Vehicle auxiliary frame, forecabin assembly and vehicle

Abstract

The invention relates to a vehicle auxiliary frame, a front cabin assembly and a vehicle, the vehicle auxiliary frame is used for being arranged in a front cabin, and the vehicle auxiliary frame comprises a longitudinal beam extending in the same direction as the advancing direction of the vehicle; the cross beams are perpendicular to the longitudinal beams and connected with the longitudinal beams, and the cross beams and the longitudinal beams define a frame structure; a bendable weak area is arranged at the end, close to a cab, of each longitudinal beam so that the frame structure can move in the direction close to the cab when the front face of the front cabin collides. The vehicle auxiliary frame structure is of the frame structure composed of the longitudinal beams and the transverse beams, the bendable weak areas are arranged on the sides, close to the cab, of the longitudinal beams, when the front face of a front engine room is collided, the weak areas are bent firstly, and the frame structure retreats in the direction close to the cab; a larger crumple space is provided for the front cabin, the rigidity of the front cabin is reduced, and therefore the effect of protecting the safety of passengers is achieved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of subframes, and in particular to a vehicle subframe, a front compartment assembly and a vehicle. Background Art

[0002] With the current diversified demand for vehicles in society, small cars occupy a large market share. However, small cars have smaller front cabin space and correspondingly smaller energy absorption space, which increases the risk of small cars in head-on collision conditions. Summary of the invention

[0003] The purpose of the present disclosure is to provide a vehicle subframe, a front cabin assembly and a vehicle, which can solve the above-mentioned technical problems.

[0004] In order to achieve the above-mentioned purpose, the present disclosure provides a vehicle subframe for being arranged in a front cabin, the vehicle subframe comprising: a longitudinal beam extending in the same direction as the traveling direction of the vehicle; a cross beam arranged perpendicular to the longitudinal beam and connected to the longitudinal beam, the cross beam and the longitudinal beam together forming a frame structure; a bendable weak area is arranged at one end of the longitudinal beam close to the cockpit, so that the frame structure can move towards the cockpit when a collision occurs at the front of the front cabin.

[0005] Optionally, the cross beam includes a rear cross beam arranged close to the cockpit, one end of the longitudinal beam close to the cockpit extends out of the rear cross beam, and a portion of the longitudinal beam extending out of the rear cross beam is configured as the weak area.

[0006] Optionally, the vehicle subframe further includes a connecting member, one end of which is connected to a side of the weak area away from the rear cross beam, and the other end is constructed as a first mounting point for connecting to a vehicle body floor, and the connecting member is connected to the vehicle body floor via bolts arranged at the first mounting point.

[0007] Optionally, the connecting member is arranged perpendicular to the longitudinal beam.

[0008] Optionally, a second mounting point for connecting to a suspension is provided on the longitudinal beam, the second mounting point is arranged on a side of the weak area away from the cockpit and connected to the rear cross beam, and the second mounting point is arranged perpendicular to the longitudinal beam.

[0009] Optionally, the connecting member, the second mounting point and the longitudinal beam are all formed of sheet metal parts, and the number of layers of sheet metal parts forming the connecting member and the second mounting point is greater than the number of layers of sheet metal parts forming the longitudinal beam.

[0010] Optionally, the connecting member is used to overlap the top of the vehicle body floor.

[0011] Optionally, the longitudinal beam is provided with a third mounting point for connecting to the vehicle body, a fourth mounting point for connecting to the engine assembly, a fifth mounting point for connecting to the front end of the lower swing arm, and a sixth mounting point for connecting to the rear end of the lower swing arm, and a seventh mounting point for connecting to the wheel is provided at one end of the lower swing arm away from the longitudinal beam, and the fourth mounting point, the fifth mounting point, the sixth mounting point and the seventh mounting point are located on a side flush with or close to the third mounting point.

[0012] Optionally, the cross beam further includes a front cross beam, the front cross beam is arranged on a side of the third mounting point away from the cockpit, and a portion of the longitudinal beam between the front cross beam and the third mounting point is configured as a curved structure.

[0013] Optionally, the cross beam further includes a middle cross beam, and the middle cross beam is arranged at a position flush with the third mounting point.

[0014] A second object of the present disclosure is to provide a front cabin assembly, comprising: a front cabin; and a vehicle subframe, wherein the vehicle subframe is disposed in the front cabin and has a separation space between the vehicle subframe and a cockpit.

[0015] A third object of the present disclosure is to provide a vehicle, comprising: the above-mentioned front cabin assembly.

[0016] Through the above technical solution, the vehicle subframe is constructed as a frame structure composed of longitudinal beams and transverse beams. A bendable weak area is provided on the side of the longitudinal beam close to the cockpit. When a frontal collision occurs in the front cabin, the weak area bends first, and the frame structure retreats toward the cockpit, providing a larger crumple space for the front cabin and reducing the stiffness of the front cabin, thereby achieving the effect of protecting the safety of the occupants.

[0017] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings: Figure 1 is a schematic structural diagram of a vehicle subframe in the present disclosure; Figure 2 is a schematic diagram of the structure at the weak area in the present disclosure; Figure 3 is a schematic structural diagram of the connection between the connecting member and the vehicle body floor in the present disclosure; Figure 4 is a schematic diagram of the structure of the front cabin in the present disclosure; Figure 5is a schematic diagram of the structure of the vehicle subframe connection point in the present disclosure; Figure 6 It is a motion pattern diagram of the vehicle subframe in the present disclosure under 25% frontal offset collision conditions.

[0019] Description of Reference Numerals 1. Longitudinal beam; 101. Bending structure; 102. Weak area; 2. Cross beam; 21. Rear cross beam; 22. Middle cross beam; 23. Front cross beam; 3. Connector; 31. First mounting point; 4. Lower arm; 5. Wheel; 6. Front engine compartment; 7. Third mounting point; 8. Fourth mounting point; 9. Fifth mounting point; 10. Sixth mounting point; 11. Second mounting point; 12. Seventh mounting point; 13. Body floor; 14. Bolts; 15. Engine assembly; 16. Body. DETAILED DESCRIPTION

[0020] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0021] In the present disclosure, unless otherwise stated, directional words such as "up, down, top, bottom" generally refer to the up, down, top, bottom of the corresponding component in the direction of gravity when in use, "front, back, left, right" refer to the front, back, left, right corresponding to the direction of travel of the vehicle, and "inside and outside" refer to the inside and outside relative to the outline of the component or structure itself. In addition, it should be noted that the terms used, such as "first, second", etc., are used to distinguish one element from another and do not have order or importance. In addition, in the description of the reference drawings, the same marks in different drawings represent the same elements.

[0022] like Figure 1 As shown, the present disclosure provides a vehicle subframe for being arranged in a front cabin 6, the vehicle subframe comprising: a longitudinal beam 1 extending in the same direction as the traveling direction of the vehicle; a cross beam 2 arranged perpendicular to the longitudinal beam 1 and connected to the longitudinal beam 1, the cross beam 2 and the longitudinal beam 1 together form a frame structure; a bendable weak area 102 is provided at one end of the longitudinal beam 1 close to the cockpit, so that the frame structure moves towards the cockpit when a front collision occurs in the front cabin 6.

[0023] Through the above technical solution, the vehicle subframe is constructed as a frame structure composed of a longitudinal beam 1 and a cross beam 2, that is, two longitudinal beams 1 are provided, and the cross beam 2 is connected between the two longitudinal beams 1 and is arranged perpendicular to the longitudinal beam 1. A bendable weak area 102 is provided on the side of the longitudinal beam 1 close to the cockpit. When a frontal collision occurs in the front cabin 6, the weak area 102 bends first, and the frame structure retreats toward the direction close to the cockpit, providing a larger crumple space for the front cabin 6 and reducing the rigidity of the front cabin 6, thereby achieving the effect of protecting the safety of the occupants.

[0024] As an optional implementation, Figure 1-2 As shown, the cross beam 2 includes a rear cross beam 21 arranged near the cockpit, and one end of the longitudinal beam 1 near the cockpit extends out of the rear cross beam 21, and the portion of the longitudinal beam 1 extending out of the rear cross beam 21 is constructed as a weak area 102. The cross beam 2 is vertically welded to the longitudinal beam 1. At the welding position, the cross beam 2 and the longitudinal beam 1, which are vertically distributed to each other, together form a relatively stable structure. Therefore, the portion of the longitudinal beam 1 extending out of the rear cross beam 21 is relatively weak in strength, forming a weak area 102, and the stress is concentrated in the weak area 102 with relatively weak strength, so that the weak area 102 is bent, and the frame structure retreats toward the direction close to the cockpit. Under a large retreat amount, the structure of the remaining positions of the vehicle subframe is relatively complete.

[0025] Alternatively, if Figure 1-3 As shown, the vehicle subframe also includes a connecting member 3, one end of which is connected to the side of the weak area 102 away from the rear cross beam 21, and the other end is constructed as a first mounting point 31 for connecting to the vehicle body floor 13. The connecting member 3 is connected to the vehicle body floor 13 by a bolt 14 arranged at the first mounting point 31. When the weak area 102 is bent, the connecting member 3 plays a role of traction and guidance. The connecting member 3 rotates around the first mounting point 31 to bend the longitudinal beam 1 at the weak area 102 outward. In order to allow the connecting member 3 to rotate around the first mounting point 31, the connecting member 3 is connected to the vehicle body floor 13 at the first mounting point 31 by a bolt 14.

[0026] Among them, Figure 2 As shown, the connecting member 3 is vertically arranged on the longitudinal beam 1, and the connecting member 3 corresponds to the rear cross beam 21, so that the strength of the longitudinal beam 1 on both sides is greater, that is, the strength of the left and right sides of the longitudinal beam 1 is greater, and the upper and lower ends of the longitudinal beam 1 do not have the stable structure, so the upper and lower ends are weaker than the left and right sides. When a collision occurs, for this place, the stress will be concentrated preferentially at the weaker upper and lower ends, resulting in a larger deformation, and the longitudinal beam 1 will also bend and deform along the weaker position.

[0027] Alternatively, if Figure 2 As shown, the longitudinal beam 1 is provided with a second mounting point 11 for connecting with the suspension. The second mounting point 11 is arranged on the side of the weak area 102 away from the cockpit and is connected to the rear cross beam 21. The second mounting point 11 is arranged perpendicular to the longitudinal beam 1. Similarly, the second mounting point 11 enhances the strength of the left and right sides of the longitudinal beam 1, and is connected to the longitudinal beam 1 and the rear cross beam 21, so as to restrain deformation.

[0028] Alternatively, if Figure 2As shown, the connecting member 3, the second mounting point 11 and the longitudinal beam 1 are all composed of sheet metal parts. The number of layers of sheet metal parts constituting the connecting member 3 and the second mounting point 11 is greater than the number of layers of sheet metal parts constituting the longitudinal beam 1. For example, the connecting member 3 and the second mounting point 11 are both formed by stacking two layers of sheet metal parts, while the longitudinal beam 1 is composed of only one layer of sheet metal parts. Therefore, the strength on the left and right sides of the longitudinal beam 1 is greater, so that the stress is concentrated on the relatively weak longitudinal beam 1, causing the weak area 102 on the longitudinal beam 1 to bend. For example, the sheet metal parts are all made of SAPH440_ISO_SFDB sheet metal material with a thickness of 2 mm, and the yield strength of this material is 427 MPa and the tensile strength is 320 MPa.

[0029] Alternatively, if Figure 3 As shown, the connector 3 is used to overlap the top of the vehicle body floor 13. Unlike the conventional vehicle model in which the rear cross beam 21 of the subframe is completely located at the upper end of the vehicle body floor 13, the connector 3 in the present disclosure is basically located at the same height as the upper end of the vehicle body floor 13. The connector 3 and the vehicle body floor 13 interact with each other to avoid the Y-direction bending moment caused by the impact, which causes the mounting point bolt 14 to deflect around the Y-axis. The Y-direction is the left and right direction. At the same time, the connector 3 and the vehicle body floor 13 located on the same horizontal line avoid each other to ensure that the movement of the bolt 14 around the first mounting point 31 does not cause interference.

[0030] As an optional implementation, Figure 4-5As shown, the longitudinal beam 1 is provided with a third mounting point 7 for connecting with the vehicle body 16, a fourth mounting point 8 for connecting with the engine assembly 15, a fifth mounting point 9 for connecting with the front end of the lower arm 4, and a sixth mounting point 10 for connecting with the rear end of the lower arm 4. The lower arm 4 is provided with a seventh mounting point 12 for connecting with the wheel 5 at one end away from the longitudinal beam 1. The fourth mounting point 8, the fifth mounting point 9, the sixth mounting point 10, and the seventh mounting point 12 are located on the side flush with the third mounting point 7 or close to the cockpit. For example, the fourth mounting point 8 is flush with the third mounting point 7, and the fifth mounting point 9, the sixth mounting point 10, and the seventh mounting point 12 are all located on the side close to the cockpit of the third mounting point 7. In conventional vehicle models, the front mounting points of the subframe and the body-in-white are generally located at the front part of the subframe, but this will bring about the problem of strong coupling between the subframe and the body-in-white structure. When the front cabin of the body-in-white undergoes a large deformation in a collision, the subframe will also undergo a large degree of collapse. As a structure connecting different components, the mounting point will significantly affect the stress state of the components. In the present disclosure, the above-mentioned several mounting points are all located at the rear side of the third mounting point 7 where the vehicle subframe is connected to the vehicle body 16. The mounting point of the vehicle subframe is greatly moved backward. When a collision occurs, the structure located at the front end of the third mounting point 7 will still maintain the same deformation amplitude as the vehicle body 16, but the structure at the rear side of the third mounting point 7 still has a large space due to the additional retreat caused by the bending of the rear cross beam 21, and will not collapse significantly, and its structural integrity will still be maintained. That is, the part of the vehicle subframe near the cockpit at the third mounting point 7 is always intact, so the fourth mounting point 8 connected to the engine assembly 15, the fifth mounting point 9 and the sixth mounting point 10 connected to the lower arm 4, and the seventh mounting point 12 where the lower arm 4 is connected to the wheel 5 will not be subjected to a large force due to the integrity of the vehicle subframe itself. The components such as the engine assembly 15, the lower arm 4 and the wheel 5 related to these mounting points will also not be subjected to a large impact, that is, they will not fully participate in the collision process of the front engine compartment 6.

[0031] In the frontal 25% offset collision condition, the rear end of the longitudinal beam 1 will Figure 6The lower left corner of the vehicle moves in the direction of the black arrow, driving the front and rear sections of the longitudinal beam 1 to rotate counterclockwise and clockwise respectively. Since the lower arm 4 is connected to the vehicle subframe through the front and rear mounting points, it is strongly constrained by the vehicle subframe longitudinal beam 1, so it will also move with the longitudinal beam 1, that is, while rotating counterclockwise, it moves toward the vehicle subframe. As an important connection and force transmission component at the front engine compartment 6, the movement state of the lower arm 4 will directly determine the movement mode of the wheel 5 and its related structures during a 25% offset frontal collision. The wheel 5 and its related components will move synchronously with the lower arm 4 and the wheel 5 mounting point, that is, they will also move toward the vehicle body 16. Different from the conventional vehicle models where the wheels and other related components are squeezed out of the vehicle body, in the present invention, when the wheel 5 moves toward the direction close to the vehicle body 16, it will be more fully impacted by the barrier and the vehicle body 16 as a whole, and will undergo more complete collapse and failure, absorbing more energy. At the same time, sandwiched between the barrier and the vehicle body 16, the wheel 5 and its related components can also provide a greater Y-direction sideslip force for the entire vehicle, causing the vehicle body 16 to deviate from the barrier. The two factors that the front cabin 6 components absorb more energy and provide greater sideslip force are the key to improving the collision performance of the entire vehicle in a 25% offset frontal collision condition, thereby improving the collision performance of the entire vehicle in a 25% offset frontal collision condition.

[0032] Alternatively, if Figure 1 As shown, the cross beam 2 also includes a front cross beam 23, which is arranged on the side of the third mounting point 7 away from the cockpit, and the portion of the longitudinal beam 1 between the front cross beam 23 and the third mounting point 7 is constructed as a curved structure 101, which bends toward the outside of the frame structure, that is, the length of the front cross beam 23 is greater than the length of the rear cross beam 21, and the curved structure 101 is closer to the front end of the vehicle body 16 than the third mounting point 7. During a collision, the curved structure 101 between the front cross beam 23 and the third mounting point 7, which are directly impacted, will be subjected to a large force and collapse synchronously with the front end of the vehicle body 16. Therefore, the above structure will induce the longitudinal beam 1 to bend at the front end to ensure the structural integrity of the middle and rear sections of the vehicle subframe and the components mainly distributed in the middle and rear sections of the vehicle subframe during a collision.

[0033] Alternatively, if Figure 1 and Figure 5 As shown, the cross beam 2 also includes a middle cross beam 22, which is arranged at a position flush with the third mounting point 7. The middle cross beam 22 strengthens the stability of the frame structure. On the one hand, it can ensure the integrity of the rear side of the third mounting point 7, and on the other hand, it ensures that the bending structure 101 collapses before the third mounting point 7 without affecting the integrity of the rear vehicle subframe.

[0034] like Figure 4As shown, the second purpose of the present disclosure is to provide a front cabin assembly, including: a front cabin 6; and the above-mentioned vehicle subframe, the vehicle subframe is arranged in the front cabin 6 and has a spacing space between it and the cockpit, and the spacing space is the retreat space of the vehicle subframe after bending in the weak area 102. On the basis of maintaining the complete structure of the vehicle subframe, the components directly connected thereto, such as the wheel 5, the lower arm 4 and the engine assembly 15, also move backward accordingly to avoid damage, thereby optimizing the collision performance of the whole vehicle.

[0035] The third object of the present disclosure is to provide a vehicle, comprising: the above-mentioned front cabin assembly, when a front collision occurs in the front of the front cabin 6, the weak area 102 is bent first, and the frame structure retreats toward the direction close to the cockpit, providing a larger crumple space for the front cabin 6 and reducing the rigidity of the front cabin 6, thereby achieving the effect of protecting the safety of the occupants.

[0036] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0037] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0038] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle subframe, used to be arranged in a front cabin, characterized in that: The vehicle subframe includes: A longitudinal beam extending in the same direction as the direction of travel of the vehicle; A cross beam, which is arranged perpendicular to the longitudinal beam and connected to the longitudinal beam, wherein the cross beam and the longitudinal beam together form a frame structure; A bendable weak area is arranged at one end of the longitudinal beam close to the cockpit, so that the frame structure can move towards the cockpit when a collision occurs at the front of the front cabin.

2. The vehicle subframe according to claim 1, characterized in that: The cross beam comprises a rear cross beam arranged close to the cockpit, one end of the longitudinal beam close to the cockpit extends out of the rear cross beam, and a portion of the longitudinal beam extending out of the rear cross beam is configured as the weak area.

3. The vehicle subframe according to claim 2, characterized in that: The vehicle subframe also includes a connecting member, one end of which is connected to a side of the weak area away from the rear cross beam, and the other end is configured as a first mounting point for connecting to a vehicle body floor, and the connecting member is connected to the vehicle body floor via bolts arranged at the first mounting point.

4. The vehicle subframe according to claim 3, characterized in that: The connecting member is arranged perpendicularly to the longitudinal beam.

5. The vehicle subframe according to claim 3 or 4, characterized in that: The longitudinal beam is provided with a second mounting point for connecting with the suspension, the second mounting point is arranged on a side of the weak area away from the cockpit and connected to the rear cross beam, and the second mounting point is arranged perpendicular to the longitudinal beam.

6. The vehicle subframe according to claim 5, characterized in that: The connecting member, the second mounting point and the longitudinal beam are all formed of sheet metal parts, and the number of layers of sheet metal parts forming the connecting member and the second mounting point is greater than the number of layers of sheet metal parts forming the longitudinal beam.

7. The vehicle subframe according to claim 3, characterized in that: The connecting piece is used to overlap the top of the vehicle body floor.

8. The vehicle subframe according to claim 1, characterized in that: The longitudinal beam is provided with a third mounting point for connecting to the vehicle body, a fourth mounting point for connecting to the engine assembly, a fifth mounting point for connecting to the front end of the lower swing arm, and a sixth mounting point for connecting to the rear end of the lower swing arm. The end of the lower swing arm away from the longitudinal beam is provided with a seventh mounting point for connecting to the wheel. The fourth mounting point, the fifth mounting point, the sixth mounting point and the seventh mounting point are located on a side flush with or close to the third mounting point.

9. The vehicle subframe according to claim 8, characterized in that: The cross beam further includes a front cross beam, which is arranged on a side of the third installation point away from the cockpit, and a portion of the longitudinal beam located between the front cross beam and the third installation point is configured as a curved structure.

10. The vehicle subframe according to claim 9, characterized in that: The cross beam further includes a middle cross beam, and the middle cross beam is arranged at a position flush with the third mounting point.

11. A front cabin assembly, characterized in that: include: front cabin; The vehicle subframe according to any one of claims 1 to 10, wherein the vehicle subframe is arranged in the front cabin and has a separation space between the vehicle subframe and the cockpit.

12. A vehicle, characterized in that: include: The front compartment assembly as claimed in claim 11.

Images