Design method of vehicle aluminum alloy subframe and vehicle

Abstract

The application provides a design method of a vehicle aluminum alloy subframe and a vehicle. The design method comprises the following steps: S1: obtaining welding related parameters of a current subframe, and determining whether the welding process of the subframe meets preset first requirements according to the welding related parameters; if yes, the step S2 is entered; S2: analyzing the material mechanical properties of the subframe, and determining whether the modal of the subframe meets preset first frequency values and whether the subframe meets collision requirements under the vibration frequency of all vehicle speeds; if the subframe meets the collision requirements and the modal of the subframe meets the first frequency values, the design of the subframe is completed; if the subframe does not meet the collision requirements and / or the modal of the subframe does not meet the first frequency values, the structure of the subframe is adjusted, and the step S1 is repeatedly entered. Thus, the designed aluminum alloy subframe can well meet the collision regulation requirements.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle structure preparation, and particularly relates to a design method of an aluminum alloy auxiliary frame of a vehicle and the vehicle. BACKGROUND

[0002] At present, vehicles have become an indispensable means of transportation for people. Electric vehicles are powered by on-board power sources, meet various requirements of road traffic and safety regulations, and have a wide prospect because they have less impact on the environment. However, electric vehicles also have the requirement of lightweight. In order to achieve the lightweight of vehicles, and because aluminum alloy materials have the advantages of low density, good formability, corrosion resistance and the like, many vehicles begin to change the material of the vehicle structure from steel to aluminum alloy material, especially the auxiliary frame of the vehicle.

[0003] In the patent with the publication number CN111259513A, a method for optimizing the performance of an aluminum alloy auxiliary frame based on CA theory is disclosed. The patent develops a calculation method for the performance of precipitated phase pure components and multi-phase cast aluminum alloy materials based on the idea of material genetic engineering, and realizes application demonstration based on the integrated calculation and simulation of the whole process of "design-alloy-technology-organization-performance" of the cast aluminum alloy metal mold. However, the aluminum alloy auxiliary frame needs to meet certain crash regulation requirements during the vehicle frontal and side impact processes. The existing technology does not have a method for designing the aluminum alloy auxiliary frame to meet the crash regulation requirements. Therefore, whether the designed aluminum alloy auxiliary frame meets the crash regulation requirements still needs to be tested by subsequent tests such as vehicle tests, which is complicated and costly. SUMMARY

[0004] The present application aims to solve the problem in the prior art that there is no method for designing the aluminum alloy auxiliary frame to meet the crash regulation requirements, and whether the designed aluminum alloy auxiliary frame meets the crash regulation requirements still needs to be tested by subsequent tests such as vehicle tests, which is complicated and costly.

[0005] To solve the above problems, the embodiment of the present application discloses a design method of an aluminum alloy auxiliary frame of a vehicle, which comprises the following steps:

[0006] S1: obtaining welding-related parameters of the current auxiliary frame, and determining whether the welding process of the auxiliary frame meets a preset first requirement according to the welding-related parameters;

[0007] If yes, step S2 is entered;

[0008] S2: analyzing the material mechanics performance of the auxiliary frame, and determining whether the auxiliary frame mode meets a preset first frequency value and whether the auxiliary frame meets the crash requirements under the vibration frequency of all vehicle speeds;

[0009] If the subframe meets the crash requirements and the subframe mode meets the first frequency value, the subframe design is completed.

[0010] If the subframe does not meet the crash requirements and / or the subframe mode does not meet the first frequency value, the structure of the subframe is adjusted, and step S1 is repeated.

[0011] According to the above technical solution, in the design process of the vehicle aluminum alloy subframe, first, whether the welding process of the obtained current subframe meets the requirements is judged according to the obtained welding related parameters of the current subframe, then the material mechanics performance of the subframe is analyzed to judge whether the subframe mode meets the first frequency value and whether the subframe meets the crash requirements (for example, the crash regulation requirements), and when the crash requirements are not met and / or the subframe mode does not meet the first frequency value, the design is re-performed. Therefore, in the design process of the vehicle subframe, a design process of the aluminum alloy subframe is provided, various analysis methods are used to gradually judge and analyze whether the design of the aluminum alloy subframe meets the requirements, so that the designed aluminum alloy subframe can well meet the crash regulation requirements.

[0012] According to another specific embodiment of the present application, the design method of the vehicle aluminum alloy subframe disclosed by the embodiment of the present application, the welding related parameters include the joint at the welding position and the weld penetration at the welding position; the first preset requirement includes that the joint at the welding position of the subframe is a fillet, and the weld penetration at the welding position exceeds the preset percentage of the profile base material of the subframe.

[0013] According to the above technical solution, the joint at the welding position of the subframe is set to a fillet, and the weld penetration exceeds the preset percentage of the profile base material of the subframe, so that the obtained subframe can have good and stable performance.

[0014] According to another specific embodiment of the present application, the design method of the vehicle aluminum alloy subframe disclosed by the embodiment of the present application, the preset percentage is 20%.

[0015] According to another specific embodiment of the present application, the design method of the vehicle aluminum alloy subframe disclosed by the embodiment of the present application, in step S2, the material mechanics performance of the subframe includes the yield strength and the tensile strength of the material.

[0016] According to the above technical solution, by analyzing the material mechanics performance of the subframe, a subframe that more meets the crash requirements can be designed.

[0017] According to another specific embodiment of the present application, the method for designing the vehicle aluminum alloy subframe disclosed by the present application includes the following steps: S21: judging whether the yield strength of the material at the connection between the subframe and the vehicle body is greater than or equal to a first strength threshold value and whether the yield strength of the material at the front cabin energy absorption box of the subframe is greater than or equal to a second strength threshold value; if yes, the step S22 is entered; if no, it is judged that the subframe does not meet the crash requirement; S22: judging whether the preset intrusion requirement is met in the crash test of the subframe; if yes, the step S23 is entered; if no, it is judged that the subframe does not meet the crash requirement; S23: judging whether the maximum energy absorption amount at the front cabin energy absorption box of the subframe in the crash test of the subframe is greater than or equal to an energy absorption threshold value; if yes, the step S24 is entered; if no, it is judged that the subframe does not meet the crash requirement; S24: judging whether the corresponding longitudinal beam bending angle at the connection between the subframe and the longitudinal beam of the subframe in the crash test of the subframe meets the preset angle requirement; if yes, the step S25 is entered; if no, it is judged that the subframe does not meet the crash requirement; S25: judging whether the test crack of the subframe in the crash test of the subframe is less than or equal to a crack width threshold value; if yes, the subframe meets the crash requirement; if no, it is judged that the subframe does not meet the crash requirement.

[0018] According to the above technical scheme, the performance parameters at multiple positions of the subframe are analyzed and judged, and only when the performance parameters at the multiple positions all meet the preset requirements, the subframe can be judged to meet the crash requirement. Therefore, the aluminum alloy subframe designed in this way has good crash performance and improves the user experience.

[0019] According to another specific embodiment of the present application, the method for designing the vehicle aluminum alloy subframe disclosed by the present application includes the following steps: if the maximum energy absorption amount at the front cabin energy absorption box of the subframe is less than the energy absorption threshold value in the step S23, the structure of the subframe is adjusted, including: the collapse holes of the front cabin energy absorption box of the subframe are uniformly arranged and proportionally reduced from the front cabin beam end to the longitudinal beam end.

[0020] According to the above technical scheme, the maximum energy absorption amount of the designed front cabin energy absorption box can be improved, so that the vehicle subframe can meet the crash requirement better.

[0021] According to another specific embodiment of the present application, the method for designing the vehicle aluminum alloy subframe disclosed by the present application includes the following steps: in the step S24, the preset angle requirement includes that the longitudinal beam bending angle is greater than or equal to a first angle threshold value and less than a second angle threshold value.

[0022] According to another specific embodiment of the present application, the vehicle aluminum alloy subframe design method disclosed by the embodiments of the present application, in step S25, if the test crack of the subframe is greater than the crack width threshold, it is judged that the subframe does not meet the crash requirements, and the test crack type is judged, and the structure of the subframe is adjusted according to the test crack type; wherein, if the test crack type is judged to be an aluminum profile crack, the structure adjustment of the subframe includes increasing the thickness at the crack and / or increasing the cavity chamfer; if the test crack type is judged to be a welding material crack, the structure adjustment of the subframe includes increasing the weld strength.

[0023] With the above technical solution, after the test crack of the vehicle subframe is greater than the crack width threshold, the structure of the subframe is adjusted by increasing the cavity chamfer or increasing the weld strength, so that the crack width is relatively small during the crash process. Therefore, the obtained subframe is more solid and more in line with the vehicle crash requirements, thereby improving the safety of the vehicle and increasing the user experience.

[0024] According to another specific embodiment of the present application, the vehicle aluminum alloy subframe design method disclosed by the embodiments of the present application, the first strength threshold is 440MPa; the second strength threshold is 240MPa; the first angle threshold is 15°, and the second angle threshold is 75°; the crack width threshold is 5mm.

[0025] The present application also provides a vehicle comprising an aluminum alloy subframe designed by the vehicle aluminum alloy subframe design method as described above.

[0026] The present application has the following advantages:

[0027] In the design process of the vehicle aluminum alloy subframe, first, according to the obtained welding related parameters of the initial subframe, it is judged whether the welding process of the subframe meets the requirements, then the material mechanics performance of the subframe is analyzed, it is judged whether the subframe mode meets the preset first frequency value and whether the subframe meets the crash regulation requirements, when the crash regulation requirements are not met and / or the subframe mode does not meet the first frequency value, the design is re-performed. Thus, in the design process of the vehicle subframe, a design process of the aluminum alloy subframe is provided, various analysis methods are used to gradually judge and analyze whether the design of the aluminum alloy subframe meets the requirements, so that the designed aluminum alloy subframe can well meet the crash regulation requirements. BRIEF DESCRIPTION OF DRAWINGS

[0028] Fig. 1 is a flowchart of the vehicle aluminum alloy subframe design method provided by the embodiments of the present application;

[0029] Fig. 2Is the flow chart of judging whether the subframe meets the collision requirement in the design method of the vehicle aluminum alloy subframe provided by the embodiment of the application;

[0030] Figs. 3a-3d Is the comparison schematic diagram of the maximum acceleration of vehicle collision and the collision area of the front end of the vehicle of the aluminum alloy subframe and the steel subframe in the vehicle frontal crash experiment under the same intrusion amount and collision time in the design method of the vehicle aluminum alloy subframe provided by the embodiment of the application;

[0031] Figs. 4a-4c Is the comparison schematic diagram of the maximum acceleration of vehicle collision and the collision area of the front end of the vehicle of the aluminum alloy subframe and the steel subframe in the vehicle side crash experiment under the same intrusion amount and collision time in the design method of the vehicle aluminum alloy subframe provided by the embodiment of the application. DETAILED DESCRIPTION

[0032] The present application will be described in more detail by the following specific embodiments, and those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in the specification. Although the description of the present application will be introduced in combination with the preferred embodiments, this does not mean that the features of the present application are limited to the embodiments. On the contrary, the purpose of introducing the application in combination with the embodiments is to cover other options or modifications that can be extended based on the claims of the present application. In order to provide a deep understanding of the present application, many specific details will be included in the following description. The present application can also be implemented without using these details. In addition, in order to avoid confusion or obscure the focus of the present application, some specific details will be omitted in the description. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0033] It should be noted that in the specification, similar labels and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0034] The terms "first", "second", and the like are only used for differentiation description, and cannot be understood as indicating or implying relative importance.

[0035] In order to make the purpose, technical scheme and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the drawings.

[0036] To solve the problem that there is no method for designing aluminum alloy subframe to meet the collision regulations in the prior art, whether the designed aluminum alloy subframe meets the collision regulations still needs subsequent tests such as vehicle test, and there are problems of complicated steps and high cost. The application provides a design method of vehicle aluminum alloy subframe, which gradually judges and analyzes whether the design of the aluminum alloy subframe meets the requirements through various analysis methods, and the designed aluminum alloy subframe can well meet the collision regulation requirements.

[0037] Next, the process and advantages of the design method of the vehicle aluminum alloy subframe provided by the application will be described in detail in combination with Figs. 1-2 .

[0038] As shown in Fig. 1 , the method comprises the following steps: S1: obtaining welding related parameters of the current subframe, and judging whether the welding process of the subframe meets the preset first requirement according to the welding related parameters; if yes, step S2 is entered.

[0039] It should be noted that if it is judged according to the welding related parameters that the welding process of the subframe does not meet the preset first requirement, the welding of the subframe needs to be adjusted again, including re-welding, repair welding, etc.

[0040] S2: analyzing the material mechanical properties of the subframe, and judging whether the modal of the subframe meets the preset first frequency value and whether the subframe meets the collision requirements under the vibration frequency of all vehicle speeds.

[0041] If the subframe meets the collision requirements and the modal of the subframe meets the first frequency value, the design of the subframe is completed.

[0042] If the subframe does not meet the collision requirements and / or the modal of the subframe does not meet the first frequency value, the structure of the subframe is adjusted, and step S1 is repeated.

[0043] By using the above technical solution, in the design process of the vehicle aluminum alloy subframe, first, whether the welding process of the subframe meets the requirements is judged according to the obtained welding related parameters of the current subframe, then the material mechanical properties of the subframe are analyzed to judge whether the modal of the subframe meets the preset first frequency value and whether the subframe meets the collision regulation requirements, and when the collision regulation requirements are not met and / or the modal of the subframe does not meet the first frequency value, the design is re-performed. Thus, in the design process of the vehicle subframe, a design process of the aluminum alloy subframe is provided, and whether the design of the aluminum alloy subframe meets the requirements is gradually judged and analyzed through various analysis methods, so that the designed aluminum alloy subframe can well meet the collision regulation requirements.

[0044] In an embodiment of the present application, the welding-related parameters include a fillet of the welding position and a welding penetration of the welding position. The preset first requirement includes that the fillet of the welding position of the subframe is rounded and the welding penetration of the welding position exceeds a preset percentage of the profile base material of the subframe.

[0045] In an embodiment of the present application, the preset percentage is 20%.

[0046] Specifically, the welding position of the subframe mainly includes welding positions between the upper plate, the lower plate, the left and right connecting struts, and the left and right swing arm mounting plates of the subframe.

[0047] The fillet of the welding position of the subframe is rounded and the welding penetration exceeds a preset percentage of the profile base material of the subframe, so that the obtained subframe can have good and stable performance.

[0048] In an embodiment of the present application, in step S2, the material mechanical properties of the subframe include the yield strength and the tensile strength of the material.

[0049] Specifically, in the design process of the vehicle subframe, the yield strength and the tensile strength of the material have a relatively large impact on the crash performance of the subframe. By analyzing the material mechanical properties of the subframe, a subframe that can meet the crash requirements can be designed.

[0050] It should be noted that in the analysis process of material mechanics, other properties of the subframe material can also be analyzed at the same time, so that the performance of the material can be evaluated from multiple aspects. The other properties of the subframe material can include density, melting point, thermal expansion, thermal conductivity, electrical conductivity, magnetism, corrosion resistance, oxidation resistance, chemical stability, strength, elasticity and rigidity, plasticity, hardness, toughness, castability, forging type, weldability, machinability, heat treatment, etc. One or more of the above properties related to the design of the subframe can be analyzed.

[0051] As shown in FIG. 2, in an embodiment of the present application, in step S2, determining whether the subframe meets the crash requirements includes: Fig. 2

[0052] S21: obtaining the yield strength of the material at the connection between the subframe and the vehicle body and the yield strength of the material at the front cabin energy absorption box of the subframe, and determining whether the yield strength of the material at the connection between the subframe and the vehicle body is greater than or equal to a first strength threshold value and whether the yield strength of the material at the front cabin energy absorption box of the subframe is greater than or equal to a second strength threshold value;

[0053] If yes, go to step S22;

[0054] If no, it is determined that the subframe does not meet the crash requirements.​

[0055] When one or both of the yield strength of the material at the connection between the subframe and the vehicle body and the yield strength of the material at the front cabin energy absorption box of the subframe does not meet the requirements, the material of the subframe needs to be adjusted so that the yield strength of the material at the connection between the subframe and the vehicle body and the yield strength of the material at the front cabin energy absorption box of the subframe both meet the requirements.

[0056] In a specific embodiment, the first strength threshold is 440 MPa; and the second strength threshold is 240 MPa.

[0057] S22: Obtain the intrusion amount of the subframe, and determine whether the intrusion amount meets a preset intrusion amount requirement in the collision test of the subframe.

[0058] If yes, proceed to step S23.

[0059] If no, it is determined that the subframe does not meet the collision requirement.

[0060] It should be noted that if the intrusion amount of the vehicle subframe does not meet the collision requirement, the structure of the vehicle subframe needs to be adjusted, including adjusting the material and connection structure of the subframe.

[0061] S23: Obtain the maximum energy absorption amount at the front cabin energy absorption box of the subframe, and determine whether the maximum energy absorption amount at the front cabin energy absorption box of the subframe is greater than or equal to an energy absorption threshold in the collision test of the subframe.

[0062] If yes, proceed to step S24.

[0063] If no, it is determined that the subframe does not meet the collision requirement.

[0064] Specifically, in a specific embodiment of the present application, if the maximum energy absorption amount at the front cabin energy absorption box of the subframe is less than the energy absorption threshold, the structure adjustment of the subframe includes: uniformly arranging and proportionally reducing the collapse holes of the front cabin energy absorption box of the subframe from the front cabin beam end to the longitudinal beam end.

[0065] The energy absorption threshold is obtained through calibration test. A large energy absorption amount of the energy absorption box indicates that the vehicle subframe can better disperse and absorb collision force in the collision process, thereby better protecting the passengers of the vehicle. By uniformly arranging and proportionally reducing the collapse holes of the front cabin energy absorption box of the subframe from the front cabin beam end to the longitudinal beam end, the maximum energy absorption amount of the designed front cabin energy absorption box can be improved, so that the vehicle subframe is more in line with the collision requirement.

[0066] S24: Obtain the longitudinal beam bending angle of the subframe at the connection between the subframe and the longitudinal beam, and determine whether the corresponding longitudinal beam bending angle of the subframe at the connection between the subframe and the longitudinal beam in the crash test of the subframe meets the preset angle requirement;

[0067] If yes, go to step S25;

[0068] If no, it is determined that the subframe does not meet the crash requirement.

[0069] Specifically, in one specific embodiment of the present application, the preset angle requirement comprises that the longitudinal beam bending angle is greater than or equal to a first angle threshold and less than a second angle threshold.

[0070] In one embodiment, the first angle threshold is 15° and the second angle threshold is 75°.

[0071] If the longitudinal beam bending angle does not meet the preset angle requirement, the structure of the connection between the subframe and the longitudinal beam is adjusted so that the longitudinal beam bending angle of the subframe at the connection between the subframe and the longitudinal beam in the crash test meets the preset angle requirement.

[0072] S25: Obtain the test crack of the subframe, and determine whether the test crack of the subframe in the crash test of the subframe is less than or equal to a crack width threshold;

[0073] If yes, the subframe meets the crash requirement;

[0074] If no, it is determined that the subframe does not meet the crash requirement.

[0075] It should be noted that whether the subframe meets the requirement is analyzed and designed by CAE analysis and design software. Whether the yield strength of the material, the intrusion amount, the maximum energy absorption of the front compartment energy absorption box, the test crack of the subframe, and whether the corresponding longitudinal beam bending angle of the subframe at the connection between the subframe and the longitudinal beam meets the preset angle requirement can be analyzed and designed by the CAE software.

[0076] Specifically, in one specific embodiment of the present application, if the test crack of the subframe is greater than the crack width threshold, it is determined that the subframe does not meet the crash requirement, and the test crack type is determined, and the structure of the subframe is adjusted according to the test crack type; wherein if the test crack type is determined to be an aluminum alloy crack, the structure adjustment of the subframe comprises increasing the thickness of the crack and / or increasing the cavity chamfer; if the test crack type is determined to be a welding material crack, the structure adjustment of the subframe comprises increasing the weld strength.

[0077] When the test crack of the vehicle subframe is greater than the crack width threshold, the structure of the subframe is adjusted by increasing the cavity chamfer or increasing the weld strength, so that the crack width of the subframe is relatively small during the collision process, so that the obtained subframe is more solid and can meet the vehicle collision requirements better, thereby improving the safety of the vehicle and increasing the user experience.

[0078] In one specific embodiment, the crack width threshold is 5mm.

[0079] The steps S21-S25 of judging whether the subframe meets the collision requirements are only one embodiment. It should be noted that the order of steps S21-S25 can be adjusted according to actual needs, and is not limited to the order in the embodiment.

[0080] By analyzing and judging the performance parameters of multiple places of the subframe, only when the performance of the multiple places all meets the preset requirements, the subframe can be judged to meet the collision requirements, and thus the aluminum alloy subframe designed by the design method of the vehicle aluminum alloy subframe provided by the present application has good crash performance and increases the user experience.

[0081] Figs. 3a-3d The aluminum alloy subframe designed by the design method of the vehicle aluminum alloy subframe provided by the present application and the steel subframe have the same collision intrusion amount and collision time during the frontal collision experiment, and the comparison of the maximum collision acceleration of the vehicle and the comparison of the collision area of the front end of the vehicle are shown in the schematic diagram.

[0082] Specifically, as shown in Figs. 3a-3b The schematic diagram of the comparison of the maximum collision acceleration of the vehicle with the aluminum alloy subframe and the vehicle with the steel subframe in two frontal collision experiments is shown in the schematic diagram.

[0083] As shown in Fig. 3a The maximum collision acceleration of the vehicle with the aluminum alloy subframe during the collision process is 44.526g, and the maximum acceleration of the vehicle with the steel subframe during the collision process is 43.2341g. The vehicle with the aluminum alloy subframe reaches the maximum collision acceleration earlier than the vehicle with the steel subframe.

[0084] As shown in Fig. 3b The maximum collision acceleration of the vehicle with the aluminum alloy subframe during the collision process is 42.5798g, and the maximum acceleration of the vehicle with the steel subframe during the collision process is 44.7511g. The vehicle with the aluminum alloy subframe reaches the maximum collision acceleration earlier than the vehicle with the steel subframe.

[0085] As shown in Fig. 3c The intrusion amount of the vehicle with the aluminum alloy subframe in the frontal collision experiment is 1.064*102 This is a schematic diagram of the deformation area at the front end of the vehicle. Area 1 is the area of ​​deep deformation, and area 2 is the area of ​​slight deformation.

[0086] like Fig. 3d As shown, the intrusion depth of a vehicle equipped with a steel subframe in a frontal collision test is 1.057*10. 2 This is a schematic diagram of the deformation area at the front end of the vehicle. Area 1 is the area of ​​deep deformation, and area 2 is the area of ​​slight deformation.

[0087] from Fig. 3c and Fig. 3d It can be seen that, under the same amount of intrusion, the area of ​​the slight deformation zone is almost the same for vehicles with aluminum alloy subframes and vehicles with steel subframes. However, the area of ​​deep deformation zone of vehicles with aluminum alloy subframes is much smaller than that of vehicles with steel subframes.

[0088] In summary, vehicles equipped with aluminum alloy subframes reach maximum acceleration earlier in frontal collision tests, meaning they reach maximum force sooner and the duration of the collision is reduced, thus minimizing the time passengers are continuously injured. Furthermore, for the same intrusion depth, they exhibit a smaller deformation zone. Therefore, the aluminum alloy subframe designed using the method provided in this invention better meets collision regulations.

[0089] Furthermore, such as Fig. 4a The diagram shows a comparison of the maximum collision acceleration of a vehicle with an aluminum alloy subframe and a vehicle with a steel subframe in a side-impact collision test.

[0090] like Fig. 4a As shown, the maximum collision acceleration of a vehicle with an aluminum alloy subframe during a frontal collision is 41.7719g, while the maximum acceleration of a vehicle with a steel subframe during a collision is 37.8038g. The maximum collision acceleration of a vehicle with an aluminum alloy subframe is smaller than that of a vehicle with a steel subframe.

[0091] like Fig. 4b As shown, the intrusion depth of a vehicle equipped with an aluminum alloy subframe in a side-impact test was 1.917*10. 2 A schematic diagram of the deformation area 1 on the side of the vehicle.

[0092] like Fig. 4c As shown, the intrusion depth of a vehicle equipped with a steel subframe in a side-impact test was 1.899*10. 2 A schematic diagram of the deformation area 1 on the side of the vehicle.

[0093] In summary, the vehicle with the aluminum alloy subframe has smaller maximum acceleration in the side impact test than the vehicle with the steel subframe, that is, smaller maximum impact force, and the time for which the passenger is continuously subjected to the impact is reduced. In addition, under the same intrusion amount, the deformation area of the composite subframe is almost the same as that of the steel subframe. Therefore, the aluminum alloy subframe designed by the design method of the vehicle aluminum alloy subframe provided by the present application has the same side impact performance as the steel subframe while reducing the weight of the vehicle, and can better meet the requirements of the collision regulations.

[0094] The present application also provides a vehicle provided with the aluminum alloy subframe designed by the design method of the vehicle aluminum alloy subframe.

[0095] Although the present application has been illustrated and described with reference to certain preferred embodiments thereof, it should be understood by those skilled in the art that the foregoing is a further detailed description of the present application in connection with the specific embodiments, and is not intended to limit the specific embodiments of the present application. Those skilled in the art can make various changes in form and details without departing from the spirit and scope of the present application, including making several simple deductions or substitutions.

Claims

1. A method of designing a vehicle aluminum alloy subframe, characterized by, The method comprises the steps of: S1: obtaining current welding-related parameters of the subframe, and determining whether the welding process of the subframe meets preset first requirements according to the welding-related parameters, wherein the welding-related parameters comprise a joint at a welding position and a weld penetration at the welding position, and the preset first requirements comprise that the joint at the welding position is a fillet, and the weld penetration at the welding position exceeds a preset percentage of a profile base material of the subframe; if yes, step S2 is entered; S2: analyzing material mechanics performance of the subframe, and determining whether a mode of the subframe meets a preset first frequency value at vibration frequencies of the subframe at all vehicle speeds and whether the subframe meets a collision requirement; if the subframe meets the collision requirement and the mode of the subframe meets the first frequency value, the design of the subframe is completed; if the subframe does not meet the collision requirement and / or the mode of the subframe does not meet the first frequency value, the structure of the subframe is adjusted, and step S1 is repeatedly entered.

2. The method of designing a vehicle aluminum alloy subframe of claim 1, wherein, The preset percentage is 20%.

3. The method of designing a vehicle aluminum alloy subframe of claim 2, wherein, In the step S2, the material mechanics performance of the subframe comprises yield strength and tensile strength of the material.

4. The method of designing a vehicle aluminum alloy subframe of claim 3, wherein, In the step S2, determining whether the subframe meets the collision requirement comprises: S21: determining whether yield strength of a material at a connection position of the subframe and a vehicle body is greater than or equal to a first strength threshold value, and whether yield strength of a material at a front cabin energy absorption box of the subframe is greater than or equal to a second strength threshold value; if yes, step S22 is entered; if no, it is determined that the subframe does not meet the collision requirement; S22: determining whether a preset intrusion amount requirement is met in a collision test of the subframe; if yes, step S23 is entered; if no, it is determined that the subframe does not meet the collision requirement; S23: determining whether a maximum energy absorption amount at the front cabin energy absorption box of the subframe in the collision test of the subframe is greater than or equal to an energy absorption threshold value; if yes, step S24 is entered; if no, it is determined that the subframe does not meet the collision requirement; S24: determining whether a corresponding longitudinal beam bending angle at a connection position of the subframe and the longitudinal beam in the collision test of the subframe meets a preset angle requirement; if yes, step S25 is entered; if no, it is determined that the subframe does not meet the collision requirement; S25: determining whether a test crack of the subframe in the collision test of the subframe is less than or equal to a crack width threshold value; if yes, it is determined that the subframe meets the collision requirement; if no, it is determined that the subframe does not meet the collision requirement.

5. The method of designing a vehicle aluminum alloy subframe of claim 4, wherein, In the step S23, if the maximum energy absorption amount at the front cabin energy absorption box of the subframe is less than the energy absorption threshold value, the structure adjustment of the subframe comprises: proportionally reducing a collapse hole of the front cabin energy absorption box of the subframe from a front bumper beam end to a longitudinal beam end, and uniformly arranging the collapse hole.

6. The method of designing a vehicle aluminum alloy subframe of claim 4, wherein, In the step S24, the preset angle requirement comprises: the longitudinal beam bending angle is greater than or equal to a first angle threshold value and less than a second angle threshold value.

7. The method of designing a vehicle aluminum alloy subframe of any of claims 4-6, wherein, In step S25, if the test crack of the sub-frame is greater than the crack width threshold, it is determined that the sub-frame does not meet the crash requirement, and the test crack type is determined, and the structure of the sub-frame is adjusted according to the test crack type; wherein, If it is determined that the test crack type is an aluminum profile crack, the structural adjustment of the sub-frame includes increasing the thickness at the crack and / or increasing the cavity chamfer; If it is determined that the test crack type is a welding material crack, the structural adjustment of the sub-frame includes increasing the weld strength.

8. The design method of the vehicle aluminum alloy sub-frame according to claim 6, wherein, the first strength threshold is 440 MPa; and the second strength threshold is 240 MPa; the first angle threshold is 15°, and the second angle threshold is 75°; the crack width threshold is 5 mm.

9. A vehicle characterized by comprising: The aluminum alloy sub-frame designed by the design method of the vehicle aluminum alloy sub-frame according to any one of claims 1-8.

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