Subframe

Abstract

The present invention relates to a subframe comprising at least: two side members extending in a front-rear direction and distributed in a left-right direction; each energy absorption box is arranged at the front end of the outer side, in the left-right direction, of the corresponding side beam, and each energy absorption box comprises a lower box body, an upper box body and a lower box body; the lower box body and the upper box body are buckled and fixedly connected to form an energy absorption box with a cavity, and the outer edge of the energy absorption box in the left-right direction is provided with a cambered surface side wall. The energy absorption box is additionally arranged at the front end of the side beam of the auxiliary frame, and the cambered surface side wall is arranged on the energy absorption box, so that the buffering capacity to offset collision and side collision is enhanced.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to subframes. Background Technology

[0002] The subframe, as a key load-bearing component in the vehicle chassis system, primarily supports the powertrain, suspension, and other systems, connecting them to the vehicle body. However, in traditional vehicle design, the subframe focuses more on structural load-bearing and component installation, often neglecting its role in overall vehicle collision energy management. Commonly used connection and structural forms make it difficult for the subframe to effectively and controllably deform and absorb energy during a collision, especially in side impacts, where energy conduction paths and absorption capacity are insufficient. Furthermore, existing connection methods have limited impact displacement resistance, easily leading to localized stress concentration or failure. This results in a low contribution of the subframe area to energy absorption during a collision, limiting further improvements in overall vehicle passive safety performance. Summary of the Invention

[0003] Based on this, in response to at least one of the aforementioned technical problems, a subframe is provided to enhance the buffering capacity against offset collisions and side collisions.

[0004] The present invention provides a subframe, the subframe comprising at least: two side beams extending in a front-rear direction and distributed in a left-right direction; two energy-absorbing boxes, each of the energy-absorbing boxes being disposed on the outer side of the front end of the corresponding side beam, each energy-absorbing box comprising: a lower box body; an upper box body, the lower box body and the upper box body being fastened and fixedly connected to form an energy-absorbing box having a cavity, the outer edge of the energy-absorbing box having an arc-shaped sidewall.

[0005] Preferably, the front end of the side beam has a first connection hole for connecting to the vehicle body, a reinforcing member is provided inside the energy-absorbing box, the reinforcing member extends in the left-right direction, the two ends of the reinforcing member are respectively connected to the inner surfaces of the left and right sides of the energy-absorbing box, the top of the reinforcing member is connected to the lower surface of the top of the energy-absorbing box, and the bottom of the reinforcing member is connected to the upper surface of the bottom of the energy-absorbing box; the center point of the reinforcing member and the first connection hole are aligned in the left-right direction.

[0006] Preferably, the reinforcing member comprises: a horizontal plate fixed to the upper surface of the bottom of the lower box body and extending in the left-right direction, and having a predetermined width in the front-back direction; and a vertical plate extending in the left-right direction and having a predetermined height, the vertical plate extending upward from the front edge of the horizontal plate and fixed to the upper box body.

[0007] Preferably, the energy-absorbing box includes at least: a first planar sidewall extending inward and rearward from the rear end of the arc-shaped sidewall to the corresponding side beam; a second planar sidewall extending inward and forward for a predetermined length from the front end of the arc-shaped sidewall; a third planar sidewall abutting and fixed to the outer sidewall of the side beam, the third planar sidewall extending forward from the rear end of the first planar sidewall, the front end of the third planar sidewall being flush with the front end of the second planar sidewall; and a fourth planar sidewall extending inward from the front end of the second planar sidewall to the front end of the third planar sidewall.

[0008] Preferably, the energy-absorbing box includes at least: a first planar sidewall extending inward and rearward from the rear end of the arc-shaped sidewall to the corresponding side beam; a second planar sidewall extending inward and forward from the front end of the arc-shaped sidewall to the corresponding side beam; and a third planar sidewall that is attached to and fixedly connected to the outer sidewall of the side beam, with the rear end of the third planar sidewall connected to the rear end of the first planar sidewall and the front end of the third planar sidewall connected to the front end of the second planar sidewall.

[0009] Preferably, the side beam has a first connecting hole at its front end and a second connecting hole at its middle portion, and the side beam also has a shrinkage groove; the shrinkage groove is recessed upward from the lower surface of the side beam, extends in the left-right direction and penetrates the side beam in the left-right direction, the shrinkage groove is located between the first connecting hole and the second connecting hole, and the distance from the shrinkage groove to the first connecting hole is less than the distance from the shrinkage groove to the second connecting hole.

[0010] Preferably, the crumple groove has a through opening in the middle.

[0011] Preferably, the subframe is mounted to the vehicle, the vehicle having a longitudinal beam corresponding to the side beam, the side beam having a third connecting hole, and the longitudinal beam having a fourth connecting hole corresponding to the third connecting hole; the subframe further includes: a first sleeve, the first sleeve being mounted to the third connecting hole of the side beam, the inner diameter of the first end of the first sleeve being larger than the inner diameter of the second end of the first sleeve; a gasket; a bolt; the longitudinal beam further includes a second sleeve, the second sleeve including a first connecting portion, a second connecting portion, and a stop portion, the outer diameters of the first connecting portion and the second connecting portion being smaller than the diameter of the fourth connecting hole, the outer diameter of the stop portion being larger than the diameter of the fourth connecting hole, the stop portion extending radially outward from the connection point of the first connecting portion and the second connecting portion, the first connecting portion and the stop portion being located inside the longitudinal beam, and another part of the second sleeve being nested inside the first end of the first sleeve; wherein, the bolt passes through the gasket and the first sleeve in sequence and is inserted into the second sleeve and connected to the second sleeve.

[0012] Preferably, the first sleeve includes a first tube section, a second tube section, and a reducing section; the first tube section and the second tube section are cylindrical, and the inner diameter of the first tube section is larger than the inner diameter of the second tube section; the first end of the first tube section constitutes the first end of the first sleeve, and the first end of the second tube section constitutes the second end of the first sleeve; the reducing section is conical and hollow inside, and the first end of the reducing section is connected to the second end of the first tube section, and the second end of the reducing section is connected to the second end of the second tube section.

[0013] Preferably, the first sleeve includes a first tube section and a second tube section; the first tube section and the second tube section are cylindrical, and the inner diameter of the first tube section is larger than the inner diameter of the second tube section. The first end of the first tube section constitutes the first end of the first sleeve, and the first end of the second tube section constitutes the second end of the first sleeve; the second end of the first tube section and the second end of the second tube section are connected.

[0014] The present invention adds an energy-absorbing box to the front end of the side beam of the subframe and sets an arc-shaped sidewall on the energy-absorbing box to enhance the buffering capacity for offset collisions and side collisions. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the subframe structure according to an embodiment of the present invention.

[0016] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle.

[0017] Figure 3 This is a schematic diagram of the internal structure of the energy-absorbing box.

[0018] Figure 4 for Figure 3 Top view.

[0019] Figure 5 for Figure 4 Diagram of collision force transfer during biased collision.

[0020] Figure 6 This is a schematic diagram of the collapse groove structure.

[0021] Figure 7 for Figure 6 A magnified view of a section at point B.

[0022] Figure 8 This is a schematic diagram showing the location of the collapse groove.

[0023] Figure 9 This is a schematic diagram showing the connection between the side beams of the subframe and the longitudinal beams of the vehicle.

[0024] Figure 10 This is a schematic diagram of the second sleeve.

[0025] Figure 11This is a three-dimensional structural diagram of the first type of first sleeve.

[0026] Figure 12 for Figure 11 Cross-sectional view.

[0027] Figure 13 This is a three-dimensional structural diagram of the second type of first sleeve.

[0028] Figure 14 for Figure 13 Cross-sectional view.

[0029] Explanation of reference numerals in the attached figures:

[0030] 100. Side beam; 110. Collapse groove; 111. Opening; 101. First connecting hole; 102. Second connecting hole; 103. Third connecting hole;

[0031] 200. Energy-absorbing box;

[0032] 210. Lower box body; 211. Base plate; 212. First side plate; 213. Second side plate; 214. Fifth side plate; 215. Fourth side plate; 216. Third side plate;

[0033] 220. Upper box body; 221. Upper panel; 222. Sixth side panel; 223. Seventh side panel; 224. Tenth side panel; 225. Ninth side panel; 226. Eighth side panel;

[0034] 230. Curved sidewall;

[0035] 240. Reinforcing component; 241. Horizontal plate; 242. Vertical plate;

[0036] 250. First planar sidewall; 260. Second planar sidewall; 270. Third planar sidewall; 280. Fourth planar sidewall;

[0037] 300. Longitudinal beam; 301. Fourth connecting hole;

[0038] 400. First sleeve; 410. First pipe section; 420. Second pipe section; 430. Reducing diameter section; 440. Limiting section;

[0039] 500. Second sleeve; 510. First connecting part; 520. Second connecting part; 530. Stop part;

[0040] 610. First connecting beam; 620. Second connecting beam; 630. Third connecting beam;

[0041] 710. Bolt; 720. Washer. Detailed Implementation

[0042] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0043] The forward direction refers to the direction towards the front of the vehicle (i.e., the direction of travel), while the backward direction refers to the direction towards the rear of the vehicle (i.e., the direction opposite to the direction of travel).

[0044] The following is combined with Figures 1 to 14 The subframe according to an embodiment of the present invention will be described. Figure 1 This is a schematic diagram of the subframe structure according to an embodiment of the present invention. Figure 2 for Figure 1 A magnified view of a portion of point A in the middle. Figure 3 This is a schematic diagram of the internal structure of the energy-absorbing box. Figure 4 for Figure 3 Top view. Figure 5 for Figure 4 Diagram of collision force transfer during biased collision. Figure 6 This is a schematic diagram of the collapse groove structure. Figure 7 for Figure 6 A magnified view of a section at point B. Figure 8 This is a schematic diagram showing the location of the collapse groove. Figure 6 and Figure 7 This is obtained by observing from bottom to top. Figure 8 This is obtained by observing from the outside in. Figure 9 This is a schematic diagram showing the connection between the side beams of the subframe and the longitudinal beams of the vehicle. Figure 10 This is a schematic diagram of the second sleeve. Figure 11 This is a three-dimensional structural diagram of the first type of first sleeve. Figure 12 for Figure 11 Cross-sectional view. Figure 13 This is a three-dimensional structural diagram of the second type of first sleeve. Figure 14 for Figure 13 Cross-sectional view.

[0045] like Figures 1 to 3 As shown, the subframe of the present invention includes at least two side beams 100 and two energy-absorbing boxes 200.

[0046] The two side beams 100 extend in the front-to-back direction and are distributed in the left-to-right direction.

[0047] Each energy-absorbing box 200 is disposed on the outer side of the front end of the corresponding side beam 100. The energy-absorbing box 200 includes a lower box body 210 and an upper box body 220. The lower box body 210 and the upper box body 220 are fastened and fixed together to form an energy-absorbing box 200 with a cavity. The outer edge of the energy-absorbing box 200 has an arc-shaped sidewall 230 (see details). Figure 3 ).

[0048] The present invention adds an energy-absorbing box 200 to the front end of the side beam 100 of the subframe and sets an arc-shaped side wall 230 on the energy-absorbing box 200 to enhance the buffering capacity for offset collisions and side collisions.

[0049] On the vehicle, two energy-absorbing boxes 200 are provided, symmetrically arranged in the left-right direction. The inner edge in the left-right direction refers to the edge closer to the vehicle's interior, and the outer edge in the left-right direction refers to the edge closer to the vehicle's exterior. The outer and inner edges of the energy-absorbing boxes 200 in the left-right direction need to be determined according to their actual positions. Specifically, the outer edge of the left-side energy-absorbing box 200 in the left-right direction is its left edge, and the inner edge of the left-side energy-absorbing box 200 in the left-right direction is its right edge; the outer edge of the right-side energy-absorbing box 200 in the left-right direction is its right edge, and the inner edge of the right-side energy-absorbing box 200 in the left-right direction is its left edge. This definition of the outer and inner edges in the left-right direction also applies to other components, as well as the definition of the inner and outer sides in the left-right direction.

[0050] Figures 2 to 5 Therefore Figure 1 Taking the energy-absorbing box on the left side as an example, Figures 6 to 8 Therefore Figure 1 Taking the left-side beam 100 as an example, therefore, Figures 2 to 8 The outer edge is the left edge, the inner edge is the right edge, the outer side is the left side, and the inner side is the right side.

[0051] like Figure 1 As shown, the subframe also includes a first connecting beam 610, a second connecting beam 620, and a third connecting beam 630. The first connecting beam 610, the second connecting beam 620, and the third connecting beam 630 all extend in the left-right direction. The left and right ends of the first connecting beam 610 are connected to the front ends of the two side beams 100, the left and right ends of the second connecting beam 620 are connected to the front parts of the two side beams 100, and the left and right ends of the third connecting beam 630 are connected to the rear ends of the two side beams 100.

[0052] In an exemplary implementation, such as Figure 3 and Figure 4As shown, the front end of the side beam 100 has a first connection hole 101 for connecting to the vehicle body. A reinforcing member 240 is provided inside the energy absorption box 200. The reinforcing member 240 extends in the left and right direction. The two ends of the reinforcing member 240 are respectively connected to the inner surfaces of the left and right sides of the energy absorption box 200. The top of the reinforcing member 240 is connected to the lower surface of the top of the energy absorption box 200, and the bottom of the reinforcing member 240 is connected to the upper surface of the bottom of the energy absorption box 200.

[0053] The center point of the reinforcing member 240 is aligned with the center point of the first connecting hole 101 in the left-right direction for lateral support. When the side impact force acts on the energy-absorbing box through the curved sidewall 230, the reinforcing member 240 can directly transfer most of the lateral impact force to the core stress point on the side beam 100 connected to the vehicle body (i.e., the first connecting hole 101) via the shortest and most direct path, improving the safety performance of the chassis structure after a collision. Actual collision analysis and CAE simulation verification show that this structure can withstand and decompose 30%-40% of the collision energy.

[0054] In an exemplary implementation, such as Figure 3 and Figure 4 As shown, the reinforcing member 240 includes a horizontal plate 241 and a vertical plate 242 formed integrally. The horizontal plate 241 and the vertical plate 242 can be made by stamping, casting or additive manufacturing processes.

[0055] The horizontal plate 241 is fixed to the upper surface of the bottom of the lower box 210 and extends in the left-right direction, and has a predetermined width in the front-back direction. Specifically, the horizontal plate 241 is welded to the upper surface of the bottom of the lower box 210 (the bottom plate 211 described later).

[0056] The upright plate 242 extends in the left-right direction and has a predetermined height. The upright plate 242 extends upward from the front edge of the horizontal plate 241 and is fixedly connected to the upper box body 220. Specifically, the upper edge of the upright plate 242 is fixedly connected to the lower surface of the upper plate 221 of the upper box body 220, which will be described later, by welding or other means.

[0057] In an exemplary embodiment, the lower housing 210 and the upper housing 220 are welded together.

[0058] In one implementation scheme, such as Figures 3 to 5 As shown, the energy-absorbing box 200 includes at least: a first planar sidewall 250, a second planar sidewall 260, a third planar sidewall 270 and a fourth planar sidewall 280.

[0059] The first planar sidewall 250 extends inward and rearward from the rear end of the curved sidewall 230 to the corresponding side beam 100. Furthermore, the larger the area of ​​the projection of the first planar sidewall 250 onto the side beam 100, the better its effect in transferring the lateral impact force to the side beam 100.

[0060] The second planar sidewall 260 extends inward and forward a predetermined length from the front end of the curved sidewall 230. When an obstacle in an offset collision impacts the energy-absorbing box 200, the second planar sidewall 260 can transfer the force of the offset collision to the side beam 100 and guide the obstacle in front of the vehicle to move laterally relative to the vehicle to reduce the impact.

[0061] The third planar sidewall 270 is attached to and fixed to the outer sidewall of the side beam 100. The third planar sidewall 270 extends forward from the rear end of the first planar sidewall 250, and the front end of the third planar sidewall 270 is flush with the front end of the second planar sidewall 260. The third planar sidewall 270 constitutes the left and right sidewalls of the energy-absorbing box 200.

[0062] The fourth planar sidewall 280 extends inward from the front end of the second planar sidewall 260 to the front end of the third planar sidewall 270.

[0063] The first planar sidewall 250, the arc sidewall 230, and the second planar sidewall 260 constitute the left and right sidewalls of the energy-absorbing box 200.

[0064] The outer edges of the reinforcing member 240 described above are connected to the first planar sidewall 250 of the energy-absorbing box 200 in the left and right directions.

[0065] In another implementation, in 3 to Figure 5 Based on this, the fourth planar sidewall 280 can be deleted, that is, the energy-absorbing box 200 includes: the first planar sidewall 250, the second planar sidewall 260 and the third planar sidewall 270 (this situation is not shown in the figure).

[0066] The first planar sidewall 250 extends inward and backward from the rear end of the arc sidewall 230 to the corresponding side beam 100.

[0067] The second planar sidewall 260 extends inward and forward from the front end of the arc-shaped sidewall 230 to the corresponding side beam 100.

[0068] The third planar sidewall 270 is attached to and fixed to the outer sidewall of the side beam 100. The rear end of the third planar sidewall 270 is connected to the rear end of the first planar sidewall 250, and the front end of the third planar sidewall 270 is connected to the front end of the second planar sidewall 260.

[0069] In this embodiment, the absence of the fourth planar sidewall 280 reduces the number of parts and welding steps, simplifies the manufacturing process, and lowers costs. In the embodiment with the fourth planar sidewall 280, the energy-absorbing box 200 can effectively avoid other components or complex contours that may exist at the front end of the side beam 100, improving adaptability and integration.

[0070] Furthermore, such as Figure 3As shown, the lower box body 210 includes a base plate 211, a first side plate 212, a second side plate 213, a third side plate 216, a fourth side plate 215, and a fifth side plate 214. The first side plate 212, fourth side plate 215, second side plate 213, fifth side plate 214, and third side plate 216 extend upwards from the edge of the base plate 211 and are connected end-to-end. The fourth side plate 215 is arc-shaped, while the first side plate 212, second side plate 213, fifth side plate 214, and third side plate 216 are plate-shaped.

[0071] like Figure 2 As shown, the upper box body 220 includes an upper plate 221, a sixth side plate 222, a seventh side plate 223, an eighth side plate 226, a ninth side plate 225, and a tenth side plate 224. The sixth side plate 222, ninth side plate 225, seventh side plate 223, tenth side plate 224, and eighth side plate 226 extend downwards from the edge of the upper plate 221 and are connected end-to-end. The ninth side plate 225 is arc-shaped, while the sixth side plate 222, seventh side plate 223, tenth side plate 224, and eighth side plate 226 are plate-shaped.

[0072] The upper plate 221 forms the top of the energy-absorbing box 200, and the bottom plate 211 forms the bottom of the energy-absorbing box 200.

[0073] The first side plate 212 and the sixth side plate 222 are joined together to form the first planar side wall 250.

[0074] The second side plate 213 and the seventh side plate 223 are joined together to form the second planar side wall 260.

[0075] The third side plate 216 and the eighth side plate 226 are joined together to form the third planar side wall 270, which in turn forms the left and right side walls of the energy-absorbing box 200.

[0076] The fourth side plate 215 and the ninth side plate 225 are joined together to form an arc-shaped side wall 230.

[0077] The fifth side plate 214 and the tenth side plate 224 are joined together to form the fourth planar side wall 280.

[0078] In one embodiment, in the vertical direction, the first side plate 212 and the sixth side plate 222 are aligned, the second side plate 213 and the seventh side plate 223 are aligned, the third side plate 216 and the eighth side plate 226 are aligned, the fourth side plate 215 and the ninth side plate 225 are aligned, and the fifth side plate 214 and the tenth side plate 224 are aligned (not shown).

[0079] In another implementation scheme, such as Figure 2 and Figure 8As shown, in the vertical direction, the first side plate 212 and the sixth side plate 222 are not aligned (i.e., there is a slight misalignment), the second side plate 213 and the seventh side plate 223 are not aligned (i.e., there is a slight misalignment), the third side plate 216 and the eighth side plate 226 are not aligned (i.e., there is a slight misalignment), the fourth side plate 215 and the ninth side plate 225 are not aligned (i.e., there is a slight misalignment), and the fifth side plate 214 and the tenth side plate 224 are not aligned (i.e., there is a slight misalignment).

[0080] Specifically, the reinforcing member 240 can be welded to the inside of the lower box 210 first, then the upper box 220 can be fastened onto the lower box 210 and the lower box 210 and upper box 220 can be welded together to obtain the energy-absorbing box 200. A strip-shaped opening is made in the upper box 220, and welding is performed in the form of plug welding, specifically including:

[0081] When the welding torch electrode is inserted into or aligned with the strip opening, the generated arc simultaneously melts the edge of the strip opening, the part of the reinforcing member 240 to be welded, and the corresponding inner surface of the upper box 220. The molten filler metal is deposited layer by layer into the strip opening until the molten filler metal completely fills the entire strip opening and forms a raised weld that is higher than the outer surface of the upper box 220.

[0082] In an exemplary embodiment, the front end of the side beam 100 has a first connecting hole 101, and the middle part of the side beam 100 has a second connecting hole 102 (see also [reference]). Figure 1 The side beam 100 also has a crumple groove 110 (see details below). Figures 6 to 8 The first connecting hole 101 and the second connecting hole 102 are used to connect to the vehicle body.

[0083] The crumple zone 110 is recessed upward from the lower surface of the side beam 100, extends in the left-right direction and penetrates the side beam 100 in the left-right direction. The crumple zone 110 is located between the first connecting hole 101 and the second connecting hole 102, and the distance from the crumple zone 110 to the first connecting hole 101 is less than the distance from the crumple zone 110 to the second connecting hole 102. Furthermore, the crumple zone 110 corresponds to the rear edge of the energy-absorbing box 200. In an offset collision, the impact force is transmitted to the side beam 100 through the energy-absorbing box 200, and the crumple zone 110 will become the weakest point on the side beam 100 with the largest bending moment and the most susceptible to bending deformation. Therefore, the side beam 100 will undergo a preset and controllable folding or buckling deformation at the crumple zone 110, thereby absorbing a large amount of collision energy.

[0084] In an exemplary implementation, such as Figure 6 and Figure 7 As shown, a through opening 111 is provided in the middle of the collapse groove 110.

[0085] Under the impact load of an offset collision, when the impact force is transmitted to the crumple zone 110, stress concentration will first occur at the edge of the opening 111. This ensures that the side beam 100 begins to bend at the opening 111 of the crumple zone 110, and keeps the bending process smooth and controllable. At the same time, the opening 111 itself can absorb additional energy through the plastic deformation of the material itself during the crushing process. This combination of the crumple zone 110 and the opening 111 effectively disperses the deformation stress and avoids the unpredictable tearing or abrupt failure that may be caused by a single groove structure.

[0086] During a collision, the subframe bends at the crumple zone 110 and compresses the opening 111, fully absorbing energy. This addresses the issue of insufficient deformation and energy absorption at the front end of the subframe, which can lead to rearward displacement and intrusion into the passenger compartment, thus improving collision performance and protecting the safety of occupants. Actual collision analysis and CAE simulation verification show that the combination of the crumple zone 110 and the opening 111 can withstand and dissipate 30%-40% of the collision energy.

[0087] In an exemplary embodiment, the opening 111 is a circular hole. In other embodiments, the opening 111 may also be a rectangular hole or a triangular hole.

[0088] In an exemplary implementation, such as Figure 9 As shown, in the embodiment of the present invention, the subframe is installed on the vehicle, the vehicle has a longitudinal beam 300 corresponding to the side beam 100, the side beam 100 has a third connecting hole 103, and the longitudinal beam 300 has a fourth connecting hole 301 corresponding to the third connecting hole 103.

[0089] The subframe also includes: first sleeve 400, bolt 710 and washer 720.

[0090] like Figures 11 to 14 As shown, the first sleeve 400 is installed into the third connecting hole 103 of the side beam 100, and the inner diameter d1 of the first end of the first sleeve 400 is greater than the inner diameter d2 of the second end of the first sleeve 400.

[0091] like Figure 10 As shown, the longitudinal beam 300 also includes a second sleeve 500. The second sleeve 500 includes a first connecting portion 510, a second connecting portion 520, and a stop portion 530. The outer diameter of the second connecting portion 520 is smaller than the diameter of the fourth connecting hole 301, and the outer diameter of the stop portion 530 is larger than the diameter of the fourth connecting hole 301. The stop portion 530 extends radially outward from the connection point of the first connecting portion 510 and the second connecting portion 520. The first connecting portion 510 and the stop portion 530 are located inside the longitudinal beam 300. The second connecting portion 520 passes through the fourth connecting hole 301 of the longitudinal beam 300 and is nested inside the first end of the first sleeve 400. The stop portion 530 prevents the second sleeve 500 from falling off the longitudinal beam 300.

[0092] Among them, the bolt 710 passes through the washer 720 and the first sleeve 400 in sequence and is inserted into the second sleeve 500, and is threadedly connected to the second sleeve 500.

[0093] The first end of the first sleeve 400 (also known as the subframe mounting sleeve) has a larger inner diameter, which increases the stress area and generates greater anti-slip friction under the tightening action of bolt 710.

[0094] The first end of the first sleeve 400 has a larger inner diameter, which allows the second sleeve 500 (also known as the body longitudinal beam sleeve) to be nested inside the first sleeve 400. During a collision, the contact between the first sleeve 400 and the second sleeve 500 generates greater resistance, which can replace the conventional structure that relies solely on the friction and shear force of the bolt mounting surface to resist slippage.

[0095] The inner diameter of the second end of the first sleeve 400 is still relatively small, which can effectively avoid insufficient contact surface between the bolt 710 and the washer 720 due to the increase in inner diameter, thus preventing crushing.

[0096] Based on actual crash analysis and CAE simulation verification, this structure can withstand and dissipate 45%-60% of the crash energy. It is used to address the issue of the subframe sliding backward and intruding into the passenger compartment during a collision.

[0097] In one implementation scheme, such as Figure 11 and Figure 12 As shown, the first sleeve 400 includes a first tube section 410, a second tube section 420, and a reducing section 430.

[0098] The first tube 410 and the second tube 420 are cylindrical, and the inner diameter of the first tube 410 is larger than the inner diameter of the second tube 420. The first end of the first tube 410 (the end away from the second tube 420) constitutes the first end of the first sleeve 400, and the first end of the second tube 420 (the end away from the first tube 410) constitutes the second end of the first sleeve 400.

[0099] The reducing section 430 is tapered and hollow inside. The first end of the reducing section 430 is connected to the second end of the first tube section 410, and the second end of the reducing section 430 is connected to the second end of the second tube section 420. Through the transition of the reducing section 430, the inner diameter of the first sleeve 400 changes smoothly and continuously from the first end to the second end, which can effectively avoid stress concentration caused by abrupt structural changes and enhance the structural stability and fatigue life of the sleeve under axial loads.

[0100] In another implementation scheme, such as Figure 13 and Figure 14 As shown, the first sleeve 400 includes a first tube section 410 and a second tube section 420.

[0101] The first tube section 410 and the second tube section 420 are cylindrical, with the inner diameter of the first tube section 410 being larger than that of the second tube section 420. The first end of the first tube section 410 (the end furthest from the second tube section 420) forms the first end of the first sleeve 400, and the first end of the second tube section 420 (the end furthest from the first tube section 410) forms the second end of the first sleeve 400. The second ends of the first tube section 410 and the second ends of the second tube section 420 are connected. This embodiment reduces processing steps and molding difficulty by omitting the diameter-changing section 430, thereby lowering manufacturing costs and process complexity. It is suitable for cost-sensitive applications or applications where radial abrupt changes in installation space are permissible.

[0102] Furthermore, the first end of the first tube 410 (the end furthest from the second tube 420) has a limiting portion 440 extending radially outward. The diameter of the limiting portion 440 is larger than the diameter of the third connecting hole 103, the outer diameter of the first tube 410 is smaller than the diameter of the third connecting hole 103, a portion of the first tube 410 passes through the third connecting hole 103, and the limiting portion 440 is located above the third connecting hole 103. The limiting portion 440 ensures that the first tube 410 does not fall completely into the side beam 100 of the subframe.

[0103] It is understandable that the structure of the first tube section 410 is not limited to the above. Figures 11 to 14 In the form of.

[0104] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0105] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A subframe, characterized in that, The subframe includes at least: Two side beams (100) extend in the front-to-back direction and are distributed in the left-to-right direction; Two energy-absorbing boxes (200), each of which is disposed on the outer side of the front end of a corresponding side beam (100), the energy-absorbing box (200) comprising: Lower box (210); The upper box body (220), the lower box body (210) and the upper box body (220) are fastened and fixed together to form an energy-absorbing box (200) with a cavity, and the outer edge of the energy-absorbing box (200) has an arc-shaped sidewall (230).

2. The subframe according to claim 1, characterized in that, The front end of the side beam (100) has a first connection hole (101) for connecting to the vehicle body. A reinforcing member (240) is provided inside the energy-absorbing box (200). The reinforcing member (240) extends in the left and right direction. The two ends of the reinforcing member (240) are respectively connected to the inner surfaces of the left and right sides of the energy-absorbing box (200). The top of the reinforcing member (240) is connected to the lower surface of the top of the energy-absorbing box (200). The bottom of the reinforcing member (240) is connected to the upper surface of the bottom of the energy-absorbing box (200). The center point of the reinforcing member (240) is aligned with the center point of the first connecting hole (101) in the left-right direction.

3. The subframe according to claim 2, characterized in that, The reinforcing member (240) includes: A horizontal plate (241) is fixed to the upper surface of the bottom of the lower box (210) and extends in the left-right direction and has a predetermined width in the front-back direction; A vertical plate (242) extends in the left-right direction and has a predetermined height. The vertical plate (242) extends upward from the front edge of the horizontal plate (241) and is fixed to the upper box body (220).

4. The subframe according to claim 1, characterized in that, The energy-absorbing box (200) includes at least: The first planar sidewall (250) extends inward and rearward from the rear end of the arcuate sidewall (230) to the corresponding side beam (100); The second planar sidewall (260) extends inward and forward by a predetermined length from the front end of the arcuate sidewall (230); The third planar sidewall (270) is attached to and fixed to the outer sidewall of the side beam (100). The third planar sidewall (270) extends forward from the rear end of the first planar sidewall (250), and the front end of the third planar sidewall (270) is flush with the front end of the second planar sidewall (260). The fourth planar sidewall (280) extends inward from the front end of the second planar sidewall (260) to the front end of the third planar sidewall (270).

5. The subframe according to claim 1, characterized in that, The energy-absorbing box (200) includes at least: The first planar sidewall (250) extends inward and rearward from the rear end of the arcuate sidewall (230) to the corresponding side beam (100); The second planar sidewall (260) extends inward and forward from the front end of the arcuate sidewall (230) to the corresponding side beam (100); The third planar sidewall (270) is attached to and fixed to the outer sidewall of the side beam (100). The rear end of the third planar sidewall (270) is connected to the rear end of the first planar sidewall (250), and the front end of the third planar sidewall (270) is connected to the front end of the second planar sidewall (260).

6. The subframe according to claim 1, characterized in that, The side beam (100) has a first connecting hole (101) at its front end, a second connecting hole (102) at its middle part, and a collapse groove (110) at its middle part. The contraction groove (110) is recessed upward from the lower surface of the side beam (100). The contraction groove (110) extends in the left-right direction and penetrates the side beam (100) in the left-right direction. The contraction groove (110) is located between the first connecting hole (101) and the second connecting hole (102). The distance from the contraction groove (110) to the first connecting hole (101) is less than the distance from the contraction groove (110) to the second connecting hole (102).

7. The subframe according to claim 6, characterized in that, The collapse groove (110) has a through opening (111) in the middle.

8. The subframe according to claim 1, characterized in that, The subframe is mounted to the vehicle, which has a longitudinal beam (300) corresponding to the side beam (100), the side beam (100) having a third connecting hole (103), and the longitudinal beam (300) having a fourth connecting hole (301) corresponding to the third connecting hole (103). The subframe also includes: The first sleeve (400) is installed to the third connecting hole (103) of the side beam (100), and the inner diameter of the first end of the first sleeve (400) is greater than the inner diameter of the second end of the first sleeve (400). Gasket (720); Bolt (710); The longitudinal beam (300) further includes a second sleeve (500), which includes a first connecting part (510), a second connecting part (520), and a stop part (530). The outer diameters of the first connecting part (510) and the second connecting part (520) are both smaller than the diameter of the fourth connecting hole (301). The outer diameter of the stop part (530) is larger than the diameter of the fourth connecting hole (301). The stop part (530) extends radially outward from the connection between the first connecting part (510) and the second connecting part (520). The first connecting part (510) and the stop part (530) are located inside the longitudinal beam (300). Another part of the second sleeve (500) is nested inside the first end of the first sleeve (400). The bolt (710) passes through the gasket (720) and the first sleeve (400) in sequence, and then inserts into the second sleeve (500) and connects with the second sleeve (500).

9. The subframe according to claim 8, characterized in that, The first sleeve (400) includes a first tube section (410), a second tube section (420), and a reducing section (430). The first tube (410) and the second tube (420) are cylindrical, and the inner diameter of the first tube (410) is larger than the inner diameter of the second tube (420). The first end of the first tube (410) constitutes the first end of the first sleeve (400), and the first end of the second tube (420) constitutes the second end of the first sleeve (400). The variable diameter section (430) is conical and hollow inside. The first end of the variable diameter section (430) is connected to the second end of the first tube section (410), and the second end of the variable diameter section (430) is connected to the second end of the second tube section (420).

10. The subframe according to claim 8, characterized in that, The first sleeve (400) includes a first tube section (410) and a second tube section (420); The first tube (410) and the second tube (420) are cylindrical, and the inner diameter of the first tube (410) is larger than the inner diameter of the second tube (420). The first end of the first tube (410) constitutes the first end of the first sleeve (400), and the first end of the second tube (420) constitutes the second end of the first sleeve (400). The second end of the first tube (410) is connected to the second end of the second tube (420).

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