Frame structure and vehicle

Abstract

The application relates to the technical field of vehicle chassis, and provides a vehicle frame structure and a vehicle. The vehicle frame structure comprises a vehicle frame longitudinal beam and a support structure. A bending section is formed on the vehicle frame longitudinal beam. The bending section is gradually bent towards the outer side of the vehicle frame longitudinal beam along the direction from the front end of the vehicle frame longitudinal beam towards the rear end. The support structure comprises a support seat and an energy-absorbing piece. The support seat is connected to the inner side of the vehicle frame longitudinal beam and corresponds to the rear region of the bending section. One end of the energy-absorbing piece is connected to the support seat, and the other end of the energy-absorbing piece is connected to the inner side of the vehicle frame longitudinal beam and corresponds to the front region of the bending section. In this way, when the vehicle is subjected to a front offset collision, the energy-absorbing piece can be used to support and absorb collision energy, thereby effectively resisting deformation of the vehicle frame longitudinal beam, reducing the intrusion amount of the vehicle front wall caused by the deformation of the vehicle frame longitudinal beam, and improving the safety of the driver and passengers.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and more particularly to a frame structure and a vehicle. Background Technology

[0002] In existing hybrid non-unibody vehicles, to ensure a better turning radius and battery pack capacity, the frame longitudinal beams typically have bends that gradually curve outwards from front to rear. However, when the vehicle is subjected to a frontal offset collision, the bends in the frame longitudinal beams are prone to deformation, failing to meet the collision energy absorption requirements. This results in a large intrusion into the front of the vehicle, affecting the safety of the occupants. Utility Model Content

[0003] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this application provides a frame structure and vehicle to effectively resist the deformation of the frame longitudinal beams, absorb collision energy, and improve the safety of drivers and passengers.

[0004] The first aspect of this application provides a vehicle frame structure, including:

[0005] A frame longitudinal beam, on which a bent section is formed, and along the direction from the front end to the rear end of the frame longitudinal beam, the bent section gradually bends towards the outside of the frame longitudinal beam;

[0006] The support structure includes a support base and an energy-absorbing component. The support base is connected to the inner side of the longitudinal beam of the vehicle frame and corresponds to the rear region of the bent section. One end of the energy-absorbing component is connected to the support base, and the other end of the energy-absorbing component is connected to the inner side of the longitudinal beam of the vehicle frame and corresponds to the front region of the bent section.

[0007] The frame structure provided in this application includes a support structure at the bending section of the frame longitudinal beam. The support structure includes a support base and an energy-absorbing component. The support base is connected to the inner side of the frame longitudinal beam and corresponds to the rear area of ​​the bending section. One end of the energy-absorbing component is connected to the support base, and the other end is connected to the inner side of the frame longitudinal beam and corresponds to the front area of ​​the bending section. With this configuration, when the vehicle is involved in a frontal offset collision, the energy-absorbing component can be used to support and absorb the collision energy, thereby effectively reducing the collision energy transmitted to the frame longitudinal beam. This effectively resists the deformation of the frame longitudinal beam, thereby reducing the intrusion of the vehicle's front end due to the deformation of the frame longitudinal beam, and thus improving the safety of the occupants.

[0008] In some embodiments, the energy-absorbing element is an energy-absorbing tube, one end of which is connected to the support base, and the other end of which is bent from the inner region of the frame longitudinal beam toward the frame longitudinal beam and connected to the inner side of the frame longitudinal beam.

[0009] By bending one end of the energy-absorbing tube away from the support at a certain angle and connecting it to the inside of the frame longitudinal beam, the energy-absorbing tube is made roughly perpendicular to the inside of the frame longitudinal beam, facilitating a smooth connection and easier assembly. Furthermore, the end of the energy-absorbing tube connected to the frame longitudinal beam is roughly perpendicular to the deformation direction at the bending section of the frame longitudinal beam, thus enabling better absorption of collision energy. On the other hand, the frame typically houses the powertrain, which is quite large; the aforementioned energy-absorbing tube design allows it to be installed away from the powertrain, avoiding assembly interference.

[0010] In some embodiments, the support structure further includes a connecting baffle, and one end of the energy-absorbing member away from the support base is connected to the inner side of the frame longitudinal beam through the connecting baffle.

[0011] By connecting a connecting baffle to the end of the energy-absorbing component away from the support, the end of the energy-absorbing component away from the support is connected to the inner side of the frame longitudinal beam through the connecting baffle. This increases the connection area between the energy-absorbing component and the frame longitudinal beam, improves the connection strength, and avoids the problem that the energy-absorbing component may puncture the frame longitudinal beam and fail to achieve a good energy absorption effect when the vehicle is hit by a collision due to the small connection area between the energy-absorbing component and the frame longitudinal beam.

[0012] In some embodiments, the connecting baffle has two opposing side edges along the longitudinal direction of the frame beam, and a reinforcing flange is formed at at least one of the side edges.

[0013] By forming a reinforcing flange at at least one edge of the connecting baffle, the structural strength of the connecting baffle is improved, thereby ensuring the connection strength between the energy-absorbing component and the longitudinal beam of the frame. Compared with using a thicker flat connecting baffle, this is beneficial for cost and weight control.

[0014] In some embodiments, the end of the energy-absorbing member that is connected to the longitudinal beam of the vehicle frame completely or partially penetrates the longitudinal beam of the vehicle frame.

[0015] By configuring one end of the energy-absorbing component to connect with the frame longitudinal beam, which can completely or partially penetrate the frame longitudinal beam—that is, the end of the energy-absorbing component connected with the frame longitudinal beam can extend through the inside of the frame longitudinal beam; or, the end of the energy-absorbing component connected with the frame longitudinal beam can penetrate through the inside of the frame longitudinal beam and extend out of the frame longitudinal beam from the outside—this configuration increases the number of connection points between the energy-absorbing component and the frame longitudinal beam, improves the connection strength between the energy-absorbing component and the frame longitudinal beam, and thus achieves a good energy absorption effect using the energy-absorbing component.

[0016] In some embodiments, the support structure further includes a support member connected to the support base and extending along the longitudinal direction of the frame beam.

[0017] By installing support members on the support base, and having the support members extend along the longitudinal direction of the vehicle frame, the structural strength of the support base is improved by utilizing the support members, thereby enhancing the support effect of the support base and reducing the deformation of the support base when the vehicle is involved in a collision.

[0018] In some embodiments, the support includes a front seat and a rear seat opposite each other along the longitudinal direction of the frame beam, the front seat and the rear seat together forming a cavity structure;

[0019] Both the energy-absorbing component and the support component penetrate the front seat and the rear seat along the longitudinal direction of the frame longitudinal beam.

[0020] The front and rear seats of the support base are constructed together to form a cavity structure, thereby improving the structural strength of the support base. Energy-absorbing components and support components are installed to penetrate the front and rear seats along the longitudinal direction of the frame beam, thereby improving the connection strength between the energy-absorbing components and support components and the support base, and thus improving the overall structural strength of the support structure.

[0021] In some embodiments, the support extends along the width direction of the longitudinal beam of the frame, one end of the support is connected to the inner side of the longitudinal beam of the frame, and the other end of the support is connected to the crossbeam of the frame.

[0022] By setting a support base extending along the width direction of the frame longitudinal beam, the support base provides an installation structure for the frame crossbeam. The frame crossbeam can be mounted on the support base. Specifically, the frame crossbeam can be used to mount the powertrain mount, thereby realizing the installation of the powertrain mount on the frame.

[0023] In some embodiments, the frame structure includes two frame longitudinal beams, which are arranged opposite to each other and spaced apart, and each frame longitudinal beam has the bending section;

[0024] The number of the support structures is two, and the two support structures are respectively connected to the bending sections of the two longitudinal beams of the frame.

[0025] By setting support structures at the bending sections of the two frame longitudinal beams, effective support and collision energy absorption are provided at the bending sections of both frame longitudinal beams, thereby effectively resisting the deformation of the frame longitudinal beams.

[0026] A second aspect of this application provides a vehicle including a frame structure as described in any of the preceding claims. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a top view of the vehicle frame structure provided in an embodiment of this application;

[0030] Figure 2 for Figure 1 A partially enlarged structural diagram of section A in the middle;

[0031] Figure 3 for Figure 1 A three-dimensional structural diagram of the vehicle frame structure shown;

[0032] Figure 4 for Figure 3 A magnified schematic diagram of a portion of section B in the middle;

[0033] Figure 5 for Figure 1 A three-dimensional structural diagram of the frame structure shown from another perspective;

[0034] Figure 6 for Figure 1 A three-dimensional structural diagram of the frame structure shown from another perspective;

[0035] Figure 7 for Figure 1 The diagram shows a three-dimensional structural schematic of the vehicle frame structure from another perspective.

[0036] Among them, 1. longitudinal beams of the frame; 11. bending section;

[0037] 2. Support structure; 21. Support base; 211. Front seat; 212. Rear seat; 22. Energy-absorbing component; 221. Straight pipe section; 222. Bend pipe section; 23. Connecting baffle; 231. Reinforcing flange; 24. Support component;

[0038] 3. Chassis crossbeams;

[0039] 4. Connecting bolts. Detailed Implementation

[0040] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0041] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0042] In existing hybrid non-unibody vehicles, to ensure optimal turning radius and battery pack capacity, the frame longitudinal beams typically feature a bending section that gradually bends outward from front to back. Specifically, the frame structure usually includes two opposing and spaced-apart frame longitudinal beams, both extending along the vehicle's longitudinal direction. To ensure the vehicle's turning radius, the portions of the two frame longitudinal beams corresponding to the front wheels (relatively forward) are usually parallel and close together. To ensure optimal battery pack capacity, the portions of the two frame longitudinal beams corresponding to the battery pack (relatively rearward) are usually parallel and far apart. This creates a transitional bending section between the relatively forward and relatively rearward portions of the two frame longitudinal beams, with the bending section gradually bending outward from front to back towards the side of the frame longitudinal beams, that is, bending towards the side of the two frame longitudinal beams opposite to each other.

[0043] However, when a vehicle is subjected to a frontal offset collision, the bending sections of the frame longitudinal beams are prone to deformation, failing to meet the collision energy absorption requirements. Specifically, when a vehicle is subjected to a frontal offset collision, the collision energy is transferred from front to rear along the extension direction of the frame longitudinal beams, making the bending sections of the frame longitudinal beams more prone to bending and deformation, failing to meet the collision energy absorption requirements, resulting in a large intrusion into the front of the vehicle and affecting the safety of the occupants.

[0044] Based on this, some embodiments of this application provide a frame structure and a vehicle, which effectively resists the deformation of the frame longitudinal beams and absorbs collision energy by setting a support structure at the bending section of the frame longitudinal beams, thereby improving the safety of the occupants.

[0045] Reference Figures 1 to 7 As shown, some embodiments of this application provide a vehicle frame structure, including: a frame longitudinal beam 1 and a support structure 2.

[0046] The frame longitudinal beam 1 has a bent section 11 formed on it. Along the front end of the frame longitudinal beam 1 towards the rear end, the bent section 11 gradually bends towards the outside of the frame longitudinal beam 1. The support structure 2 includes a support seat 21 and an energy-absorbing member 22. The support seat 21 is connected to the inner side of the frame longitudinal beam 1 and corresponds to the rear area of ​​the bent section 11. One end of the energy-absorbing member 22 is connected to the support seat 21, and the other end of the energy-absorbing member 22 is connected to the inner side of the frame longitudinal beam 1 and corresponds to the front area of ​​the bent section 11.

[0047] Reference Figure 1As shown in the figure, the direction indicated by the double arrow 'a' is the front-rear direction of the frame longitudinal beam 1, with the upward arrow pointing to the front end of the frame longitudinal beam 1 and the downward arrow pointing to the rear end of the frame longitudinal beam 1.

[0048] In other words, a support structure 2 is provided at the bending section 11 of the frame longitudinal beam 1. Specifically, the support structure 2 is provided in the area corresponding to the bending section 11 on the inner side of the frame longitudinal beam 1. The support structure 2 includes a support seat 21 and an energy-absorbing member 22. The support seat 21 is connected to the inner side of the rear area of ​​the bending section 11, one end of the energy-absorbing member 22 is connected to the support seat 21, and the other end of the energy-absorbing member 22 is connected to the inner side of the front area of ​​the bending section 11.

[0049] With this configuration, when a frontal offset collision occurs, the energy-absorbing component 22 can be used to support and absorb the collision energy, thereby effectively reducing the collision energy transmitted to the frame longitudinal beam 1, thus effectively resisting the deformation of the frame longitudinal beam 1, and further reducing the amount of intrusion of the vehicle front due to the deformation of the frame longitudinal beam 1, thereby improving the safety of the occupants.

[0050] Specifically, when the collision force is small, the energy-absorbing component 22 can provide support and does not collapse or deform. When the collision force is large, the energy-absorbing component 22 collapses and deforms to absorb the collision energy, thereby reducing the deformation of the frame longitudinal beam 1.

[0051] It should be noted that by connecting both the support base 21 and the energy-absorbing component 22 to the inner side of the frame longitudinal beam 1, it can be ensured that the energy-absorbing component 22 can deform stably and absorb energy during a vehicle collision. Specifically, the support base 21 can be connected to the frame longitudinal beam 1 by welding or bolting, and the energy-absorbing component 22 can also be connected to the frame longitudinal beam 1 by welding or bolting.

[0052] In some embodiments, refer to Figures 1 to 5 As shown, the energy-absorbing component 22 is an energy-absorbing tube. The energy-absorbing tube has a hollow structure, making it more prone to crumple and deform during a vehicle collision, thus better absorbing collision energy. Furthermore, the hollow structure of the energy-absorbing component 22 effectively reduces its weight and saves material costs. Specifically, the cross-sectional shape of the energy-absorbing tube can be circular, rectangular, polygonal, elliptical, or other closed cavities with regular or irregular cross-sections. Of course, the energy-absorbing component 22 can also be a solid structure such as an energy-absorbing rod.

[0053] Reference Figures 1 to 5 As shown, one end of the energy-absorbing tube is connected to the support base 21, and the other end of the energy-absorbing tube is bent from the inner area of ​​the frame longitudinal beam 1 toward the frame longitudinal beam 1 and connected to the inner side of the frame longitudinal beam 1.

[0054] In other words, the end of the energy-absorbing tube away from the support 21 is bent at a certain angle and connected to the inner side of the frame longitudinal beam 1. On the one hand, this makes the energy-absorbing tube roughly perpendicular to the inner side of the frame longitudinal beam 1, so as to facilitate the smooth connection between the energy-absorbing tube and the inner side of the frame longitudinal beam 1, making assembly more convenient. It also makes the end of the energy-absorbing tube connected to the frame longitudinal beam 1 roughly perpendicular to the deformation direction at the bending section 11 of the frame longitudinal beam 1, so as to better utilize the energy-absorbing tube to absorb collision energy. On the other hand, the powertrain is usually installed on the frame. The powertrain is relatively large. The above-mentioned setting of the energy-absorbing tube makes it easier for the energy-absorbing tube to be installed around the powertrain, avoiding assembly interference.

[0055] Specifically, the energy-absorbing tube includes a straight tube section 221 and a bent tube section 222 connected to the straight tube section 221. One end of the straight tube section 221 is connected to the support base 21, and the other end of the straight tube section 221 extends in a rear-to-forward direction and is connected to one end of the bent tube section 222. The end of the bent tube section 222 away from the straight tube section 221 bends from the inner area of ​​the frame longitudinal beam 1 toward the frame longitudinal beam 1 and is connected to the inner side of the frame longitudinal beam 1.

[0056] This arrangement ensures that the straight section 221 of the energy-absorbing tube is approximately perpendicular to the side of the support 21, facilitating a smooth connection between the straight section 221 and the support 21. Simultaneously, it ensures that the bent section 222 of the energy-absorbing tube is approximately perpendicular to the inner side of the frame longitudinal beam 1, facilitating a smooth connection between the bent section 222 and the inner side of the frame longitudinal beam 1.

[0057] In some embodiments, refer to Figures 1 to 4 As shown, the support seat 21 extends along the width direction of the frame longitudinal beam 1. One end of the support seat 21 is connected to the inner side of the frame longitudinal beam 1, and the other end of the support seat 21 extends along the width direction of the frame longitudinal beam 1 toward the inner area of ​​the frame longitudinal beam 1.

[0058] Reference Figure 1 As shown in the figure, the direction pointed to by the double-headed arrow b indicates the width direction of the longitudinal beam 1 of the frame.

[0059] Continue to refer to Figures 1 to 4 As shown, the energy-absorbing tube is connected to the end of the support 21 that is relatively far away from the longitudinal beam 1 of the frame. Furthermore, the end of the energy-absorbing tube connected to the support 21 is closer to the centerline of the frame structure than the end of the energy-absorbing tube connected to the longitudinal beam 1 of the frame.

[0060] In some embodiments, refer to Figure 2 , Figure 4 and Figure 5 As shown, the support structure 2 also includes a connecting baffle 23, and the end of the energy-absorbing member 22 away from the support seat 21 is connected to the inner side of the frame longitudinal beam 1 through the connecting baffle 23.

[0061] In other words, the end of the energy-absorbing component 22 away from the support base 21 is connected to a connecting baffle 23. The end of the energy-absorbing component 22 away from the support base 21 is connected to the inner side of the frame longitudinal beam 1 through the connecting baffle 23. The connecting baffle 23 is used to increase the connection area between the energy-absorbing component 22 and the frame longitudinal beam 1, improve the connection strength, and avoid the problem that when the vehicle is hit by a collision, the energy-absorbing component 22 will puncture the frame longitudinal beam 1 due to the small connection area between the energy-absorbing component 22 and the frame longitudinal beam 1, thus failing to achieve a good energy absorption effect.

[0062] In some embodiments, refer to Figure 2 , Figure 4 and Figure 5 As shown, the connecting baffle 23 has two opposing edges along the longitudinal direction of the frame beam 1, and a reinforcing flange 231 is formed at at least one of the two edges.

[0063] In other words, a reinforcing flange 231 is formed at at least one edge of the connecting baffle 23 to improve the structural strength of the connecting baffle 23, thereby ensuring the connection strength between the energy-absorbing member 22 and the frame longitudinal beam 1. Compared with using a thicker flat connecting baffle 23, this is beneficial for cost and weight control. Specifically, the reinforcing flange 231 can be raised in a direction away from the frame longitudinal beam 1.

[0064] Specifically, the connecting baffle 23 can be connected to the energy-absorbing component 22 by welding or other means, and the connecting baffle 23 can be connected to the longitudinal beam 1 of the frame by welding, screwing or other means.

[0065] To ensure the connection strength between the energy-absorbing component 22 and the frame longitudinal beam 1, other forms besides the connecting baffle 23 can be used to connect the energy-absorbing component 22 and the frame longitudinal beam 1. In some other embodiments, the end of the energy-absorbing component 22 connected to the frame longitudinal beam 1 completely or partially penetrates the frame longitudinal beam 1.

[0066] In other words, one end of the energy-absorbing component 22 connected to the longitudinal beam 1 can extend into the interior of the longitudinal beam 1 via its inner side; or, the other end of the energy-absorbing component 22 connected to the longitudinal beam 1 can penetrate the longitudinal beam 1 via its inner side and extend out of the longitudinal beam 1 via its outer side. This arrangement increases the number of connection points between the energy-absorbing component 22 and the longitudinal beam 1, improving the connection strength and thus achieving a good energy absorption effect. Specifically, the energy-absorbing component 22 can be connected to the longitudinal beam 1 by welding or other methods.

[0067] In some embodiments, refer to Figure 3 , Figure 4 and Figure 5 As shown, the support structure 2 also includes a support member 24, which is connected to the support base 21 and extends along the longitudinal direction of the frame beam 1.

[0068] This design enhances the structural strength of the support base 21 by utilizing the support member 24, thereby improving the support effect of the support base 21 and reducing the deformation of the support base 21 during a vehicle collision. Specifically, the support member 24 can be a support tube. The support tube has a hollow structure, which can effectively reduce the weight of the support member 24 and save material costs.

[0069] Specifically, the support member 24 can be arranged adjacent to and spaced apart from the energy absorber 22 in the vertical direction. For example, the support member 24 can be arranged below the energy absorber 22 and spaced apart from it. That is, the support member 24 can be arranged relatively close to the energy absorber 22 to effectively improve the structural strength of the part of the support base 21 connected to the energy absorber 22, thereby using the support base 21 to better support the energy absorber 22 and avoid large deformation of the support base 21 when the energy absorber 22 collapses.

[0070] In some embodiments, refer to Figure 3 , Figure 4 and Figure 5 As shown, the support 21 includes a front seat 211 and a rear seat 212 that are opposite each other in the longitudinal direction of the frame beam 1. The front seat 211 and the rear seat 212 are constructed together to form a cavity structure, so as to improve the structural strength of the support 21 by utilizing the cavity structure.

[0071] Reference Figure 3 , Figure 4 and Figure 5 As shown, the energy-absorbing component 22 and the support component 24 both penetrate the front seat body 211 and the rear seat body 212 along the longitudinal direction of the frame beam 1, so as to improve the connection strength between the energy-absorbing component 22 and the support component 24 and the support seat 21, thereby improving the overall structural strength of the support structure 2.

[0072] In some embodiments, refer to Figure 1 , Figure 3 and Figure 5 As shown, the support seat 21 extends along the width direction of the longitudinal beam 1 of the frame. One end of the support seat 21 is connected to the inner side of the longitudinal beam 1 of the frame, and the other end of the support seat 21 is connected to the cross beam 3 of the frame.

[0073] This configuration utilizes the support base 21 to provide an installation structure for the frame crossbeam 3, which can be mounted on the support base 21. Specifically, the frame crossbeam 3 can be used to mount the powertrain mount, thereby enabling the powertrain mount to be mounted on the frame.

[0074] In other words, the support structure 2 in this embodiment not only has the effect of absorbing energy during collisions, but also provides an installation structure for the frame crossbeam 3, thus having a dual function.

[0075] In some embodiments, refer to Figure 4 As shown, the support 21 is detachably connected to the frame crossbeam 3.

[0076] Specifically, the frame crossbeam 3 can be detachably connected to the support base 21 via connectors such as connecting bolts 4. This arrangement facilitates the assembly / disassembly of different types of frame crossbeams 3 using the support structure 2, and different types of powertrain mounts can be mounted on different types of frame crossbeams 3 to adapt to different powertrain requirements.

[0077] Furthermore, in some existing vehicle frame structures, the two ends of the frame crossbeams are typically fixed to the frame longitudinal beams by welding or other methods. This makes it inconvenient to assemble and disassemble the frame crossbeams and longitudinal beams after assembly, thus preventing easy replacement of the frame crossbeams according to actual needs. However, the frame structure provided in this application, by providing a support structure 2 on the inner side of the frame longitudinal beam 1, and having the support seat 21 of the support structure 2 detachably connected to the frame crossbeam 3, allows for easy replacement of the frame crossbeam 3 according to actual needs, improving operational convenience.

[0078] For example, refer to Figure 4 As shown, the support base 21 includes a front seat body 211 and a rear seat body 212 that are opposite each other in the longitudinal direction of the frame longitudinal beam 1. The front seat body 211 and the rear seat body 212 together form a cavity structure. The end of the frame crossbeam 3 can be inserted into the cavity structure, or in other words, the front seat body 211 and the rear seat body 212 can be wrapped around the end of the frame crossbeam 3. The end of the frame crossbeam 3 is provided with a first mounting hole that runs through in the longitudinal direction. The support base 21 is provided with a second mounting hole that runs through in the longitudinal direction and corresponds to the first mounting hole. The connecting bolt 4 passes through the first mounting hole and the second mounting hole, and the support base 21 is fixedly connected to the end of the frame crossbeam 3 by screwing a connecting nut on the connecting bolt 4.

[0079] Specifically, the number of connecting bolts 4 is not limited to one; two or more can be set as needed. That is, the frame crossbeam 3 and the support seat 21 can be fixedly connected by two or more connecting bolts 4.

[0080] Of course, the frame crossbeam 3 can also be connected to the support seat 21 by welding or other methods.

[0081] It should be noted that the frame crossbeam 3 may not be installed on the support seat 21, and it may only provide collision energy absorption.

[0082] In some embodiments, refer to Figure 1 , Figure 3 , Figures 5 to 7As shown, the frame structure includes two frame longitudinal beams 1, which are arranged opposite each other and spaced apart, and each frame longitudinal beam 1 has a bent section 11; there are two support structures 2, which are respectively connected to the bent sections 11 of the two frame longitudinal beams 1.

[0083] This configuration allows for effective support and collision energy absorption at the bending sections 11 of the two longitudinal beams 1, by setting support structures 2 at the bending sections 11 of the two longitudinal beams 1, thereby effectively resisting the deformation of the longitudinal beams 1.

[0084] Reference Figure 1 , Figure 3 , Figures 5 to 7 As shown, the two ends of the frame crossbeam 3 are respectively connected to the support seats 21 of the two support structures 2, so as to provide an installation structure for the frame crossbeam 3 by using the support seats 21 of the two support structures 2, and realize the connection of the frame crossbeam 3 between the support seats 21 of the two support structures 2.

[0085] Specifically, the two ends of the frame crossbeam 3 can be detachably connected to the support seats 21 of the two support structures 2 via connecting bolts 4 or other connecting parts, so that the frame crossbeam 3 can be removed and replaced as needed. Of course, the two ends of the frame crossbeam 3 can also be fixedly connected to the support seats 21 of the two support structures 2 by welding or other methods.

[0086] It should be noted that the frame structure has a powertrain mounting area and a battery pack mounting area. Along the longitudinal direction of the frame longitudinal beam 1, the front area of ​​the frame crossbeam 3 can be the powertrain mounting area, and the rear area of ​​the frame crossbeam 3 can be the battery pack mounting area.

[0087] It is understandable that the specific structures of the two support structures 2 can be exactly the same, or they can be reasonably adjusted according to the actual installation space, etc.

[0088] For example, refer to Figures 2 to 5 As shown, the main focus is on the support structure 2 located on the left-side longitudinal beam 1 of the frame. In this support structure 2, the distance between the energy-absorbing tube and the frame crossbeam 3 is relatively large. In this case, a support tube can be installed below the energy-absorbing tube, that is, between the energy-absorbing tube and the frame crossbeam 3, to improve the structural strength of the support base 21 at this location. (Refer to...) Figure 6 and Figure 7 As shown, the main focus is on the support structure 2 on the right-side frame longitudinal beam 1. In this support structure 2, the distance between the energy-absorbing tube and the frame crossbeam 3 is relatively small. In this case, it is not necessary to install a support tube below the energy-absorbing tube.

[0089] Furthermore, it should be noted that the support structure 2 provided in this application embodiment occupies a small space, which is beneficial for the arrangement of components in the cabin, so as to meet the collision energy absorption requirements with minimal space. In addition, the structure is simple, lightweight, low cost, and easy to assemble and disassemble.

[0090] Other embodiments of this application provide a vehicle including a frame structure as described in any of the above embodiments.

[0091] The vehicle provided in this application embodiment has the beneficial effects of the frame structure of any of the above embodiments because it includes the frame structure of any of the above embodiments, which will not be repeated here.

[0092] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0093] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle frame structure, characterized in that, include: A frame longitudinal beam (1) has a bent section (11) formed on it. Along the front end of the frame longitudinal beam (1) toward the rear end, the bent section (11) gradually bends toward the outside of the frame longitudinal beam (1). The support structure (2) includes a support base (21) and an energy-absorbing element (22). The support base (21) is connected to the inner side of the frame longitudinal beam (1) and corresponds to the rear area of ​​the bending section (11). One end of the energy-absorbing element (22) is connected to the support base (21), and the other end of the energy-absorbing element (22) is connected to the inner side of the frame longitudinal beam (1) and corresponds to the front area of ​​the bending section (11).

2. The frame structure according to claim 1, characterized in that, The energy-absorbing component (22) is an energy-absorbing tube. One end of the energy-absorbing tube is connected to the support base (21), and the other end of the energy-absorbing tube is bent from the inner area of ​​the frame longitudinal beam (1) toward the frame longitudinal beam (1) and connected to the inner side of the frame longitudinal beam (1).

3. The frame structure according to claim 1, characterized in that, The support structure (2) also includes a connecting baffle (23), and the end of the energy-absorbing member (22) away from the support base (21) is connected to the inner side of the frame longitudinal beam (1) through the connecting baffle (23).

4. The vehicle frame structure according to claim 3, characterized in that, The connecting baffle (23) has two opposing sides along the longitudinal direction of the frame beam (1), and a reinforcing flange (231) is formed at at least one of the two sides.

5. The frame structure according to claim 1, characterized in that, The end of the energy-absorbing component (22) that is connected to the longitudinal beam of the frame (1) completely or partially penetrates the longitudinal beam of the frame (1).

6. The frame structure according to claim 1, characterized in that, The support structure (2) also includes a support member (24), which is connected to the support base (21) and extends along the longitudinal direction of the frame beam (1).

7. The frame structure according to claim 6, characterized in that, The support base (21) includes a front seat (211) and a rear seat (212) that are opposite each other in the longitudinal direction of the frame longitudinal beam (1), and the front seat (211) and the rear seat (212) together form a cavity structure; The energy-absorbing member (22) and the support member (24) both penetrate the front seat (211) and the rear seat (212) along the longitudinal direction of the frame longitudinal beam (1).

8. The frame structure according to claim 1, characterized in that, The support base (21) extends along the width direction of the frame longitudinal beam (1), one end of the support base (21) is connected to the inner side of the frame longitudinal beam (1), and the other end of the support base (21) is connected to the frame cross beam (3).

9. The frame structure according to claim 1, characterized in that, The frame structure includes two frame longitudinal beams (1), which are arranged opposite to each other and spaced apart, and each frame longitudinal beam (1) has a bending section (11). There are two support structures (2), and the two support structures (2) are respectively connected to the bending section (11) of the two frame longitudinal beams (1).

10. A vehicle, characterized in that, Includes the frame structure as described in any one of claims 1 to 9.

Images