Front auxiliary frame assembly and vehicle

Abstract

The utility model discloses a front auxiliary frame assembly and a vehicle, the front auxiliary frame assembly comprises a frame cross beam and two frame longitudinal beams, the two frame longitudinal beams are connected to the two ends of the frame cross beam in a spaced mode, and the frame longitudinal beams extend in the longitudinal direction of the vehicle; wherein a concave area is formed on the outer side of the middle of the frame longitudinal beam in the longitudinal direction of the vehicle, the width of the concave area is smaller than that of the two ends of the frame longitudinal beam in the longitudinal direction of the vehicle, and the frame longitudinal beam is suitable for collapsing inwards from the concave area during collision. According to the front auxiliary frame assembly, the concave area is arranged on the outer side of the middle of the longitudinal beam of the frame in the longitudinal direction of the vehicle, impact force can be transmitted backwards along the longitudinal beam of the frame when the vehicle is collided, the concave area is bent inwards in the transverse direction of the vehicle, certain energy can be absorbed, collision force invading a cab is reduced, and the safety of the vehicle is improved. And drivers and passengers are protected to the greatest extent.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle manufacturing, in particular to a front subframe assembly and a vehicle with the front subframe assembly. Background Art

[0002] At present, the automotive industry is in an era of accelerating transformation. In particular, the Chinese automotive industry has developed rapidly, with increasingly fierce competition. The trend of new energy vehicles is constantly moving forward. At the same time, the demand for automotive technology, intelligence, and safety is increasing. Especially, people attach more importance to safety. Therefore, automotive safety is not only the bottom line of automotive manufacturers but also a respect for life. From traditional fuel vehicles to mild hybrid vehicles, plug-in hybrid vehicles, and pure electric vehicles, automotive safety has always been a topic of concern. Whether it is passive safety that has always adhered to its essence and the increasingly innovative active safety performance, the goal is to protect personal safety to the greatest extent and reduce property losses.

[0003] Automotive passive safety includes various situations such as frontal collision and offset collision. Most users encounter the small offset collision scenario more often. The existing frame longitudinal beams cannot buffer the collision energy well, which will cause safety hazards in the cab and there is room for improvement. Summary of the Utility Model

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a front subframe assembly. When a vehicle collides, the frame longitudinal beams can be bent inward along the transverse direction of the vehicle, which can absorb a certain amount of energy, reduce the collision force invading the cab, and protect the driver and passengers to the greatest extent.

[0005] The front subframe assembly according to an embodiment of the utility model includes: a frame cross beam and two frame longitudinal beams. The two frame longitudinal beams are spaced apart and connected to both ends of the frame cross beam. The frame longitudinal beams extend along the longitudinal direction of the vehicle. Wherein, an inner concave area is formed on the outer side of the middle part of the frame longitudinal beam in the longitudinal direction of the vehicle, and the width of the inner concave area is smaller than the width of both ends of the frame longitudinal beam in the longitudinal direction of the vehicle. The frame longitudinal beam is adapted to collapse inward from the inner concave area during a collision.

[0006] By providing an inner concave area on the outer side of the middle part of the frame longitudinal beam in the longitudinal direction of the vehicle, the front subframe assembly according to an embodiment of the utility model can guide the frame longitudinal beam to bend inward along the transverse direction of the vehicle when the vehicle collides, absorb a certain amount of energy, reduce the collision force invading the cab, and protect the driver and passengers to the greatest extent.

[0007] According to the front subframe assembly of some embodiments of the present utility model, the outer side surface of the concave region includes a front side surface and a rear side surface, the front side surface and the rear side surface are connected along the vehicle longitudinal direction, at least a part of the front side surface is configured to extend obliquely inwards from front to back, and at least a part of the rear side surface is configured to extend obliquely inwards from back to front.

[0008] According to the front subframe assembly of some embodiments of the present utility model, the extension length of the front side surface in the vehicle longitudinal direction is less than the extension length of the rear side surface in the vehicle longitudinal direction;

[0009] And / or, the angle of the front side surface tilting inwards is greater than the angle of the rear side surface tilting inwards.

[0010] According to the front subframe assembly of some embodiments of the present utility model, the end width of the frame longitudinal beam is D, and the minimum width of the frame longitudinal beam at the concave region is less than D / 2.

[0011] According to the front subframe assembly of some embodiments of the present utility model, the frame longitudinal beam is adapted to collapse inwards from the concave region during a collision until the included angle between the front side surface and the rear side surface is 30° to 90°.

[0012] According to the front subframe assembly of some embodiments of the present utility model, the concave regions of the two frame longitudinal beams are symmetrically distributed.

[0013] According to the front subframe assembly of some embodiments of the present utility model, the frame longitudinal beam includes a first plate body and a second plate body, the first plate body and the second plate body are spliced and connected in the up-down direction to define a longitudinal beam inner cavity, and the outer side surface of the first plate body and / or the second plate body forms the concave region;

[0014] Or, the frame longitudinal beam is integrally formed.

[0015] According to the front subframe assembly of some embodiments of the present utility model, the frame longitudinal beam further includes a reinforcing plate, the reinforcing plate is located between the first plate body and the second plate body, and both ends of the reinforcing plate are respectively supported on the first plate body and the second plate body.

[0016] According to the front subframe assembly of some embodiments of the present utility model, both of the two frame longitudinal beams extend obliquely outwards from back to front in the vehicle longitudinal direction, and the two frame longitudinal beams are distributed in a flared shape.

[0017] The present utility model also proposes a vehicle.

[0018] According to the vehicle of the embodiments of the present utility model, it is provided with the front subframe assembly of any one of the above embodiments.

[0019] The vehicle and the above-mentioned front subframe assembly have the same advantages as those of the prior art, and will not be elaborated here.

[0020] Additional aspects and advantages of the present utility model will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0022] Figure 1 is a schematic structural view of a front subframe assembly according to an embodiment of the present utility model;

[0023] Figure 2 is a top view of a front subframe assembly according to an embodiment of the present utility model;

[0024] Figure 3 is a schematic view of the frame longitudinal beam of a front subframe assembly according to an embodiment of the present utility model without external force;

[0025] Figure 4 is a schematic view of the frame longitudinal beam of a front subframe assembly according to an embodiment of the present utility model under external force.

[0026] REFERENCE MARKS:

[0027] front subframe assembly 100,

[0028] frame cross beam 1, frame longitudinal beam 2, concave area 21, outer side surface 22, front side surface 221, rear side surface 222, first plate body 23, second plate body 24, longitudinal beam inner cavity 25, reinforcing plate 26. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0029] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary only for explaining the present utility model and should not be construed as limiting the present utility model.

[0030] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model 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 should not be construed as a limitation to the present utility model. In addition, the features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0031] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0032] Unless otherwise specified, the front-rear direction in this application is the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction is the transverse direction of the vehicle, i.e., the Y direction; and the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

[0033] The following refers to Figures 1-4 Describe the front subframe assembly 100 according to an embodiment of the present utility model. By providing an inner concave region 21 on the outer side of the middle part of the frame longitudinal beam 2 in the longitudinal direction of the vehicle, when a vehicle collides, the impact force can be transmitted backward along the frame longitudinal beam 2, and the inner concave region 21 bends inward in the transverse direction of the vehicle, which can absorb a certain amount of energy, reduce the impact force invading the cab, and protect the driver and passengers to the greatest extent.

[0034] As Figures 1-4 As shown, the front subframe assembly 100 according to an embodiment of the present utility model includes: a frame cross beam 1 and a frame longitudinal beam 2.

[0035] Two vehicle frame longitudinal beams 2 are connected to both ends of the vehicle frame cross beam 1 at intervals. Among them, the vehicle frame cross beam 1 extends along the vehicle's transverse direction, and the vehicle frame longitudinal beams 2 are arranged to extend along the vehicle's longitudinal direction. Both ends of the vehicle frame cross beam 1 are connected to the front end regions of the two vehicle frame longitudinal beams 2, and the distance between the front ends of the two vehicle frame longitudinal beams 2 at intervals is the transverse length of the vehicle frame cross beam 1. Moreover, the vehicle frame cross beam 1 and the two vehicle frame longitudinal beams 2 can be connected into one body by welding, with higher connection strength, or connected by fasteners such as bolts.

[0036] And the vehicle frame cross beam 1 is connected to the two vehicle frame longitudinal beams 2, which can enable the two vehicle frame longitudinal beams 2 and the vehicle frame cross beam 1 to support each other, so as to improve the structural strength of the front end of the front subframe assembly 100. And after a vehicle collision, the vehicle frame cross beam 1 can resist the external impact force received by the vehicle, and the impact force will spread along the extending directions of the vehicle frame cross beam 1 and the two vehicle frame longitudinal beams 2, so as to reduce the damage of the impact energy to the front subframe assembly 100.

[0037] Among them, an inward concave area 21 is formed on the outer side of the middle part of the vehicle frame longitudinal beam 2 in the vehicle's longitudinal direction, and the width of the middle part of the vehicle frame longitudinal beam 2 in the vehicle's longitudinal direction is smaller than that of both ends. The vehicle frame longitudinal beam 2 is adapted to collapse inward from the inward concave area 21 during a collision, that is, when the vehicle is impacted, the vehicle frame longitudinal beam 2 bends inward through the inward concave area 21, which can absorb part of the impact energy and reduce the risk of the vehicle frame longitudinal beam 2 moving straight backward.

[0038] Specifically, the structure of the vehicle frame longitudinal beam 2 in the vehicle's longitudinal direction is a non-straight segment. An inward concave area 21 is provided on the outer side of the middle part of the vehicle frame longitudinal beam 2. The inward concave area 21 can be constructed to indent inward in the vehicle's transverse direction, so that the width of the vehicle frame longitudinal beam 2 in the inward concave area 21 is smaller than the width of both longitudinal ends of the vehicle frame longitudinal beam 2, making the inward concave area 21 with a smaller width liable to be bent by force and more conducive to realizing the energy absorption effect during a collision. Among them, the inward concave area 21 can be V-shaped, arc-shaped, etc. Its setting methods are diverse and can be flexibly selected, and the overall structure setting is simple.

[0039] Among them, it should be noted that vehicle collisions include head-on collisions and offset collisions, etc. Among them, a head-on collision can be a collision from directly in front of the vehicle's traveling direction, and an offset collision can be a collision from the left front or right front of the vehicle's traveling direction.

[0040] Thus, after the vehicle is impacted, the vehicle frame longitudinal beam 2 can be induced to bend inward in the middle under force, that is, the vehicle frame longitudinal beam 2 moves transversely in the inward concave area 21, which can reduce the tendency of the whole vehicle frame longitudinal beam 2 to move towards the cab. By changing the force collapse direction of the vehicle frame longitudinal beam 2, the impact energy can be quickly and timely dissipated, reducing the intensity of the impact force, reducing the possibility of the vehicle frame longitudinal beam 2 invading the cab, improving the anti-collision performance of the vehicle frame longitudinal beam 2, effectively protecting personal safety and property safety, and effectively improving the safety level of the vehicle.

[0041] According to the front subframe assembly 100 of the embodiment of the utility model, by providing a concave area 21 on the outer side of the middle part of the frame longitudinal beam 2 in the longitudinal direction of the vehicle, it can be achieved that when the vehicle collides, the impact force is transmitted backward along the frame longitudinal beam 2, and the concave area 21 is bent inward along the transverse direction of the vehicle, which can absorb a certain amount of energy, reduce the collision force invading the cab, and protect the driver and passengers to the greatest extent.

[0042] In some embodiments, the outer side 22 of the concave area 21 includes a front side 221 and a rear side 222, the front side 221 and the rear side 222 are connected along the longitudinal direction of the vehicle, at least a portion of the front side 221 is constructed to extend inwardly from front to rear, and at least a portion of the rear side 222 is constructed to extend inwardly from rear to front.

[0043] Specifically, Figure 1 As shown, at least a portion of the front side 221 is set to extend inwardly from front to back, which helps to improve the energy absorption effect of the frame longitudinal beam 2 when a collision occurs. In particular, when the frame longitudinal beam 2 is hit, the collision force can be guided to the rear through the inclined extension of the front side 221, and gradually weakened in the process, thereby protecting the vehicle structure and the safety of the occupants. At least a portion of the rear side 222 is set to extend inwardly from back to front, connected to the front side 221, and the two echo each other to form the overall structure of the frame longitudinal beam 2. The inclined extension of the rear side 222 also helps to improve the energy absorption effect of the frame, and the concave area 21 is formed at the connection between the two to achieve bending collapse when subjected to force. Among them, too large an inclination angle may cause unnecessary stress concentration on the frame longitudinal beam 2 when it is subjected to load, while too small an angle may weaken its energy absorption effect.

[0044] Thus, through the above arrangement, the collision safety performance of the vehicle can be significantly improved, and the inclined extension structure of the front side 221 and the rear side 222 can effectively absorb and disperse the collision force, reducing the damage to the vehicle and the occupants. At the same time, this design can also improve the overall structural strength of the frame and enhance the stability and durability of the vehicle.

[0045] In some embodiments, an extension length of the front side 221 in the longitudinal direction of the vehicle is smaller than an extension length of the rear side 222 in the longitudinal direction of the vehicle.

[0046] Specifically, Figure 1 and Figure 2As shown, the inclined extension length of the front side 221 is smaller than the inclined extension length of the rear side 222, and the connection between the front side 221 and the rear side 222 forms a concave area 21, that is, the extension length of the frame longitudinal beam 2 before the concave area 21 is smaller than the extension length of the frame longitudinal beam 2 after the concave area 21. In this way, the front side 221 is designed to be shorter, so that when the vehicle collides, the shorter front side 221 can reduce the direct impact on the driver and passengers, thereby protecting the safety of the people in the vehicle. At the same time, this design is also convenient for optimizing the collision performance of the front structure, ensuring that the impact energy can be reasonably absorbed during a collision, reducing the damage to the occupant's body, and allowing the frame longitudinal beam 2 to be force-dissipated near the front end area.

[0047] The rear side 222 is designed to be longer, so that its extension length in the longitudinal direction of the vehicle is longer, which can provide a larger collision buffer area and reduce the damage in the cockpit after the vehicle collision. In addition, this design is conducive to enhancing the stability of the vehicle body.

[0048] And / or, the inward inclination angle of the front side surface 221 is greater than the inward inclination angle of the rear side surface 222. Specifically, as Figure 2 and Figure 3 As shown, the concave area 21 is arranged close to the front end of the frame longitudinal beam 2, so that the inclined extension length of the front side 221 is smaller, and the inclined extension length of the rear side 222 is larger, so that the inclination angle formed by the front side 221 is larger, and the inclination angle formed by the rear side 222 is smaller. In this way, after the vehicle is hit, the force will be transmitted along the inclined front side 221 and bend inward along the concave area 21 to dissipate a certain external force, and a small part of the force is transmitted from the inclined rear side 222 to transmit less force backwards. Therefore, setting the inclination angle of the front side 221 to be larger can facilitate bending and dissipation at the junction of the front side 221 and the rear side 222, thereby preventing the frame longitudinal beam 2 from invading the cab and improving the safety performance of the vehicle.

[0049] In some embodiments, the width of the end of the frame rail 2 is D, and the minimum width of the frame rail 2 at the concave area 21 is less than D / 2.

[0050] Specifically, the width of the frame longitudinal beam 2 directly affects its load-bearing capacity and bending resistance. The local strength and rigidity at the concave area 21 are relatively low, and the width of the frame longitudinal beam 2 at the front and rear ends is the largest. Figure 3As shown, the width of the end of the vehicle frame longitudinal beam 2 can be set as D. The width of the concave region 21 is the smallest, and the minimum width of the concave region 21 can be set to be less than D / 2. In actual design, the width of the concave region 21 can be D / 2, or the width of the concave region 21 can be less than D / 2. In this way, the strength for normal vehicle driving can be satisfied, and after the vehicle is collided, the vehicle frame longitudinal beam 2 can bend and collapse inward at the concave region 21, and the backward movement tendency of the vehicle frame longitudinal beam 2 can be reduced.

[0051] Therefore, by setting the minimum width of the concave region 21 to be less than D / 2, after the vehicle is collided, it can bend and collapse inward at the concave region 21 of the vehicle frame longitudinal beam 2 in advance, reducing the possibility of the vehicle frame longitudinal beam 2 intruding into the cab and improving the collision performance of the vehicle frame longitudinal beam 2. And the structure is simple and the function is easy to achieve.

[0052] In some embodiments, the vehicle frame longitudinal beam 2 is adapted to collapse inward from the concave region 21 during a collision until the included angle between the front side surface 221 and the rear side surface 222 is 30°-90°.

[0053] Specifically, as Figure 3 and Figure 4 shown, the vehicle frame longitudinal beam 2 will collapse and bend at the concave region 21 to form a collapse included angle. When the impact intensity of the collision on the vehicle is different, the angle formed between the front side surface 221 and the rear side surface 222 is different, and the angle between the two can be 30°, 40°, 70°, etc. These values vary greatly, that is, the force collapse degree of the vehicle frame longitudinal beam 2 at the concave region 21 is different. And when the vehicle is subjected to a small collision, the impact force is small, and the concave region 21 of the vehicle frame longitudinal beam 2 will continue to collapse inward due to the force to form a larger included angle to cope with the small collision. When the vehicle is subjected to a large collision, the impact force is large, and the concave region 21 of the vehicle frame longitudinal beam 2 will continue to collapse inward due to the force to form a larger included angle to cope with the large collision.

[0054] Therefore, through the concave region 21 of the vehicle frame longitudinal beam 2, various different collision forces and collisions at different angles can be coped with, realizing more comprehensive protection of the vehicle body and personal safety.

[0055] In some embodiments, the concave regions 21 of the two vehicle frame longitudinal beams 2 are symmetrically distributed. As Figure 2 shown, in the vehicle transverse direction, the concave regions 21 of the two vehicle frame longitudinal beams 2 both bend towards the vehicle inner side, that is, the front side surfaces 221 and the rear side surfaces 222 of the two vehicle frame longitudinal beams 2 are symmetrically distributed along the vehicle transverse direction. Its overall structure is symmetric and regular, and the design method is simple and the processing is convenient.

[0056] Thus, through the above settings, when one of the two vehicle frame longitudinal beams 2 is collided, both of the two vehicle frame longitudinal beams 2 can be bent and collapsed inward in the concave area 21, causing the vehicle frame longitudinal beam 2 to be laterally bent and collapsed, realizing the protection of the vehicle body and the cab, and enabling the vehicle to collapse at a specific position and angle, effectively absorbing the collision energy, so that not too much structure is sacrificed, and the collision ability of the vehicle is improved.

[0057] In some embodiments, the vehicle frame longitudinal beam 2 includes a first plate body 23 and a second plate body 24. The first plate body 23 and the second plate body 24 are spliced and connected along the up-down direction to define a longitudinal beam inner cavity 25, and a concave area 21 is formed on the outer side surface 22 of the first plate body 23 and / or the second plate body 24.

[0058] Specifically, as Figure 1 shown, in the vertical direction of the vehicle frame longitudinal beam 2, the first plate body 23 can be arranged on the upper side and the second plate body 24 can be arranged on the lower side. The first plate body 23 and the second plate body 24 are spliced together along the up-down direction, and a longitudinal beam inner cavity 25 is formed therebetween. The longitudinal beam inner cavity 25 is a cavity structure, which can realize the absorption and buffering of the impact energy, and can reduce the weight of the vehicle frame longitudinal beam 2, meeting the design requirements of vehicle lightweighting.

[0059] Among them, in the actual design, the first plate body 23 and the second plate body 24 can both be constructed as U-shaped plates, and the open sides of the first plate body 23 and the second plate body 24 are opposite and are buckled and connected along the up-down direction, and then connected by welding, so that the first plate body 23 and the second plate body 24 form a closed structure, which can improve the structural strength of the vehicle frame longitudinal beam 2 to resist the impact of external forces.

[0060] Moreover, concave areas 21 are formed on the outer side surfaces 22 of the first plate body 23 and the second plate body 24, and the two concave areas 21 are connected into one body along the up-down direction to form an inwardly curved concave area 21.

[0061] Alternatively, the vehicle frame longitudinal beam 2 is integrally formed. That is to say, the overall structure of the vehicle frame longitudinal beam 2 can be formed by one-time processing. In this way, the vehicle frame longitudinal beam 2 has higher structural strength, which helps to improve the handling performance and stability of the vehicle, and can reduce the splicing, welding and other more connection steps of multiple structural parts of the vehicle frame longitudinal beam 2. The vehicle frame longitudinal beam 2 can more evenly disperse and absorb energy during collision, thus improving the safety of the vehicle. And it can reduce the potential failure points of the vehicle frame longitudinal beam 2, thereby improving the durability and reliability of the vehicle, and can reduce the use of materials, lower costs, and in addition, the integrally formed structure is more complete and has high structural strength. In this way, the vehicle manufacturing is simpler and more convenient. At the same time, the manufacturing methods of the vehicle frame longitudinal beam 2 are increased, and the split manufacturing or integral forming can be selected according to actual needs.

[0062] In some embodiments, such as Figure 1As shown, the longitudinal beam 2 of the vehicle frame further includes a reinforcing plate 26. The reinforcing plate 26 is located between the first plate body 23 and the second plate body 24, and both ends of the reinforcing plate 26 are respectively supported on the first plate body 23 and the second plate body 24.

[0063] Specifically, the reinforcing plate 26 is used to enhance the structural strength of the longitudinal beam 2 of the vehicle frame. The reinforcing plate 26 is located inside the first plate body 23 and the second plate body 24. The upper end of the reinforcing plate 26 is supported and connected to the inner wall of the first plate body 23, and the lower end of the reinforcing plate 26 is supported and connected to the inner wall of the second plate body 24. In this way, the upper and lower ends of the reinforcing plate 26 can respectively play a role in supporting and strengthening the first plate body 23 and the second plate body 24. And the reinforcing plate 26 is located at the concave area 21 of the first plate body 23 and the second plate body 24, and the reinforcing plate 26 extends backward along the longitudinal direction of the vehicle for a certain length, which can strengthen the structural strength of the concave area 21 and the rear side 222, so as to improve the impact resistance of the rear side 222, better disperse the remaining impact energy, effectively reduce the impact energy transmitted to the cab, and better protect the driving safety inside the vehicle.

[0064] Among them, the reinforcing plate 26 can be set to different cross-sectional shapes, such as T-shaped, I-shaped, L-shaped or box-shaped. These several structures can all achieve better support and connection between the reinforcing plate 26 and the first plate body 23 and the second plate body 24, and its setting methods are diverse and can be flexibly selected.

[0065] And the reinforcing plate 26 can be connected to the first plate body 23 and the second plate body 24 by means of fasteners such as welding, clamping or bolts, etc., to ensure the connection strength between the reinforcing plate 26 and the first plate body 23 and the second plate body 24, so as to improve the structural strength of the longitudinal beam 2 of the vehicle frame.

[0066] In some embodiments, both longitudinal beams 2 of the vehicle frame extend obliquely outward from back to front in the longitudinal direction of the vehicle, and the two longitudinal beams 2 of the vehicle frame are distributed in a flared shape.

[0067] Specifically, as Figure 2 shown, in the transverse direction of the vehicle, the two longitudinal beams 2 of the vehicle frame are symmetrically distributed. The two longitudinal beams 2 are in a non-parallel state. And in the longitudinal direction of the vehicle, the left longitudinal beam of the vehicle frame extends obliquely outward from back to front, and the right longitudinal beam of the vehicle frame extends obliquely outward from back to front. A flared shape can be formed between the two, that is, an outward V-shaped shape at a certain angle. The longitudinally flared longitudinal beams 2 of the vehicle frame can provide a more spacious internal space for the vehicle, especially in the front part of the vehicle. The outwardly inclined design can increase the bending stiffness of the longitudinal beam 2 of the vehicle frame, and combined with the concave area 21 of the two longitudinal beams 2 of the vehicle frame, it can better improve the handling stability of the vehicle.

[0068] Thus, by optimizing the inclination angle and the flaring width of the longitudinal frame beam 2, the best mechanical properties can be achieved, which helps to distribute the weight and load of the vehicle more evenly, reduce local stress. In this way, during a collision, the flared longitudinal frame beam 2 can provide better energy absorption and dispersion to protect the safety of passengers.

[0069] The present utility model also provides a vehicle.

[0070] For the vehicle according to the embodiment of the present utility model, the front subframe assembly 100 of any one of the above embodiments is provided. By providing an inner concave area 21 on the outer side of the middle part of the longitudinal frame beam 2 in the longitudinal direction of the vehicle, when a collision occurs to the vehicle, it can guide the longitudinal frame beam 2 to collapse inward along the transverse direction of the vehicle from the inner concave area 21, which can absorb a certain amount of energy and reduce the collision force invading the cab, thus protecting the driver and passengers to the greatest extent.

[0071] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0072] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principle and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A front subframe assembly, characterized in that: include: A frame crossbeam and two frame longitudinal beams, wherein the two frame longitudinal beams are spaced apart and connected to two ends of the frame crossbeam, and the frame longitudinal beams are extended in the longitudinal direction of the vehicle; The frame longitudinal beam has a concave area formed on the outer side of the middle portion in the longitudinal direction of the vehicle, and the width of the concave area is smaller than the width of both ends of the frame longitudinal beam in the longitudinal direction of the vehicle. The frame longitudinal beam is suitable for collapsing inward from the concave area during a collision.

2. The front subframe assembly according to claim 1, characterized in that: The outer side surface of the concave area includes a front side surface and a rear side surface, the front side surface is connected to the rear side surface along the longitudinal direction of the vehicle, at least a portion of the front side surface is configured to extend inwardly from front to back, and at least a portion of the rear side surface is configured to extend inwardly from back to front.

3. The front subframe assembly according to claim 2, characterized in that: The extension length of the front side in the longitudinal direction of the vehicle is smaller than the extension length of the rear side in the longitudinal direction of the vehicle; And / or, the inward inclination angle of the front side surface is greater than the inward inclination angle of the rear side surface.

4. The front subframe assembly according to claim 2, characterized in that: The end width of the frame rail is D, and the minimum width of the frame rail at the concave area is less than D / 2.

5. The front subframe assembly according to claim 2, characterized in that: The frame longitudinal beam is suitable for collapsing inward from the concave area to an angle of 30° to 90° between the front side surface and the rear side surface during a collision.

6. The front subframe assembly according to claim 1, characterized in that: The concave areas of the two frame longitudinal beams are symmetrically distributed.

7. The front subframe assembly according to any one of claims 1 to 6, characterized in that: The frame longitudinal beam comprises a first plate body and a second plate body, the first plate body and the second plate body are spliced ​​and connected in the up-down direction to define an inner cavity of the longitudinal beam, and the outer side surface of the first plate body and / or the second plate body is formed with the concave area; Alternatively, the frame longitudinal beam is integrally formed.

8. The front subframe assembly according to claim 7, characterized in that: The frame longitudinal beam further includes a reinforcing plate, the reinforcing plate is located between the first plate body and the second plate body, and two ends of the reinforcing plate are respectively supported by the first plate body and the second plate body.

9. The front subframe assembly according to any one of claims 1 to 6, characterized in that: The two frame longitudinal beams extend outwardly from the rear to the front in the longitudinal direction of the vehicle, and the two frame longitudinal beams are distributed in a flared shape.

10. A vehicle, characterized in that: A front subframe assembly according to any one of claims 1 to 9 is provided.

Images