Guard structure, anti-collision beam assembly, subframe assembly and vehicle

Abstract

The application discloses a guard plate structure, a crash beam assembly, a subframe assembly and a vehicle. The guard plate structure has a first surface and a second surface oppositely arranged along a first direction, the first surface is used for connecting a crash beam, and the second surface is used for connecting an energy absorption box. The guard plate structure has a protruding area protruding from the energy absorption box along a second direction, the protruding area is provided with a first mounting portion, and the second direction intersects the first direction. Therefore, when the guard plate structure is used to transmit the collision force of the vehicle, the radiator assembly or other to-be-mounted parts can be fixed to the guard plate structure through the first mounting portion, so that the space at the sub-crash beam assembly of the vehicle is fully utilized, the radiator assembly and other to-be-mounted parts occupy less space in the engine compartment of the vehicle, and the arrangement space of the engine compartment is increased.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and in particular to a protective plate structure, a crash beam assembly, a subframe assembly, and a vehicle. Background Technology

[0002] With the rapid development of automotive technology, people have higher and higher requirements for vehicle performance. However, in order to ensure the cooling performance of the car's radiator, the radiator assembly is relatively tall, which occupies a large amount of height. This makes it impossible to lower the hood design, affecting the overall height and aesthetics of the vehicle.

[0003] In related technologies, to achieve better heat dissipation, the front frame often has mounting points for radiator components. The radiator components are connected to the front frame via rubber bushings, and the front frame is then fixed to the vehicle body or subframe. However, the radiator components occupy a large amount of space, which reduces the space in the engine compartment and diminishes its structural integrity. Furthermore, the radiator assembly is heavy, requiring a strong front frame structure to support its vibration energy. This makes the front frame structure complex, heavy, and costly, which is detrimental to achieving the desired overall vehicle weight and cost. Summary of the Invention

[0004] This application provides a skid plate structure, a crash beam assembly, a subframe assembly, and a vehicle, which can reduce the space occupied by radiator assembly and other installation components in the vehicle's engine compartment and increase engine compartment layout space.

[0005] One embodiment of this application provides a protective plate structure, which has a first surface and a second surface disposed opposite to each other along a first direction. The first surface is used to connect to the anti-collision beam, and the second surface is used to connect to the energy-absorbing box. The protective plate structure has a protruding area that protrudes from the energy-absorbing box along a second direction, and the protruding area is provided with a first mounting part. The second direction intersects with the first direction.

[0006] According to one aspect of this application, the protective plate structure includes a plurality of side plates that enclose and form a cavity. The plurality of side plates include a first plate body and a second plate body. A first mounting portion is disposed on the first plate body, and an operating hole is provided on the second plate body, the operating hole exposing the first mounting portion on the first plate body.

[0007] According to one aspect of this application, the protective plate structure further includes a reinforcing portion located in the cavity and connected to the side plate.

[0008] Another embodiment of this application provides a crash beam assembly, including: a crash beam; an energy-absorbing box disposed on one side of the crash beam along a first direction and extending away from the crash beam; and a protective plate structure as described in any of the above embodiments, wherein the second surface of the protective plate structure covers the end of the energy-absorbing box, and the energy-absorbing box is connected to the crash beam through the protective plate structure.

[0009] According to one aspect of this application, in the third direction, the anti-collision beam has a central region and two side edge regions. The edge regions of the anti-collision beam are curved relative to the central region along the side facing the energy-absorbing box. The third direction intersects with the first direction and the second direction. The energy-absorbing boxes are arranged in pairs on the edge regions of the anti-collision beam. The protective plate structure corresponds to the energy-absorbing box one by one. The protective plate structure is adapted to the curvature of the edge region of the anti-collision beam and gradually shrinks along the side away from the central region.

[0010] According to one aspect of this application, guide grooves are provided on the side surface of the two paired energy-absorbing boxes away from the middle region.

[0011] According to one aspect of this application, the first surface of the guard plate structure is welded to the two side edges of the anti-collision beam along a second direction.

[0012] According to one aspect of this application, the cross-section of the anti-collision beam along the third direction is axisymmetric, and the plane of symmetry of the axisymmetric structure is perpendicular to the second direction.

[0013] According to one aspect of this application, it also includes a baffle structure covering the end of the energy-absorbing box away from the anti-collision beam, the energy-absorbing box being configured as a hollow structure, and the thickness of the baffle structure being greater than or equal to three times the wall thickness of the energy-absorbing box.

[0014] Another embodiment of this application provides a subframe assembly for connection to a vehicle body. The subframe assembly includes: a crash beam assembly, which is the crash beam assembly of any of the above embodiments; a subframe connected to the crash beam assembly, the subframe including two crossbeams and two longitudinal beams, the two longitudinal beams extending along a first direction and enclosing the two crossbeams to form a frame structure, the crossbeams and / or longitudinal beams being provided with a first vehicle body connection portion; and a reinforcing beam connected to the side of the subframe away from the crash beam assembly, the reinforcing beam being provided with a second vehicle body connection portion.

[0015] According to one aspect of this application, the longitudinal beam is provided with a bent portion, which is bent along a second direction.

[0016] According to one aspect of this application, the connecting surface of the first vehicle body connection portion is configured as an anti-slip surface.

[0017] In another aspect, this application provides a vehicle including the subframe assembly of any of the above embodiments.

[0018] The protective plate structure disclosed in this application has a first surface and a second surface arranged opposite to each other along a first direction. The first surface is used to connect to the anti-collision beam, and the second surface is used to connect to the energy-absorbing box. The protective plate structure has a protruding area that protrudes from the energy-absorbing box along the second direction. The protruding area is provided with a first mounting part. Thus, while using the protective plate structure to transmit the vehicle collision force, it can also fix the radiator assembly or other components to be installed to the protective plate structure through the first mounting part. This makes full use of the space at the vehicle's secondary anti-collision beam assembly, reduces the space occupied by the radiator assembly and other components to be installed in the vehicle's engine compartment, and increases the layout space in the engine compartment. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a structural schematic diagram of a crash beam assembly provided according to an embodiment of this application;

[0021] Figure 2 This is a schematic diagram of the structure of the component to be installed fixed on the anti-collision beam assembly according to one embodiment of this application;

[0022] Figure 3 This is a top view of a crash beam assembly provided according to an embodiment of this application;

[0023] Figure 4 This is a cross-sectional view of a protective plate structure according to an embodiment of this application;

[0024] Figure 5 This is a cross-sectional view of a crash beam provided according to an embodiment of this application;

[0025] Figure 6 This is an enlarged view of the joint between the anti-collision beam and the guard plate structure according to an embodiment of this application;

[0026] Figure 7 This is an enlarged view of the connection between the energy-absorbing box and the protective plate structure according to an embodiment of this application;

[0027] Figure 8 This is an enlarged view of the connection between the energy-absorbing box and the baffle structure according to an embodiment of this application;

[0028] Figure 9 This is a schematic diagram of the subframe assembly provided according to one embodiment of this application;

[0029] Figure 10This is a schematic diagram of the structure of a reinforcing beam according to one embodiment of this application;

[0030] Figure 11 This is a schematic diagram of the subframe structure provided according to one embodiment of this application;

[0031] Figure 12 This is a side view of the subframe assembly connected to the vehicle body according to one embodiment of this application;

[0032] Figure 13 This is an enlarged view of a first vehicle body connection portion provided according to an embodiment of this application.

[0033] In the attached image:

[0034] 10 - Anti-collision beam assembly; 20 - Subframe assembly; 30 - Radiator; 310 - Bushing; 320 - Bolt; 40 - Body;

[0035] 1-Bumper beam; 11-Bumper beam body; 12-First rivet nut; 2-Energy-absorbing box; 21-Guide groove; 22-Second rivet nut; 23-Positioning hole; 3-Guard plate structure; 31-First plate; 311-First mounting part; 32-Second plate; 321-Operating hole; 33-Reinforcing part; 4-Baffle structure; 5-Subframe; 51-Crossbeam; 511-Second reinforcing rib; 52-Longitudinal beam; 521-Bending part; 53-First body connection part; 6-Reinforcing beam; 61-Second body connection part; 62-First reinforcing rib; 63-Welding nut;

[0036] X - First direction; Y - Third direction; Z - Second direction. Detailed Implementation

[0037] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0038] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0039] To better understand this application, the following will be combined with... Figures 1 to 13 The protective plate structure, anti-collision beam assembly, subframe assembly, and vehicle according to embodiments of this application will be described in detail.

[0040] Please see Figure 1 and Figure 2This application provides a protective plate structure 3, which has a first surface and a second surface arranged opposite to each other along a first direction X. The first surface is used to connect the anti-collision beam 1, and the second surface is used to connect the energy absorption box 2. The protective plate structure 3 has a protruding area that protrudes from the energy absorption box 2 along a second direction Z. The protruding area is provided with a first mounting part 311. The second direction intersects with the first direction.

[0041] The protective plate structure disclosed in this application embodiment has a protruding area protruding from the energy-absorbing box 2 along the second direction Z. In this way, while the protective plate structure plays a role in transmitting the vehicle collision force, it can also fix the radiator assembly or other components to be installed on the protective plate structure 3 through the first mounting part 311. This makes full use of the space at the vehicle sub-anti-collision beam assembly, reduces the occupation of the components to be installed in the vehicle's engine compartment space, and increases the layout space of the engine compartment.

[0042] It should be noted that the component to be installed can be a compressor, radiator 30, or fan in the radiator 30 assembly, or other functional parts. The specific structure of the mounting part on the protective plate structure 3 can also be adjusted according to the interface structure of the component to be installed, and should not be construed as a limitation on the scope of protection of this application.

[0043] Optionally, the guard plate structure 3 may be configured as a single side plate with a preset thickness and having a first surface and a second surface. The first surface and the second surface of the side plate are respectively connected to the anti-collision beam and the energy-absorbing box. The first mounting part is disposed on the side plate to simplify the structure of the guard plate structure 3.

[0044] To improve the structural strength of the protective plate structure 3, in some optional embodiments, the protective plate structure 3 includes multiple side plates that enclose and form a cavity. Each side plate includes a first plate body 31 and a second plate body 32. A first mounting portion 311 is disposed on the first plate body 31, and an operating hole 321 is provided on the second plate body 32, exposing the first mounting portion 311 on the first plate body 31. That is, by setting the protective plate structure 3 as a hollow structure formed by multiple side plates, the strength and stability of the protective plate structure 3 can be increased, and its weight and cost can be reduced. Specifically, the first plate body 31 of the side plates has the first mounting portion 311, and the second plate body 32 has the operating hole 321. During actual installation, when the component to be installed is mounted on the first mounting portion 311 of the first plate body 31, it can be installed and fixed through the operating hole 321 on the second plate body 32. It is understandable that when the protective plate structure 3 includes multiple side plates, any two of its side plates can serve as the first plate 31 and the second plate 32 to realize the installation of the component to be installed.

[0045] Taking a radiator 30 as an example, with bushings 310 on both sides of the radiator 30 and bolts 320 pressed into the bushings 310, the first mounting part 311 can be configured as a groove at the end of the first plate 31. The groove can extend along the second direction Z, making it easier for the bolts 320 of the radiator 30 to fall into the groove during installation. The operating hole 321 on the second plate 32 can be configured as a notch that exposes the groove, so that the bolts 320 can be assembled through the operating hole 321. It is understood that in some other embodiments, the mounting part can be configured as a mounting support or a mounting sleeve, etc., and its specific configuration structure can be adjusted according to the component to be installed.

[0046] Optionally, the side plate also includes a third plate, which forms a triangular space by enclosing the first plate 31, the second plate 32 and the third plate, so as to make the guard plate structure 3 more stable and to ensure the reliability of the parts to be installed on the guard plate structure 3.

[0047] In some optional embodiments, the protective plate structure 3 further includes a reinforcing part 33, which is located in the cavity and connected to the side plate. That is, when the protective plate structure 3 includes a cavity, the reinforcing part 33 can be provided in the cavity to further increase the rigidity of the protective plate structure 3, thereby ensuring the reliability of the component to be installed on the protective plate structure 3.

[0048] The reinforcing part 33 can be provided as a reinforcing rib extending circumferentially along the protective plate structure 3, or it can be provided as a reinforcing plate. When the protective plate structure 3 is provided as a reinforcing plate, one end of the reinforcing plate can abut against the first surface of the protective plate structure 3, and the other end can abut against the second surface of the protective plate structure 3, thereby facilitating the load-bearing capacity of the protective plate structure 3. The thickness of the reinforcing part 33 can be equal to the thickness of the side plate.

[0049] Please see Figures 1 to 3 This application embodiment also provides a crash beam assembly 10, including a crash beam 1, an energy-absorbing box 2, and a protective plate structure 3. The energy-absorbing box 2 is disposed on one side of the crash beam assembly 10 along its first direction X and extends away from the crash beam 1. The protective plate structure 3 covers the end of the energy-absorbing box 2 and protrudes from the energy-absorbing box 2 along the second direction Z of the crash beam assembly 10. The energy-absorbing box 2 is connected to the crash beam 1 through the protective plate structure 3. The protective plate structure 3 is provided with a first mounting part 311 relative to the protruding area of ​​the energy-absorbing box 2.

[0050] The anti-collision beam assembly 10 in this embodiment includes an anti-collision beam 1, an energy-absorbing box 2, and a protective plate structure 3. The energy-absorbing box 2 is disposed on one side of the anti-collision beam 1 along a first direction and extends away from the anti-collision beam 1. The second surface of the protective plate structure 3 covers the end of the energy-absorbing box 2. The energy-absorbing box 2 is connected to the anti-collision beam 1 through the protective plate structure 3, so that when the anti-collision beam 1 is impacted, the impact force is evenly transmitted to the energy-absorbing box 2 through the protective plate structure 3, ensuring that the energy-absorbing box 2 collapses under stress. Furthermore, since the protective plate structure 3 protrudes from the energy-absorbing box 2 along the second direction Z of the anti-collision beam assembly 10 and is provided with a first mounting part 311, the component to be installed can be fixed to the protective plate structure 3 of the anti-collision beam assembly 10. Since the anti-collision beam assembly 10 can provide greater rigidity than the front frame, it can reduce the space occupied by the component to be installed in the vehicle's engine compartment while ensuring the installation rigidity of the component, lowering the height of the vehicle's engine hood, and improving protection for pedestrians during collisions.

[0051] It is understandable that by setting a protective plate structure 3 between the energy-absorbing box 2 and the anti-collision beam 1, compared to the method of directly welding or bolting the energy-absorbing box 2 to the anti-collision beam 1, when the anti-collision beam 1 is subjected to a frontal or offset collision, the impact force borne by the anti-collision beam 1 will first act on the protective plate structure 3, and then be transferred to the energy-absorbing box 2 by the protective plate structure 3. Furthermore, since the protective plate structure 3 covers the end of the energy-absorbing box 2, it can ensure the uniformity of the force on the energy-absorbing box 2, so that the energy-absorbing box 2 can collapse under the force, preventing the energy-absorbing box 2 from tearing in the middle. In this way, the force on the vehicle body 40 is evenly distributed by the energy-absorbing box 2, reducing the amount of intrusion into the vehicle body and improving the collision safety of the vehicle.

[0052] Please see Figure 3 and Figure 4 In some optional embodiments, in the third direction Y, the anti-collision beam 1 has a middle region and two edge regions on both sides. The edge regions of the anti-collision beam 1 are curved relative to the middle region along the side facing the energy-absorbing box 2. The third direction Y intersects with the first direction X and the second direction Z. The energy-absorbing boxes 2 are arranged in pairs on the edge regions on both sides of the anti-collision beam 1. The protective plate structure 3 corresponds to the energy-absorbing box 2 one by one. The protective plate structure 3 is adapted to the bending trajectory of the edge region of the anti-collision beam 1 and is gradually tapered along the side away from the middle region.

[0053] To improve the offset collision performance of the anti-collision beam assembly 10, the edge region of the anti-collision beam 1 is curved relative to the middle region, meaning the anti-collision beam 1 extends along an arc trajectory. Therefore, the guard plate structure 3 can be adapted to the curved trajectory of the edge region, thus better accommodating the angle of the anti-collision beam 1. Simultaneously, by gradually tapering the guard plate structure 3 away from the middle region, the cross-section of the guard plate structure 3 along the second direction Z is approximately triangular. Compared to setting the guard plate structure 3 as a rectangle, the stability of the triangle ensures that the guard plate structure 3 does not deform when the anti-collision beam assembly 10 is impacted, thus not affecting the force direction of the energy-absorbing box 2, further ensuring the effectiveness of the energy-absorbing box 2. Furthermore, it also increases the structural strength of the guard plate structure 3, further ensuring the reliability of the components to be installed on the guard plate structure 3.

[0054] Optionally, in the third direction Y, the span of the anti-collision beam 1 is greater than or equal to 80% of the vehicle body size 40, the span of the two paired energy-absorbing boxes 2 is greater than or equal to 50% of the vehicle body size 40, and the dimension of the anti-collision beam 1 in the second direction Z is greater than or equal to 40mm, so as to ensure effective coverage of frontal collisions and various offset collisions, so that during the collision, the anti-collision beam 1 can move backward as a whole, and both paired energy-absorbing boxes 2 can collapse, while avoiding sharp objects from injuring pedestrians during the collision.

[0055] Since the edge area of ​​the anti-collision beam 1 is curved relative to the middle area, and the guard plate structure 3 does not affect the force direction of the energy-absorbing box 2, when the anti-collision beam assembly 10 is impacted, the inner surface of the two paired energy-absorbing boxes 2 near the middle area is more likely to deform first, causing the energy-absorbing box 2 to break inward.

[0056] To prevent the energy-absorbing box 2 from breaking, in some optional embodiments, guide grooves 21 are provided on the surface of the two paired energy-absorbing boxes 2 away from the central area. By providing guide grooves 21 on the surface of the energy-absorbing box 2 away from the central area, a weakening design is added to the outer side of the energy-absorbing box 2, ensuring that when the anti-collision beam assembly 10 is impacted, the energy-absorbing box 2 can be guided to collapse rearward as a whole, thereby evenly distributing the force on the vehicle body, reducing the amount of intrusion into the vehicle body, and improving the vehicle's collision safety. Optionally, the guide grooves 21 can be provided on the side of the energy-absorbing box 2 near the anti-collision beam 1 and extend along the second direction Z, thereby facilitating the collapse guidance of the energy-absorbing box 2.

[0057] Please see Figure 3 and Figure 5In some optional embodiments, the cross-section of the anti-collision beam 1 is axisymmetric in the third direction Y, and the plane of symmetry of the axisymmetric structure is perpendicular to the second direction Z. By setting the anti-collision beam 1 as an axisymmetric structure symmetrical along the second direction Z, it can be ensured that the deformation of both sides of the anti-collision beam 1 along the second direction Z is consistent during bending, avoiding the anti-collision beam 1 from being biased to one side and ensuring better accuracy. The anti-collision beam 1 can be made with a hollow structure to save materials, reduce costs, and achieve lightweighting of the anti-collision beam 1.

[0058] Furthermore, along the length Y direction of the anti-collision beam assembly 10, the cross-section of the anti-collision beam 1 can be set as an isosceles trapezoid. The two hypotenuses of the isosceles trapezoid are symmetrically arranged along the second direction Z, and the long side of the isosceles trapezoid connects to the guard plate structure 3. By setting the two surfaces of the anti-collision beam 1 along the second direction Z as inclined planes, the collision strength of the anti-collision beam 1 can be guaranteed while also being more adaptable to the vehicle body layout. For example, when a radiator 30 is installed on the guard plate structure 3, the air intake area of ​​the radiator 30 can be guaranteed through one inclined plane of the anti-collision beam 1. At the same time, the other inclined plane of the anti-collision beam 1 connects to other structures of the vehicle body, improving its applicability.

[0059] Optionally, the anti-collision beam 1 may include an anti-collision beam 1 body and first rivet nuts 12 disposed on the anti-collision beam 1 body. There may be two or more first rivet nuts 12, spaced apart along the length direction Y on the anti-collision beam 1 body. The first rivet nuts 12 may be made of aluminum to provide 10 Nm of anti-rotation capability. Optionally, the first rivet nuts 12 may also be connected to other vehicle body structures, such as the front bumper and underbody protection plate.

[0060] Please see Figure 6 In some optional embodiments, the skid plate structure 3 is welded to the two side edges of the anti-collision beam 1 along the second direction Z to improve the connection strength between the skid plate structure 3 and the anti-collision beam 1. Meanwhile, because four-wheel drive and rear-wheel drive vehicles have different tire sizes and ground clearances, by welding the skid plate structure 3 to the two side edges of the anti-collision beam 1 along the second direction Z, the welding position of the skid plate structure 3 and the anti-collision beam 1 can be adjusted according to the height of the anti-collision beam 1. This ensures that, in the second direction Z, each vehicle model can be covered to a position 140mm above the ground, meeting the needs of different vehicle models and achieving modular design.

[0061] Optionally, the guard plate structure 3 and the anti-collision beam 1 can be welded using the TIG (Tungsten Inert Gas) welding method, which has good welding quality, high reliability, good weld formation, no need to remove slag, no spatter, and less smoke and dust, and is suitable for thin plates.

[0062] Please see Figure 1 and Figure 7In some alternative embodiments, the protective plate structure 3 is welded to the outer edge of the energy-absorbing box 2. For example, when the energy-absorbing box 2 is set as a cube, the protective plate structure 3 can be welded to the four sides of the energy-absorbing box 2, forming four weld seams. The protective plate structure 3 and the energy-absorbing box 2 can be welded using the TIG welding method, which ensures the welding strength on the one hand, and avoids cracking of a certain weld seam due to uneven stress during welding on the other hand.

[0063] Optionally, the energy-absorbing box 2 is also provided with a second rivet nut 22, which can be used to assemble the pedestrian warning device. The energy-absorbing box 2 may also be provided with a positioning hole 23 to assist in the assembly of the second rivet nut 22.

[0064] Please see Figure 1 and Figure 8 In some optional embodiments, the anti-collision beam assembly 10 further includes a baffle structure 4, which covers the end of the energy-absorbing box 2 away from the anti-collision beam 1. The energy-absorbing box 2 is configured as a hollow structure, and the thickness of the baffle structure 4 is greater than or equal to three times the wall thickness of the energy-absorbing box 2, so as to effectively provide support and ensure that the energy-absorbing box 2 collapses.

[0065] Optionally, the baffle structure 4 is welded to the outer edge of the energy-absorbing box 2. For example, when the energy-absorbing box 2 is set as a cube, the baffle structure 4 can be welded to the four sides of the energy-absorbing box 2, forming four welds. The baffle structure 4 and the energy-absorbing box 2 can be welded using the TIG welding method, which ensures the welding strength and also avoids cracking of a certain weld due to uneven stress during welding.

[0066] Please see Figures 9 to 12 This application embodiment also provides a subframe assembly 20 for connection to the vehicle body 40. The subframe assembly 20 includes a crash beam assembly 10, a subframe 5, and a reinforcing beam 6. The crash beam assembly 10 is the same as the crash beam assembly 10 in the above embodiment. The subframe 5 is connected to the crash beam assembly 10. The subframe 5 includes two crossbeams 51 and two longitudinal beams 52. The two longitudinal beams 52 extend along a first direction X and enclose the two crossbeams 51 to form a frame structure. A first vehicle body connection portion 53 is provided on the crossbeams 51 and / or the longitudinal beams 52. The reinforcing beam 6 is connected to the end of the subframe 5 away from the crash beam assembly 10. The reinforcing beam 6 is provided with a second vehicle body connection portion 61.

[0067] For ease of description, the end of the subframe assembly 20 containing the anti-collision beam assembly 10 is defined as the front end, and the end containing the reinforcing beam 6 is defined as the rear end. When the subframe assembly 20 is impacted, the impact force borne by the anti-collision beam assembly 10 will first be absorbed by the energy-absorbing box 2, and then transferred rearward to the subframe 5. By setting the anti-collision beam assembly 10 as described in the above embodiment, it is possible to effectively guide collision crumpling, increase the collision energy absorption channel, and achieve better energy absorption, thereby reducing or avoiding impacts on the vehicle's passenger compartment and ensuring the integrity of the passenger compartment.

[0068] Specifically, the front end of the subframe 5 is connected to the baffle structure 4 of the anti-collision beam assembly 10. The baffle structure 4 may be provided with a first opening, and the subframe 5 may be provided with a second opening corresponding to each first opening. The subframe 5 and the anti-collision beam assembly 10 are connected by passing bolts through the first opening and the second opening in sequence. Optionally, the second opening may be a threaded hole. In addition, the number of first openings may be three, and of the three first openings, two are located on the inner side and one is located on the outer side.

[0069] Meanwhile, to prevent the rear end of the vehicle body 40 from collapsing or even breaking before the front end of the vehicle body 40 when the subframe assembly 20 is impacted, a reinforcing beam 6 is provided at the rear end of the subframe 5 in this embodiment. The second body connection part 61 of the reinforcing beam 6 is connected to the rear end of the vehicle body 40, so the reinforcing beam 6 can play a supporting role, improve the rigidity of the rear end of the vehicle body 40, thereby ensuring the collapse sequence and direction of the vehicle body 40, and further ensuring that the intrusion of the vehicle passenger compartment meets the regulatory requirements.

[0070] Optionally, the reinforcing beam 6 can be configured one-to-one with the longitudinal beam 52, with one end of the reinforcing beam 6 connected to the longitudinal beam 52 and the other end connected to the vehicle body 40. The reinforcing beam 6 may be equipped with a first reinforcing rib 62 to improve its rigidity, thereby indirectly increasing the rigidity of the rear end of the vehicle body 40. The reinforcing beam 6 may also be equipped with a welding nut 63 to connect to the underbody protection plate of the vehicle body 40, increasing the stability of the underbody protection plate.

[0071] In some alternative embodiments, a second mounting portion is provided on the crossbeam 51 on the side of the subframe 5 near the anti-collision beam assembly 10, to cooperate with the first mounting portion 311 on the anti-collision beam assembly 10, thereby fixing the compressor, radiator, fan, and other mounting components connected to the front frame of the commercial vehicle to the subframe assembly 20, further increasing the engine compartment layout space. In addition, the two crossbeams 51 of the subframe 5 may also be provided with second reinforcing ribs 511, thereby significantly improving the overall modality of the subframe 5.

[0072] Optionally, the subframe 5 can be configured as a one-piece cast aluminum frame subframe 5. The use of aluminum alloy and wall thickness optimization reduce the overall weight of the subframe assembly 20 by approximately 30-40%. The subframe 5 is equipped with control arm mounting points, body mounting points, rear suspension mounting points, stabilizer bar mounting points, and wireless charging mounting points to ensure the functionality of the subframe 5. Among them, the control arm mounting points can be located close to the first body connection part 53 to increase the dynamic stiffness of the control arm mounting points.

[0073] Please see Figure 11 and Figure 12 In some optional embodiments, the longitudinal beam 52 is provided with a bend 521, which is bent along the second direction Z of the anti-collision beam assembly 10. By providing the bend 521 on the longitudinal beam 52, a weak point is formed on the longitudinal beam 52, thereby ensuring the strength of the subframe assembly 20 while also mitigating the impact, so as to avoid the situation where the subframe 5 is too strong to deform, causing the longitudinal beam 52 to lose its energy absorption function due to changes in force during the collapse process, thereby reducing the amount of intrusion into the passenger compartment and improving collision safety.

[0074] Please see Figure 13 In some optional embodiments, the connecting surface of the first body connecting portion 53 is configured as an anti-slip surface to increase the coefficient of friction between the subframe 5 and the body connection point, and also to prevent loosening and improve reliability. Optionally, the coefficient of friction can be increased by knurling the connecting surface of the first body connecting portion 53.

[0075] This application also provides a vehicle including the subframe assembly 20 described in the above embodiments. Therefore, the vehicle provided in this application has the technical effects of the subframe assembly 20 in any of the above embodiments. Explanations of structures and terms identical or corresponding to those in the above embodiments will not be repeated here. The vehicles in this application may include various public transport vehicles, private vehicles, off-road vehicles, military vehicles, and new energy vehicles, etc., and this application does not impose any special limitations on them.

[0076] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variations thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A protective plate structure, characterized in that, The protective plate structure has a first surface and a second surface arranged opposite to each other along a first direction. The first surface is used to connect the anti-collision beam, and the second surface is used to connect the energy-absorbing box. The protective plate structure has a protruding area that protrudes from the energy-absorbing box along the second direction. The protruding area is provided with a first mounting part. In the third direction, the anti-collision beam has a middle area and two edge areas on both sides. The third direction, the first direction and the second direction are intersected in pairs. The protective plate structure includes multiple side plates that enclose and form a cavity. The multiple side plates include a first plate body and a second plate body. The first mounting part is disposed on the first plate body, and an operation hole is provided on the second plate body, the operation hole exposing the first mounting part on the first plate body.

2. The protective plate structure as described in claim 1, characterized in that, The protective plate structure also includes a reinforcing part, which is located in the cavity and connected to the side plate.

3. A crash beam assembly, characterized in that, include: Anti-collision beam; An energy-absorbing box is disposed on one side of the anti-collision beam along the first direction and extends away from the anti-collision beam; As described in claim 1 or 2, the second surface of the protective plate structure covers the end of the energy-absorbing box, and the energy-absorbing box is connected to the anti-collision beam through the protective plate structure.

4. The anti-collision beam assembly as described in claim 3, characterized in that, The edge region of the anti-collision beam is curved relative to the middle region along the side facing the energy-absorbing box; The energy-absorbing boxes are arranged in pairs on the edge areas of both sides of the anti-collision beam. The protective plate structure corresponds one-to-one with the energy-absorbing box. The protective plate structure is adapted to the curvature of the edge area of ​​the anti-collision beam and gradually shrinks along the side away from the middle area.

5. The anti-collision beam assembly as described in claim 4, characterized in that, The two energy-absorbing boxes arranged in pairs have guide grooves on the side surface away from the middle area.

6. The anti-collision beam assembly as described in claim 3, characterized in that, The first surface of the guard plate structure is welded to the two side edges of the anti-collision beam along the second direction.

7. The anti-collision beam assembly as described in claim 3, characterized in that, The anti-collision beam has an axisymmetric structure in its cross-section along the third direction, and the symmetry plane of the axisymmetric structure is perpendicular to the second direction.

8. The anti-collision beam assembly as described in claim 3, characterized in that, It also includes a baffle structure that covers the end of the energy-absorbing box away from the anti-collision beam. The energy-absorbing box is a hollow structure, and the thickness of the baffle structure is greater than or equal to three times the wall thickness of the energy-absorbing box.

9. A subframe assembly for connection to a vehicle body, characterized in that, The subframe assembly includes: The anti-collision beam assembly is the anti-collision beam assembly as described in any one of claims 3 to 8; A subframe is connected to the anti-collision beam assembly. The subframe includes two crossbeams and two longitudinal beams. The two longitudinal beams extend along a first direction and enclose the two crossbeams to form a frame structure. A first body connection part is provided on the crossbeams and / or the longitudinal beams. A reinforcing beam is connected to the side of the subframe away from the anti-collision beam assembly, and the reinforcing beam is provided with a second body connection portion.

10. The subframe assembly as described in claim 9, characterized in that, The longitudinal beam is provided with a bent portion, which is bent along a second direction.

11. The subframe assembly as described in claim 9, characterized in that, The connecting surface of the first vehicle body connection part is set as an anti-slip surface.

12. A vehicle, characterized in that, Includes the subframe assembly as described in any one of claims 9 to 11.

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