Auxiliary frame assembly, automobile body structure and automobile
By designing the combination of induction groove and longitudinal beam reinforcement plate in the subframe assembly, the V-shaped bending deformation of the subframe longitudinal beam is achieved, which drives the failure and breakage of the lower arm and the steering joint, and solves the small bias collision The problem of excessive stress on the subframe assembly improves the threshold force transmission and the safety of the entire vehicle.
Patent Information
- Application Number
- CN202421022946.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-11
- Publication Date
- 2025-01-10
- Estimated Expiration
- 2034-05-11
AI Technical Summary
In small bias collisions, the subframe assembly is under a large force, and non-designed connection failure often occurs, resulting in insufficient threshold transmission, excessive impact on the vehicle body, and small bias collisions during vehicle project development. The sexual test target achievement rate is low.
A subframe assembly is designed, including a subframe longitudinal beam, a longitudinal beam reinforcement plate and a lower swing arm. The longitudinal beam is equipped with an induction groove, which is arranged along the left and right direction of the vehicle. The front section of the longitudinal beam and the rear section of the longitudinal beam pass through. The joint action of the induce groove and reinforcement plate causes V-shaped bending deformation, which drives the tension between the lower arm and the steering joint to rise sharply until it fails and breaks locally, triggering the failure mechanism at the connection, causing the wheel to hit the threshold at a smaller angle, and lifting it. The sill collision transmits force to reduce the impact on the vehicle body.
Through this design, the deformation of the subframe assembly and the failure and fracture of the suspension structure are stably controlled, which improves the goal achievement rate of the small bias collision performance of the whole vehicle, reduces the deformation of the upper A-pillar, and improves the wheel movement and impact threshold. The posture improves the safety and collision performance of the entire vehicle.
Smart Images
Figure CN222329828U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of vehicle body structure, in particular to a subframe assembly, a vehicle body structure and a vehicle Background Art
[0002] The main characteristics of a small offset collision are that the front cabin is designed to fully absorb energy, the wheels hit the threshold to transmit force, and the high-strength threshold is used to reduce the speed of the vehicle body, thereby reducing the deformation of the vehicle body. In this process, the deflection movement of the wheel and whether it can hit the threshold at a small angle are the key to ensuring that the threshold fully transmits force. The collision movement posture of the wheel is closely related to the deformation and failure mode of the subframe assembly. How to control the deformation and failure of the subframe assembly is a key factor in determining the final collision result.
[0003] In a small offset collision, the subframe assembly is subjected to greater forces, and unintended connection fracture failures often occur, making the movement of the wheels and the posture of the impact on the threshold difficult to predict, resulting in insufficient force transmission to the threshold and excessive impact on the upper body, causing bending and deformation. This problem is also a technical pain point that leads to a low target achievement rate for small offset collision tests in vehicle project development. Utility Model Content
[0004] The utility model provides a subframe assembly, a vehicle body structure and a car, so as to solve the problem that the existing subframe assembly is subjected to large force and often suffers from undesigned connection fracture failure.
[0005] A subframe assembly includes a subframe longitudinal beam, a longitudinal beam reinforcement plate and a lower swing arm;
[0006] The auxiliary frame longitudinal beam is provided with an induction groove;
[0007] The induction groove is arranged along the left-right direction of the vehicle to divide the auxiliary frame longitudinal beam into a longitudinal beam front section and a longitudinal beam rear section, and the opening of the induction groove faces upward;
[0008] The longitudinal beam reinforcement plate is arranged on the front section of the longitudinal beam, and the rear section of the longitudinal beam is connected to the lower swing arm.
[0009] Preferably, in the projection of the sub-frame longitudinal beam along the left-right direction of the vehicle, the angle between the front section of the longitudinal beam and the rear section of the longitudinal beam is an obtuse angle, and the rear section of the longitudinal beam is arranged along the front-rear direction of the vehicle.
[0010] Preferably, in the projection of the sub-frame longitudinal beam along the up-down direction of the vehicle, the angle between the front section of the longitudinal beam and the rear section of the longitudinal beam is an obtuse angle, and the rear section of the longitudinal beam is arranged along the front-rear direction of the vehicle.
[0011] Preferably, the lower swing arm comprises a lower swing arm body, a disengagement end, a rotation end and a swing end arranged on the lower swing arm body;
[0012] The disengagement end is arranged at a position close to the induction groove at the rear section of the longitudinal beam;
[0013] The rotating end is arranged at a position of the rear section of the longitudinal beam away from the induction groove;
[0014] The swing end is used for connecting the steering knuckle.
[0015] Preferably, the subframe assembly further comprises a first connecting member and a second connecting member;
[0016] The first connecting member and the second connecting member are arranged at intervals on the rear section of the longitudinal beam along the front-rear direction of the vehicle, and the second connecting member is arranged close to the induction groove;
[0017] The first connecting member is rotatably connected to the lower swing arm around an axis located in the up-down direction of the vehicle, and the second connecting member is rotatably connected to the lower swing arm around an axis located in the front-rear direction of the vehicle.
[0018] Preferably, the second connecting member comprises a fixing portion and a transition protrusion extending from one end of the fixing portion;
[0019] The fixing portion is fixedly connected to a position of the rear section of the longitudinal beam close to the induction groove, and the lower swing arm is rotatably mounted on the transfer protrusion around an axis in the front-rear direction of the vehicle.
[0020] Preferably, a mounting point is provided on the sub-frame longitudinal beam, and a center point of the mounting point is located on a center line of the sub-frame longitudinal beam along the left-right direction of the vehicle.
[0021] Preferably, the subframe assembly comprises two subframe cross beams and two of the subframe longitudinal beams;
[0022] The two sub-frame cross beams are arranged between the two sub-frame longitudinal beams at intervals, and the two sub-frame longitudinal beams are arranged in an outward-facing "X" shape along the left-right direction of the vehicle.
[0023] A vehicle body structure, comprising a shock absorber, a steering knuckle and the subframe assembly;
[0024] The shock absorber is connected to the lower swing arm of the subframe assembly through the steering knuckle.
[0025] Preferably, the vehicle body structure further includes a ball joint, and the ball joint is arranged between the lower swing arm and the steering knuckle.
[0026] A car comprises the above-mentioned car body structure.
[0027] The subframe assembly provided by the embodiment of the utility model is arranged between the front anti-collision beam and the door sill. When the front part of the automobile body is hit, the collision force is borne by the front anti-collision beam, and then transmitted backward to the door sill through the subframe longitudinal beam of the subframe assembly, which can better protect the safety of the driver and passengers. The subframe assembly specifically includes a subframe longitudinal beam, a longitudinal beam reinforcement plate and a lower swing arm; an induction groove is provided on the subframe longitudinal beam; the induction groove is arranged along the left and right direction of the vehicle to divide the subframe longitudinal beam into a longitudinal beam front section and a longitudinal beam rear section, and the opening of the induction groove faces upward; the longitudinal beam rear section is connected to the lower swing arm, specifically through bolt connection, and the lower swing arm is used to connect to the steering knuckle.
[0028] The subframe assembly in this example, in a small offset collision condition, such as a 25% offset collision condition, is provided with a longitudinal beam reinforcement plate on the front section of the longitudinal beam, which can enhance the strength of the front section of the longitudinal beam and make the front section of the longitudinal beam easy to bend along the junction of the front section of the longitudinal beam and the rear section of the longitudinal beam; when the subframe longitudinal beam is subjected to an impact load from the front, under the joint action of the induction groove and the longitudinal beam reinforcement plate, the front section of the longitudinal beam undergoes a V-shaped bending deformation around the location of the induction groove, driving the tension between the lower control arm and the steering knuckle to rise sharply until local failure and fracture, triggering the failure mechanism of the connection, so that the wheel hits the door sill at a smaller collision angle along the front and rear directions of the vehicle, thereby improving the door sill collision force transmission, reducing the impact on the upper body, and reducing the deformation of the upper A-pillar, thereby stably controlling the deformation of the subframe assembly, the failure and fracture of the suspension structure, the wheel movement and the posture of hitting the door sill, and improving the achievement rate of the vehicle's small offset collision performance target. BRIEF DESCRIPTION OF THE DRAWINGS
[0029] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the description of the embodiments of the utility model will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.
[0030] Figure 1 This is a structural diagram of the initial state of the subframe assembly in one embodiment of the utility model.
[0031] Figure 2 It is an enlarged structural diagram of the bending part of the longitudinal beam of the auxiliary frame in one embodiment of the utility model;
[0032] Figure 3 It is a structural diagram of a sub-frame assembly in a bent state in one embodiment of the utility model;
[0033] Figure 4 It is a structural diagram of a sub-frame assembly in a failed fracture state in one embodiment of the utility model;
[0034] Figure 5It is a structural diagram of a sub-frame assembly in a bent state from a first perspective in one embodiment of the utility model;
[0035] Figure 6 It is a structural diagram of the second viewing angle of the sub-frame assembly in a bent state in one embodiment of the utility model;
[0036] Figure 7 It is a collision force analysis diagram of the vehicle body structure in one embodiment of the utility model.
[0037] Among them, 1. subframe longitudinal beam; 11. longitudinal beam front section; 12. longitudinal beam rear section; 2. longitudinal beam reinforcement plate; 3. lower control arm; 31. lower control arm body; 32. disengagement end; 33. rotation end; 34. swing end; 4. induction groove; 5. first connecting part; 6. second connecting part; 61. fixing part; 62. transfer protrusion; 7. subframe cross beam; 8. shock absorber; 9. steering knuckle; 10. ball joint. DETAILED DESCRIPTION
[0038] In order to make the technical problems, technical solutions and beneficial effects solved by the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.
[0039] In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.
[0040] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0041] The utility model embodiment provides a subframe assembly, referring to Figure 1-6The subframe assembly includes a subframe longitudinal beam 1, a longitudinal beam reinforcement plate 2 and a lower control arm 3; an induction groove 4 is provided on the subframe longitudinal beam 1; the induction groove 4 is arranged along the left and right direction of the vehicle to divide the subframe longitudinal beam 1 into a longitudinal beam front section 11 and a longitudinal beam rear section 12, and the opening of the induction groove 4 faces upward; a longitudinal beam reinforcement plate 2 is provided on the longitudinal beam front section 11, and the longitudinal beam rear section 12 is connected to the lower control arm 3.
[0042] As an example, the subframe assembly is arranged between the front anti-collision beam and the door sill. When the front part of the automobile body is hit, the collision force can be borne by the front anti-collision beam, and then transmitted backward to the door sill through the subframe longitudinal beam 1 of the subframe assembly, which can better protect the driver and passengers. The subframe assembly specifically includes a subframe longitudinal beam 1, a longitudinal beam reinforcement plate 2 and a lower swing arm 3; an induction groove 4 is provided on the subframe longitudinal beam 1; the induction groove 4 is arranged along the left and right direction of the vehicle to divide the subframe longitudinal beam 1 into a longitudinal beam front section 11 and a longitudinal beam rear section 12, and the opening of the induction groove 4 faces upward; the longitudinal beam rear section 12 is connected to the lower swing arm 3, specifically by bolt connection, and the lower swing arm 3 is used to connect to the steering knuckle 9. The subframe assembly in this example, in a small offset collision condition, for example, in a 25% offset collision condition, is provided with a longitudinal beam reinforcement plate 2 on the longitudinal beam front section 11, which can enhance the strength of the longitudinal beam front section 11 and make the longitudinal beam front section 11 easy to bend along the junction of the longitudinal beam front section 11 and the longitudinal beam rear section 12; when the subframe longitudinal beam 1 is subjected to an impact load from the front, under the joint action of the induction groove 4 and the longitudinal beam reinforcement plate 2, the longitudinal beam front section 11 undergoes a V-shaped bending deformation around the position of the induction groove 4, driving the tension between the lower arm 3 and the steering knuckle 9 to rise sharply until local failure and fracture, triggering the failure mechanism of the connection, so that the wheel can hit the door sill at a smaller collision angle along the front and rear directions of the vehicle, thereby improving the door sill collision force transmission, reducing the impact on the upper body, and reducing the deformation of the upper A-pillar, thereby stably controlling the deformation of the subframe assembly, the failure and fracture of the suspension structure, the wheel movement and the posture of hitting the door sill, and improving the achievement rate of the vehicle's small offset collision performance target.
[0043] In one embodiment, referring to Figure 6 In the projection of the subframe longitudinal beam 1 along the left-right direction of the vehicle, the angle between the longitudinal beam front section 11 and the longitudinal beam rear section 12 is an obtuse angle, and the longitudinal beam rear section 12 is arranged along the front-rear direction of the vehicle.
[0044] As an example, in the projection of the subframe longitudinal beam 1 along the left-right direction of the vehicle, that is, in the projection of the XZ plane, the angle between the longitudinal beam front section 11 and the longitudinal beam rear section 12 is an obtuse angle, and the longitudinal beam rear section 12 is arranged along the front-to-back direction of the vehicle. Specifically, the longitudinal beam front section 11 extends upwardly and obliquely from the front end of the longitudinal beam rear section 12 along the front-to-back direction of the vehicle. In this way, the longitudinal beam front section 11 can be bent and deformed upward in the XZ plane, which can limit the deformation angle and direction of the subframe longitudinal beam 1 when subjected to external force, thereby improving the collision energy absorption effect, greatly reducing the collision force transmitted to the passenger compartment and other parts, and better maintaining the integrity of the rest of the vehicle and the safety of the driver and passengers.
[0045] In one embodiment, referring to Figure 5 In the projection of the subframe longitudinal beam 1 along the vertical direction of the vehicle, the angle between the longitudinal beam front section 11 and the longitudinal beam rear section 12 is an obtuse angle, and the longitudinal beam rear section 12 is arranged along the front-rear direction of the vehicle.
[0046] As an example, in the projection of the subframe longitudinal beam 1 along the up-down direction of the vehicle, that is, in the projection on the XY plane, the angle between the longitudinal beam front section 11 and the longitudinal beam rear section 12 is an obtuse angle, and the longitudinal beam rear section 12 is arranged along the front-to-back direction of the vehicle. Specifically, the longitudinal beam front section 11 extends outwardly from the front end of the longitudinal beam rear section 12 along the front-to-back direction of the vehicle; the longitudinal beam front section 11 is arranged in this way so that it can bend and deform outward in the XY plane, which can limit the deformation angle and direction of the subframe longitudinal beam 1 when subjected to external force, thereby improving the collision energy absorption effect, greatly reducing the collision force transmitted to the passenger compartment and other parts, and better maintaining the integrity of the rest of the vehicle and the safety of the driver and passengers.
[0047] In one embodiment, referring to Figure 1 , Figure 3 and Figure 4 The lower swing arm 3 includes a lower swing arm body 31, a detachment end 32 arranged on the lower swing arm body 31, a rotation end 33 and a swing end 34; the detachment end 32 is arranged at a position of the rear section 12 of the longitudinal beam close to the induction groove 4; the rotation end 33 is arranged at a position of the rear section 12 of the longitudinal beam away from the induction groove 4; the swing end 34 is used to connect the steering knuckle 9.
[0048] As an example, the lower swing arm 3 includes a lower swing arm body 31, on which a detachment end 32, a rotation end 33 and a swing end 34 are provided; during installation, the detachment end 32 is installed at a position of the rear section 12 of the longitudinal beam close to the induction groove 4; the rotation end 33 is installed at a position of the rear section 12 of the longitudinal beam away from the induction groove 4; the swing end 34 is connected to the steering knuckle 9; in a small offset collision condition, under the joint action of the induction groove 4 and the longitudinal beam reinforcement plate 2, the front section 11 of the longitudinal beam undergoes a V-shaped bending deformation around the position of the induction groove 4, driving the tension between the lower swing arm 3 and the steering knuckle 9 to rise sharply until the detachment end 32 fails and breaks, triggering the failure mechanism of the connection, thereby realizing a stable and controllable failure and fracture design between the subframe assembly and the steering knuckle 9, so that the wheel can hit the door sill at a smaller collision angle along the front and rear direction of the vehicle, thereby improving the door sill collision force transmission, reducing the impact on the upper body, reducing the deformation of the upper A-pillar, and improving the vehicle's small offset collision performance.
[0049] In one embodiment, referring to Figure 1 and Figure 2 The subframe assembly also includes a first connecting member 5 and a second connecting member 6; the first connecting member 5 and the second connecting member 6 are spaced apart at the rear section 12 of the longitudinal beam along the front-rear direction of the vehicle, and the second connecting member 6 is arranged close to the induction groove 4; the first connecting member 5 is rotatably connected to the lower swing arm 3 around the axis of the vehicle's up-down direction, and the second connecting member 6 is rotatably connected to the lower swing arm 3 around the axis of the vehicle's up-down direction.
[0050] As an example, the subframe assembly also includes a first connecting member 5 and a second connecting member 6; when installed, the first connecting member 5 and the second connecting member 6 are spaced apart in the longitudinal beam rear section 12 along the front-to-back direction of the vehicle, and the second connecting member 6 is arranged close to the induction groove 4; specifically, the first connecting member 5 is fixed to the rear end of the longitudinal beam rear section 12 by bolts, and the second connecting member 6 is fixed to the front end of the longitudinal beam rear section 12 by bolts. The first connecting member 5 is rotatably connected to the lower swing arm 3 around the axis of the vehicle's up-down direction, and the second connecting member 6 is rotatably connected to the lower swing arm 3 around the axis of the vehicle's up-to-down direction; in this way, the disengagement end 32 of the lower swing arm 3 can rotate around the axis of the vehicle's up-to-down direction, and the rotation end 33 of the lower swing arm 3 can rotate around the axis of the vehicle's up-to-back direction; in a small offset collision condition, under the joint action of the induction groove 4 and the longitudinal beam reinforcement plate 2, the longitudinal beam front section 11 undergoes a V-shaped bending deformation around the position of the induction groove 4, which drives the tension between the lower swing arm 3 and the steering knuckle 9 to increase sharply. The lower arm 3 then rises, and the detached end 32 of the lower arm 3 can rotate around the axis of the vehicle in the up-down direction to offset the transmitted collision force until the detached end 32 fails and breaks; the rotating end 33 is connected to the rear end of the longitudinal beam rear section 12 through the first connecting member 5. At this time, under the action of the collision force, the lower arm 3 will rotate around the connection between the rotating end 33 and the first connecting member 5, and the swinging end 34 and the steering knuckle 9 connected thereto, as well as the wheel connected to the steering knuckle 9, will swing and deflect toward the rear outside of the vehicle, avoiding the passenger compartment, so as to prevent the wheel from intruding into the passenger compartment and causing injury to the driver and passengers.
[0051] In one embodiment, referring to Figure 1 and Figure 2 The second connecting member 6 includes a fixing portion 61 and a transfer protrusion 62 extending from one end of the fixing portion 61; the fixing portion 61 is fixedly connected to the rear section 12 of the longitudinal beam, close to the induction groove 4, and the lower control arm 3 is rotatably mounted on the transfer protrusion 62 around the axis of the front and rear direction of the vehicle.
[0052] As an example, the second connecting member 6 includes a fixing portion 61 and a transfer protrusion 62; during installation, the fixing portion 61 is fixedly connected to the position of the longitudinal beam rear section 12 close to the induction groove 4, and the transfer protrusion 62 is a protrusion structure extending from one end of the fixing portion 61, and the lower swing arm 3 is rotatably mounted on the transfer protrusion 62 around the axis of the vehicle front-to-back direction. Specifically, the transfer protrusion 62 is provided with a through hole arranged along the vehicle front-to-back direction, and the lower swing arm 3 is provided with two transfer arms arranged opposite to each other, and bolts are used to penetrate the two transfer arms and the through hole to realize that the two transfer arms can be rotatably mounted on the transfer protrusion 62.
[0053] In one embodiment, referring to Figure 1 The sub-frame longitudinal beam 1 is provided with a mounting point, and the center point of the mounting point is located on the center line of the sub-frame longitudinal beam 1 along the left-right direction of the vehicle.
[0054] As an example, a mounting point is provided on the sub-frame longitudinal beam 1 , and the center point of the mounting point is located on the center line of the sub-frame longitudinal beam 1 in the left-right direction of the vehicle. This arrangement can make the bending change of the sub-frame longitudinal beam 1 when subjected to force more uniform.
[0055] In one embodiment, referring to Figure 5 and Figure 6 The subframe assembly includes two subframe cross beams 7 and two subframe longitudinal beams 1; the two subframe cross beams 7 are arranged between the two subframe longitudinal beams 1 at intervals, and the two subframe longitudinal beams 1 are arranged in an outward eight-shaped shape along the left and right direction of the vehicle.
[0056] As an example, the subframe assembly includes two subframe cross beams 7 and two subframe longitudinal beams 1; when installed, the two subframe cross beams 7 are arranged at intervals between the two subframe longitudinal beams 1, and the two subframe longitudinal beams 1 are arranged in an outward-facing "X" shape along the left-right direction of the vehicle. In this way, in a small offset collision condition, under the joint action of the induction groove 4 and the longitudinal beam reinforcement plate 2, the front section 11 of the longitudinal beam undergoes a V-shaped bending deformation around the position of the induction groove 4, and the subframe longitudinal beam 1 will be displaced toward the inner side of the vehicle body along the left-right direction of the vehicle, thereby limiting the deformation angle and direction of the subframe longitudinal beam 1 when subjected to external force, improving the collision energy absorption effect, and greatly reducing the collision force transmitted to the passenger compartment and other parts, which can better maintain the integrity of the rest of the vehicle and the safety of the driver and passengers.
[0057] The utility model embodiment provides a vehicle body structure, referring to Figure 1-6 , including a shock absorber 8, a steering knuckle 9 and a sub-frame assembly; the shock absorber 8 is connected to the lower swing arm 3 of the sub-frame assembly through the steering knuckle 9.
[0058] As an example, the vehicle body structure includes a shock absorber 8, a steering knuckle 9 and a subframe assembly; the shock absorber 8 is connected to the lower arm 3 of the subframe assembly through the steering knuckle 9; specifically, the inner side of the steering knuckle 9 along the left-right direction of the vehicle is connected to the lower arm 3 of the subframe assembly, and the outer side of the steering knuckle 9 along the left-right direction of the vehicle is used to connect the wheels; the steering knuckle 9 is connected to the lower part of the shock absorber 8, and the upper part of the shock absorber 8 is used to be connected to the vehicle body tower seat, so that the vibration transmitted by the steering knuckle 9 can be slowed down by the shock absorber 8, providing a buffering and vibration reduction effect for the vehicle body structure.
[0059] The subframe assembly specifically includes a subframe longitudinal beam 1, a longitudinal beam reinforcement plate 2 and a lower control arm 3; an induction groove 4 is provided on the subframe longitudinal beam 1; the induction groove 4 is arranged along the left-right direction of the vehicle to divide the subframe longitudinal beam 1 into a longitudinal beam front section 11 and a longitudinal beam rear section 12, and the opening of the induction groove 4 faces upward; the longitudinal beam rear section 12 is connected to the lower control arm 3, specifically by bolts, and the lower control arm 3 is used to be connected to the steering knuckle 9. For the subframe assembly in this example, in a small offset collision condition, the longitudinal beam reinforcement plate 2 can enhance the strength of the longitudinal beam front section 11, so that the longitudinal beam front section 11 is easy to bend along the junction of the longitudinal beam front section 11 and the longitudinal beam rear section 12; when the subframe longitudinal beam 1 is subjected to an impact load from the front, under the joint action of the induction groove 4 and the longitudinal beam reinforcement plate 2, the longitudinal beam front section 11 undergoes a V-shaped bending deformation around the position of the induction groove 4, driving the tension between the lower arm 3 and the steering knuckle 9 to rise sharply until local failure and fracture, triggering the failure mechanism of the connection, so that the wheel hits the door sill at a smaller collision angle along the front and rear directions of the vehicle, thereby improving the door sill collision force transmission, reducing the impact on the upper body, and reducing the deformation of the upper A-pillar, thereby stably controlling the deformation of the subframe assembly, the failure and fracture of the suspension structure, the wheel movement and the posture of hitting the door sill, and improving the achievement rate of the vehicle's small offset collision performance target.
[0060] like Figure 7 As shown in the collision force analysis diagram in , compared with the traditional body structure, the body structure of this example can significantly increase the collision force between the subframe assembly and the steering knuckle 9, which is more conducive to the failure and disconnection of the connection point between the lower arm 3 and the subframe longitudinal beam 1.
[0061] In one embodiment, referring to Figure 1 The vehicle body structure also includes a ball joint 10 , which is arranged between the lower swing arm 3 and the steering knuckle 9 .
[0062] As an example, the vehicle body structure also includes a ball joint 10, which is arranged between the lower arm 3 and the steering knuckle 9 to facilitate connecting the lower arm 3 and the steering knuckle 9 together, enhance the flexibility between the two, and improve the transmission effect of the collision force.
[0063] An embodiment of the utility model provides a car, comprising a car body structure.
[0064] As an example, the vehicle body structure includes a shock absorber 8, a steering knuckle 9 and a subframe assembly; the shock absorber 8 is connected to the lower arm 3 of the subframe assembly through the steering knuckle 9; specifically, the inner side of the steering knuckle 9 along the left-right direction of the vehicle is connected to the lower arm 3 of the subframe assembly, and the outer side of the steering knuckle 9 along the left-right direction of the vehicle is used to connect the wheels; the steering knuckle 9 is connected to the lower part of the shock absorber 8, and the upper part of the shock absorber 8 is used to be connected to the vehicle body tower seat, so that the vibration transmitted by the steering knuckle 9 can be slowed down by the shock absorber 8, providing a buffering and vibration reduction effect for the vehicle body structure.
[0065] The subframe assembly specifically includes a subframe longitudinal beam 1, a longitudinal beam reinforcement plate 2 and a lower control arm 3; an induction groove 4 is provided on the subframe longitudinal beam 1; the induction groove 4 is arranged along the left-right direction of the vehicle to divide the subframe longitudinal beam 1 into a longitudinal beam front section 11 and a longitudinal beam rear section 12, and the opening of the induction groove 4 faces upward; the longitudinal beam rear section 12 is connected to the lower control arm 3, specifically by bolts, and the lower control arm 3 is used to be connected to the steering knuckle 9. In the subframe assembly in this example, in the small offset collision condition, a longitudinal beam reinforcement plate 2 is provided on the longitudinal beam front section 11, which can enhance the strength of the longitudinal beam front section 11 and make the longitudinal beam front section 11 easy to bend along the junction of the longitudinal beam front section 11 and the longitudinal beam rear section 12; when the subframe longitudinal beam 1 is subjected to the impact load from the front, under the joint action of the induction groove 4 and the longitudinal beam reinforcement plate 2, the longitudinal beam front section 11 undergoes V-shaped bending deformation around the position of the induction groove 4, driving the tension between the lower arm 3 and the steering knuckle 9 to rise sharply until local failure and fracture, triggering the failure mechanism of the connection, so that the wheel hits the door sill at a smaller collision angle along the front and rear directions of the vehicle, thereby improving the door sill collision force transmission, reducing the impact on the upper body, and reducing the deformation of the upper A-pillar, thereby stably controlling the deformation of the subframe assembly, the failure and fracture of the suspension structure, the wheel movement and the posture of hitting the door sill, and improving the achievement rate of the vehicle's small offset collision performance target.
[0066] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.
Claims
1. A subframe assembly, characterized in that: Includes subframe longitudinal beams, longitudinal beam reinforcement plates and lower control arms; The auxiliary frame longitudinal beam is provided with an induction groove; The induction groove is arranged along the left-right direction of the vehicle to divide the auxiliary frame longitudinal beam into a longitudinal beam front section and a longitudinal beam rear section, and the opening of the induction groove faces upward; The longitudinal beam reinforcement plate is arranged on the front section of the longitudinal beam, and the rear section of the longitudinal beam is connected to the lower swing arm.
2. The subframe assembly according to claim 1, characterized in that: In the projection of the auxiliary frame longitudinal beam along the left-right direction of the vehicle, the angle between the front section of the longitudinal beam and the rear section of the longitudinal beam is an obtuse angle, and the rear section of the longitudinal beam is arranged along the front-rear direction of the vehicle.
3. The subframe assembly according to claim 1, characterized in that: In the projection of the auxiliary frame longitudinal beam along the up-down direction of the vehicle, the angle between the front section of the longitudinal beam and the rear section of the longitudinal beam is an obtuse angle, and the rear section of the longitudinal beam is arranged along the front-back direction of the vehicle.
4. The subframe assembly according to claim 1, characterized in that: The lower swing arm comprises a lower swing arm body, a disengagement end, a rotation end and a swing end arranged on the lower swing arm body; The disengagement end is arranged at a position close to the induction groove at the rear section of the longitudinal beam; The rotating end is arranged at a position of the rear section of the longitudinal beam away from the induction groove; The swing end is used for connecting the steering knuckle.
5. The subframe assembly according to claim 1, characterized in that: The subframe assembly further includes a first connecting member and a second connecting member; The first connecting member and the second connecting member are arranged at intervals on the rear section of the longitudinal beam along the front-rear direction of the vehicle, and the second connecting member is arranged close to the induction groove; The first connecting member is rotatably connected to the lower swing arm around an axis located in the up-down direction of the vehicle, and the second connecting member is rotatably connected to the lower swing arm around an axis located in the front-rear direction of the vehicle.
6. The subframe assembly according to claim 5, characterized in that: The second connecting member includes a fixing portion and a transition protrusion extending from one end of the fixing portion; The fixing portion is fixedly connected to a position of the rear section of the longitudinal beam close to the induction groove, and the lower swing arm is rotatably mounted on the transfer protrusion around an axis in the front-rear direction of the vehicle.
7. The subframe assembly according to claim 1, characterized in that: The subframe assembly includes two subframe cross beams and two subframe longitudinal beams; The two sub-frame cross beams are arranged between the two sub-frame longitudinal beams at intervals, and the two sub-frame longitudinal beams are arranged in an outward-facing "X" shape along the left-right direction of the vehicle.
8. A vehicle body structure, characterized in that: A vehicle comprising a shock absorber, a steering knuckle and a subframe assembly as claimed in any one of claims 1 to 7; The shock absorber is connected to the lower swing arm of the subframe assembly through the steering knuckle.
9. The vehicle body structure according to claim 8, characterized in that: The vehicle body structure further comprises a ball joint, and the ball joint is arranged between the lower swing arm and the steering knuckle.
10. An automobile, characterized in that: The vehicle body structure comprises the vehicle body structure as described in any one of claims 8 to 9.