Front subframe and vehicle

Abstract

A front subframe (10) and a vehicle. The front subframe comprises subframe crossmembers (11), subframe longitudinal members (12), a first mounting part (13), and an extension part (14), wherein the two subframe crossmembers (11) are arranged side by side in a first direction, the two subframe longitudinal members (12) are arranged side by side in a second direction, and the two subframe crossmembers (11) and the two subframe longitudinal members (12) are sequentially connected end-to-end, wherein the first direction is intersected with the second direction; the first mounting part (13) is arranged on at least one end of a subframe crossmember (11) in the extension direction thereof, and the extension part (14) is connected to the first mounting part (13) and extends in a direction away from the subframe crossmember (11), wherein the first mounting part (13) and the extension part (14) are both adapted to be connected and fixed to a vehicle body structure. By providing the extension part (14), the coverage of the front subframe (10) in the vehicle width direction can be increased, and the extension part (14) can overlap with the positions of obstacles under various collision working conditions, thereby effectively resisting impact and transferring the impact to the whole front subframe (10), reducing the impact of collision to occupants in a vehicle as much as possible, and ensuring the life safety of the occupants in the vehicle.

Description

Front subframe and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application 2023234611690 filed on December 18, 2023, entitled “A front subframe and vehicle”, Chinese patent application 2023234613361 filed on December 18, 2023, entitled “A body enhanced safety design structure and vehicle”, and Chinese patent application 2024215250329 filed on June 28, 2024, entitled “A body structure and vehicle”, and the entire contents of the above applications are incorporated herein by reference. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to a front subframe and a vehicle. Background Art

[0004] The front subframe is a key component of the vehicle's chassis system. Besides supporting the front and rear axles and suspension, the subframe also serves as a crucial crush absorber during a collision. By deforming and absorbing the impact and energy of a collision, it provides excellent cushioning and ensures the overall safety of the vehicle.

[0005] When a vehicle collides, due to the limited coverage of the front subframe, it is difficult to play a role in crushing and absorbing energy at the edge of the vehicle, resulting in insufficient crushing deformation and it is difficult to exert the overall performance of the front subframe.

[0006] Summary of the Invention

[0007] The front subframe and vehicle provided by the embodiments of the present application can effectively increase their coverage across the width of the vehicle, thereby improving the reliability of the vehicle.

[0008] In a first aspect, an embodiment of the present application provides a front subframe, comprising:

[0009] A subframe cross member, wherein the two subframe cross members are arranged side by side in a first direction;

[0010] subframe longitudinal beams, the two subframe longitudinal beams being arranged side by side in the second direction, and the two subframe cross beams being connected end to end with the two subframe longitudinal beams in sequence, and the first direction intersecting the second direction;

[0011] A first mounting portion is provided at least at one end of the subframe cross member in an extending direction;

[0012] an extension portion connected to the first mounting portion and extending in a direction away from the subframe cross member;

[0013] Wherein, the first mounting portion and the extension portion are both used to be connected and fixed to the vehicle body structure.

[0014] Based on the technical solution of the embodiment of the present application, the provision of the extension portion can increase the coverage of the front subframe in the vehicle width direction. The extension portion can overlap with the obstacle position under various collision conditions, effectively resist the impact and transmit the impact force to the entire front subframe. The impact force is quickly absorbed and dispersed through the deformation of the front subframe, and the crushing energy absorption function of the front subframe is fully utilized, thereby minimizing the impact of the collision on the occupants in the vehicle and ensuring the life safety of the occupants in the vehicle.

[0015] According to any of the aforementioned embodiments of the first aspect of the present application, the front subframe further includes a second mounting portion, which is connected to the subframe longitudinal beam and is spaced apart from the first mounting portion in the first direction, and is used to be connected and fixed to the vehicle body structure.

[0016] According to any of the aforementioned embodiments of the first aspect of the present application, in the third direction, the first mounting portion protrudes from the subframe cross beam and the subframe longitudinal beam; and / or, in the third direction, the second mounting portion protrudes from the subframe cross beam and the subframe longitudinal beam;

[0017] The third direction is perpendicular to the plane where the first direction and the second direction are located.

[0018] According to any of the aforementioned embodiments of the first aspect of the present application, the first mounting portion has a first side surface facing the second mounting portion in the first direction, and the first side surface has a tendency to approach the subframe longitudinal beam in the direction from the first mounting portion to the second mounting portion;

[0019] The second mounting portion has a second side surface facing the first mounting portion in the first direction, and the second side surface has a tendency to approach the subframe longitudinal beam in the direction from the second mounting portion to the first mounting portion;

[0020] The first side surface and the second side surface define a first recess.

[0021] According to any of the aforementioned embodiments of the first aspect of the present application, the front subframe further includes a subframe reinforcement beam arranged between two subframe cross beams along the first direction, the two ends of the subframe reinforcement beam are respectively connected to the two subframe longitudinal beams, and the subframe longitudinal beam located on one side of the subframe reinforcement beam along the first direction partially protrudes from the subframe cross beam toward the side close to the first mounting portion along the third direction.

[0022] According to any of the aforementioned embodiments of the first aspect of the present application, the subframe longitudinal beam has a first surface away from the first mounting portion in the third direction, and the first surface is recessed inwardly in the third direction to form a second recess;

[0023] The second recess and the first recess are both located on the same side of the subframe reinforcement beam along the first direction.

[0024] According to any of the aforementioned embodiments of the first aspect of the present application, at least one of the subframe cross beam and the subframe longitudinal beam is provided with a crush hole, and the number of the crush holes is multiple.

[0025] According to any of the aforementioned embodiments of the first aspect of the present application, the first mounting portion has, in the third direction, a second surface away from the subframe longitudinal beam and a third surface close to the subframe longitudinal beam, the second surface being provided with a first mounting structure for connecting to the vehicle body structure, and the third surface being provided with a crush hole;

[0026] The third direction is perpendicular to the plane where the first direction and the second direction are located.

[0027] In a second aspect, an embodiment of the present application provides a vehicle, comprising a front subframe and a vehicle body structure, wherein the front subframe is connected to the vehicle body structure via at least a first mounting portion.

[0028] According to any of the aforementioned embodiments of the second aspect of the present application, the vehicle body structure includes: a chassis, a front anti-collision beam, a front longitudinal beam and a vehicle body bracket, a front fender cross beam is provided at one end of the chassis, one end of the front longitudinal beam is connected to the chassis, and the angle between the front longitudinal beam and the front fender cross beam is greater than 90 degrees, the front anti-collision beam is provided at the end of the front longitudinal beam away from the chassis, and the vehicle body bracket is provided on the chassis.

[0029] According to any of the aforementioned embodiments of the second aspect of the present application, the angle between the front longitudinal beam and the front fender cross beam is α, 90°<α<95°.

[0030] According to any of the aforementioned embodiments of the second aspect of the present application, the vehicle body support includes a pillar, an upper longitudinal beam, an A-pillar frame assembly, a B-pillar frame assembly, a C-pillar frame assembly, a hinge column and a door ring assembly, one end of the pillar is connected to the front longitudinal beam, one end of the upper longitudinal beam is connected to the pillar, and the other end of the upper longitudinal beam is connected to the hinge column, the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly and the hinge column are connected to the base frame, and the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly and the hinge column are all connected to the door ring assembly to form a frame structure.

[0031] According to any of the aforementioned embodiments of the second aspect of the present application, a threshold reinforcement beam is provided at the connection between the base frame and the door ring assembly. The interior of the threshold reinforcement beam is a hollow structure, and a number of mutually parallel reinforcement partitions are provided inside the threshold reinforcement beam.

[0032] According to any of the aforementioned embodiments of the second aspect of the present application, the door ring assembly is provided with a threshold inner plate, which is covered on the outside of the threshold reinforcement beam.

[0033] According to any of the aforementioned embodiments of the second aspect of the present application, the door sill reinforcement beam is an aluminum profile.

[0034] According to any of the aforementioned embodiments of the second aspect of the present application, the sill reinforcement beam is connected to the side sill of the vehicle, the sill reinforcement beam is arranged along the length direction of the vehicle, and the sill reinforcement beam is connected to the bottom of the door ring assembly.

[0035] According to any of the aforementioned embodiments of the second aspect of the present application, the vehicle body structure further includes a reinforcement structure, and the reinforcement structure includes:

[0036] An upper reinforcement plate portion is mounted on the door ring assembly, and the upper reinforcement plate portion is connected to the upper portion of the A-pillar frame assembly; and

[0037] The lower reinforcement plate portion is installed on the door ring assembly and is connected to the lower portion of the A-pillar frame assembly and the side sill.

[0038] According to any of the aforementioned embodiments of the second aspect of the present application, the door ring assembly includes an upper transverse region, an inclined region, a first vertical region, a lower transverse region and a second vertical region, which are sequentially connected to form a ring shape, the second vertical region is connected to the upper transverse region, the upper transverse region is arranged opposite to the lower transverse region, and the second vertical region is arranged opposite to the inclined region and the first vertical region.

[0039] According to any of the aforementioned embodiments of the second aspect of the present application, the upper reinforcement plate portion includes an A-pillar upper side beam patch, the A-pillar upper side beam patch is connected to the upper part of the A-pillar skeleton assembly, and the A-pillar upper side beam patch is located in the upper horizontal area and the inclined area of ​​the door ring assembly.

[0040] According to any of the aforementioned embodiments of the second aspect of the present application, the upper reinforcement plate portion also includes an A-pillar upper hinge reinforcement plate, which is connected to the upper part of the A-pillar skeleton assembly, and the A-pillar upper hinge reinforcement plate is located at the upper end of the first vertical portion area of ​​the door ring assembly, and one end of the A-pillar upper hinge reinforcement plate extends to the hinge column.

[0041] According to any of the aforementioned embodiments of the second aspect of the present application, the lower reinforcement plate portion includes an A-pillar lower hinge reinforcement plate, which is connected to the lower part of the A-pillar skeleton assembly, and is located at the lower end of the first vertical portion area of ​​the door ring assembly, and the A-pillar lower hinge reinforcement plate and the A-pillar upper hinge reinforcement plate are arranged at intervals.

[0042] According to any of the aforementioned embodiments of the second aspect of the present application, the lower reinforcement plate portion also includes an A-pillar lower support plate assembly, which is connected to the lower part of the A-pillar skeleton assembly, and the A-pillar lower support plate assembly is located at the lower end of the first vertical portion area of ​​the door ring assembly.

[0043] According to any of the aforementioned embodiments of the second aspect of the present application, the A-pillar lower support plate assembly cover is provided on the A-pillar lower hinge reinforcement plate.

[0044] According to any of the aforementioned embodiments of the second aspect of the present application, a shock-absorbing tower is provided between the upper longitudinal beam and the front longitudinal beam.

[0045] According to any of the aforementioned embodiments of the second aspect of the present application, a front floor support beam is provided at the connection between the hinge column and the chassis.

[0046] According to any of the aforementioned embodiments of the second aspect of the present application, the vehicle body support further includes a roof front cross beam and a roof middle cross beam arranged between the door ring assemblies.

[0047] According to any of the aforementioned embodiments of the second aspect of the present application, the vehicle further includes a drive mechanism, and the vehicle body structure is disposed on the drive mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0049] FIG1 is a schematic diagram of the overall structure of a front subframe provided in an embodiment of the present application;

[0050] FIG2 is a side view of a front subframe according to an embodiment of the present application;

[0051] FIG3 is a schematic top view of a front subframe according to an embodiment of the present application;

[0052] FIG4 is a bottom view of a front subframe according to an embodiment of the present application;

[0053] FIG5 is a schematic diagram of a first connection structure between a front subframe and a vehicle body structure in a vehicle provided by an embodiment of the present application;

[0054] FIG6 is a schematic diagram of a second connection structure between a front subframe and a vehicle body structure in a vehicle provided by an embodiment of the present application;

[0055] FIG7 is a schematic diagram of a third connection structure between a front subframe and a vehicle body structure in a vehicle provided by an embodiment of the present application;

[0056] FIG8 is a schematic top view of a vehicle body structure provided in an embodiment of the present application;

[0057] FIG9 is a schematic diagram of the overall structure of a vehicle body structure provided by an embodiment of the present application;

[0058] FIG10 is a side view schematic diagram of a vehicle body structure provided in an embodiment of the present application;

[0059] FIG11 is a cross-sectional view taken along the AA direction in FIG10;

[0060] FIG12 is a cross-sectional view taken along the BB direction in FIG10;

[0061] FIG13 is a schematic diagram of a first overall structure of a reinforcement structure in a vehicle body structure provided by some embodiments of the present application;

[0062] FIG14 is a second overall structural diagram of a reinforcement structure in a vehicle body structure provided in some embodiments of the present application.

[0063] Explanation of Markings: 10. Front subframe; 11. Subframe cross member; 12. Subframe longitudinal member; 121. First surface; 122. Second recess; 123. Fourth mounting structure; 13. First mounting portion; 131. First side surface; 132. First mounting structure; 133. Second surface; 134. Third surface; 14. Extension; 141. Third mounting structure; 15. Second mounting portion; 151. Second side surface; 152. Second mounting structure; 16. First recess; 17. Subframe reinforcement beam; 18. Crush hole; 19. Third recess; 20. Vehicle body structure; 21. Underframe; 211. Front fender cross member; 22. Front anti-collision beam; 23. Front longitudinal member; 24. Body support; 241. Upright pillar; 242. Upper longitudinal beam; 243. A-pillar frame assembly; 244. B-pillar frame assembly; 245. Hinge pillar; 246. Door knocker assembly; 2461. Upper transverse region; 2462. Inclined region; 2463. First vertical region; 2464. Lower transverse region; 2465. Second vertical region; 247. Front cross member of roof; 248. Center cross member of roof; 25. Door sill reinforcement beam; 26. Door sill inner panel; 27. Reinforcement structure; 271. Upper reinforcement plate; 2711. A-pillar upper side member supplementary plate; 2712. A-pillar upper hinge reinforcement plate; 272. Lower reinforcement plate; 2721. A-pillar lower hinge reinforcement plate; 2722. A-pillar lower support plate assembly; 28. Shock absorber tower; 29. ​​Floor support beam; X, first direction; Y, second direction; Z, third direction;

[0064] In the accompanying drawings, the drawings are not necessarily drawn to scale. DETAILED DESCRIPTION

[0065] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is merely to provide a better understanding of the present application by illustrating the examples of the present application.

[0066] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, the elements defined by the phrase "comprising..." do not exclude the presence of other identical elements in the process, method, article, or device comprising the elements.

[0067] It should be understood that the term "and / or" as used herein is merely a description of the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0068] In the embodiments of the present application, the term “electrically connected” may refer to a direct electrical connection between two components, or may refer to an electrical connection between two components via one or more other components.

[0069] It will be apparent to those skilled in the art that various modifications and variations can be made in this application without departing from the spirit or scope of this application. Therefore, this application is intended to cover modifications and variations of this application that fall within the scope of the corresponding claims (technical solutions claimed for protection) and their equivalents. It should be noted that the embodiments provided in the examples of this application may be combined with each other unless there is any contradiction.

[0070] Before describing the technical solutions provided by the embodiments of the present application, in order to facilitate understanding of the embodiments of the present application, the present application first specifically describes the problems existing in the related art:

[0071] With the continuous emergence of various complex traffic accident scenarios, vehicle safety regulations and standards are being updated more frequently, and corresponding collision safety standards are becoming increasingly stringent. Traditional vehicle safety design primarily focuses on the design features, cross-sectional dimensions, and material properties of the vehicle body structure 20 to ensure occupant safety. However, with the introduction of various new collision conditions, relying solely on the design of the vehicle body structure 20 has become difficult to meet safety regulations. To improve occupant safety in various collision accidents, combining the traditional reliance on the design of the vehicle body structure 20, those skilled in the art have increasingly focused on the design of crush absorbers, so that they can work in conjunction with the design of the vehicle body structure 20 to better protect occupant safety.

[0072] Crumpling energy absorption is a principle that uses specially designed materials and structures to absorb and disperse energy through controlled deformation and destruction under external forces. When subjected to external forces, materials and structures undergo plastic deformation, fracture, or shattering, resulting in energy loss and reducing the impact on other parts. The front subframe 10, a key component in the vehicle chassis system, not only connects the vehicle body, axles, and suspension, but also serves as a crucial crush absorber in vehicle collisions. By crushing and deforming, it absorbs and disperses the impact and energy of a collision, providing excellent cushioning and ensuring the overall safety of the vehicle.

[0073] However, when the vehicle collides, the front subframe 10 has a limited coverage area, making it difficult to absorb energy from the collision at the edge of the vehicle. As a result, insufficient crushing deformation occurs, making it difficult to fully utilize the overall performance of the front subframe 10.

[0074] Therefore, in order to enable the front subframe 10 to play a good energy-absorbing role under different collision conditions, effectively reduce the impact on the occupants, and thus effectively protect the safety of the occupants, an embodiment of the present application provides a front subframe 10. The front subframe 10 provided by the present application is described in detail below with reference to Figures 1 to 4.

[0075] FIG1 is a schematic diagram of the overall structure of a front subframe 10 provided in some embodiments of the present application. FIG2 is a schematic diagram of the side structure of a front subframe 10 provided in some embodiments of the present application. FIG3 is a schematic diagram of the top structure of a front subframe 10 provided in some embodiments of the present application. FIG4 is a schematic diagram of the bottom structure of a front subframe 10 provided in some embodiments of the present application.

[0076] As shown in Figures 1 to 4, an embodiment of the present application provides a front subframe 10, comprising a subframe cross member 11, a subframe longitudinal member 12, a first mounting portion 13, and an extension portion 14. The two subframe cross members 11 are arranged side by side in a first direction X, and the two subframe longitudinal members 12 are arranged side by side in a second direction Y. The two subframe cross members 11 and the two subframe longitudinal members 12 are connected end to end, and the first direction X intersects the second direction Y. The first mounting portion 13 is disposed at at least one end of the subframe cross member 11 in the direction in which it extends. The extension portion 14 is disposed on the first mounting portion 13 and extends away from the subframe cross member 11. Both the first mounting portion 13 and the extension portion 14 are configured to be connected and fixed to the vehicle body structure 20.

[0077] The two subframe crossbeams 11 are arranged side by side in a first direction X, and the two subframe longitudinal beams 12 are arranged side by side in a second direction Y. The two subframe crossbeams 11 and the two subframe longitudinal beams 12 are connected end to end in sequence, and the first direction X intersects the second direction Y. The head and tail mentioned here refer to the two ends of the subframe crossbeam 11 or the subframe longitudinal beam 12 along the direction of its extension. Each subframe longitudinal beam 12 and each subframe crossbeam 11 has a head end and a tail end along the direction of its extension. The head and tail intersection means that the two ends of the subframe crossbeam 11 are respectively connected to one end of the two subframe longitudinal beams 12, and the two ends of the subframe longitudinal beam 12 are also respectively connected to one end of the two subframe crossbeams 11. The subframe crossbeams 11 and the subframe longitudinal beams 12 are arranged in sequence to form a frame structure. The frame structure serves as the basic skeleton of the front subframe 10 and can well ensure the stability, firmness and seismic resistance of the front subframe 10. The sub-frame cross beam 11 and the sub-frame longitudinal beam 12 can be connected in a variety of ways. Optionally, the sub-frame cross beam 11 and the sub-frame longitudinal beam 12 are integrally formed or welded.

[0078] The frame structure can have a variety of shapes. Optionally, the lengths of the two subframe longitudinal beams 12 can be the same or different, and the lengths of the two subframe cross beams 11 can be the same or different, depending on the shape and specifications of the vehicle body structure 20. Furthermore, the two subframe longitudinal beams 12 can be symmetrically arranged in the first direction X, so that the stress conditions of the two subframe longitudinal beams 12 are the same. This not only helps to improve the connection stability between the subframe cross beams 11 and the subframe longitudinal beams 12 and the service life of the front subframe 10, but also greatly reduces the difficulty of mold design and manufacturing. It should be noted that the "symmetry" referred to in this application does not mean absolute symmetry, and a certain degree of error is allowed. It should also be noted that the specific orientations of the first direction X and the second direction Y are not limited in this application, and only need to ensure that they intersect.

[0079] The first mounting portion 13 is disposed at at least one end of the subframe cross member 11 in the direction in which it extends. The first mounting portion 13 is primarily used for connection and fixation to the vehicle body structure 20. A first mounting structure 132 is provided on the first mounting portion 13 for connection and fixation to the vehicle body structure 20. One or more first mounting structures 132 are provided. Optionally, a first mounting structure 132 can be provided at one end of the subframe cross member 11, or at both ends of the subframe cross member 11. Providing two first mounting portions 13 improves the securement and reliability of the connection between the front subframe 10 and the vehicle body structure 20. Furthermore, the first mounting structures 132 can be symmetrically arranged, which not only facilitates design and manufacturing but also better balances and distributes the weight of the front subframe 10, reduces lateral deflection and sway of the front subframe 10, and improves the vehicle's driving stability and maneuverability. There are multiple connection modes between the first mounting portion 13 and the sub-frame cross beam 11 . Optionally, the first mounting portion 13 and the sub-frame cross beam 11 are integrally formed, or the first mounting portion 13 is welded to the sub-frame cross beam 11 .

[0080] The extension portion 14 is mainly used for being connected and fixed to the vehicle body structure 20 . A third mounting structure 141 for being connected to the vehicle body structure 20 is provided on the extension portion 14 . There may be one or more third mounting structures 141 .

[0081] The extension portion 14 is connected to the first mounting portion 13 and extends away from the subframe cross member 11. The extension portion 14 can be connected in various locations. Preferably, the extension portion 14 is connected to the end of the first mounting portion 13 in the second direction Y to maximize the coverage of the front subframe 10 in the vehicle width direction. The extension portion 14's extension direction is not specified; it only needs to extend away from the cross member. Optionally, the extension portion 14 can extend in the second direction Y to further improve the coverage of the front subframe 10 in the vehicle width direction. Alternatively, the extension portion 14 can extend in other directions oblique to the second direction Y. The extension portion 14 can be connected to the first mounting portion 13 in various ways. Optionally, the extension portion 14 can be integrally formed with the first mounting portion 13 or welded to the first mounting portion 13. The length and shape of the extension portion 14 are not specified and can be determined based on the actual vehicle collision requirements. Preferably, the extension portions 14 are symmetrically arranged to facilitate design and manufacturing.

[0082] The provision of the extension 14 increases the coverage of the front subframe 10 in both the vehicle's length and width, increasing the probability that the extension 14 will overlap with obstacles in the vehicle's width, thereby fully utilizing the crush energy absorption function of the front subframe 10. Under various collision conditions, the extension 14 effectively resists impact and transmits the impact force to the entire front subframe 10. The deformation of the front subframe 10 rapidly absorbs and disperses the impact force, minimizing the impact on vehicle occupants and ensuring their safety.

[0083] Furthermore, the extension portion 14 can effectively resist the impact force generated by the vehicle collision, especially when the vehicle is subjected to a 25% offset frontal collision. Specifically, when the front subframe 10 is connected and fixed to the vehicle body structure 20, the first direction X is parallel to the width direction of the vehicle, and the second direction Y is parallel to the length direction of the vehicle. That is, the extension direction of the subframe cross member 11 in the front subframe 10 is consistent with the width direction of the vehicle, and a first mounting portion 13 is provided at at least one end of the subframe cross member 11 in the extension direction, and an extension portion 14 is extended on the first mounting portion 13 in a direction away from the subframe cross member 11, which is equivalent to the extension portion 14 being within 25% of the size of both ends in the width direction of the vehicle. When the vehicle encounters a 25% offset frontal collision, the extension portion 14 will contact the collision object and bear the main impact force, thereby transmitting the impact force to the entire front subframe 10. The impact force is quickly absorbed and dispersed through the deformation of the front subframe 10, reducing the probability that the vehicle body structure 20 will be deformed due to the collision impact force and compress the cockpit space, thereby minimizing the impact of the collision on the occupants and ensuring the life safety of the occupants.

[0084] As shown in FIG2 , in some embodiments, the first mounting portion 13 has a second surface 133 away from the subframe longitudinal beam 12 and a third surface 134 close to the subframe longitudinal beam 12 in the third direction Z. The second surface 133 is provided with a first mounting structure 132 for connecting to the vehicle body structure 20, and the third surface 134 is provided with a crush hole 18. The third direction Z is perpendicular to the plane containing the first direction X and the second direction Y.

[0085] By providing the crush hole 18 on the first mounting portion 13, the first mounting portion 13 is more likely to collapse and deform under external impact and compression, helping to absorb the energy of the impact. Preferably, the crush hole 18 can be located at the junction of the first mounting portion 13 and the subframe cross member 11 on the third surface 134. Stress is concentrated at the junction of the first mounting portion 13 and the subframe cross member 11, making deformation more likely under the guidance of the crush hole 18. By locating the crush hole 18 and the first mounting structure 132 on opposite sides of the first mounting portion 13, the first mounting structure 132 is protected from the impact of the crush hole 18, thereby improving the durability of the first mounting portion 13. Furthermore, the first mounting portion 13 is also located within 25% of the vehicle's width. The presence of the crush hole 18 accelerates the first mounting portion 13's ability to absorb the impact force generated by a 25% offset frontal collision, maximizing the energy absorbed by the collision.

[0086] As shown in FIG. 1 , in some embodiments, a third recess 19 is defined between the first mounting portion 13 and the extension portion 14 along a third direction Z. The third direction Z is perpendicular to the plane where the first direction X and the second direction Y are located.

[0087] A third recess 19 is defined between the first mounting portion 13 and the extension portion 14 along the third direction Z. Optionally, the third recess 19 can be defined on either of the two surfaces between the first mounting portion 13 and the extension portion 14 along the third direction Z. The third recess 19 provides stress concentration, not only facilitating bending deformation during a collision, but also providing flexible space for the extension portion 14 and the first mounting portion 13 to bend and deform, facilitating their full compression and energy absorption. In the event of a 25% frontal collision with a vehicle, the impactor's contact with the extension portion 14 generates a force that compresses the extension portion 14 against the first mounting portion 13. The provision of the third recess 19 facilitates bending between the extension portion 14 and the first mounting portion 13, allowing the force to reduce the energy generated by the collision through work, achieving the desired compression and energy absorption effect between the first mounting portion 13 and the extension portion 14.

[0088] As shown in Figures 1 and 3, in some embodiments, the front subframe 10 further includes a second mounting portion 15, which is connected to the subframe longitudinal beam 12 and is spaced apart from the first mounting portion 13 in the first direction X. The second mounting portion 15 is used to be connected and fixed to the vehicle body structure 20.

[0089] The second mounting portion 15 is connected to the subframe longitudinal member 12 and is spaced apart from the first mounting portion 13 in the first direction X. The second mounting portion 15 and the first mounting portion 13 are used together to connect the front subframe 10 and the vehicle body structure 20, thereby improving the reliability and stability of the connection between the front subframe 10 and the vehicle body structure 20 in the first direction X. The second mounting portion 15 is provided with a second mounting structure 152 for connecting to the vehicle body structure 20. The number of second mounting structures 152 can be one or more.

[0090] It should be noted that, in some embodiments, the first mounting structure 132, the second mounting structure 152, and the third mounting structure 141 mentioned above are mounting holes, and the connection between the front subframe 10 and the body structure 20 is achieved by connecting parts passing through the mounting holes. The connecting parts include standard parts such as bolts. In some other embodiments, the first mounting structure 132, the second mounting structure 152, and the third mounting structure 141 are welding points, and the body structure 20 and the front subframe 10 are welded together.

[0091] As shown in Figures 1 and 2, in some embodiments, in the third direction Z, the first mounting portion 13 is arranged to protrude from the subframe cross beam 11 and the subframe longitudinal beam 12; and / or, in the third direction Z, the second mounting portion 15 is arranged to protrude from the subframe cross beam 11 and the subframe longitudinal beam 12, and the third direction Z is perpendicular to the plane where the first direction X and the second direction Y are located.

[0092] To adapt to the shape of the vehicle chassis or to provide space for other accessories, at least one of the first mounting portion 13 and the second mounting portion 15 is arranged to protrude beyond the subframe longitudinal member 12 and the subframe cross member 11 in the third direction Z. By providing a height difference between the first mounting portion 13, the second mounting portion 15, and the longitudinal member, each of the first mounting portion 13, the second mounting portion 15, and the longitudinal member can be connected to the vehicle body structure 20, thereby improving the secureness and reliability of the connection.

[0093] Preferably, the first and second mounting portions 13, 15 include curved surfaces that smoothly transition between them and the subframe longitudinal rail 12. Specifically, the projected areas of the first and second mounting portions 13, 15 in the second direction Y gradually increase, and the closer they are to the longitudinal rail, the more secure the connection between them. This smooth transition improves the connection strength between the first and second mounting portions 13, 15 and the subframe longitudinal rail 12, avoiding stress concentration and enhancing connection strength. Furthermore, the smoothly transitioning curved surfaces effectively cushion the impact force generated by a collision.

[0094] As shown in Figures 1 to 4, in some embodiments, the first mounting portion 13 has a first side surface 131 facing the second mounting portion 15 in the first direction X, and the first side surface 131 has a tendency to approach the sub-frame longitudinal beam 12 in the direction from the first mounting portion 13 to the second mounting portion 15; the second mounting portion 15 has a second side surface 151 facing the first mounting portion 13 in the first direction X, and the second side surface 151 has a tendency to approach the sub-frame longitudinal beam 12 in the direction from the second mounting portion 15 to the first mounting portion 13; the first side surface 131 and the second side surface 151 enclose and define a first recess 16.

[0095] The first side surface 131 of the first mounting portion 13 gradually extends in a direction from the first mounting portion 13 toward the second mounting portion 15. The second side surface 151 of the second mounting portion 15 gradually extends in a direction from the second mounting portion 15 toward the first mounting portion 13. These two side surfaces smoothly transition to the subframe longitudinal member 12 and enclose a first recess 16. The unbalanced force at the first recess 16 can guide the subframe longitudinal member 12 to bend, collapse, or even fracture, and provide space for the subframe longitudinal member 12 to move, allowing the front subframe 10 to fully absorb the energy of a collision. When the vehicle is involved in a 25% offset frontal collision, after the impacting object contacts the extended portion 14, the collision generates a force component including a force component along the vehicle width direction, i.e., the second direction Y of the front subframe 10, and a force component along the vehicle length direction, i.e., the first direction X of the front subframe 10. The force component along the vehicle width direction, i.e., the second direction Y of the front subframe 10, is compressed and absorbed by the third recess 19, while the force component along the vehicle length direction, i.e., the first direction X of the front subframe 10, is guided by the first recess 16 to bend or break the subframe longitudinal member 12, thereby reducing the energy generated by the collision and achieving the compression energy absorption effect.

[0096] As shown in Figures 1 to 4, in some embodiments, the front subframe 10 further includes a subframe reinforcement beam 17 spaced apart between the two subframe cross beams 11 along the first direction X. Both ends of the subframe reinforcement beam 17 are respectively connected to the two subframe longitudinal beams 12. The subframe longitudinal beam 12 located on one side of the subframe reinforcement beam 17 along the first direction X partially protrudes from the subframe cross beam 11 toward the side close to the first mounting portion 13 along the third direction Z.

[0097] The front subframe 10 also includes a subframe reinforcement beam 17 spaced along the first direction X between the two crossbeams. The two ends of the subframe reinforcement beam 17 are connected to the two subframe longitudinal beams 12. Optionally, the subframe reinforcement beam 17 is parallel to the subframe crossbeam 11; alternatively, the length of the subframe reinforcement beam 17 intersects the length of the subframe crossbeam 11. The provision of the subframe reinforcement beam 17 improves the structural strength and rigidity of the front subframe 10, enhancing its overall compressive resistance and support performance. Furthermore, the subframe reinforcement beam 17 provides a support point for other accessories, ensuring a reliable and stable connection between the front subframe 10 and the accessories.

[0098] As shown in FIG2 , the subframe longitudinal beam 12 located on the side of the subframe reinforcement beam 17 along the first direction X partially protrudes from the subframe cross beam 11 toward the side near the first mounting portion 13 along the third direction Z to accommodate other accessories. At the same time, because the subframe longitudinal beam 12 partially protrudes relative to the subframe cross beam 11, it bends at the subframe reinforcement beam 17, indirectly providing a groove that is concave along the third direction Z. This groove can guide the subframe longitudinal beam 12 as a whole to crush and deform in the first direction X during a collision, thereby improving the crush energy absorption performance of the front subframe 10.

[0099] As shown in FIG2 , in some embodiments, the subframe longitudinal beam 12 has a first surface 121 away from the first mounting portion 13 in the third direction Z. The first surface 121 is recessed inward in the third direction Z to form a second recess 122 . The second recess 122 and the first recess 16 are both located on the same side of the subframe reinforcement beam 17 along the first direction X.

[0100] The subframe longitudinal beam 12 has a first surface 121 away from the first mounting portion 13 in the third direction Z. The first surface 121 is recessed inward in the third direction Z to form a second recess 122. The second recess 122 can be provided at any position on the first surface 121. Preferably, the second recess 122 is provided at the junction of the subframe longitudinal beam 12 and the subframe reinforcement beam 17. The subframe longitudinal beam 12 protrudes from the plane of the subframe reinforcement beam 17 to deepen the depth of the second recess 122, making it easier to guide the front subframe 10 to bend and deform, thereby fully absorbing energy during collapse.

[0101] The second recess 122 and the first recess 16 are both located on the same side of the sub-frame reinforcement beam 17 along the first direction X, so that the portions capable of crushing and deforming are more concentrated, thereby improving the crushing energy absorption effect of the front sub-frame 10 . Specifically, when the vehicle is involved in a 25% offset frontal collision, after the impacting object contacts the extended portion 14, the component of the force generated by the collision along the vehicle length direction, that is, the component in the first direction X in the front subframe 10, will act on the subframe longitudinal beam 12 along the extension direction of the subframe longitudinal beam 12. Since the portion of the subframe longitudinal beam 12 located at the front end of the vehicle along its extension direction is first subjected to the force generated by the collision, that is, the portion of the subframe longitudinal beam 12 located on the side of the subframe reinforcement beam 17 along the first direction X, the second recess 122 and the first recess 16 are concentrated in this portion. When a collision occurs, the first recess 16 and the second recess 122 will first deform to absorb the force generated by the collision, thereby reducing the collision force transmitted to the portion of the subframe longitudinal beam 12 located at the rear end of the vehicle along its extension direction, thereby reducing the impact of the impact force generated by the collision on the cockpit space, thereby protecting the safety of the occupants of the vehicle.

[0102] As shown in FIG. 1 to FIG. 4 , in some embodiments, at least one of the subframe cross member 11 and the subframe longitudinal member 12 is provided with a plurality of crush holes 18 .

[0103] The crush holes 18 can be positioned anywhere within the subframe cross member 11 and the subframe longitudinal member 12. For example, as shown in Figures 1 to 4 , the subframe longitudinal member 12 is provided with crush holes 18 on both surfaces in the second direction Y; the subframe cross member 11 is provided with crush holes 18 on both surfaces in the third direction Z; and the subframe cross member 11 is provided with crush holes 18 on the surface in the first direction X proximate to the subframe reinforcement beam 17. Furthermore, the crush holes 18 can be positioned at stress concentration points to ensure that they do not affect the overall connection strength of the front subframe 10 while still allowing sufficient deformation and energy absorption during a collision, thereby reducing collision damage. Preferably, the crush holes 18 are symmetrically positioned on the subframe cross member 11 and the subframe longitudinal member 12 to facilitate mass production of the subframe longitudinal member 12 and the subframe cross member 11. There are multiple crush holes 18 , and the specific number of the crush holes 18 is not specified here. Under the premise of not affecting the overall strength of the front subframe 10 , the more crush holes 18 there are, the better the crush deformation effect of the front subframe 10 .

[0104] When a collision occurs, since the stress at the crush hole 18 is relatively small, the front subframe 10 is more likely to deform or even break at the location where the crush hole 18 is provided, thereby absorbing and unloading part of the energy brought by the collision impact, providing a buffering and shock-absorbing effect for the vehicle, and reducing the damage caused by the collision to the vehicle and the occupants therein.

[0105] Figures 5 to 7 are schematic diagrams of the connection structure between the front subframe 10 and the body structure 20 in a vehicle according to some embodiments of the present application. Figure 5 is a schematic diagram of a first connection structure between the front subframe 10 and the body structure 20 in a vehicle according to an embodiment of the present application, Figure 6 is a schematic diagram of a second connection structure between the front subframe 10 and the body structure 20 in a vehicle according to an embodiment of the present application, and Figure 7 is a schematic diagram of a third connection structure between the front subframe 10 and the body structure 20 in a vehicle according to an embodiment of the present application.

[0106] As shown in Figures 5 to 7, an embodiment of the present application further provides a vehicle, comprising the aforementioned front subframe 10 and a vehicle body structure 20, wherein the front subframe 10 is connected to the vehicle body structure 20 via at least a first mounting portion 13. Specifically, the front subframe 10 is mounted at the bottom end of the vehicle body structure 20. That is, in the entire vehicle, the vehicle body structure 20 serves as the integral support structure, and the front subframe 10 is mounted below the vehicle body structure 20. Mounting the front subframe 10 below the vehicle body structure 20 improves the collision resistance of the vehicle while also avoiding interference with mounting structures above the vehicle body structure 20.

[0107] Exemplarily, the front subframe 10 is connected to the vehicle body structure 20 via a first mounting structure 132 provided on the first mounting portion 13, a second mounting structure 152 provided on the second mounting portion 14, a third mounting structure 141 provided on the extension portion 14, and a fourth mounting structure 123 provided on the subframe longitudinal beam 12. In some embodiments, the first mounting structure 132, the second mounting structure 152, the third mounting structure 141, and the fourth mounting structure 123 may be mounting holes, through which connectors, such as standard components such as bolts, pass to connect the front subframe 10 to the vehicle body structure 20. In other embodiments, the first mounting structure 132, the second mounting structure 152, the third mounting structure 141, and the fourth mounting structure 123 may be welding points, and the vehicle body structure 20 and the front subframe 10 may be welded together. By providing the front subframe 10 proposed in this application, the vehicle can effectively expand the energy absorption coverage of the front subframe 10, thereby improving vehicle reliability.

[0108] During an actual collision, the front subframe 10 and the body structure 20 interact and influence each other. Therefore, the structural design of the body structure 20 also plays a significant role in various vehicle collision conditions. Furthermore, with the continuous emergence of various new energy vehicle models and the numerous reports of battery pack collision fires, the safety of the cells within the battery pack has become increasingly important in corresponding collision safety designs. Because the battery pack is typically located at the bottom of the vehicle's central passenger compartment, and the distance between the front and rear of the vehicle and the battery pack is significant, while the distance to the battery pack on the sides is relatively close, the risk of battery pack damage in frontal and rear-end collisions is relatively low, while the risk of battery pack crushing in side collisions is greater.

[0109] Since the driver's instinctive reaction in a collision is to turn the steering wheel to avoid it, the probability of an offset collision is significantly higher than a head-on collision in reality. This makes it very easy for new energy vehicles to leak and burn battery materials during a collision. The body structure 20 of a traditional internal combustion engine vehicle does not need to consider the safety of a large-area battery pack. Therefore, when its body structure 20 is applied to a new energy vehicle, it provides weak protection for the battery, posing certain safety hazards. Therefore, in order to improve the safety of new energy vehicles in offset collisions, the embodiment of the present application further improves the body structure 20. The body structure 20 of the vehicle provided in the embodiment of the present application is described in detail below with reference to Figures 8 to 14.

[0110] Figure 8 is a top structural schematic diagram of a vehicle body structure 20 provided in some embodiments of the present application, Figure 9 is an overall structural schematic diagram of a vehicle body structure 20 provided in some embodiments of the present application, Figure 10 is a side structural schematic diagram of a vehicle body structure 20 provided in some embodiments of the present application, Figure 11 is a cross-sectional view along the AA direction in Figure 10, Figure 12 is a cross-sectional view along the BB direction in Figure 10, Figure 13 is a first overall structural schematic diagram of a reinforcing structure 27 in a vehicle body structure 20 provided in some embodiments of the present application, and Figure 14 is a second overall structural schematic diagram of a reinforcing structure 27 in a vehicle body structure 20 provided in some embodiments of the present application.

[0111] As shown in Figure 8, the body structure 20 provided in the embodiment of the present application includes: a base frame 21, a front anti-collision beam 22, a front longitudinal beam 23 and a body bracket 24. A front fender cross beam 211 is provided at one end of the base frame 21, one end of the front longitudinal beam 23 is connected to the base frame 21, and the angle between the front longitudinal beam 23 and the front fender cross beam 211 is greater than 90 degrees. The front anti-collision beam 22 is provided at the end of the front longitudinal beam 23 away from the base frame 21, and the body bracket 24 is provided on the base frame 21.

[0112] In this embodiment, the chassis 21 is the chassis of the vehicle, and the front anti-collision beam 22 is installed at the front end of the chassis 21 through the front longitudinal beam 23. There are two front longitudinal beams 23, one end of which is connected to the chassis 21, and the other ends of the two front longitudinal beams 23 are inclined to both sides of the chassis 21 to form an "eight"-shaped structure, so that the angle between the front longitudinal beam 23 and the front fender crossbeam 211 on the chassis 21 is greater than 90 degrees. The front anti-collision beam 22 is arranged at the end of the front longitudinal beam 23 away from the chassis 21, and is used to act as a collision buffer. In this embodiment, the end of the front longitudinal beam 23 connected to the front anti-collision beam 22 is inclined to both sides, which can effectively increase the force-bearing area of ​​the front anti-collision beam 22. Compared to conventional vehicle frame structures where the front longitudinal beams 23 are perpendicular to the front fender crossbeam 211, the vehicle body structure 20 provided in this embodiment allows for easier transmission of the impact force during an offset collision to the front longitudinal beams 23. This force is then transferred and dispersed through the front longitudinal beams 23 to the chassis 21 and the body support 24, ensuring the vehicle's impact resistance. It is understood that to ensure the installation and support strength of the front longitudinal beams 23 and to accommodate the overall vehicle structure (e.g., to avoid tires and other structures), the front longitudinal beams 23 are not positioned completely at the extreme positions on either side of the vehicle, but are instead positioned at a certain distance from the sides. This results in the front end of the vehicle colliding with another object during an offset collision, and the impact force may directly act between the side of the vehicle and the front longitudinal beams 23. In this case, the impact force cannot be transmitted through the front longitudinal beams 23 and instead acts directly on the body support 24, causing significant damage to the side of the vehicle. This is particularly true for current new energy vehicles, where the battery pack is susceptible to leakage and combustion under these impact and compression forces, leading to secondary accidents. In this embodiment, the front longitudinal beam 23 is installed at an angle, combined with the extra-wide front anti-collision beam 22 structure, the force-bearing area of ​​the front anti-collision beam 22 is increased without affecting other structures. The impact force on both sides of the front anti-collision beam 22 can also be transmitted to the front longitudinal beam 23 and dispersed to the chassis 21 and the body support 24 through the front longitudinal beam 23, thereby greatly improving the safety of the vehicle in the event of an offset collision.

[0113] It should be noted that in this embodiment, the specific structure of the chassis 21, front anti-collision beam 22 and front longitudinal beam 23 are the same as the structure and installation method of the chassis 21, front anti-collision beam 22 and front longitudinal beam 23 of the existing vehicle, and no restrictions or structural descriptions are made here.

[0114] In the present application, the subframe longitudinal beams 12 of the front subframe 10 are interconnected with the front longitudinal beams 23 of the vehicle body structure 20, and the subframe cross beams 11 of the front subframe 10 are interconnected with the underframe 21. As shown in Figures 7 and 8, the frame structure formed by the front subframe 10 and the frame structure formed by the front longitudinal beams 23, the front anti-collision beam 22, and the front floor cross beam form an organic whole, and the two undergo synchronous deformation. When the vehicle is subjected to a 25% offset frontal collision, on the one hand, because the angle between the front longitudinal beam 23 and the front fender cross beam 211 is greater than 90 degrees, the connection strength between the front longitudinal beam 23, the front fender cross beam 211, and the front anti-collision beam 22 is improved, which is more suitable for the transmission of the impact force generated by the offset collision, ensuring that the frame structure formed by the front longitudinal beam 23, the front fender cross beam 211, and the front anti-collision beam 22 is not easily damaged, thereby improving the strength of the vehicle body structure 20. On the other hand, when the force generated by the collision is transmitted along the extension direction of the front longitudinal beam 23, the front subframe 10 will bear part of the force, and the front subframe 10 will be compressed to absorb energy under the action of this force. The overall compression and energy absorption process has been analyzed above and will not be repeated here. When the front longitudinal beam 23 is deformed, the front subframe 10 will also deform accordingly. By adopting the setting method of the front longitudinal beam 23 and the structure of the front subframe 10 in this application, the maximum collision strength that the vehicle can withstand during a collision can be effectively improved, thereby effectively protecting the people in the vehicle.

[0115] As shown in FIG. 8 , in some embodiments, the included angle between the front longitudinal beam 23 and the front fender cross beam 211 is α, where 90°<α<95°.

[0116] Specifically, the angle between the front longitudinal beam 23 and the front fender crossbeam 211 is 93 degrees. It is understood that an excessively large inclination angle of the front longitudinal beam 23 would not only affect the overall structure of the vehicle body and interfere with other components, but could also lead to unstable connections and fractures between the front longitudinal beam 23 and the chassis 21, rendering them incapable of transmitting and dissipating impact forces. Therefore, the 93-degree inclination of the front longitudinal beam 23 improves its force transmission and energy absorption capabilities during small offset collisions while maintaining the support effectiveness of the front longitudinal beam 23 without significantly altering the vehicle body structure 20.

[0117] As shown in Figures 9 and 10, in some embodiments, the body support 24 includes a pillar 241, an upper longitudinal beam 242, an A-pillar frame assembly 243, a B-pillar frame assembly 244, a C-pillar frame assembly, a hinge column 245 and a door ring assembly 246, one end of the pillar 241 is connected to the front longitudinal beam 23, the A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly and the hinge column 245 are connected to the base frame 21, and the A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly and the hinge column 245 are all connected to the door ring assembly 246 to form a frame structure.

[0118] Specifically, the A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly, and the hinge column 245 are all mounted on the underframe 21 and connected to the door ring assembly 246 to form a frame structure. The A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly, and the hinge column 245 have the same structure as the existing vehicle body frame 24. The pillar 241 is arranged vertically, with its lower end connected to the front longitudinal beam 23 and its upper end connected to the upper longitudinal beam 242. The upper longitudinal beam 242 is also connected to the vehicle hinge column 245. The front longitudinal beam 23 is connected to the upper longitudinal beam 242 and the hinge column 245 via the pillar 241. When the front longitudinal beam 23 is subjected to an impact force, in addition to transmitting the force to the vehicle underframe 21, the impact force is also transmitted to the entire vehicle body frame 24 via the pillar 241 and the upper longitudinal beam 242, thereby dispersing the impact force and reducing damage caused by the collision.

[0119] As shown in FIG. 9 and FIG. 10 , in some embodiments, the vehicle body support 24 further includes a roof front cross member 247 and a roof middle cross member 248 disposed between the door ring assemblies 246 .

[0120] Specifically, the vehicle body frame 24 includes two sets of door ring assemblies 246, an A-pillar frame assembly 243, a B-pillar frame assembly 244, a C-pillar frame assembly, and a hinge column 245. These two sets of door ring assemblies 246, A-pillar frame assembly 243, B-pillar frame assembly 244, C-pillar frame assembly, and hinge column 245 are symmetrically arranged on either side of the underframe 21, forming the vehicle's frame structure. A roof front crossbeam 247, a roof middle crossbeam 248, and a roof rear crossbeam are located between the two sets of door ring assemblies 246. These three crossbeams connect the left and right side structures of the vehicle body frame 24 to form the roof support structure, while also ensuring the integrity of the vehicle body frame 24 and improving its collision resistance.

[0121] As shown in Figures 11 to 14 , in some embodiments of the present application, the connection between the door ring assembly 246 and the A-pillar frame assembly 243 defines a hollow cavity, improving support strength without increasing the weight of the vehicle body bracket 24. Because new energy vehicles generally have a higher curb weight and higher kinetic energy during a collision, the passenger compartment often suffers damage and fracture in a 25% offset frontal collision, endangering occupant safety. Therefore, in some embodiments of the present application, the vehicle body structure 20 includes a reinforcement structure 27 at the connection between the door ring assembly 246 and the A-pillar frame assembly 243. One end of the reinforcement structure 27 extends to the connection between the door ring assembly 246 and the hinge pillar 245, and the other end extends to the roof center crossbeam 248, forming a ring-shaped reinforcement structure 27 at the driver's seat, ensuring passenger compartment stability and enhancing vehicle safety. The reinforcement structure 27 can be made of thermoformed material, which is low-cost, lightweight, and provides high support strength, making it easy to manufacture and install.

[0122] Specifically, the reinforcement structure 27 includes an upper reinforcement plate portion 271 and a lower reinforcement plate portion 272. The upper reinforcement plate portion 271 is mounted on the vehicle's door ring assembly 246 and connected to the upper portion of the vehicle's A-pillar frame assembly 243. The upper reinforcement plate portion 271 is used to support the upper portion of the A-pillar frame assembly 243 to prevent deformation of the upper portion of the A-pillar frame assembly 243, thereby ensuring that the driver's head space of the vehicle is not intruded. The lower reinforcement plate portion 272 is mounted on the vehicle's door ring assembly 246 and connected to the lower portion of the vehicle's A-pillar frame assembly 243 and the vehicle's side sills. The lower reinforcement plate portion 272 is used to support the vehicle's front longitudinal beam 23 and wheel rim, preventing the lower portion of the A-pillar frame assembly 243 from being squeezed and deformed by the front longitudinal beam 23 and wheel rim, resulting in excessive intrusion into the passenger compartment. By providing a structure in which the upper reinforcing plate portion 271 and the lower reinforcing plate portion 272 are combined with the door ring assembly 246 , the danger of the vehicle being hit by a single-side collision can be effectively avoided.

[0123] As shown in Figures 13 and 14, in some embodiments of the present application, the door ring assembly 246 includes an upper transverse region 2461, an inclined region 2462, a first vertical region 2463, a lower transverse region 2464, and a second vertical region 2465, which are sequentially connected. The second vertical region 2465 is connected to the upper transverse region 2461, thereby forming a ring-shaped structure. Specifically, the upper transverse region 2461 is disposed transversely at the upper portion of the door ring assembly 246, with the right end of the upper transverse region 2461 connected to the upper end of the inclined region 2462. The inclined region 2462 is inclined from top to bottom away from the upper transverse region 2461, with the bottom end of the inclined region 2462 connected to the top end of the first vertical region 2463. The first vertical region 2463 is vertically disposed on the right side of the door ring assembly 246, with the bottom end of the first vertical region 2463 connected to the right end of the lower transverse region 2464. Lower transverse region 2464 is disposed laterally below door knocker assembly 246. The left end of lower transverse region 2464 connects to the bottom end of second vertical region 2465. Second vertical region 2465 extends vertically along the left side of door knocker assembly 246. The top end of second vertical region 2465 connects to the left end of upper transverse region 2461, forming a ring shape. Upper transverse region 2461 is disposed opposite lower transverse region 2464, while second vertical region 2465 is disposed opposite inclined region 2462 and first vertical region 2463.

[0124] As shown in Figures 13 and 14 , in some embodiments of the present application, the upper reinforcement plate portion 271 includes an A-pillar upper side rail patch 2711, which is welded to the upper side rail of the A-pillar framework assembly 243. Specifically, the A-pillar upper side rail patch 2711 can be welded to the upper transverse region 2461 and the inclined region 2462 of the door ring assembly 246, thereby preventing deformation of the upper portion of the A-pillar and protecting the driver's head.

[0125] Preferably, in some embodiments, the upper reinforcement plate portion 271 further includes an A-pillar upper hinge reinforcement plate 2712, which can be welded to the upper hinge position of the A-pillar skeleton assembly 243. The shape of the A-pillar upper hinge reinforcement plate 12 can be approximately rectangular. Specifically, the A-pillar upper hinge reinforcement plate 2712 can be welded to the upper end of the first vertical portion area 2463 of the door ring assembly 246, and one end of the A-pillar upper hinge reinforcement plate 2712 extends to the hinge pillar 245. The A-pillar upper hinge reinforcement plate 2712 can be connected to the bottom end of the A-pillar upper side beam patch 2711, and is used to cooperate with the A-pillar upper side beam patch 2711 to jointly support and reinforce the A-pillar skeleton assembly 243, so as to prevent the A-pillar skeleton assembly 243 from bending and affecting the driver's living space.

[0126] As shown in Figures 13 and 14 , in some embodiments of the present application, the lower reinforcement plate portion 272 includes an A-pillar lower hinge reinforcement plate 2721. This A-pillar lower hinge reinforcement plate 2721 is welded to the lower hinge position of the vehicle's A-pillar framework assembly 243 and can be approximately rectangular in shape. Specifically, this A-pillar lower hinge reinforcement plate 2721 can be welded to the lower end of the first vertical portion 2463 of the door ring assembly 246. This A-pillar lower hinge reinforcement plate 2721 is vertically spaced apart from the A-pillar upper hinge reinforcement plate 2712.

[0127] In some embodiments, the lower reinforcement plate portion 272 further includes an A-pillar lower support plate assembly 2722, which is welded to the location where the A-pillar lower hinge reinforcement plate 2721 is located. Preferably, the size of the A-pillar lower support plate assembly 2722 can be larger than the size of the A-pillar lower hinge reinforcement plate 2721, and the A-pillar lower support plate assembly 2722 can be positioned outside the A-pillar lower hinge reinforcement plate 2721 (i.e., the A-pillar lower hinge reinforcement plate 2721 is sandwiched between the A-pillar lower support plate assembly 2722 and the door ring assembly 246). The A-pillar lower support plate assembly 2722 is welded to the lower portion of the A-pillar skeleton assembly 243. Specifically, the A-pillar lower support plate assembly 2722 can be welded to the lower end of the first vertical portion 2463 of the door ring assembly 246. The A-pillar lower support plate assembly 2722 can jointly support the lower area of ​​the A-pillar skeleton assembly 243 with the A-pillar lower hinge reinforcement plate 2721 to prevent the A-pillar skeleton assembly 243 from being squeezed and deformed by the front longitudinal beam 23 and the wheel rim when the vehicle collides on one side, resulting in excessive intrusion into the passenger compartment.

[0128] During use, the door ring assembly 246 is supported and reinforced by the A-pillar upper side member supplement plate 2711 and the A-pillar upper hinge reinforcement plate 2712 to prevent deformation of the upper portion of the A-pillar frame assembly 243 in the event of a single-sided collision, thereby ensuring that the driver's headroom is not intruded. The door ring assembly 246 supports the vehicle's front longitudinal beam 23 and wheel rim position through the A-pillar lower hinge reinforcement plate 2721, the A-pillar lower support plate assembly 2722, and the door sill reinforcement beam 25 to prevent the lower portion of the A-pillar frame assembly 243 from being squeezed and deformed by the front longitudinal beam 23 and wheel rim in the event of a single-sided collision, resulting in excessive intrusion into the passenger compartment.

[0129] As shown in Figures 9, 10, 11, and 12, in some embodiments, a sill reinforcement beam 25 is provided at the connection between the base frame 21 and the door ring assembly 246. Specifically, the sill reinforcement beam 25 is provided in the lower transverse region 2464 of the door ring assembly 246. The front end of the sill reinforcement beam 25 extends to the extreme position of the front end of the base frame 21, thereby earlier absorbing and dissipating the impact force during a collision, effectively preventing the A-pillar from bending and breaking after a collision.

[0130] Optionally, the sill reinforcement beam 25 is fixedly connected to the lower transverse region 2464 of the door knocker assembly 246 using multiple flow drill screws (FDS). The door knocker assembly 246 and the sill reinforcement beam 25 can be manufactured separately to reduce production complexity. Alternatively, the sill reinforcement beam 25 and the door knocker assembly 246 can be connected using bolts, welding, or integral molding.

[0131] Optionally, the door sill reinforcement beam 25 may be made of alloy material, preferably aluminum alloy material, which is light in weight and has high supporting strength.

[0132] Furthermore, the sill reinforcement beam 25 is a hollow tubular structure, and a vertical reinforcement partition is provided inside the sill reinforcement beam 25. The overall structure is simple and easy to manufacture. The weight of the sill reinforcement beam 25 is reduced while meeting the bending resistance performance, thereby improving the performance of the vehicle after the body structure 20 is assembled.

[0133] As shown in Figures 9, 10, 11, and 12, in some embodiments, a rocker inner panel 26 is disposed on the lower transverse region 2464 of the door knocker assembly 246. The rocker inner panel 26 covers the exterior of the rocker reinforcement beam 25. The rocker inner panel 26 provides protection by wrapping around the rocker reinforcement beam 25, preventing it from being exposed. This prevents exposed bolts, rivets, and other components on the rocker reinforcement beam 25 from injuring occupants or scratching other vehicle components. It also prevents external liquids from contacting and corroding the rocker reinforcement beam 25. Furthermore, the rocker inner panel 26 shields the rocker reinforcement beam 25, preventing its exposure from interfering with the installation of other vehicle interior trim, thereby enhancing the aesthetics of the door knocker assembly 246.

[0134] In some embodiments, the sill reinforcement beam 25 can be formed into a strip shape. It can be welded to the vehicle's side sill. The sill reinforcement beam 25 can be positioned along the length of the vehicle. Specifically, it can be welded to the lower transverse region 2464 of the door ring assembly 246. The sill reinforcement beam 25 can be an extruded aluminum profile. Together with the A-pillar lower support plate assembly 2722 and the A-pillar lower hinge reinforcement plate 2721, the sill reinforcement beam 25 supports the lower portion of the A-pillar, reducing deformation from the front longitudinal beam 23 and the wheel rim.

[0135] As shown in Figures 9 and 10, in some embodiments, a front floor support beam 29 is provided at the connection between the hinge pillar 245 and the chassis 21. The front floor support beam 29, in conjunction with the roof front cross beam 247, the roof center cross beam 248, and the door sill reinforcement beam 25, forms an integrated frame support structure, effectively sharing the impact force in the later stages of a collision, protecting the integrity of the passenger compartment structure, and thereby improving the safety of the occupants in a collision.

[0136] As shown in Figures 9 and 10, in some embodiments, a shock tower 28 is disposed between the upper longitudinal beam 242 and the front longitudinal beam 23. The shock tower 28 is a metal structural component mounted on the vehicle's shock absorber. The suspension system's shock absorbers and springs are mounted on the shock tower 28. Its structure is generally complex and plays a crucial role in the vehicle's comfort and handling stability. As a key load-bearing component, the shock tower 28 primarily absorbs top impacts and withstands the forces from the shock absorber springs. In this embodiment, in addition to normally withstanding the forces from the shock absorber springs, the shock tower 28 assists in transmitting and distributing the impact force during a collision, distributing the impact force from the front anti-collision beam 22 and front longitudinal beam 23 to structures such as the upper longitudinal beam 242 and hinge pillar 245, thereby dispersing the impact force. If the impact force is excessive, the shock tower 28 absorbs the impact force by self-destructing, minimizing occupant injury.

[0137] Optionally, in some embodiments of the present application, the door ring assembly 246, the top cover front crossbeam 247, the top cover middle crossbeam 248, the front baffle crossbeam 211, etc. can all be made of high-strength thermoformed materials to ensure the supporting strength and anti-bending and anti-fracture properties of the door ring assembly 246, the top cover front crossbeam 247, the top cover middle crossbeam 248, and the front baffle crossbeam 211.

[0138] In some embodiments of the present application, the vehicle further includes a drive mechanism, and the vehicle body structure 20 is disposed on the drive mechanism. Utilizing the vehicle body structure 20 can improve the safety of the vehicle in the event of an offset collision and ensure the safety of the occupants.

[0139] In summary, the vehicle body structure 20 provided in the embodiment of the present application includes: a chassis 21, a front anti-collision beam 22, a front longitudinal beam 23, and a vehicle body support 24. A front fender crossbeam 211 is provided at one end of the chassis 21. One end of the front longitudinal beam 23 is connected to the chassis 21, and the angle between the front longitudinal beam 23 and the front fender crossbeam 211 is greater than 90 degrees. The front anti-collision beam 22 is provided at the end of the front longitudinal beam 23 away from the chassis 21, and the vehicle body support 24 is provided on the chassis 21. By adjusting the angle of the front longitudinal beam 23, the front longitudinal beam 23 is offset outward. In combination with the front anti-collision beam 22, the force-bearing area at the initial stage of the collision is increased, and as much collision force as possible is transmitted to the front longitudinal beam 23 through the front anti-collision beam 22. In the event of an offset collision, the supporting strength of the front longitudinal beam 23 can be ensured, thereby avoiding safety accidents such as battery combustion caused by squeezing the battery pack and ensuring the life safety of the occupants.

[0140] The present application also provides a vehicle that adopts the above-mentioned body structure 20 and front subframe 10. When an offset collision occurs, on the one hand, the impact force of the collision can be transmitted and dispersed to other parts of the body structure 20 through the inclined front longitudinal beam 23, and on the other hand, the front subframe 10 can be compressed and absorbed to reduce the damage caused by the collision, thereby improving the safety of the vehicle in the event of an offset collision and ensuring the life safety of the occupants.

[0141] It should be understood that the specific structures of the circuits provided in the drawings of the embodiments of the present application are merely examples and are not intended to limit the present application. In addition, the above embodiments provided in the present application may be combined with each other unless there is any contradiction.

[0142] It should be understood that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. According to the embodiments described above in accordance with the present application, these embodiments do not describe all the details in detail, nor do they limit the application to only the specific embodiments described. Obviously, many modifications and changes can be made based on the above description. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present application, so that those skilled in the art can make good use of the present application and modifications based on the present application. The present application is limited only by the claims and their full scope and equivalents.

[0143] Those skilled in the art should understand that the above embodiments are illustrative rather than restrictive. Different technical features appearing in different embodiments can be combined to achieve beneficial effects. Based on a study of the drawings, the specification and the claims, those skilled in the art should be able to understand and implement other variations of the disclosed embodiments. In the claims, the term "comprising" does not exclude other structures; the quantity involves "one" but does not exclude multiple; the terms "first" and "second" are used to identify names rather than to indicate any specific order. Any figure marks in the claims should not be understood as limiting the scope of protection. The fact that certain technical features appear in different dependent claims does not mean that these technical features cannot be combined to achieve beneficial effects.

Claims

1. A front subframe, comprising: A subframe cross beam, two of the subframe cross beams are arranged side by side in a first direction; A subframe longitudinal beam, wherein two of the subframe longitudinal beams are arranged side by side in a second direction, and two of the subframe cross beams are connected end to end with the two of the subframe longitudinal beams in sequence, and the first direction intersects with the second direction; A first mounting portion, disposed at at least one end of the subframe crossbeam in an extending direction; an extension portion, connected to the first mounting portion and extending in a direction away from the subframe cross beam; Wherein, the first mounting portion and the extension portion are both used to be connected and fixed to the vehicle body structure.

2. The front subframe according to claim 1, characterized in that: The front sub-frame further includes a second mounting portion, the second mounting portion is connected to the sub-frame longitudinal beam and is spaced apart from the first mounting portion in the first direction, and the second mounting portion is used to be connected and fixed to the vehicle body structure.

3. The front subframe according to claim 2, characterized in that: In the third direction, the first mounting portion protrudes from the sub-frame cross beam and the sub-frame longitudinal beam; and / or, in the third direction, the second mounting portion protrudes from the sub-frame cross beam and the sub-frame longitudinal beam; The third direction is perpendicular to a plane where the first direction and the second direction lie.

4. The front subframe according to claim 3, characterized in that: The first mounting portion has a first side surface facing the second mounting portion in the first direction, and in the direction from the first mounting portion to the second mounting portion, the first side surface has a tendency to approach the auxiliary frame longitudinal beam; The second mounting portion has a second side surface facing the first mounting portion in the first direction, and in the direction from the second mounting portion to the first mounting portion, the second side surface has a tendency to approach the auxiliary frame longitudinal beam; The first side surface and the second side surface define a first recessed portion.

5. The front subframe according to claim 4, characterized in that: The front subframe further includes a subframe reinforcement beam spaced apart along the first direction between the two subframe cross beams, both ends of the subframe reinforcement beam being connected to the two subframe longitudinal beams respectively, and the subframe longitudinal beam located on one side of the subframe reinforcement beam along the first direction partially protrudes from the subframe cross beam toward a side close to the first mounting portion along the third direction.

6. The front subframe according to claim 5, characterized in that: The sub-frame longitudinal beam has a first surface away from the first mounting portion in the third direction, and the first surface is recessed inwardly in the third direction to form a second recess; The second recess and the first recess are both located on a same side of the sub-frame reinforcement beam along a first direction.

7. The front subframe according to claim 6, characterized in that: At least one of the sub-frame cross beam and the sub-frame longitudinal beam is provided with a crush hole, and the number of the crush holes is plural.

8. The front subframe according to claim 1, characterized in that: The first mounting portion has a second surface away from the sub-frame longitudinal beam and a third surface close to the sub-frame longitudinal beam in the third direction, the second surface is provided with a first mounting structure for connecting to the vehicle body structure, and the third surface is provided with a crush hole; The third direction is perpendicular to a plane where the first direction and the second direction lie.

9. The front subframe according to claim 1, characterized in that: A third recess is provided between the first mounting portion and the extension portion along a third direction; The third direction is perpendicular to a plane where the first direction and the second direction lie.

10. A vehicle, characterized in that: The vehicle comprises a front subframe and a vehicle body structure as claimed in any one of claims 1 to 9, wherein the front subframe is connected to the vehicle body structure at least through the first mounting portion.

11. The vehicle according to claim 10, characterized in that The vehicle body structure includes: a chassis, a front anti-collision beam, a front longitudinal beam and a vehicle body bracket, a front fender cross beam is arranged at one end of the chassis, one end of the front longitudinal beam is connected to the chassis, and an angle between the front longitudinal beam and the front fender cross beam is greater than 90 degrees, the front anti-collision beam is arranged at one end of the front longitudinal beam away from the chassis, and the vehicle body bracket is arranged on the chassis.

12. The vehicle according to claim 10, characterized in that The included angle between the front longitudinal beam and the front fender cross beam is α, 90°<α<95°.

13. The vehicle according to claim 10, characterized in that The vehicle body support includes a pillar, an upper longitudinal beam, an A-pillar frame assembly, a B-pillar frame assembly, a C-pillar frame assembly, a hinge column and a door ring assembly, one end of the pillar is connected to the front longitudinal beam, one end of the upper longitudinal beam is connected to the pillar, and the other end of the upper longitudinal beam is connected to the hinge column, the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly and the hinge column are connected to the base frame, and the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly and the hinge column are all connected to the door ring assembly to form a frame structure.

14. The vehicle according to claim 13, characterized in that A threshold reinforcement beam is arranged at the connection between the base frame and the door ring assembly. The interior of the threshold reinforcement beam is a hollow structure, and a plurality of mutually parallel reinforcement partitions are arranged inside the threshold reinforcement beam.

15. The vehicle according to claim 14, characterized in that The door ring assembly is provided with a threshold inner plate, and the threshold inner plate is covered on the outside of the threshold reinforcement beam.

16. The vehicle according to claim 14, characterized in that The door sill reinforcement beam is an aluminum profile.

17. The vehicle according to claim 14, characterized in that The sill reinforcement beam is connected to the side sill of the vehicle, the sill reinforcement beam is arranged along the length direction of the vehicle, and the sill reinforcement beam is connected to the bottom of the door ring assembly.

18. The vehicle according to claim 13, characterized in that The vehicle body structure further includes a reinforcement structure, and the reinforcement structure includes: An upper reinforcement plate portion is mounted on the door ring assembly, and the upper reinforcement plate portion is connected to the upper portion of the A-pillar framework assembly; and The lower reinforcing plate portion is installed on the door ring assembly, and the lower reinforcing plate portion is connected to the lower portion of the A-pillar skeleton assembly and the side sill.

19. The vehicle according to claim 18, characterized in that The door ring assembly includes an upper transverse region, an inclined region, a first vertical region, a lower transverse region and a second vertical region which are sequentially connected to form a ring shape, the second vertical region is connected to the upper transverse region, the upper transverse region is arranged opposite to the lower transverse region, and the second vertical region is arranged opposite to the inclined region and the first vertical region.

20. The vehicle according to claim 19, characterized in that The upper reinforcement plate portion includes an A-pillar upper side beam patch, the A-pillar upper side beam patch is connected to the upper portion of the A-pillar skeleton assembly, and the A-pillar upper side beam patch is located in the upper transverse region and the inclined region of the door ring assembly.

21. The vehicle according to claim 20, characterized in that The upper reinforcement plate portion also includes an A-pillar upper hinge reinforcement plate, which is connected to the upper portion of the A-pillar skeleton assembly, and is located at the upper end of the first vertical portion area of ​​the door ring assembly, and one end of the A-pillar upper hinge reinforcement plate extends to the hinge column.

22. The vehicle according to claim 21, characterized in that The lower reinforcement plate portion includes an A-pillar lower hinge reinforcement plate, which is connected to the lower part of the A-pillar skeleton assembly, is located at the lower end of the first vertical portion area of ​​the door ring assembly, and is spaced apart from the A-pillar upper hinge reinforcement plate.

23. The vehicle according to claim 22, characterized in that The lower reinforcement plate portion also includes an A-pillar lower support plate assembly, which is connected to the lower portion of the A-pillar skeleton assembly and is located at the lower end of the first vertical portion area of ​​the door ring assembly.

24. The vehicle according to claim 23, characterized in that The A-pillar lower support plate assembly cover is arranged on the A-pillar lower hinge reinforcement plate.

25. The vehicle of claim 13, wherein: A shock absorbing tower is arranged between the upper longitudinal beam and the front longitudinal beam.

26. The vehicle of claim 13, wherein: A front floor support beam is provided at the connection between the hinge column and the base frame.

27. The vehicle of claim 13, wherein: The vehicle body support also includes a roof front cross beam and a roof middle cross beam arranged between the door ring assemblies.

28. The vehicle of claim 11, wherein: The vehicle further comprises a driving mechanism, and the vehicle body structure is arranged on the driving mechanism.

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