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 longitudinal beam, at least part of the frame longitudinal beam is an inclined section, and the inclined section is constructed to extend outwards from back to front in an inclined mode; the front end of the inner side of the lower swing arm is movably connected with the inclined section through the connecting bolt, the rear end of the inner side of the lower swing arm is suitable for being movably connected with a frame longitudinal beam, and the outer side of the lower swing arm is suitable for being fixed relative to a wheel; the connecting bolt comprises a head section, a middle section and a tail section which are sequentially connected, the diameter of the head section and the diameter of the tail section are both larger than the diameter of the middle section, and the inclined section is suitable for acting on the connecting bolt and enabling the middle section to be broken during collision. According to the front auxiliary frame assembly, when small offset collision occurs, large shearing force is generated to enable the middle section of the connecting bolt to be broken, the lower swing arm is effectively thrown out outwards, and the situation that wheels move towards the inner side of a vehicle to threaten people in the vehicle can be prevented.

Description

Technical Field

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

[0002] At present, the automotive industry is in an era of accelerating transformation. Especially, the Chinese automotive industry is developing rapidly with increasingly fierce competition. In particular, people pay more and more attention to safety needs. Therefore, automotive safety is not only the bottom line of automotive manufacturers but also a respect for life.

[0003] Automotive passive safety includes various situations such as frontal collision and offset collision. Most users encounter the small offset collision scenario more frequently. The connecting parts in the prior art are difficult to play a key role in frontal collision, especially in small offset collision. 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, an object of the utility model is to provide a front subframe assembly. By connecting the lower control arm to the inclined section of the frame longitudinal beam through a connecting bolt, during a small offset collision, a sufficiently large shear force is generated to make the middle section of the connecting bolt more likely to break, so that the lower control arm effectively swings outwards, preventing the wheel from moving towards the inside of the vehicle and threatening the occupants in the vehicle.

[0005] The front subframe assembly according to an embodiment of the utility model includes: a frame longitudinal beam, at least a part of the frame longitudinal beam being an inclined section, the inclined section being configured to extend obliquely outwards from the rear to the front; a lower control arm and a connecting bolt, the inner front end of the lower control arm being movably connected to the inclined section through the connecting bolt, the inner rear end of the lower control arm being adapted to be movably connected to the frame longitudinal beam, and the outer side of the lower control arm being adapted to be relatively fixed to the wheel; wherein, the connecting bolt includes a head section, a middle section and a tail section connected in sequence, the diameters of the head section and the tail section are both larger than the diameter of the middle section, and the inclined section is adapted to act on the connecting bolt during a collision and break the middle section.

[0006] The front subframe assembly according to an embodiment of the utility model connects the lower control arm to the inclined section of the frame longitudinal beam through a connecting bolt. During a frontal collision or a small offset collision, a sufficiently large shear force is generated to break the middle section of the connecting bolt. After the connecting bolt breaks, the lower control arm effectively swings outwards at the shear position, preventing the wheel from moving towards the inside of the vehicle and threatening the occupants in the vehicle.

[0007] The front subframe assembly according to an embodiment of the present utility model further includes a mounting bracket, the mounting bracket is mounted on the inclined section, the inner front end of the lower control arm is connected to the mounting bracket through the connecting bolt, the tail section has an external thread, the head section is limited and pressed against one side of the mounting bracket, the middle section and the tail section penetrate through the mounting bracket, and the part of the tail section with the external thread extends to the other side of the mounting bracket and is connected to a nut.

[0008] For the front subframe assembly according to an embodiment of the present utility model, the length of the middle section is greater than the length of the tail section, and the length of the middle section is greater than the length of the head section.

[0009] For the front subframe assembly according to an embodiment of the present utility model, the length of the tail section is 1 / 3 - 2 / 5 of the total length of the connecting bolt.

[0010] For the front subframe assembly according to an embodiment of the present utility model, the connecting bolt is provided with a weakening structure, and the weakening structure is arranged on the middle section.

[0011] For the front subframe assembly according to an embodiment of the present utility model, the weakening structure is configured as a weakening groove recessed on the outer surface of the middle section, and the weakening groove extends along the circumferential direction of the middle section.

[0012] For the front subframe assembly according to an embodiment of the present utility model, the diameter of the middle section is 10 mm - 15 mm.

[0013] For the front subframe assembly according to an embodiment of the present utility model, the frame longitudinal beam includes a front beam section and a rear beam section, the front beam section is configured as the inclined section, the rear beam section extends in the front - rear direction, the inner front end of the lower control arm is movably connected to the front beam section through the connecting bolt, and the inner rear end of the lower control arm is movably connected to the rear beam section.

[0014] For the front subframe assembly according to an embodiment of the present utility model, there are two frame longitudinal beams, and a front cross - beam, a middle cross - beam and a rear cross - beam are connected between the two frame longitudinal beams, and the front cross - beam, the middle cross - beam and the rear cross - beam are spaced apart in the front - rear direction; the front end of the front beam section is connected to the end of the front cross - beam, the connection part of the front beam section and the rear beam section is connected to the end of the middle cross - beam, and the rear end of the rear beam section is connected to the end of the rear cross - beam.

[0015] The vehicle according to an embodiment of the present utility model includes the above - mentioned front subframe assembly.

[0016] The advantages of the described vehicle compared with the prior art are the same as those of the described front subframe assembly compared with the prior art, and will not be elaborated here.

[0017] 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. Description of the Drawings

[0018] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, wherein:

[0019] Figure 1 is a partial exploded view of the front subframe assembly according to an embodiment of the present utility model;

[0020] Figure 2 is a schematic diagram of the connection structure of the front subframe assembly according to an embodiment of the present utility model;

[0021] Figure 3 is a schematic diagram of the structure of the mounting bracket according to an embodiment of the present utility model;

[0022] Figure 4 is a schematic diagram of the structure of the connecting bolt according to an embodiment of the present utility model.

[0023] Reference Signs:

[0024] Front subframe assembly 100,

[0025] Frame longitudinal beam 1, mounting cavity 11, frame body connection hole 12, reinforcing plate 13, front beam section 14, rear beam section 15, lower swing arm 2, inner front end 21, outer connection end 22, inner rear end 23, mounting bracket 3, side surface 31, mounting hole 311, bolt connection hole 312, connection surface 32, connecting bolt 4, head section 41, intermediate section 42, tail section 43, weakening groove 44, mounting bolt 5, nut 6, front cross beam 7, middle cross beam 8, rear cross beam 9. Detailed Description of the Embodiments

[0026] The embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the drawings, wherein 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 drawings are exemplary only for explaining the present utility model and should not be construed as limiting the present utility model.

[0027] Reference will be made below to Figures 1 - 4 describe the front subframe assembly 100 according to an embodiment of the present utility model. By connecting the lower swing arm 2 to the inclined section of the frame longitudinal beam 1 through the connecting bolt 4, during a small offset collision, a sufficiently large shear force is generated to break the intermediate section 42 of the connecting bolt 4, so that the lower swing arm 2 effectively swings outwards after breaking at the shear position, preventing the wheel from moving towards the inside of the vehicle and threatening the occupants in the vehicle.

[0028] As shown Figures 1 - 4 in FIG. Figures 1 - 4 , the front subframe assembly 100 according to an embodiment of the present utility model includes: a frame longitudinal beam 1, a lower control arm 2, and a connecting bolt 4.

[0029] Wherein, at least a part of the frame longitudinal beam 1 is an inclined section, and the inclined section is configured to extend obliquely outward from the rear to the front; the inner front end 21 of the lower control arm 2 is movably connected to the inclined section through the connecting bolt 4, the inner rear end 23 of the lower control arm 2 is adapted to be movably connected to the frame longitudinal beam 1, and the outer side of the lower control arm 2 is adapted to be relatively fixed to the wheel; wherein, the connecting bolt 4 includes a head section 41, a middle section 42, and a tail section 43 connected in sequence, the diameters of both the head section 41 and the tail section 43 are larger than the diameter of the middle section 42, and the inclined section is adapted to act on the connecting bolt 4 during a collision and break the middle section 42.

[0030] In practice, the lower control arm 2 is located outside the frame longitudinal beam 1 and is respectively connected to the frame longitudinal beam 1 and the wheel, responsible for supporting the weight and steering; at the same time, the lower control arm 2 is used to support the vehicle body and the shock absorber, and buffer the vibration during driving. The ingenious combination of the lower control arm 2 and the shock absorber forms a complete suspension system.

[0031] Specifically, the inclined section of the frame longitudinal beam 1 extends obliquely outward from the rear to the front, the inner and outer directions are along the transverse direction of the vehicle, i.e., the Y direction, and the inner is the direction close to the vehicle center line, and the outer is the direction away from the vehicle center line. The frame longitudinal beam 1 can be partially configured as an inclined section or entirely configured as an inclined section, so that a flared shape is formed between the two frame longitudinal beams 1 of the vehicle from the rear to the front, increasing the strength of the front part of the frame longitudinal beam 1. When the front part of the frame longitudinal beam 1 is collided, it can better absorb the external force and prevent threats to the occupants in the vehicle.

[0032] It should be noted that the collisions of the vehicle include frontal collisions and offset collisions, etc. Among them, the frontal collision can be a collision from directly in front of the vehicle traveling direction, and the offset collision can be a collision from the left front or right front of the vehicle traveling direction. The connecting bolt 4 in the present utility model can break during both the frontal collision and the offset collision, both of which can effectively swing the lower control arm 2 outward, avoiding the wheel connected to the lower control arm 2 from invading the occupant compartment and posing a safety hazard to the occupants. Especially during an offset collision, the extension direction of the inclined section of the frame longitudinal beam forms a smaller angle with the acting direction of the offset collision force, making the collision force on the inclined section act on the connecting bolt 4 and making the connecting bolt 4 more likely to break, which is beneficial to improving the occupant safety during the offset collision.

[0033] Furthermore, the lower control arm 2 is movably connected to the inclined section of the vehicle frame longitudinal beam 1 through a connecting bolt 4 and is also movably connected to the wheel. That is, when the vehicle frame longitudinal beam 1 is subjected to an offset collision, the connecting bolt 4 can break, causing the lower control arm 2 to separate from the inclined section after the connecting bolt 4 breaks, so that the lower control arm 2 swings outwards towards the outside of the vehicle, preventing the wheel from moving towards the inside of the vehicle and threatening the occupants in the vehicle. Connecting the inner front end 21 of the lower control arm 2 to the inclined section can improve the swinging-out efficiency of the lower control arm 2 when the connecting bolt 4 breaks. At the same time, when the front side of the vehicle is subjected to an offset collision, since the connecting bolt 4 is connected to the lower control arm 2 at the inclined section, part of the acting force can be decomposed into the axial and radial directions of the connecting bolt 4, causing the connecting bolt 4 to break.

[0034] As Figure 1 shown, the lower control arm 2 is provided with three connection positions: an inner front end 21, an inner rear end 23, and an outer connection end 22. The inner rear end 23 of the lower control arm 2 is connected to the rear section of the vehicle frame longitudinal beam 1, the inner front end 21 of the lower control arm 2 is connected to the inclined section of the vehicle frame longitudinal beam 1, and the outer connection end 22 of the lower control arm 2 is connected to the wheel. When the connecting bolt 4 at the inner front end 21 of the lower control arm 2 breaks, the inner front end 21 of the lower control arm 2 swings outwards relative to the vehicle frame longitudinal beam 1. Due to the setting of the inclined section of the vehicle frame longitudinal beam 1 and the fact that the inner rear end 23 of the lower control arm 2 remains connected to the vehicle frame longitudinal beam 1 all the time, the front end of the lower control arm 2 remains swung outwards from the vehicle frame longitudinal beam 1 while the rear end of the lower control arm 2 remains connected to the vehicle frame longitudinal beam 1, that is, the wheel swings outwards while not completely separating from the vehicle frame longitudinal beam 1, ensuring an appropriate swing-out.

[0035] Furthermore, setting the diameter of the middle section 42 of the connecting bolt 4 to be smaller than the diameters of the head section 41 and the tail section 43 at both ends can make the connecting bolt 4 break more easily at the set position when subjected to an offset collision, thus meeting the requirement of swinging the wheel outwards by disconnecting the lower control arm 2 from the connecting bolt 4.

[0036] Therefore, by setting the breakable connecting bolt 4 and defining the structure of the connecting bolt 4, when the vehicle is subjected to an offset collision in the front, the middle section 42 of the connecting bolt 4 can break more easily and the lower control arm 2 can swing outwards effectively, preventing the wheel from moving towards the inside of the vehicle and threatening the occupants in the vehicle.

[0037] In some embodiments, the front subframe assembly 100 further includes a mounting bracket 3. The mounting bracket 3 is mounted on the inclined section. The inner front end 21 of the lower control arm 2 is connected to the mounting bracket 3 through a connecting bolt 4. The tail section 43 has an external thread. The head section 41 is limited and pressed against one side of the mounting bracket 3. The middle section 42 and the tail section 43 pass through the mounting bracket 3, and the part of the tail section 43 with the external thread extends to the other side of the mounting bracket 3 and is connected to a nut 6.

[0038] In practice, the mounting bracket 3 is connected to the longitudinal beam 1 of the vehicle frame. One end of the lower control arm 2 is rotatably connected to the connecting bolt 4, and the connecting bolt 4 is connected to the mounting bracket 3, so that the lower control arm 2 is kept connected to the longitudinal beam 1 of the vehicle frame. The tail section 43 of the connecting bolt 4 is provided with an external thread. That is, when the connecting bolt 4 connects the inner front end 21 of the lower control arm 2 to the mounting bracket 3, it is mainly through the external thread of the tail section 43 of the connecting bolt 4 that is threadedly connected to the nut 6, so that the connecting bolt 4 is kept connected to the mounting bracket 3, that is, the connecting bolt 4 connects the inner front end of the lower control arm 2 to the mounting bracket 3.

[0039] In addition, the middle section 42 of the connecting bolt 4 can adopt a smooth surface, combined with the tail section 43 being provided with an external thread, so that the connecting bolt 4 can not only maintain the connection with the nut 6 when the vehicle is not subjected to an offset collision, that is, maintain the connection between the lower control arm 2 and the mounting bracket 3, but also the connecting bolt 4 can be easily broken from the middle section 42 when the vehicle is subjected to an offset collision, so that the wheel can be thrown out towards the outside of the vehicle when the connection between the lower control arm 2 and the connecting bolt 4 fails.

[0040] It should be noted that, as shown in Figure 1 and Figure 3 , the mounting bracket 3 includes two side surfaces 31 and a connecting surface 32, and the two side surfaces 31 are opposite to each other, and the connecting surface 32 connects the two side surfaces 31. When the mounting bracket 3 is installed on the longitudinal beam 1 of the vehicle frame, one side surface 31 of the mounting bracket 3 is located on the front side of the longitudinal beam 1 of the vehicle frame and the other side surface 31 is located on the rear side of the longitudinal beam 1 of the vehicle frame. The length of the side surface 31 located on the front side extending in the vehicle's inner and outer direction is greater than the extension length of the side surface 31 located on the rear side. Each side surface 31 is provided with a mounting hole 311 in the vertical direction, and each mounting hole 311 is used for passing through a mounting bolt 5 to connect the mounting bracket 3 and the longitudinal beam 1 of the vehicle frame in the vertical direction. The two mounting holes 311 are staggered in the vehicle's inner and outer direction, that is, diagonal mounting points, to ensure uniform and symmetrical stress and to strengthen the connection strength between the mounting bracket 3 and the longitudinal beam 1 of the vehicle frame. That is to say, the mounting bracket 3 has a C-shaped structure, and the opening direction of the C-shaped structure faces outward from the vehicle and is perpendicular to the connecting bolt 4, which can avoid the movement clearance when the lower control arm 2 swings up and down and rotates around the center line of the connecting bolt 4.

[0041] Furthermore, the connecting bolt 4 and the mounting bolt 5 are in a perpendicular right-angle relationship, preventing the connecting bolt 4 from exerting the same-direction force on the mounting bolt 5 when the connecting bolt 4 breaks and causing the mounting bolt 5 to break as well. It can cause the cheapest and fewest parts to be damaged to meet the problem of the wheel being thrown outwards, and it is not necessary for too many bolts to break, thus saving maintenance costs.

[0042] In addition, the longitudinal beam 1 of the vehicle frame is provided with an installation cavity 11 that opens towards the outside of the vehicle. After the mounting bracket 3 and the lower swing arm 2 are connected by a connecting bolt 4, the mounting bracket 3 extends into the installation cavity 11 of the longitudinal beam 1 of the vehicle frame along the open opening. Moreover, the longitudinal beam 1 of the vehicle frame is provided with a frame body connection hole 12. The mounting bolt 5 passes through the mounting hole 311 of the mounting bracket 3 and through the frame body connection hole 12 of the longitudinal beam 1 of the vehicle frame to connect the mounting bracket 3 to the longitudinal beam 1 of the vehicle frame. Of course, it is also possible that the mounting bracket 3 is first installed in the installation cavity 11, and then the connecting bolt 4 is connected to the inner front end 21 of the lower swing arm 2, and the connecting bolt 4 connected to the lower swing arm 2 is connected to the mounting bracket 3. The installation sequence can be selected according to the actual situation and the convenience of operation. Further, the installation cavity 11 is provided with a reinforcing plate 13 to maintain the installation strength between the mounting bracket 3 and the longitudinal beam 1 of the vehicle frame.

[0043] That is to say, when the connecting bolt 4 breaks, it is necessary to maintain the strength of the mounting bolt 5 and the mounting bracket 3, so that the lower swing arm 2 only swings outwards towards the vehicle due to the breakage of the connecting bolt 4, which is convenient for controlling the swinging direction of the lower swing arm 2.

[0044] In some embodiments, the length of the middle section 42 is greater than the length of the tail section 43, and the length of the middle section 42 is greater than the length of the head section 41.

[0045] In practice, when the length of the middle section 42 is greater than the length of the tail section 43, the entire connecting bolt 4 can be mainly installed with the inner front end 21 of the lower swing arm 2 through the middle section 42. When the diameter of the middle section 42 is relatively thin and the length is long, the connecting bolt 4 can break more easily from the middle section 42, so that the part of the middle section 42 connecting the lower swing arm 2 breaks, causing the lower swing arm 2 to disengage from the middle section 42, that is, the lower swing arm 2 swings outwards towards the vehicle, causing the wheel to swing outwards.

[0046] It should be noted that the transition section between the middle section 42 and the tail section 43 is short. The diameters or lengths of the middle section 42, the tail section 43, etc. mentioned in the text do not include the diameters or lengths of the transition sections.

[0047] In some embodiments, the length of the tail section 43 is 1 / 3 - 2 / 5 of the total length of the connecting bolt 4.

[0048] In practice, setting the length of the tail section 43 to be approximately 1 / 3 - 2 / 5 of the total length of the connecting bolt 4 can ensure the connection between the connecting bolt 4 and the mounting bracket 3, without making the connection area between the connecting bolt 4 and the nut 6 too large, so that the connecting bolt 4 is not easily broken. That is, it can ensure the connection between the connecting bolt 4 and the mounting bracket 3 under the condition that the vehicle does not collide, ensuring the normal force on the lower swing arm 2 and the wheel, and can also make the connecting bolt 4 break effectively when the vehicle has an offset collision, causing the lower swing arm 2 to swing out, and the lower swing arm 2 drives the wheel to swing out.

[0049] Specifically, if the total length of the connecting bolt 4 is 110 mm, the length of the front section is 7 mm, and the length of the tail section 43 is 40 mm, then the tail section 43 accounts for approximately 0.36 of the total length of the entire connecting bolt 4. By setting the total length of the connecting bolt 4 to 110 mm, it is convenient for the connecting bolt 4 to be connected to the inner front end 21 of the lower swing arm 2. A connecting sleeve is provided at the inner front end 21 of the lower swing arm 2. The connecting sleeve is sleeved on the connecting bolt 4 and enables the lower swing arm 2 to be rotatably connected relative to the connecting bolt 4, thereby providing a moving space for the up-and-down movement of the lower swing arm 2; by limiting the total length of the connecting bolt 4, on the premise of meeting the connection and installation of the lower swing arm 2, the connecting bolt 4 can also meet the requirement of fracture and save the material of the connecting bolt 4.

[0050] In some embodiments, the connecting bolt 4 is provided with a weakening structure, and the weakening structure is arranged on the middle section 42.

[0051] That is to say, by setting the weakening structure on the middle section 42 of the connecting bolt 4, during a small-offset collision, the force on the longitudinal beam 1 of the vehicle frame can be transmitted to the connecting bolt 4, making the middle section 42 of the connecting bolt 4 more likely to break, so that the lower swing arm 2 and the wheel can be quickly thrown out towards the outside of the vehicle, avoiding the wheel from invading the cab and reducing personal injury. Specifically, the weakening structure can be arranged at the position where the middle section 42 is connected to the connecting sleeve of the lower swing arm 2. In this way, when the stress is concentrated on the circumference of the connecting bolt 4, it is easier for the connecting bolt 4 to break, and the lower swing arm 2 can be disengaged from the connecting bolt 4.

[0052] In some embodiments, the weakening structure is configured as a weakening groove 44 recessed on the outer surface of the middle section 42, and the weakening groove 44 extends along the circumference of the middle section 42.

[0053] Wherein, when the connecting bolt 4 breaks, the force on the outer circumference of the connecting bolt 4 is concentrated, causing the connecting bolt 4 to break radially. By setting the weakening groove 44 to extend along the circumference of the connecting bolt 4, it is equivalent to weakening the strength of the middle section 42, enabling the connecting bolt 4 to break quickly when subjected to an external force.

[0054] Specifically, shear notches can also be added to the middle section 42. The shear notches are equivalent to the above-mentioned weakening grooves 44 and can be arranged in one, two or three circles along the circumference of the connecting bolt 4, or partially extend in the circumferential direction of the middle section 42, making the strength of the middle section of the connecting bolt 4 weaker than that of the two ends. When the connecting bolt 4 is stressed, the middle section 42 can break.

[0055] In some embodiments, the diameter of the middle section 42 is 10 mm - 15 mm.

[0056] In practice, the diameter of the middle section 42 can be set to 12.6 mm. Of course, this middle section 42 does not include the position at the transition between the middle section 42 and the tail section 43. The diameters of the head section 41 and the tail section 43 can be 14 mm, which can make the connecting bolt 4 more likely to break at the position of the middle section 42 when subjected to an offset collision, so that the lower control arm 2 swings outwards.

[0057] In some embodiments, the longitudinal frame beam 1 includes a front beam section 14 and a rear beam section 15. The front beam section 14 is configured as an inclined section, and the rear beam section 15 extends in the front-rear direction. The inner front end 21 of the lower control arm 2 is movably connected to the front beam section 14 through the connecting bolt 4, and the inner rear end 23 of the lower control arm 2 is movably connected to the rear beam section 15.

[0058] Among them, the front beam section 14 is an inclined section. When the connecting bolt 4 is connected to the inclined section, the axial extension direction of the connecting bolt 4 can extend along the front-rear direction of the vehicle, so as to form an angle with the extension direction of the inclined section. The rear beam section 15 extends in the front-rear direction. It should be noted that the front-rear direction here is not the absolute front or rear direction. The front and rear directions are the directions of the central vertical lines in the width direction of the vehicle. At this time, the rear beam section 15 extends in the front-rear direction, which may be that there is an angle between the rear beam section 15 and the central vertical line, such as the angle is 1-5°; and the central axis of the connecting bolt 4 forms an angle with the front beam section 14. During a small offset collision, the force on the front subframe longitudinal beam 1 is decomposed and transmitted to the radial and axial directions of the connecting bolt 4, and the decomposed force received by the connecting bolt 4 causes the middle part to be sheared and broken.

[0059] Specifically, as Figure 1 shown, the front subframe assembly is provided with a longitudinal frame beam 1. The mounting bracket 3 is connected to the longitudinal frame beam 1 through the mounting bolt 5. The longitudinal frame beam 1 is provided with a front beam section 14 and a rear beam section 15. The front beam section 14 and the rear beam section 15 are integrally formed, and the front beam section 14 is configured as an inclined section, that is, the front beam section 14 is configured to extend obliquely inwards from front to back. The rear beam section 15 can be extended and arranged in the front-rear direction, so that at least part of the longitudinal frame beam 1 is set as an inclined section. The mounting bracket 3 is connected to the front beam section 14 through the mounting bolt 5; at the same time, the inner front end 21 of the lower control arm 2 is connected to the front beam section 14 through the mounting bracket 3, and the inner rear end 23 of the lower control arm 2 is movably connected to the rear beam section 15, thereby improving the reliability of the connection between the lower control arm 2 and the longitudinal frame beam 1. When the connecting bolt 4 breaks, the lower control arm 2 swings outwards towards the outside of the vehicle and the inner rear end 23 of the lower control arm 2 is always connected to the rear beam section 15, that is, the wheel has an outward acting force, but at the same time the wheel does not swing outwards too much or even completely break away, which can not only avoid the wheel invading the cab and reducing personnel injuries, but also enable the wheel to still be connected to the longitudinal frame beam 1 and support the vehicle body, improving driving safety.

[0060] In some embodiments, there are two longitudinal frame beams 1, and a front cross beam 7, a middle cross beam 8 and a rear cross beam 9 are connected between the two longitudinal frame beams 1. The front cross beam 7, the middle cross beam 8 and the rear cross beam 9 are spaced apart in the front-rear direction; the front end of the front beam section 14 is connected to the end of the front cross beam 7, the connection part between the front beam section 14 and the rear beam section 15 is connected to the end of the middle cross beam 8, and the rear end of the rear beam section 15 is connected to the end of the rear cross beam 9.

[0061] Specifically, the front subframe assembly 100 is provided with longitudinal frame beams 1. The longitudinal frame beams 1 are arranged inside the vehicle body and extend in the front-rear direction. The longitudinal frame beams 1 can be arranged as two, and the two longitudinal frame beams 1 are spaced apart in the transverse direction, so as to play a bearing role. A frame cross beam is arranged between the two longitudinal frame beams 1, and both ends of the frame cross beam are respectively connected to the two longitudinal frame beams 1 by means of welding or the like, so as to provide omnidirectional bearing for the vehicle body, and can also conduct and reduce vibrations during vehicle driving, ensuring the comfort of vehicle use.

[0062] Refer to Figure 2 As shown, the frame cross beam includes a front cross beam 7, a middle cross beam 8, and a rear cross beam 9 that are sequentially spaced apart along the front and rear of the vehicle. Each frame cross beam is connected to the two longitudinal frame beams 1 to form the framework of the entire subframe, improving the support effect. And the front and rear directions of the vehicle are perpendicular to the axes of the front cross beam 7, the middle cross beam 8, and the rear cross beam 9, and the longitudinal frame beam 1 is separated into a front beam section 14 and a rear beam section 15 by the middle cross beam 8. The front beam section 14 is an inclined section, that is, there is an included angle between the front beam section 14 and the axis perpendicular to the front cross beam 7, the middle cross beam 8, and the rear cross beam 9. Thus, when the front beam section 14 is subjected to a frontal collision or an offset collision, the acting force can be better dispersed to the connecting bolt 4 and the connecting bolt 4 can be broken.

[0063] Furthermore, both longitudinal frame beams 1 are provided with mounting brackets 3, that is, the mounting brackets 3 are arranged as two, and the two mounting brackets 3 are respectively connected to the sides of the two longitudinal frame beams 1 facing away from each other. And the lower control arms 2 are also arranged as two, and the two lower control arms 2 are arranged in one-to-one correspondence with the two mounting brackets 3, that is, each lower control arm 2 can be connected to the corresponding longitudinal frame beam 1 through a mounting bracket 3. Each lower control arm 2 and the corresponding mounting bracket 3 are connected by a connecting bolt 4. That is, when the vehicle has an offset collision, the connecting bolts 4 on both sides can be broken, thereby avoiding the intrusion of the wheels and the like into the passenger compartment and ensuring the safety of vehicle use.

[0064] An embodiment of the present utility model also discloses a vehicle, which includes the above-mentioned front subframe assembly 100. By connecting the lower control arm 2 to the inclined section of the vehicle frame longitudinal beam 1 through a connecting bolt 4, when the vehicle is subjected to a small offset collision in the front, a large enough shear force is generated to break the middle section 42 of the connecting bolt 4, so that the lower control arm 2 effectively swings outwards after breaking at the shear position, preventing the wheel from moving towards the inside of the vehicle and threatening the vehicle occupants, thereby improving the driving safety of the vehicle.

[0065] 1. In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "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.

[0066] 2. In the description of the present utility model, "the first feature" and "the second feature" may include one or more of such features.

[0067] 3. In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0068] 4. In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through other features therebetween.

[0069] 5. In the description of the present utility model, the first feature being "above", "above" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature.

[0070] In the description of this specification, the description with reference to terms such as "an 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 may be combined in any one or more embodiments or examples in a suitable manner.

[0071] Although embodiments of the present invention 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 principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A front subframe assembly, characterized in that: include: A frame longitudinal beam, at least a portion of which is an inclined section, and the inclined section is configured to extend outwardly from rear to front; A lower swing arm and a connecting bolt, wherein the inner front end of the lower swing arm is movably connected to the inclined section through the connecting bolt, the inner rear end of the lower swing arm is suitable for being movably connected to the frame longitudinal beam, and the outer side of the lower swing arm is suitable for being fixed relative to the wheel; Wherein, the connecting bolt includes a head section, a middle section and a tail section which are connected in sequence, the diameter of the head section and the diameter of the tail section are both larger than the diameter of the middle section, and the inclined section is suitable for acting on the connecting bolt and breaking the middle section during a collision.

2. The front subframe assembly according to claim 1, characterized in that: It also includes a mounting bracket, which is mounted on the inclined section, the inner front end of the lower swing arm is connected to the mounting bracket through the connecting bolt, the tail section is provided with an external thread, the head section is limited and pressed against one side of the mounting bracket, the middle section and the tail section are passed through the mounting bracket, and the part of the tail section provided with the external thread extends to the other side of the mounting bracket and is connected to a nut.

3. The front subframe assembly according to claim 1, characterized in that: The length of the middle section is greater than the length of the tail section, and the length of the middle section is greater than the length of the head section.

4. The front subframe assembly according to claim 1, characterized in that: The length of the tail section is 1 / 3-2 / 5 of the total length of the connecting bolt.

5. The front subframe assembly according to claim 1, characterized in that: The connecting bolt is provided with a weakening structure, and the weakening structure is arranged in the middle section.

6. The front subframe assembly according to claim 5, characterized in that: The weakened structure is configured as a weakened groove recessed on the outer surface of the middle segment, and the weakened groove extends along the circumference of the middle segment.

7. The front subframe assembly according to claim 1, characterized in that: The diameter of the middle section is 10mm-15mm.

8. The front subframe assembly according to any one of claims 1 to 7, characterized in that: The frame longitudinal beam includes a front beam section and a rear beam section, the front beam section is constructed as the inclined section, and the rear beam section extends in the front-to-back direction, the inner front end of the lower swing arm is movably connected to the front beam section by the connecting bolt, and the inner rear end of the lower swing arm is movably connected to the rear beam section.

9. The front subframe assembly according to claim 8, characterized in that: There are two frame longitudinal beams, and a front cross beam, a middle cross beam and a rear cross beam are connected between the two frame longitudinal beams, and the front cross beam, the middle cross beam and the rear cross beam are spaced apart and distributed along the front-to-back direction; The front end of the front beam section is connected to the end of the front cross beam, the connection between the front beam section and the rear beam section is connected to the end of the middle cross beam, and the rear end of the rear beam section is connected to the end of the rear cross beam.

10. A vehicle, characterized in that: The invention comprises the front subframe assembly according to any one of claims 1 to 9.

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