A vehicle architecture and vehicle for improved small offset crash performance

Abstract

The present application relates to the field of automotive technology, and particularly to a vehicle architecture for improving small offset crash performance and a vehicle. The vehicle architecture comprises a front compartment module, a vehicle body, a front suspension and a rear suspension, wherein the front compartment module is connected with the front suspension, one end of the vehicle body is connected with the front compartment module, and the other end of the vehicle body is connected with the rear suspension; the front longitudinal beam of the vehicle body is arranged in a 25% small offset crash zone in the present application, so that the crash obstacle avoidance under the 25% small offset crash condition can overlap with the front longitudinal beam, thus directly participating in the collision energy absorption, and the materials with higher strength can be used for the A-pillar and the side beam, which is beneficial to the lightweight of the vehicle, and the opening of the front compartment can be increased, which is beneficial to the arrangement of the internal components of the front compartment; the distance between the front longitudinal beam and the side beam is reduced in the present application, so that the force transmission path of the vehicle collision is smoother from the front longitudinal beam to the door sill, the leaf spring is used instead of the transmission coil spring, the wheel cover size can be reduced, and the suspension does not interfere with the wheel cover when jumping.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automotive technology, in particular to an automobile architecture for improving small offset crash performance and a vehicle. BACKGROUND

[0002] The safety performance of vehicle collision is an important indicator for measuring the ability of a car to effectively protect passengers and pedestrians from injury or reduce the degree of injury in the event of an unexpected collision. With the continuous upgrading of global safety standards and the more stringent safety test standards pushed by the insurance industry for industry interests, the safety evaluation of traditional automobile bodies is facing unprecedented challenges.

[0003] In the safety crash test of an automobile, the front 25% small offset crash is considered one of the most severe challenges to the safety performance of the vehicle. This test simulates the situation that the vehicle may collide with an obstacle at a small offset angle (i.e., only 25% of the width of the front of the vehicle is in contact with the obstacle) during actual road driving. Since the collision energy is mainly concentrated on one side of the vehicle body, the impact load energy of the entire vehicle needs to be loaded on the 25% of the vehicle body structure, which puts extremely high requirements on the strength and rigidity of the vehicle body structure.

[0004] Compared with the 40% offset crash, which is borne by the single side rail, the 25% small offset crash generally cannot be directly borne by the longitudinal beam, resulting in the A-pillar (i.e., the pillar at the front of the vehicle body) being directly impacted by the obstacle. The A-pillar, as an important component of the vehicle body structure, its rigidity and strength are directly related to the performance of the vehicle in a collision. In order to improve this crash performance, the common method is to increase the material layout or optimize the wheel cover structure to improve the rigidity of the A-pillar and avoid deformation of the A-pillar and door frame.

[0005] The document with Chinese patent application number 201420204326.1 discloses a machine cabin longitudinal beam structure based on 25% offset crash design, which discloses a closed section strengthening structure between the side beam and the longitudinal beam to transfer load and reduce damage; the document with Chinese patent application number 202022798279.6 discloses a vehicle body structure based on 25% offset crash design, which discloses directly connecting the side beam and the longitudinal beam through a connecting piece to achieve multi-path energy transfer to the vehicle body and reduce the destructive force of the collision on the vehicle body; the document with Chinese patent application number 202210613403.8 discloses a vehicle body for improving offset crash performance, which focuses on strengthening the A-pillar design, including inducing grooves and inducing reinforcing ribs; the document with Chinese patent application number CN202110208456.7 discloses a 25% small offset crash vehicle body structure of an automobile, which discloses a guide surface, the purpose of which is to generate a Y-direction guide force during the collision process, so that the collision wall can slide out along the guide surface and separate from the vehicle body.

[0006] From the above patent, under the 25% offset collision condition, the longitudinal beam does not overlap with the collision barrier, so that the front longitudinal beam cannot be used as the main path of energy transmission and absorption, and from the perspective of the overall vehicle arrangement, due to the requirement of the turning diameter, the front wheel turning angle will constrain the position of the longitudinal beam, and the diameter of the coil spring is relatively large, in order to avoid the interference between the coil spring and the wheel cover during the tire jumping process, a certain distance is required to be reserved between the side beam and the front longitudinal beam, and the above requirements are the reasons why the front longitudinal beam cannot be used as the main path of energy transmission and absorption under the 25% offset collision condition. SUMMARY

[0007] In view of the problems in the prior art, the present application provides an automobile architecture for improving small offset crash performance and a vehicle, which can reduce the distance between the front longitudinal beam and the side beam, so that the front longitudinal beam can be used as the main path of energy transmission and absorption under the 25% offset collision condition, and the above structure can also meet the requirement of the turning diameter.

[0008] The automobile architecture for improving small offset crash performance provided by the present application comprises a front compartment module, a vehicle body, a front suspension and a rear suspension, wherein the front compartment module is connected with the front suspension, one end of the vehicle body is connected with the front compartment module, and the other end of the vehicle body is connected with the rear suspension.

[0009] The front compartment module comprises a front protection cross beam, an A-pillar and a front longitudinal beam, the front protection cross beam is connected with the front longitudinal beam through a front protection cross beam energy absorption box, a shock absorber tower seat is arranged on the front longitudinal beam, a side beam is arranged on the shock absorber tower seat, the side beam is connected with the A-pillar, one end of the A-pillar away from the side beam is connected with an A-pillar upper cross beam and a rocker beam, and a front baffle cross beam is arranged between the front longitudinal beam and the A-pillar.

[0010] As a further improvement of the present application, when the width of the vehicle body is D mm, the distance between the front longitudinal beam and the center axis of the vehicle body is ≥D / 4 mm, and the distance between the front longitudinal beam and the edge of the vehicle body is ≤D / 4 mm.

[0011] As a further improvement of the present application, a calf protection beam is further arranged, and the calf protection beam is connected with the front protection cross beam through a protection beam energy absorption box.

[0012] As a further improvement of the present application, the distance between the front longitudinal beam and the side beam is 162 mm.

[0013] As a further improvement of the present application, the front suspension and the rear suspension are both plate spring type double wishbone structures.

[0014] As a further improvement of the present application, the front suspension comprises a front plate spring, a front subframe, an upper swing arm, a lower swing arm and a steering system.

[0015] The front plate spring is connected with the front subframe through a front fixed support, and the front plate spring is arranged on the upper surface of the lower swing arm.

[0016] The lower swing arm is connected with the upper swing arm through the front steering knuckle, and the lower swing arm is fixedly connected with the front subframe.

[0017] As a further improvement of the present application, the front shock absorber is further provided, one end of the front shock absorber is connected with the vehicle body, and the other end of the front shock absorber is connected with the lower swing arm through the front steering fork.

[0018] As a further improvement of the present application, the steering system comprises a driving member and a front steering device connected with the driving member, wherein the driving member is connected with the front steering knuckle, and the input end of the front steering device is connected with the steering column system.

[0019] As a further improvement of the present application, the front suspension is connected with the front wheel, and the rear suspension is connected with the rear wheel, and the maximum steering angle of the front wheel and the rear wheel is 20°.

[0020] A vehicle comprising the automobile framework for improving the small offset crash performance.

[0021] Compared with the prior art, the present application has the following technical effects:

[0022] The front longitudinal beam of the vehicle body is arranged in the 25% small offset collision area, so that the collision obstacle avoidance in the 25% small offset collision condition can overlap with the front longitudinal beam, the front longitudinal beam can fully participate in the collision energy absorption, the impact on the A-pillar is reduced, the integrity of the passenger compartment is ensured, the small offset crash performance of the vehicle is improved, the materials with higher strength can be used for the A-pillar and the side beam, the weight of the vehicle is reduced, the opening of the front compartment is increased, and the arrangement of the internal components of the front compartment is facilitated.

[0023] The distance between the front longitudinal beam and the side beam is reduced, the force transmission path of the vehicle collision is smoother from the front longitudinal beam to the door sill, the leaf spring is used instead of the transmission coil spring, the size of the wheel cover is reduced, the weight of the components is reduced, the suspension does not interfere with the wheel cover when jumping, the front wheel and the rear wheel can independently steer at a larger angle, the tire envelope does not interfere with the longitudinal beam, the small offset crash performance of the vehicle is improved, and the overall structure of the vehicle is changed slightly. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 It is a schematic diagram of the overall structure of the present application;

[0025] Figure 2 It is a vehicle body axial view of the present application;

[0026] Figure 3 It is a schematic diagram of the front compartment module of the present application;

[0027] Figure 4 It is another schematic diagram of the front compartment module of the present application;

[0028] Figure 5 Figure 1 is a front suspension and rear suspension overall view of the present application;

[0029] Figure 6 Figure 2 is a front suspension schematic view of the present application;

[0030] Figure 7 Figure 3 is another front suspension view of the present application;

[0031] Figure 8 Figure 4 is a rear suspension schematic view of the present application.

[0032] Reference signs: 101, front bumper cross beam; 102, front bumper cross beam energy absorption box; 103, front longitudinal beam; 104, side beam; 105, shock absorber tower seat; 106, A-pillar; 107, rocker beam; 108, front apron cross beam; 109, A-pillar upper side beam; 110, calf guard beam; 111, guard beam energy absorption box; 201, front subframe; 202, front hub; 203, front knuckle; 204, first front upper swing arm; 205, second front upper swing arm; 206, first front lower swing arm; 207, second front lower swing arm; 208, front stabilizer bar; 209, front leaf spring; 210, front fixed support; 211, front steering yoke; 212, front shock absorber; 213, front shock absorber connecting support; 214, front steering gear; 215, front steering motor; 216, steering column system; 301, rear subframe; 302, rear hub; 303, rear knuckle; 307, second rear lower swing arm; 309, rear leaf spring; 310, rear fixed support; 311, rear steering yoke; 312, rear shock absorber; 313, rear shock absorber connecting support; 314, rear steering gear; 315, rear steering motor. DETAILED DESCRIPTION

[0033] Embodiments of the present application are described below in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application. On the contrary, the embodiments of the present application include all changes, modifications and equivalents falling within the spirit and scope of the appended claims.

[0034] Examples of the present application are described below in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The examples described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0035] Example 1

[0036] As Figure 1 , Figure 2and Figure 3 As shown in the drawings, the automobile structure for improving small offset crash performance of the application comprises a front compartment module, a vehicle body, a front suspension and a rear suspension, wherein the front compartment module is connected with the front suspension, one end of the vehicle body is connected with the front compartment module, and the other end is connected with the rear suspension; the front compartment module comprises a front protection cross beam 101, an A-pillar 106 and a front longitudinal beam 103, the front protection cross beam 101 is connected with the front longitudinal beam 103 through a front protection cross beam energy absorption box 102, a shock absorber tower seat 105 is arranged on the front longitudinal beam 103, a side beam 104 is arranged on the shock absorber tower seat 105, the side beam 104 is connected with the A-pillar 106, wherein one end of the A-pillar 106 away from the side beam 104 is connected with an A-pillar upper side beam 109 and a rocker beam 107, and a front baffle cross beam 108 is arranged between the front longitudinal beam 103 and the A-pillar 106. It also comprises a calf protection beam 110, which is connected with the front protection cross beam 101 through a protection beam energy absorption box 111.

[0037] The vehicle body in the embodiment is roughly the same as the traditional vehicle body structure, and the front compartment module is different, as shown in the drawings. Figure 3 As shown in the drawings, the front protection cross beam 101 in the embodiment is arranged in an arc shape, which can maximize the coverage of the front protection cross beam 101 without affecting other configurations of the vehicle; the front protection cross beam energy absorption box 102 arranged can absorb energy from the front protection cross beam 101 and transfer the energy to the side beam 104.

[0038] The shock absorber tower seat 105 mounted on the side beam 104 in the embodiment is used to provide a mounting point for the chassis shock absorbing support assembly, and the shock absorber tower seat 105 is connected with the side beam 104, Figure 3 One end of the side beam 104 is connected with the front longitudinal beam 103 through a support, and the other end passes through the top of the shock absorber tower seat 105 and is connected with the A-pillar 106; in the embodiment, the area of the connection between the middle part of the A-pillar 106 and the side beam 104 is maximized to reduce the impact of the collision force conducted on the unit area of the connection.

[0039] The A-pillar upper side beam 109 connected with the top of the A-pillar 106 and the rocker beam 107 connected with the bottom of the A-pillar 106 in the embodiment are used to enhance the strength of the vehicle body structure and effectively disperse the impact force during the collision; the front baffle cross beam 108 arranged between the front longitudinal beam 103 and the A-pillar 106 is used for force transmission; compared with the traditional force transmission path, the newly added force transmission path can reduce the sharing of the traditional force transmission path, the newly added force transmission path is the front longitudinal beam 103 and the front baffle cross beam 108, which can share the collision energy of the traditional force transmission path through the side beam 104, the A-pillar 106, the rocker beam 107 and the A-pillar upper side beam 104, and through the two force transmission paths, the damage to the A-pillar 106 can be effectively reduced to ensure the safety of the passenger compartment, and at the same time, the problem of increasing multiple reinforcing members in the traditional solution is avoided, and the lightweight of the vehicle body is realized.

[0040] The calf protection beam 110 and the protection beam energy absorption box 111 in the embodiment can protect the calf of the pedestrian from serious injury when the vehicle collides with the pedestrian. When the vehicle collides with the pedestrian, the calf protection beam 110 can contact the leg of the pedestrian at a lower front contact point, guide the pedestrian upward and backward by changing the direction of the human body, reduce the risk of the pedestrian being rolled into the vehicle bottom, and reduce the direct impact damage to the leg of the pedestrian. The protection beam energy absorption box 111 can absorb the collision energy.

[0041] When the vehicle body width is D mm, the distance between the front longitudinal beam 103 and the vehicle body center axis is ≥D / 4 mm, and the distance between the front longitudinal beam 103 and the vehicle body edge is ≤D / 4 mm. As shown in Figure 4 The Y-direction size of the vehicle body is shown in the schematic view, the vehicle width is defined as D mm, the distance between the outer edge of the front longitudinal beam 103 and the vehicle body center axis is at least greater than D / 4 mm, and the distance between the front longitudinal beam 103 and the vehicle body edge is at least less than D / 4 mm. This ensures that the 25% small offset collision wall can cover the front longitudinal beam 103, so that the energy generated during the collision can be directly transmitted to the front longitudinal beam 103 through the front beam 101 and the front beam energy absorption box 102.

[0042] The preferred distance between the front longitudinal beam 103 and the side beam 104 in the embodiment is 162 mm. The distance between the front longitudinal beam 103 and the side beam 104 in the traditional architecture is generally 222 mm, while the preferred distance between the front longitudinal beam 103 and the side beam 104 in the present application is 162 mm, which reduces the distance and enables the 25% small offset collision wall to cover the front longitudinal beam 103. Due to the reduced distance, the suspension coil spring space is squeezed, and the vehicle turning diameter is also affected. Therefore, the front suspension and the rear suspension shown in Figure 5 The front suspension and the rear suspension are both plate spring type double wishbone structures, which ensure that the front and rear tires can rotate at a large angle, and eliminate the space occupation of the traditional coil spring to the shock absorber seat structure, but are not limited thereto. Macpherson suspension can also be used instead, which can be replaced according to specific use scenarios or processing methods, as long as the front and rear wheels can rotate in a large range.

[0043] As shown in Figure 6 and Figure 7As shown, the front suspension includes a front leaf spring 209, a front subframe 201, an upper swing arm, a lower swing arm, and a steering system; the front leaf spring 209 is connected to the front subframe 201 through a front fixed support 210, and the front leaf spring 209 is arranged above the lower swing arm; the lower swing arm is connected to the upper swing arm through a front steering knuckle 203, and the lower swing arm is fixedly connected to the front subframe 201. It also includes a front shock absorber 212, wherein one end of the front shock absorber 212 is connected to the vehicle body, and the other end is connected to the lower swing arm through a front steering fork 211. The steering system includes a driving member and a front steering gear 214 connected to the driving member, wherein the driving member is connected to the front steering knuckle 203, and the input end of the front steering gear is connected to a steering column system 216.

[0044] In the embodiment, the upper swing arm includes two, which are a first front upper swing arm 204 and a second front upper swing arm 205, and the first front upper swing arm 204 and the second front upper swing arm 205 are connected to the front steering knuckle 203 through a ball joint, and the front steering knuckle 203 is connected to the lower swing arm through a ball joint, wherein the lower swing arm includes two, which are a first front lower swing arm 206 and a second front lower swing arm 207.

[0045] In the embodiment, the first front lower swing arm 206 and the second front lower swing arm 207 are fixed to the front subframe 201 through a bushing, wherein the upper end of the front shock absorber 212 is connected to a front shock absorber connecting support 213, the front shock absorber connecting support 213 is connected to the vehicle body, the lower end of the front shock absorber 212 is connected to the front steering fork 211, and the front shock absorber 212 is connected to the first front lower swing arm 206 through a bushing.

[0046] It also includes a front stabilizer bar 208, which is fixed to the front subframe 201 through a bushing, and the two ends of the front stabilizer bar 208 are connected to the front steering fork 211 through a small connecting rod.

[0047] In the embodiment, the driving member in the steering system is preferably a front steering motor 215, which is a hub motor, and the front steering motor 215 is fixed to the front steering gear 214, and the front steering motor 215 is connected to the front steering knuckle 203, wherein the input end of the front steering gear 214 is connected to the steering column system 216, and the connection between the two can be a mechanical structure as shown, or a disconnected steer-by-wire. Figure 6

[0048] In the embodiment, the middle support point of the front leaf spring 209 is connected to the front subframe 201 through the front fixed support 210, and the two ends of the front leaf spring 209 are also connected to the first front lower swing arm 206.

[0049] When the wheel is in the process of jumping up, the front hub 202 drives the front steering knuckle 203 to rotate around the connection points of the first front lower swing arm 206, the second front lower swing arm 207, and the front subframe 201, and the first front lower swing arm 206 drives the front leaf spring 209 to generate a spring force, thereby realizing the function of a traditional coil spring. ​

[0050] The embodiment is as follows Figure 8 The rear suspension is shown in the schematic diagram, and the overall structure of the rear suspension is basically the same as that of the front suspension, and the difference is that the steering system in the rear suspension does not have the steering column system 216, and the specific steering angle is processed by the whole vehicle control system.

[0051] In the embodiment, the lower swing arm includes two, which are the first rear lower swing arm and the second rear lower swing arm 307, and the first rear lower swing arm and the second rear lower swing arm 307 are connected with the rear knuckle 303 through a ball joint, wherein the first rear lower swing arm and the second rear lower swing arm 307 are fixed on the rear subframe 301 through a bushing, wherein the upper end of the rear shock absorber 312 is connected with the rear shock absorber connecting support 313, the rear shock absorber connecting support 313 is connected with the vehicle body, and the lower end of the rear shock absorber 312 is connected with the rear steering fork 311 and connected with the first rear lower swing arm through a bushing.

[0052] In the embodiment, the driving member in the steering system is preferably a rear steering motor 315, and the rear steering motor 315 is fixed on the rear steering gear 314, and the rear steering motor 315 is connected with the rear knuckle 303; the steering system of the rear suspension and the steering system of the front suspension of the embodiment realize the cooperation between the systems through a specific strategy of CAN communication.

[0053] In the embodiment, the middle supporting point of the rear leaf spring 309 is connected with the rear subframe 301 through the rear fixed support 310, and the two ends of the rear leaf spring 306 are also connected with the first rear lower swing arm.

[0054] When the wheel is in the process of jumping up, the rear hub 302 drives the rear knuckle 303 to rotate around the connecting point of the first rear lower swing arm, the second rear lower swing arm 307 and the rear subframe 301, the first rear lower swing arm drives the rear leaf spring 306 to generate a spring force, thereby realizing the action of the traditional coil spring.

[0055] The front suspension is connected with the front wheel, and the rear suspension is connected with the rear wheel, and the maximum steering angle of the front wheel and the rear wheel is 20°. In the embodiment, according to the requirement of the turning diameter, through the configured steering system, it is ensured that the front wheel and the rear wheel can independently steer at a larger angle; the front wheel and the rear wheel in the embodiment are both smaller than the steering angle of the traditional front wheel, and are larger than the steering angle of the traditional rear wheel, the steering angle of the traditional front wheel is between 35° and 40°, the steering angle of the traditional rear wheel is generally not greater than 10°, the maximum steering angle of the front wheel and the rear wheel in the embodiment is 20°, and through the cooperative control of the front wheel and the rear wheel, the requirement of the turning diameter is met, and it is ensured that the tire envelope does not interfere with the longitudinal beam.

[0056] Embodiment 2

[0057] The embodiment is basically the same as embodiment 1, and the difference is that a vehicle includes the automobile architecture for improving the small offset crash performance as described above.

[0058] It should be noted that, in the description of the present application, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. In addition, in the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise specified.

[0059] Any process or method descriptions or descriptions of the flow diagrams in the present application can be understood as representing code modules, segments, or portions of code that include one or more executable instructions for performing specific logic functions or steps in the process, and the scope of preferred embodiments of the present application includes the additional implementation of the described processes or methods in which the steps are performed in an order different from that described, and / or including additional or fewer steps, as appropriate, and / or including the performance of the steps in substantially simultaneous fashion, as appropriate, and / or including the elimination of steps in accordance with the principles of the present application, as appropriate.

[0060] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0061] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. An automotive architecture to improve small offset crash performance, characterized by, The vehicle comprises a front compartment module, a vehicle body, a front suspension and a rear suspension, wherein the front compartment module is connected with the front suspension, one end of the vehicle body is connected with the front compartment module, and the other end of the vehicle body is connected with the rear suspension. The front compartment module comprises a front beam (101), an A-pillar (106) and a front longitudinal beam (103), the front beam (101) is connected with the front longitudinal beam (103) through a front beam energy absorption box (102), a shock absorber tower seat (105) is arranged on the front longitudinal beam (103), an edge beam (104) is arranged on the shock absorber tower seat (105), the edge beam (104) is connected with the A-pillar (106), one end of the A-pillar (106) away from the edge beam (104) is connected with an A-pillar upper edge beam (109) and a rocker beam (107), and a front baffle beam (108) is arranged between the front longitudinal beam (103) and the A-pillar (106). When the width of the vehicle body is D mm, the distance between the front longitudinal beam (103) and the central axis of the vehicle body is greater than or equal to D / 4 mm, and the distance between the front longitudinal beam (103) and the edge of the vehicle body is less than or equal to D / 4 mm. The front suspension and the rear suspension are both plate spring type double wishbone structures, the front suspension comprises a front plate spring (209), a front subframe (201), an upper swing arm, a lower swing arm and a steering system. The front plate spring (209) is connected with the front subframe (201) through a front fixed support (210), and the front plate spring (209) is arranged on the upper swing arm; the lower swing arm is connected with the upper swing arm through a front steering knuckle (203), and the lower swing arm is fixedly connected with the front subframe (201).

2. The vehicle architecture of claim 1, wherein, The vehicle further comprises a calf protection beam (110), the calf protection beam (110) is connected with the front beam (101) through a protection beam energy absorption box (111).

3. The vehicle architecture of claim 1, wherein, The distance between the front longitudinal beam (103) and the edge beam (104) is 162 mm.

4. The vehicle architecture of claim 1, wherein, The vehicle further comprises a front shock absorber (212), one end of the front shock absorber (212) is connected with the vehicle body, and the other end of the front shock absorber (212) is connected with the lower swing arm through a front steering yoke (211).

5. The vehicle architecture of claim 1, wherein, The steering system comprises a driving member and a front steering gear (214) connected with the driving member, wherein the driving member is connected with the front steering knuckle (203), and an input end of the front steering gear (214) is connected with a steering column system (216).

6. The vehicle architecture of claim 1, wherein, The front suspension is connected with a front wheel, the rear suspension is connected with a rear wheel, and the maximum steering angle of the front wheel and the rear wheel is 20°.

7. A vehicle characterized by comprising: The vehicle comprises the automobile framework with improved small offset crash performance according to any one of claims 1 to 6.

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