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 frame longitudinal beams arranged on left and right sides, a crash beam connected between front ends of the frame longitudinal beams on the left and right sides, and energy absorption boxes arranged on the crash beam and corresponding to the frame longitudinal beams respectively. Each energy absorption box is located on the front side of the crash beam and protrudes forward relative to the crash beam, and each energy absorption box is arranged in the front-rear direction of the vehicle and corresponds to the frame longitudinal beam on the same side. The vehicle frame structure can make the energy absorption boxes absorb impact energy through deformation, thereby improving the energy absorption capacity of the front part of the vehicle frame structure, reducing the deformation of the vehicle frame under a low-speed collision condition, making the impact force transmitted to the frame longitudinal beams through the energy absorption boxes and the crash beam, improving the energy absorption and force transmission capacity of the vehicle frame structure when facing a collision, and being beneficial to improving the safety performance of the vehicle.

Description

Technical Field

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

[0002] Body-on-frame vehicles have an independent chassis, with the body separated from the chassis and connected to it via suspension mounts. As the vehicle's basic skeleton, the chassis acts as the primary force transmission channel during a collision, absorbing most of the impact energy. However, in traditional body-on-frame designs, under offset collision conditions, the chassis deforms significantly, easily leading to excessive front bulkhead intrusion and damage to the fuel tank from the transfer case or driveshaft. This can result in injuries or vehicle fires, thus compromising vehicle safety. Utility Model Content

[0003] In view of this, this application aims to propose a frame structure to improve the safety performance of a vehicle.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0005] A vehicle frame structure includes frame longitudinal beams disposed on the left and right sides, a crash beam connecting the front ends of the frame longitudinal beams on both sides, and energy-absorbing boxes disposed on the crash beams corresponding to each of the frame longitudinal beams.

[0006] The energy-absorbing boxes on each side are located on the front side of the anti-collision beam and protrude forward relative to the anti-collision beam. The energy-absorbing boxes on each side are also arranged in a corresponding manner to the longitudinal beams of the vehicle frame on the same side in the longitudinal direction of the vehicle.

[0007] Furthermore, an energy-absorbing cavity is formed between the energy-absorbing box and the anti-collision beam, and the energy-absorbing cavity is arranged to extend through the vertical direction of the entire vehicle; and / or, the energy-absorbing box is provided with a mounting part for installing the front bumper.

[0008] Furthermore, a first crossbeam is connected between the longitudinal beams of the frame on both sides, and the first crossbeam is located close to the anti-collision beam; the middle part of the first crossbeam arches forward.

[0009] Furthermore, a second crossbeam is connected between the longitudinal beams of the frame on both sides, and the second crossbeam is located behind the first crossbeam; the second crossbeam is positioned close to the powertrain arrangement area located between the longitudinal beams of the frame on both sides, and the middle part of the second crossbeam arches backward.

[0010] Furthermore, one of the frame longitudinal beams is provided with a thrust member, which is located on the inner side of the frame longitudinal beam and in front of the fuel tank; the thrust member extends along the left-right direction of the whole vehicle.

[0011] Furthermore, along the extension direction of the thrust member, the thrust member is inclined toward the front end of the frame longitudinal beam.

[0012] Furthermore, the thrust member has an energy-absorbing element at one end away from the longitudinal beam of the frame, and the energy-absorbing element and the thrust member form a cavity; and / or, the thrust member has a cavity inside, and the cavity extends along the length direction of the thrust member.

[0013] Furthermore, the frame longitudinal beam includes a front section extending along the longitudinal direction of the entire vehicle, and a rear section protruding outward relative to the front section of the longitudinal beam; the rear section of the longitudinal beam is provided with a mount for connecting to the vehicle body, and a reinforcing component is provided inside the rear section of the longitudinal beam corresponding to the mount, and the reinforcing component extends forward of the mount.

[0014] Furthermore, a first guide groove is provided on the front section of the longitudinal beam, the first guide groove extending along the height direction of the front section of the longitudinal beam; and / or, a reinforcing plate is provided inside the front section of the longitudinal beam, the reinforcing plate extending along the length direction of the front section of the longitudinal beam, and a second guide groove is provided on the reinforcing plate.

[0015] Compared with related technologies, this application has the following advantages:

[0016] (1) The frame structure described in this application, by setting frame longitudinal beams on the left and right sides and anti-collision beams connected to the front end of the frame longitudinal beams, and setting energy-absorbing boxes corresponding to each frame longitudinal beam on the front side of the anti-collision beams, and the energy-absorbing boxes protruding forward relative to the anti-collision beams, can make the energy-absorbing boxes preferentially bear the force during the collision, and absorb the impact energy through deformation, thereby reducing the frame deformation under collision, especially low-speed collision conditions. The corresponding setting of the energy-absorbing boxes and anti-collision beams can also allow the collision energy to be transferred to the frame longitudinal beams through the energy-absorbing boxes, thereby dispersing and transferring the collision force to the rear structure, so as to further absorb the energy through the collapse and bending deformation of the frame longitudinal beams, ensuring the integrity and non-deformation of the passenger compartment, thereby effectively protecting the safety of the passengers inside the vehicle.

[0017] (2) By forming an energy-absorbing cavity between the energy-absorbing box and the anti-collision beam, and by making the energy-absorbing cavity run through the vertical direction of the entire vehicle, the energy-absorbing box can collapse and deform to effectively absorb the collision force. This can effectively reduce the deformation of the vehicle frame under collision conditions, which is beneficial to reducing vehicle maintenance costs and further improving the protection of passengers. The energy-absorbing box is also equipped with a mounting part for installing the front bumper, which can simplify the vehicle frame structure and reduce the number of parts.

[0018] (3) By setting a first crossbeam between the longitudinal beams of the two side frames, the first crossbeam is set close to the anti-collision beam and the middle of the first crossbeam arches forward, which is conducive to absorbing and transferring collision energy and improving the impact resistance of the vehicle. At the same time, the setting of the first crossbeam can also improve the lateral stiffness of the frame structure, which is conducive to improving the safety performance of the vehicle.

[0019] (4) By setting a second crossbeam behind the first crossbeam between the longitudinal beams of the two side frames, and by positioning the second crossbeam close to the powertrain arrangement area between the longitudinal beams of the two side frames, and by arching the middle of the second crossbeam backward, the protection capability of the frame structure for the powertrain can be improved, and the longitudinal displacement of the frame under low-speed collision conditions can be reduced. It can also reduce the longitudinal deformation of the frame under high-speed offset collision conditions, thereby improving the vehicle's safety performance. At the same time, the setting of the second crossbeam can also improve the lateral stiffness of the frame structure, which is conducive to further improving the vehicle's safety performance.

[0020] (5) By installing thrust members extending in the left-right direction of the vehicle on the longitudinal beams of the frame, and with the thrust members located inside the longitudinal beams of the frame and in front of the fuel tank, the lateral displacement of the transfer case and powertrain can be reduced, the fuel tank can be protected from impacts by the drive shaft or transfer case, and the risk of fuel tank leakage can be reduced. At the same time, the thrust members located inside the longitudinal beams of the frame can suppress the bending deformation of the frame inward, reduce front bulkhead intrusion, and help improve vehicle safety performance.

[0021] (6) Along the extension direction of the thrust member, the thrust member is inclined towards the front end of the frame longitudinal beam, which enables the thrust member to more effectively resist the impact of components such as the transfer case located in front of the fuel tank, thereby reducing the lateral displacement of components such as the transfer case. As a result, the risk of fuel tank leakage caused by impacts from components such as the drive shaft or powertrain can be further reduced, which is conducive to improving the safety performance of the vehicle.

[0022] (7) By setting an energy-absorbing component at the end of the thrust member away from the longitudinal beam of the frame, the energy-absorbing component and the thrust member form a cavity, which can improve the energy absorption capacity of the thrust member and help improve the safety performance of the vehicle. At the same time, its structure is simple and easy to design and implement.

[0023] The thrust member has an internal cavity that extends along its length. This cavity not only enhances the structural strength of the thrust member but also absorbs energy through collapse, ensuring improved force transmission and energy absorption capabilities, thus further enhancing vehicle safety. Simultaneously, the cavity design reduces the weight of the thrust member, contributing to the overall lightweight design of the vehicle.

[0024] (8) The frame longitudinal beam includes a front section and a rear section, and the rear section of the longitudinal beam is provided with a mount for connecting to the vehicle body. Corresponding to the mount, a reinforcing component is provided inside the rear section of the longitudinal beam, and the reinforcing component extends forward of the mount, which can enhance the structural strength of the longitudinal beam, reduce the possibility of the frame longitudinal beam lifting during offset collision, thereby reducing the amount of intrusion of the front bulkhead, which is conducive to improving the vehicle safety performance, and can also reduce the risk of frame bending during low-speed collision, which is conducive to reducing vehicle maintenance costs and improving the overall vehicle maintenance economy.

[0025] (9) A first guide groove is provided on the front section of the longitudinal beam. The first guide groove extends along the height direction of the front section of the longitudinal beam, which can induce the longitudinal beam to deform when it is impacted, absorb impact energy, improve the energy absorption performance of the frame longitudinal beam, and thus improve the overall vehicle safety performance.

[0026] The front section of the longitudinal beam is equipped with a reinforcing plate that extends along the length of the front section. This enhances the structural strength of the longitudinal beam, reduces the risk of frame bending during low-speed collisions, and helps lower vehicle maintenance costs. A second guide groove is also provided on the reinforcing plate. This second guide groove allows the front section of the longitudinal beam to deform stably under offset collision conditions, absorbing impact force and preventing vehicle components from intruding into the passenger compartment, thus improving vehicle safety performance.

[0027] Another object of this application is to provide a vehicle having a frame structure as described above.

[0028] The vehicle described in this application, by setting the frame structure as described above, can improve the vehicle's force transmission and energy absorption capabilities when facing an offset collision, thereby improving the overall safety performance of the vehicle. Attached Figure Description

[0029] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0030] Figure 1 This is a schematic diagram of the overall structure of the vehicle frame structure described in the embodiments of this application;

[0031] Figure 2 This is a front view of the vehicle frame structure described in the embodiments of this application;

[0032] Figure 3 This is a rear view of the vehicle frame structure described in the embodiments of this application;

[0033] Figure 4 for Figure 3 A schematic diagram of the local structure at point A in the middle;

[0034] Figure 5This is a side view of the vehicle frame structure described in the embodiments of this application;

[0035] Figure 6 for Figure 5 A schematic diagram of the local structure at point B;

[0036] Figure 7 This is a schematic diagram of the thrust member described in the embodiments of this application;

[0037] Figure 8 This is a schematic diagram of the structure of the first crossbeam described in an embodiment of this application;

[0038] Figure 9 This is a schematic diagram of the structure of the second crossbeam described in an embodiment of this application;

[0039] Figure 10 This is a schematic diagram of the cooperative structure of the anti-collision beam and the energy-absorbing box described in the embodiments of this application;

[0040] Figure 11 This is a schematic diagram of the longitudinal beam of the vehicle frame as described in an embodiment of this application;

[0041] Figure 12 for Figure 11 The diagram shows the structural schematic of the frame longitudinal beams from another perspective.

[0042] Figure 13 This is a schematic diagram of the cooperation structure between the reinforcing plate and the longitudinal beam of the vehicle frame as described in the embodiments of this application;

[0043] Figure 14 This is a schematic diagram of the cooperation structure between the reinforcing component and the longitudinal beam of the vehicle frame as described in the embodiments of this application;

[0044] Figure 15 This is a schematic diagram of the reinforcing plate described in an embodiment of this application;

[0045] Figure 16 This is a schematic diagram of the structure of the outer reinforcing plate described in the embodiments of this application;

[0046] Figure 17 This is a schematic diagram of the inner plate reinforcing plate described in the embodiments of this application;

[0047] Explanation of reference numerals in the attached figures:

[0048] 100. Frame longitudinal beam; 101. Outer plate of longitudinal beam; 1011. First reinforcing rib; 102. Inner plate of longitudinal beam; 103. First guide groove;

[0049] 200. Anti-collision beam; 201. First cavity; 202. Second cavity;

[0050] 300, Energy-absorbing box; 301, Energy-absorbing cavity; 302, Main body; 3021, Inducing groove; 303, First connecting part; 3031, Connecting flange; 3032, Reinforcing protrusion; 304, Mounting part;

[0051] 400. First crossbeam; 401. First beam body; 402. First connecting arm;

[0052] 500. Second crossbeam; 501. Second beam body; 502. Second connecting part;

[0053] 600. Thrust member; 601. Upper plate of thrust member; 602. Lower plate of thrust member; 603. End plate of thrust member; 604. Energy-absorbing member; 6041. Connecting edge; 6042. Protruding part;

[0054] 700. Suspension;

[0055] 800. Reinforcing component; 801. Inner reinforcing plate; 8011. Outer reinforcing plate body; 8012. Outer connecting flange; 8013. Outer reinforcing concave rib; 802. Outer reinforcing plate; 8021. Inner reinforcing plate body; 8022. Inner connecting flange; 8023. Inner reinforcing convex rib; 8024. Reinforcing groove;

[0056] 900, Reinforcing plate; 901, Second guide groove; 902, Second reinforcing rib;

[0057] 1000, Third crossbeam; 1100, Fourth crossbeam;

[0058] E. Front section of longitudinal beam; F. Rear section of longitudinal beam; G. Bending section; H. Powertrain layout area; I. Reinforcement component installation area; J. Reinforcement plate installation area; K. Fuel tank layout area; M. Connecting section; N. Inclined section. Detailed Implementation

[0059] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0060] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0061] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0062] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0063] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0064] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0065] An embodiment of the first aspect of this application provides a vehicle frame structure that, through its innovative structural design, can improve the safety performance of a vehicle.

[0066] In related technologies, non-load-bearing vehicles have an independent frame, with the body connected to the frame via suspension mounts. Components such as the engine and transmission are mounted on the frame. As the basic skeleton of the vehicle, the frame acts as the main force transmission channel during a collision, absorbing most of the collision energy.

[0067] In traditional body-on-frame vehicle designs, under offset collision conditions, such as a 56 km / h offset collision, the frame deforms significantly due to the force applied to only one side. This can easily lead to excessive intrusion into the front bulkhead and damage to the fuel tank from the transfer case or driveshaft, potentially causing injury or vehicle fire, thus compromising vehicle safety. Furthermore, under low-speed collision conditions, such as a 15 km / h R-car collision, the traditional frame structure lacks energy-absorbing elements at the front, making it prone to bending and deformation. This increases repair costs and hinders economical vehicle maintenance.

[0068] In view of this, in order to overcome the shortcomings of the related technology, the frame structure of this embodiment combines... Figures 1 to 17 As shown, the overall design includes frame longitudinal beams 100 located on the left and right sides, anti-collision beams 200 connecting the front ends of the frame longitudinal beams 100 on both sides, and energy-absorbing boxes 300 respectively provided on the anti-collision beams 200 corresponding to each frame longitudinal beam 100.

[0069] Each energy-absorbing box 300 is located on the front side of the anti-collision beam 200 and protrudes forward relative to the anti-collision beam 200. Each energy-absorbing box 300 is also correspondingly arranged with the longitudinal beam 100 of the frame on the same side in the longitudinal direction of the vehicle.

[0070] Therefore, by setting up the frame longitudinal beams 100 and the anti-collision beams 200 connected to the front end of the frame longitudinal beams 100, and setting energy-absorbing boxes 300 corresponding to each frame longitudinal beam 100 on the front side of the anti-collision beams 200, the energy-absorbing boxes 300 can preferentially bear the force during a collision and absorb the impact energy through deformation, thereby reducing frame deformation in collisions, especially low-speed collisions. The corresponding arrangement of the energy-absorbing boxes 300 and the anti-collision beams 200 also allows the collision energy to be transferred to the frame longitudinal beams 100 through the energy-absorbing boxes 300, thus dispersing the collision force to the rear structure. The energy is further absorbed through the collapse and bending deformation of the frame longitudinal beams 100, ensuring the integrity and non-deformation of the passenger compartment, thereby effectively protecting the safety of the passengers inside the vehicle.

[0071] Based on the above overview, the aforementioned anti-collision beam 200, in specific implementation, is located at the front end of the longitudinal beam 100 of the vehicle frame, extending to both sides along the width direction of the vehicle, and protruding outward relative to each side of the longitudinal beam 100 of the vehicle frame. This design increases the contact area with the colliding object, reduces the concentrated force on one side of the vehicle in the event of an offset collision, and allows the impact force to be transmitted to the entire frame structure, preventing excessive local stress on the vehicle body and resulting in severe deformation.

[0072] It should be noted that the height direction of the vehicle mentioned in this embodiment is the vertical direction of the vehicle, the width direction of the vehicle mentioned in this embodiment is the horizontal direction of the vehicle, and the length direction of the vehicle mentioned in this embodiment is the front-to-back direction of the vehicle.

[0073] In this embodiment, the longitudinal beam 100 of the frame is arched along the length of the vehicle and protrudes forward, which can absorb impact energy through the deformation of the arch during a collision. The anti-collision beam 200 has a rectangular cross-section that extends vertically along the vehicle and has a cavity inside, which absorbs and disperses the impact force through the deformation of the cavity during a collision. While ensuring the structural strength of the anti-collision beam 200, it also facilitates the lightweight design of the anti-collision beam 200, and thus the lightweight design of the entire vehicle.

[0074] Among them, as a preferred implementation method, such as Figure 10 As shown, the cavity within the anti-collision beam 200 includes a first cavity 201 and a second cavity 202 positioned along the vehicle's height. This design enhances the structural strength of the anti-collision beam 200 while minimizing its weight, thus facilitating a lightweight design. Furthermore, during a collision, the first cavity 201 and the second cavity 202 can absorb and disperse the impact force through deformation, further improving the overall vehicle safety performance.

[0075] It should be noted that the cross-section of the anti-collision beam 200 in this embodiment can be not only rectangular, but also other shapes. In addition to the first cavity 201 and the second cavity 202, the cavity in this embodiment can also contain only one cavity, or contain three or more cavities. The number of cavities and the cross-section of the anti-collision beam 200 can be adapted to the needs of use, and will not be described in detail here.

[0076] Combination Figure 4 As shown, in some exemplary embodiments, an energy-absorbing cavity 301 is formed between the energy-absorbing box 300 and the anti-collision beam 200, and the energy-absorbing cavity 301 is arranged through the vertical direction of the vehicle. In this way, the energy-absorbing box 300 can collapse and deform to effectively absorb the impact force, thereby effectively reducing the deformation of the vehicle frame under collision conditions, which helps to reduce vehicle maintenance costs and further improves the protection of passengers.

[0077] In specific implementation, in detail, combined with Figure 10As shown in the figure, the energy absorbing box 300 of this embodiment includes a main body portion 302 extending along the height direction of the entire vehicle, and a first connecting portion 303 disposed at an end of the main body portion 302 close to the anti-collision beam 200. Moreover, the first connecting portion 303 extends to the side away from the main body portion 302 and is connected to the anti-collision beam 200. The main body portion 302 is specifically in a long strip shape extending along the height direction of the entire vehicle, and the energy absorbing cavity 301 is specifically formed on the main body portion 302.

[0078] Specifically, as shown in Figure 4 in the figure, the cross section of the main body portion 302 is in a shape of several, and the two side walls of the several-shaped structure are provided with inducing grooves 3021. The inducing grooves 3021 extend along the height direction of the entire vehicle and are recessed inward toward the energy absorbing cavity 301, which is used to induce the energy absorbing box 300 to collapse when subjected to impact, so as to absorb collision energy.

[0079] And as shown in Figure 10 in the figure, the first connecting portion 303 is provided with connecting flanges 3031 on both upper and lower sides in the height direction of the entire vehicle, which is used to strengthen the structural strength of the first connecting portion 303. In addition, on the side of the first connecting portion 303 close to the main body portion 302, there is provided a reinforcing protrusion 3032 for strengthening the connection strength between the main body portion 302 and the first connecting portion 303. The reinforcing protrusion 3032 is disposed in the middle of the first connecting portion 303, protrudes to the side away from the anti-collision beam 200, and extends along the width direction of the entire vehicle. Such arrangement can enhance the structural strength of the first connecting portion 303 and increase the bending resistance.

[0080] In some exemplary embodiments, the energy absorbing box 300 is provided with a mounting portion 304 for mounting the front bumper. Such arrangement can simplify the frame structure and reduce the number of parts.

[0081] In specific implementation, as shown in Figure 10 in the figure, the mounting portion 304 is also disposed on the front end face of the main body portion 302, and includes two first mounting holes arranged at intervals along the height direction of the entire vehicle. Of course, the number and arrangement manner of the first mounting holes can be adjusted adaptively according to different models and types of the bumper, as long as the reliable fixation of the bumper is satisfied, which will not be elaborated here. In addition, by mounting the bumper on the energy absorbing box 300, since the energy absorbing box 300 has a large surface area, the front bumper and the energy absorbing box 300 can have a large contact area, which is beneficial to improving the mounting reliability of the front bumper.

[0082] With reference to Figures 1 to 3As shown, in some exemplary embodiments, a first crossbeam 400 connects the longitudinal beams 100 on both sides of the vehicle frame. The first crossbeam 400 is positioned close to the anti-collision beam 200, and its middle section arches forward. This arrangement helps absorb and transfer collision energy, improving the vehicle's impact resistance. Simultaneously, the first crossbeam 400 also enhances the lateral stiffness of the frame structure, contributing to improved vehicle safety.

[0083] In practice, such as Figure 8 As shown, the first crossbeam 400 in this embodiment is an overall square tubular beam, which ensures the structural strength of the second crossbeam 500 while also reducing its structural weight, thus contributing to the overall vehicle lightweighting. Of course, the first crossbeam 400 can also be made of other materials besides square tubular beams, such as circular tubular beams or overlapping stamped sheet metal, which will not be elaborated further here.

[0084] In detail, the first crossbeam 400 includes a first beam body 401 extending along the left-right direction of the vehicle, and first connecting arms 402 disposed on both sides of the first beam body 401. The first connecting arms 402 protrude upwards from the first beam body 401, and the first crossbeam 400 is specifically connected to the corresponding side of the frame longitudinal beam 100 via the first connecting arms 402 on both sides. The first beam body 401 has a forward-arching shape, causing the middle part of the first crossbeam 400 to arch forward as well.

[0085] Combination Figures 1 to 3 As shown, in some exemplary embodiments, a second crossbeam 500 connects the two side frame longitudinal beams 100, and the second crossbeam 500 is located behind the first crossbeam 400. The second crossbeam 500 is positioned close to the powertrain arrangement area H located between the two side frame longitudinal beams 100, and the middle of the second crossbeam 500 arches rearward.

[0086] This design reduces longitudinal misalignment of the chassis under low-speed collision conditions and also reduces longitudinal deformation of the chassis under high-speed offset collision conditions, thereby improving vehicle safety performance. Simultaneously, the second crossbeam 500 also enhances the lateral stiffness of the chassis structure, further contributing to improved vehicle safety performance.

[0087] In practice, such as Figure 9 As shown in the diagram, the second crossbeam 500 in this embodiment is constructed entirely of a circular tubular beam. This design ensures the structural strength of the second crossbeam 500 while reducing its structural weight, thus contributing to the overall vehicle lightweighting. Furthermore, its simple structure and low cost facilitate design and implementation. Of course, the second crossbeam 500 can also be constructed using other methods besides a circular tubular beam, such as a square tubular beam or a combination of stamped sheet metal; these will not be elaborated upon here.

[0088] To be more specific, it is still as follows Figure 9 As shown, the second crossbeam 500 includes a second beam body 501 extending along the width direction of the vehicle, and second connecting portions 502 on both sides of the second beam body 501. Specifically, the second crossbeam 500 is connected to the corresponding side of the frame longitudinal beam 100 via the second connecting portions 502 on both sides. The second beam body 501 has a rearwardly arched shape, causing the middle of the second crossbeam 500 to arch rearward.

[0089] In this way, while ensuring the reliable connection between the second crossbeam 500 and the frame longitudinal beam 100, it can also induce the second crossbeam 500 to deform rearward along the front-rear direction and downward along the height direction of the vehicle when subjected to impact, preventing it from intruding into the passenger compartment and causing injury to personnel, thus improving vehicle safety performance. At the same time, it is also located in front of the powertrain layout area H, which can protect the powertrain during impact, thereby improving the protection performance of the frame structure for the powertrain.

[0090] Combination Figures 1 to 3 as well as Figure 7 As shown, in some exemplary embodiments, a thrust member 600 is provided on a frame longitudinal beam 100, the thrust member 600 being located inside the frame longitudinal beam 100 and in front of the fuel tank, the thrust member 600 extending in the left-right direction of the vehicle.

[0091] Thus, it is understandable that this reduces lateral displacement of the transfer case and powertrain, protects the fuel tank from impacts from the driveshaft or transfer case, and reduces the risk of fuel tank leakage. At the same time, the thrust member 600 located inside the longitudinal beam 100 of the frame can suppress inward bending deformation of the frame, reduce front bulkhead intrusion, and help improve vehicle safety performance.

[0092] In specific implementation, the dashed box represents the powertrain layout area H and the fuel tank layout area K. In this embodiment, generally, for ease of arranging the powertrain and transfer case, such as... Figure 3 As shown, a third crossbeam 1000 and a fourth crossbeam 1100 are provided at intervals between the longitudinal beams 100 on both sides of the frame, with the fourth crossbeam 1100 located behind the third crossbeam 1000. Furthermore, similar to the prior art, the fuel tank in this embodiment is arranged behind the powertrain and transfer case. This embodiment does not involve any improvements to the arrangement of the powertrain, transfer case, and fuel tank; therefore, the specific structures of the fuel tank and powertrain in this embodiment can be referenced from existing fuel tank and powertrain structures well known to those skilled in the art, and will not be described in detail here.

[0093] Combination Figures 2 to 3As shown, in some exemplary embodiments, the thrust member 600 is inclined towards the front end of the frame longitudinal beam 100 along its extending direction. This arrangement allows the thrust member 600 to more effectively resist impacts from components such as the transfer case located in front of the fuel tank, thereby reducing lateral displacement of these components. This further reduces the risk of fuel tank leakage caused by impacts from components such as the driveshaft or powertrain, thus improving vehicle safety.

[0094] In detail, combined Figure 7 As shown, the thrust member 600 of this embodiment includes a connecting section M extending along the left-right direction of the vehicle, and an inclined section N located at the end of the extending section away from the longitudinal beam 100 of the frame, inclined towards the front end of the longitudinal beam 100 of the frame. The cross-section of the connecting section M gradually increases towards the longitudinal beam 100 of the frame along the width direction of the vehicle, which helps to ensure the connection reliability between the connecting section M and the longitudinal beam 100 of the frame, and also improves the force transmission performance and structural strength of the thrust member 600.

[0095] Combination Figure 7 As shown, in some exemplary embodiments, the thrust member 600 has an energy-absorbing member 604 at the end away from the frame longitudinal beam 100, and the energy-absorbing member 604 and the thrust member 600 form a cavity. This arrangement can enhance the energy absorption capacity of the thrust member 600, which is beneficial to improving the safety performance of the vehicle. At the same time, its structure is simple and easy to design and implement.

[0096] In practice, it is also combined with Figure 7 As shown in detail, the energy-absorbing component 604 includes a connecting edge 6041 connected to the thrust member 600, and a protruding portion 6042 located in the middle of the connecting edge 6041 and protruding away from the connecting edge 6041. The protruding portion 6042 can form a cavity with the thrust member 600. When the vehicle is impacted, causing deformation of the frame longitudinal beam 100, the transfer case will impact the energy-absorbing component 604. At this time, the energy-absorbing component 604 will deform to absorb the impact force. Furthermore, by replacing the energy-absorbing component 604 with different specifications, it can be adapted to transfer cases of different positions and sizes, which helps reduce development costs and shorten the vehicle development cycle.

[0097] Furthermore, the thrust member 600 has an internal cavity that extends along its length. This design ensures both structural strength and energy absorption through cavity collapse, enhancing both the thrust member 600's force transmission and energy absorption capabilities, thus further improving vehicle safety. Simultaneously, the cavity design reduces the weight of the thrust member 600, contributing to the overall lightweight design of the vehicle.

[0098] In specific implementation, the thrust member 600 of this embodiment includes an upper thrust member plate 601, a lower thrust member plate 602, and an end thrust member plate 603. The lower thrust member plate 602 and the upper thrust member plate 601 can be engaged to form a cavity, and the end thrust member plate 603 can be positioned at one end of the cavity to support the energy-absorbing member 604. Thus, its structure is simple and easy to design and manufacture. Of course, the thrust member 600 of this embodiment can not only adopt the above-described stamped plate structure, but can also adopt structures such as circular or square tubular beams, which will not be elaborated further here.

[0099] Combination Figures 1 to 3 as well as Figure 5 As shown, in some exemplary embodiments, the frame longitudinal beam 100 includes a front section E extending in the longitudinal direction of the vehicle, and a rear section F projecting outward relative to the front section E. The rear section F is provided with a mount 700 for connection to the vehicle body. Corresponding to the mount 700, a reinforcing component 800 is provided inside the rear section F, and the reinforcing component 800 extends forward of the mount 700.

[0100] This design enhances the structural strength of the longitudinal beams, reduces the possibility of the frame longitudinal beams 100 lifting up during offset collisions, thereby reducing the amount of intrusion into the front bulkhead, which is beneficial to improving vehicle safety performance. It also reduces the risk of frame bending during low-speed collisions, which helps to reduce vehicle maintenance costs and improve the overall economic efficiency of vehicle maintenance.

[0101] In specific implementation, the longitudinal beam 100 of this embodiment has a curved portion G at the front end of its rear section F, which bends inward toward the vehicle side in the left-right direction and connects to the front section E of the longitudinal beam. This allows the longitudinal beam 100 to deform and absorb impact energy during a collision. More specifically, the longitudinal beam 100 includes an outer longitudinal beam plate 101 and an inner longitudinal beam plate 102 that are fastened together and form a cavity. The reinforcing component 800 is located within the cavity formed by the outer longitudinal beam plate 101 and the inner longitudinal beam plate 102. This design facilitates the manufacturing and molding of the longitudinal beam 100, and the cavity structure ensures the structural strength of the longitudinal beam without excessively increasing structural weight.

[0102] Furthermore, it is worth mentioning that the longitudinal beam outer plate 101 in this embodiment is provided with a first reinforcing rib 1011 at the front end of the curved portion G. The first reinforcing rib 1011 protrudes away from the longitudinal beam outer plate 101 and extends along the length of the entire vehicle. In this way, the local stiffness of the longitudinal beam outer plate 101 can be enhanced, reducing the possibility of deformation of the frame longitudinal beam 100 under low-speed collision conditions, which is conducive to reducing vehicle maintenance costs and improving vehicle economy.

[0103] In addition, the reinforcing component 800 in this embodiment, combined with Figure 2 , Figure 3 , Figure 14 as well as Figures 16 to 17 As shown, the dashed box represents the reinforcing component area I, which includes the inner reinforcing plate 801 and the outer reinforcing plate 802. Specifically, in conjunction with... Figures 16 to 17 As shown, the aforementioned outer plate reinforcing plate 802 is conformally configured to the longitudinal beam outer plate 101 of this embodiment. It includes an outer reinforcing plate body 8011, located on both sides of the outer reinforcing plate body 8011 in the width direction, extending along the length direction, and an outer connecting flange 8012 folded towards the vehicle interior side. The outer plate reinforcing plate 802 is welded to the longitudinal beam outer plate 101 via the outer connecting flange 8012 to enhance the structural strength of the longitudinal beam outer plate 101. The outer plate reinforcing plate 802 also has an outer reinforcing rib 8013 recessed towards the vehicle side and extending along the length direction in the middle, to improve the overall structural strength of the outer plate reinforcing plate 802, thereby enhancing the overall structural strength of the frame longitudinal beam 100.

[0104] The aforementioned inner plate reinforcing plate 801 is conformally configured to the inner plate 102 of the longitudinal beam. It includes an inner reinforcing plate body 8021, which is located on both sides of the inner reinforcing plate body 8021 in the width direction and extends along the length direction, with an inner connecting flange 8022 folded outwards. The inner plate reinforcing plate 801 is welded to the inner plate 102 of the longitudinal beam through the inner connecting flange 8022 to enhance the structural strength of the inner plate 102 of the longitudinal beam.

[0105] In addition, the inner panel reinforcing plate 801 is provided with an inner reinforcing rib 8023 that protrudes towards the side away from the vehicle and extends along the length direction to improve the overall structural strength of the inner panel reinforcing plate 801. Furthermore, the inner connecting flange 8022 is provided with a reinforcing groove 8024 along the length direction of the inner panel reinforcing plate 801 to improve the structural strength of the inner connecting flange 8022.

[0106] Combination Figures 12 to 13 As shown, in some exemplary embodiments, a first guide groove 103 is provided on the front section E of the longitudinal beam, and the first guide groove 103 extends along the height direction of the front section E of the longitudinal beam.

[0107] The advantage of this design is that it can induce the longitudinal beam 100 of the frame to deform when it is impacted, thereby absorbing the impact energy and improving the energy absorption performance of the longitudinal beam 100, which in turn helps to improve the overall safety performance of the vehicle.

[0108] In specific implementation, the first guide groove 103 of this embodiment is located behind the second crossbeam 500 and close to the powertrain arrangement area H, and is also provided on both the outer plate 101 and the inner plate 102 of the longitudinal beam. Furthermore, the first guide groove 103 on the outer plate 101 of the longitudinal beam extends through the height of the front section E of the longitudinal beam, while the first guide groove 103 on the inner plate 102 of the longitudinal beam is located below the entire vehicle and extends along the height of the front section E of the longitudinal beam to the middle of the inner plate 102.

[0109] This design guides the longitudinal beams 100 of the chassis to bend and deform upon impact, absorbing the impact force and controlling the deformation pattern of the longitudinal beams 100 to prevent them from intruding into the passenger compartment, thereby improving vehicle safety performance. It should be noted that the specific number and location of the aforementioned first guide grooves 103 can be adjusted according to actual usage needs, and will not be elaborated further here.

[0110] In some of the exemplary implementations, combined with Figure 14 As shown, a reinforcing plate 900 is provided inside the front section E of the longitudinal beam. The reinforcing plate 900 extends along the length direction of the front section E of the longitudinal beam, and a second guiding groove 901 is provided on the reinforcing plate 900.

[0111] This enhances the strength of the longitudinal beam structure, reduces the risk of frame bending during low-speed collisions, and helps lower vehicle maintenance costs. A second guide groove 901 is provided on the reinforcing plate 900. This second guide groove 901 also allows the front section E of the longitudinal beam to deform stably under offset collision conditions, absorbing impact force and preventing vehicle components from intruding into the passenger compartment, thus improving vehicle safety performance.

[0112] In practice, it is necessary to combine Figure 3 As shown, the dashed box represents the reinforcing plate installation area J. In this embodiment, the reinforcing plate 900 is disposed in the cavity formed by the inner longitudinal beam plate 102 and the outer longitudinal beam plate 101, and is connected to the outer longitudinal beam plate 101. Specifically, the outer reinforcing plate 802 is elongated in shape and extends along the length of the vehicle. The second guiding groove 901 is formed behind the reinforcing plate 900, recessed towards the inside of the vehicle, and extends along the width of the reinforcing plate 900 to achieve stable deformation and absorb impact force under offset collision conditions.

[0113] In addition, the reinforcing plate 900 of this embodiment is provided with a second reinforcing rib 902 in its middle part. The second reinforcing rib 902 is recessed into the vehicle side and extends along the length direction of the reinforcing plate 900 to enhance the structural strength of the reinforcing plate 900, thereby enhancing the structural strength of the frame longitudinal beam 100, reducing the possibility of deformation of the frame longitudinal beam 100 under low-speed collision conditions, which is conducive to reducing vehicle maintenance costs and improving vehicle economy.

[0114] It is worth noting that, regarding the frame structure of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 17 As shown, it may include, for example, frame longitudinal beams 100 disposed on the left and right sides, anti-collision beams 200 connected between the front ends of the frame longitudinal beams 100 on both sides, and energy-absorbing boxes 300 disposed on the anti-collision beams 200 corresponding to each frame longitudinal beam 100.

[0115] Each energy-absorbing box 300 is located in front of the anti-collision beam 200 and protrudes forward relative to the anti-collision beam 200. Each energy-absorbing box 300 and the corresponding longitudinal beam 100 of the vehicle frame are positioned in the longitudinal direction of the vehicle. An energy-absorbing cavity 301 is formed between the energy-absorbing box 300 and the anti-collision beam 200, extending vertically along the entire vehicle. The energy-absorbing box 300 is equipped with a mounting portion 304 for mounting the front bumper. A first crossbeam 400 connects the two longitudinal beams 100 of the vehicle frame. The first crossbeam 400 is positioned close to the anti-collision beam 200, and its middle section arches forward.

[0116] A second crossbeam 500 connects the two longitudinal beams 100 of the vehicle frame, and the second crossbeam 500 is located behind the first crossbeam 400. The second crossbeam 500 is positioned close to the powertrain arrangement area H located between the two longitudinal beams 100 of the vehicle frame, and the middle of the second crossbeam 500 arches backward. A thrust member 600 is provided on one of the longitudinal beams 100 of the vehicle frame, located inside the longitudinal beam 100 of the vehicle frame and in front of the fuel tank. The thrust member 600 extends in the left-right direction of the vehicle. Along the extension direction of the thrust member 600, the thrust member 600 is inclined towards the front end of the longitudinal beam 100 of the vehicle frame.

[0117] The thrust member 600 has an energy-absorbing member 604 at its end away from the longitudinal beam 100. The energy-absorbing member 604 and the thrust member 600 form a cavity, and the thrust member 600 has a cavity inside that extends along the length of the thrust member 600. The longitudinal beam 100 includes a front section E extending along the longitudinal direction of the vehicle and a rear section F protruding outward relative to the front section E.

[0118] The rear section F of the longitudinal beam is provided with a mount 700 for connection to the vehicle body. Corresponding to the mount 700, a reinforcing component 800 is provided inside the rear section F of the longitudinal beam, and the reinforcing component 800 extends forward of the mount 700. The front section E of the longitudinal beam is provided with a first guide groove 103, which extends along the height direction of the front section E of the longitudinal beam. The front section E of the longitudinal beam is provided with a reinforcing plate 900, which extends along the length direction of the front section E of the longitudinal beam. A second guide groove 901 is provided on the reinforcing plate 900.

[0119] In the preferred embodiment of the above frame structure, the specific configuration and arrangement of the frame longitudinal beam 100, anti-collision beam 200, energy-absorbing box 300, etc. can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the frame longitudinal beam 100, anti-collision beam 200, and energy-absorbing box 300, etc., can also be referred to the descriptions in the above exemplary embodiments.

[0120] The vehicle frame structure of this embodiment adopts the design described above. It features longitudinal beams 100 positioned on the left and right sides, and anti-collision beams 200 connected to the front ends of the longitudinal beams 100. Energy-absorbing boxes 300, corresponding to each longitudinal beam 100, are positioned in front of the anti-collision beams 200, protruding forward relative to the anti-collision beams 200. This enhances the energy absorption capacity of the front of the vehicle frame structure, reducing frame deformation under low-speed collision conditions. Furthermore, the corresponding placement of the energy-absorbing boxes 300 and the anti-collision beams 200 improves the energy absorption and force transmission capabilities of the vehicle frame structure in offset collisions, thus enhancing vehicle safety performance.

[0121] An embodiment of the second aspect of this application provides a vehicle having a frame structure as described in the first aspect embodiment above.

[0122] The vehicle in this embodiment, by setting the frame structure as described in the first aspect embodiment above, can improve the vehicle's force transmission and energy absorption capabilities when facing an offset collision, thereby improving the overall safety performance of the vehicle.

[0123] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A vehicle frame structure, characterized in that: It includes frame longitudinal beams (100) located on the left and right sides, anti-collision beams (200) connecting the front ends of the frame longitudinal beams (100) on both sides, and energy-absorbing boxes (300) respectively provided on the anti-collision beams (200) corresponding to each of the frame longitudinal beams (100). The energy-absorbing boxes (300) on each side are located on the front side of the anti-collision beam (200) and protrude forward relative to the anti-collision beam (200). The energy-absorbing boxes (300) on each side are also correspondingly arranged with the longitudinal beam (100) of the frame on the same side in the front-rear direction of the vehicle.

2. The frame structure according to claim 1, characterized in that: The energy-absorbing box (300) and the anti-collision beam (200) enclose an energy-absorbing cavity (301), which is provided to extend through the vehicle in the vertical direction; and / or, The energy-absorbing box (300) is provided with a mounting part (303) for mounting the front bumper.

3. The frame structure according to claim 1, characterized in that: A first crossbeam (400) is connected between the longitudinal beams (100) on both sides of the frame, and the first crossbeam (400) is located close to the anti-collision beam (200); The middle part of the first crossbeam (400) arches forward.

4. The frame structure according to claim 3, characterized in that: A second crossbeam (500) is connected between the longitudinal beams (100) on both sides of the frame, and the second crossbeam (500) is located behind the first crossbeam (400); The second crossbeam (500) is positioned close to the powertrain arrangement area (H) located between the two side frame longitudinal beams (100), and the middle of the second crossbeam (500) arches backward.

5. The frame structure according to claim 1, characterized in that: One of the frame longitudinal beams (100) is provided with a thrust member (600), the thrust member (600) is located on the inner side of the frame longitudinal beam (100) and in front of the fuel tank; The thrust member (600) extends along the left-right direction of the vehicle.

6. The frame structure according to claim 5, characterized in that: Along the extension direction of the thrust member (600), the thrust member (600) is inclined toward the front end of the frame longitudinal beam (100).

7. The frame structure according to claim 5, characterized in that: The thrust member (600) has an energy-absorbing element (604) at one end away from the frame longitudinal beam (100), and the energy-absorbing element (604) and the thrust member (600) form a cavity; and / or, The thrust member (600) has a cavity inside, which extends along the length direction of the thrust member (600).

8. The frame structure according to any one of claims 1 to 7, characterized in that: The frame longitudinal beam (100) includes a front section (E) of the longitudinal beam extending along the front-rear direction of the vehicle, and a rear section (F) of the longitudinal beam protruding outward relative to the front section (E). The rear section (F) of the longitudinal beam is provided with a mount (700) for connecting to the vehicle body. Corresponding to the mount (700), a reinforcing component (800) is provided inside the rear section (F) of the longitudinal beam, and the reinforcing component (800) extends forward of the mount (700).

9. The frame structure according to claim 8, characterized in that: The front section (E) of the longitudinal beam is provided with a first guide groove (103), which extends along the height direction of the front section (E) of the longitudinal beam; and / or, The front section (E) of the longitudinal beam is provided with a reinforcing plate (900), which extends along the length of the front section (E) of the longitudinal beam and has a second guide groove (901).

10. A vehicle, characterized in that: The vehicle is provided with a frame structure as described in any one of claims 1 to 9.

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