Chassis assembly and vehicle

Abstract

The utility model provides a chassis assembly and a vehicle, the chassis assembly comprises an auxiliary anti-collision beam, a chassis and a collision block, and the chassis comprises an auxiliary frame. The auxiliary frame comprises a cross beam, a longitudinal beam and a protruding part, at least one of the cross beam and the longitudinal beam is connected with the protruding part, and the protruding part extends in the direction close to the auxiliary anti-collision beam. The collision blocks are installed on the auxiliary anti-collision beams, when the auxiliary anti-collision beams are collided, the collision blocks can abut against the protruding parts, the protruding parts can transmit collision force to the cross beams and the longitudinal beams, and the cross beams transmit part of the collision force in the width direction of the vehicle, so that the collision force transmitted in the length direction of the vehicle is dispersed in the width direction of the vehicle. The collision force transmitted by the chassis to the vehicle body in the length direction and the deformation degree of the vehicle body in the length direction are reduced, the deformation degree of the A column in the first direction is effectively reduced, and harm to people in the vehicle caused by local collision of the vehicle is reduced; and the offset collision capacity of the vehicle, the safety of the vehicle during offset collision and the safety of the vehicle in the driving process are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a chassis assembly and a vehicle. BACKGROUND

[0002] When a vehicle is subjected to a partial impact on one side (offset collision), it is more dangerous than a full-width frontal collision because it involves a smaller area of structure and is less effective in dispersing and absorbing the impact energy, which can lead to more severe deformation and greater risk of injury to the occupants inside the vehicle.

[0003] To test the safety of a vehicle in an offset collision, the China Insurance Automotive Safety Index (C-IASI—China Insurance Automotive Safety Index) requires that the vehicle be subjected to a frontal 25% offset collision test, which simulates a situation where only a small part of the vehicle's front end contacts another vehicle or a fixed object during a collision. In a frontal 25% offset collision test, the vehicle is generally made to collide with a fixed barrier at a certain speed (such as 40 miles per hour, about 64 kilometers per hour), and the collision area is only about 25% of the entire vehicle width. The main purpose of the test is to evaluate the performance of the vehicle structure in this situation and the effectiveness of the safety systems (such as airbags, seat belts, etc.) in protecting passengers.

[0004] Generally, when a vehicle is subjected to an offset collision, the vehicle is less effective in dispersing the impact force, i.e., the force on one side of the vehicle causes the passenger compartment to deform severely inward, affecting the safety of the occupants inside the vehicle.

[0005] Therefore, how to improve the safety of a vehicle in an offset collision is a key issue in the field. CONTENT OF THE INVENTION

[0006] In view of this, the present application provides a chassis assembly and a vehicle to improve the safety of a vehicle in an offset collision.

[0007] The first aspect of the present application provides a chassis assembly, which comprises a sub-collision beam, a chassis and a collision block. The chassis comprises a sub-frame, the sub-frame and the sub-collision beam are distributed along the length direction of the chassis, the sub-frame comprises a cross beam, a longitudinal beam and a protruding portion, the cross beam of the sub-frame extends along the width direction of the chassis, the longitudinal beam is connected with the cross beam, and at least one of the cross beam and the longitudinal beam of the sub-frame is connected with the protruding portion; the collision block is installed on the sub-collision beam, the collision block is located between the sub-collision beam and the sub-frame, and the protruding portion protrudes towards the direction of the collision block; when the sub-collision beam is subjected to a collision, the collision block can abut against the protruding portion, and the protruding portion can transmit the impact force to the cross beam and the longitudinal beam of the sub-frame.

[0008] In the present application, the collision block and the protruding portion are arranged, when the vehicle is subjected to a side impact collision causing the sub-impact beam to deform, the collision block can timely abut against the sub-frame, that is, the protruding portion can timely and accurately transmit part of the collision force to the cross beam and the longitudinal beam of the sub-frame, the longitudinal beam transmits part of the collision force in the extension direction thereof, the cross beam of the sub-frame transmits part of the collision force in the width direction (second direction) of the chassis, through the cooperation of the protruding portion, the longitudinal beam and the cross beam of the sub-frame, the collision force transmitted in the length direction (first direction) of the chassis is dispersed to the second direction, so that the transmission and dispersion of the collision force are timely, that is, the dispersion efficiency of the chassis assembly to the collision force is improved, the transmission and dispersion effect of the chassis assembly to the collision force is improved, and then the force transmitted by the chassis to the vehicle body in the first direction is reduced, the deformation degree of the vehicle body in the first direction is reduced, and the risk of deformation of the A-pillar in the first direction into the cab is reduced, that is, the deformation degree of the A-pillar in the first direction is effectively reduced, so that the harm caused by the local collision of the vehicle to the people in the vehicle is reduced, the side impact collision capability of the vehicle is improved, and then the safety of the vehicle in the side impact collision is effectively improved, that is, the driving safety of the vehicle is improved.

[0009] In a possible design, the sub-frame includes at least two protruding portions, and the at least two protruding portions are distributed in the width direction of the chassis; and the chassis assembly includes at least two collision blocks, and the at least two collision blocks are distributed in the width direction of the chassis.

[0010] In the present application, the protruding portion and the collision block are arranged on both sides of the chassis assembly in the second direction, so that the side impact collision performance of the left side and the right side of the vehicle can be improved at the same time, and the safety of the vehicle during driving is further improved.

[0011] In a possible design, in the width direction of the chassis, the collision block is mounted at the end of the sub-impact beam.

[0012] In the present application, during the test, the obstacle first contacts the outer portion of the sub-impact beam, so that the outer portion of the sub-impact beam is deformed inwardly, and as the vehicle continues to move in the first direction, the end of the sub-impact beam swings in the direction close to the sub-frame around the contact position of the obstacle and the sub-impact beam, at this time, the collision block at the end of the sub-impact beam can have a larger swing amplitude and a faster swing speed, so that the collision block can quickly abut against the sub-frame to increase the transmission efficiency of the collision force among the sub-impact beam, the collision block and the sub-frame.

[0013] In a possible design, the protruding portion is located at the connection position of the cross beam and the longitudinal beam of the sub-frame, and the protruding portion is connected with the cross beam and the longitudinal beam of the sub-frame.

[0014] In the present application, the protruding part is located at the connection position of the cross beam and the longitudinal beam of the auxiliary frame, that is, the protruding part is located at the corner position of the auxiliary frame. When the collision block contacts the protruding part and transmits the collision force, the protruding part can simultaneously transmit the collision force to the cross beam and the longitudinal beam of the auxiliary frame, thereby improving the transmission efficiency of the collision force of the auxiliary frame.

[0015] In a possible design, the collision block comprises a first collision wall, the protruding part comprises a second collision wall, and the first collision wall can abut against the second collision wall; the first collision wall and / or the second collision wall is a straight wall.

[0016] In the present application, the first collision wall and / or the second collision wall is a straight wall, which is beneficial to increase the contact area of the first collision wall and the second collision wall, thereby improving the transmission efficiency of the collision force between the collision block and the protruding part, and is beneficial to improve the dispersion and absorption of the collision force of the chassis assembly, so as to further improve the offset collision capability of the vehicle.

[0017] In a possible design, in the height direction of the chassis, the height of the collision block is greater than the height of the auxiliary frame.

[0018] In the present application, after the collision block abuts against the auxiliary frame, when the collision block and the auxiliary frame are dislocated in the height direction (the third direction) of the chassis, the height of the collision block is greater than the height of the auxiliary frame, so that the area of the abutting surface of the collision block and the auxiliary frame remains stable, that is, the contact area of the first collision wall and the second collision wall remains unchanged before and after the dislocation, thereby reducing the risk that the decrease of the contact area of the first collision wall and the second collision wall leads to the decrease of the transmission efficiency of the collision force between the collision block and the auxiliary frame, and is beneficial to further improve the transmission efficiency of the collision force between the collision block and the protruding part.

[0019] In a possible design, in the height direction of the chassis, the height H1 of the collision block and the height H2 of the auxiliary frame satisfy: H1 / H2≥2.

[0020] In the present application, H1 / H2≥2, so that the height difference between the collision block and the auxiliary frame is large, thereby further reducing the risk that the dislocation of the collision block and the auxiliary frame leads to the decrease of the contact area of the first collision wall and the second collision wall, thereby further improving the transmission efficiency of the collision force between the collision block and the protruding part.

[0021] In a possible design, the collision block has a first cavity, and the collision block can be deformed into the first cavity under the action of the collision force.

[0022] In the present application, the first cavity can provide a deformable space for the impact block, when the impact force is small, the impact block can deform by its own contraction to resist part of the impact force, thereby realizing the absorption and weakening of the impact force, and further reducing the size of the impact force transmitted to the sub-frame. At the same time, compared with the solid structure, the weight of the impact block with the first cavity is smaller, thereby facilitating the lightweight design of the chassis assembly and the vehicle.

[0023] In a possible design, the impact block has a reinforcing rib, the reinforcing rib is located in the first cavity, and the two ends of the reinforcing rib are connected with the side walls of the first cavity respectively.

[0024] In the present application, the reinforcing rib is arranged in the first cavity, and the reinforcing rib can support the first cavity, thereby reducing the risk of deformation of the impact block during processing, transportation, installation and the like, and improving the structural strength of the impact block.

[0025] In a possible design, the impact block includes a connected impact body and a mounting portion, the impact body is used to abut against the protruding portion, and the mounting portion is fixedly connected with the sub-impact beam through a fastener, or the mounting portion is welded with the sub-impact beam.

[0026] In the present application, the mounting portion is arranged on the impact body, and the connection of the mounting portion and the sub-impact beam realizes the fixation of the impact block on the sub-impact beam, increases the connection space of the impact block and the sub-impact beam, and thereby reduces the connection difficulty of the impact block and the sub-impact beam. The mounting portion and the sub-impact beam are fixedly connected through the fastener, which can facilitate the disassembly and replacement of the impact block, thereby facilitating the multiple collision tests of the vehicle. The mounting portion and the sub-impact beam are welded, which increases the connection stability between the impact block and the sub-impact beam, reduces the risk of tilting and falling of the impact block, and thereby improves the reliability and stability of the impact block in transmitting the impact force to the sub-frame.

[0027] In a possible design, the chassis assembly further includes a sub-energy absorption box, one end of the sub-energy absorption box is connected with the sub-impact beam, the other end of the sub-energy absorption box is connected with the sub-frame, the sub-energy absorption box has a second cavity, and the sub-energy absorption box can deform into the second cavity when the sub-impact beam is impacted.

[0028] In the present application, the collision force received by the auxiliary anti-collision beam can be transmitted to the auxiliary frame through the auxiliary energy absorption box, so as to increase the transmission path of the collision force between the auxiliary anti-collision beam and the auxiliary frame, improve the transmission efficiency of the collision force between the auxiliary anti-collision beam and the auxiliary frame, and further improve the dispersion efficiency of the collision force of the chassis assembly and the vehicle, so as to realize the offset collision ability of the vehicle. The second cavity can provide a deformable space for the auxiliary energy absorption box. When the collision force is small, the auxiliary energy absorption box can resist part of the collision force through its own contraction deformation, so as to realize the absorption and weakening of the collision force, and further reduce the size of the collision force transmitted to the auxiliary frame by the auxiliary energy absorption box. At the same time, the auxiliary energy absorption box with the second cavity has a smaller weight, so as to facilitate the lightweight design of the chassis assembly and the vehicle.

[0029] In a possible design, the chassis assembly includes a first region, the first region is located at both sides of the chassis assembly along the width direction of the chassis, and at least part of the protruding portion is located in the first region. The part of the auxiliary frame located in the first region has a size L in the second direction, and L≥150mm.

[0030] In the present application, L≥150mm, so that there is always an overlapping area between the auxiliary frame and the obstacle during the test, thereby improving the effect of the auxiliary frame on the transmission and dispersion of the collision force, improving the reliability of the force transmission of the auxiliary frame, and further facilitating the dispersion and absorption of the collision force of the chassis assembly, so as to further improve the offset collision ability of the vehicle.

[0031] The second aspect of the present application provides a vehicle, which includes the chassis assembly of any one of the above and a vehicle body connected with the chassis.

[0032] In the present application, the chassis can disperse the collision force transmitted in the first direction to the second direction, thereby reducing the collision force transmitted by the chassis in the first direction and the deformation degree of the chassis in the first direction, and further reducing the collision force transmitted by the vehicle body in the first direction and the deformation degree of the vehicle body in the first direction, reducing the risk of deformation of the A-pillar in the first direction into the driver's cabin, i.e. effectively reducing the deformation degree of the column in the first direction, thereby reducing the harm caused by the local collision of the vehicle to the people in the vehicle, improving the offset collision ability of the vehicle, and further effectively improving the driving safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0034] Figure 1Structure diagram of a vehicle provided by the present application in one embodiment;

[0035] Figure 2 Structure diagram of a vehicle provided by the present application in one embodiment;

[0036] Figure 3 Structure diagram of a chassis assembly provided by the present application in one embodiment;

[0037] Figures 4 to 6 Structure diagram of a chassis assembly provided by the present application in one embodiment;

[0038] Figure 7 Structure diagram of a chassis assembly provided by the present application in one embodiment;

[0039] Figure 8 Structure diagram of a chassis assembly provided by the present application in one embodiment;

[0040] Figure 9 Structure diagram of a chassis assembly provided by the present application in one embodiment; Figure 7

[0041] Figure 10 Figure 7

[0042] Figure 11 Figure 7

[0043] Figure 12 Figure 7

[0044] Figure 13

[0045] Figure 14 Figure 13

[0046] Reference signs:

[0047] ​​​​​​​​​​01 - vehicle; 011 - chassis assembly; 011A - wheel; 012 - body; 012a - A pillar; 012b - windshield; 012c - roof; 012d - door; 02 - obstacle; 1 - sub-impact beam; 2 - sub-frame; 21 - cross beam; 22 - longitudinal beam; 23 - protrusion; 231 - second impact wall; 3 - first region; 4 - impact block; 41 - first impact wall; 42 - first cavity; 43 - reinforcing rib; 44 - impact body; 45 - mounting portion; 5 - sub-energy absorption box; 51 - second cavity; 6 - second region. DETAILED DESCRIPTION

[0048] In order to better understand the technical solutions of the present application, the embodiments of the present application are described in detail below with reference to the drawings.

[0049] It should be clear that the described embodiments are only some of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0050] The terms used in the embodiments of the present application are only for the purpose of describing the specific embodiments, and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0051] It should be understood that the term "and / or" used herein is only to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are a "or" relationship.

[0052] The embodiments of the present application provide a vehicle, which can be a pure electric vehicle or a range-extending vehicle. The embodiments of the present application do not specially limit the specific type of the vehicle. Figure 1 The structure of the vehicle is shown in the schematic diagram, such as Figure 1As shown, along the driving direction of the vehicle 01, the vehicle 01 comprises a chassis assembly 011, a sub-bumper beam located in front of the chassis assembly 011, a body 012, and a main bumper beam located in front of the body 012. The chassis assembly 011 comprises wheels 011a, a chassis, a sub-bumper beam, an engine, a battery, and other driving systems and control elements mounted on the chassis, and the chassis comprises a sub-frame. The body 012 can be a body-in-white (BIW), which refers to a vehicle body structure that has been completed welding but has not been painted, or a vehicle body structure that has been completed painting after the body-in-white. The body 012 comprises a main frame, a windshield 012b, A-pillars 012a located on both sides of the windshield 012b, a roof 012c connected to the A-pillars 012a, doors 012d connected to the A-pillars 012a and the roof 012c, and other structures, and the body-in-white 012 encloses a driver's cabin of the vehicle 01 and is connected to the chassis to form Figure 1 a whole vehicle structure as shown.

[0053] When the vehicle is in a driving or parking state, the driver will subconsciously adjust the steering wheel to avoid obstacles, but due to the short collision time, a small part of the vehicle head is at a higher risk of collision. When a small area of the vehicle head on one side is locally collided, the local part of the vehicle head will be deformed due to the collision, and such a local collision situation is usually more dangerous than a full-width collision, because it involves a smaller structural area, and the vehicle is difficult to effectively disperse and absorb the collision energy, and the force of the collision may cause the A-pillar 012a to deform severely into the driver's cabin, causing greater harm to the occupants inside. Therefore, the China Insurance Automotive Safety Index (C-IASI—China Insurance Automotive Safety Index) has a mandatory requirement that before a vehicle is put into mass production, the vehicle needs to be tested for a front 25% offset collision (hereinafter referred to as an offset collision test), that is, a unilateral local collision is performed on the left or right side of the vehicle head to simulate the scenario of an offset collision of the vehicle in a driving or parking state, so as to test the deformation degree of the vehicle under the offset collision, and then evaluate the safety performance of the vehicle.

[0054] Figure 2 A schematic diagram of the distribution of the vehicle and the obstacle before the offset collision test. Also referring to Figure 1 and Figure 2The length direction of the vehicle 01 (i.e., the front-rear direction) is denoted as the first direction X, the width direction of the vehicle 01 (i.e., the left-right direction) is denoted as the second direction Y, and the height direction of the vehicle 01 (i.e., the up-down direction) is denoted as the third direction Z. The vehicle 01 has a first region 3 and a second region 6 distributed along the second direction Y, the second region 6 is located between the two first regions 3, the total width of the second region 6 and the two first regions 3 in the second direction Y is the total width of the vehicle 01 in the second direction Y, the width of the first region 3 in the second direction Y is smaller than the width of the second region 6 in the second direction Y, and the width of one first region 3 in the second direction Y is 20%-25% of the total width of the vehicle 01 in the second direction Y. Before the offset collision test of the vehicle 01, as shown in Figure 2 , a fixed barrier 02 needs to be placed in front of one side of the vehicle head, the barrier 02 is used to simulate the wall, other vehicles or other objects that collide with the vehicle, the projection of the barrier 02 in the first direction X overlaps with the vehicle 01, and the overlap area is the largest before the test starts. The maximum overlap area is the collision test area of the vehicle 01, which is also the first region 3 described above.

[0055] As shown in Figure 2 , taking the case that the barrier 02 is located in front of the left side of the vehicle head, during the test, the vehicle 01 will approach the barrier 02 and collide with the barrier 02, for example, the vehicle 01 collides with the barrier 02 at a speed of 64 kilometers per hour, during the collision, Figure 1 , the main crash beam in front of the vehicle body 012 and the auxiliary crash beam in front of the chassis will deform inward under the action of the collision force to absorb part of the collision force, and the main crash beam will transmit part of the collision force to the main frame, and the main frame will transmit part of the collision force to various parts of the vehicle body 012 along the first direction X, thereby further absorbing the collision force and reducing the impact of the collision force on the structure of the vehicle body 012.

[0056] In order to ensure the offset collision ability of the vehicle as much as possible, the structure of the vehicle body is usually adjusted, for example, a secondary energy absorption box and other structures are added to absorb the collision force generated after the deformation of the main crash beam, thereby reducing the risk of the main crash beam transmitting a large collision force to the main frame, and also reducing the risk of the main frame transmitting a large collision force along the first direction X to cause the A-pillar to deform severely. However, only changing the structure of the vehicle body has limitations in improving the offset collision ability of the vehicle.

[0057] Therefore, an embodiment of the present application provides a chassis assembly, Figure 3 which is a structural schematic view of the chassis assembly. As shown in Figure 3As shown, the chassis assembly 011 includes the sub-impact beam 1, a chassis, and a crash block 4 mounted on the sub-impact beam 1, the chassis includes a sub-frame 2, the sub-frame 2 and the sub-impact beam 1 are distributed along a first direction X, the sub-frame 2 includes a cross beam 21, a longitudinal beam 22 and a protruding portion 23, the cross beam 21 of the sub-frame 2 extends along a second direction Y, the longitudinal beam 22 is connected with the cross beam 21, at least one of the longitudinal beam 22 and the cross beam 21 of the sub-frame 2 is connected with the protruding portion 23, and a preset included angle exists between the longitudinal beam 22 and the cross beam 21, the included angle can be 90°, at this time, the longitudinal beam 22 extends along the first direction X. The preset included angle between the longitudinal beam 22 and the cross beam 21 of the sub-frame 2 can also be greater than or less than 90°, at this time, the longitudinal beam 22 extends obliquely. For example, Figure 3 In the embodiment shown, the preset included angle between the longitudinal beam and the cross beam of the sub-frame 2 is less than 90°. As Figure 3 As shown, the crash block 4 is located between the sub-impact beam 1 and the sub-frame 2, and along the second direction Y, the protruding portion 23 protrudes towards the direction of the crash block 4, that is, at least part of the protruding portion 23 extends into the first area 3.

[0058] When the vehicle is subjected to a side impact, the structure in the first area 3 of the chassis assembly 011 deforms most, in order to facilitate description, the following are all taken as an example of the vehicle subjected to a side impact test. Figures 4 to 6 For the distribution diagram of the chassis assembly 011 and the obstacle 02 in the side impact test, Figures 4 to 6 In the embodiment shown, the obstacle 02 is located in front of the left side of the vehicle head. The protruding portion 23 extends into the first area 3, and the crash block 4 is arranged on the sub-impact beam 1, as Figure 5 As shown, during the movement of the vehicle along the first direction X, after the sub-impact beam 1 collides with the obstacle 02, the sub-impact beam 1 deforms inward under the action of the impact force, so that the crash block 4 and the protruding portion 23 abut, and with the continuous movement of the vehicle along the first direction X, as Figure 6 As shown, the deformation degree of the sub-impact beam 1 gradually increases, so that the abutting area and the abutting force of the crash block 4 and the protruding portion 23 continue to increase, until the vehicle stops or the vehicle separates from the obstacle 02.

[0059] In the embodiment, the collision block 4 and the protruding portion 23 extending into the first region 3 are arranged, when the vehicle is subjected to a side impact collision causing the sub-impact beam 1 to deform, the collision block 4 can timely abut against the protruding portion 23 on the sub-frame 2, that is, the protruding portion 23 can timely and accurately transmit part of the collision force to the cross beam 21 and the longitudinal beam 22 of the sub-frame 2, the longitudinal beam 22 transmits part of the collision force in the extension direction thereof, and the cross beam 21 of the sub-frame 2 transmits part of the collision force in the extension direction thereof (i.e., in the second direction Y), through cooperation of the protruding portion 23, the longitudinal beam 22 and the cross beam 21 of the sub-frame 2, the collision force transmitted in the first direction X is dispersed in the second direction Y, so that timely transmission and dispersion of the collision force is achieved, the dispersion efficiency of the chassis assembly 011 for the collision force is improved, the transmission and dispersion effect of the chassis assembly 011 for the collision force is improved, the force transmitted by the chassis to the vehicle body in the first direction X is reduced, the deformation degree of the vehicle body in the first direction X is reduced, the risk of deformation of the A-pillar in the first direction X into the driver's cabin is reduced, that is, the deformation degree of the A-pillar in the first direction X is effectively reduced, so that the harm caused by the local collision of the vehicle to the people in the vehicle is reduced, the side impact collision resistance of the vehicle is improved, and the safety of the vehicle in the side impact collision is effectively improved, that is, the driving safety of the vehicle is improved.

[0060] The sub-frame 2 includes at least two protruding portions 23, and the at least two protruding portions 23 are distributed in the second direction Y, that is, on both sides of the cross beam 21 of the sub-frame 2 in the second direction Y. The chassis assembly 011 includes at least two collision blocks 4, and the at least two collision blocks 4 are distributed in the second direction Y, that is, the collision blocks 4 are arranged on both sides of the sub-impact beam 1 in the second direction Y.

[0061] In the embodiment, the chassis assembly 011 is provided with the protruding portion 23 and the collision block 4 on both sides in the second direction Y, so that the side impact collision resistance of the left side and the right side of the vehicle can be improved at the same time, and the safety of the vehicle during driving is further improved.

[0062] Again referring to Figure 3 , the protruding portion 23 of the sub-frame 2 is located at the connection position of the cross beam 21 and the longitudinal beam 22, and the protruding portion 23 is connected to the cross beam 21 and the longitudinal beam 22, that is, the protruding portion 23 is located at the corner of the sub-frame 2, when the collision block 4 contacts the protruding portion 23 and transmits the collision force, the protruding portion 23 can transmit the collision force to the cross beam 21 and the longitudinal beam 22 of the sub-frame 2, and the transmission efficiency of the sub-frame 2 for the collision force is improved.

[0063] In one embodiment, the collision block 4 can be arranged on the side of the sub-impact beam 1 close to the sub-frame 2 in the second direction Y.

[0064] In another embodiment, Figure 7This is a partial structural diagram of a chassis component in one embodiment, such as... Figure 7 As shown, in the second direction Y, the collision block 4 is located at the end of the sub-collision beam 1. Taking an offset test as an example, during a vehicle offset collision, as follows... Figure 5 As shown, obstacle 02 will first come into contact with the outside of the sub-bumper beam 1, causing the outside of the sub-bumper beam 1 to contract and deform inward. As the vehicle continues to move in the first direction X, as... Figure 6 As shown, the end of the sub-bumper beam 1 will swing towards the sub-frame 2 around the contact position between the obstacle 02 and the sub-bumper beam 1. At this time, the collision block 4 located at the end of the sub-bumper beam 1 can have a large swing amplitude and a fast swing speed, so that the collision block 4 can quickly come into contact with the sub-frame 2, thereby increasing the efficiency of the transmission of collision force between the sub-bumper beam 1, the collision block 4 and the sub-frame 2.

[0065] like Figure 7 As shown, the portion of the subframe 2 located within the first region 3 has a dimension L in the second direction Y that satisfies: L≥150mm. Specifically, L can be 150mm, 155mm, 160mm, 165mm, 170mm, 175mm, 180mm, 185mm, 190mm, 195mm, etc.

[0066] In this embodiment, refer again Figures 4 to 6 During the test, after the vehicle moves along the first direction X and collides with obstacle 02, obstacle 02 will exert a collision force along the first direction X on the chassis component 011, causing the sub-anti-collision beam 1 to deform inwards towards the vehicle. Simultaneously, as the vehicle moves, the reference... Figure 5 and Figure 6 The obstacle 02 also exerts a thrust on the chassis assembly 011 along the second direction Y, causing the vehicle to gradually move away from the obstacle 02 along the second direction Y. This means the overlap area between the subframe 2 and the obstacle 02 in the first direction X gradually decreases. If L < 150mm, there is a risk that the subframe 2 and the obstacle will not overlap in the first direction X during the test. In this case, the distribution of the subframe 2 and the obstacle 02 is as follows: Figure 8 As shown, there is a high risk that the sub-bumper beam 1, even if it undergoes significant deformation, may not be able to abut against the subframe 2, potentially weakening or even disabling the subframe 2's ability to transmit and disperse collision forces. Therefore, L ≥ 150mm ensures that the subframe 2 and obstacle 02 always overlap during the test, thereby improving the subframe 2's ability to transmit and disperse collision forces, enhancing the reliability of force transmission in the subframe 2, and consequently improving the chassis component 011's ability to disperse and absorb collision forces, thus further enhancing the vehicle's offset collision capability.

[0067] Refer again Figure 7The collision block 4 comprises a first collision wall 41, the protruding portion 23 comprises a second collision wall 231, the first collision wall 41 is capable of abutting against the second collision wall 231, and the first collision wall 41 and the second collision wall 231 can be circular arc walls or straight walls.

[0068] In an embodiment, the first collision wall 41 and the second collision wall 231 are both circular arc walls, which can improve the smoothness of the surfaces of the collision block 4 and the protruding portion 23, thereby reducing the risk of scratching the installer during installation, and further improving the safety of the chassis assembly and the vehicle during installation.

[0069] In another embodiment, the first collision wall 41 and / or the second collision wall 231 are straight walls, which is conducive to increasing the contact area of the first collision wall 41 and the second collision wall 231, thereby improving the transmission efficiency of the collision force between the collision block 4 and the protruding portion 23, and is conducive to improving the dispersion and absorption of the chassis assembly to the collision force, so as to further improve the offset collision capability of the vehicle.

[0070] Figure 9 A schematic view of the height relationship between the collision block 4 and the subframe 2 is shown in FIG. 6. Figure 9 As shown in FIG. 6, in the third direction Z, the height of the collision block 4 is greater than the height of the subframe 2.

[0071] After the collision block 4 and the subframe 2 abut, when the collision block 4 and the subframe 2 are misaligned in the third direction Z, the height of the collision block 4 is greater than the height of the subframe 2, so that the area of the abutting surface of the collision block 4 and the subframe 2 remains stable, that is, the contact area of the first collision wall 41 and the second collision wall 231 remains unchanged before and after the misalignment, thereby reducing the risk of reducing the transmission efficiency of the collision force between the collision block 4 and the subframe 2 due to the reduction of the contact area of the first collision wall 41 and the second collision wall 231, and is conducive to further improving the transmission efficiency of the collision force between the collision block 4 and the protruding portion 23. Since the volume of the collision block 4 is smaller than the volume of the subframe 2, under the premise that the height of the collision block 4 is greater than the height of the subframe 2, increasing the height of the collision block 4 is more cost-effective than increasing the height of the subframe 2, and is more conducive to achieving lightweight design of the overall structure of the chassis assembly and the vehicle.

[0072] In the third direction Z, the height H1 of the collision block 4 and the height H2 of the subframe 2 satisfy H1 / H2≥2, and specifically, the ratio of the height of the collision block 4 to the height of the subframe 2 can be 2, 2.2, 2.4, 2.6, 2.8, 3, 3.2, 3.4, 3.6, 3.8, 4, 4.2, 4.4, 4.6, 4.8, 5, 5.2, 5.4, 5.6, 5.8, 6, etc.

[0073] In this embodiment, H1 / H2≥2, which makes the height difference between the collision block 4 and the subframe 2 larger, further reducing the risk of the contact area of ​​the first collision wall 41 and the second collision wall 231 being reduced due to the misalignment of the collision block 4 and the subframe 2, thereby further improving the transmission efficiency of the collision force between the collision block 4 and the protrusion 23.

[0074] The collision block can be designed as a solid block structure or a hollow block structure.

[0075] Figure 10 This is a perspective view of collision block 4 when it is a hollow structure. (Example) Figure 10 As shown, the collision block 4 has a first cavity 42, and the collision block 4 can deform into the first cavity 42 under the action of the collision force.

[0076] In this embodiment, the first inner cavity 42 provides deformable space for the collision block 4. When the collision force is small, the collision block 4 can resist part of the collision force through its own contraction and deformation, thereby absorbing and weakening the collision force and reducing the magnitude of the collision force transmitted from the collision block 4 to the subframe 2. At the same time, compared with a solid structure, the collision block 4 with the first cavity 42 is lighter, which is beneficial to achieving lightweight design of chassis components and vehicles.

[0077] Figure 11 This is a perspective view of another embodiment where the collision block 4 is a hollow structure. (See diagram below.) Figure 11 As shown, the collision block 4 has a reinforcing rib 43, which is located inside the first cavity 42. The two ends of the reinforcing rib 43 are connected to the side wall of the first cavity 42 respectively, and the reinforcing rib 43 can support the first cavity 42.

[0078] In this embodiment, a reinforcing rib 43 is provided in the first cavity 42. The reinforcing rib 43 can support the first cavity 42, thereby reducing the risk of deformation of the collision block 4 during processing, transportation, installation and other processes, and thus improving the structural strength of the collision block 4.

[0079] The outline shape of collision block 4 can be spherical, hemispherical, triangular, quadrilateral, polygonal or other deformable structures. Figure 12 This is a schematic diagram of the collision block 4 in one embodiment, as shown below. Figure 12 As shown, the collision block 4 includes a collision body 44 and a mounting part 45 connected to each other. The collision body 44 is used to abut against the protrusion 23. The mounting part 45 is fixedly connected to the sub-anti-collision beam 1 by fasteners, including but not limited to screws, bolts, pins, rivets, etc. Alternatively, the mounting part 45 is welded to the sub-anti-collision beam 1.

[0080] In the embodiment, the mounting portion 45 is arranged on the collision body 44, and the fixing of the collision block 4 on the auxiliary anti-collision beam 1 is realized by the connection of the mounting portion 45 and the auxiliary anti-collision beam 1, the connection space of the collision block 4 and the auxiliary anti-collision beam 1 is increased, and thus the connection difficulty of the collision block 4 and the auxiliary anti-collision beam 1 is reduced. The mounting portion 45 is fixedly connected with the auxiliary anti-collision beam 1 through fasteners, the collision block 4 can be conveniently disassembled and replaced, and thus the vehicle can be tested for multiple times. The mounting portion 45 is welded with the auxiliary anti-collision beam 1, the connection stability between the collision block 4 and the auxiliary anti-collision beam 1 is increased, the risk of the collision block 4 being skewed or falling off is reduced, and thus the reliability and stability of the collision block 4 in transmitting the collision force to the auxiliary frame 2 are improved.

[0081] Figure 13 A schematic view of a part of the chassis assembly 011 in another embodiment. As shown in Figure 13 , the chassis assembly 011 can further include an auxiliary energy absorption box 5, one end of the auxiliary energy absorption box 5 is connected with the auxiliary anti-collision beam 1, and the other end of the auxiliary energy absorption box 5 is connected with the auxiliary frame 2.

[0082] In the test process, the auxiliary energy absorption box 5 can transmit the collision force received by the auxiliary anti-collision beam 1 to the auxiliary frame 2, so as to increase the transmission path of the collision force between the auxiliary anti-collision beam 1 and the auxiliary frame 2, improve the transmission efficiency of the collision force between the auxiliary anti-collision beam 1 and the auxiliary frame 2, and thus improve the dispersion efficiency of the chassis assembly 011 and the vehicle on the collision force, and realize the crashworthiness of the vehicle.

[0083] Figure 14 A perspective view of the auxiliary energy absorption box in an embodiment. As shown in Figure 14 , the auxiliary energy absorption box 5 has a second cavity 51, and the auxiliary energy absorption box 5 can deform into the second cavity 51 when the auxiliary anti-collision beam 1 is subjected to a collision.

[0084] In the embodiment, the second cavity 51 can provide a deformable space for the auxiliary energy absorption box 5, when the collision force is small, the auxiliary energy absorption box 5 can resist part of the collision force by its own contraction deformation, so as to realize the absorption and weakening of the collision force, and thus reduce the size of the collision force transmitted by the auxiliary energy absorption box 5 to the auxiliary frame 2. At the same time, the auxiliary energy absorption box 5 with the second cavity 51 has a smaller weight, and thus the lightweight design of the chassis assembly and the vehicle is facilitated.

[0085] The same and similar parts among the various embodiments in the specification can be referred to each other.

Claims

1. A chassis assembly, characterized in that, The chassis components include: Secondary anti-collision beam; The chassis includes a subframe, the subframe and the sub-collision beam are distributed along the length of the chassis, the subframe includes a crossbeam, a longitudinal beam and a protrusion, the crossbeam extends along the width of the chassis, the longitudinal beam is connected to the crossbeam, and at least one of the crossbeam and the longitudinal beam is connected to the protrusion. A collision block is installed on the sub-anti-collision beam, the collision block is located between the sub-anti-collision beam and the subframe, and the protrusion protrudes in the direction of the collision block. When the sub-anti-collision beam is impacted, the collision block can abut against the protrusion.

2. The chassis assembly according to claim 1, characterized in that, The subframe includes at least two protrusions distributed along the width direction of the chassis, and the chassis assembly includes at least two impact blocks distributed along the width direction of the chassis.

3. The chassis assembly according to claim 2, characterized in that, The collision block is installed at the end of the secondary anti-collision beam along the width direction of the chassis.

4. The chassis assembly according to claim 1, characterized in that, The protrusion is located at the connection between the longitudinal beam and the transverse beam, and the protrusion is connected to both the longitudinal beam and the transverse beam.

5. The chassis assembly according to claim 1, characterized in that, The collision block includes a first collision wall, and the protrusion includes a second collision wall, wherein the first collision wall can abut against the second collision wall; The first collision wall and / or the second collision wall are straight walls.

6. The chassis assembly according to any one of claims 1 to 5, characterized in that, In the height direction of the chassis, the height of the collision block is greater than the height of the subframe.

7. The chassis assembly according to claim 6, characterized in that, In the height direction of the chassis, the height H1 of the collision block and the height H2 of the subframe satisfy: H1 / H2≥2.

8. The chassis assembly according to any one of claims 1 to 5, characterized in that, The collision block has a first cavity, and the collision block can deform into the first cavity under the action of collision force.

9. The chassis assembly according to claim 8, characterized in that, The collision block has reinforcing ribs located inside the first cavity, with both ends of the reinforcing ribs connected to the sidewalls of the first cavity.

10. The chassis assembly according to any one of claims 1 to 5, characterized in that, The collision block includes a collision body and a mounting part connected to each other. The collision body is used to abut against the protrusion. The mounting part is fixedly connected to the sub-anti-collision beam by fasteners, or the mounting part is welded to the sub-anti-collision beam.

11. The chassis assembly according to any one of claims 1 to 5, characterized in that, The chassis assembly also includes a secondary energy-absorbing box, one end of which is connected to the secondary anti-collision beam and the other end of which is connected to the subframe. The secondary energy-absorbing box has a second cavity, and when the secondary anti-collision beam is impacted, the secondary energy-absorbing box can deform into the second cavity.

12. The chassis assembly according to any one of claims 1 to 5, characterized in that, The chassis assembly has a first region along the width direction of the chassis, the first region being located on both sides of the chassis assembly, and at least a portion of the protrusion being located within the first region; The portion of the subframe located within the first region has a dimension L in the width direction of the chassis that satisfies: L≥150mm.

13. A vehicle, characterized in that, The vehicles include: Chassis assembly as described in any one of claims 1 to 12; The vehicle body is connected to the chassis.

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