿车宽方向X相对设置的外表面和内表面，其中，内表面为靠近第二纵梁12的表面，外表面为远离第二纵梁12的表面。垂直方向Z是指车辆的高度方向。第二纵梁12也具有相同的截面形状，其中，第二纵梁12的内表面朝向第一纵梁11，外表面背离第一纵梁11。
该滑板底盘01取消了副车架，可以使用一体成型工艺制造主车架1，如采用高压铸造工艺等，也可采用如下方式：对各个纵梁和横梁分别成型，后采用焊接、铆接和螺栓连接等方式组装，也可以混合以上两种工艺，对部分结构一体成型，如对封顶横梁21、封顶横梁23以外的部分一体成型，其它结构后期组装。
电驱动组件32位于第一纵梁11和第二纵梁12之间，以及，辅助横梁25和加固横梁24之间，实现垂直方向Z上的空间复用。另外，由于第一纵梁11和第二纵梁12的后段在垂直方向Z上均是单层梁结构，因此，在垂直方向Z上，主车架1的后段减少对空间的占用，并且，没有横梁对电驱动组件32形成阻挡。在组装滑板底盘01时，可以沿垂直方向Z由上而下放置电驱动组件32，安装操作难度低，有利于提高生产效率，并提高装配精度。下方没有横梁阻挡，便于从下方拆卸电驱动组件32，有利于售后维修。相对于双层次纵梁的结构，结构得以简化，无需过多的横梁和立柱等结构件，集成度高。其中，上述的单层梁结构是指在垂直方向Z上仅具有单层结构，而没有分叉为垂直方向Z上的两层或两层以上的次纵梁。
主车架1的后段与中段的连接位置设有转向机31，该转向机31包括条形壳体312，该条形壳体312示例性地呈长方体状，条形壳体312具体可以一体铸造成型，具体可以是压铸成型，也可以采用先分别制造条形壳体312的各个侧壁再进行焊接或者铆接，以组装形成封闭的壳体。条形壳体312并非一定要成长方体，只要其结构大致呈细长的条形结构即可，如条形壳体312的截面呈圆形、梯形和正六边形等，均可以起到横梁的支撑作用，并可以容纳转向机31的零部件；通过增加条形壳体312的厚度等方式对其结构强度进行加强，可以作为主车架1的结构件。其中，第一纵梁11的后段靠近中段的一端连接有第一连接结构110，第一连接结构110位于第一纵梁11朝向第二纵梁12的表面(第一纵梁11的内表面)，第一纵梁11与第一连接结构110连接的局部表面示例性地平行于YOZ平面，第二纵梁12的后段靠近中段的一端连接有第二连接结构120，第二连接结构120位于第二纵梁12朝向第一纵梁11的表面(第二纵梁12的内表面)，第二纵梁12与第二连接结构120连接的局部表面示例性地平行于YOZ平面，使第一连接结构110和第二连接结构120在车宽方向X上相对设置，以免辅助横梁25歪斜。示例性地，第一连接结构110包括平行设置的第一夹板111和第二夹板112，第一夹板111和第二夹板112可以通过焊接的方式固定于第一纵梁11，但并不限于焊接，只要能够将第一夹板111和第二夹板112分别与第一纵梁11固定连接即可，如还可以通过铆接等方式，也可以在制造主车架1时，直接将第一夹板111和第二夹板112分别与第一纵梁11一体铸造成型，结构稳定性更好，且工艺简单，尺寸和位置精准；第二连接结构120包括平行设置的第三夹板121和第四夹板122，第三夹板121和第四夹板122可以通过焊接的方式固定于第二纵梁12；第一夹板111、第 二夹板112、第三夹板121和第四夹板122均示例性地平行于XOZ面，但也可以相对于XOZ面有一定倾斜，以适应不同截面形状的条形壳体312，第一夹板111和第二夹板112之间的距离略大于条形壳体312的纵向Y上相对设置的两个表面之间的距离，条形壳体312沿车宽方向X延伸，并且，条形壳体312的一端放置于第一夹板111和第二夹板112之间，并通过对应的表面分别与第一夹板111和第二夹板112接触，以在纵向Y上稳固地对条形壳体312限位，也可以减缓条形壳体312绕自身轴线旋转导致的倾覆问题；条形壳体312分别与第一夹板111或第二夹板112之间具有较大间隙，会产生振动，造成噪声；通过第一螺栓113依次贯穿第一夹板111、条形壳体312和第二夹板112，并通过螺纹连接，实现条形壳体312在垂直方向Z上的固定；但应当理解，并不限于采用螺栓固定条形壳体312的方式，也可以采用凹槽和凸起相互配合的卡接方式和过盈配合等方式，只要能够将条形壳体312可拆卸连接于第一夹板111或第二夹板112之间即可，均可实现方便拆装，有利于售后维修和更换。条形壳体312的另一端以类似的方式通过第二螺栓123固定于第三夹板121和第四夹板122之间。通过上述方式，将条形壳体312连接于第一连接结构110和第二连接结构120之间，实现对第一纵梁11和第二纵梁12之间的连接进行加固，提高第一纵梁11和第二纵梁12之间的固定效果，并增加滑板底盘01的载重能力。
条形壳体312作为辅助横梁25支撑于第一纵梁11和第二纵梁12之间，将条形壳体312和辅助横梁25合二为一，有利于提高系统集成度和布置紧凑度，提高空间利用率，降低零件数量，简化滑板底盘01的结构，并降低成本，并且，无需额外寻找空间设置转向机31，为装配其它设备腾出了空间，提高第一纵梁11和第二纵梁12之间的空间利用率。
由于第一夹板111和第二夹板112，以及，第三夹板121和第四夹板122在垂直方向Z上均对条形壳体312无限位。因此，在装配转向机31时，将条形壳体312沿着Z向由上至下分别装配于第一夹板111和第二夹板112之间，以及，装配于第三夹板121和第四夹板122之间，并通过第一螺栓113和第二螺栓123固定。在需要维修或更换转向机31时，将第一螺栓113和第二螺栓123拆下，沿垂直方向Z将条形壳体312沿Z方向取下即可，售后维修和更换方便。
第一夹板111和第二夹板112连接于第一纵梁11朝向第二纵梁12的表面，而不是位于第一纵梁11的垂直方向Z上的上下两个表面，第三夹板121和第四夹板122也类似，以使转向机31分别与第一纵梁11和第二纵梁12在垂直方向Z上实现空间复用，有利于降低滑板底盘01的整体厚度，或者为在垂直方向上布置其它零部件提供空间。并且，有利于为第一纵梁11和第二纵梁12的垂直方向上的上下表面腾出布置空间，以用于布置悬架摆臂(如后文的第一悬架摆臂26a和26b，以及，第二悬架摆臂27a和27b)。
其中，第一纵梁11位于第一夹板111和第二夹板112之间的部分设有沿车宽方向X贯穿第一纵梁11的第一避让孔T1，第二纵梁12位于第三夹板121和第四夹板122之间的部分设有沿车宽方向X贯穿第二纵梁12的第二避让孔T2；转向机31还包括由条形壳体312在车宽方向X上的两端延伸出来的转向拉杆313，转向拉杆313分别沿车宽方向X贯穿于第一避让孔T1和第二避让孔T2中，并延伸至第一纵梁11和第二纵梁12以外的空间，以为条形壳体312能够布置在第一纵梁11和第二纵梁12之间，并在垂直方向Z上实现空间复用，提供可行性，压低纵梁结构高度，从而降低乘员舱地板高度，增加乘员舱空间；相对于采用图2的技术方案，转向机的转向拉杆需从次纵梁103a和次纵梁103b之间，以及，次纵梁102a和次纵梁102b之间穿出的情况，可以使滑板底盘001的后段在垂直方向 Z上减少占用空间，有利于对主车架1的结构简化。除了同时设置第一避让孔T1和第二避让孔T2的情况，对于仅单侧转向的车型，也可以仅设置第一避让孔T1或第二避让孔T2。
条形壳体312与第一纵梁11之间在车宽方向X上保持适当距离，以形成第一间隙G1，并与第二纵梁12之间在车宽方向X上保持适当距离，以形成第二间隙G2。在装配转向机31时，先分别将转向拉杆313的两端分别弯曲适当程度，并贯穿至第一避让孔T1和第二避让孔T2内，再沿垂直方向Z向下移动条形壳体312，此时，转向拉杆313逐步从弯曲的状态恢复至自然状态；而若不存在第一间隙G1和第二间隙G2，则在条形壳体312分别与第一纵梁11和第二纵梁12之间提供弯曲时的容纳空间，不容易将转向拉杆313分别贯穿至第一避让孔T1和第二避让孔T2内。
除此之外，第一夹板111和第二夹板112也均可以平行于XOY面，以使两者在垂直方向Z上间隔排列，第三夹板121和第四夹板122也以类似的方式在垂直方向Z上间隔排列。与图3a对应的实施例类似的方式，条形壳体312的一端通过第一螺栓113固定于第一夹板111和第二夹板112之间，另一端通过第二螺栓123固定于第三夹板121和第四夹板122之间。因此，转向机31可以沿纵向Y的方向装卸。而不管以怎样的方式固定条形壳体312，均可以在与第一连接结构110对应的位置设置上述第一避让孔T1，第二纵梁12与第二连接结构12对应的位置设置上述第二避让孔T2，以避让转向拉杆313。
继续观察图3b，第一纵梁11与第一避让孔T1对应的位置处，在垂直方向Z上的尺寸加厚，具体地，可以加厚第一避让孔T1的上方的壁厚，以形成第一凸起M1，加强第一避让孔T1对应位置的结构强度，抵消因设置第一避让孔T1对第一纵梁11在此位置的结构强度的影响，其中，第一凸起M1的远离第一避让孔T1的表面可以为弧面，也可以与第一纵梁11的上表面的邻近区域呈平滑过渡，以减少应力集中；第一凸起M1的弧面可以与第一避让孔T1同轴，以在纵向Y上，第一凸起M1的弧面至第一避让孔T1的内壁的厚度可以不发生较大变化，减少应力集中，提高结构稳定性。可以在第一避让孔T1的垂直方向Z上的两侧均设置第一凸起M1，也可以在垂直方向Z上的两侧均设置第一凸起M1，以进一步增加结构强度，但也可以仅在上侧保留第一凸起M1，以保持第一纵梁11的下表面平齐。同时，由于第一夹板111和第二夹板112连接于第一纵梁11朝向第二纵梁12的表面，不会与第一纵梁11上表面的第一凸起M1相干涉，因此，第一凸起M1在纵向Y上的尺寸不会被第一夹板111和第二夹板112之间的间距限制，因此，可以更好地加强第一纵梁11在此处的结构强度。
类似地，也可以在第二避让孔T2的上方形成第二凸起M2，第二凸起M2的结构、相关有益效果和可能的变形，请参考第一凸起M1。
图4a表示出图3a所示滑板底盘的主视图，图4b表示出图4a所示滑板底盘的后段的局部放大图，图4c表示出图4b中A-A向的剖视图的放大图；请参考图4c，沿远离第一纵梁11的方向，第二避让孔T2的内径逐渐增加，以形成一个扩口结构，以与多根转向拉杆313形成的发散状结构相适应，并为车辆行驶过程中转向拉杆313的摆动提供空间，缓解因碰撞损伤转向拉杆313的问题，相对于采用与该扩口结构最大内径处等径的圆柱形孔，在扩口结构内径较小的部分，可以增加第二纵梁12的实心的结构比率，在兼顾第二纵梁12结构强度的前提下，实现为转向拉杆313提供摆动空间。其中，第二避让孔T2的内径可以固定斜率增加，此时，第二避让孔T2的内壁的母线为直线，适用于材质较硬、不易发生变形的转向拉杆313；也可以逐渐增加的斜率增加，第二避让孔T2的内壁的母线为曲 线，可以在内径较大的位置为转向拉杆313提供更大的摆动空间，适用于材质较软、更加容易发生形变的转向拉杆。类似地，沿远离第二纵梁12的方向，第一避让通孔T1的内径也可以逐渐增加，形成扩口结构，其有益效果可以参考第二避让孔T2。
图5a表示出图3a所示滑板底盘的俯视图，图5b表示出图5a所示滑板底盘的后段的局部放大图，结合图5a和图5b，结合图3b、图5a和图5b，电驱动组件32具有沿车宽方向X向两侧延伸出来的传动半轴322，第一纵梁11与电驱动组件32对应的位置设有第一过孔U1，第二纵梁12与电驱动组件32对应的位置设有第二过孔U2，其中，第一过孔U1沿车宽方向X贯穿第一纵梁11，第二过孔U2沿车宽方向X贯穿第二纵梁12，第一过孔U1和第二过孔U2可以在车宽方向X上同轴，传动半轴322分别贯穿于第一过孔U1和第二过孔U2中，以输出动力。第一过孔U1和第二过孔U2也可以为扩口结构，第一过孔U1远离第二纵梁12的一端内径较大，第二过孔U2远离第一纵梁11的一端内径较大，其具体形式和有益效果可以参考第二避让孔T2。与第一凸起M1类似地，第一过孔U1的垂直方向Z的上表面设有第三凸起M3，第二过孔U2的垂直方向Z的上表面设有第四凸起M4，第三凸起M3也可以位于第一纵梁11的下表面，第四凸起M4也可以位于第二纵梁12的下表面，其结构、作用和可能的变形均可以参考第一凸起M1。其中，除了同时设置第一过孔U1和第二过孔U2的情况，也可以仅设置第一过孔U1，或者仅设置第二过孔U2。
图6a表示出图3a所示滑板底盘的仰视图，图6b表示出图6a所示滑板底盘的后段的局部放大图，结合图6a和图6b，电驱动组件32具有沿纵向Y延伸的支撑轴321，条形壳体312连接有悬置支架314，悬置支架314具有沿纵向Y贯穿的支撑孔311，支撑轴321位于支撑孔311内，并通过两者之间的软垫实现过盈配合，以稳定地固定支撑轴321，并实现缓冲；具体地，条形壳体312下表面形成有沿纵向Y贯穿的容纳沟槽315，容纳沟槽315的内壁为圆弧面，悬置支架314为轴线沿纵向Y延伸的圆柱形结构，并且支撑孔311为与圆柱形结构同轴的圆形通道，悬置支架314的周向表面与容纳沟槽315的内壁的相适应，并贴合设置，悬置支架314部分凸出于容纳沟槽315以外，两者可以焊接固定，一方面，可以增加悬置支架314与条形壳体312的接触面积，提高固定稳固性。另一方面，悬置支架314和条形壳体312在垂直方向Z上实现空间复用，为电驱动组件32在垂直方向Z上的位置可以合理与第一纵轴11和第二纵轴12实现空间复用提供了条件，有利于减小滑板底盘01的后段厚度。此外，在纵向Y上，悬置支架314的长度小于容纳沟槽315的长度，且位于容纳沟槽315中远离电驱动组件32的一端。
并且，电驱动组件32也可以类似的方式与加固横梁24连接，或者也可以通过螺栓等其它方式与加固横梁24可拆卸连接。
但是，悬置支架314也可以采用其它方式与条形壳体312连接，均可以实现对电驱动组件32的支撑，具体连接方式可以是：其中，具体可以在铸造条形壳体312时，同时将悬置支架314成型，形成支撑孔311，使条形壳体312和悬置支架314形成为一体铸造成型的结构，该结构可以同时兼顾条形壳体312和悬置支架314的作用，连接稳定性强，且制备工艺简单，结构制造精确度高。或者，悬置支架314也可以与条形壳体312焊接和铆接等固定连接方式，也可以是螺栓连接等可拆卸连接方式。
结合图3b和图5b图，第一纵梁11的垂直方向Z上的上表面设有两个第一悬架摆臂26a，具体地，第一悬架摆臂26a通过焊接于第一纵梁11的上表面的一对耳板26a’，耳板26a’也可以是和主车架1一体式铸造，其它耳板也可以如此连接，第一悬架摆臂26a通过 销轴铰接于该对耳板26a’之间，并且，在车宽方向X上，这两个第一悬架摆臂26a均向远离第二纵梁12的方向延伸，并且第一悬架摆臂26a的远离第一纵梁11的一端为自由端，该自由端用于与悬架连接，并通过悬架与车轮连接，位于第一纵梁11远离第二纵梁12的一侧。沿远离第二纵梁12的方向，这两个第一悬架摆臂26a向相互靠近的方向延伸，或者说，在纵向Y上，这两个第一悬架摆臂26a向相互靠近的方向倾斜，以形成锐角的夹角，用来连接同一个悬架，并在纵向Y上为悬架提供平衡的作用力。其中，一个第一悬架摆臂26a的耳板26a’位于第一凸起M1和第三凸起M3之间，以充分利用第一凸起M1和第三凸起M3之间的平整表面，另一个第一悬架摆臂26a的耳板26a’位于第三凸起M3远离第一凸起M1的一侧，提高系统集成度和布置紧凑度，提高空间利用率。但是，第一悬架摆臂26a并不限于通过耳板26a’的形式与第一纵梁11铰接，耳板26a’仅仅是作为铰接座的一种形式，第一悬架摆臂26a也可通过其它固定于第一纵梁11的结构作为铰接座与第一纵梁11铰接。
两个第一悬架摆臂26a均铰接于第一纵梁11的垂直方向Z上的上表面，而没有铰接于第一纵梁11背离第二纵梁12的表面，节省车宽方向X上的空间，缓解在车宽方向X上对悬架挤占的问题，增加悬架系统垂直方向Z上的设计空间，以缓解第一悬架摆臂26a的长度受限的问题，提高车辆动态控制性能。
类似地，第二纵梁11的垂直方向Z上的上表面设有两个第二悬架摆臂27a，两个第二悬架摆臂27a可以分别一对一地与两个第一悬架摆臂26a关于中轴线L对称。其具体结构和效果分析可以参考第一悬架摆臂26a。
结合图3b和图6b图，第一纵梁11的垂直方向Z上的下表面铰接有第一悬架摆臂26b，条形壳体312的靠近第一纵梁11的下表面铰接有第一悬架摆臂26c，沿远离第二纵梁12的方向，第一悬架摆臂26b和第一悬架摆臂26c，向相互靠近的方向延伸，以用于通过自由端共同连接一个悬架，如与两个第一悬架摆臂26a共同连接一个悬架。
类似地，第一纵梁11的下表面铰接有与第一悬架摆臂26b关于中轴线L对称的第二悬架摆臂27b，条形壳体312的靠近第二纵梁12的下表面铰接有与第一悬架摆臂26c关于中轴线L对称的第二悬架摆臂27c。第二悬架摆臂27b和第二悬架摆臂27c相互靠近用于共同连接一个悬架，如与两个第二悬架摆臂27a共同连接一个悬架。
其中，第一悬架摆臂26c和第二悬架摆臂27c的铰接位置也可以位于条形壳体312的其它表面，而无论位于条形壳体312的哪个表面，在垂直方向Z上，第一悬架摆臂26c投影均与第一纵梁11的投影有交叠，第二悬架摆臂27c投影均与第二纵梁12的投影有交叠。以便于在车宽方向X上实现空间复用。
但是，根据悬架硬点的设置不同，各第一悬架摆臂和第二悬架摆臂的连接方式并不限于上述方式。当在垂直方向Z上第一悬架摆臂的投影与第一纵梁11的投影有交叠时，均可以达到节省车宽方向X上的空间的效果，以缓解第一悬架摆臂的长度受限的问题，提高车辆动态控制性能。类似地，第二悬架摆臂在垂直方向Z上的投影也与二纵梁12的投影有交叠。
并且，第一悬架摆臂和第二悬架摆臂的数量并不限于图示数量，以能够稳定地支撑悬架为准。且也可以仅在第一纵梁11的上表面或者下表面设置第一悬架摆臂，以及，仅在第二纵梁12的上表面或者下表面设置第二悬架摆臂。
在上述实施例中，电驱动组件32、条形壳体312(辅助横梁25)、第一悬架摆臂和第 二悬架摆臂等结构均位于主车架1的后段，上述结构也可以类似的方式设置在主车架1的前段。并且，第一纵梁11的前段和第二纵梁12的前段也相应地为单层梁结构。在采用前文相关技术原理的前提下，可以对这些结构进行调整，以适应主车架1的前段的安装环境，设备布置以及碰撞安全等要求。
基于滑板底盘01和上车身02上下分离的结构形态，通过简化主车架1的结构，将分叉的双层次纵梁集成为单层纵梁，以及将辅助横梁25和转向机31集成等方式进行物理集成，以降低结构复杂度，简化制造工艺，并提升空间利用率。
基于相同的发明构思，本申请实施例还提供一种车辆。参考图1，本申请实施例提供的车辆包括滑板底盘01和上车身02，上车身02位于滑板底盘01的上方，并与第一纵梁11和第二纵梁12连接，也可以与主车架1上的其他位置的接口实现连接，形成整车。该车辆的有益效果可以参考前文实施例提供的滑板底盘01。
以上，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申请揭露的技术范围内，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权利要求的保护范围为准。

Claims (14)

  1. 一种滑板底盘，其特征在于，包括：主车架和电驱动组件；所述主车架包括：第一纵梁、第二纵梁和多根横梁；所述第一纵梁和所述第二纵梁沿车宽方向间隔设置，每根所述横梁分别连接于所述第一纵梁和所述第二纵梁之间，且多根所述横梁间隔设置；
    所述电驱动组件设置于所述第一纵梁的前段和所述第二纵梁的前段之间，且所述第一纵梁的前段和所述第二纵梁的前段均为单层梁结构；或者，
    所述电驱动组件设置于所述第一纵梁的后段和所述第二纵梁的后段之间，且所述第一纵梁的后段和所述第二纵梁的后段均为单层梁结构。
  2. 根据权利要求1所述的滑板底盘，其特征在于，所述电驱动组件具有传动半轴；
    所述第一纵梁与所述电驱动组件对应的位置形成有沿所述车宽方向贯穿所述第一纵梁的第一过孔，所述传动半轴贯穿于所述第一过孔中；和/或，
    所述第二纵梁与所述电驱动组件对应的位置形成有沿所述车宽方向贯穿所述第二纵梁的第二过孔，所述传动半轴贯穿于所述第二过孔中。
  3. 根据权利要求2所述的滑板底盘，其特征在于，沿远离所述第二纵梁的方向，所述第一过孔的内径逐渐增加；
    沿远离所述第一纵梁的方向，所述第二过孔的内径逐渐增加。
  4. 根据权利要求1所述的滑板底盘，其特征在于，所述滑板底盘还包括多个第一悬架摆臂和多个第二悬架摆臂，其中，第一悬架摆臂均与所述第一纵梁或者所述横梁铰接，所述第二悬架摆臂均与所述第二纵梁或者所述横梁铰接；
    沿垂直方向，每个所述第一悬架摆臂的投影均与所述第一纵梁的投影有交叠，每个所述第二悬架摆臂的投影均与所述第二纵梁的投影有交叠。
  5. 根据权利要求4所述的滑板底盘，其特征在于，至少部分所述第一悬架摆臂铰接于第一纵梁位于垂直方向上的至少一个表面；
    至少部分所述第二悬架摆臂铰接于第二纵梁位于垂直方向上的至少一个表面。
  6. 根据权利要求1至5任一项所述的滑板底盘，其特征在于，所述第一纵梁设有第一连接结构，所述第二纵梁设有第二连接结构，所述第一连接结构和所述第二连接结构沿所述车宽方向相对设置；
    所述滑板底盘还包括转向机，所述转向机包括条形壳体，所述条形壳体连接于所述第一连接结构和所述第二连接结构之间，以形成一个所述横梁。
  7. 根据权利要求6所述的滑板底盘，其特征在于，第一连接结构位于所述第一纵梁朝向所述第二纵梁的表面，所述第二连接结构位于所述第二纵梁朝向所述第一纵梁的表面。
  8. 根据权利要求7所述的滑板底盘，其特征在于，所述第一连接结构包括两个相互平行的第一夹板，所述第二连接结构包括两个相互平行的第二夹板；
    所述条形壳体的一端可拆卸连接于两个所述第一夹板之间，另一端可拆卸连接于两个所述第二夹板之间。
  9. 根据权利要求7所述的滑板底盘，其特征在于，所述转向机还包括由所述条形壳体的两端伸出的转向拉杆；
    所述第一纵梁与所述第一连接结构对应的位置设有沿所述车宽方向贯穿所述第一纵梁的第一避让孔，所述转向拉杆贯穿于所述第一避让孔；和/或，
    所述第二纵梁与所述第二连接结构对应的位置设有沿所述车宽方向贯穿所述第二纵梁的第二避让孔，所述转向拉杆贯穿于所述第二避让孔。
  10. 根据权利要求9所述的滑板底盘，其特征在于，沿远离所述第二纵梁的方向，所述第一避让孔的内径逐渐增加；
    沿远离所述第一纵梁的方向，所述第二避让孔的内径逐渐增加。
  11. 根据权利要求6所述的滑板底盘，其特征在于，所述条形壳体连接有悬置支架，所述悬置支架具有支撑孔，所述电驱动组件连接有支撑轴，所述支撑轴位于所述支撑孔内。
  12. 根据权利要求11所述的滑板底盘，其特征在于，所述条形壳体和所述悬置支架为一体铸造成型的结构。
  13. 根据权利要求6所述的滑板底盘，其特征在于，当所述滑板底盘还包括多个第一悬架摆臂和多个第二悬架摆臂时，至少部分所述第一悬架摆臂铰接于所述条形壳体，至少部分所述第二悬架摆臂铰接于所述条形壳体。
  14. 一种车辆，其特征在于，包括：上车身和权利要求1至13任一项所述的滑板底盘；
    所述上车身与所述第一纵梁和所述第二纵梁固定连接。
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CN108263229A (zh) * 2018-01-11 2018-07-10 深圳市沃特玛电池有限公司 电动汽车
CN114056075A (zh) * 2020-07-30 2022-02-18 诺德雷萨发动机股份有限公司 用于电动重型车辆的系统和方法
CN216002767U (zh) * 2021-09-23 2022-03-11 宁德时代新能源科技股份有限公司 一种车架及汽车
KR20220053286A (ko) * 2020-10-22 2022-04-29 현대자동차주식회사 차체 결합 구조
CN114435103A (zh) * 2022-02-10 2022-05-06 南京金龙客车制造有限公司 一种电动轻卡底盘
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CN103085622A (zh) * 2013-01-25 2013-05-08 中国公路车辆机械有限公司 一种中小型客车独立空气悬架
CN107215393A (zh) * 2017-06-15 2017-09-29 奇瑞商用车（安徽）有限公司 纯电动轻型载货汽车底盘
CN108263229A (zh) * 2018-01-11 2018-07-10 深圳市沃特玛电池有限公司 电动汽车
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