A subframe, vehicle

Abstract

The application provides a subframe and a vehicle. The subframe comprises a front cross beam, a rear cross beam and two longitudinal beams, the front ends of the longitudinal beams are connected to the front cross beam, and the tail ends of the longitudinal beams are connected to the rear cross beam; at least two induction grooves are arranged on the upper surfaces of the longitudinal beams in the length direction, and the depth of the induction groove closer to the rear cross beam is greater than the depth of the induction groove closer to the front cross beam in the direction from the front cross beam to the rear cross beam. The subframe increases the collapse energy absorption structure under the condition of meeting the short front suspension requirement, can produce collapse deformation to absorb the collision energy when the collision occurs, can sink the engine located above the subframe and ensure that the tail end of the engine sinks more greatly, so as to prevent the tail end of the engine from being excessively upturned or moved backward to press the cabin, thereby effectively protecting the cabin and passenger safety.

Description

Technical Field

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

[0002] In the design and development of vehicles, it is crucial that they possess a certain degree of crumple zone energy absorption after a collision. When a vehicle collides, it absorbs collision energy through the crumple deformation of localized structures, reducing the force transmitted to the passenger compartment. This deformation or energy absorption process prolongs the impact time, reducing the risk of injury to passengers. Traditional vehicles often feature a long front overhang, incorporating energy-absorbing crumple zones at the front to absorb collision energy, disperse impact forces, and prevent direct transmission of the impact force to the passenger compartment.

[0003] With the expansion of new energy vehicles, due to layout and other reasons, new energy vehicles pursue shorter front overhangs, which places higher demands on the longitudinal dimensions of the front of the vehicle. The space at the front of the vehicle is shortened, making it impossible to design a deformable structure with collision crumple and energy absorption function in this area. Utility Model Content

[0004] In view of this, this application aims to provide a subframe that, while meeting the requirements of a short front overhang, adds a collapsible energy-absorbing structure to absorb collision energy and protect the safety of the cabin and passengers in the event of a collision.

[0005] This application provides a subframe, including a front crossbeam, a rear crossbeam, and two longitudinal beams, wherein the front end of the longitudinal beams is connected to the front crossbeam and the rear end is connected to the rear crossbeam;

[0006] At least two guide grooves are arranged along the length direction on the upper surface of the longitudinal beam, and the depth of the guide groove closer to the rear crossbeam is greater than the depth of the guide groove closer to the front crossbeam along the direction from the front crossbeam to the rear crossbeam.

[0007] In one possible implementation, the at least two guide grooves include a first guide groove and a second guide groove located on the side of the first guide groove near the rear crossbeam, with the first guide groove and the second guide groove located on opposite sides of the center of the longitudinal beam along its length.

[0008] In one possible implementation, the second induction groove includes a recess disposed in the longitudinal beam and a groove plate disposed in the recess and welded to the longitudinal beam.

[0009] In one possible implementation, the longitudinal beam is provided with a first fixing structure and a second fixing structure for connecting the swing arm;

[0010] The first guide groove is located on the side of the first fixing structure near the front crossbeam, and the second guide groove is located between the first fixing structure and the second fixing structure.

[0011] In one possible implementation, the depth of the first induction groove is 20%-30% of the thickness of the longitudinal beam.

[0012] The depth of the second induction groove is 40%-50% of the thickness of the longitudinal beam.

[0013] In one possible implementation, a support frame is also provided, which is located on the side of the front crossbeam away from the longitudinal beam and configured to fix the front radiator and the front bumper.

[0014] In one possible implementation, the support frame includes a support plate and side plates located on both sides of the support plate. The support plate is configured to support the front radiator and is provided with limiting holes for positioning the front radiator and fastening holes for fixing the front bumper.

[0015] In one possible implementation, a first reinforcing rib is provided between the longitudinal beam and the rear crossbeam, located on the front side of the rear crossbeam, and the first reinforcing rib is provided with a weight-reducing groove.

[0016] In one possible implementation, the longitudinal beam has an extended section extending to the rear side of the rear crossbeam, the extended section being provided with a second fixing structure for fixing the swing arm, and a second reinforcing rib being provided between the extended section and the rear crossbeam;

[0017] And / or, a third reinforcing rib connected to the front crossbeam is provided on one or both sides of the front end of the longitudinal beam;

[0018] And / or, the front crossbeam is provided with a front engine mount fixing structure, the rear crossbeam is provided with a rear engine mount fixing structure, and each of the guide slots is located between the front mount fixing structure and the rear mount fixing structure in the length direction of the vehicle body.

[0019] This application also provides a vehicle including a subframe as described in any of the preceding claims.

[0020] The subframe provided in this application has longitudinal beams connected to the front crossbeams at their front ends. The longitudinal beams do not need to extend to the front of the front crossbeams, and no beam is set in front of the front crossbeams, which can effectively shorten the front overhang of the vehicle. At the same time, multiple guide grooves are set on the upper surface of the longitudinal beams. When the front of the vehicle is impacted, each guide groove can bend and deform. In this way, the longitudinal beam collapses and absorbs the collision energy and disperses the impact force. At the same time, the longitudinal beam will sink with the engine, preventing the engine from moving too far back and impacting the passenger compartment. Furthermore, the depth of the guide grooves increases from the front crossbeam to the rear crossbeam, that is, the depth of the guide grooves is greater as they move further back. In the event of an impact, the rear section of the longitudinal beam will inevitably sink, and the sinking degree will not be lower than that of the front section of the longitudinal beam. This prevents the rear section of the longitudinal beam from sinking and causing the rear end to tilt backward or move upward and impact the passenger compartment, thereby effectively protecting the safety of the passenger compartment and passengers. Attached Figure Description

[0021] Figure 1 The diagram shown is a structural schematic of the subframe axle angle in an embodiment of this application;

[0022] Figure 2 The diagram shown is a schematic diagram of the first induction groove in an embodiment of this application;

[0023] Figure 3 The diagram shown is a schematic diagram of the second induction groove in an embodiment of this application;

[0024] Figure 4 The diagram shown is a structural schematic of the subframe from a side view angle in an embodiment of this application;

[0025] Figure 5 The diagram shown is a top-view structural schematic of the subframe in an embodiment of this application.

[0026] Figures 1-5 middle:

[0027] 1. Front crossbeam; 2. Rear crossbeam; 3. Longitudinal beam; 301. First guide groove; 302. Second guide groove; 321. Groove plate; 322. Weight reduction hole; 4. Second reinforcing rib; 5. Front suspension fixing structure; 6. Rear suspension fixing structure; 7. First reinforcing rib; 701. Weight reduction groove; 8. Support frame; 81. Support plate; 82. Side plate; 801. Limiting hole; 802. Fastening hole; 9. First fixing structure; 10. Second fixing structure. Detailed Implementation

[0028] 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 some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] Please refer to the attached document. Figures 1-5 This application provides a subframe comprising a front crossbeam 1, a rear crossbeam 2, and two longitudinal beams 3. The front crossbeam 1 and the rear crossbeam 2 are spaced apart along the length of the vehicle body, and the two longitudinal beams 3 are spaced apart along the width of the vehicle body. The front end of each longitudinal beam 3 is connected to the front crossbeam 1, and the rear end is connected to the rear crossbeam 2. The subframe has a U-shaped or similar U-shaped structure. Furthermore, the upper surface of each longitudinal beam 3 is provided with at least two guide grooves arranged along its length; and, along the direction from the front crossbeam 1 to the rear crossbeam 2, the depth of the guide groove closer to the rear crossbeam 2 is greater than the depth of the guide groove closer to the front crossbeam 1.

[0030] Thus, in the subframe provided by this application, the front end of the longitudinal beam 3 is connected to the front crossbeam 1. The longitudinal beam 3 does not need to extend to the front of the front crossbeam 1, and no beam is set in front of the front crossbeam 1, which can effectively shorten the front overhang of the vehicle. At the same time, multiple guide grooves are set on the longitudinal beam 3. When the front of the vehicle is impacted, each guide groove can bend and deform. In this way, the longitudinal beam 3 can collapse to absorb the collision energy and disperse the impact force. At the same time, the longitudinal beam 3 will sink with the engine to prevent the engine from moving too far back and hitting the passenger compartment. Moreover, the depth of the guide groove will increase from the front crossbeam 1 to the rear crossbeam 2. That is, the depth of the guide groove is greater as it is further back. During the impact, the rear section of the longitudinal beam 3 will inevitably sink, and the sinking degree will not be lower than that of the front section of the longitudinal beam 3. This prevents the front section of the longitudinal beam 3 from sinking and causing the rear end to tilt backward or move upward and hit the passenger compartment, thereby effectively protecting the safety of the passenger compartment and passengers.

[0031] Specifically, both the front and rear engine mounts are fixed to the subframe to securely hold the engine in place. In this application, a front engine mount fixing structure 5 is provided on the front crossbeam 1, and a rear engine mount fixing structure 6 is provided on the rear crossbeam 2. Along the length of the vehicle body, each guide groove is located between the front mount fixing structure 5 and the rear mount fixing structure 6.

[0032] The guide grooves include at least two, including a first guide groove 301 and a second guide groove 302 located on the side of the first guide groove 301 near the rear crossbeam 2. The first guide groove 301 and the second guide groove 302 are located on opposite sides of the center of the longitudinal beam 3 along its length, that is, the first guide groove 301 is located in the front section of the longitudinal beam 3, and the second guide groove 302 is located in the rear section of the longitudinal beam 3 (the section closer to the front crossbeam 1 along the centerline of the longitudinal beam 3 along its length is the front section, and the section closer to the rear crossbeam is the rear section). The depth of the second guide groove 302 is greater than the depth of the first guide groove 301. The first guide groove 301 and the second guide groove 302 are spaced far apart.

[0033] Thus, when the front of the vehicle is impacted, the front and rear sections of the longitudinal beam 3 deform to absorb the collision energy and disperse the collision force. At the same time, the longitudinal beam 3 can sink as a whole to reduce the height of the engine, preventing the rear end of the engine from tilting up or moving too far back after an impact and squeezing the passenger compartment.

[0034] The front engine mount fixing structure 5 may include two spaced-apart clamps on the front crossbeam 1, with corresponding holes on the clamps for the fixing shaft to pass through. The rear engine mount fixing structure 6 may include an insertion hole on the rear crossbeam 2 and a shock-absorbing rubber sleeve disposed within the insertion hole.

[0035] like Figure 1 , Figure 2 and Figure 3 As shown, the longitudinal beam 3 has a hollow structure. The first guiding groove 301 can be formed by recessing the upper surface of the longitudinal beam 3 inward. The second guiding groove 302 can be formed by creating a notch in the longitudinal beam 3 to form a recess, and then placing a groove plate 321 within the recess. For example, the second guiding groove 302 includes a recess in the longitudinal beam 3 and a groove plate 321 placed within the recess and welded to the longitudinal beam 3. The groove plate 321 forms the groove wall of the second guiding groove 302. The second guiding groove 302 has a large groove depth. By first creating a groove in the longitudinal beam 3 and then welding the groove plate 321 to cover the notch, deformation of the longitudinal beam 3 can be avoided during the manufacturing process while ensuring the groove depth.

[0036] Specifically, the depth of the first guiding groove 301 can be 20%-30% of the thickness of the longitudinal beam 3. The depth of the second guiding groove 302 is 40%-50% of the thickness of the longitudinal beam 3.

[0037] The second induction groove 302 may also be provided with a weight reduction hole 322 on the groove plate 321 to further increase the collapse deformation performance after being impacted.

[0038] The longitudinal beam 3 is also provided with a first fixing structure 9 and a second fixing structure 10 for connecting the swing arm; specifically, the first guide groove 301 is located on the side of the first fixing structure 9 near the front crossbeam 1, and the second guide groove 302 is located between the first fixing structure 9 and the second fixing structure 10. The guide grooves and the fixing structures of the swing arm are arranged in an alternating manner, which allows more components to bear the impact force when impacted, thereby better dispersing the impact force.

[0039] The first fixing structure 9 includes two vertical plates spaced apart along the length of the longitudinal beam 3, and the two vertical plates are respectively provided with first connecting holes for the transverse hinge shaft of the swing arm to pass through. The second fixing structure 10 includes two horizontal plates spaced apart along the thickness of the longitudinal beam 3, and the two horizontal plates are respectively provided with second connecting holes for the vertical hinge shaft of the swing arm to pass through.

[0040] A first reinforcing rib 7 is provided between the longitudinal beam 3 and the rear crossbeam 2, located on the front side of the rear crossbeam 2. The first reinforcing rib 7 has a weight-reducing groove 701. The first reinforcing rib 7 enhances the overall structural strength of the subframe and also disperses impact force along the first reinforcing rib 7 onto the rear crossbeam 2, thereby enhancing the absorption and dispersion of impact energy. The weight-reducing groove 701 on the first reinforcing rib 7 reduces weight and, upon impact, allows the first reinforcing rib 7 to collapse and deform, further enhancing its absorption of impact energy.

[0041] like Figure 1 and Figure 5 As shown, the longitudinal beam 3 has an extended section extending to the rear side of the rear crossbeam 2. A second fixing structure 10 for securing the swing arm is provided on the extended section, and a second reinforcing rib 4 is provided between the extended section and the rear crossbeam 2. The extended section allows the second fixing structure 10 of the swing arm to be positioned on the longitudinal beam 3, strengthening the structural strength of the swing arm mounting point. Simultaneously, the second reinforcing rib 4 can be provided to enhance the overall structural strength of the subframe and increase the dispersion path of impact force, thereby improving the absorption of impact energy.

[0042] A third reinforcing rib connected to the front crossbeam 1 is provided on one or both sides of the front end of the longitudinal beam 3. The provision of the third reinforcing rib can also enhance the overall structural strength of the subframe, increase the dispersion path of impact force, and improve the absorption of impact force.

[0043] like Figure 1 As shown, a support frame 8 is also provided on the subframe. The support frame 8 is located on the side of the front crossbeam 1 away from the longitudinal beam 3 and is configured to fix the front radiator and the front bumper. In this way, by fixing the front radiator and the front bumper through the support frame 8, the longitudinal beam 3 can be prevented from extending to the front of the front crossbeam 1, thus lowering the front overhang as much as possible.

[0044] Specifically, the support frame 8 includes a support plate 81 and side plates 82 located on both sides of the support plate 81. The support plate 81 is configured to support the front cabin radiator and is provided with a limiting hole 801 for positioning the front cabin radiator and a fastening hole 802 for fixing the front bumper.

[0045] The tail ends of the support plate 81 and the side plate 82 are connected to the front crossbeam 1. The side plate 82 acts as a rib, providing support and fixation for the support plate 81, thereby enhancing the structural strength and support performance of the support plate 81. The fastening hole 802 is located in front of the limiting hole 801.

[0046] In this way, the bottom of the front radiator can be placed directly on the support plate 81 and fixed by mating with the limiting hole 801, and supported by the support plate 81. The connecting part of the front bumper, such as the lug, can extend under the support plate 81 and be directly fastened to the fastening hole 802 at the front end of the support plate 81 by bolts or the like.

[0047] Embodiments of this application also provide a vehicle including a subframe as described in any of the preceding embodiments. This vehicle then possesses the structure and beneficial effects described in the above embodiments, which will not be repeated here.

[0048] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0049] The components and devices described in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the accompanying drawings. As those skilled in the art will recognize, these components and devices can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the words “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0050] It should also be noted that in the apparatus and equipment of this application, the components can be disassembled and / or reassembled. These disassemblies and / or reassemblies should be considered as equivalent solutions of this application.

[0051] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0052] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

[0053] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications or equivalent substitutions made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A subframe characterized by, It includes a front crossbeam (1), a rear crossbeam (2), and two longitudinal beams (3), the front end of the longitudinal beams (3) being connected to the front crossbeam (1) and the rear end being connected to the rear crossbeam (2); At least two guide grooves are arranged along the length direction on the upper surface of the longitudinal beam (3), and the depth of the guide groove closer to the rear crossbeam (2) is greater than the depth of the guide groove closer to the front crossbeam (1) along the direction from the front crossbeam (1) to the rear crossbeam (2).

2. The subframe of claim 1, wherein The at least two guide grooves include a first guide groove (301) and a second guide groove (302) located on the side of the first guide groove (301) near the rear crossbeam (2), wherein the first guide groove (301) and the second guide groove (302) are located on both sides of the center of the longitudinal beam (3) in the length direction.

3. The subframe as described in claim 2, characterized in that, The second induction groove (302) includes a recess disposed in the longitudinal beam (3) and a groove plate (321) disposed in the recess and welded to the longitudinal beam (3).

4. The subframe of claim 2, wherein The longitudinal beam (3) is provided with a first fixing structure (9) and a second fixing structure (10) for connecting the swing arm; The first guide groove (301) is located on the side of the first fixing structure (9) near the front crossbeam (1), and the second guide groove (302) is located between the first fixing structure (9) and the second fixing structure (10).

5. The subframe of claim 2, wherein The depth of the first induction groove (301) is 20%-30% of the thickness of the longitudinal beam (3); And / or, the depth of the second induction groove (302) is 40%-50% of the thickness of the longitudinal beam (3).

6. Subframe according to any of claims 1-5, characterized in that A support frame (8) is also provided, which is located on the side of the front crossbeam (1) away from the longitudinal beam (3) and is configured to fix the front cabin radiator and the front bumper.

7. The subframe as described in claim 6, characterized in that, The support frame (8) includes a support plate (81) and side plates (82) located on both sides of the support plate (81). The support plate (81) is configured to support the front cabin radiator and is provided with a limiting hole (801) for positioning the front cabin radiator and a fastening hole (802) for fixing the front bumper.

8. Subframe according to any of claims 1-5, characterized in that A first reinforcing rib (7) is provided between the longitudinal beam (3) and the rear crossbeam (2) located on the front side of the rear crossbeam (2), and a weight-reducing groove (701) is provided on the first reinforcing rib (7).

9. Subframe according to any of claims 1-5, characterized in that The longitudinal beam (3) has an extended section extending to the rear side of the rear crossbeam (2), and the extended section is provided with a second fixing structure (10) for fixing the swing arm, and a second reinforcing rib (4) is provided between it and the rear crossbeam (2); And / or, a third reinforcing rib connected to the front crossbeam (1) is provided on one or both sides of the front end of the longitudinal beam (3); And / or, the front crossbeam (1) is provided with an engine front suspension fixing structure (5), and the rear crossbeam (2) is provided with an engine rear suspension fixing structure (6), and each of the guide grooves is located between the front suspension fixing structure (5) and the rear suspension fixing structure (6) in the length direction of the vehicle body.

10. A vehicle characterized by comprising: Includes the subframe as described in any one of claims 1-9.

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