Automobile front subframe with collision energy absorption structure and double-cavity structure
By designing a front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure, the safety and lightweight issues of new energy vehicles during collisions have been solved, the risk of damage to the battery pack and high-voltage lines has been reduced, and the structural strength and assembly convenience have been improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- JIANGLING MOTORS
- Filing Date
- 2026-05-29
- Publication Date
- 2026-07-24
AI Technical Summary
When new energy vehicles are involved in a collision, the subframe and front suspension may continue to collapse backward, which may lead to damage to high-voltage lines, battery packs and connectors. In addition, existing technologies that increase strength by thickening the structure result in a bulky structure, which is not conducive to lightweight design and makes it difficult to assemble the control arms.
Design a front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure, including a first longitudinal beam, a second longitudinal beam, and a crossbeam. It is equipped with a detachable connection and a groove structure to absorb collision energy. The dual-cavity structure improves rigidity and torsional resistance, and the use of movable nuts improves assembly convenience.
It reduces the risk of damage to the battery pack, high-voltage lines and connectors, improves collision safety and structural strength, achieves lightweight design, and facilitates swing arm assembly.
Smart Images
Figure CN122443575A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive chassis structure technology, and in particular to a front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure. Background Technology
[0002] With the rapid development of new energy vehicles, the overall range and power performance of vehicles are constantly improving. Large-capacity battery packs and high-power assemblies have become important development directions for new energy vehicles. At the same time, high-voltage lines, connectors, and battery packs are being arranged more compactly with the subframe. Currently, new energy vehicles widely adopt full-frame subframes, and improve collision safety by using a method of detaching the subframe's central mounting point.
[0003] The current approach has the following problems: In the event of a collision, the subframe and front suspension may continue to collapse rearward, potentially contacting high-voltage wires, the battery pack, and connectors, posing a risk of short circuits, sparks, or even fire. Furthermore, the high torque output of new energy vehicles means the subframe and front suspension structure bear a greater load. Existing technologies, which increase strength by thickening the structure, tend to result in a bulky structure, further increasing the load and hindering lightweight design. Additionally, there are difficulties in assembling the control arms in the mounting area.
[0004] Therefore, there is an urgent need to provide a front subframe structure for new energy vehicles that takes into account collision safety, structural strength, and ease of assembly. Summary of the Invention
[0005] Based on this, the purpose of the present invention is to provide a front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure, aiming to solve at least one technical problem in the prior art.
[0006] A front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure is characterized by: comprising a first longitudinal beam, a second longitudinal beam, and a crossbeam connected to both; the first longitudinal beam and the second longitudinal beam forming the main body structure of the front subframe through connection with the crossbeam; wherein, a detachable connection structure with a middle mounting point is provided between the first longitudinal beam and the second longitudinal beam and the vehicle body; a first groove structure and a second groove structure are respectively provided at the rear ends of the first longitudinal beam and the second longitudinal beam, the first groove structure and the second groove structure being formed on the corresponding longitudinal beam body; a dual-cavity structure is provided in the middle of the main body structure of the front subframe, the dual-cavity structure having a first cavity and a second cavity arranged side by side.
[0007] Preferably, the first groove structure is disposed at the rear end of the first longitudinal beam and near the rear mounting point of the swing arm of the first longitudinal beam, and the second groove structure is disposed at the rear end of the second longitudinal beam and near the rear mounting point of the swing arm of the first longitudinal beam.
[0008] Preferably, the dimensions of the first groove structure and the second groove structure are 30mm*20mm.
[0009] Preferably, the first groove structure is formed by recessing inward along the width direction of the first longitudinal beam, and the second groove structure is formed by recessing inward along the width direction of the second longitudinal beam.
[0010] Preferably, the upper part of the first cavity and the second cavity are provided with nuts and the lower part of the corresponding nuts are provided with mounting holes for installing the double tie rod suspension structure, and a sleeve is provided between the first cavity and the second cavity.
[0011] Preferably, the dual-cavity structure is connected to the first longitudinal beam and the cross beam to form a load-bearing structure.
[0012] Preferably, movable nuts are provided at the rear mounting points of the swing arms of the first longitudinal beam and the second longitudinal beam.
[0013] Preferably, the movable nut has a floating movement along the X direction of the vehicle and is limited along the Y direction of the vehicle.
[0014] Preferably, the movable nut floats and moves 2 mm along the X direction of the vehicle.
[0015] Compared with the prior art, the front subframe of a car with a collision energy absorption structure and a dual-cavity structure provided by the present invention reduces the risk of damage to the battery pack, high-voltage lines and connectors, improves the safety of new energy vehicle collisions, and improves the overall rigidity and torsional performance of the front subframe. In addition, it makes the assembly of the control arm more convenient. Attached Figure Description
[0016] Figure 1 This is a diagram of the front subframe of the present invention; Figure 2 This is a diagram of the midpoint detachment structure of the present invention; Figure 3 This is a diagram of the groove structure of the present invention; Figure 4 This is a structural diagram of the movable nut of the present invention; Figure 5 This is a diagram of the dual-cavity structure of the present invention. The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation
[0017] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
[0018] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.
[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items. Several embodiments of the invention are given below to facilitate understanding. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of the invention will be thorough and complete.
[0020] Example 1 Please see Figures 1 to 5 The image shows a front subframe of an automobile with a collision energy absorption structure and a dual-cavity structure according to the first embodiment of the present invention. It includes a first longitudinal beam 1, a second longitudinal beam 2, and a crossbeam connected to both. The first longitudinal beam 1 and the second longitudinal beam 2 form the main body structure of the front subframe by connecting with the crossbeam. The first longitudinal beam 1 and the second longitudinal beam 2 are provided with a detachable connection structure with a middle mounting point between them and the vehicle body. The rear ends of the first longitudinal beam 1 and the second longitudinal beam 2 are respectively provided with a first groove structure 7 and a second groove structure 8, which are formed on the corresponding longitudinal beam bodies. The main body structure of the front subframe is provided with a dual-cavity structure 9 in the middle, and the dual-cavity structure has a first cavity 91 and a second cavity 92 arranged side by side.
[0021] Specifically, the main structure of the front subframe is formed by connecting the first longitudinal beam 1 and the second longitudinal beam 2, which are spaced apart, with crossbeams. In this embodiment, the main structure of the front subframe is formed by the fixed connection of the first longitudinal beam 1 and the second longitudinal beam 2 with three crossbeams of different lengths. The first longitudinal beam 1 and the second longitudinal beam 2 gradually extend inward from the front end to the rear end and connect with the crossbeams to form a truss structure. The rear ends of the first longitudinal beam 1 and the second longitudinal beam 2 are respectively provided with a first groove structure 7 and a second groove structure 8, which are respectively located near the rear mounting points of the swing arms of the first longitudinal beam 1 and the second longitudinal beam 2. The first groove structure 7 is formed on the first longitudinal beam 1, and the second groove structure 8 is formed on the second longitudinal beam 2. Specifically, the first groove structure 7 is recessed inward along the width direction of the first longitudinal beam 1, and the second groove structure 8 is recessed inward along the width direction of the second longitudinal beam 2. Preferably, the dimensions of the first groove structure 7 and the second groove structure 8 are 30mm*20mm.
[0022] When a vehicle is involved in a frontal collision, the front subframe is subjected to the collision load. The first groove structure 7 and the second groove structure 8 form stress concentration, causing the first longitudinal beam 1 and the second longitudinal beam 2 to bend and deform preferentially over the first groove structure 7 and the second groove structure 8. This absorbs the collision energy and prevents the front subframe and front suspension structure from continuing to intrude rearward, thereby reducing the risk of the front subframe coming into contact with the rear battery pack, high-voltage wires and connectors after the collision.
[0023] Movable nuts 5 and 6 are respectively installed at the rear mounting points of the swing arms on the first longitudinal beam 1 and the second longitudinal beam 2. Movable nut 5 is installed inside the mounting area of the first longitudinal beam 1 and connected to the swing arm mounting bolts. Movable nut 6 is installed inside the mounting area of the second longitudinal beam 2 and connected to the swing arm mounting bolts. Movable nuts 5 and 6 are limited along the Y-axis of the vehicle and have a floating movement amount along the X-axis. Preferably, the floating movement amount of movable nuts 5 and 6 along the X-axis is 2mm to facilitate position compensation during swing arm installation, improve assembly efficiency, and ensure stable vehicle positioning parameters.
[0024] like Figure 5As shown, a dual-cavity structure 9 is provided in the middle of the front subframe body. The dual-cavity structure 9 includes a first cavity 91 and a second cavity 92 arranged side by side, extending along the front-rear direction of the vehicle. Nuts are provided on the upper part of the first cavity 91 and the second cavity 92, and corresponding mounting holes are provided on their lower parts. A sleeve is provided between the first cavity and the second cavity. In this embodiment, the sleeve is a round sleeve, used to ensure the rigidity of the first cavity 91 and the second cavity 92, and to improve their strength. The dual-cavity structure 9 is formed in the middle crossbeam area of the front subframe and is connected to the first longitudinal beam 1 to form a load-bearing structure. The dual-cavity structure 9 is used to install a double-tie-rod suspension structure. By adding the parallel second cavity 92, the front subframe, while meeting the requirements for suspension installation, improves its overall torsional strength and structural rigidity to adapt to the high torque output requirements of the new energy vehicle powertrain. Meanwhile, the dual-cavity structure 9 adopts an integrated structural design, which reduces the number of parts and structural weight while ensuring strength, thereby achieving a lightweight design.
[0025] like Figures 1 to 2 As shown, a detachable connection structure with a central mounting point is provided between the first longitudinal beam 1 and the second longitudinal beam 2 and the vehicle body. A central point detachment structure 3 and a central point detachment structure 4 are located in the middle region of the main frame structure and are respectively situated on the first longitudinal beam 1 and the second longitudinal beam 2. Their structure is a snap-fit type, connecting to the vehicle body through a snap-fit interface. In the event of a collision, the central point of the front subframe detaches from the vehicle body, reducing the risk of injury to the occupants of the passenger compartment.
[0026] This invention incorporates groove structures at the rear ends of the first longitudinal beam 1 and the second longitudinal beam 2 of the front subframe. This design allows the first and second longitudinal beams 1 and 2 to preferentially bend and deform during a vehicle collision, absorbing collision energy and reducing the risk of damage to the battery pack, high-voltage lines, and connectors, thus improving the collision safety of new energy vehicles. Simultaneously, the dual-cavity structure 9 enhances the overall rigidity and torsional resistance of the front subframe to meet the high torque output requirements of new energy vehicles. Furthermore, the movable nut structure improves the ease of assembly of the control arms. The overall structure is simple and exhibits excellent lightweighting effects. Through the design of these structures, the safety of new energy vehicles is ensured, their load is reduced, and their driving range is improved.
[0027] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. 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 modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.
Claims
1. A front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure, characterized in that: It includes a first longitudinal beam, a second longitudinal beam, and a crossbeam connected to both. The first longitudinal beam and the second longitudinal beam form the main structure of the front subframe by connecting with the crossbeam. Among them, the first longitudinal beam and the second longitudinal beam are provided with a detachable connection structure with intermediate mounting points between them and the vehicle body; The first longitudinal beam and the second longitudinal beam are respectively provided with a first groove structure and a second groove structure at their rear ends, and the first groove structure and the second groove structure are formed on the corresponding longitudinal beam body; The front subframe main structure has a dual-cavity structure in the middle, with a first cavity and a second cavity arranged side by side.
2. The automotive front subframe with a collision energy absorption structure and a dual-cavity structure according to claim 1, characterized in that: The first groove structure is located at the rear end of the first longitudinal beam and near the rear mounting point of the swing arm of the first longitudinal beam, and the second groove structure is located at the rear end of the second longitudinal beam and near the rear mounting point of the swing arm of the first longitudinal beam.
3. The automotive front subframe with a collision energy absorption structure and a dual-cavity structure according to claim 1, characterized in that: The dimensions of the first groove structure and the second groove structure are 30mm*20mm.
4. The automotive front subframe with a collision energy absorption structure and a dual-cavity structure according to claim 1, characterized in that: The first groove structure is formed by recessing inward along the width direction of the first longitudinal beam, and the second groove structure is formed by recessing inward along the width direction of the second longitudinal beam.
5. A front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure according to claim 1, characterized in that: The first cavity and the second cavity are provided with nuts on their upper parts and mounting holes on their corresponding lower parts for mounting the double tie rod suspension structure, and a sleeve is provided between the first cavity and the second cavity.
6. A front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure as described in claim 1, characterized in that: The dual-cavity structure is connected to the first longitudinal beam and the cross beam to form a load-bearing structure.
7. A front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure as described in claim 1, characterized in that: Movable nuts are provided at the rear mounting points of the swing arms of the first and second longitudinal beams, respectively.
8. A front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure as described in claim 7, characterized in that: The movable nut has a floating movement along the X-direction of the vehicle and is limited along the Y-direction of the vehicle.
9. A front subframe for automobiles with a collision energy absorption structure and a dual-cavity structure as described in claim 7, characterized in that: The movable nut moves 2mm along the X-direction of the vehicle.