Anti-offset collision subframe and vehicle

Abstract

The application relates to the technical field of vehicle anti-collision, in particular to a bias collision-resistant auxiliary frame and a vehicle. The bias collision-resistant auxiliary frame comprises an auxiliary frame body with a butterfly-shaped beam structure, and a reinforcing assembly welded with the front end of the auxiliary frame. The reinforcing assembly comprises a pair of longitudinal beams and a front cross beam. The pair of longitudinal beams are symmetrically and spacedly arranged, and the outer side of the longitudinal beam is formed with an outwardly extending outer protrusion. The two ends of the front cross beam respectively penetrate through the corresponding longitudinal beam and are welded with the outer protrusion. The application can effectively reduce the intrusion of the cab, improve the bias collision resistance, realize the lightweight and low energy consumption, achieve the anti-collision target, and has strong practicability and economy.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle anti-collision, in particular to a bias collision-resistant subframe and vehicle. BACKGROUND

[0002] The subframe is a main component of vehicle collision and energy absorption, and its collision characteristics determine the collision characteristics of the whole vehicle. When the vehicle collides, the front end structure of the vehicle is required to have sufficient strength and stiffness, and cannot collapse immediately after collision. At the same time, the overall strength and stiffness of the subframe cannot be too high, and sufficient collapse deformation is required to absorb collision energy to protect the safety of passengers.

[0003] The subframe structure in the related art is divided into a butterfly beam and a frame beam. The butterfly beam can only cover the rear part of the engine compartment and cannot establish a force transmission path in the lower part of the engine compartment. Some vehicle models increase the assembly type longitudinal beam and transverse beam at the front end of the butterfly beam, but the assembly is complicated and prone to assembly problems. Each bolt connection point limits the load transmission capacity of the structure, and the collision is limited. SUMMARY

[0004] The purpose of the present application is to provide a bias collision-resistant subframe and vehicle, which can effectively reduce the intrusion of the cab, improve the bias collision resistance performance, realize lightweight, low energy consumption, and achieve the purpose of anti-collision, and has strong practicality and economy.

[0005] In a first aspect, the embodiments of the present application provide a bias collision-resistant subframe, comprising: a subframe body having a butterfly beam structure; and a reinforcing assembly welded to the front end of the subframe body, the reinforcing assembly comprising a pair of longitudinal beams and a front transverse beam, the pair of longitudinal beams being symmetrically and spaced apart, and the outer side of the longitudinal beam forming an outwardly extending outer protrusion, and the two ends of the front transverse beam penetrating through the corresponding longitudinal beam and being welded to the outer protrusion.

[0006] According to the above technical means, the two end extending parts of the front transverse beam penetrate through the corresponding longitudinal beam and are welded to the outer protrusion to become the strength core, and the overall performance is good. Compared with the scheme of welding a structural member on the outer side of the longitudinal beam in the related art, the structural strength of the outer protrusion is improved, and the premature failure of the outer protrusion is avoided to affect the function of the longitudinal beam. In the 25% bias collision condition, the barrier collides with the outer protrusion, and the load is transmitted to the left longitudinal beam through the extending part of the front transverse beam, so that the left longitudinal beam transmits part of the collision load to the lower end of the A-pillar, and maximizes the deformation energy absorption of the longitudinal beam, thereby reducing the deformation damage and acceleration peak of the middle and upper parts of the A-pillar, and improving the anti-collision ability.

[0007] Further, the longitudinal beam comprises oppositely arranged upper beam plates and lower beam plates, the upper beam plates are provided with first lap joints at one end away from the sub-frame body, the lower beam plates are provided with second lap joints at one end away from the sub-frame body, the first lap joints and the second lap joints enclose an opening allowing the front cross beam to pass through; the upper beam plates are welded to the lower beam plates.

[0008] According to the above technical means, the upper beam plates and the lower beam plates of the longitudinal beam are mutually buckled and welded to form an opening allowing the front cross beam to pass through, for cooperating with the front cross beam for welding, facilitating the assembly of the front cross beam and the longitudinal beam, and simplifying the manufacturing process.

[0009] Further, the outer side of the upper beam plate is formed with an outwardly extending upper reinforcing member, the outer side of the lower beam plate is formed with an outwardly extending lower reinforcing member, the upper reinforcing member and the lower reinforcing member are oppositely arranged to form an outer convex portion; the upper reinforcing member, the lower reinforcing member and the end portion of the front cross beam are welded.

[0010] According to the above technical means, the upper reinforcing member and the lower reinforcing member form a buckled welding structure, and are welded to the end portion of the front cross beam, the upper beam plate and the lower beam plate of the longitudinal beam, thereby strengthening the extended portion of the end portion of the front cross beam, forming an overall outer convex structure, and improving the structural strength of the outer convex portion, thereby avoiding the premature failure of the outer convex portion and affecting the function of the longitudinal beam.

[0011] Further, the upper reinforcing member is gradually tapered outwardly from the upper beam plate, and the lower reinforcing member is gradually tapered outwardly from the lower beam plate.

[0012] According to the above technical means, the outer convex portion formed by the buckled welding of the upper reinforcing member and the lower reinforcing member forms a triangular structure gradually tapered outwardly from the longitudinal beam, thereby strengthening the extended portion of the end portion of the front cross beam, so that the collision load is transmitted to the left longitudinal beam through the extended portion of the front cross beam, and the left longitudinal beam transmits part of the collision load to the lower end of the A-pillar, while maximizing the deformation energy absorption of the longitudinal beam.

[0013] Further, a support pipe is welded between the upper beam plate and the lower beam plate near the opening.

[0014] According to the above technical means, the support pipe is used to mount the longitudinal beam and the vehicle body together, thereby increasing the connection strength between the longitudinal beam and the vehicle body, and avoiding early failure in collision.

[0015] Further, the side wall of the upper beam plate near one end of the sub-frame body is provided with a swing arm through hole, the top wall of the upper beam plate near the swing arm through hole is provided with an auxiliary reinforcing member, the side wall of the auxiliary reinforcing member is provided with an auxiliary through hole corresponding to the swing arm through hole, and the top wall of the auxiliary reinforcing member is provided with a first reinforcing rib extending along the length of the auxiliary reinforcing member.

[0016] According to the above technical means, the upper beam plate of the longitudinal beam is provided with an arm swing through hole as a channel for bolts and assembly tools. Due to the existence of the arm swing through hole, the structure near the upper beam plate is weakened, so the inside of the upper beam plate is attached and welded with an auxiliary reinforcing part. The auxiliary reinforcing part is provided with a first reinforcing rib to further enhance the bending resistance of the structure. In this way, the structural strength of the longitudinal beam can be ensured, and the existing arm swing structure can be compatible.

[0017] Further, the edge of the upper beam plate is welded to the edge of the auxiliary reinforcing part, and the top wall of the upper beam plate is provided with a plurality of upper plug welding holes distributed at intervals, and the upper beam plate is welded to the auxiliary reinforcing part through the plurality of upper plug welding holes.

[0018] According to the above technical means, in addition to welding along the edge of the auxiliary reinforcing part, the upper beam plate and the auxiliary reinforcing part can also be welded through the upper plug welding holes, further increasing the bending resistance of the structure.

[0019] Further, the bottom wall of the lower beam plate is provided with a second reinforcing rib near the position of the arm swing through hole.

[0020] According to the above technical means, the bending resistance of the structure of the longitudinal beam near the arm swing through hole can be further enhanced.

[0021] Further, the top wall of the upper beam plate is formed with a deformation guide groove near the position of the support tube.

[0022] According to the above technical means, the rear intrusion amount of the range extender, the steering column and the like during a collision is reduced.

[0023] Further, the upper beam plate is provided with a pedestrian protection cross beam upper hole at the end away from the sub-frame body, the lower beam plate is provided with a pedestrian protection cross beam lower hole at the end away from the sub-frame body, and the pedestrian protection cross beam upper hole and the pedestrian protection cross beam lower hole are used together to install a pedestrian protection cross beam.

[0024] According to the above technical means, the two pedestrian protection cross beam upper holes and the two pedestrian protection cross beam lower holes of the longitudinal beam are used together to install a pedestrian protection cross beam.

[0025] Further, the arm swing front mounting point of the sub-frame body is welded with an arm swing reinforcing part with a flange, and the bottom wall of the lower beam plate is provided with a plurality of lower plug welding holes distributed at intervals, and the lower beam plate is welded to the flange of the arm swing reinforcing part through the plurality of lower plug welding holes.

[0026] According to the above technical means, in addition to being welded along the contour to the sub-frame body, the arm swing reinforcing part is also reinforced and welded to the lower beam plate through the plurality of lower plug welding holes, which not only increases the deformation resistance of the arm swing reinforcing part, but also avoids the early failure of the arm swing mounting point during a collision.

[0027] Further, the two sides of the auxiliary frame body are provided with faucets, one end of the upper beam plate close to the auxiliary frame body is raised and welded with the faucet, and the side wall edges of the upper beam plate and the lower beam plate are welded with the auxiliary frame body respectively.

[0028] According to the above technical means, by the raised design of the upper beam plate, the welding area of the longitudinal beam and the auxiliary frame body is increased, and then the connection span between the upper beam plate and the auxiliary frame body is increased, the anti-overturning capability of the longitudinal beam is improved, the early failure of the longitudinal beam in the collision is avoided, and meanwhile the transverse size of the longitudinal beam can be controlled, the cross-sectional transverse width of the longitudinal beam is reduced, and the sufficient gap between the pair of longitudinal beams and the range extender when the range extender is configured is ensured.

[0029] Further, the reinforcing assembly further comprises a pair of luggage racks and a compressor support, the pair of luggage racks are symmetrically and spacedly welded between the front end of the auxiliary frame body and the front cross beam, and are used for mounting the luggage, and the compressor support is welded between the pair of luggage racks and close to the auxiliary frame body, and is used for mounting the air conditioner compressor.

[0030] According to the above technical means, the pair of luggage racks and the compressor support can not only strengthen the bottom structure of the luggage, eliminate resonance, and increase the bearing capacity, but also participate in the transmission of the collision load, and further improve the crash performance. Thus, the main body structure shared by the pure electric vehicle and the range extender vehicle is realized, the number of molds is reduced, and the development cost is saved.

[0031] In the second aspect, the embodiment of the present application further provides a vehicle comprising the anti-offset collision auxiliary frame.

[0032] The anti-offset collision auxiliary frame and the vehicle provided by the embodiment of the present application are based on the characteristics of high material utilization rate and good economy of the butterfly beam auxiliary frame body, the reinforcing assembly specially for the collision requirement is added at the front end of the butterfly beam auxiliary frame body, the reinforcing assembly comprises a pair of longitudinal beams and a front cross beam, the pair of longitudinal beams are symmetrically and spacedly arranged, the outer side of the longitudinal beam is formed with an outwardly extending convex portion, and the two ends of the front cross beam are respectively penetrated through the corresponding longitudinal beam and welded with the convex portion, so as to construct the transmission channel of the under-engine compartment collision load. In the 25% offset collision condition, the barrier collides with the convex portion, the load is transmitted to the left longitudinal beam through the outwardly extending part of the front cross beam, the left longitudinal beam transmits part of the collision load to the lower end of the A-pillar, and the deformation energy absorption of the longitudinal beam is maximized, so as to reduce the deformation damage and acceleration peak of the middle and upper parts of the A-pillar, improve the anti-collision capability, effectively reduce the intrusion of the driver's cabin, improve the anti-offset collision performance, achieve the purpose of lightweight, low energy consumption, and achieve the anti-collision target, which has strong practicability and economy. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 The structure schematic diagram of the anti-offset collision auxiliary frame provided by the embodiment of the present application is shown.

[0034] Figure 2 showing Figure 1 an exploded view of the reinforcing assembly of the subframe shown;

[0035] Figure 3 showing Figure 2 an exploded view of the longitudinal beam of the reinforcing assembly shown;

[0036] Figure 4 showing Figure 1 a lateral view of the subframe shown;

[0037] Figure 5 showing Figure 1 a partial view of the subframe body and the lower beam plate of the longitudinal beam from the front;

[0038] Figure 6 showing Figure 5 a partial view of the subframe body and the lower beam plate of the longitudinal beam from the back;

[0039] Figure 7 showing Figure 1 a partial view of the subframe body and the upper beam plate of the longitudinal beam;

[0040] Figure 8 showing a structural view of another anti-offset collision subframe provided by the embodiments of the present application;

[0041] Figure 9 showing Figure 8 a structural view of the subframe shown from another angle;

[0042] Figure 10 showing Figure 9 a structural view of the luggage rack and the compressor support.

[0043] wherein 1, reinforcing assembly; 11, longitudinal beam; 11a, upper beam plate; 11b, lower beam plate; 11c, side edge; 111, first lap joint notch; 112, second lap joint notch; 113, swing arm through hole; 114, upper plug welding hole; 115, second reinforcing rib; 116, deformation guide groove; 117, upper pedestrian protection beam hole; 118, lower pedestrian protection beam hole; 119, lower plug welding hole;

[0044] 12, front cross beam; 13, outer protrusion; 131, upper reinforcing member; 132, lower reinforcing member; 14, support pipe;

[0045] 15, auxiliary reinforcing member; 151, first reinforcing rib; 152, auxiliary through hole;

[0046] 16, luggage rack; 17, compressor support; 171, third reinforcing rib;

[0047] 2, subframe body; 21, swing arm reinforcing member; 211, swing arm plug welding hole; 22, flange; 23, cock. DETAILED DESCRIPTION

[0048] Other advantages and effects of the present application can be easily understood by those skilled in the art from the above description. The present application can also be implemented or applied in other different specific embodiments, and various modifications or changes can be made to the details in the specification based on different views and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, but not for limiting the protection scope of the present application.

[0049] It should be noted that the drawings provided in the following embodiments only schematically illustrate the basic concept of the present application, and the drawings only show the components related to the present application, but are not drawn according to the number, shape and size of the components in actual implementation. The shape, number and proportion of each component in actual implementation can be arbitrarily changed, and the layout pattern of the components can be more complex.

[0050] In vehicle crash tests, passive safety frontal collision has three forms: 100%, 40% and 25% frontal collision. The smaller the overlap, the smaller the force area of contact, and the higher the damage to the vehicle body and the occupants. The judgment of the vehicle body is generally to record and analyze the deformation of the vehicle body during and after the collision, and to collect the injury values of each part of the human body combined with the dummy, so as to judge the protection ability of the vehicle body to the occupants. At present, the overlap area of 25% offset collision is outside the subframe longitudinal beam, and the longitudinal beam of the subframe cannot effectively absorb energy, which is easy to cause deformation of the passenger compartment and serious injury to the legs and feet of the occupants.

[0051] The subframe structure in the related art is divided into a butterfly beam and a frame beam. The butterfly beam can only cover the rear part of the engine compartment and cannot establish a force transmission path in the lower part of the engine compartment. Some vehicle models also increase the assembly type longitudinal beam and transverse beam at the front end of the butterfly beam, but the assembly is complicated and prone to assembly problems, and each bolt connection point limits the load transmission capacity of the structure, which has limited effect on collision improvement. The frame beam structure can better achieve this demand, but the longitudinal beam span is large, and the same material is used in the dense area of the rear mounting point and the front area without mounting points, resulting in high weight of the entire structure and poor economy.

[0052] To this end, the embodiment of the present application provides an anti-offset collision subframe and a vehicle, based on the characteristics of high material utilization and good economy of the butterfly beam subframe, an enhanced component specially for collision requirements is added to the front end of the butterfly beam subframe body, a transmission channel of the under-cabin collision load is constructed, which can effectively reduce the intrusion of the cab, improve the anti-offset collision performance, and achieve the purpose of achieving the anti-collision target with less weight than the frame beam. The specific structure of the anti-offset collision subframe is described in detail below in combination with the drawings.

[0053] As shown in Figures 1 to 3 The embodiment of the present application provides an anti-offset collision subframe, which comprises a subframe body 2 with a butterfly beam structure and an enhanced component 1 welded to the front end of the subframe body 2.

[0054] The enhanced component 1 comprises a pair of longitudinal beams 11 and a front cross beam 12, the pair of longitudinal beams 11 are symmetrically and spacedly arranged, the outer side of the longitudinal beam 11 is formed with an outwardly extending outer protrusion 13, and the two ends of the front cross beam 12 respectively penetrate through the corresponding longitudinal beam 11 and are welded to the outer protrusion 13.

[0055] In this embodiment, the enhanced component 1 can transmit impact force and absorb energy when a collision occurs, thereby reducing the deformation of the passenger compartment and the maximum collision acceleration. Specifically, the outer side of the pair of longitudinal beams 11 of the enhanced component 1 is respectively formed with an outwardly extending outer protrusion 13, and the two ends of the front cross beam 12 respectively penetrate through the corresponding longitudinal beam 11 and are welded to the outer protrusion 13. The space between the pair of longitudinal beams 11 and the front cross beam 12 can accommodate a range extender when designed, which takes into account the arrangement of the range extender vehicle. The front cross beam 12 is formed by bending a pipe material, which simplifies the process and reduces the cost.

[0056] The two end extending parts of the front cross beam 12 respectively penetrate through the corresponding longitudinal beam 11 and are welded to the outer protrusion 13 to become the strength core, which has good integrity. Compared with the scheme of welding a structural member to the outer side of the longitudinal beam 11 in the related art, the structural strength of the outer protrusion 13 is improved, and the premature failure of the outer protrusion 13 is avoided to affect the function of the longitudinal beam 11. As shown in Figure 1 As shown in the figure, under the 25% offset collision condition, the barrier collides with the outer protrusion 13, the load F is transmitted to the left longitudinal beam 11 through the extending part of the front cross beam 12, the left longitudinal beam 11 transmits part of the collision load to the lower end of the A-pillar, and at the same time, the deformation energy absorption of the longitudinal beam 11 is maximized, thereby reducing the deformation damage and acceleration peak of the middle and upper parts of the A-pillar, and improving the anti-collision ability.

[0057] Furthermore, based on the load-bearing structure division, the subframe body 2, with its butterfly beam structure, concentrates the main mounting points and bears a greater load. It utilizes thicker, higher-performance materials, and can borrow from existing products or make minor modifications. The reinforcing component 1 bears less load under normal conditions, but in collision conditions, it primarily withstands pressure. Therefore, it can use thinner materials. Compared to the frame beam structure, this effectively reduces weight while achieving the same load-bearing capacity and collision performance. Since pure electric vehicles and range-extended models are sensitive to range and energy consumption, this design allows for stricter control of the subframe weight. The reinforcing component 1 is welded to the subframe body 2, reducing assembly steps and eliminating assembly difficulties caused by welding deformation of parts.

[0058] The offset collision resistant subframe provided in this application embodiment, based on the high material utilization and economic advantages of the butterfly beam subframe body 2, adds a reinforcement component 1 specifically designed for collision requirements to the front end of the butterfly beam subframe body 2. The reinforcement component 1 includes a pair of longitudinal beams 11 and a front crossbeam 12. The pair of longitudinal beams 11 are symmetrically arranged and spaced apart. The outer side of the longitudinal beams 11 forms an outwardly extending protrusion 13. The two ends of the front crossbeam 12 respectively pass through the longitudinal beams 11 and are welded to the protrusion 13, thereby constructing a lower cabin collision protection structure. The load transfer channel, under the 25% offset collision condition, when the barrier collides with the outward protrusion, the load F is transferred to the left longitudinal beam through the outward extension of the front crossbeam. This allows the left longitudinal beam to transfer part of the collision load to the lower end of the A-pillar, while maximizing the deformation energy absorption of the longitudinal beam. This reduces the deformation damage and peak acceleration of the middle and upper parts of the A-pillar, thereby improving the collision avoidance capability, effectively reducing cab intrusion, improving offset collision resistance performance, and achieving the goal of lightweight and low energy consumption to avoid collisions. It has strong practicality and economy.

[0059] Furthermore, the longitudinal beam 11 includes an upper beam plate 11a and a lower beam plate 11b arranged opposite to each other. The upper beam plate 11a has a first lap notch 111 at the end away from the subframe body 2, and the lower beam plate 11b has a second lap notch 112 at the end away from the subframe body 2. The first lap notch 111 and the second lap notch 112 enclose an opening that allows the front crossbeam 12 to pass through. The upper beam plate 11a and the lower beam plate 11b are welded together.

[0060] like Figure 2 and Figure 3 As shown, the upper beam plate 11a and the lower beam plate 11b of the longitudinal beam 11 are interlocked and welded together. The first lap notch 111 and the second lap notch 112 form an opening that allows the front crossbeam 12 to pass through, which is used to cooperate with the front crossbeam 12 for welding, making it easier to assemble the front crossbeam 12 and the longitudinal beam 11 and simplifying the manufacturing process.

[0061] Further, the outer side of the upper beam plate 11a is formed with an upper reinforcing member 131 extending outward, and the outer side of the lower beam plate 11b is formed with a lower reinforcing member 132 extending outward, the upper reinforcing member 131 and the lower reinforcing member 132 are oppositely arranged to form the outer protruding portion 13; the upper reinforcing member 131 and the lower reinforcing member 132 are welded with the end portion of the front cross beam 12.

[0062] As shown in Figure 2 , the front cross beam 12 penetrates the upper beam plate 11a and the lower beam plate 11b from the opening and extends outward. The upper reinforcing member 131 and the lower reinforcing member 132 form a snap-weld structure and are welded with the end portion of the front cross beam 12, the upper beam plate 11a and the lower beam plate 11b of the longitudinal beam 11, thereby reinforcing the overhanging portion of the end portion of the front cross beam 12 and forming an overall outer protruding structure with good integrity. Compared with the scheme of welding a structural member on the outer side of the longitudinal beam 11 alone in the related art, the structural strength of the outer protruding portion 13 is improved, and the premature failure of the outer protruding portion 13 is avoided to affect the function of the longitudinal beam 11.

[0063] In some embodiments, the upper reinforcing member 131 is arranged to taper outward from the upper beam plate 11a, and the lower reinforcing member 132 is arranged to taper outward from the lower beam plate 11b. As shown in Figure 2 , the outer protruding portion 13 formed by the snap-welding of the upper reinforcing member 131 and the lower reinforcing member 132 forms a triangular structure tapering outward from the longitudinal beam 11, thereby reinforcing the overhanging portion of the end portion of the front cross beam 12, allowing the collision load to be transmitted to the left longitudinal beam 11 through the overhanging portion of the front cross beam 12, allowing the left longitudinal beam 11 to transmit part of the collision load to the lower end of the A-pillar, and maximizing the deformation energy absorption of the longitudinal beam 11.

[0064] In some embodiments, a support pipe 14 is welded between the upper beam plate 11a and the lower beam plate 11b near the opening. The support pipe 14 is used to mount the longitudinal beam 11 and the vehicle body together, increase the connection strength between the longitudinal beam 11 and the vehicle body, and avoid early failure in the collision.

[0065] Further, the side wall of the upper beam plate 11a near one end of the subframe body 2 is provided with a swing arm through hole 113, and the top wall of the upper beam plate 11a near the swing arm through hole 113 is provided with an auxiliary reinforcing member 15. The side wall of the auxiliary reinforcing member 15 is provided with an auxiliary through hole 152 corresponding to the swing arm through hole 113, and the top wall of the auxiliary reinforcing member 15 is provided with a first reinforcing rib 151 extending along the length of the auxiliary reinforcing member 15.

[0066] As shown in Figure 3As shown, the bolt for the swing arm front bushing of the subframe body 2 is generally inserted from the front end to the rear end, and the upper beam plate 11a of the longitudinal beam 11 is provided with a swing arm through hole 113 as a channel for the bolt and assembly tool. Due to the existence of the swing arm through hole 113, the structure near the upper beam plate 11a will be weakened, so the inside of the upper beam plate 11a is adhesively welded with an auxiliary reinforcing member 15. The auxiliary reinforcing member 15 is provided with a first reinforcing rib 151 to further enhance the bending resistance of the structure at this position, which can not only ensure the structural strength of the longitudinal beam 11, but also be compatible with the existing swing arm structure.

[0067] Further, the edge of the upper beam plate 11a is welded to the edge of the auxiliary reinforcing member 15, and the top wall of the upper beam plate 11a is further provided with a plurality of upper plug welding holes 114 distributed at intervals, and the upper beam plate 11a is further welded to the auxiliary reinforcing member 15 through the plurality of upper plug welding holes 114. In addition to being welded along the edge of the auxiliary reinforcing member 15, the upper beam plate 11a and the auxiliary reinforcing member 15 can also be welded through the upper plug welding holes 114, further increasing the bending resistance of the structure at this position.

[0068] Further, the bottom wall of the lower beam plate 11b is provided with a second reinforcing rib 115 near the swing arm through hole 113. For further strengthening the bending resistance of the structure of the longitudinal beam 11 near the swing arm through hole 113.

[0069] In some embodiments, the top wall of the upper beam plate 11a is formed with a deformation guide groove 116 near the position of the support tube 14. As shown in Figure 4 The deformation guide groove 116 is used to guide the downward deformation of the longitudinal beam 11 at this position, reducing the rearward intrusion amount of the range extender, steering column, etc. when a collision occurs.

[0070] In some embodiments, the end of the upper beam plate 11a away from the subframe body 2 is provided with a pedestrian protection cross beam upper hole 117, and the end of the lower beam plate 11b away from the subframe body 2 is provided with a pedestrian protection cross beam lower hole 118, and the pedestrian protection cross beam upper hole 117 and the pedestrian protection cross beam lower hole 118 are used together to install a pedestrian protection cross beam. As shown in Figure 3 The two pedestrian protection cross beam upper holes 117 and the two pedestrian protection cross beam lower holes 118 are used together to install a pedestrian protection cross beam.

[0071] In some embodiments, the swing arm front mounting point of the subframe body 2 is welded with a swing arm reinforcing member 21 with a flange 22, and the bottom wall of the lower beam plate 11b is provided with a plurality of lower plug welding holes 119 distributed at intervals, and the lower beam plate 11b is welded to the flange 22 of the swing arm reinforcing member 21 through the plurality of lower plug welding holes 119.

[0072] As shown in Figure 5 and Figure 6As shown, a swing arm reinforcement 21 with a flange 22 is welded to the front mounting point of the swing arm on the subframe body 2. The lower beam plate 11b is welded to the flange 22 of the swing arm reinforcement 21 through multiple lower weld holes 119. In addition to being welded to the subframe body 2 along its contour, the swing arm reinforcement 21 is also reinforced by welding to the lower beam plate 11b through multiple lower weld holes 119. This not only increases the deformation resistance of the swing arm reinforcement 21 but also prevents the swing arm mounting point from failing prematurely in the event of a collision.

[0073] In some embodiments, the subframe body 2 is provided with head 23 on both sides, the upper beam plate 11a is raised and welded to the head 23 at one end near the subframe body 2, and the side wall edge of the upper beam plate 11a and the side wall edge of the lower beam plate 11b are respectively welded to the subframe body 2.

[0074] like Figure 7 As shown, the upper beam plate 11a of the longitudinal beam is raised at the rear end and welded to the head 23 of the subframe body 2. The side edge 11c of the upper beam plate 11a is welded to the subframe body 2. By raising the upper beam plate 11a, the welding area between the longitudinal beam 11 and the subframe body 2 is increased, thereby increasing the connection span between the upper beam plate 11a and the subframe body 2, improving the anti-rollover capability of the longitudinal beam 11, preventing the longitudinal beam 11 from failing in the early stage of a collision, and at the same time, controlling the lateral dimension of the longitudinal beam 11, reducing the lateral width of the longitudinal beam 11 cross-section, and ensuring sufficient clearance between the pair of longitudinal beams 11 and the range extender when configuring a range-extended vehicle.

[0075] Furthermore, in related technologies, the longitudinal beams are connected to the subframe body by bolts, and the stress-bearing area is only the area of ​​the bolt connection point. When a 25% offset collision occurs, the longitudinal beam may bend due to the bolt root breaking, or even separate from the subframe body. In this embodiment, the longitudinal beam 11 is welded to the subframe body 2 through the side wall edges of the upper beam plate 11a and the lower beam plate 11b, respectively, which can increase the stress-bearing area. Moreover, the side wall edge of the lower beam plate 11b maintains a certain distance from the lower plug weld hole 119, which increases the bending resistance of the lower beam plate 11b.

[0076] In some embodiments, the reinforcement component 1 further includes a pair of luggage rack brackets 16 and a compressor bracket 17. The pair of luggage rack brackets 16 are symmetrically and spaced apart and welded between the front end of the subframe body 2 and the front crossbeam 12 for mounting luggage racks. The compressor bracket 17 is welded between the pair of luggage rack brackets 16 and close to the subframe body 2 for mounting air conditioning compressors.

[0077] like Figures 8 to 10As shown, in order to meet the installation requirements of the cabin layout of the pure electric vehicle type, the reinforcing assembly 1 further comprises a pair of trunk supports 16 and a compressor support 17 arranged between the front end of the subframe body 2 and the front cross beam 12, for mounting parts such as a trunk and an air conditioner compressor. The third reinforcing rib 171 is arranged on the compressor support 17 to improve the structural strength and rigidity of the compressor support 17. The pair of trunk supports 16 and the compressor support 17 can not only strengthen the trunk bottom structure, eliminate resonance, and increase the carrying capacity, but also participate in the transmission of collision load, further improving the crash performance. Thus, the main body structure common to the range extending vehicle type and the pure electric vehicle type is realized, the number of molds is reduced, and the development cost is saved.

[0078] In addition, the application further provides a vehicle comprising the anti-bias collision subframe as described above. The vehicle can be any one of a normal vehicle type, a range extending vehicle type, a pure electric vehicle type, or a range extending electric vehicle type.

[0079] It should be noted that the terms "one embodiment", "an embodiment", "exemplary embodiment", "some embodiments", etc. in the specification mean that the described embodiments can include a particular feature, structure, or characteristic, but every embodiment can not necessarily include the particular feature, structure, or characteristic. In addition, such terms do not necessarily refer to the same embodiment. In addition, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is within the knowledge of those skilled in the art to achieve such a feature, structure, or characteristic in connection with other embodiments whether explicitly described or not.

[0080] It should be noted that in this document, relational terms such as "first" and "second", and the like can be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. In addition, the terms "comprises", "comprising", or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or apparatus including a list of elements does not necessarily include only those elements, but can include other elements not explicitly listed or inherent to such a process, method, article, or apparatus. Without more limitations, an element defined by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article, or apparatus including the element.

[0081] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A subframe resistant to offset collisions, characterized in that, include: The subframe body has a butterfly beam structure; and The reinforcing component is welded to the front end of the subframe body. The reinforcing component includes a pair of longitudinal beams and a front crossbeam. The pair of longitudinal beams are symmetrically arranged and spaced apart. The outer side of the longitudinal beams has an outwardly extending protrusion. The two ends of the front crossbeam pass through the corresponding longitudinal beams and are welded to the outward protrusions. The longitudinal beam includes an upper beam plate and a lower beam plate arranged opposite to each other. The upper beam plate has a first lap notch at the end away from the subframe body, and the lower beam plate has a second lap notch at the end away from the subframe body. The first lap notch and the second lap notch together form an opening that allows the front crossbeam to pass through for welding with the front crossbeam. The upper beam plate and the lower beam plate are interlocked and welded together to form the longitudinal beam. A support pipe is welded between the upper beam plate and the lower beam plate near the opening. A deformation guide groove is formed on the top wall of the upper beam plate near the support pipe. The deformation guide groove is used to guide the longitudinal beam to deform downward at this position. An outwardly extending upper reinforcing member is formed on the outer side of the upper beam plate, and an outwardly extending lower reinforcing member is formed on the outer side of the lower beam plate. The upper and lower reinforcing members are arranged opposite to each other to form the outward protrusion. The upper and lower reinforcing members are welded to the ends of the front crossbeam. The upper reinforcing member is gradually tapered outward from the upper beam plate, and the lower reinforcing member is gradually tapered outward from the lower beam plate. Furthermore, the protruding portion formed by the upper reinforcing member and the lower reinforcing member being fastened and welded together forms a triangular structure that gradually tapes outward from the longitudinal beam. The front mounting point of the swing arm of the subframe body is welded with a swing arm reinforcement with a flange, and the bottom wall of the lower beam plate is provided with a plurality of spaced lower plug welding holes. The lower beam plate is welded to the flange of the swing arm reinforcement through the plurality of lower plug welding holes. The subframe body has a auger on both sides. The upper beam plate is raised and welded to the auger at one end near the subframe body. The side wall edges of the upper beam plate and the lower beam plate are welded to the subframe body respectively, and a certain distance is maintained between the side wall edge of the lower beam plate and the lower plug weld hole.

2. The subframe according to claim 1, characterized in that, The upper beam plate has a swing arm through hole on one side wall near the subframe body. An auxiliary reinforcing member is provided on the top wall of the upper beam plate near the swing arm through hole. The auxiliary reinforcing member has an auxiliary through hole on its side wall corresponding to the swing arm through hole. The auxiliary reinforcing member has a first reinforcing rib extending along its own length on its top wall.

3. The subframe according to claim 2, characterized in that, The edge of the upper beam plate is welded to the edge of the auxiliary reinforcement. The top wall of the upper beam plate is also provided with a plurality of spaced upper plug welding holes. The upper beam plate is also welded to the auxiliary reinforcement through the plurality of upper plug welding holes.

4. The subframe according to claim 2, characterized in that, The bottom wall of the lower beam plate and the position near the swing arm through hole are provided with a second reinforcing rib.

5. The subframe according to claim 1, characterized in that, The upper beam plate has an upper hole for a pedestrian protection beam at the end away from the subframe body, and the lower beam plate has a lower hole for a pedestrian protection beam at the end away from the subframe body. The upper hole and the lower hole are used together to install the pedestrian protection beam.

6. The subframe according to claim 1, characterized in that, The reinforcement assembly also includes a pair of luggage compartment brackets and a compressor bracket. The pair of luggage compartment brackets are symmetrically and spaced apart and welded between the front end of the subframe body and the front crossbeam for mounting luggage compartments. The compressor bracket is welded between the pair of luggage compartment brackets and close to the subframe body for mounting an air conditioning compressor.

7. A vehicle, characterized in that, Includes a subframe for resisting offset collisions as described in any one of claims 1 to 6.

Images