Longitudinal beam of front auxiliary frame, front auxiliary frame and vehicle

Abstract

The utility model discloses a longitudinal beam of a front auxiliary frame, the front auxiliary frame and a vehicle, the longitudinal beam of the front auxiliary frame comprises a longitudinal beam body, the rear end of the longitudinal beam body is provided with a mounting position used for being connected with a vehicle body, the rear end of the longitudinal beam body is provided with a weakening structure capable of inducing deformation, and the weakening structure is arranged adjacent to the mounting position. The weakening structure includes at least one of an inducing aperture and an inducing slot. By optimizing the structure of the longitudinal beam of the front auxiliary frame, the deformation energy absorption capacity of the front auxiliary frame in collision can be increased, and the front rigid collision performance of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a longitudinal beam of a front subframe, a front subframe, and a vehicle. Background Technology

[0002] In related technologies, the front subframe of a vehicle is bolted to the vehicle body. During a 100% rigid wall collision, the middle of the longitudinal beam of the front subframe will bend downwards, causing the front subframe to bend in a V-shape. If the bolts at the connection between the rear of the front subframe and the vehicle body come loose, it will lead to an increase in the displacement of the rear crossbeam of the front subframe, posing a risk of impacting the power battery pack behind the rear crossbeam. If the bolts at the connection between the rear of the front subframe and the vehicle body do not come loose, it will reduce the degree of bending deformation of the front subframe, reduce the crushing volume of the entire vehicle, and increase the EA (Effective Acceleration) value. Utility Model Content

[0003] The purpose of this application is to provide a longitudinal beam of a front subframe, a front subframe, and a vehicle. By optimizing the structure of the longitudinal beam of the front subframe, the deformation energy absorption of the front subframe in a collision can be increased, thereby improving the frontal rigid collision performance of the vehicle.

[0004] To address the aforementioned technical problems, this application provides a longitudinal beam for a front subframe, comprising a longitudinal beam body, the rear end of which has a mounting position for connection with the vehicle body, and the rear end of which is provided with a weakening structure capable of inducing deformation, the weakening structure being arranged adjacent to the mounting position, the weakening structure including at least one of an induction hole and an induction groove.

[0005] In one feasible embodiment, the weakening structure includes a first induction hole on the outer wall of the longitudinal beam body, the first induction hole being located on the front side of the mounting position.

[0006] In one feasible solution, the extension direction of the first guide hole is at a set angle to the vehicle height direction, or the extension direction of the first guide hole is consistent with the vehicle height direction.

[0007] In one feasible embodiment, the weakening structure includes a second guiding hole disposed on the top wall of the longitudinal beam body, the second guiding hole being located on the front side of the mounting position.

[0008] In one feasible solution, the extension direction of the second guide hole is at a set angle to the vehicle width direction, or the extension direction of the second guide hole is consistent with the vehicle width direction.

[0009] In one feasible embodiment, the weakening structure includes a third induction hole located on the bottom wall of the longitudinal beam body.

[0010] In one feasible solution, the extension direction of the third guide hole is at a set angle to the vehicle width direction, or the extension direction of the third guide hole is consistent with the vehicle width direction.

[0011] In one feasible embodiment, the number of the third guiding holes is two, and the mounting position includes two mounting structures arranged along the extension direction of the longitudinal beam body, with one third guiding hole between the two mounting structures, and one third guiding hole on the front side of the mounting structure located on the front side.

[0012] In one feasible embodiment, the weakening structure includes an induction groove disposed on the inner sidewall of the longitudinal beam body.

[0013] This application also provides a front subframe, which includes longitudinal beams as described in any of the preceding embodiments.

[0014] This application also provides a vehicle that includes the front subframe as described above.

[0015] The longitudinal beam of the front subframe provided in this application embodiment can be applied to the front subframe of a vehicle. The longitudinal beam body has a weakening structure at the rear end that can induce deformation. The weakening structure is arranged adjacent to the mounting position of the longitudinal beam body that connects to the vehicle body. In this way, during a frontal collision, the middle part of the longitudinal beam will bend and deform downwards, and the longitudinal beam will also bend and deform in the area where the weakening structure is located. The longitudinal beam as a whole exhibits an S-shaped or Z-shaped bending deformation, thereby improving the energy absorption capacity of the longitudinal beam and meeting the design requirements of vehicle collision conditions. Attached Figure Description

[0016] Figure 1 This is a partial structural diagram of the front subframe connected to the vehicle body in one embodiment of this application;

[0017] Figure 2 for Figure 1 A magnified view of part A in the middle;

[0018] Figure 3 for Figure 1 A partial top view of the front subframe;

[0019] Figure 4 for Figure 1 Partial bottom view of the front subframe;

[0020] Figure 5 for Figure 1 A partial side view of the front subframe.

[0021] Explanation of reference numerals in the attached figures:

[0022] Front subframe 10, longitudinal beam 11, longitudinal beam body 111, mounting position 112, first mounting structure 1121, second mounting structure 1122, first guide hole 113, second guide hole 114, third guide hole 115, guide groove 116, rear crossbeam 12.

[0023] Body 20. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0025] The ordinal numbers used in this article, such as first and second, are used to distinguish different parts with the same name and do not indicate a specific order or primary / secondary relationship.

[0026] The directional terms "front," "back," "left," "right," "up," and "down" used in this document are defined based on the user's perspective when facing the direction of travel while riding in the vehicle. With the vehicle as a reference, the left-right direction refers to the vehicle's width, the front-back direction to its length, and the height (or vertical direction) to its height. The outer side refers to the side relatively far from the vehicle's center, and the inner side refers to the side relatively close to the vehicle's center. It is understood that the use of directional terms is merely for clarity and convenience in describing the technical solution and does not constitute a limitation on the scope of protection.

[0027] For ease of understanding and concise description, the following text will explain the subframe longitudinal beams, subframe, and vehicle together, and the beneficial effects will not be discussed again.

[0028] Please refer to Figure 1 , Figure 1 This is a partial structural diagram of the front subframe connected to the vehicle body in one embodiment of this application.

[0029] This application provides a vehicle that includes a front subframe 10 and a body 20, with the front subframe 10 connected to the body 20.

[0030] This application provides a front subframe 10, which includes a longitudinal beam 11. The longitudinal beam 11 extends generally along the vehicle length direction. Depending on the vehicle design requirements, the extension direction of the longitudinal beam 11 can be parallel to the vehicle length direction or at a certain angle to the vehicle length direction.

[0031] In the vehicle, the two ends of the longitudinal beam 11 are connected to the body 20. The longitudinal beam 11 can be connected to the body 20 by fasteners such as bolts.

[0032] In vehicle design, collision avoidance performance is an important design indicator. Among them, the crushing and deformation capability of the front subframe 10 in a collision affects the collision avoidance performance of the vehicle.

[0033] In this embodiment of the application, the longitudinal beam 11 of the front subframe 10 includes a longitudinal beam body 111. The rear end of the longitudinal beam body 111 has a mounting position 112 for connecting with the vehicle body 20. The rear end of the longitudinal beam body 111 is provided with a weakening structure that can induce deformation. The weakening structure is arranged adjacent to the mounting position 112.

[0034] Using the above scheme, during a frontal collision, the two ends of the longitudinal beam 11 of the front subframe 10 are connected to the body 20, and the middle of the longitudinal beam 11 will bend downwards. Because a weakening structure is provided near the mounting position 112 where the rear end of the longitudinal beam 11 connects to the body 20, the longitudinal beam 11 will also bend in the area of ​​this weakening structure. In summary, the longitudinal beam 11 will exhibit an S-shaped or Z-shaped bending deformation overall. Figure 1 The dotted line in the diagram illustrates that the energy absorption capacity of the longitudinal beam 11 is improved, which can solve the problem of the high EA value of the whole vehicle in frontal collisions and effectively reduce the injury to occupants during vehicle collisions. Here, EA (Effective Acceleration) value is a comprehensive evaluation index for the crashworthiness of the frontal rigid collision structure of a vehicle. The lower the EA value, the better the frontal rigid collision performance and the lower the risk of occupant injury.

[0035] In addition, by adopting the above-mentioned structural scheme of longitudinal beam 11, the deformation energy absorption capacity of longitudinal beam 11 is improved. Since the weakening structure is located at the rear end of longitudinal beam body 111, the load-bearing capacity of the connection structure between longitudinal beam 11 and body 20 at mounting position 112 can be reduced, avoiding the front subframe 10 from moving backward and impacting the battery pack due to the failure of the connection structure at mounting position 112, thus reducing the risk of high voltage short circuit caused by impact to the battery pack.

[0036] In practical applications, the weakening structure may include at least one of an induced hole and an induced groove. In other words, the weakening structure may include a hole structure, a groove structure, or both.

[0037] Please refer to this as well. Figures 2 to 5 , Figure 2 for Figure 1 A magnified view of part A in the middle; Figure 3 for Figure 1 A partial top view of the front subframe; Figure 4 for Figure 1 Partial bottom view of the front subframe; Figure 5 for Figure 1 A partial side view of the front subframe.

[0038] In some embodiments, the front subframe 10 includes two longitudinal beams 11, and the front subframe 10 also includes a rear crossbeam 12 connected between the rear ends of the two longitudinal beams 11.

[0039] In practice, the position of the rear crossbeam 12 is adjacent to the position of the mounting position 112 in the longitudinal direction or the length direction of the vehicle.

[0040] The longitudinal beam 11 includes an outer side wall and an inner side wall opposite each other in the vehicle width direction, and a top wall and a bottom wall opposite each other in the vehicle height direction.

[0041] In some embodiments, the mounting position 112 at the rear end of the longitudinal beam body 111 includes a first mounting structure 1121 and a second mounting structure 1122, which are arranged along the extending direction of the longitudinal beam body 111. This provides two mounting points between the rear end of the longitudinal beam body 111 and the vehicle body 20, satisfying the connection strength requirements and allowing the longitudinal beam body 111 to undergo sufficient crush deformation during a frontal collision to meet the design requirements of the collision condition. In the illustrated example, the first mounting structure 1121 is located in front of the second mounting structure 1122.

[0042] For example, the first mounting structure 1121 and the second mounting structure 1122 can be mounting through holes that penetrate the longitudinal beam body 111 in the vehicle height direction. The longitudinal beam body 111 can be connected to the vehicle body 20 by fasteners such as bolts passing through the mounting through holes.

[0043] In some embodiments, the weakening structure of the longitudinal beam 11 includes a first guiding hole 113 disposed on the outer side wall of the longitudinal beam body 111, the first guiding hole 113 being located on the front side of the mounting position 112. Specifically, the first guiding hole 113 is located on the front side of the first mounting structure 1121.

[0044] Thus, the setting of the first guiding hole 113 can weaken the structural strength of the longitudinal beam body 111 at the rear end. By setting the first guiding hole 113 on the front side of the mounting position 112, the longitudinal beam body 111 is more likely to be crushed and deformed at the location of the first guiding hole 113 during a frontal collision of the vehicle, thereby weakening the load-bearing capacity of the mounting position 112 and reducing the probability of connection failure of the mounting position 112. This can reduce the probability of the rear crossbeam 12 shifting backward and impacting the battery pack due to connection failure.

[0045] In specific implementation, the first guiding hole 113 can be an elongated hole or an elliptical hole, and the extension direction of the first guiding hole 113 can be at a set angle with the vehicle height direction. The set angle can be in the range of 5° to 45°, and can preferably be selected in the range of 15° to 30°; or, the extension direction of the first guiding hole 113 can also be consistent with the vehicle height direction. This setting is more conducive to the crush deformation of the longitudinal beam body 111 during vehicle collision, which is beneficial to improving the energy absorption capacity of the front subframe 10.

[0046] like Figure 2As shown, the first guiding hole 113 has a first length dimension L1 and a first width dimension B1. The first length dimension L1 is greater than the first width dimension B1. The first length dimension L1 can be 20mm~30mm, and the first width dimension B1 can be 10~14mm. In one application example, the first length dimension L1 can be 25mm, and the first width dimension B1 can be 12mm.

[0047] In application, the specific value of the set angle between the extension direction of the first guide hole 113 and the vehicle height direction, the first length dimension L1 and the first width dimension B1 of the first guide hole 113 can be determined by experiments or simulations.

[0048] In the illustrated example, there is one first guiding hole 113. In other embodiments, there may be two or more first guiding holes 113; when there are two or more first guiding holes 113, the size of each first guiding hole 113 may be the same or different.

[0049] In some embodiments, the weakening structure of the longitudinal beam 11 includes a second guiding hole 114 disposed on the top wall of the longitudinal beam body 111, the second guiding hole 114 being located on the front side of the mounting position 112. Specifically, the second guiding hole 114 is located on the front side of the first mounting structure 1121.

[0050] Thus, the setting of the second guiding hole 114 can weaken the structural strength of the longitudinal beam body 111 at the rear end. By setting the second guiding hole 114 on the front side of the mounting position 112, the longitudinal beam body 111 is more likely to be crushed and deformed at the location of the second guiding hole 114 during a frontal collision of the vehicle, which weakens the load-bearing capacity of the mounting position 112 and reduces the probability of connection failure of the mounting position 112. This can reduce the probability of the rear crossbeam 12 shifting backward and impacting the battery pack due to connection failure.

[0051] In specific implementation, the second guiding hole 114 can be an elongated hole or an elliptical hole, and the extension direction of the second guiding hole 114 can be at a set angle with the vehicle width direction. The set angle can be in the range of 5° to 40°, and can preferably be selected in the range of 15° to 30°; or, the extension direction of the second guiding hole 114 can also be consistent with the vehicle width direction. This setting is more conducive to the crush deformation of the longitudinal beam body 111 during vehicle collision, which helps to improve the energy absorption capacity of the front subframe 10.

[0052] like Figure 3 As shown, the second guiding hole 114 has a second length dimension L2 and a second width dimension B2. The second length dimension L2 is greater than the second width dimension B2. The second length dimension L2 can be 45~55mm, and the second width dimension B2 can be 4~8mm. In one application example, the second length dimension L2 can be 50mm, and the second width dimension B2 can be 6mm.

[0053] In application, the specific value of the set angle between the extension direction of the second guiding hole 114 and the vehicle width direction, the second length dimension L2 and the second width dimension B2 of the second guiding hole 114 can be determined by experiments or simulations.

[0054] In the illustrated example, there is one second guiding hole 114. In other embodiments, there may be two or more second guiding holes 114.

[0055] In some embodiments, the weakening structure of the longitudinal beam 11 includes a third guiding hole 115 provided on the bottom wall of the longitudinal beam body 111.

[0056] Thus, the setting of the third guiding hole 115 can weaken the structural strength of the longitudinal beam body 111 at the rear end. During the frontal collision of the vehicle, the longitudinal beam body 111 is prone to crushing and deformation at the position of the third guiding hole 115, thereby weakening the load-bearing capacity of the mounting position 112 and reducing the probability that the rear crossbeam 12 will move backward and impact the battery pack after the connection of the mounting position 112 fails.

[0057] In specific implementation, the third guiding hole 115 can be an elongated hole or an elliptical hole. The extension direction of the third guiding hole 115 forms a set angle with the vehicle width direction. The set angle can be in the range of 5° to 35°, and can preferably be selected in the range of 15° to 30°; or, the extension direction of the third guiding hole 115 is consistent with the vehicle width direction. This setting is more conducive to the crush deformation of the longitudinal beam body 111 during vehicle collision, which helps to improve the energy absorption capacity of the front subframe 10.

[0058] There may be one or more third guiding holes 115. In the illustrated example, there are two third guiding holes 115. One third guiding hole 115 is located between the first mounting structure 1121 and the second mounting structure 1122, and the other third guiding hole 115 is located on the front side of the mounting position 112. Specifically, the other third guiding hole 115 is located on the front side of the first mounting structure 1121.

[0059] When there are two or more third guiding holes 115, the size of each third guiding hole 115 can be different or the same.

[0060] In the illustrated example, the two third guiding holes 115 have different dimensions. The third guiding hole 115 located between the first mounting structure 1121 and the second mounting structure 1122 has a third length dimension L3, while the third guiding hole 115 located in front of the first mounting structure 1121 has a fourth length dimension L4. The third length dimension L3 is greater than the fourth length dimension L4. This helps to reduce the load-bearing capacity of the first mounting structure 1121 and the second mounting structure 1122, thus preventing connection failure at the first mounting structure 1121 and the second mounting structure 1122.

[0061] For example, the third length dimension L3 is 50 mm, and the fourth length dimension L4 is 30 mm. The width dimension of the third guiding hole 115 located between the first mounting structure 1121 and the second mounting structure 1122 can be 5 mm, and the width dimension of the third guiding hole 115 located on the front side of the first mounting structure 1121 can be 5 mm. In other embodiments, the length and width dimensions of the third guiding hole 115 can be set according to application needs and are not limited to the specific values ​​mentioned above.

[0062] In application, the specific value of the set angle between the extension direction of the third guide hole 115 and the vehicle width direction, as well as the length and width dimensions of the third guide hole 115, can be determined by experiments or simulations.

[0063] In some embodiments, the weakening structure of the longitudinal beam 11 includes an induction groove 116 disposed on the inner sidewall of the longitudinal beam body 111. The side where the inner sidewall of the longitudinal beam body 111 is located is the side where the rear crossbeam 12 is connected to the longitudinal beam body 111. By making the weakening structure of the inner sidewall of the longitudinal beam body 111 in the form of an induction groove 116, the connection strength between the rear crossbeam 12 and the longitudinal beam body 111 can be avoided, while also facilitating the crushing deformation of the longitudinal beam body 111 in a frontal collision of the vehicle.

[0064] In practice, the guide groove 116 can be set near the rear crossbeam 12 or near the bottom wall of the longitudinal beam body 111.

[0065] The guiding groove 116 is a groove structure formed by recessing from the inner sidewall of the longitudinal beam body 111 outward. The guiding groove 116 has a groove depth dimension and a groove width dimension L5. The groove width dimension L5 can be understood as the maximum distance between two opposite groove sidewalls of the groove structure.

[0066] For example, the depth of the guide groove 116 can be 5 mm, and the width L5 can be 35 mm. In application, the depth and width L5 of the guide groove 116 can be designed as needed, and are not limited to the specific values ​​mentioned above.

[0067] In this embodiment, the weakening structure provided on the longitudinal beam body 111 of the longitudinal beam 11 includes the aforementioned first induction hole 113, second induction hole 114, third induction hole 115, and induction groove 116.

[0068] In other embodiments, the weakening structure provided on the longitudinal beam body 111 may include at least one of the first guiding hole 113, the second guiding hole 114, the third guiding hole 115, and the guiding groove 116. For example, in some embodiments, the weakening structure provided on the longitudinal beam body 111 includes only the first guiding hole 113, the second guiding hole 114, the third guiding hole 115, or the guiding groove 116; in other embodiments, the weakening structure provided on the longitudinal beam body 111 may include the first guiding hole 113 and the guiding groove 116, or may include the second guiding hole 114 and the third guiding hole 115, or may include the first guiding hole 113 and the third guiding hole 115, etc.; in still other embodiments, the weakening structure provided on the longitudinal beam body 111 may include the first guiding hole 113, the second guiding hole 114, and the third guiding hole 115, or may include the second guiding hole 114, the third guiding hole 115, and the guiding groove 116, etc. Depending on the weakening structure provided, the specific dimensions of the guiding hole or guiding groove can be set according to the actual application needs and are not limited to the aforementioned parameter limitations.

[0069] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. The longitudinal beam of the front subframe, characterized in that, Includes a longitudinal beam body (111), the rear end of which has a mounting position (112) for connection with the vehicle body (20), the rear end of which is provided with a weakening structure capable of inducing deformation, the weakening structure being arranged adjacent to the mounting position (112), the weakening structure including at least one of an induction hole and an induction groove.

2. The longitudinal beam of the front subframe according to claim 1, characterized in that, The weakening structure includes a first induction hole (113) on the outer side wall of the longitudinal beam body (111), the first induction hole (113) being located on the front side of the mounting position (112).

3. The longitudinal beam of the front subframe according to claim 2, characterized in that, The extension direction of the first guide hole (113) is at a set angle to the vehicle height direction, or the extension direction of the first guide hole (113) is consistent with the vehicle height direction.

4. The longitudinal beam of the front subframe according to any one of claims 1-3, characterized in that, The weakening structure includes a second induction hole (114) on the top wall of the longitudinal beam body (111), the second induction hole (114) being located on the front side of the mounting position (112).

5. The longitudinal beam of the front subframe according to claim 4, characterized in that, The extension direction of the second guide hole (114) is at a set angle to the vehicle width direction, or the extension direction of the second guide hole (114) is consistent with the vehicle width direction.

6. The longitudinal beam of the front subframe according to any one of claims 1-3, characterized in that, The weakening structure includes a third induction hole (115) located on the bottom wall of the longitudinal beam body (111).

7. The longitudinal beam of the front subframe according to claim 6, characterized in that, The extension direction of the third guiding hole (115) is at a set angle to the vehicle width direction, or the extension direction of the third guiding hole (115) is consistent with the vehicle width direction.

8. The longitudinal beam of the front subframe according to claim 7, characterized in that, The number of the third guiding holes (115) is two. The mounting position (112) includes two mounting structures arranged along the extension direction of the longitudinal beam body (111). A third guiding hole (115) is provided between the two mounting structures. A third guiding hole (115) is provided on the front side of the mounting structure located on the front side.

9. The longitudinal beam of the front subframe according to any one of claims 1-3, characterized in that, The weakening structure includes an induction groove (116) provided on the inner sidewall of the longitudinal beam body (111).

10. A front subframe, characterized in that, The front subframe (10) includes a longitudinal beam (11) as described in any one of claims 1-9.

11. A vehicle, characterized in that, The vehicle includes the front subframe (10) as described in claim 10.

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