Subframe and vehicle

Abstract

This application relates to the technical field of vehicle engineering, specifically to a subframe and a vehicle. The subframe includes a frame body arranged in a ring shape. The frame body includes at least two energy-absorbing beams, each extending along a first direction. The two energy-absorbing beams are spaced apart in a second direction intersecting the first direction. Each energy-absorbing beam includes a central energy-absorbing portion and two main body portions connected to the central energy-absorbing portion in the first direction. The cross-sectional area of ​​the central energy-absorbing portion on a reference plane is smaller than the cross-sectional area of ​​the main body portions on the reference plane, wherein the reference plane and the first direction are perpendicular to each other. Therefore, the central energy-absorbing portion collapses and deforms under impact force, thereby deforming the energy-absorbing beam to absorb impact energy, delaying the rigid fracture of the energy-absorbing beam, reducing the risk of the subframe intruding into the passenger compartment, and improving the safety factor of passengers in the passenger compartment.

Description

Technical Field

[0001] This application relates to the technical field of vehicle engineering, specifically to a subframe and a vehicle. Background Technology

[0002] Existing vehicle subframes suffer from insufficient energy absorption, making them more prone to rigid fracture. This increases the risk of subframe intrusion into the passenger compartment, thereby increasing the risk to passengers inside. Therefore, there is an urgent need for a subframe with better energy absorption. Utility Model Content

[0003] The purpose of this application is to provide a subframe and a vehicle.

[0004] This application provides a subframe, which includes a frame body arranged in a ring shape. The frame body includes at least two energy-absorbing beams, each extending along a first direction. The two energy-absorbing beams are spaced apart in a second direction intersecting the first direction. Each energy-absorbing beam includes a central energy-absorbing portion and two main body portions connected to the central energy-absorbing portion in the first direction. The cross-sectional area of ​​the central energy-absorbing portion on a reference plane is smaller than the cross-sectional area of ​​the main body portions on the reference plane, wherein the reference plane and the first direction are perpendicular to each other.

[0005] In one exemplary embodiment of this application, each of the central energy-absorbing portions has a recessed portion formed on the side facing the other central energy-absorbing portion.

[0006] In one exemplary embodiment of this application, the vehicle frame body includes at least two mounting portions, each of which is mounted on the side of the main body away from the central energy-absorbing portion in the first direction. The mounting portion is used to connect to the vehicle body, and the side of the energy-absorbing beam away from the mounting portion in the first direction is used to connect to the vehicle energy-absorbing box.

[0007] In one exemplary embodiment of this application, the mounting portion is provided with a locking hole and a pin, the locking hole and the pin are spaced apart, and the locking hole and the pin extend along a third direction, wherein the first direction, the second direction and the third direction intersect each other.

[0008] In one exemplary embodiment of this application, the pin protrudes from one side of the mounting portion.

[0009] In one exemplary embodiment of this application, the mounting portion forms a hollow cavity, and the mounting portion further includes a reinforcing plate that extends along the third direction and is disposed in the hollow cavity.

[0010] In one exemplary embodiment of this application, the frame body includes a first connecting beam and a second connecting beam extending along the second direction, the first connecting beam and the second connecting beam being spaced apart along the first direction.

[0011] In one exemplary embodiment of this application, the subframe further includes a protective beam extending along the second direction. The protective beam includes a first plate, a second plate, and a third plate, which are integrally formed. The second plate is located between the first plate and the third plate. The side of the first plate and the third plate opposite to the second plate is connected to the second connecting beam. The second plate and the second connecting beam are spaced apart.

[0012] In one exemplary embodiment of this application, the subframe includes: a first mounting base connected to one of the energy-absorbing beams; and a suspension disposed on the side of the first mounting base opposite to the energy-absorbing beam, wherein the suspension, the first mounting base, and the energy-absorbing beam are configured as an integral structure.

[0013] This application also provides a vehicle including the aforementioned subframe.

[0014] The subframe and vehicle proposed in this application have the following advantages: The subframe includes a frame body arranged in a ring shape. The frame body includes at least two energy-absorbing beams, each extending along a first direction. The two energy-absorbing beams are spaced apart in a second direction intersecting the first direction. Each energy-absorbing beam includes a central energy-absorbing portion and two main body portions connected to the central energy-absorbing portion in the first direction. The cross-sectional area of ​​the central energy-absorbing portion on a reference plane is smaller than the cross-sectional area of ​​the main body portions on the reference plane, wherein the reference plane and the first direction are perpendicular to each other. Therefore, the main body portions of the energy-absorbing beams can provide rigid support during a vehicle collision, and the central energy-absorbing portion located between the two main body portions can deform during a vehicle collision to absorb the impact force. Specifically, when a collision occurs in the first direction, the impact force is transmitted along the first direction to a main body, and then to the central energy-absorbing part. Since the cross-sectional area of ​​the central energy-absorbing part on the reference plane is smaller than that of the main body on the reference plane, the two main bodies provide rigid support on both sides of the central energy-absorbing part. Under the action of the impact force, the central energy-absorbing part collapses and deforms, thereby deforming the energy-absorbing beam to absorb the impact energy, delaying the time when the energy-absorbing beam will undergo rigid fracture, reducing the risk of the subframe intruding into the passenger compartment, and thus improving the safety factor of passengers in the passenger compartment.

[0015] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0017] 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. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 This is a schematic diagram of the first structure of a subframe in an embodiment of this utility model;

[0019] Figure 2 This is a schematic diagram of the second structure of a subframe in an embodiment of this utility model;

[0020] Figure 3 yes Figure 2 Enlarged view of point A in the middle;

[0021] Figure 4 This is a schematic diagram of the sleeve structure in an embodiment of this utility model;

[0022] Figure 5 This is a schematic diagram of the third structure of a subframe in an embodiment of this utility model;

[0023] Figure 6 This is a schematic diagram of the protective beam in an embodiment of this utility model.

[0024] Explanation of reference numerals in the attached figures:

[0025] 10. Frame body; 100. Energy-absorbing beam; 110. Central energy-absorbing section; 120. Main body; 130. Recessed section; 140. Mounting section; 141. Locking hole; 142. Pin; 143. Hollow cavity; 144. Reinforcing plate; 145. First mounting plate; 1451. First curved edge; 146. Second mounting plate; 1461. Second curved edge; 147. First connecting plate; 148. Second connecting plate ; 210, First connecting beam; 220, Second connecting beam; 300, Protective beam; 310, First plate; 320, Second plate; 330, Third plate; 410, First mounting base; 420, Second mounting base; 500, Suspension; 600, Sleeve; 610, First sleeve section; 620, Second sleeve section; 700, Middle tower; X1, First direction; X2, Second direction; X3, Third direction. Detailed Implementation

[0026] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0027] The terms "first," "second," and "third" used in the embodiments of this application are 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," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0028] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0029] Existing vehicle subframes suffer from insufficient energy absorption, making them more prone to rigid fracture. This increases the risk of subframe intrusion into the passenger compartment, thereby increasing the risk to passengers inside. Therefore, there is an urgent need for a subframe with better energy absorption.

[0030] To solve the above-mentioned technical problems, this application provides a subframe, referring to... Figure 1As shown, the subframe includes a frame body 10, which is arranged in a ring shape. The frame body 10 includes at least two energy-absorbing beams 100, each extending along a first direction X1. The two energy-absorbing beams 100 are spaced apart in a second direction X2 intersecting the first direction X1. Each energy-absorbing beam 100 includes a central energy-absorbing portion 110 and two main body portions 120 connected to the central energy-absorbing portion 110 in the first direction X1. The cross-sectional area of ​​the central energy-absorbing portion 110 on the reference plane is smaller than the cross-sectional area of ​​the main body portions 120 on the reference plane, wherein the reference plane and the first direction X1 are perpendicular to each other. Thus, the main body portions 120 of the energy-absorbing beams 100 can provide rigid support during a vehicle collision, and the central energy-absorbing portion 110 located between the two main body portions 120 can deform during a vehicle collision to absorb the impact force. Specifically, when a collision occurs in the first direction X1, the impact force is transmitted along the first direction X1 to a main body 120, and then to the central energy-absorbing part 110. Since the cross-sectional area of ​​the central energy-absorbing part 110 on the reference plane is smaller than that of the main body 120 on the reference plane, the two main bodies 120 provide rigid support on both sides of the central energy-absorbing part 110. Under the action of the impact force, the central energy-absorbing part 110 collapses and deforms, thereby deforming the energy-absorbing beam 100 to absorb the impact energy, delaying the time when the energy-absorbing beam 100 will undergo rigid fracture, reducing the risk of the subframe intruding into the passenger compartment, and thus improving the safety factor of passengers in the passenger compartment.

[0031] In some implementations, the subframe is made of metal, giving it better rigidity and thus improving the vehicle's rigidity in minor collisions and the pre-collision phase. Specifically, the subframe uses high-strength steel, aluminum alloy, fiber-reinforced composite materials, etc.

[0032] In some embodiments, the frame body 10 is arranged in a ring-shaped configuration, which may be "square," "trapezoidal," "circular," or other irregular shapes. In some specific embodiments, the frame body 10 is arranged in a ring-shaped "trapezoidal" configuration, with the energy-absorbing beam 100 and other beams spaced apart in the second direction X2, and other beam structures spaced apart in the first direction X1, wherein the first direction X1 and the second direction X2 intersect. In another specific embodiment, refer to... Figure 1 As shown, the frame body 10 is arranged in a ring shape as a "square". The energy-absorbing beam 100 and other beam structures are spaced apart in the second direction X2, and other beam structures are spaced apart in the first direction X1.

[0033] In some embodiments, the energy-absorbing beam 100 can be a hollow structure or a solid structure, wherein the cross-section of the energy-absorbing beam 100 is a plane orthogonal to the first direction X1, and the plane orthogonal to the first direction X1 is defined as a reference plane. With the same material, a smaller cross-sectional area results in weaker rigidity and stronger deformation capacity. It is understood that when the energy-absorbing beam 100 is a hollow structure, the thickness of the cross-section of the energy-absorbing beam 100 also needs to be considered. Its thickness can be set according to actual needs to accommodate the deformation capacity and rigidity of the energy-absorbing beam 100.

[0034] In some implementations, refer to Figure 1 As shown, the subframe includes a first mounting base 410 and a suspension 500. The first mounting base 410 is connected to one of the energy-absorbing beams 100. The suspension 500 is located on the side of the first mounting base 410 away from the energy-absorbing beam 100. The suspension 500, the first mounting base 410, and the energy-absorbing beam 100 are integrated into a single structure. This design eliminates the disadvantages of the traditional "suspension-bolt-subframe mounting base-subframe" connection method, which has multiple contact interfaces and fastening points. It reduces the risk of displacement between the contact section and the fastening points, improves the dynamic stiffness of the mounting point, and enhances the overall vehicle noise, vibration, and harshness (NVH) performance. In addition, it saves on the fastening bolts between the suspension and the subframe and the internal tapping sleeves used for fastening, achieving a lightweight effect. Furthermore, the side of the suspension 500 opposite to the first mounting base 410 is connected to the vehicle body. By configuring the suspension 500, the first mounting base 410, and the energy-absorbing beam 100 as an integral structure, the connection stability with the vehicle body can be increased. In some specific embodiments, the first mounting base 410 and the energy-absorbing beam 100 are fixedly connected by welding, and the first mounting base 410 and the suspension 500 are fixedly connected by welding.

[0035] In some implementations, refer to Figure 1 As shown, the subframe includes a second mounting base 420, which is used to connect the suspension 500 and the vehicle body. The second mounting base 420 is located on the first connecting beam 210, and the second mounting base 420 and the second connecting beam 220 are fixedly connected by welding.

[0036] In some implementations, refer to Figure 1 As shown, the frame body 10 also includes a center tower 700, which is connected to the energy-absorbing beam 100. The side of the center tower 700 away from the energy-absorbing beam 100 is used to connect to the vehicle body to enhance the connection stability between the subframe and the vehicle body.

[0037] In some implementations, refer to Figure 1As shown, each central energy-absorbing section 110 has a recess 130 formed on the side facing the other central energy-absorbing section 110. The recess 130 is recessed inward, forming corresponding recesses 130 on the two central energy-absorbing sections 110. Since the recesses 130 are all located on the side of each central energy-absorbing section 110 facing the other central energy-absorbing section 110, when the central energy-absorbing section 110 is impacted, it is highly likely that the two energy-absorbing beams 100 will deform in a direction away from each other. If the two energy-absorbing beams 100 deform in a direction closer to each other, the deformed energy-absorbing beams 100 may collide with each other and intrude into the vehicle body, increasing the risk of intrusion of the energy-absorbing beams 100. Therefore, this design enables the energy-absorbing beams 100 to deform in a predetermined direction, reducing the risk of intrusion after deformation. In some specific embodiments, the recess 130 is formed by a stamping process, and can be directly formed on the integral energy-absorbing beam 100 structure by stamping with a stamping die.

[0038] In some embodiments, reference is made to Figure 2 As shown, the plane formed by the first direction X1 and the second direction X2 is a horizontal plane. The first direction X1 and the second direction X2 are set at an angle and are not perpendicular. In another embodiment, the first direction X1 and the second direction X2 are perpendicular to each other. The first direction X1 is the front-rear direction of the vehicle, and the second direction X2 is the left-right direction of the vehicle. With the vehicle's driving direction as a reference, the front-rear direction and the driving direction are the same direction, and the left-right direction is a direction parallel to the ground and intersecting the driving direction.

[0039] In some implementations, combined Figure 1 and Figure 2As shown, the frame body 10 includes at least two mounting portions 140. Each mounting portion 140 is mounted on the side of the main body 120 away from the central energy-absorbing portion 110 in a first direction X1. The mounting portion 140 is used to connect to the vehicle body. The two mounting portions 140 are located on the same side of the frame body 10 and extend outward from the frame body 10. This design of the mounting portions 140 increases the contact area between the frame body 10 and the vehicle body. On each energy-absorbing beam 100, the main body 120 located on the same side as the central energy-absorbing portion 110 is connected to the mounting portion 140, and the other main body 120 on the side away from the mounting portion 140 in the first direction X1 is connected to the vehicle's energy-absorbing box. When a vehicle is involved in a collision, the impact force is first partially absorbed by the energy-absorbing box before being transferred to one main body 120 of the energy-absorbing beam 100. Another main body 120 in the direction of the impact force is connected to the vehicle body. The two main bodies 120 provide rigid support. When the impact force is too strong, the central energy-absorbing part 110 deforms further, enabling a lightweight subframe design that facilitates assembly between the subframe and the vehicle body. In some specific embodiments, when impacted in the first direction X1, the impact force is transferred via the energy-absorbing beam 100 to the mounting part 140, and then to the vehicle body. This design provides rigid support to the mounting part 140, further supporting the main body 120 in withstanding the impact force in the first direction X1.

[0040] In other embodiments, combined with Figure 1 and Figure 2 As shown, one mounting part 140 is mounted on the left side of the main body 120 away from the central energy-absorbing part 110 in the first direction X1, and another mounting part 140 is mounted on the right side of the main body 120 away from the central energy-absorbing part 110 in the first direction X1, so that the two mounting parts 140 are located diagonally opposite to the frame body 10. Of course, one mounting part 140 can be mounted on the side of each main body 120 away from the central energy-absorbing part 110, and the four corner mounting parts 140 can be connected to the vehicle body to further enhance the connection stability.

[0041] In some implementations, refer to Figure 3 As shown, the mounting part 140 is provided with a locking hole 141 and a pin 142, which are spaced apart and extend in a third direction X3. Figure 2 As shown, the first direction X1, the second direction X2, and the third direction X3 intersect each other pairwise. (Refer to...) Figure 3As shown, the locking hole 141 and the pin 142 can form two connection positions with the vehicle body, which increases the connection strength with the vehicle body. The locking hole 141 and the pin hole for mounting the pin 142 are simultaneously formed by punching or drilling on the mounting part 140. The locking member is inserted into the locking hole 141 to connect with the vehicle body, and the pin 142 is inserted into the pin hole to connect with the vehicle body. In a specific embodiment, after the pin 142 is inserted into the pin hole, the mounting part 140 and the pin 142 are connected by welding, thus fixing the pin 142 and the mounting part 140 together. The locking hole 141 is a through hole, and the locking member has a partially threaded portion. After the locking member is inserted into the locking hole 141, it is threadedly connected to the vehicle body through the threaded portion. In some specific embodiments, when impacted in the first direction X1, the impact force is transmitted to the mounting portion 140 via the energy-absorbing beam 100. The mounting portion 140 provides rigid support through its locking holes 141 and pins 142. This design allows the vehicle body to provide rigid support to the mounting portion 140 via the locking holes 141 and pins 142, thus supporting the main body 120 to withstand the impact force in the first direction X1. This increases the number of impact stress points and enhances the structural stability of the frame body 10. Simultaneously, the pins 142 provide shear resistance during a vehicle collision, preventing the mounting point from breaking. If the mounting point is located behind the subframe, it further prevents rear mounting point breakage, thereby reducing the risk of the mounting point shearing and intruding into the passenger compartment during a collision and improving collision safety performance.

[0042] In some implementations, refer to Figure 2 As shown, the third direction X3 is set at an angle to the horizontal plane. Specifically, the third direction X3 is the vertical direction of the vehicle, and the third direction X3 is perpendicular to the horizontal plane.

[0043] In some implementations, refer to Figure 3 As shown, pin 142 protrudes from one side of mounting portion 140. The vehicle body has corresponding pin holes, and the protruding portion of pin 142 inserts into these holes. During installation, pin 142's insertion into the pin holes serves a positioning function, facilitating the connection between mounting portion 140 and the vehicle body. Pin 142 can also withstand shearing forces from a horizontal plane, while simultaneously increasing the stability of the connection with the frame body 10. Specifically, the outer diameter of the protruding portion of pin 142 gradually decreases from the side closest to mounting portion 140 to the side furthest from mounting portion 140, forming a pointed structure. This design facilitates the insertion of pin 142 into the pin holes of the vehicle body. Pin 142 is made of metal, specifically high-strength steel, aluminum alloy, etc.

[0044] In some implementations, refer to Figure 3As shown, the mounting portion 140 forms a hollow cavity 143. The mounting portion 140 also includes a reinforcing plate 144, which extends along a third direction X3 and is disposed within the hollow cavity 143. The mounting portion 140 may include a first mounting plate 145 and a second mounting plate 146, which are spaced apart along the third direction X3 to form the hollow cavity 143. The distance between the first mounting plate 145 and the second mounting plate 146 is approximately equal to the height of the main body 120 along the third direction X3. The hollow cavity 143 structure formed by the spaced first mounting plate 145 and the second mounting plate 146 can reduce the weight of the mounting portion 140, further reducing the weight of the frame body 10 and making the vehicle lighter. In some specific embodiments, the first mounting plate 145 is located above the main body 120 in the third direction X3, and the second mounting plate 146 is located below the main body 120 in the third direction X3. The impact force in the first direction X1 can be transmitted to the vehicle body through the first mounting plate 140 and the second mounting plate 140 respectively. Furthermore, the impact forces of the first mounting plate 145 and the second mounting plate 146 act on the locking member and the pin 142 respectively.

[0045] In some implementations, refer to Figure 3 As shown, the first mounting plate 145 forms a first curved edge 1451 that bends and extends toward the second mounting plate 146, and the second mounting plate 146 forms a second curved edge 1461 that bends and extends toward the first mounting plate 145. The first curved edge 1451 and the second curved edge 1461 can make the edges of the first mounting plate 145 and the second mounting plate 146 smoother, reduce stress concentration in the first mounting plate 145 and the second mounting plate 146, and also reduce the risk of injury to the assembler from the edges.

[0046] In some implementations, refer to Figure 3 As shown, the mounting part 140 includes a first connecting plate 147 and a second connecting plate 148. The first connecting plate 147 extends from the first mounting plate 145 to the second mounting plate 146, and the second connecting plate 148 extends from the second mounting plate 146 to the first mounting plate 145. The first connecting plate 147 is connected to the first mounting plate 145 and the second mounting plate 146. Specifically, the first connecting plate 147 connects to the first curved edge 1451, and the second connecting plate 148 connects to the second curved edge 1461. The first connecting plate 147 and the second connecting plate 148 are fixedly connected by welding. This design can provide rigid support for the edges of the first mounting plate 145 and the second mounting plate 146.

[0047] In some implementations, refer to Figure 3As shown, the first connecting plate 147 and the first mounting plate 145 are integrally formed, as are the second connecting plate 148 and the second mounting plate 146. The first connecting plate 147 and the first mounting plate 145 are formed by stamping from the same sheet metal, and the second connecting plate 148 and the second mounting plate 146 are also formed by stamping from the same sheet metal. This design increases the structural stability of the first connecting plate 147 and the first mounting plate 145, and the second connecting plate 148 and the second mounting plate 146, while also reducing manufacturing costs.

[0048] In some embodiments, multiple first connecting plates 147 may be provided, and the number of second connecting plates 148 corresponds to the number of first connecting plates 147. The first connecting plates 147 and the second connecting plates 148 are connected one-to-one. The multiple first connecting plates 147 and the multiple second connecting plates 148 are spaced apart. The spaced arrangement of the first connecting plates 147 and the second connecting plates 148 can reduce the weight of the mounting part 140.

[0049] In some implementations, refer to Figure 3 As shown, the frame body 10 also includes a sleeve 600, as referenced. Figure 4 As shown, the sleeve 600 includes a first sleeve portion 610 and a second sleeve portion 620. The first sleeve portion 610 is connected to the second sleeve portion 620 in a third direction X3, and the outer diameter of the first sleeve portion 610 in the third direction X3 is larger than the outer diameter of the second sleeve portion 620. The second sleeve portion 620 is inserted into a mounting hole, and the first sleeve portion 610 is located on the surface of the mounting portion 140. Specifically, the second sleeve portion 620 is simultaneously inserted into the locking holes 141 of the first mounting plate 145 and the second mounting plate 146, and is fixedly connected to the first mounting plate 145 and the second mounting plate 146 by welding. This design can increase the connection stability of the sleeve 600, increase the contact area between the locking element and the mounting portion 140, reduce the pressure on a single mounting plate, and avoid the concentrated impact force acting on the mounting plate, thereby reducing the risk of the mounting portion 140 breaking due to impact force.

[0050] In some implementations, refer to Figure 5 As shown, the frame body 10 includes a first connecting beam 210 and a second connecting beam 220 extending along a second direction X2. The first connecting beam 210 and the second connecting beam 220 are spaced apart along a first direction X1. The second connecting beam 220 extends along the second direction X2. The first connecting beam 210 and the second connecting beam 220 are located between two energy-absorbing beams 100, which makes the structure of the frame body 10 more stable. Specifically, when subjected to an impact force in the first direction X1, the impact force acts on the first connecting beam 210 or the second connecting beam 220. The first connecting beam 210 or the second connecting beam 220 transmits the impact force to the energy-absorbing beam 100 in the second direction X2, thus providing rigid support while also transmitting the impact force.

[0051] In some implementations, refer to Figure 5 As shown, the cross-sectional areas of the first connecting beam 210 and the second connecting beam 220 are larger than the cross-sectional area of ​​the energy-absorbing beam 100, and the cross-sectional area of ​​the second connecting beam 220 is larger than the cross-sectional area of ​​the first connecting beam 210. The larger cross-sectional areas of the first connecting beam 210 and the second connecting beam 220 give them stronger impact resistance. Since the cross-sectional area of ​​the second connecting beam 220 is larger than that of the first connecting beam 210, the rigid support capacity of the first connecting beam 210 is less than that of the second connecting beam 220, but the deformation capacity of the first connecting beam 210 is stronger than that of the second connecting beam 220. Specifically, the first connecting beam 210 is located at the front of the vehicle, and the second connecting beam 220 is located at the rear of the vehicle. The stronger deformation capacity of the first connecting beam 210 allows it to deform and absorb energy upon impact, while the stronger rigid support performance of the second connecting beam 220 maintains the structural stability at the rear, enabling the frame body 10 to simultaneously achieve both deformation performance and support stability.

[0052] In some implementations, refer to Figure 5 As shown, the subframe also includes a protective beam 300 extending along the second direction X2, combined with Figure 6 As shown, the protective beam 300 includes a first plate 310, a second plate 320, and a third plate 330, which are integrally formed. The second plate 320 is located between the first plate 310 and the third plate 330. The side of the first plate 310 and the third plate 330 opposite to the second plate 320 is connected to a second connecting beam 220. The second plate 320 and the second connecting beam 220 are spaced apart. The first plate 310, the second plate 320, and the third plate 330 are formed into an integral structure by stamping steel plates. The first plate 310 and the third plate 330 are spaced apart, and the surface of the second plate 320 and the second connecting beam 220 are spaced apart. The protective beam 300, by being an integral structure, has good structural stability and can reduce the weight of the protective beam 300 itself, thus simultaneously meeting the requirements of stability and lightweight.

[0053] In some specific embodiments, the vehicle battery is located behind the protective beam 300. The vehicle battery is prone to catching fire or even exploding during an impact, and the protective beam 300 protects the battery. The protective beam 300 is located on the second connecting beam 220. Maximizing the cross-sectional area of ​​the second connecting beam 220 provides better protection for the battery pack and also gives the second connecting beam 220 a larger surface area, facilitating the installation and welding of the protective beam 300. Furthermore, welding the protective beam 300 to the second connecting beam 220 further reduces the number of mounting points and contact surfaces, improving the static and dynamic stiffness of the steering gear mounting point and the rear suspension mounting point, thereby enhancing NVH performance. In the third direction X3, the height of the protective beam 300 is greater than the height of the battery pack, causing the protective beam 300 to protrude towards the ground relative to the battery pack after installation. Specifically, the height difference between the protective beam 300 and the battery pack is 5mm. In the event of a bottoming-out collision, the protective beam 300 is the first point of contact, providing better protection for the battery.

[0054] In this application, the subframe has a central energy-absorbing section 110 on the frame body 10, which can deform under impact. The deformation of the energy-absorbing beam 100 absorbs the impact force, reducing the risk of the subframe intruding into the passenger compartment. The mounting section 140 is equipped with both a locking hole 141 and a pin 142, which increases the stability and convenience of the connection while also increasing the shear resistance of the subframe.

[0055] This application also provides a vehicle, including a subframe.

[0056] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A subframe, characterized in that, The subframe includes a frame body, which is arranged in a ring shape. The frame body includes at least two energy-absorbing beams, each of which extends along a first direction. The two energy-absorbing beams are spaced apart in a second direction intersecting the first direction. Each energy-absorbing beam includes a central energy-absorbing portion and two main body portions connected to the central energy-absorbing portion in the first direction. The cross-sectional area of ​​the central energy-absorbing portion on a reference plane is smaller than the cross-sectional area of ​​the main body portions on the reference plane. The reference plane and the first direction are perpendicular to each other.

2. The subframe according to claim 1, characterized in that, Each of the central energy-absorbing portions has a recessed portion formed on one side facing the other central energy-absorbing portion.

3. The subframe according to claim 1, characterized in that, The frame body includes at least two mounting portions, each of which is mounted on the side of the main body away from the central energy-absorbing portion in the first direction. The mounting portions are used to connect to the vehicle body, and the side of the energy-absorbing beam opposite to the mounting portion in the first direction is used to connect to the vehicle energy-absorbing box.

4. The subframe according to claim 3, characterized in that, The mounting part is provided with a locking hole and a pin, the locking hole and the pin are spaced apart, and the locking hole and the pin extend along a third direction, wherein the first direction, the second direction and the third direction intersect each other.

5. The subframe according to claim 4, characterized in that, The pin protrudes from one side of the mounting portion.

6. The subframe according to claim 4, characterized in that, The mounting portion forms a hollow cavity, and the mounting portion further includes a reinforcing plate that extends along the third direction and is disposed in the hollow cavity.

7. The subframe according to claim 1, characterized in that, The frame body includes a first connecting beam and a second connecting beam extending along the second direction, with the first connecting beam and the second connecting beam spaced apart along the first direction.

8. The subframe according to claim 7, characterized in that, The subframe also includes a protective beam extending along the second direction. The protective beam includes a first plate, a second plate, and a third plate, which are integrally formed. The second plate is located between the first plate and the third plate. The side of the first plate and the third plate opposite to the second plate is connected to the second connecting beam. The second plate and the second connecting beam are spaced apart.

9. The subframe according to claim 1, characterized in that, The subframe includes: A first mounting base is connected to one of the energy-absorbing beams; The suspension is located on the side of the first mounting base away from the energy-absorbing beam, and the suspension, the first mounting base, and the energy-absorbing beam are configured as an integral structure.

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

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