A front subframe

Abstract

This application relates to a front subframe, which includes a front crossbeam, a rear crossbeam, and a left longitudinal beam and a right longitudinal beam connected between the front crossbeam and the rear crossbeam; the front body mounting points, induction grooves, longitudinal beam mounting arms, rear body mounting points and reinforcing plates are successively arranged on the left longitudinal beam and the right longitudinal beam from front to rear. By reasonably arranging multi-stage collision protection and energy absorption structures on the front subframe from front to rear, this application well balances the strength requirements of the subframe assembly and the requirements for collapse deformation. When a vehicle undergoes a frontal collision, the collision characteristics of the subframe are fully utilized to maximize the protection of the occupants and the battery pack, reduce injuries, and improve the safety performance of the whole vehicle.

Description

Technical Field

[0001] This application relates to the technical field of automobiles, and particularly to a front subframe. Background Art

[0002] Frontal collision traffic accidents of automobiles account for more than 50% of the entire automobile collision accidents. Especially today when electric vehicles are becoming increasingly popular, additional protection for the battery is required during a frontal collision of an automobile. If the battery is damaged by a collision, a fire is extremely likely to occur. When an automobile has a frontal collision, it is required that the front-end structure of the automobile has sufficient strength and stiffness and cannot collapse upon impact. At the same time, it is required that the overall strength and stiffness of the subframe are not too high, and sufficient crush deformation is needed to absorb the collision energy to protect the safety of the occupants and the battery pack.

[0003] The subframe is the main component for frontal collision and energy absorption of an automobile, and its collision characteristics determine the collision characteristics of the entire vehicle. The current subframe structure is difficult to achieve a balance among overall strength, stiffness, and crush deformation. Especially, the crush structure usually adopts a single or single-stage structure to achieve, which is difficult to exert the overall performance of the subframe and difficult to provide sufficient safety guarantee for the collision of the entire vehicle. Summary of the Invention

[0004] An embodiment of this application provides a front subframe to solve the problem of insufficient collision performance of the front subframe in the related art.

[0005] The technical solution provided by this application is specifically as follows:

[0006] This application provides a front subframe, including a front cross member, a rear cross member, and a left longitudinal beam and a right longitudinal beam connected between the front cross member and the rear cross member;

[0007] The left longitudinal beam and the right longitudinal beam are successively provided with a front body mounting point, an induction groove, a longitudinal beam mounting arm, a rear body mounting point, and a reinforcing plate from front to back.

[0008] In some embodiments, the distance between the induction groove and the front body mounting point is 50%-60% of the distance between the longitudinal beam mounting arm and the front body mounting point;

[0009] The depth of the induction groove is 20%-25% of the thickness of the left longitudinal beam or the right longitudinal beam.

[0010] In some embodiments, reinforcing ribs are provided in the induction groove, and the reinforcing ribs extend along a direction parallel to the front cross member.

[0011] In some embodiments, the height of the reinforcing rib is 50%-80% of the depth of the induction groove.

[0012] In some embodiments, the top surface of the longitudinal beam mounting arm is provided with a C-shaped mounting ring with an opening facing forward.

[0013] In some embodiments, the included angle between the opening of the C-shaped mounting ring and the center line of the front subframe is 25°-35°;

[0014] And / or, the opening width of the C-shaped mounting ring is 50%-80% of the inner diameter of the C-shaped mounting ring.

[0015] In some embodiments, the left longitudinal beam has a left rear support leg extending to the left rear side of the rear cross beam, and a left rear body mounting point is provided at the end of the left rear support leg;

[0016] The right longitudinal beam has a right rear support leg extending to the right rear side of the rear cross beam, and a right rear body mounting point is provided at the end of the right rear support leg.

[0017] In some embodiments, a left reinforcing plate is provided at the end of the left rear support leg;

[0018] A right reinforcing plate is provided at the end of the right rear support leg.

[0019] In some embodiments, the left longitudinal beam and the right longitudinal beam are concave arcs with high ends and low middle parts.

[0020] In some embodiments, the front subframe is a frame structure as a whole, and the left longitudinal beam and the right longitudinal beam have the same structure and are symmetrically arranged about the center line of the frame.

[0021] The beneficial effects brought by the technical solution provided by this application include: the front cross beam, the front part of the left longitudinal beam, the front part of the right longitudinal beam and the front body mounting point provide sufficient strength and stiffness for the subframe to form a first-level collision structure; the induction groove induces the deformation of the longitudinal beam during a collision to absorb the collision energy and form a second-level collision structure; the middle longitudinal beam mounting arm can improve the strength and stiffness of the middle and rear structures of the subframe to form a third-level collision structure; the rear part of the left longitudinal beam, the rear part of the right longitudinal beam and the rear body mounting point provide sufficient strength and stiffness for the subframe to form a fourth-level collision structure; the reinforcing plate effectively prevents the subframe from moving further backward and prevents the subframe and other structures from colliding with the battery pack at the back to form a fifth-level collision structure;

[0022] By reasonably arranging multi-level collision protection and energy absorption structures, the requirements for the strength and collapse deformation of the subframe assembly are well balanced. When a vehicle undergoes a frontal collision, the collision characteristics of the subframe are fully utilized to maximize the protection of the occupants and the battery pack, reduce injuries, and improve the safety performance of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0024] Figure 1 It is a schematic structural diagram of the front subframe provided by the embodiment of the present application;

[0025] Figure 2 It is a top view of the front subframe provided by the embodiment of the present application;

[0026] Figure 3 It is a left view of the front subframe provided by the embodiment of the present application;

[0027] Figure 4 is Figure 2 the partial enlarged view of A in

[0028] In the figure: 1, front cross member; 2, rear cross member; 3, left longitudinal beam; 31, left rear support foot; 4, right longitudinal beam; 41, right rear support foot; 5, front body mounting point; 51, left front body mounting point; 52, right front body mounting point; 6, induction groove; 601, reinforcing rib; 7, longitudinal beam mounting arm; 701, C-shaped mounting ring; 8, rear body mounting point; 81, left rear body mounting point; 82, right rear body mounting point; 9, reinforcing plate; 91, left reinforcing plate; 92, right reinforcing plate. Specific Embodiments

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0030] Refer to Figure 1 and Figure 2 As shown, the embodiment of the present application provides a front subframe, including a front cross member 1, a rear cross member 2, and a left longitudinal beam 3 and a right longitudinal beam 4 connected between the front cross member 1 and the rear cross member 2;

[0031] The left longitudinal beam 3 and the right longitudinal beam 4 are successively provided with a front body mounting point 5, an induction groove 6, a longitudinal beam mounting arm 7, a rear body mounting point 8, and a reinforcing plate 9 from front to back.

[0032] The front subframe of the embodiment of the present application is a frame structure, which is a rectangular frame structure integrally welded by a left longitudinal beam 3 and a right longitudinal beam 4 that are spaced apart from each other and symmetrically arranged left and right, and a front cross beam 1 and a rear cross beam 2 fixed at both ends of the left longitudinal beam 3 and the right longitudinal beam 4;

[0033] The front cross beam 1, the front part of the left longitudinal beam 3, the front part of the right longitudinal beam 4, and the front body mounting point 5 provide sufficient strength and stiffness for the subframe, forming a first-level collision structure to prevent the premature failure of the subframe in the initial stage of a collision. The deformation of this level of structure is relatively small;

[0034] The induction groove 6 located at the front of the longitudinal beam induces the deformation of the longitudinal beam during a collision to absorb a large amount of collision energy, forming a second-level collision collapse energy absorption area. The deformation of this level of structure is relatively large;

[0035] The longitudinal beam mounting arm 7 located in the middle of the longitudinal beam provides a mounting point for the subframe and the body structure, thereby improving the strength and stiffness of the middle and rear structures of the subframe, forming a third-level collision structure. When a frontal collision occurs, the rear structure of the subframe longitudinal beam is fully involved in the collision process to prevent the premature failure of the rear structure of the subframe. The deformation of this level of structure is relatively large;

[0036] The rear part of the left longitudinal beam 3, the rear part of the right longitudinal beam 4, and the rear body mounting point 8 provide sufficient strength and stiffness for the subframe, forming a fourth-level collision structure to prevent the subframe from moving backward too far in the later stage of a collision, reducing the displacement of the subframe invading the vehicle passenger compartment, and improving passenger safety. The deformation of this level of structure is relatively small;

[0037] The reinforcing plate 9 located at the rear of the longitudinal beam provides a connection point between the rear end of the subframe and the body, forming a fifth-level collision structure, further reducing the distance that the subframe moves backward during a collision, preventing the subframe and other structures from colliding with the battery pack behind, and improving passenger safety at the same time. The deformation of this level of structure is the smallest;

[0038] The front subframe of the present application is reasonably arranged with multiple levels of collision protection and energy absorption structures from front to back, which well balances the requirements of the strength of the subframe assembly and the collapse deformation. When a frontal collision occurs to the vehicle, it can not only prevent the situation of collapsing at the first touch, but also fully utilize the collision characteristics of the subframe through multiple levels of collapse energy absorption structures and arrangements, maximize the protection of the occupants and the battery pack, reduce injuries, and improve the safety performance of the whole vehicle.

[0039] Further, the front cross beam 1, the rear cross beam 2, the left longitudinal beam 3, and the right longitudinal beam 4 are all structures with cavities formed by buckling upper and lower sheets.

[0040] Specifically, the front body mounting point 5 includes a left front body mounting point 51 and a right front body mounting point 52, which are symmetrically arranged at both ends of the front cross beam 1 respectively.

[0041] It should be noted that in this application, the upper end surface of the left longitudinal beam 3 or the right longitudinal beam 4 refers to the end surface adjacent to the vehicle body on the left longitudinal beam 3 or the right longitudinal beam 4 when the subframe is installed on the vehicle body, and the lower end surface is the other end surface opposite to the upper end surface in the left longitudinal beam 3 or the right longitudinal beam 4.

[0042] Furthermore, the cross-section of the left longitudinal beam 3 or the right longitudinal beam 4 in the embodiments of this application includes, but is not limited to, a rectangle.

[0043] See Figure 3 As shown, in some embodiments, the distance between the induction groove 6 and the front vehicle body mounting point 5 is 50%-60% of the distance between the longitudinal beam mounting arm 7 and the front vehicle body mounting point 5;

[0044] The depth of the induction groove 6 is 20%-25% of the thickness of the left longitudinal beam 3 or the right longitudinal beam 4.

[0045] The induction groove 6 in the embodiments of this application is formed by the left longitudinal beam 3 or the right longitudinal beam 4 being recessed from its upper end surface along the direction of the lower end surface. The induction groove 6 can guide the left longitudinal beam 3 and the right longitudinal beam 4 to bend towards the ground at the induction groove 6 during a frontal collision. On the one hand, it plays a role in energy absorption by crushing, and on the other hand, it can prevent the left longitudinal beam 3 and the right longitudinal beam 4 from invading the vehicle body during crushing and causing damage to vehicle body components.

[0046] See Figure 3 As shown, the distance between the induction groove 6 and the front vehicle body mounting point 5 is L 1 , and the distance between the longitudinal beam mounting arm 7 and the front vehicle body mounting point 5 is L 2 , when L 1 = L 2 *(50%-60%), the energy absorption effect of the induction groove 6 by crushing can be maximally exerted;

[0047] Specifically, the thickness of the left longitudinal beam 3 refers to the distance between the upper end surface and the lower end surface of the left longitudinal beam 3. The depth of the induction groove 6 has an important influence on the collision performance of the longitudinal beam. If the depth of the induction groove 6 is too large, the bending strength of the longitudinal beam is low, and it directly undergoes bending deformation, which is not conducive to absorbing the energy generated by the longitudinal beam during the collision. If the depth of the induction groove 6 is too small, it is difficult to exert the deformation induction effect of the induction groove 6 on the longitudinal beam, affecting the collision performance.

[0048] See Figure 3 As shown, in some embodiments, a reinforcing rib 601 is provided in the induction groove 6, and the reinforcing rib 601 extends along a direction parallel to the front cross beam 1.

[0049] The reinforcing rib 601 improves the strength of the longitudinal beam to a certain extent, avoiding premature bending and instability of the longitudinal beam during a collision, which may cause a large impact force on the rear structure. The reinforcing rib 601 is arranged along the length extension direction parallel to the front cross beam 1, which can ensure that the longitudinal beam bends and deforms at the induction groove 6 during a frontal collision.

[0050] In some embodiments, the height of the reinforcing rib 601 is 50%-80% of the depth of the induction groove 6.

[0051] If the height of the reinforcing rib 601 is too high, it will affect the energy absorption effect of the induction groove 6 and increase the difficulty of collision deformation of the longitudinal beam. If the height of the reinforcing rib 601 is too small, it is difficult to exert its strengthening effect on the longitudinal beam. By setting the height of the reinforcing rib 601 to 50%-80% of the depth of the induction groove 6, the strength and collision deformation of the longitudinal beam are effectively balanced, and the collision performance is maximized.

[0052] Those skilled in the art can make adaptive adjustments to the height of the reinforcing rib 601 according to the specific assembly situation.

[0053] See Figure 2 As shown, in some embodiments, the top surface of the longitudinal beam mounting arm 7 is provided with a C-shaped mounting ring 701 with an opening facing forward.

[0054] The C-shaped mounting ring 701 in the embodiment of the present application is used for the fixation of bolts. The C-shaped structure can weaken the stiffness of the mounting ring in the vertical direction. When the collision intensity of the subframe reaches or exceeds a certain energy level, the bolts in the C-shaped mounting ring 701 slip out from the opening of the C-shaped mounting ring 701 under the action of a large load. This process will further absorb the collision energy and release the potential of the rear structure of the subframe to absorb energy, further improving the collision performance of the subframe.

[0055] See Figure 3 As shown, in some embodiments, the angle between the opening of the C-shaped mounting ring 701 and the center line of the front subframe is 25°-35°;

[0056] And / or, the opening width of the C-shaped mounting ring 701 is 50%-80% of the inner diameter of the C-shaped mounting ring 701.

[0057] Through effective finite element simulation analysis tests, when the angle α between the opening of the C-shaped mounting ring 701 and the center line of the front subframe is 25°-35°, when the subframe undergoes a frontal collision, the bolts are more likely to slip out from the opening of the C-shaped mounting ring 701, and the C-shaped mounting ring 701 plays a role in collision energy absorption;

[0058] Among them, the size of the opening width D of the C-shaped mounting ring 701 has an important impact on the performance of the front subframe. The opening width D of the C-shaped mounting ring 701 should not be too large to ensure that the C-shaped mounting ring 701 can provide sufficient fixing strength for the bolt when the front subframe is not collided. At the same time, the opening width D of the C-shaped mounting ring 701 should not be too small. When the front subframe collides, the C-shaped mounting ring 701 can be quickly deformed under the action of the collision force to ensure that the bolt can break away from the opening. Therefore, in this application, it is preferred that the opening width of the C-shaped mounting ring 701 is 50%-80% of the inner diameter of the C-shaped mounting ring 701.

[0059] Those skilled in the art can make adaptive adjustments to the opening angle and opening width of the C-shaped mounting ring 701 according to the specific assembly situation.

[0060] See Figure 1-2 As shown, in some embodiments, the left longitudinal beam 3 has a left rear support leg 31 extending to the left rear side of the rear cross beam 2, and a left rear body mounting point 81 is provided at the end of the left rear support leg 31;

[0061] The right longitudinal beam 4 has a right rear support leg 41 extending to the right rear side of the rear cross beam 2, and a right rear body mounting point 82 is provided at the end of the right rear support leg 41.

[0062] Specifically, the front subframe can be fixed to the vehicle body by means of screw connection through the left front body mounting point 51, the right front body mounting point 52, the left rear body mounting point 81, the right rear body mounting point 91, and the C-shaped mounting ring 701. Screw connection is convenient for assembly. The front subframe assembled on the vehicle body can transmit the acting forces in all directions between the vehicle body and the front wheels, as well as the bending moment and torque generated thereby.

[0063] See Figure 1-2 As shown, in some embodiments, a left reinforcing plate 91 is provided at the end of the left rear support leg 31;

[0064] A right reinforcing plate 92 is provided at the end of the right rear support leg 32.

[0065] Specifically, the left reinforcing plate 91 overlaps below the left rear body mounting point 81, and the right reinforcing plate 92 overlaps below the right rear body mounting point 82. Further, mounting holes are provided on both the left reinforcing plate 91 and the right reinforcing plate 92, which can connect and fix the front subframe to the middle of the vehicle body. After the first few levels of collision structures collapse and lose their functions, the left reinforcing plate 91 and the right reinforcing plate 92 can effectively prevent the subframe from moving further backward, prevent the subframe and other structures from colliding with the battery pack behind, and at the same time prevent passengers from being more seriously injured.

[0066] See Figure 3As shown, in some embodiments, the left longitudinal beam 3 and the right longitudinal beam 4 are concave arcs that are higher at both ends and lower in the middle.

[0067] The left longitudinal beam 3 and the right longitudinal beam 4 adopt a concave arc structure that is higher at both ends and lower in the middle, which is easy to achieve automatic collapse of the longitudinal beam after a vehicle collision, and maximally guarantees the safety of the vehicle occupants.

[0068] In some embodiments, the front subframe is a frame structure as a whole, and the left longitudinal beam 3 and the right longitudinal beam 4 have the same structure and are symmetrically arranged about the center line of the frame.

[0069] This application reasonably arranges multi-level collision protection and energy absorption structures, well balances the strength requirements of the subframe assembly and the requirements for collapse deformation. When a vehicle has a frontal collision, it fully exerts the collision characteristics of the subframe, maximally protects the occupants and the battery pack, reduces injuries, improves the safety performance of the whole vehicle, reduces the complexity of the part structure, and reduces the cost of the front subframe.

[0070] In the description of this application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation to this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0071] It should be noted that in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "including", "comprising" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0072] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but rather will be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A front subframe, characterized in that, it includes a front cross member (1), a rear cross member (2), and a left longitudinal beam (3) and a right longitudinal beam (4) connected between the front cross member (1) and the rear cross member (2); the left longitudinal beam (3) and the right longitudinal beam (4) are successively provided with a front body mounting point (5), an induction groove (6), a longitudinal beam mounting arm (7), a rear body mounting point (8) and a reinforcing plate (9) from front to back; the induction groove (6) is formed by the left longitudinal beam (3) or the right longitudinal beam (4) being recessed from its upper end face along the lower end face direction; the distance between the induction groove (6) and the front body mounting point (5) is 50%-60% of the distance between the longitudinal beam mounting arm (7) and the front body mounting point (5); the depth of the induction groove (6) is 20%-25% of the thickness of the left longitudinal beam (3) or the right longitudinal beam (4); the top surface of the longitudinal beam mounting arm (7) is provided with a C-shaped mounting ring (701) with an opening facing forward; the included angle between the opening of the C-shaped mounting ring (701) and the center line of the front subframe is 25°-35°; and / or, the opening width of the C-shaped mounting ring (701) is 50%-80% of the inner diameter of the C-shaped mounting ring (701).

2. The front subframe according to claim 1, characterized in that, a reinforcing rib (601) is provided in the induction groove (6), and the reinforcing rib (601) extends along a direction parallel to the front cross member (1).

3. The front subframe according to claim 2, characterized in that, the height of the reinforcing rib (601) is 50%-80% of the depth of the induction groove (6).

4. The front subframe according to claim 1, characterized in that, the left longitudinal beam (3) has a left rear leg (31) extending to the left rear side of the rear cross member (2), and a left rear body mounting point (81) is provided at the end of the left rear leg (31); the right longitudinal beam (4) has a right rear leg (41) extending to the right rear side of the rear cross member (2), and a right rear body mounting point (82) is provided at the end of the right rear leg (41).

5. The front subframe according to claim 4, characterized in that, a left reinforcing plate (91) is provided at the end of the left rear leg (31); a right reinforcing plate (92) is provided at the end of the right rear leg (32).

6. The front subframe according to claim 1, characterized in that, the left longitudinal beam (3) and the right longitudinal beam (4) are concave arcs with high ends and low middle.

7. The front subframe according to claim 1, characterized in that, the front subframe is an overall frame structure, and the left longitudinal beam (3) and the right longitudinal beam (4) have the same structure and are symmetrically arranged about the center line of the frame.

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