Auxiliary frame anti-collision beam, auxiliary frame and vehicle

Abstract

The utility model provides an auxiliary frame anti-collision beam, an auxiliary frame and a vehicle. The auxiliary frame anti-collision beam comprises a camber beam and energy absorption boxes, the front ends of the energy absorption boxes are connected to the two sides of the camber beam respectively, the rear ends of the energy absorption boxes are connected with the front ends of auxiliary frame longitudinal beams, the extension directions of the energy absorption boxes and the auxiliary frame longitudinal beams are consistent in the first direction, and the energy absorption boxes oppositely extend in the direction close to the auxiliary frame longitudinal beams. The auxiliary frame longitudinal beams oppositely extend in the direction away from the energy absorption boxes. According to the auxiliary frame anti-collision beam, the auxiliary frame and the vehicle, the crumple energy absorption effect in the small offset collision process can be well achieved, and the safety of a driver and passengers is protected.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of vehicle safety, in particular to a subframe anti-collision beam, a subframe and a vehicle. BACKGROUND

[0002] From traditional fuel vehicles to light hybrid vehicles, plug-in hybrid vehicles and pure electric vehicles, vehicle safety has always been a topic of concern. Whether it is passive safety that has always adhered to the essence or active safety performance that is increasingly valued by people, the purpose is to maximize the protection of personal safety and reduce property losses.

[0003] Automobile passive safety includes frontal collision, offset collision and the like, and most users encounter more small offset collision scenes, so the front subframe anti-collision beam plays a key role in small offset collision.

[0004] However, in actual small offset collision, due to unreasonable force transmission path, the collapse effect of the force transmission component participating in the collision is not ideal, which causes the passenger compartment to deform and seriously affects the safety of passengers. CONTENT OF THE INVENTION

[0005] The application provides a subframe anti-collision beam, a subframe and a vehicle, to solve the problem that in the prior art, due to unreasonable force transmission path, the passenger compartment deforms in small offset collision, affecting the safety of passengers.

[0006] The application provides a subframe anti-collision beam, the energy absorption box is connected to the two sides of the bent beam at the front end, the rear end of the energy absorption box is connected to the front end of the subframe longitudinal beam, and the energy absorption box and the subframe longitudinal beam extend along the first direction.

[0007] In a possible implementation manner, the subframe anti-collision beam provided by the application extends towards the direction close to the subframe longitudinal beam, and the subframe longitudinal beam extends towards the direction away from the energy absorption box.

[0008] In a possible implementation manner, the subframe anti-collision beam provided by the application extends away from the direction close to the subframe longitudinal beam, and the subframe longitudinal beam extends away from the direction away from the energy absorption box.

[0009] In a possible implementation manner, the front end of the energy absorption box of the subframe anti-collision beam provided by the application is formed with a notch accommodating the bent beam

[0010] In a possible implementation manner, the front end of the energy absorption box of the subframe anti-collision beam provided by the application is formed with a notch accommodating the bent beam and is fixed to the bent beam through the notch, or the front end of the energy absorption box is formed with a notch accommodating the bent beam below and is fixed to the bent beam through the notch.

[0011] In a possible implementation, the subframe crash beam provided by the present application, the front end of the energy absorption box forms a U-shaped notch and is fixed to the curved beam through the notch.

[0012] In a possible implementation, the subframe crash beam provided by the present application, the energy absorption box has an inner side plate and an outer side plate in the vehicle width direction, and the side length of the outer side plate is smaller than the side length of the inner side plate.

[0013] The present application also provides a subframe, comprising a subframe body and the subframe crash beam described above.

[0014] The subframe body comprises at least two subframe longitudinal beams extending in a first direction, the rear end of the energy absorption box is connected to the subframe longitudinal beam through a connecting support, the connecting support comprises a first connecting support connected to the energy absorption box, and the inner side of the first connecting support is provided with a bent section extending towards the curved beam.

[0015] In a possible implementation, the subframe longitudinal beam provided by the present application, the connecting support further comprises a second connecting support, and the second connecting support is provided with a plurality of through holes fixed to the subframe longitudinal beam.

[0016] In a possible implementation, the subframe longitudinal beam provided by the present application, one of the second connecting support and the subframe longitudinal beam is provided with a limiting protrusion, and the other of the second connecting support and the subframe longitudinal beam is provided with a limiting groove.

[0017] The present application also provides a vehicle, comprising a swing arm, a steering knuckle, a wheel and a subframe. The swing arm is connected to the subframe longitudinal beam of the subframe, the swing arm is connected to the steering knuckle, and the steering knuckle is connected to the wheel.

[0018] The subframe crash beam, the subframe and the vehicle provided by the present application can realize the collapse of the curved beam, the energy absorption box and the subframe longitudinal beam in the same straight line or close to the same straight line direction in the small offset collision process, thereby achieving a good energy absorption effect and protecting the safety of the driver and passengers. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0020] Figure 1 The structural schematic diagram of the sub-frame anti-collision beam provided by the embodiments of the present application is shown in the figure.

[0021] Figure 2 The structural explosion diagram of the sub-frame provided by the embodiments of the present application is shown in the figure.

[0022] Figure 3 The connection structure schematic diagram of the energy absorption box and the sub-frame longitudinal beam provided by the embodiments of the present application is shown in the figure.

[0023] Figure 4 The overall structural schematic diagram of the sub-frame provided by the embodiments of the present application is shown in the figure.

[0024] Figure 5 The connection structure schematic diagram of the sub-frame and the wheel and the knuckle provided by the embodiments of the present application is shown in the figure.

[0025] Explanation of reference signs:

[0026] 100, sub-frame body; 1, bent beam; 12, energy absorption box; 120, notch; 121, inner edge plate; 122, outer edge plate; 13, connecting bracket; 131, first connecting bracket; 132, second connecting bracket; 133, bending section; 134, through hole; 135, limiting protrusion; 136, limiting groove; 2, sub-frame longitudinal beam; 21, bending point; 22, swing arm; 23, knuckle; 24, wheel; 3, bolt.

[0027] Through the above drawings, the specific embodiments of the present application have been shown, and more detailed description will be given hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the present application by any means, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0028] The exemplary embodiments will be described in detail herein with reference to the accompanying drawings. Unless otherwise indicated, the same numbers on different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments are not meant to represent all implementations consistent with the present application. Rather, they are merely examples that can be implemented in conjunction with some aspects of the present application, as detailed in the appended claims.

[0029] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the present application will be described below with reference to the drawings:

[0030] Referring to Figure 1 and Figure 2 , the sub-frame anti-collision beam of the embodiment of the present application includes a bent beam 1 and an energy-absorbing box 12.

[0031] The energy-absorbing box 12 has two front ends connected to the two sides of the bent beam 1 respectively, and the rear end of the energy-absorbing box 12 is connected to the front end of the sub-frame longitudinal beam 2. The energy-absorbing box 12 and the sub-frame longitudinal beam 2 both extend along the first direction.

[0032] According to the sub-frame anti-collision beam in the embodiment of the present application, the front end of each of the two energy-absorbing boxes 12 is connected to the two sides of the bent beam 1 respectively, the rear end of the energy-absorbing box 12 is connected to the front end of the sub-frame longitudinal beam 2, and the two energy-absorbing boxes 12 and the sub-frame longitudinal beam 2 both extend along the first direction. That is, the energy-absorbing box 12 and the sub-frame longitudinal beam 2 extend in the same direction, so in the process of collision, such as in the case of small offset collision, the bent beam 1 is first stressed, at this time the collision force is transmitted through the bent beam 1, the energy-absorbing box 12 and the sub-frame longitudinal beam 2 in turn. Since the energy-absorbing box 12 and the sub-frame longitudinal beam 2 extend in the same direction in the first direction, that is, in the same straight line or in a direction close to the same straight line, this can avoid the bending of the connection between the energy-absorbing box 12 and the sub-frame longitudinal beam 2 in the process of collision force transmission, thereby affecting the collapse energy-absorbing effect. Thus, the bent beam 1, the energy-absorbing box 12 and the sub-frame longitudinal beam 2 can be well collapsed in the same straight line or in a direction close to the same straight line in the process of small offset collision, effectively absorbing the collision energy, thereby achieving good energy-absorbing effect and protecting the safety of the driver and passengers.

[0033] In the embodiment of the present application, the first direction is the Y1 direction in Figure 2 , indicating the extension direction of the energy-absorbing box 12 and the sub-frame longitudinal beam 2, that is, close to the transmission direction of the collision force in the process of small offset collision. The length direction of the vehicle is the Y direction in Figure 2 , the width direction of the vehicle is the X direction in Figure 2 , and the front end a and the rear end b of the vehicle are as shown in Figure 1 , the front end a is the side where the vehicle head is located, and the rear end b is the side where the vehicle tail is located.

[0034] Specifically, the first direction Y1 can be the same as the direction of the length direction Y of the vehicle, at this time, the two sub-frame longitudinal beams 2 both extend along the length direction of the vehicle and are parallel to each other, and the two energy absorption boxes 12 both extend along the length direction of the vehicle and are parallel to each other. The first direction Y1 can also be different from the direction of the length direction Y of the vehicle, that is, the first direction Y1 is arranged at a certain angle with the length direction Y of the vehicle, and the energy absorption box 12 and the sub-frame longitudinal beam 2 both extend along the first direction Y1 at a certain angle with the length direction Y of the vehicle.

[0035] In this way, the above two cases can both meet the transmission of the collision force of the bending beam 1, the energy absorption box 12 and the sub-frame longitudinal beam 12 in the same straight line or the direction close to the same straight line, and thus a good collapse and energy absorption effect is achieved.

[0036] In the specific implementation, referring to FIGS. 1 to 4, Figure 1 , Figure 2 , Figure 4 , Figure 5 as shown, when a small offset collision occurs, the collision force is transmitted through the bending beam 1, the energy absorption box 12 and the sub-frame longitudinal beam 2 in turn, and when the collision force is transmitted to the bending point 21, the bending point 21 can effectively guide the sub-frame longitudinal beam 2 to bend and deform at this position, and in the bending and deforming process, the sub-frame longitudinal beam 2 can be pulled and thus drive the swing arm 22 and the front sub-frame longitudinal beam 2 to be forced to separate at the connection position. Since the wheel 24 is connected with the steering knuckle 23 and the swing arm 22, the wheel 24 can drive the steering knuckle 23 and the swing arm 22 to swing outwards, avoiding the wheel 24 from invading the cab and reducing the injury to the personnel. Since the collision force can be transmitted through the bending beam 1, the energy absorption box 12 and the sub-frame longitudinal beam 2 along the first direction Y1 during the collision, the collision force can be effectively transmitted to the bending point 21 of the sub-frame longitudinal beam 2 while the above components collapse and absorb energy, and the sub-frame longitudinal beam 2 is guided to bend at this position by the bending point 21 and thus drive the swing arm 22 to be forced to separate.

[0037] Specifically, considering the potential assembly errors at the connection points of the subframe longitudinal beam 2 and the energy-absorbing box 12, and the possibility that the subframe longitudinal beam 2 and the energy-absorbing box 12 may need to avoid each other due to the influence of other components when arranged on the vehicle, it is difficult to ensure that the energy-absorbing box 12 and the subframe longitudinal beam 2 are on the same perfectly straight line. Therefore, the statement that both the energy-absorbing box 12 and the subframe longitudinal beam 2 extend along the first direction can be understood as: the energy-absorbing box 12 and the subframe longitudinal beam 2 extend on the same perfectly straight line, or it is permissible for the energy-absorbing box 12 and the subframe longitudinal beam 2 to extend on the same perfectly straight line. The longitudinal beam 2 extends in a roughly straight direction. Under the premise that the collision force can guide the subframe longitudinal beam 2 to effectively bend at the bending point 21 and cause the swing arm 22 to be disengaged by force, this embodiment defines the extension direction of the energy absorption box 12 to form a first angle A with the vehicle length direction Y, and the extension direction of the subframe longitudinal beam 2 to form a second angle B with the vehicle length direction Y. As long as the relationship between the first angle A and the second angle B is 90%B < A < 110%B, it can meet the overall vehicle layout requirements and ensure the effective transmission of the collision force.

[0038] See also some of the possible implementation methods. Figure 1 , Figure 2 As shown, the energy-absorbing box 12 extends towards the subframe longitudinal beam 2. The subframe longitudinal beam 2 extends towards the energy-absorbing box 12.

[0039] Specifically, in some cases, considering the overall vehicle layout requirements and small offset collision scenarios, the subframe longitudinal beams 2 and subframe crossbeams may need to be arranged in an outward V-shape. Therefore, in this embodiment, the two energy-absorbing boxes 12 are arranged to extend towards each other from the front to the rear of the vehicle, meaning the distance between the two energy-absorbing boxes 12 in the vehicle width direction X gradually decreases from the front to the rear of the vehicle. Conversely, the two subframe longitudinal beams 2 extend towards each other from the front to the rear of the vehicle, meaning the distance between the two subframe longitudinal beams 2 in the vehicle width direction X gradually decreases from the front to the rear of the vehicle. This ensures that the distance between the rear ends of the two energy-absorbing boxes 12 in the vehicle width direction X is consistent with the distance between the front ends of the two subframe longitudinal beams 2 in the vehicle width direction X. This facilitates connection and fixation while ensuring that both the energy-absorbing boxes 12 and the subframe longitudinal beams 2, as a whole, gradually decrease in distance from the front to the rear of the vehicle in the vehicle width direction X. Therefore, while meeting and cooperating with the subframe installation layout, the energy absorption box 12 can have a more reasonable offset collision angle, better guide the bending point 21 of the subframe to deform and bend, thereby better meeting the effect of small offset collision.

[0040] In some feasible ways, the energy-absorbing box 12 extends in the opposite direction toward the subframe longitudinal beam 2, and the subframe longitudinal beam 2 extends in the opposite direction away from the energy-absorbing box 12.

[0041] Specifically, there are some other cases, combined with the whole vehicle layout demand and the small offset collision scene, the mounting of the subframe longitudinal beam 2 cooperates with the subframe transverse beam, which may be arranged in an inner eight-shaped manner, so in the embodiment of the application, the two energy absorption boxes 12 can also be arranged to extend away from each other in the direction close to the subframe longitudinal beam 2, that is, the two energy absorption boxes 12 gradually increase in distance in the vehicle width direction X from the front end of the vehicle to the rear end of the vehicle, and the two subframe longitudinal beams 2 extend away from each other, that is, the two subframe longitudinal beams 2 gradually increase in distance in the vehicle width direction X from the front end of the vehicle to the rear end of the vehicle. In this way, the distance between the rear ends of the two energy absorption boxes 12 in the vehicle width direction X is consistent with the distance between the front ends of the two subframe longitudinal beams 2 in the vehicle width direction X. While facilitating the connection and fixation between the two, it can also ensure that the energy absorption box 12 and the subframe longitudinal beam 2 gradually increase in distance in the vehicle width direction X from the front end of the vehicle to the rear end of the vehicle. Therefore, while meeting and cooperating with the mounting and arrangement of the subframe, the energy absorption box 12 can have a more reasonable offset collision angle and better guide the bending point 21 of the subframe to deform and bend, so as to better meet the effect of small offset collision.

[0042] In some implementable manners, referring to Figure 1 It is shown that the front end of the two energy absorption boxes 12 of the embodiment of the application is formed with a notch 120 accommodating the bent beam 1.

[0043] Specifically, in order to ensure the connection stability between the energy absorption box 12 and the bent beam 1 and meet the effective transmission of collision force during the collision process, the front end of the energy absorption box 12 is arranged to accommodate the bent beam 1. The purpose of arranging the notch 120 is to increase the contact area between the energy absorption box 12 and the bent beam 1. For example, if the two are fixed by welding, at least two welding edges can be used for welding fixation through the cooperation of the notch and the bent beam, so as to realize the connection reliability of the energy absorption box 12 and the bent beam 1.

[0044] In the application, the specific shape of the notch is not limited, and the notch 120 can be rectangular, square, circular or elliptical, etc. Then a cooperation structure corresponding to the shape of the notch 120 is formed at the corresponding position of the bent beam 1. Of course, in order to simplify the process, the notch can also be directly arranged to have a shape completely matching the cooperation surface of the bent beam 1 at the corresponding position.

[0045] In some implementable manners, referring to Figure 1 and Figure 2 It is shown that the front end of the energy absorption box 12 of the embodiment of the application is formed with a notch 120 accommodating the bent beam 1 and fixed with the bent beam 1 through the notch 120, or the front end of the energy absorption box 12 is formed with a notch 120 accommodating the bent beam 1 and fixed with the bent beam 1 through the notch 120.

[0046] Specifically, the bending beam 1 is the first force receiving component in the small offset collision process, and its position, such as high or low, will directly affect whether the collision force can be effectively transmitted to the energy absorption box 12 and the sub-frame longitudinal beam 2. Therefore, in combination with the small offset collision and the overall arrangement requirements, a notch 120 accommodating the bending beam 1 is formed above the front end of the energy absorption box 12, that is, the bending beam 1 is fixed above the notch 120 and the energy absorption box 12, so that the bending beam 1 is ensured to be at a relatively high position relative to the energy absorption box 12 to participate in the force transmission in the small offset collision. Alternatively, notches 120 accommodating the bending beam 1 can be formed below the front ends of the two energy absorption boxes 12, that is, the bending beam 1 is fixed below the notches and the energy absorption boxes 12, so that the bending beam 1 is ensured to be at a relatively low position relative to the energy absorption boxes 12 to participate in the force transmission in the small offset collision. In the embodiment of the present application, the notch 120 can be an L-shaped notch 120, which is convenient to process and can well cooperate with the profile of the bending beam 1 to meet the connection strength.

[0047] In the embodiment of the present application, the bending beam 1 is fixed to the energy absorption box 12 above or below the notch 120, depending on the actual requirements of the overall arrangement and the small offset collision effect, so that the bending beam 1 can be at an appropriate height to participate in the transmission of the collision force, thereby meeting the collapse and energy absorption effect and guiding the bending of the sub-frame longitudinal beam 2 and the force separation of the swing arm 22, avoiding the wheel from invading the cab and reducing the injury to the personnel.

[0048] In some implementations, the front ends of the two energy absorption boxes 12 form U-shaped notches 120 and are fixed to the bending beam 1 through the notches 120.

[0049] Specifically, in order to realize the connection reliability of the energy absorption box 12 and the bending beam 1 and the collision energy absorption effect, the front end of the energy absorption box 12 can form a U-shaped notch 120. The U-shaped notch 120 has the advantages that it can meet the installation requirements of the bending beam 1 in the height direction, the notch 120 can be opened at any position of the energy absorption box 12 in the height direction to cooperate with the bending beam 1, and the three edges of the energy absorption box 12 can be connected and fixed to the bending beam 1, so that better connection effect can be achieved.

[0050] In some implementations, as shown in Figure 1 and Figure 2 , the two energy absorption boxes 12 each have an inner side plate 121 and an outer side plate 122 in the vehicle width direction X, and the side length of the outer side plate 122 is smaller than the side length of the inner side plate 121.

[0051] Specifically, in a small offset collision, considering the collision force transmission path relationship of the bending beam 1, the energy absorption box 12, and the subframe longitudinal beam 2, it is necessary to ensure that the subframe longitudinal beam 2 bends at the bending point 21 to cause the control arm 22 to be disengaged from the connection position of the front subframe longitudinal beam 2, so that the wheel 24 drives the steering knuckle 23 and the control arm 22 to be thrown out of the vehicle, thus preventing the wheel 24 from intruding into the cab. Therefore, in order to better achieve effective bending of the subframe longitudinal beam 2 at the bending point 21 and realize the force disengagement of the swing arm 22 at the connection position, in the vehicle width direction X, combined with the connection requirements of the energy-absorbing box 12 with the bending beam 1 and the subframe longitudinal beam 2, the length of the outer side plate 122 is set to be less than the length of the inner side plate 121. In this way, during the collision force transmission process, in addition to the predetermined transmission path of the force from the bending beam 1 to the energy-absorbing box 12 and the subframe longitudinal beam 2, the difference in length between the inner side plate 121 and the outer side plate 122 of the energy-absorbing box 12 creates a strength difference between the inner and outer sides of the energy-absorbing box 12, that is, the outer strength is weaker than the inner strength. During the collision, the outer strength of the energy-absorbing box is weaker than the inner strength and collapses first, further guiding the subframe longitudinal beam 2 to effectively bend at the bending point 21 and promptly causing the swing arm 22 to disengage under force.

[0052] In some embodiments, the energy-absorbing box 12 can be a machined aluminum profile, and the energy-absorbing box 12 is a frame structure. For example, the cross-section of the energy-absorbing box 12 can form a H-shaped structure, which ensures strength while also having good collapse performance.

[0053] See also some possible implementations. Figure 2 , Figure 3 As shown, the subframe includes the subframe body 100 and the subframe anti-collision beam;

[0054] The subframe body 100 includes at least two subframe longitudinal beams 2 extending along a first direction. The rear end of the energy-absorbing box 12 is connected to the subframe longitudinal beams 2 via a connecting bracket 13. The connecting bracket 13 includes a first connecting bracket 131 connected to the energy-absorbing box 12. A bent section 133 extending toward the bending beam 1 is provided on the inner side of the first connecting bracket 131.

[0055] In the embodiment of the present application, the auxiliary frame body 1 can include an auxiliary frame beam and two auxiliary frame longitudinal beams 2 extending in the first direction, the energy absorption box 12 is connected and fixed with the auxiliary frame longitudinal beam 2 through the connecting bracket 13, at one end towards the energy absorption box 12, the connecting bracket 13 is connected with the energy absorption box 12 through the first connecting bracket 131, the first connecting bracket 131 is an L-shaped plate structure, the L-shaped plate includes a straight plate connected with the rear end of the energy absorption box 12 and a bent segment 133 tightly matched with the inner side of the energy absorption box, the bent segment 133 extends towards the bending beam direction through the inner side of the straight plate of the first connecting bracket 131 to form. In this way, the strength difference between the inner side and the outer side of the energy absorption box 12 can be further realized, that is, the outer side strength is weaker than the inner side strength, and in the collision, the outer side strength can be preferentially collapsed, further guiding the auxiliary frame longitudinal beam 2 to effectively bend at the bending point 21 and timely drive the swing arm to be stressed and separated.

[0056] In some implementations, referring to Figure 3 The connecting bracket 13 further includes a second connecting bracket 132, and the second connecting bracket 132 is provided with a plurality of through holes 134 fixed with the auxiliary frame longitudinal beam 2.

[0057] In specific implementation, at one end towards the auxiliary frame longitudinal beam 2, the connecting bracket 13 further includes the second connecting bracket 132, and the energy absorption box 12 is connected with the auxiliary frame longitudinal beam 2 through the second connecting bracket 132.

[0058] Specifically, the second connecting bracket 132 is provided with a plurality of through holes 134 fixed with the auxiliary frame longitudinal beam 2, the upper end and the lower end of the auxiliary frame longitudinal beam 2 are both provided with a circular hole matched with the through hole 134 of the second connecting bracket 132, and the outer side of one end of the circular hole is provided with a nut fixed thereon, in assembly, the second connecting bracket 132 is inserted into the front end opening of the auxiliary frame longitudinal beam 2, so that the through hole 134 of the second connecting bracket is matched with the circular hole of the auxiliary frame longitudinal beam 2, at this time, the bolt 3 is passed through the other end of the circular hole of the auxiliary frame longitudinal beam 2 and is screwed with the nut, so that the fixing between the auxiliary frame longitudinal beam 2 and the energy absorption box 12 is completed.

[0059] In the embodiment of the present application, in order to avoid the single-point fixing of the energy absorption box 12 and the auxiliary frame longitudinal beam 2 affecting the collision force transmission when the collision force is transmitted, the through hole 134 of the second connecting bracket 132 and the circular hole of the auxiliary frame longitudinal beam 2 are both provided with a plurality of corresponding structures to ensure that they do not bend during the collision process. Preferably, in combination with the mounting space, force transmission stability, installation convenience and cost of the auxiliary frame longitudinal beam 2 and the energy absorption box 12, the through hole 134 and the circular hole structure are provided as two groups,

[0060] In some implementations, referring to Figure 3As shown, one of the second connecting bracket 132 and the subframe longitudinal beam 2 is provided with a limiting protrusion 135, and the other of the second connecting bracket 132 and the subframe longitudinal beam 2 is provided with a limiting groove 136.

[0061] Specifically, since the energy-absorbing box 12 in this application embodiment can have a notch 120 formed above or below the front end to accommodate the curved beam 1, the following description will be based on the example of the notch 120 formed below the front end of the energy-absorbing box 12 and the curved beam 1. In order to avoid the anti-collision beam being unable to be assembled after rotating 180°, this application provides a limiting protrusion 135 in one of the second connecting bracket 132 and the sub-frame longitudinal beam 2, and a limiting groove 136 in the other of the second connecting bracket 132 and the sub-frame longitudinal beam 2. The anti-collision beam is assembled by combining the limiting protrusion 135 and the limiting groove 136.

[0062] For ease of explanation, this application uses the example of a limiting protrusion 135 on the upper end of the second connecting bracket 132 and a limiting groove 136 on the upper end of the subframe longitudinal beam 2. During assembly, the corresponding engagement of the limiting protrusion 135 on the upper end of the second connecting bracket 132 and the limiting groove 136 on the upper end of the subframe longitudinal beam 2 ensures the accuracy of the assembly and avoids the anti-collision beam being installed backwards. At the same time, after the limiting protrusion 135 and the limiting groove 136 are engaged, the through hole 134 on the second connecting bracket 132 and the round hole on the subframe longitudinal beam 2 also correspond to the assembly position. Therefore, the engagement of the limiting protrusion 135 and the limiting groove 136 not only avoids the anti-collision beam being installed backwards, but also plays a positioning role when the second connecting bracket 132 and the subframe longitudinal beam 2 are connected.

[0063] Of course, the scope of protection of this application is not limited to the case where the limiting protrusion 135 and the limiting groove 136 are located above the second connecting bracket 132 and the subframe longitudinal beam 2. Alternatively, depending on the installation and layout requirements, the limiting protrusion 135 and the limiting groove 136 can be set below, to the left, to the right or other positions of the second connecting bracket 132 and the subframe longitudinal beam 2. All of the above are within the scope of protection of this application.

[0064] In some possible implementations, such as Figure 4 , Figure 5 As shown, the vehicle in this embodiment includes a swing arm 22, a steering knuckle 23, a wheel 24, and a subframe.

[0065] Specifically, the subframe longitudinal beam 2 is provided with a bending point 21, the subframe longitudinal beam 2 is connected with a swing arm 22 at the rear end of the bending point 21, the swing arm 22 is connected with a steering knuckle 23, the steering knuckle 23 is connected with a wheel 24, when a small offset collision occurs, the collision force is transmitted through the bending beam 1, the energy absorption box 12 and the subframe longitudinal beam 2 in sequence, when the collision force is transmitted to the bending point 21, due to the existence of the bending point 21, the subframe longitudinal beam 2 can be effectively guided to bend and deform at the position, in the process of bending and deforming, the swing arm 22 can be pulled and driven to be forcedly separated from the front subframe longitudinal beam 2 at the connection position, so that the wheel 24 drives the steering knuckle 23 and the swing arm 22 to swing outwards, avoiding the wheel from invading the cab and reducing the injury to the personnel. Since the collision force can be transmitted through the bending beam 1, the energy absorption box 12 and the subframe longitudinal beam 2 along the first direction Y1 during the collision, the collision force can be effectively transmitted to the bending point 21 of the subframe longitudinal beam 2 while the above-mentioned components are collapsed and absorb energy, and the subframe longitudinal beam 2 is guided to bend at the position and drive the swing arm 22 to be forcedly separated.

[0066] In the description of the embodiments of the present application, it should be explained that, unless otherwise explicitly specified and limited, the terms "mount", "connect", "connection" should be understood in a broad sense, for example, it can be fixed connection, or indirect connection through an intermediate medium, or the communication inside two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0067] In the description of the embodiments of the present application, the meaning of "a plurality of" is two or more than two, unless otherwise specified.

[0068] The terms "first", "second", "third", "fourth" and the like (if any) in the description of the embodiments of the present application and the above drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0069] In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0070] The term "multiple" in the present text refers to two or more. The term "and / or" in the present text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent the following three cases: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in the present text generally represents that the associated objects before and after it are in an "or" relationship; in the formula, the character " / " represents that the associated objects before and after it are in a "division" relationship.

[0071] It can be understood that various numerical numbers involved in the embodiments of the present application are only distinguished for convenience of description, and are not used to limit the scope of the embodiments of the present application.

[0072] It can be understood that the size of the serial number of each process in the embodiments of the present application does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0073] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. The present application is intended to cover any variations, uses or adaptive changes of this application following the general principles of the application and including known or customary technical means in the art not disclosed in the present application. The specification and examples are only regarded as exemplary, and the true scope and spirit of the present application are indicated by the following claims.

[0074] It should be understood that the present application is not limited to the precise structures described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the present application is only limited by the appended claims.

Claims

1. A subframe crash beam characterized by, include: A curved beam (1) and at least two energy-absorbing boxes (12); At least two of the energy-absorbing boxes (12) are respectively connected to the two sides of the curved beam (1) at their front ends, and the rear ends of the energy-absorbing boxes (12) are connected to the front ends of the subframe longitudinal beam (2). Both the energy-absorbing boxes (12) and the subframe longitudinal beam (2) extend along the first direction. At least two of the energy-absorbing boxes (12) extend toward each other in a direction close to the subframe longitudinal beam (2), and the subframe longitudinal beam (2) extends toward each other in a direction away from the energy-absorbing box (12); or, At least two of the energy-absorbing boxes (12) extend in opposite directions toward the subframe longitudinal beam (2), and the subframe longitudinal beam (2) extends in opposite directions away from the energy-absorbing boxes (12); The energy-absorbing box (12) has a notch (120) formed above the front end to accommodate the curved beam (1) and is fixed to the curved beam (1) through the notch (120), or the energy-absorbing box (12) has a notch (120) formed below the front end to accommodate the curved beam (1) and is fixed to the curved beam (1) through the notch (120).

2. The subframe crash can beam of claim 1, wherein, The front end of the energy-absorbing box (12) has a notch (120) to accommodate the curved beam (1).

3. The subframe crash can beam of claim 2, wherein, The front end of the energy-absorbing box (12) forms a U-shaped notch (120) and is fixed to the curved beam (1) through the notch (120).

4. The subframe crash can beam of claim 1, wherein, At least two of the energy-absorbing boxes (12) have an inner side plate (121) and an outer side plate (122) in the vehicle width direction, wherein the side length of the outer side plate (122) is smaller than the side length of the inner side plate (121).

5. A subframe characterized by, Includes a subframe body (100) and a subframe anti-collision beam as described in any one of claims 1 to 4; The subframe body (100) includes at least two subframe longitudinal beams (2) extending along a first direction. The rear end of the energy-absorbing box (12) is connected to the subframe longitudinal beams (2) via a connecting bracket (13). The connecting bracket (13) includes a first connecting bracket (131) connected to the energy-absorbing box (12). The inner side of the first connecting bracket (131) is provided with a bent section (133) extending toward the bent beam (1).

6. The subframe of claim 5, wherein The connecting bracket (13) also includes a second connecting bracket (132), which is provided with a plurality of through holes (134) that are fixed to the subframe longitudinal beam (2).

7. The subframe of claim 6, wherein One of the second connecting bracket (132) and the subframe longitudinal beam (2) is provided with a limiting protrusion (135), and the other of the second connecting bracket (132) and the subframe longitudinal beam (2) is provided with a limiting groove (136).

8. A vehicle characterized by comprising: The vehicle includes a swing arm (22), a steering knuckle (23), a wheel (24), and a subframe as described in any one of claims 5-7. The swing arm (22) is connected to the subframe longitudinal beam (2) of the subframe, the swing arm (22) is connected to the steering knuckle (23), and the steering knuckle (23) is connected to the wheel (24).

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