Frame assembly and vehicle

Abstract

The utility model relates to a frame assembly and a vehicle, the frame assembly comprises a first anti-collision beam, a second anti-collision beam and a collision block, the first anti-collision beam is arranged on the upper side of the second anti-collision beam, the first anti-collision beam and the second anti-collision beam both extend in the left-right direction, and the collision block is arranged on the upper side of the first anti-collision beam. The collision block is arranged at the end of at least one of the first anti-collision beam and the second anti-collision beam in the left-right direction. According to the vehicle frame assembly, a force transmission path can be optimized, counterguard compatibility penalty scores of a vehicle in the vehicle-to-vehicle collision working condition can be reduced, and the collision compatibility performance of the vehicle is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a chassis assembly and a vehicle. Background Technology

[0002] In related technologies, the force transmission paths in frontal collisions of vehicles are mostly limited to two paths: the longitudinal beams of the vehicle body and the subframe. However, for the 50% vehicle-to-vehicle frontal collision (MPDB) condition, the above force transmission paths are prone to problems such as barrier penetration and excessive SD (standard deviation of barrier deformation) values, resulting in excessive barrier compatibility penalties in the MPDB condition and reducing the overall safety performance evaluation. Utility Model Content

[0003] This utility model aims to at least partially solve one of the technical problems in the related art.

[0004] Therefore, embodiments of this utility model propose a frame assembly that can optimize the force transmission path, which helps to reduce the barrier compatibility penalty in vehicle-to-vehicle collisions and improve its collision compatibility performance.

[0005] An embodiment of this utility model also proposes a vehicle.

[0006] The vehicle frame assembly of this utility model includes: a first anti-collision beam and a second anti-collision beam, the first anti-collision beam being disposed on the upper side of the second anti-collision beam, and both the first anti-collision beam and the second anti-collision beam extending in a left-right direction; and a collision block disposed at the end of at least one of the first anti-collision beam and the second anti-collision beam along the left-right direction.

[0007] According to the vehicle frame assembly of the present invention, by arranging the first anti-collision beam and the second anti-collision beam in the vertical direction, two force transmission paths can be formed. Since the collision block is provided at the end of at least one of the first anti-collision beam and the second anti-collision beam in the horizontal direction, the collision structure in the horizontal direction of the vehicle frame assembly can be increased to optimize the force transmission path. This is beneficial to reduce the barrier compatibility penalty in vehicle-to-vehicle collision conditions and improve its collision compatibility performance.

[0008] In some embodiments, the frame assembly further includes a body longitudinal beam extending in a longitudinal direction and connected to the first anti-collision beam. The body longitudinal beam has a wheel mounting area on one side in the left-right direction, and at least a portion of the outer periphery of the collision block is located within the wheel mounting area in a projection plane orthogonal to the longitudinal direction.

[0009] In some embodiments, the upper edge of the collision block is not lower than the lower edge of the first anti-collision beam, and the lower edge of the collision block is not higher than the upper edge of the second anti-collision beam.

[0010] In some embodiments, there are two collision blocks, which are respectively disposed at both ends of the first anti-collision beam along the left-right direction.

[0011] In some embodiments, the collision block includes a frame and support ribs, the frame being connected to the end of the first anti-collision beam, the support ribs being arranged alternately within the frame and forming a plurality of channels extending in a front-rear direction.

[0012] In some embodiments, the frame assembly further includes a force transmission plate, the upper end of which is connected to the first anti-collision beam, and the lower end of which is connected to the second anti-collision beam.

[0013] In some embodiments, the frame assembly further includes a body longitudinal beam, a subframe, a first energy-absorbing box, and a second energy-absorbing box. The body longitudinal beam is connected to the first anti-collision beam via the first energy-absorbing box, and the subframe is connected to the second anti-collision beam via the second energy-absorbing box.

[0014] In some embodiments, the cross-sectional profile of the second energy-absorbing box gradually increases in the direction from front to back, and the second energy-absorbing box is provided with a weakening portion, which is arranged adjacent to the front end of the second energy-absorbing box.

[0015] In some embodiments, the subframe includes a subframe longitudinal beam connected to the second energy-absorbing box. The subframe longitudinal beam includes a first segment, a second segment, and a third segment, which are connected sequentially from front to back. The first segment and the second segment extend horizontally in the front-to-back direction, and the second segment extends downward gradually in the front-to-back direction.

[0016] Another embodiment of the vehicle of the present invention includes the frame assembly described in any one of the embodiments of the present invention.

[0017] According to the vehicle of the present invention, by arranging the first anti-collision beam and the second anti-collision beam in the vertical direction, two force transmission paths can be formed. Since the collision block is provided at the end of at least one of the first anti-collision beam and the second anti-collision beam in the horizontal direction, the collision structure in the horizontal direction of the frame assembly can be increased to optimize the force transmission path. This is beneficial to reduce the barrier compatibility penalty in the vehicle-to-vehicle collision condition and improve its collision compatibility performance. Attached Figure Description

[0018] Figure 1 This is a perspective view of the vehicle frame assembly according to an embodiment of the present utility model.

[0019] Figure 2 This is a side view of the frame assembly according to an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the second energy-absorbing box of the vehicle frame assembly according to an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram showing the connection between the subframe longitudinal beam and the second energy-absorbing box of the vehicle frame assembly according to an embodiment of the present invention.

[0022] Figure label:

[0023] 1. First anti-collision beam;

[0024] 2. Second anti-collision beam;

[0025] 3. Collision block; 31. Frame; 32. Supporting rib; 33. Channel;

[0026] 4. Force transmission plate;

[0027] 5. Vehicle body longitudinal beams;

[0028] 6. Subframe; 61. Subframe longitudinal beam; 611. First section; 612. Second section; 613. Third section; 62. Subframe body; 63. Subframe center tower;

[0029] 71. First energy-absorbing box; 72. Second energy-absorbing box; 721. Weakening section; 7211. Weakening hole; 7212. Weakening groove;

[0030] 81. Wheel mounting area; 82. Wheel;

[0031] 9. The longitudinal beams connect to the columns. Detailed Implementation

[0032] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0033] The following is a reference appendix. Figures 1 to 4 This invention describes a chassis assembly and a vehicle according to embodiments of the present invention.

[0034] like Figure 1 and Figure 2 As shown, the vehicle frame assembly of this utility model embodiment includes: a first anti-collision beam 1, a second anti-collision beam 2, and a collision block 3. The first anti-collision beam 1 is disposed on the upper side of the second anti-collision beam 2, and both the first anti-collision beam 1 and the second anti-collision beam 2 extend along the left and right direction of the vehicle. The collision block 3 is disposed at the end of at least one of the first anti-collision beam 1 and the second anti-collision beam 2 along the left and right direction of the vehicle.

[0035] For example, the collision block 3 is located at the end of the first anti-collision beam 1, or the collision block 3 is located at the end of the second anti-collision beam 2. Alternatively, the collision block 3 may be located at the ends of both the first anti-collision beam 1 and the second anti-collision beam 2.

[0036] According to the vehicle frame assembly of the present invention, by arranging the first anti-collision beam 1 and the second anti-collision beam 2 in the vertical direction, two force transmission paths can be formed. Since the collision block 3 is provided at the end of at least one of the first anti-collision beam 1 and the second anti-collision beam 2 in the horizontal direction, the collision structure in the horizontal direction of the vehicle frame assembly can be increased to optimize the force transmission path, which is beneficial to reduce the barrier compatibility penalty in the vehicle-to-vehicle collision condition and improve its collision compatibility performance.

[0037] In related technologies, due to limitations in vehicle styling and pedestrian protection, the Y-direction width of the anti-collision beam (i.e., the first anti-collision beam 1) is often insufficient, which makes it difficult to improve the SD value. However, by setting the collision block 3, the frame assembly of this utility model can increase the width of the frame in the lateral direction (Y-direction), thereby increasing the contact area between the front end structure of the vehicle and the MPDB barrier and improving the barrier compatibility penalty points for wide vehicles in vehicle-to-vehicle collisions.

[0038] Optionally, such as Figure 1 As shown, the frame assembly also includes a body longitudinal beam 5, which extends in the front-rear direction and is connected to the first anti-collision beam 1. A wheel mounting area 81 is provided on one side of the body longitudinal beam 5 in the left-right direction. In a projection plane orthogonal to the front-rear direction, at least part of the outer periphery of the collision block 3 is located within the wheel mounting area 81.

[0039] Understandably, the wheel mounting area 81 is used to mount the wheel 82. When the front end of the vehicle is involved in a head-on collision, the collision block 3 can move backward and come into contact with the wheel 82. This design allows the collision block 3 and the wheel 82 to form a third force transmission path during the collision, while also increasing the contact area with the barrier vehicle, thereby improving the SD value and enhancing the vehicle's collision compatibility performance.

[0040] For example, the collision block 3 is arranged adjacent to the wheel 82, which allows a third force transmission path to be formed more quickly during a vehicle collision.

[0041] Optionally, such as Figure 1 and Figure 2As shown, the upper edge of the collision block 3 is not lower than the lower edge of the first anti-collision beam 1, and the lower edge of the collision block 3 is not higher than the upper edge of the second anti-collision beam 2. It can be understood that the collision block 3 overlaps with the first anti-collision beam 1 and the second anti-collision beam 2 in the Z-direction (vertical direction). That is, the collision block 3 covers the first anti-collision beam 1 and the second anti-collision beam 2 along the Z-direction, so that when the first anti-collision beam 1 or the second anti-collision beam 2 is compressed, the pressure can be transferred to the collision block 3, thereby further improving the vehicle's collision compatibility performance.

[0042] The vehicle frame assembly of this utility model adopts the collision block 3 with the above-described structure. In the vehicle-to-vehicle collision condition, the barrier vehicle's SD value can be reduced by 15-20, and the corresponding barrier compatibility penalty score can be reduced by 0.3-0.4 points, which is quite effective.

[0043] In one example, such as Figure 1 As shown, there are two collision blocks 3, which are respectively located at both ends of the first anti-collision beam 1 along the left-right direction. Since the collision blocks 3 are connected to the ends of the first anti-collision beam 1, the reliability of force transmission by the collision blocks 3 can be improved. For example, the collision blocks 3 are fixed to the first anti-collision beam 1 by bolts to facilitate subsequent disassembly, assembly, and maintenance of the collision blocks 3.

[0044] like Figure 1 As shown, the collision block 3 includes a frame 31 and supporting ribs 32. The frame 31 is connected to the end of the first anti-collision beam 1. The supporting ribs 32 are staggered within the frame 31 and form multiple channels 33, which extend in the front-rear direction. The collision block 3 of this embodiment adopts the above-described structural design, which can reduce the weight of the collision block 3. Furthermore, because the channels 33 extend in the front-rear direction, the structural strength of the collision block 3 in the X direction can be improved, allowing the collision block 3 to smoothly transmit the compressive force to the wheel 82. This enables the barrier vehicle to crush and deform more extensively in areas farther from the Y direction, thereby reducing the SD value.

[0045] Optionally, such as Figure 1 and Figure 2 As shown, the frame assembly also includes a force transmission plate 4. The upper end of the force transmission plate 4 is connected to the first anti-collision beam 1, and the lower end of the force transmission plate 4 is connected to the second anti-collision beam 2. The force transmission plate 4 mainly serves to suppress unstable deformations such as upward warping of the second anti-collision beam 2 during deformation. The force transmission plate 4 can ensure that the first anti-collision beam 1 and the second anti-collision beam 2 can deform synchronously, and at the same time, it increases the contact area with the barrier, making the barrier deformation more uniform.

[0046] In addition, by setting the force transmission plate 4 and the second anti-collision beam 2, the frame assembly of this utility model can make the structure of the frame assembly stable, suppress the tendency of the lower vehicle to go under the bottom when there is a large difference in vehicle height, and improve the collision compatibility performance of the higher vehicle.

[0047] In one example, such as Figure 1 As shown, there are two force transmission plates 4, which are arranged at intervals in the left and right directions, thereby improving the uniformity of force distribution during a collision of the frame components.

[0048] like Figure 1 and Figure 2 As shown, the vehicle frame assembly also includes a body longitudinal beam 5, a subframe 6, a first energy-absorbing box 71, and a second energy-absorbing box 72. The body longitudinal beam 5 is connected to the first anti-collision beam 1 via the first energy-absorbing box 71, and the subframe 6 is connected to the second anti-collision beam 2 via the second energy-absorbing box 72. The first anti-collision beam 1, the first energy-absorbing box 71, and the body longitudinal beam 5 form the main force transmission path. The second anti-collision beam 2, the second energy-absorbing box 72, the subframe longitudinal beam 61, and the subframe body 62 form the downward force transmission path. It is understood that the strength of the first energy-absorbing box 71 and the second energy-absorbing box 72 must be matched to ensure that the first energy-absorbing box 71 and the second energy-absorbing box 72 can collapse synchronously, thereby improving vehicle collision compatibility.

[0049] Optionally, such as Figure 3 and Figure 4 As shown, the cross-sectional profile of the second energy-absorbing box 72 gradually increases from front to back. In other words, the second energy-absorbing box 72 gradually thickens from front to back. The second energy-absorbing box 72 is provided with a weakening part 721, which is arranged near the front end of the second energy-absorbing box 72.

[0050] This allows the front section of the second energy-absorbing box 72 to be an energy-absorbing zone, meeting the energy absorption requirements under low-speed collision conditions. The rear section of the second energy-absorbing box 72 maintains a certain strength, ensuring that the second energy-absorbing box 72 has sufficient load support and evenly distributing the collision force to the subframe 6, thereby improving the uniformity of the deformation of the frame components under impact.

[0051] For example, such as Figure 3 As shown, the weakening part 721 includes a weakening hole 7211 and a weakening groove 7212, which are arranged at intervals in the front region of the second energy-absorbing box 72.

[0052] In some embodiments, the subframe 6 includes a subframe longitudinal beam 61, which is connected to the second energy-absorbing box 72. The subframe longitudinal beam 61 includes a first segment 611, a second segment 612, and a third segment 613, which are connected sequentially from front to back. The first segment 611 and the second segment 612 extend horizontally in the front-to-back direction, and the second segment 612 extends downwards gradually in the front-to-back direction. It can be understood that the connection point between the first segment 611 and the second segment 612 is the first bending point P1, and the connection point between the second segment 612 and the third segment 613 is the second bending point P2. The horizontal position of the first segment 611 is higher than that of the second segment 612.

[0053] The vehicle frame assembly of this embodiment of the present invention configures the subframe longitudinal beam 61 with the aforementioned structure, causing it to bend and deform at bending points P1 and P2 during a collision, thereby controlling the deformation mode of the subframe longitudinal beam 61 to a stable "Z-shaped" bending mode. By controlling the deformation mode of the lower force transmission path in the above manner, this invention can achieve stable and orderly deformation of both the upper and lower paths throughout the entire collision process with the barrier. Specifically, during the entire deformation process, the first anti-collision beam 1 and the second anti-collision beam 2 maintain a very small fluctuation in the X-direction displacement difference, and the first energy-absorbing box 71 and the second energy-absorbing box 72 maintain the same direction during deformation.

[0054] For example, the subframe longitudinal beam 61 has weakening structures at the first bending point P1 and the second bending point P2 to control the stable deformation of the subframe longitudinal beam 61.

[0055] like Figure 2 As shown, the subframe 6 also includes a subframe body 62 and a subframe tower 63. The rear end of the third section 613 is connected to the subframe body 62, the lower end of the subframe tower 63 is connected to the subframe body 62, and the upper end of the subframe tower 63 is connected to the body longitudinal beam 5. The frame assembly also includes a longitudinal beam connecting column 9, which extends vertically and is connected to the subframe longitudinal beam 61 and the body longitudinal beam 5.

[0056] It is understandable that the force transmission plate 4, the longitudinal beam connecting column 9, and the subframe tower 63 together form the upper and lower force transmission path, which can optimize the overall force transmission path of the vehicle, thereby reducing the barrier compatibility penalty points in vehicle-to-vehicle collision conditions and improving its collision compatibility performance.

[0057] Another embodiment of the vehicle of this utility model includes the frame assembly of this utility model. The technical advantages of the vehicle of this utility model embodiment are the same as the technical advantages of the frame assembly of the above embodiment, and will not be repeated here.

[0058] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0059] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0060] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0061] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0062] In this utility model, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0063] Although the above embodiments have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Any changes, modifications, substitutions and variations made to the above embodiments by those skilled in the art are within the protection scope of the present invention.

Claims

1. A frame assembly characterized by, The vehicle frame assembly comprises: a first anti-collision beam and a second anti-collision beam, the first anti-collision beam is arranged on the upper side of the second anti-collision beam, and the first anti-collision beam and the second anti-collision beam both extend along the left-right direction; a collision block, the collision block is arranged at the end of at least one of the first anti-collision beam and the second anti-collision beam along the left-right direction.

2. The frame assembly of claim 1, wherein, The vehicle frame assembly further comprises a vehicle body longitudinal beam, the vehicle body longitudinal beam extends along the front-rear direction, the vehicle body longitudinal beam is connected with the first anti-collision beam, and the vehicle body longitudinal beam is provided with a wheel mounting area on one side along the left-right direction; in the projection plane perpendicular to the front-rear direction, at least part of the outer contour of the collision block is located in the wheel mounting area.

3. The frame assembly of claim 1, wherein, The upper edge of the collision block is not lower than the lower edge of the first anti-collision beam, and the lower edge of the collision block is not higher than the upper edge of the second anti-collision beam.

4. The frame assembly of claim 1, wherein, The collision block is two, and the two collision blocks are respectively arranged at the two ends of the first anti-collision beam along the left-right direction.

5. The frame assembly of claim 4, wherein, The collision block comprises a frame and a support rib, the frame is connected with the end of the first anti-collision beam, the support rib is arranged in the frame in a staggered manner, and a plurality of channels are formed, the channels extend along the front-rear direction.

6. The frame assembly of claim 1, wherein, The vehicle frame assembly further comprises a force transmission plate, the upper end of the force transmission plate is connected with the first anti-collision beam, and the lower end of the force transmission plate is connected with the second anti-collision beam.

7. The frame assembly of claim 1, wherein, The vehicle frame assembly further comprises a vehicle body longitudinal beam, a sub-frame, a first energy absorption box and a second energy absorption box, the vehicle body longitudinal beam is connected with the first anti-collision beam through the first energy absorption box, and the sub-frame is connected with the second anti-collision beam through the second energy absorption box.

8. The frame assembly of claim 7, wherein, In the direction from front to back, the cross-sectional profile of the second energy absorption box gradually increases, and the second energy absorption box is provided with a weakening portion, the weakening portion is arranged adjacent to the front end of the second energy absorption box.

9. The frame assembly of claim 7, wherein, The sub-frame comprises a sub-frame longitudinal beam, the sub-frame longitudinal beam is connected with the second energy absorption box, the sub-frame longitudinal beam comprises a first section, a second section and a third section, the first section, the second section and the third section are connected in sequence along the direction from front to back, the first section and the second section extend horizontally along the front-rear direction, and the second section extends gradually downwardly and obliquely along the direction from front to back.

10. A vehicle characterized by comprising: The vehicle frame assembly comprises any one of claims 1-9.

Images