Chassis anti-collision structure assembly and vehicle

Abstract

The utility model provides a chassis anti-collision structure assembly and a vehicle, and belongs to the technical field of vehicle parts, the chassis anti-collision structure assembly comprises a front auxiliary frame, a front lower anti-collision beam, a collision support and a connecting support; the front lower anti-collision beam is connected to the front end of the front auxiliary frame, and the area, protruding out of the front auxiliary frame, of the front lower anti-collision beam is an extension section. The collision support is connected to the outer side of the front portion of the front auxiliary frame and arranged corresponding to the extension section, and the collision support inclines forwards in the direction from inside to outside. The connecting support is connected between the front end of the collision support and the front end of the front auxiliary frame, and a triangular frame is defined by the connecting support, the collision support and the front auxiliary frame. According to the utility model, the risk that collision energy impacts the A column and intrudes into the cab is reduced, and the deformation degree of the passenger compartment is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle components, and in particular relates to a chassis anti-collision structure assembly and a vehicle. Background Art

[0002] With the development of the automobile industry, users pay more and more attention to driving safety, and vehicle safety assessments are becoming more and more stringent. Among them, safety collision performance is an important part of driving safety. The front lower anti-collision beam and the front subframe form an important force transmission channel in the front of the vehicle body, which directly affects the vehicle's frontal collision, offset collision and small overlap collision safety performance.

[0003] At present, the front lower anti-collision beam and subframe can meet the safety performance requirements under 100% frontal collision and 40% offset collision conditions. However, in the case of a 25% small overlap collision at a speed of 64km / h, due to the minimum overlap area between the collision area and the longitudinal beam, the front lower anti-collision beam and subframe are difficult to fully transmit and decompose the collision energy, and the collapse is unstable and the energy absorption effect is poor, resulting in most of the energy continuing to be transmitted backwards, causing the wheels to squeeze the A-pillar, resulting in an increase in the intrusion of the passenger compartment. It can be seen that in the case of a small overlap collision, the existing front lower anti-collision beam and subframe are difficult to ensure safety, and the severity of the injuries caused to personnel during the collision is extremely high. Utility Model Content

[0004] The embodiment of the utility model provides a chassis anti-collision structure assembly and a vehicle, aiming to solve the problem in the prior art that the front lower anti-collision beam and the subframe are difficult to ensure safety in the case of a small overlap collision.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] In a first aspect, a chassis anti-collision structure assembly is provided, comprising:

[0007] front subframe, front lower impact beam, crash brace and connecting bracket;

[0008] The front lower anti-collision beam is connected to the front end of the front sub-frame, and the area of ​​the front lower anti-collision beam protruding outward from the front sub-frame is an extension section;

[0009] The collision bracket is connected to the outer side of the front part of the front subframe and is arranged corresponding to the extension section. In the direction from the inside to the outside, the collision bracket is inclined forward;

[0010] The connecting bracket is connected between the front end of the collision bracket and the front end of the front sub-frame, and the connecting bracket, the collision bracket and the front sub-frame are combined to form a triangular frame.

[0011] In combination with the first aspect, in a possible implementation manner, a front end of the collision bracket protrudes forwardly from a front end of the front subframe.

[0012] In some embodiments, the extension section is tilted backward, and a front end surface of the collision bracket is parallel to the up-down direction and the extension path of the extension section.

[0013] In some embodiments, the long axis of the collision bracket is perpendicular to the front end surface of the collision bracket.

[0014] In some embodiments, the connecting bracket includes an outer connecting plate, a supporting plate and an inner connecting plate connected in sequence from the outside to the inside;

[0015] The outer connecting plate is fitted and connected to the front end surface of the collision bracket, and the inner connecting plate is fitted and connected to the front end surface of the front subframe; the support plate is flush with the inner connecting plate, and the outer connecting plate and the support plate are connected via a transition plate.

[0016] In combination with the first aspect, in a possible implementation, the chassis anti-collision structure assembly also includes an energy absorption box, which is connected between the front lower anti-collision beam and the front subframe, and the energy absorption box is provided with a plurality of first energy absorption weakening portions distributed along the front-to-back direction.

[0017] In combination with the first aspect, in a possible implementation, the front subframe includes two oppositely arranged longitudinal beams, and a front cross beam and a rear cross beam arranged between the two longitudinal beams, and the front end of the longitudinal beam is connected to the front lower anti-collision beam; a body mounting bracket is provided in the middle of the longitudinal beam, and a mounting hole and a disengagement opening are provided on the top surface of the body mounting bracket, the front end of the disengagement opening extends to the front side of the body mounting bracket, and the rear end of the disengagement opening is connected to the mounting hole, and the width of the disengagement opening in the inner and outer directions is smaller than the inner diameter of the mounting hole.

[0018] In some embodiments, the longitudinal beam includes a front beam section, a middle beam section and a rear beam section connected in sequence from front to rear, the front end of the front beam section is connected to the front lower anti-collision beam, the vehicle body mounting bracket is provided at the intersection area of ​​the front beam section and the middle beam section, and the rear end of the rear beam section is provided with a second vehicle body mounting position;

[0019] A fourth energy absorbing and weakening portion is provided on the rear beam section, and the fourth energy absorbing and weakening portion is located in front of the second vehicle body installation position;

[0020] The front beam section is provided with a second energy absorbing and weakening portion, and / or the middle beam section is provided with a third energy absorbing and weakening portion.

[0021] In some embodiments, the fourth energy absorption weakening portion includes a fourth energy absorption groove and a fourth energy absorption rib, the fourth energy absorption groove is opened between adjacent two side walls of the rear beam section, and the fourth energy absorption rib is arranged on the side wall of the rear beam section and is adjacent to the fourth energy absorption groove.

[0022] Compared with the prior art, the solution shown in the embodiment of the present application is that during a small overlap collision, the front lower anti-collision beam directly contacts the collision object and is deformed. After deformation, the extended section abuts against the front end of the collision bracket. Since the collision bracket, the connecting bracket and the front subframe form a triangular frame structure, the triangular frame has a higher structural strength and can provide stronger support for the extended section. Compared with the traditional front force transmission structure, the triangular frame can attenuate the collision energy more and more effectively. The collision energy attenuated by the above-mentioned triangular frame is transmitted to the front subframe through the collision bracket. Since the collision energy is effectively attenuated, the collision energy transmitted to the front subframe is less. The front frame decomposes and conducts the remaining collision energy, thereby reducing the risk of the collision energy impacting the A-pillar and invading the cab, and reducing the degree of deformation of the passenger compartment.

[0023] In a second aspect, an embodiment of the utility model further provides a vehicle, comprising the above-mentioned chassis anti-collision structure assembly.

[0024] Compared with the prior art, the solution shown in the embodiment of the present application adopts the above-mentioned chassis anti-collision structure assembly and utilizes the triangular frame structure located in the front part of the front subframe to more effectively attenuate the collision energy, thereby reducing the collision energy transmitted backward through the front subframe, thereby achieving the purpose of resisting further invasion of the collision object into the vehicle to reduce the deformation of the passenger compartment, improving the safety of the passenger compartment in the event of a small overlap collision, and thereby improving the driving safety of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic diagram of a top view of the chassis anti-collision structure assembly provided by an embodiment of the utility model;

[0026] Figure 2 for Figure 1 A magnified view of part A;

[0027] Figure 3 for Figure 1 A magnified view of part B;

[0028] Figure 4 for Figure 1 Bottom view of

[0029] Figure 5 for Figure 4 A partial enlarged view of the middle and rear beam section;

[0030] Figure 6This is a stereoscopic view of the assembly of the front subframe, the collision bracket and the connecting bracket used in the embodiment of the utility model;

[0031] Figure 7 It is a three-dimensional diagram of the assembly of the longitudinal beam, the front cross beam, the collision bracket and the connecting bracket used in the embodiment of the utility model;

[0032] Figure 8 It is a three-dimensional diagram of the assembly of the front lower anti-collision beam and the energy absorption box used in the embodiment of the utility model;

[0033] Fig. 9 A three-dimensional diagram of a longitudinal beam and a vehicle body mounting bracket used in an embodiment of the utility model;

[0034] Description of reference numerals:

[0035] 1. front subframe; 110. longitudinal beam; 1101. first vehicle body mounting position; 1102. second vehicle body mounting position; 111. front beam section; 112. middle beam section; 113. rear beam section; 114. second energy absorption weakening portion; 115. third energy absorption weakening portion; 116. fourth energy absorption weakening portion; 1161. fourth energy absorption groove; 1162. fourth energy absorption rib; 120. front cross beam; 130. rear cross beam; 140. vehicle body mounting bracket; 141. mounting hole; 142. escape opening; 2. front lower anti-collision beam; 210. extension section; 220. anti-collision beam body; 3. collision bracket; 4. connecting bracket; 410. outer connecting plate; 420. support plate; 430. inner connecting plate; 440. transition plate; 5. energy absorption box; 510. first energy absorption weakening portion. DETAILED DESCRIPTION

[0036] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0037] In the claims, specification and the above-mentioned drawings of the utility model, unless otherwise clearly defined, the use of terms such as "first", "second" or "third" etc. is to distinguish different objects rather than to describe a specific order.

[0038] In the claims, specification and the above drawings of the present utility model, the terms "up" and "down" are the same as the up-down direction of the vehicle body, the terms "front" and "rear" are the same as the front-rear direction of the vehicle body, the terms "left" and "right" are the same as the left-right direction of the vehicle body, and the term "inside" refers to the direction toward the center plane of the vehicle body (i.e. Figure 1The term "outside" refers to the direction away from the center plane of the vehicle body. The remaining directional words, unless otherwise clearly defined, such as the use of terms such as "center", "lateral", "longitudinal", "horizontal", "vertical", "top", "bottom", "clockwise", "counterclockwise", "high", "low", etc. to indicate directions or positional relationships are based on the directions and positional relationships shown in the accompanying drawings, and are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, so they cannot be understood as limiting the specific protection scope of the utility model.

[0039] In the claims, specification and the above drawings of the utility model, unless otherwise clearly defined, if the term "fixed connection" or "fixed connection" is used, it should be understood in a broad sense, that is, any connection method without a displacement relationship and relative rotation relationship between the two, that is to say, including non-detachable fixed connection, detachable fixed connection, integrated connection and fixed connection through other devices or elements.

[0040] In the claims, specification and drawings of the present utility model, if the terms "include", "have" and their variations are used, they are intended to mean "including but not limited to".

[0041] In the claims, specification and the above-mentioned drawings of the utility model, if the term "fit connection" is used, its implementation methods include but are not limited to welding after fitting, connecting through threaded fasteners after fitting, etc., and are selectively configured according to actual assembly requirements.

[0042] Please also read Figures 1 to 7 The chassis anti-collision structure assembly provided by the utility model is now described. The chassis anti-collision structure assembly includes a front sub-frame 1, a front lower anti-collision beam 2, a collision bracket 3 and a connecting bracket 4; the front lower anti-collision beam 2 is connected to the front end of the front sub-frame 1, and the area of ​​the front lower anti-collision beam 2 protruding outward from the front sub-frame 1 is an extension section 210; the collision bracket 3 is connected to the outer side of the front part of the front sub-frame 1, and is arranged corresponding to the extension section 210, and the collision bracket 3 is inclined forward in the direction from the inside to the outside; the connecting bracket 4 is connected between the front end of the collision bracket 3 and the front end of the front sub-frame 1, and the connecting bracket 4, the collision bracket 3 and the front sub-frame 1 enclose a triangular frame (such as Figure 2 The triangle formed by the three thick solid lines in the figure).

[0043] In this embodiment, the front lower anti-collision beam 2 includes an anti-collision beam body 220 and two extension sections 210 respectively disposed at two ends of the anti-collision beam body 220 .

[0044] In this embodiment, the front subframe 1 and the front lower anti-collision beam 2 may be directly connected or indirectly connected, which is not limited here.

[0045] In this embodiment, the left and right widths of the front lower anti-collision beam 2 are set according to the width of the vehicle body, and it is necessary to ensure that the front lower anti-collision beam 2 can cover the wheels on the left and right sides in the left and right directions. When a small overlap collision occurs, the colliding object can only hit the front lower anti-collision beam 2 and will not directly hit the wheel.

[0046] In this embodiment, the connecting bracket 4 preferably extends in the left-right direction (i.e., the inside-out direction). Of course, the connecting bracket 4 can also extend in a direction having a certain inclination angle with the left-right direction, which is not limited here. This embodiment exemplarily shows the arrangement scheme that the connecting bracket 4 extends roughly in the left-right direction.

[0047] Compared with the prior art, the chassis anti-collision structure assembly provided in the present embodiment is deformed by the front lower anti-collision beam 2 contacting the collision object during a small overlap collision. After deformation, the extension section 210 abuts against the front end of the collision bracket 3. Since the collision bracket 3, the connecting bracket 4 and the front sub-frame 1 form a triangular frame structure, the triangular frame has a high structural strength and can provide stronger support for the extension section 210. Compared with the traditional front force transmission structure, the triangular frame can attenuate the collision energy more and more effectively. The collision energy attenuated by the above-mentioned triangular frame is transmitted to the front sub-frame 1 through the collision bracket 3. Since the collision energy is effectively attenuated, the collision energy transmitted to the front sub-frame 1 is less. After the front sub-frame 1 decomposes and conducts the remaining collision energy, the risk of the collision energy impacting the A-pillar and invading the cab is reduced, and the deformation degree of the passenger compartment is reduced.

[0048] In addition, the collision force can be transmitted to the front subframe 1 through the collision bracket 3 on the one hand, and can also be transmitted to the front subframe 1 through the connecting bracket 4 on the other hand, wherein the connecting bracket 4 can not only transmit the force backward, but also transmit the force in the left and right directions. There are more force transmission paths, the decomposition effect of the collision force is better, and the force transmission reliability is stronger.

[0049] In some embodiments, the width of the collision bracket 3 gradually increases from front to back. Figure 2 In the extension direction of the collision bracket 3, the collision bracket 3 is trapezoidal in shape as a whole, and has a higher structural strength and a stronger load-bearing capacity. When a minor overlapping collision occurs, the collision bracket 3 is not easily deformed. In this way, not only the structural strength and rigidity of the triangular frame are ensured, but also the maintenance cost of the vehicle is reduced.

[0050] In some embodiments, the front end of the collision bracket 3 protrudes forward from the front end of the front subframe 1. Figure 2As shown. When the extension section 210 deforms and moves backward, it is ensured that the extension section 210 first contacts the collision bracket 3. This arrangement makes the collision bracket 3 move forward the support position of the extension section 210, so that the collision bracket 3 intervenes in the collision buffering process earlier than the front subframe 1. On the one hand, this arrangement ensures that the collision bracket 3 effectively supports the front lower anti-collision beam 2 when a collision occurs, so that the collision force interacts with the triangular frame first, rather than being directly transmitted backward through the front subframe 1; on the other hand, it also reduces the amount of rearward deformation of the extension section 210 to a certain extent, which further promotes the reduction of collision energy impacting the A-pillar.

[0051] In a specific implementation, the front-to-rear distance between the inner edge of the front end surface of the collision bracket 3 and the front end surface of the front subframe 1 is defined as H1 (eg Figure 2 As shown in FIG. 1 , this embodiment actually controls the supporting effect of the collision bracket 3 by reasonably controlling the value of H1. The value of H1 is designed in combination with the residual size of the energy absorption box 5 after collapse and the size of the extension section 210, and can be 20 mm to 80 mm (for example, 45 mm, 50 mm, 65 mm, 70 mm), which is not limited here.

[0052] See also Figure 1 and Figure 8 In some embodiments, the extension section 210 is tilted backward so that it can resist the collision object in advance and guide the vehicle to slide sideways during a collision, reducing the frontal collision force on the wheel. Based on this, the front end face of the collision bracket 3 is parallel to the up and down direction and the extension path of the extension section 210, so that the front end face of the collision bracket 3 can contact the front lower anti-collision beam 2 in a surface contact manner, increasing the collision contact area between the two, so as to disperse the force exerted on the collision bracket 3 and improve the reliability of the support of the collision bracket 3. More specifically, the front end face of the collision bracket 3 is preferably a plane, which can maximize the collision contact area, and at the same time, it is easy to manufacture and easier to assemble. It should be noted that the "extension path of the extension section 210" refers to the extension path of the extension section 210 as a long beam structure, which itself is on a plane perpendicular to the up and down direction. In this embodiment, the extension section 210 itself can be a straight beam structure (i.e., the extension path is a straight line) or an arc-shaped beam structure (i.e., the extension path is an arc). If an arc-shaped beam structure is used, the center of the extension path is located on the rear side of the extension section 210.

[0053] Based on the above embodiments, see Figure 2 In order to further improve the effectiveness of the collision bracket 3 in supporting the extension section 210 , the long axis of the collision bracket 3 is perpendicular to the front end surface of the collision bracket 3 .

[0054] In some embodiments, the collision bracket 3 is a hollow component (such as a hollow beam), so that the collision bracket 3 itself forms an effective force transmission channel, and the collision bracket 3 also provides a crush energy absorption space to enhance the buffering and attenuation effect of the collision energy.

[0055] In some embodiments, see Figure 2 and Figure 7 The connecting bracket 4 includes an outer connecting plate 410, a support plate 420 and an inner connecting plate 430 which are connected in sequence from the outside to the inside. The connecting bracket 4 is a plate-shaped component as a whole, with a small thickness and small space occupation. The plate surface is used to achieve connection with other components, and the connection contact area is larger and the connection is more reliable. The specific connection method is: the outer connecting plate 410 is connected to the front end surface of the collision bracket 3, and the inner connecting plate 430 is connected to the front end surface of the front sub-frame 1. Based on this, in order to improve the support strength, the support plate 420 is flush with the inner connecting plate 430 to form a more reliable force transmission structure parallel to the left and right directions; at the same time, the outer connecting plate 410 and the support plate 420 are connected through the transition plate 440, so that the support plate 420, the transition plate 440 and the outer connecting plate 410 form a stepped plate structure to adapt to the setting mode that the front end of the collision bracket 3 and the front end of the front sub-frame 1 are not aligned front and back, and to improve the strength of the connection area between the outer connecting plate 410 and the support plate 420.

[0056] Based on the above embodiments, see Figure 2 and Figure 7 The transition plate 440 is also attached to the inner side of the collision bracket 3, further increasing the connection area between the connection bracket 4 and the collision bracket 3, thereby increasing the bonding strength between the two. In addition, in order to avoid the problem of stress concentration and fracture, the transition plate 440 and the outer connection plate 410, as well as the transition plate 440 and the support plate 420 are transitioned through an arc-shaped bending structure.

[0057] In some embodiments, see Figure 1 , Figure 2 , Figure 4 , Figure 6 and Figure 8 The chassis anti-collision structure assembly also includes an energy absorption box 5, which is connected between the front lower anti-collision beam 2 and the front subframe 1. The energy absorption box 5 can collapse and absorb energy during the process of the front lower anti-collision beam 2 moving backward after collision, and absorb part of the collision energy. In order to enhance the collapse energy absorption effect, the energy absorption box 5 is provided with a plurality of first energy absorption weakening parts 510 distributed along the front and rear directions. The principle that the first energy absorption weakening parts 510 can enhance the collapse energy absorption effect is that the first energy absorption weakening parts 510 are relatively weak areas on the energy absorption box 5, which are more prone to deformation. When a collision occurs, the first energy absorption weakening parts 510 deform and collapse one by one from front to back, and the collision energy is absorbed and attenuated step by step through multiple collapse energy absorption, and the energy absorption effect is better.

[0058] This embodiment exemplarily shows the implementation of setting three first energy weakening parts 510, and the first energy absorbing weakening parts 510 can be weakening structures arranged around the circumference of the energy absorbing box 5, or can be weakening structures arranged on one side wall or two opposite side walls of the energy absorbing box 5. The implementation of the first energy absorbing weakening parts 510 includes but is not limited to energy absorbing concave ribs, energy absorbing grooves penetrating the side walls of the energy absorbing box 5, etc.

[0059] See also Figure 1 , Figure 4 , Figure 6 and Figure 7 In some embodiments, the front subframe 1 includes two oppositely disposed longitudinal beams 110, and a front crossbeam 120 and a rear crossbeam 130 disposed between the two longitudinal beams 110, and the front end of the longitudinal beam 110 is connected to the front lower anti-collision beam 2; wherein the length of the front crossbeam 120 is greater than the length of the rear crossbeam 130, so that the front subframe 1 as a whole forms a trapezoidal frame structure that is wide at the front and narrow at the rear (such as Figure 1 As shown), the front subframe 1 itself has a high structural strength and can withstand a large collision force.

[0060] In order to achieve assembly with the vehicle body, a vehicle body mounting bracket 140 is provided on the upper side of the middle part of the longitudinal beam 110, and the rear end of the longitudinal beam 110 is also connected to the vehicle body. A mounting hole 141 and an escape opening 142 are provided on the top surface of the vehicle body mounting bracket 140. The front end of the escape opening 142 extends to the front side of the vehicle body mounting bracket 140, and the rear end of the escape opening 142 is connected to the mounting hole 141, and the width of the escape opening 142 in the inner and outer directions is smaller than the inner diameter of the mounting hole 141. Under normal conditions, the connecting bolts penetrate the mounting holes 141 to connect the vehicle body mounting bracket 140 to the vehicle body. When the collision reaches a certain level, the tendency of the longitudinal beam 110 to move backward due to the force overcomes the limiting effect of the rear end of the escape opening 142 on the connecting bolts. The escape opening 142 moves backward with the longitudinal beam 110, and the connecting bolts squeeze into the escape opening 142, ultimately achieving the following effect: after the structure at the front of the front subframe 1 fully absorbs energy, the middle part of the longitudinal beam 110 is released from the fixed connection with the vehicle body, and the middle and rear parts of the longitudinal beam 110 begin to participate in collision energy absorption. In fact, this energy absorption method constitutes a multi-stage energy absorption effect, which has a better energy absorption effect and plays a role in reducing the collision energy of the impact A-pillar.

[0061] In this embodiment, the left-right width of the escape opening 142 is defined as H2, the front-to-back length of the escape opening 142 is defined as H3, the inner diameter of the mounting hole is D1, and the diameter of the connecting bolt is D2, wherein H2≤D2-2mm, H3≥D2, and D1≥D2+6mm.

[0062] See also Figure 4 , Figure 6 , Figure 7 and Fig. 9 On the basis of the above-mentioned vehicle body mounting bracket 140, the longitudinal beam 110 includes a front beam section 111, a middle beam section 112 and a rear beam section 113 connected in sequence from front to rear, the front end of the front beam section 111 is connected to the front lower anti-collision beam 2, the intersection of the front beam section 111 and the middle beam section 112 is provided with a vehicle body mounting bracket 140, the position on the longitudinal beam 110 connected to the vehicle body mounting bracket 140 is the first vehicle body mounting position 1101, and the rear end of the rear beam section 113 is provided with a second vehicle body mounting position 1102. On this basis, the rear beam section 113 is provided with a fourth energy absorbing weakening portion 116, and the fourth energy absorbing weakening portion 116 is located in front of the second vehicle body mounting position 1102; the front beam section 111 is provided with a second energy absorbing weakening portion 114, and / or the middle beam section 112 is provided with a third energy absorbing weakening portion 115. It should be understood that the second energy absorbing weakening portion 114 is provided on the front beam section 111 and the third energy absorbing weakening portion 115 is provided on the middle beam section 112. Either one of the two solutions can be used, or both solutions can coexist. In addition, in this embodiment, the second energy absorbing weakening portion 114 and the third energy absorbing weakening portion 115 can be energy absorbing grooves that penetrate the side wall, or energy absorbing concave ribs, etc., which are not limited here.

[0063] The second energy-absorbing weakened portion 114, the third energy-absorbing weakened portion 115 and the fourth energy-absorbing weakened portion 116 are easily deformed structures. When the longitudinal beam 110 participates in collision energy absorption, the longitudinal beam 110 can achieve effective collapse energy absorption through the above-mentioned weakened portions, thereby enhancing the energy absorption effect of the longitudinal beam 110. During the collision energy absorption process, the second energy-absorbing weakened portion 114 collapses and deforms first. After the front beam section 111 fully absorbs energy, the vehicle body mounting bracket 140 moves backward and releases the fixed relationship with the vehicle body. Then the middle beam section 112 begins to absorb energy, and at this time the third energy-absorbing weakened portion 115 collapses and absorbs energy. After the middle beam section 112 fully absorbs energy, the rear beam section 113 begins to absorb energy, and at this time the fourth energy-absorbing weakened portion 116 collapses and absorbs energy, thereby finally achieving the purpose of step-by-step energy absorption. During this process, the second vehicle body mounting position 1102 always maintains a fixed connection relationship with the vehicle body, thereby preventing the front subframe 1 from moving backward as a whole and invading the passenger compartment.

[0064] Based on the above embodiments, see Figure 5 In order to improve the crushing energy absorption effect, the third energy absorption weakening portion 115 is located at the rear end of the middle beam section 112. In addition, in order to avoid the problem of the overall rearward movement of the longitudinal beam 110, the second energy absorption weakening portion 114 is arranged on one of the side walls of the front beam section 111, and the third energy absorption weakening portion 115 is arranged on one of the side walls of the middle beam section 112, and the crushing deformation of the corresponding area is mainly the bending of the corresponding beam section; in specific implementation, in the circumferential direction of the longitudinal beam 110, the second energy absorption weakening portion 114 and the third energy absorption weakening portion 115 are staggered, and the third energy absorption weakening portion 115 and the fourth energy absorption weakening portion 116 are also staggered, so that the bending directions of the two adjacent beam sections are different.

[0065] In some specific embodiments of the fourth energy absorption weakening portion 116, in order to enhance the collapse energy absorption effect of the fourth energy absorption weakening portion 116, the fourth energy absorption weakening portion 116 includes a fourth energy absorption groove 1161 and a fourth energy absorption rib 1162, the fourth energy absorption groove 1161 is opened between the adjacent two side walls of the rear beam section 113, and the fourth energy absorption rib 1162 is arranged on the side wall of the rear beam section 113 and is adjacent to the fourth energy absorption groove 1161.

[0066] In order to facilitate installation on the vehicle body, the rear beam section 113 is a flat plate-like structure (that is, the upper and lower heights of the rear beam section 113 are smaller than its own width), and the upper and lower heights of the rear beam section 113 are smaller than the upper and lower heights of the middle beam section 112; the upper surface of the rear beam section 113 is located below the upper surface of the middle beam section 112, and the upper surface of the rear beam section 113 and the upper surface of the middle beam section 112 are transitioned by an inclined surface.

[0067] For specific implementation, see Figure 5 and Fig. 9 In order to simplify the structure of the fourth energy absorbing weakened portion 116, the fourth energy absorbing rib 1162 is provided on the lower side wall of the rear beam section 113, and correspondingly, the fourth energy absorbing groove 1161 is provided between the lower side wall and the inner side wall of the rear beam section 113, and / or, the fourth energy absorbing groove 1161 is provided between the lower side wall and the outer side wall of the rear beam section 113. It should be understood that the solution of the fourth energy absorbing groove 1161 being provided between the lower side wall and the inner side wall of the rear beam section 113 and the solution of the fourth energy absorbing groove 1161 being provided between the lower side wall and the outer side wall of the rear beam section 113 can be selected or used, or both can exist.

[0068] The chassis anti-collision structure assembly of the present application, when a small overlap collision occurs, in the front lower anti-collision beam 2, the extended section 210 on the impact side and the anti-collision beam body 220 will move backward as a whole, and after the multiple first energy-absorbing weakening parts 510 on the energy-absorbing box 5 collapse and absorb energy, the extended section 210 contacts the front end of the collision bracket 3. At this time, the triangular frame formed by the collision bracket 3, the front subframe 1 and the connecting bracket 4 can effectively resist the collision object from further invading the vehicle; at the same time, the extended sections 210 on both sides of the front lower anti-collision beam 2 guide the vehicle to slide sideways relative to the collision object, and guide the collision object to the vehicle width range In addition, serious head-on collision is avoided; at the same time, the collision bracket 3 transfers the collision energy to the longitudinal beam 110, and fully absorbs the energy through the deformation of the second energy-absorbing weakening portion 114. Subsequently, the subframe mounting bolts are disengaged in time, and the longitudinal beam 110 is separated from the vehicle body, so that the middle beam section 112 further deforms and absorbs energy through the third energy-absorbing weakening portion 115. Subsequently, the fourth energy-absorbing weakening portion 116 on the rear beam section 113 further absorbs the residual energy, and the longitudinal beam 110 is used to achieve the maximum degree of full collapse energy absorption, thereby reducing the collision energy from impacting the A-pillar and invading the cab, thereby protecting the safety of the passenger compartment.

[0069] Based on the same inventive concept, an embodiment of the present application also provides a vehicle, including the above-mentioned chassis anti-collision structure assembly.

[0070] Compared with the prior art, the vehicle provided in this embodiment adopts the above-mentioned chassis anti-collision structure assembly and utilizes the triangular frame structure located in front of the front subframe 1 to more effectively attenuate the collision energy, thereby reducing the collision energy transmitted backward through the front subframe 1, thereby achieving the purpose of preventing the collision object from further invading the vehicle to reduce the deformation of the passenger compartment, improving the safety of the passenger compartment in the event of a small overlap collision, and further improving the driving safety of the entire vehicle.

[0071] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A chassis anti-collision structure assembly, characterized in that: It comprises a front subframe (1), a front lower anti-collision beam (2), a collision bracket (3) and a connecting bracket (4); The front lower anti-collision beam (2) is connected to the front end of the front sub-frame (1), and the area of ​​the front lower anti-collision beam (2) protruding outward from the front sub-frame (1) is an extension section (210); The collision bracket (3) is connected to the outer side of the front part of the front subframe (1) and is arranged corresponding to the extension section (210). In the direction from the inside to the outside, the collision bracket (3) is inclined forward. The connecting bracket (4) is connected between the front end of the collision bracket (3) and the front end of the front subframe (1); the connecting bracket (4), the collision bracket (3) and the front subframe (1) are combined to form a triangular frame.

2. The chassis anti-collision structure assembly according to claim 1, characterized in that: The front end of the collision bracket (3) protrudes forward from the front end of the front sub-frame (1).

3. The chassis anti-collision structure assembly according to claim 1 or 2, characterized in that: The extension section (210) is tilted backwards, and the front end surface of the collision bracket (3) is parallel to the up-down direction and the extension path of the extension section (210).

4. The chassis anti-collision structure assembly according to claim 3, characterized in that: The long axis of the collision bracket (3) is perpendicular to the front end surface of the collision bracket (3).

5. The chassis anti-collision structure assembly according to claim 2, characterized in that: The connecting bracket (4) comprises an outer connecting plate (410), a supporting plate (420) and an inner connecting plate (430) which are connected in sequence from the outside to the inside; The outer connecting plate (410) is fitted and connected to the front end surface of the collision bracket (3), and the inner connecting plate (430) is fitted and connected to the front end surface of the front sub-frame (1); the support plate (420) is flush with the inner connecting plate (430), and the outer connecting plate (410) and the support plate (420) are connected via a transition plate (440).

6. The chassis anti-collision structure assembly according to claim 1, characterized in that: The chassis anti-collision structure assembly also includes an energy absorption box (6), which is connected between the front lower anti-collision beam (2) and the front subframe (1), and is provided with a plurality of first energy absorption weakening portions (510) distributed in the front-rear direction on the energy absorption box (6).

7. The chassis anti-collision structure assembly according to claim 1, characterized in that: The front subframe (1) comprises two longitudinal beams (110) arranged opposite to each other, and a front cross beam (120) and a rear cross beam (130) arranged between the two longitudinal beams (110), the front end of the longitudinal beam (110) being connected to the front lower anti-collision beam (2); a vehicle body mounting bracket (140) is arranged in the middle of the longitudinal beam (110), a mounting hole (141) and a disengagement opening (142) are arranged on the top surface of the vehicle body mounting bracket (140), the front end of the disengagement opening (142) extends to the front side of the vehicle body mounting bracket (140), the rear end of the disengagement opening (142) is connected to the mounting hole (141), and the width of the disengagement opening (142) in the inner and outer directions is smaller than the inner diameter of the mounting hole (141).

8. The chassis anti-collision structure assembly according to claim 7, characterized in that: The longitudinal beam (110) comprises a front beam section (111), a middle beam section (112) and a rear beam section (113) connected in sequence from front to rear, the front end of the front beam section (111) is connected to the front lower anti-collision beam (2), the vehicle body mounting bracket (140) is provided at the intersection area of ​​the front beam section (111) and the middle beam section (112), and the rear end of the rear beam section (113) is provided with a second vehicle body mounting position (1102); The rear beam section (113) is provided with a fourth energy absorbing and weakening portion (116), and the fourth energy absorbing and weakening portion (116) is located in front of the second vehicle body mounting position (1102); The front beam section (111) is provided with a second energy absorbing and weakening portion (114), and / or the middle beam section (112) is provided with a third energy absorbing and weakening portion (115).

9. The chassis anti-collision structure assembly according to claim 8, characterized in that: The fourth energy absorbing weakened portion (116) comprises a fourth energy absorbing groove (1161) and a fourth energy absorbing rib (1162); the fourth energy absorbing groove (1161) is provided between adjacent two side walls of the rear beam section (113); and the fourth energy absorbing rib (1162) is provided on the side wall of the rear beam section (113) and is adjacent to the fourth energy absorbing groove (1161).

10. A vehicle, characterized in that: It comprises a chassis anti-collision structure assembly as described in any one of claims 1 to 9.

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