Auxiliary frame, forecabin assembly and vehicle

Abstract

The invention relates to the technical field of vehicles, in particular to an auxiliary frame, a forecabin assembly and a vehicle. The auxiliary frame is provided with a first installation point used for being connected with a steering column, and the auxiliary frame is provided with a second installation point used for being connected with a power assembly. Wherein the first mounting point is located in front of the second mounting point, the first mounting point is located in front of the second mounting point, the area, connected with the first mounting point, of the steering column is filled into the front end space of the power assembly, the front steering column is more prone to collapsing, the invasion amount of the steering column in a passenger compartment is reduced, and the safety of the passenger compartment is improved. In addition, the front steering column can vacate the rear end space of the power assembly, so that the rear end space of the front cabin has a long collapsible area, a passenger cabin is subjected to smaller collision energy, the collision energy is effectively dissipated in the rear end space of the front cabin, and therefore the effect that the OLC of the whole vehicle is reduced, and better passenger protection is achieved is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a subframe, a front compartment assembly and a vehicle. BACKGROUND

[0002] Currently, people have higher and higher requirements for the safety performance of vehicles. The intrusion amount of the steering column located in the front compartment during the collision process directly determines the dummy injury, and the dummy injury is a decisive factor for measuring the safety performance of the vehicle.

[0003] The OLC (Occupant Load Cell) is an occupant load cell used to measure the force or acceleration on each key part (such as the head, chest and legs) in the occupant compartment during the collision process. Its value directly reflects the risk of occupant injury and is one of the core indicators for evaluating the safety of the collision.

[0004] In the prior art, the front compartment stiffness is usually enhanced by thickening the material to increase the constraint on the steering column and the subsystem thereof. This way reduces the intrusion amount of the steering column, but at the cost of a larger weight. Moreover, due to the improvement of the front compartment stiffness, the OLC of the whole vehicle is also increased, thereby affecting the protection effect of the occupants in the occupant compartment. SUMMARY

[0005] The embodiment of the present application provides a subframe. The region of the steering column connected with the first mounting point is filled into the front end space of the power assembly by locating the first mounting point in front of the second mounting point. The front-mounted steering column is more prone to collapse, thereby reducing the intrusion amount of the steering column position in the occupant compartment. The front compartment stiffness does not need to be enhanced by thickening the material to at least partially solve the above technical problems.

[0006] In order to achieve the above-mentioned purpose, according to the first aspect of the present application, a subframe is provided, wherein the subframe is provided with a first mounting point for connecting with a steering column, and the subframe is provided with a second mounting point for connecting with a power assembly.

[0007] The first mounting point is located in front of the second mounting point.

[0008] Optionally, the subframe comprises:

[0009] A subframe longitudinal beam extends in the same direction as the running direction of the vehicle.

[0010] A subframe cross beam is connected with the subframe longitudinal beam.

[0011] The first mounting point and the second mounting point are arranged on the subframe cross beam or the subframe longitudinal beam.

[0012] Optionally, the subframe longitudinal beam is provided with a longitudinal beam bending point, which causes the subframe longitudinal beam to deform upward along the vehicle height direction in a crash condition.

[0013] Optionally, the longitudinal beam bending point is located between the first mounting point and the second mounting point, and is closer to the first mounting point and farther from the second mounting point.

[0014] Optionally, the subframe longitudinal beam is provided with at least two induction grooves, and the first mounting point is located between the two induction grooves.

[0015] Optionally, the subframe longitudinal beam is provided with:

[0016] a front end boss located in front of the longitudinal beam bending point;

[0017] and / or a rear end boss located behind the longitudinal beam bending point.

[0018] Optionally, the subframe is provided with a third mounting point for connecting with a front suspension;

[0019] wherein the third mounting point is located in front of the second mounting point.

[0020] Optionally, along the traveling direction of the vehicle, the first mounting point and the third mounting point are aligned in the vehicle width direction.

[0021] According to a second aspect of the present application, a front compartment assembly is provided, comprising the subframe of the first aspect.

[0022] Optionally, the front compartment assembly comprises a front longitudinal beam matched with the subframe.

[0023] Optionally, the front longitudinal beam is provided with a lower end portion connected with the subframe.

[0024] Optionally, the lower end portion is provided with a middle bending point, which causes the front longitudinal beam to deform downward along the vehicle height direction in a crash condition.

[0025] Optionally, the lower end portion of the front longitudinal beam is provided with:

[0026] a front mounting point connected with the lower end portion and located in front of the first mounting point;

[0027] a rear mounting point connected with the lower end portion and located in front of the second mounting point.

[0028] Optionally, the front longitudinal beam is provided with an upper end portion, and the upper end portion and the lower end portion are distributed in longitudinal direction.

[0029] The upper end is structurally reinforced by a reinforcing member to keep the upper end structurally intact relative to the lower end under a crash condition.

[0030] Optionally, the front compartment assembly comprises: a front wall connected with the subframe;

[0031] A steering column, the front wall is configured with a fourth mounting point to be connected with the steering column, and the front wall is located behind the power assembly.

[0032] Optionally, the mounting height of the fourth mounting point along the vehicle body height direction is higher than the mounting height of the first mounting point and the second mounting point along the vehicle body height direction.

[0033] Optionally, the fourth mounting point is configured as a mounting hole for the steering column to pass through.

[0034] And / or, a structural reinforcement is arranged in the region of the front wall where the mounting hole is arranged.

[0035] Optionally, the steering column is arranged, and the steering column is provided with an upper segment column, a middle segment column and a lower segment column connected in sequence.

[0036] The upper segment column is connected with the front wall at the fourth mounting point, and the lower segment column is connected with the first mounting point.

[0037] Optionally, the middle segment column comprises: an upper region adjacent to the upper segment column, and the upper region is locally structurally reinforced by a support.

[0038] Optionally, the middle segment column comprises: a lower region adjacent to the lower segment column.

[0039] The lower region is provided with an isotropic threaded sleeve.

[0040] And / or, the lower region is provided with a weakening structure on the middle segment column.

[0041] Optionally, the weakening structure comprises a weakening groove, which is distributed staggered along the length direction of the middle segment column.

[0042] Optionally, the groove depth of the weakening groove is less than or equal to 1 / 3 of the wall thickness of the middle segment column.

[0043] And / or, the width of the weakening groove is less than or equal to 1 / 3 of the curvature of the middle segment column.

[0044] According to a third aspect of the present application, a vehicle is provided, comprising the subframe of the first aspect or the front compartment assembly of the second aspect.

[0045] The application has the advantages that, by the technical scheme, the area of the steering column connected with the first mounting point is filled into the front end space of the power assembly by locating the first mounting point in front of the second mounting point, the front-mounted steering column is more prone to collapse, the intrusion amount of the steering column position in the passenger cabin is reduced, the front-mounted steering column also vacates the rear end space of the power assembly, so that the rear end space of the front cabin has a longer collapsible area, thereby the passenger cabin is subjected to less collision energy, and the collision energy is effectively dissipated in the rear end space of the front cabin, so as to reduce the whole vehicle collision OLC and achieve better passenger protection effect.

[0046] Other features and advantages of the present application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0048] In order to more completely understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, wherein the same reference numerals in the following description represent the same parts.

[0049] Figure 1 The structure schematic diagram of the subframe provided in the exemplary embodiment of the present application is shown;

[0050] Figure 2 The simplified schematic diagram of the subframe under stress mode provided in the exemplary embodiment of the present application is shown;

[0051] Figure 3 The deformation condition schematic diagram of the subframe provided in the exemplary embodiment of the present application is shown;

[0052] Figure 4 The structure schematic diagram of the front cabin assembly provided in the exemplary embodiment of the present application is shown;

[0053] Figure 5 The structure schematic diagram of the front cabin assembly provided in the exemplary embodiment of the present application is shown;

[0054] Figure 6 The structure schematic diagram of the front cabin assembly provided in the exemplary embodiment of the present application is shown;

[0055] Figure 7 The deformation mode schematic diagram of the front cabin assembly provided in the exemplary embodiment of the present application is shown;

[0056] Figure 8 A diagram showing the impact of steering column position on OLC for the exemplary embodiment provided in the present application;

[0057] Figure 9 A diagram showing the impact of steering column position change for the front end assembly architecture and the conventional architecture provided in the exemplary embodiment of the present application;

[0058] Figures 10a-10b A diagram showing the main area of structural transmission for the front end assembly architecture provided in the exemplary embodiment of the present application under crash conditions;

[0059] Figures 11a-11b A diagram showing the main area of structural transmission for the conventional architecture under crash conditions;

[0060] Figure 12 A deformation cloud diagram for the front end assembly provided in the exemplary embodiment of the present application;

[0061] Figure 13 A deformation cloud diagram for the front end assembly under the conventional architecture;

[0062] Figure 14 A structural diagram of the front side member provided in the exemplary embodiment of the present application;

[0063] Figure 15 A deformation cloud diagram of the front side member provided in the exemplary embodiment of the present application;

[0064] Figure 16 A diagram showing the relative position of the steering column and the powertrain provided in the exemplary embodiment of the present application;

[0065] Figure 17 A diagram showing the overall structure of the steering column provided in the exemplary embodiment of the present application;

[0066] Figure 18 A diagram showing the force transmission mode of the steering column provided in the exemplary embodiment of the present application;

[0067] Figure 19 A diagram showing the isotropic sleeve structure arrangement area provided in the exemplary embodiment of the present application;

[0068] Figure 20 A diagram showing the deformation difference of the steering column provided in the exemplary embodiment of the present application.

[0069] BRIEF DESCRIPTION OF THE DRAWINGS:

[0070] 10. Subframe; 11. Subframe longitudinal beam; 12. Subframe crossbeam; 13. First mounting point; 14. Second mounting point; 111. Longitudinal beam bending point; 112. Induction groove; 113. Front boss; 114. Rear boss; 115. Front mounting point; 116. Rear mounting point;

[0071] 20. Front longitudinal beam; 21. Lower end; 22. Upper end; 23. Reinforcement; 221. Middle bending point; 222. Rear bending point; 223. Front bending point;

[0072] 30. Dash panel; 31. Mounting hole; 32. Structural reinforcement;

[0073] 40. Steering column; 41. Lower column; 42. Middle column; 43. Upper column; 44. Isotropic threaded casing; 441. Outer wall; 442. Inner wall; 45. Weakened structure; 46. Weakened groove; 47. Support member;

[0074] 50. Powertrain;

[0075] 60. Body in white;

[0076] 70. Front suspension. DETAILED DESCRIPTION

[0077] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0078] Researchers have found that existing technologies usually increase the rigidity of the front cabin by thickening the material to increase the constraints on the steering column 40 and its subsystems. While this method reduces the intrusion of the steering column 40, it comes at a greater weight cost. In addition, due to the increase in the rigidity of the front cabin, the OLC of the entire vehicle will also increase, thereby affecting the protection effect of the occupants in the passenger compartment. To this end, this application provides the following Figures 1-3 The subframe 10, Figure 1 It is a schematic structural diagram of a subframe 10 provided in an exemplary embodiment of the present application. Figure 2 This is a simplified schematic diagram of the subframe 10 in a force-bearing mode provided in an exemplary embodiment of the present application.

[0079] Figure 3Fig. 1 is a schematic view of a subframe 10 according to an exemplary embodiment of the present application, the subframe 10 being provided with a first mounting point 13 for connecting with a steering column 40 and a second mounting point 14 for connecting with a power assembly 50, wherein the first mounting point 13 is located in front of the second mounting point 14.

[0080] By the above technical solution, the first mounting point 13 is located in front of the second mounting point 14, the region of the steering column 40 connected with the first mounting point 13 is filled into the front end space of the power assembly 50, the front-located steering column 40 is more likely to collapse in the crash condition, the intrusion amount of the steering column 40 located in the passenger compartment is reduced, and the front-located steering column 40 also vacates the rear end space of the power assembly 50, so that the rear end space of the front compartment has a longer collapsible region, thereby the passenger compartment is subjected to less collision energy, and the collision energy is effectively dissipated in the rear end space of the front compartment, so as to reduce the overall vehicle collision OLC and achieve better passenger protection effect. Therefore, the first mounting point 13 is located in front of the second mounting point 14, and the front compartment stiffness is enhanced by the way of material thickening, so that the intrusion amount of the steering column 40 is reduced, and the steering column 40 is more likely to be bent and deformed to collapse.

[0081] It can be understood that in the field of vehicle engineering, the steering column 40 is a key component of the vehicle steering system, which connects the steering wheel and the steering gear and transmits the steering input of the passenger to the wheels, so that the vehicle can be steered according to the intention of the passenger. In the present application, the first mounting point 13 for mounting the steering column 40 is front-located, so that it fails stably in the crash condition, thereby reducing the intrusion amount of the steering column 40 in the passenger compartment and improving the passenger protection effect.

[0082] It can be understood that OLC (Occupant Load Cell) is a passenger load cell for measuring the force or acceleration on each key part (such as head, chest, leg) in the passenger compartment during the crash process. Its value directly reflects the risk of passenger injury, and is one of the core indicators of crash safety evaluation. The improvement of the front compartment stiffness will transmit the collision energy to the passenger compartment more quickly, reduce the dissipation of energy in the front compartment, and cause the OLC in the passenger compartment to increase; or if the stiffness of the front end of the front compartment is too high, the collapsible region of the rear end of the front compartment is insufficient, the collision energy is concentrated in the passenger compartment, and the local OLC peak value increases.

[0083] In some specific embodiments, reference is made to Figure 1The auxiliary frame 10 comprises two auxiliary frame longitudinal beams 11 and an auxiliary frame cross beam 12. The auxiliary frame longitudinal beams 11 extend in the same direction as the vehicle travels. The two ends of the auxiliary frame cross beam 12 are connected to the two auxiliary frame longitudinal beams 11. The auxiliary frame 10 is generally located below the front suspension 70 system and close to the front part of the engine compartment. The auxiliary frame longitudinal beams 11 are fixed to the front longitudinal beam 20 and the front apron 30 on both sides of the front part of the body-in-white 60 by bolts or welding.

[0084] For example, the first mounting point 13 is located in front of the second mounting point 14, i.e. in the direction of travel of the vehicle, and the first mounting point 13 has a relatively forward position relative to the second mounting point 14. Therefore, in the crash condition, the first mounting point 13 is first subjected to the impact force, so that the structure of the first mounting point 13 is more prone to collapse and deformation, and then fails.

[0085] For example, the first mounting point 13 can be arranged on the auxiliary frame longitudinal beam 11 or the auxiliary frame cross beam 12 as needed, and the second mounting point 14 can be arranged on the auxiliary frame longitudinal beam 11 or the auxiliary frame cross beam 12 as needed; i.e. in the direction of travel of the vehicle, the first mounting point 13 has a relatively forward position relative to the second mounting point 14. The auxiliary frame longitudinal beam 11 is fixed to the front longitudinal beam 20 by the front mounting point 115 and the rear mounting point 116.

[0086] In some examples, the auxiliary frame longitudinal beam 11 is provided with the rear mounting point 116, the rear end boss 114, the longitudinal beam bending point 111, the guide groove 112, the front end boss 113, and the front mounting point 115 in the direction of travel of the vehicle. The longitudinal beam bending point 111 is used to cause the deformation of the auxiliary frame longitudinal beam 11 in the crash condition.

[0087] For example, in the crash condition, the auxiliary frame longitudinal beam 11 is bent at the longitudinal beam bending point 111, so that the auxiliary frame longitudinal beam 11 deforms upward in the direction of the height of the vehicle body at the longitudinal beam bending point 111, and the first mounting point 13 is arranged close to the longitudinal beam bending point 111 (the longitudinal beam bending point 111 is relatively far from the second mounting point 14). When the longitudinal beam bending point 111 causes deformation, the lower part of the steering column 40 is subjected to a downward force, which is prone to bending in the crash condition.

[0088] For example, the guide groove 112 is provided with at least two, which are arranged on the auxiliary frame longitudinal beam 11 between the rear end boss 114 and the front end boss 113, and the longitudinal beam bending point 111 is arranged between the two guide grooves 112. In the crash condition, the guide groove 112 is more prone to cause the deformation of the longitudinal beam bending point 111.

[0089] In some examples, the deformation mode of the auxiliary frame longitudinal beam 11 is affected by the structure of the auxiliary frame longitudinal beam 11. For details, please refer to Figure 1 , Figure 2As the sub-frame longitudinal beam 11 is constrained by the front mounting point 115 and the rear mounting point 116, when the sub-frame longitudinal beam 11 is subjected to external forces, the rear end boss 114 and the front end boss 113 will form two bending moments in opposite directions, combined with the intermediate induction groove 112, in a crash condition, the longitudinal beam bending point 111 is prone to cause the sub-frame longitudinal beam 11 to deform in the downward direction, so that the sub-frame 10 has a deformation mode as shown in Figure 3 In this deformation mode, the longitudinal beam bending point 111 will obtain the maximum downward displacement, and the first mounting point 13 near the longitudinal beam bending point 111 will also obtain a larger downward displacement, thereby causing the lower part of the steering column 40 to be subjected to a downward force.

[0090] In some embodiments, a third mounting point for connecting with the front suspension 70 is arranged on the frame; the third mounting point is located in front of the second mounting point 14, through the third mounting point, the front suspension 70 can be positioned in front of the front end of the power assembly 50, leaving the rear end of the power assembly 50, so that the steering column 40 located in front is prone to bending deformation and collapse; and the front-mounted front suspension 70 can also improve the front end stiffness of the front compartment assembly and reduce the rear end stiffness of the front compartment assembly, thereby improving the initial vehicle acceleration in a crash condition and reducing the acceleration in the later stage of the crash, so as to reduce the vehicle crash OLC and achieve better occupant protection effect.

[0091] In some examples, the first mounting point 13 and the third mounting point are arranged in alignment in the vehicle width direction along the direction of travel of the vehicle, through the alignment arrangement, the front-mounted high-stiffness region (the front suspension 70 connected by the third mounting point) can preferentially absorb collision energy and delay the rearward movement of the collision energy, thereby protecting the integrity of the passenger compartment. The rear end of the power assembly 50 is a low-stiffness region, which allows controllable collapse, when the steering column 40 connected by the first mounting point is subjected to bending deformation, the intrusion amount of the steering column 40 into the passenger compartment is reduced.

[0092] In a second aspect, the application provides a front compartment assembly comprising the sub-frame 10 of the first aspect, the front compartment assembly has all the beneficial effects of the sub-frame 10 described above, which will not be repeated here.

[0093] Referring to Figure 4 and Figure 7 The front compartment assembly of the application arranges the steering column 40 and the first mounting point 13 of the sub-frame 10 on the front side of the power assembly 50, and the first mounting point 13 is located in front of the second mounting point 14. Combined with Figure 8It can be understood that, in the collision condition, the size of the OLC is determined by the acceleration G1 at the beginning of the collision and the G2 in the following time period, and increasing G1 and reducing G2 can effectively reduce the OLC of the whole vehicle. The front compartment of the application fills the space at the front position of the front compartment when the steering column 40 moves to the front end of the power assembly 50, increases the stiffness at this position, thereby increasing G1, while the original position of the front suspension 70, i.e. the rear of the power assembly 50, is vacant, and the stiffness at the rear of the power assembly 50 is reduced, thereby reducing G2, and further reducing the OLC of the whole vehicle.

[0094] In the architecture of the conventional front compartment assembly, refer to Figure 8 and Figure 9 , the first mounting point 13 of the steering column 40 and the auxiliary frame 10 is arranged at the rear side of the power assembly 50, and the first mounting point 13 is located at the rear of the power assembly 50, which cannot fill the space at the front position of the front compartment. In the collision condition, the steering column 40 at the rear position of the front compartment is not easy to collapse and deform, which will cause the steering column 40 to have a high intrusion amount in the passenger compartment, and cannot better protect the passengers in the passenger compartment.

[0095] It can be understood that one end of the steering column 40 is fixed on the instrument panel or the floor of the driver's cabin, and the other end is connected with the steering gear (rack and pinion mechanism) through the front wall 30. The collapse design of the steering column 40 can absorb energy in the collision and protect the passengers.

[0096] In some specific embodiments, in the context of keeping the rest of the whole vehicle unchanged, the difference between the steering column 40 of the application and the area where the steering column 40 is located in the conventional architecture is shown in Figure 8 and Figure 9 . In the application, when the steering column 40 moves from the rear of the power assembly 50 to the front (to the first mounting point 13) without changing the position of the steering wheel, the area where the steering column 40 and the mounting hole 31 of the front wall 30 are located is also raised; and as the last link of the force transmission of the many components of the front compartment to the passenger compartment, the strength of the front wall 30 will directly determine the protection effect of the passengers.

[0097] Referring to Figure 10a , Figure 10b , Figure 11a , Figure 11b , in the conventional architecture: the mounting point (p1) of the steering column 40 and the front wall 30 is horizontal with the front longitudinal beam 20, the auxiliary frame 10 and other structures, in order to avoid the structure of the mounting point, a number of features will be added at the corresponding position, and the many features will induce stress concentration, affect the force transmission of the front compartment assembly in the collision process and increase the deformation of the front wall 30.

[0098] In the front cabin of the present application: the dash panel 30 is configured with a fourth mounting point to form a connection with the steering column 40, and the dash panel 30 is located behind the power assembly 50, the fourth mounting point is upwardly offset compared to the power assembly 50, compared to the architecture of the conventional front cabin assembly, it will be moved upward, the more complex structural features designed for the fourth mounting point still exist, but they are far away from the main area of force transmission of structures such as the front longitudinal beam 20 and the subframe 10; therefore, in the present application, the structure of the main force transmission area can be more regular and smooth due to the absence of holes, etc., and a smoother force transmission is achieved during the collision process, and the deformation amplitude of the dash panel 30 is reduced.

[0099] For example, the installation height of the fourth mounting point in the vehicle body height direction is higher than the installation height of the first mounting point and the second mounting point in the vehicle body height direction, so that the position of the fourth mounting point is relatively high on the dash panel and is upwardly offset compared to the power assembly 50.

[0100] Referring to Figure 12 , Figure 13 , respectively, the front cabin deformation mode under the frontal impact condition is given under the new and old architectures, under the conventional architecture, in order to assemble the steering column 40, the hole structure needs to be arranged on the key force transmission path, which induces stress concentration and affects the structural integrity; while in the front cabin assembly of the present application, the fourth mounting point is upwardly offset, and the upper segment of the steering column 40 avoids the main area of structural force transmission, and also ensures the integrity of the main force transmission path of the front cabin passenger cabin, thereby ensuring the good performance of the dash panel 30 during the collision process.

[0101] In some specific embodiments, referring to Figure 5 , Figure 6 and Figure 14 , the front cabin assembly is provided with a front longitudinal beam 20 cooperating with the subframe 10, the front longitudinal beam 20 is provided with an upper end portion 22 and a lower end portion 21, the upper end portion 22 and the lower end portion 21 are spaced apart along the longitudinal direction. At the lower end portion 21, the rear bending point 222, the middle bending point 221 and the front bending point 223 are sequentially arranged along the direction of vehicle travel, and the reinforcing member 23 is arranged at the corresponding upper end portion 22 of the middle bending point 221. Through the rear bending point 222, the middle bending point 221 and the front bending point 223, the front longitudinal beam 20 forms a three-section bending structure, and the structural reinforcing member 32 is used to structurally reinforce the upper end region of the middle bending point 221 of the front longitudinal beam 20, forming a region with additional support at the upper end portion 22, which is structurally strong, and a region without additional support at the lower end portion 21, which is structurally weak, so that when the front longitudinal beam 20 deforms, the deformation amplitude of the lower end portion 21 will be greater than that of the upper end portion 22, and the root of the front longitudinal beam 20 is connected to the body-in-white 60, and the upper end portion 22 is structurally strong to keep the upper end portion 22 structurally intact relative to the lower end portion 21 under the collision condition. Referring to Figure 15Under the influence of this deformation mode, the middle bending point 221 of the front longitudinal beam 20 guides the upward deformation of the front longitudinal beam 20 in the vehicle body height direction, i.e. upward displacement, while the end of the front longitudinal beam 20 close to the body-in-white 60 has a downward movement trend, and the upper end 22 of the front longitudinal beam 20 is not easy to deform under the action of the reinforcing member 23, thereby maintaining the relative integrity of the structure.

[0102] Referring to Figure 1 , Figure 3 , Figure 14 , Figure 15 , through the middle bending point 221 of the front longitudinal beam 20 and the longitudinal beam bending point 111 of the subframe 10, in the collision condition, the middle bending point 221 causes the front longitudinal beam 20 to deform upward in the vehicle body height direction, and the longitudinal beam bending point 111 causes the subframe 10 to deform downward in the vehicle body height direction, thereby inducing the subframe 10 and the front longitudinal beam 20 to fail in the direction away from each other, thereby affecting the stress of the steering column 40.

[0103] Exemplarily, the fourth mounting point is a mounting hole 31 for the steering column 40 to pass through.

[0104] Exemplarily, in order to improve the strength of the fourth mounting point area, a structural reinforcing member 32 is arranged in the area of the front panel 30 where the mounting hole 31 is arranged; the structural reinforcing member 32 can be selected from sheet metal parts.

[0105] In some embodiments, referring to Figure 16 , Figure 17 , the steering column 40 is provided with an upper segment column 43, a middle segment column 42 and a lower segment column 41, the upper segment column 43 passes through the mounting hole 31 in the front panel 30, the lower segment column 41 is connected to the front end of the power assembly 50 through the first mounting point 13, and the middle segment column 42 connects the upper segment column 43 and the lower segment column 41 and is provided with a support member 47 abutting to the steering column 40 at the pipe wall close to the upper segment column 43. The connection between the middle segment column 42 and the lower segment column 41 (the lower area of the middle segment column 42) is sleeved with an isotropic threaded sleeve 44.

[0106] In some examples, the support member 47 is a support structure extending from the front panel 30, or the support member 47 is a support structure extending from the root of the front longitudinal beam 20, and the support member 47 abuts to the steering column 40, so that the upper area of the middle segment column 42 adjacent to the upper segment column 43 has strong structural support.

[0107] It can be understood that the isotropic threaded sleeve 44 refers to a threaded sleeve made of an isotropic material, and isotropy refers to the uniform performance of the material in all directions, such as mechanical properties, physical properties, etc. The lower region of the middle section pipe column 42 sleeved with the isotropic threaded sleeve 44 preferentially undergoes controllable bending deformation when colliding, so as to reduce the impact on the occupant.

[0108] For example, in the front cabin assembly, the subframe 10 is located at the bottom layer, and the front suspension 70 assembly is connected to the subframe 10 through the third mounting point and relies on the subframe 10; the steering column 40 starts from the steering wheel in the driver's cabin, passes through the rear of the instrument panel and the front wall 30 obliquely downward, and is connected through the first mounting point 13 and the subframe 10.

[0109] In some embodiments, the upper section pipe column 43 is close to the occupant side and is strongly constrained, and there is almost no relative movement with the body-in-white 60, so the force mode of the three sections of the upper section pipe column 43, the middle section pipe column 42 and the lower section pipe column 41 of the steering column 40 can be as follows Figure 18 The simplified diagram shows that: the upper section pipe column 43 is strongly constrained, so it will be strongly affected by the upper section pipe column 43 and the middle section pipe column 42 lap joint point for the middle section pipe column 42; for the lower section pipe column 41, it is affected by the downward force, and for the middle section pipe column 42, it is jointly constrained by the mounting hole 31 near it and the support 47. Therefore, the middle section pipe column 42 will be affected by a larger upward force, and when this force acts on the isotropic threaded sleeve on the lower region, the bending moment of the isotropic threaded sleeve acts, so that the bending occurs during the collision process, and the force transmission to the passenger cabin of the steering column 40 is broken, thereby achieving better protection effect of the occupant.

[0110] In some examples, in order to improve the optimization effect of the intrusion amount of the steering column 40, a weakening structure 45 is arranged on the steering column 40 to block the force transmission of the steering column 40 to the passenger cabin.

[0111] In some examples, the weakening structure 45 includes a weakening groove 46 arranged on the middle section pipe column 42 (lower region) or the lower section pipe column 41 near the connection between the middle section pipe column 42 and the lower section pipe column 41. The slotting position of the weakening groove 46 is staggered in the direction of the steering column 40, that is, there is only one slotting structure at the same cross section, and the included angle between different slots is kept consistent, so that in the case of collision, no matter the posture of the steering column 40, it can achieve stable and consistent breaking effect.

[0112] In some examples, referring to Figure 19The weakening groove 46 has a groove depth not more than one third of the thickness of the tube wall of the steering column 40, a width not more than one third of the overall curvature of the steering column 40, and a non-overlapping arrangement between the grooves in the tube length direction. The weakening groove 46 has a smooth transition design for ensuring the strength and durability. The groove size and spacing are designed according to the vehicle transmission force.

[0113] For example, referring to Figure 19 The weakening groove 46 can ensure the stable bending failure of the lower region of the middle section column 42 in the crash condition. The weakening groove 46 can set the stress concentration position of the middle section column 42, so that the lower region of the middle section column 42 is isotropic and more easily deformed in the crash condition.

[0114] For example, referring to Figure 20 , Figure 20 The overall posture of the steering column 40 after the crash is obviously different between the failure design (red) and the non-failure design (white) of the steering column 40. The lower region of the middle section column 42 is provided with the isotropic threaded sleeve 44, and the weakening structure 45 is arranged. The lower region of the middle section column 42 is obviously deformed, which blocks the force transmission of the steering column 40 to the weak region of the front wall 30, and reduces the potential injury risk of the upper section column 43 (the top of the steering column 40) to the occupant.

[0115] According to a third aspect of the present application, a vehicle is provided, which comprises the subframe 10 of the first aspect or the front compartment assembly of the second aspect. The vehicle has all the beneficial effects of the subframe 10 and the front compartment assembly, which are not repeated here. The vehicle can be a fuel car, a plug-in hybrid car, or a new energy car, which are not limited in the present application.

[0116] Based on the above embodiments, the working process of the front compartment is exemplarily described as follows:

[0117] The auxiliary frame 10 is provided with a first mounting point 13 for connecting with the steering column 40, and a second mounting point 14 for connecting with the power assembly 50, and the first mounting point 13 is located in front of the first mounting point 13, and the upper section column 43 of the steering column 40 is connected with the front wall 30 through the fourth mounting point arranged upwardly and biased, in the collision condition, the front steering column 40 is more easily affected by the collision energy, and the lower region of the middle section column 42 of the steering column 40 is more easily bent and deformed, and the force transmission of the steering column 40 to the weak area of the front wall 30 is blocked, so that the lower region of the middle section column 42 is stably failed in the collision condition, thereby reducing the intrusion amount of the steering column 40 to the passenger compartment, and improving the passenger protection effect.

[0118] In the description of the present application, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0119] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can refer to the related description of other embodiments.

[0120] The embodiments, implementation manners and related technical features of the present application can be combined or replaced with each other without conflict.

[0121] The above is only the preferred embodiment of the present application, and does not limit the present application in any form, but any simple modification, equivalent change and modification made according to the technical essence of the present application to the above embodiments, without departing from the technical solution content of the present application, still belongs to the scope of the technical solution of the present application.

Claims

1. A subframe, characterized in that: The subframe is provided with a first mounting point for connecting to a steering column, and the subframe is provided with a second mounting point for connecting to a powertrain; Wherein, the first installation point is located in front of the second installation point.

2. The subframe of claim 1, wherein The subframe comprises: A subframe longitudinal member extending in the same direction as the direction of travel of the vehicle; A subframe cross member connected to the subframe longitudinal member; Wherein, the first mounting point and the second mounting point are arranged on the subframe crossbeam or the subframe longitudinal beam.

3. The subframe of claim 2, wherein The auxiliary frame longitudinal beam is provided with a longitudinal beam bending point. Under a collision condition, the longitudinal beam bending point causes the auxiliary frame longitudinal beam to deform upward along the height direction of the vehicle body.

4. The subframe of claim 3, wherein The bending point of the longitudinal beam is arranged between the first installation point and the second installation point, and is closer to the first installation point and farther from the second installation point.

5. The subframe of claim 3, wherein The sub-frame longitudinal beam is provided with at least two induction grooves, and the first mounting point is located between the two induction grooves.

6. The subframe of claim 3, wherein The auxiliary frame longitudinal beam is provided with: a front end boss located in front of the bending point of the longitudinal beam; And / or, the rear end boss is located behind the bending point of the longitudinal beam.

7. The subframe of claim 1, wherein The subframe is provided with a third mounting point for connection with the front suspension; Wherein, the third installation point is located in front of the second installation point.

8. The subframe of claim 7, wherein Along the traveling direction of the vehicle, the first mounting point and the third mounting point are aligned in the vehicle width direction.

9. A front bay assembly characterized by, The vehicle comprises the subframe according to any one of claims 1 to 8.

10. The front bay assembly of claim 9, wherein, Includes front longitudinal member that mates with the subframe.

11. The front bay assembly of claim 10, wherein, The front longitudinal beam is provided with a lower end portion connected to the subframe.

12. The front bay assembly of claim 11, wherein, The lower end portion is provided with a middle bending point, so that under a collision condition, the middle bending point causes the front longitudinal beam to deform downward along the height direction of the vehicle body.

13. The front bay assembly of claim 12, wherein, The subframe corresponding to the lower end is provided with: a front mounting point connected to the lower end portion and located in front of the first mounting point; A rear mounting point is connected to the lower end portion, and the second mounting point is located in front of the rear mounting point.

14. The front bay assembly of claim 11, wherein, The front longitudinal beam is provided with an upper end portion, and the upper end portion and the lower end portion are spaced apart in the longitudinal direction; The upper end portion is structurally reinforced by a reinforcement member so that the upper end portion maintains structural integrity relative to the lower end portion under collision conditions.

15. The nose compartment assembly of any one of claims 9 to 14, wherein, include: a front panel connected to the subframe; The front panel is provided with a fourth mounting point for connection with the steering column, and the front panel is located behind the powertrain.

16. The front bay assembly of claim 15, wherein, The installation height of the fourth installation point along the vehicle body height direction is higher than the installation heights of the first installation point and the second installation point along the vehicle body height direction.

17. The front bay assembly of claim 15, wherein, The fourth mounting point is configured as a mounting hole for the steering column to pass through; And / or, a structural reinforcement member is arranged in the front panel area where the mounting hole is provided.

18. The front bay assembly of claim 15, wherein, The steering column comprises an upper column, a middle column and a lower column connected in sequence; Wherein: the upper section of the pipe column is connected to the front panel at the fourth installation point, and the lower section of the pipe column is connected to the first installation point.

19. The front bay assembly of claim 18, wherein, The middle tubular string includes an upper region adjacent to the upper tubular string, wherein the upper region is configured as a local structural reinforcement through support members.

20. The front bay assembly of claim 18, wherein, The middle section pipe column comprises: a lower region which is contiguous with the lower section pipe column; Wherein: the lower region is sleeved with an isotropic threaded sleeve; And / or, the lower region is provided with a weakening structure on the middle section pipe column.

21. The nose cone assembly of claim 20, wherein, The weakening structure comprises weakening grooves which are staggered along the length direction of the middle section pipe column.

22. The front bay assembly of claim 21, wherein, The groove depth of the weakening grooves is less than or equal to 1 / 3 of the pipe wall thickness of the middle section pipe column; And / or, the width of the weakening grooves is less than or equal to 1 / 3 of the arc of the middle section pipe column.

23. A vehicle characterized by comprising: A subframe according to any one of claims 1 to 8, or a front bay assembly according to any one of claims 9 to 22.

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