Sub-frame and chassis of vehicle, and vehicle

Abstract

A sub-frame (100) of a vehicle (300), comprising: a sub-frame body (10), the sub-frame body (10) comprising two sub-frame side members (11), the two sub-frame side members (11) being opposite to and spaced apart from each other in a first direction, the sub-frame body (10) further comprising a plurality of connecting cross members (12), the plurality of connecting cross members (12) being arranged in a second direction, each connecting cross member (12) being connected to both the two sub-frame side members (11), and the first direction being perpendicular to the second direction; and an energy absorption structure (20), the energy absorption structure (20) being fixedly connected to the sub-frame body (10) and, in the first direction, at least part of the energy absorption structure (20) being located in a middle area of the sub-frame (100). Further disclosed are a chassis (200) of a vehicle (300) and a vehicle (300). When the vehicle (300) has a collision, the energy absorption structure (20) can absorb an impact force and stably collapse in the direction of the collision, thus helping to improve the safety of the vehicle (300) in high-speed frontal pole impacts.

Description

The vehicle's subframe, chassis, and vehicle Technical Field

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

[0002] In related technologies, when a vehicle is involved in a collision, such as a high-speed collision with a center pillar, the vehicle's subframe is prone to crushing and failure, which can lead to excessive compression of the vehicle's battery, causing battery deformation and damage, reducing battery reliability, and thus reducing the reliability of the vehicle.

[0003] Summary of the Invention

[0004] This application aims to at least solve one of the technical problems existing in the prior art. To this end, one objective of this application is to propose a vehicle subframe that, when a vehicle collides, has an energy-absorbing structure capable of absorbing the impact force and can stably collapse along the collision direction, thereby improving the vehicle's safety in high-speed center pole collisions.

[0005] This application further proposes a vehicle chassis.

[0006] This application further proposes a vehicle.

[0007] In a first aspect, embodiments of this application provide a subframe for a vehicle, comprising:

[0008] The subframe body includes two subframe longitudinal beams, which are opposite to each other and spaced apart along a first direction. The subframe body also includes multiple connecting crossbeams, which are arranged along a second direction and each connecting crossbeam is connected to the two subframe longitudinal beams. The first direction and the second direction are perpendicular.

[0009] An energy-absorbing structure is fixedly connected to the subframe body, and at least a portion of the energy-absorbing structure is located in the middle region of the subframe along a first direction.

[0010] In the above technical solution, by setting up an energy-absorbing structure, when a vehicle collides, the energy-absorbing structure can absorb the impact force and can stably collapse along the collision direction, which is beneficial to improving the safety of the vehicle in a high-speed center pole collision. Compared with the existing technology, it can reduce the force on the battery, reduce the risk of battery deformation and damage, improve the reliability of battery use, and thus improve the reliability of the vehicle.

[0011] In some embodiments, an energy-absorbing structure is provided between at least two adjacent connecting beams.

[0012] In the above technical solution, by providing an energy-absorbing structure between at least two adjacent connecting crossbeams, when a vehicle collision occurs, the subframe can be impacted first, and the subframe can absorb at least part of the impact force. When the subframe fails due to impact, the energy-absorbing structure collapses stably along the collision direction, further improving the longitudinal crush performance of the subframe, further reducing the stress on the battery, further reducing the risk of chassis deformation squeezing the battery, further reducing the risk of battery deformation and damage, further improving the reliability of battery use, and thus further improving the reliability of the vehicle.

[0013] In some embodiments, the energy-absorbing structure is connected to an adjacent connecting beam.

[0014] In the above technical solution, the energy-absorbing structure is connected to the adjacent connecting beam, which makes it easy to fix and assemble the energy-absorbing structure onto the subframe body. This simplifies the structure of the energy-absorbing structure and the connecting beam, facilitates the production and manufacturing of the energy-absorbing structure and the connecting beam, and improves the production efficiency of the subframe.

[0015] In some embodiments, the energy-absorbing structure overlaps with an adjacent connecting beam.

[0016] In the above technical solution, by lapping the energy-absorbing structure with the adjacent connecting crossbeam, the contact area between the energy-absorbing structure and the adjacent connecting crossbeam can be increased, thereby improving the assembly reliability of the energy-absorbing structure and the adjacent connecting crossbeam, and thus improving the strength of the subframe structure.

[0017] In some embodiments, along the second direction, at least one end of the energy-absorbing structure is formed with an assembly space, and a corresponding connecting beam is assembled in the assembly space and abuts against the energy-absorbing structure.

[0018] In the above technical solution, by assembling the corresponding connecting crossbeam in the assembly space and abutting against the energy-absorbing structure, the energy-absorbing structure and the corresponding connecting crossbeam can be overlapped and matched, which helps to increase the contact area between the energy-absorbing structure and the adjacent connecting crossbeam, thereby further improving the assembly reliability of the energy-absorbing structure and the adjacent connecting crossbeam, and further improving the strength of the subframe structure.

[0019] In some embodiments, an assembly space is formed at the end of the energy-absorbing structure along a third direction, wherein the first direction, the second direction, and the third direction are perpendicular to each other.

[0020] In the above technical solution, along the third direction, an assembly space is formed at the end of the energy-absorbing structure, which facilitates the assembly of the energy-absorbing structure with the corresponding connecting beam and can improve the assembly efficiency of the energy-absorbing structure with the corresponding connecting beam.

[0021] In some embodiments, along the second direction, the orthographic projection of the energy-absorbing structure overlaps with the orthographic projections of the two adjacent connecting beams.

[0022] In the above technical solution, along the second direction, the orthographic projection of the energy-absorbing structure and the orthographic projection of the two adjacent connecting beams have overlapping areas. When the connecting beam adjacent to the energy-absorbing structure is impacted, it is beneficial to improve the force transmission performance between the energy-absorbing structure and the connecting beam. The connecting beam can reliably support the energy-absorbing structure, which is beneficial to improve the supporting effect of the connecting beam on the energy-absorbing structure and improve the stability of the energy-absorbing structure when it is impacted by external forces.

[0023] In some embodiments, along a third direction, the orthographic projection of the energy-absorbing structure overlaps with the orthographic projections of the two adjacent connecting beams, and the first direction, the second direction, and the third direction are perpendicular to each other.

[0024] In the above technical solution, along the third direction, the orthographic projection of the energy-absorbing structure and the orthographic projection of the two adjacent connecting beams have overlapping areas, which is conducive to realizing the overlapping connection between the energy-absorbing structure and the two adjacent connecting beams, so that the connecting beams can reliably support the energy-absorbing structure, and further improve the stability of the energy-absorbing structure when subjected to external force collision.

[0025] In some embodiments, along a first direction, the subframe has a longitudinal centerline extending along a second direction, and the energy-absorbing structure is symmetrical about the longitudinal centerline.

[0026] In the above technical solution, the symmetrical arrangement of the energy-absorbing structure about the longitudinal center line is beneficial to improving the consistency of the subframe structure and the consistency of the energy absorption effect on both sides of the longitudinal center line. When the vehicle is involved in a collision, the energy-absorbing structure can absorb the impact force to a greater extent after being hit.

[0027] In some embodiments, the energy-absorbing structure has a cavity extending through the energy-absorbing structure in a second direction.

[0028] In the above technical solution, the energy-absorbing structure forms a cavity. When the energy-absorbing structure is impacted, it is beneficial for the energy-absorbing structure to deform and absorb energy, thereby enabling the energy-absorbing structure to meet the working requirements and improve the energy absorption effect of the energy-absorbing structure.

[0029] In some embodiments, the subframe longitudinal beam is arc-shaped and protrudes toward the inner side of the subframe along a first direction.

[0030] In the above technical solution, by constructing the subframe longitudinal beam as an arc shape and having the subframe longitudinal beam protrude toward the inner side of the subframe along the first direction, the subframe body can be made to resemble a "well" shaped structure, which is beneficial to improving the structural stability of the subframe and also beneficial to improving the structural strength of the subframe, thereby improving the compressive strength of the subframe and thus improving the energy absorption effect of the subframe.

[0031] In some embodiments, at least one end of the subframe longitudinal beam has a bent section that bends upward toward the subframe.

[0032] In the above technical solution, at least one end of the subframe longitudinal beam is formed with a bent section that bends upward toward the subframe. Since vehicle components (such as the engine and drive motor) are located above the subframe, when the subframe is impacted, the bent section can guide the components in the engine compartment area to roll toward the ground during the bending process, reducing the risk of components in the engine compartment intruding into the passenger compartment, achieving simultaneous protection of energy absorption and rollover direction, and further improving the safety of the vehicle.

[0033] In some embodiments, the plurality of connecting crossbeams include: a first end crossbeam, a second end crossbeam, and a middle crossbeam. Along a second direction, the first end crossbeam is located at the same end of the two subframe longitudinal beams, the second end crossbeam is located between the two subframe longitudinal beams, and an energy-absorbing structure is provided between the middle crossbeam and the second end crossbeam.

[0034] In the above technical solution, by setting a first end crossbeam, a second end crossbeam and a middle crossbeam, along the second direction, the first end crossbeam is located at the same end of the two subframe longitudinal beams, the second end crossbeam is located between the two subframe longitudinal beams, and an energy-absorbing structure is provided between the middle crossbeam and the second end crossbeam, which can improve the strength and rigidity of the subframe structure, as well as improve the stability of the subframe structure, which is conducive to improving the energy absorption capacity of the subframe, and also conducive to simplifying the subframe structure and further improving the production efficiency of the subframe.

[0035] In some embodiments, there are multiple intermediate crossbeams, which are spaced apart.

[0036] In the above technical solution, by setting multiple intermediate crossbeams, the strength and rigidity of the subframe structure can be further improved, as can the stability of the subframe structure, which is conducive to further improving the energy absorption capacity of the subframe.

[0037] Secondly, embodiments of this application also provide a vehicle chassis, including the aforementioned vehicle subframe.

[0038] Thirdly, embodiments of this application also provide a vehicle, including the chassis of the aforementioned vehicle.

[0039] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0040] Figure 1 is a schematic diagram of a vehicle according to an embodiment of this application;

[0041] Figure 2 is an exploded view of a battery according to an embodiment of this application;

[0042] Figure 3 is an exploded view of the subframe according to an embodiment of this application;

[0043] Figure 4 is a bottom view of the subframe according to an embodiment of this application;

[0044] Figure 5 is a schematic diagram of an energy-absorbing structure according to an embodiment of this application;

[0045] Figure 6 is a front view of an energy-absorbing structure according to an embodiment of this application. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0047] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0048] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0049] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0050] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, C and / or D can represent: C existing alone, C and D existing simultaneously, or D existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0051] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0052] In this application, "multiple" means two or more (including two).

[0053] In this application, the battery can be a battery pack, a battery can be multiple battery modules, or a battery can be multiple individual battery cells 402.

[0054] In this application, the battery cell 402 may include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries, or magnesium-ion batteries, etc., and the embodiments of this application are not limited to this. The battery cell 402 may be cylindrical, flat, cuboid, or other shapes, etc., and the embodiments of this application are not limited to this. The battery cell 402 is generally divided into three types according to the packaging method: cylindrical battery cells, square battery cells, and pouch battery cells, and the embodiments of this application are not limited to this.

[0055] The battery module mentioned in the embodiments of this application refers to a single physical module that includes one or more battery cells 402 to provide higher voltage and capacity.

[0056] The battery pack mentioned in the embodiments of this application refers to a single physical module comprising multiple battery cells 402 or multiple battery modules to provide higher voltage and capacity. The battery pack generally includes a housing 401 for encapsulating the multiple battery cells 402 or multiple battery modules. The housing 401 can prevent liquids or other foreign matter from affecting the charging or discharging of the battery cells 402.

[0057] The battery cell 402 includes a casing, electrode assembly, and electrolyte. The casing houses the electrode assembly and electrolyte. The electrode assembly consists of a positive electrode, a negative electrode, and a separator. The battery cell 402 primarily functions by the movement of metal ions between the positive and negative electrode. The positive electrode includes a positive current collector and a positive active material layer. The positive active material layer is coated on the surface of the positive current collector, and the uncoated positive current collector protrudes beyond the coated positive current collector, serving as the positive electrode tab. Taking a lithium-ion battery as an example, the positive current collector can be made of aluminum, and the positive active material can be lithium cobalt oxide, lithium iron phosphate, ternary lithium, or lithium manganese oxide, etc. The negative electrode includes a negative current collector and a negative active material layer. The negative active material layer is coated on the surface of the negative current collector, and the negative current collector without the negative active material layer protrudes from the one with the negative active material layer. The negative current collector without the negative active material layer serves as the negative electrode tab. The material of the negative current collector can be copper, and the negative active material can be carbon or silicon, etc. To ensure that a large current can be passed without melting, there are multiple positive electrode tabs stacked together, and there are multiple negative electrode tabs stacked together.

[0058] The separator can be made of PP (polypropylene) or PE (polyethylene), etc. Furthermore, the electrode assembly can be a wound structure or a stacked structure; the embodiments of this application are not limited to these.

[0059] In recent years, new energy vehicles have experienced rapid development. In the field of electric vehicles, batteries, as the power source, play an irreplaceable and crucial role. As a core component of new energy vehicles, batteries have high requirements for reliability.

[0060] The battery is installed in the vehicle's chassis. When the vehicle is involved in a collision, such as a high-speed impact with the center pillar, the vehicle's subframe is very likely to collapse due to crushing. The chassis is also prone to deformation and squeezing of the battery, which can cause excessive compression of the battery, resulting in battery deformation and damage. This reduces the reliability of the battery and thus the reliability of the vehicle.

[0061] Based on the above considerations, and to address the issues of battery deformation and damage during vehicle collisions, a vehicle subframe was designed after in-depth research. The subframe includes: a subframe body comprising two longitudinal beams positioned opposite each other and spaced apart along a first direction; multiple connecting crossbeams arranged along a second direction, each connected to both longitudinal beams; and an energy-absorbing structure fixedly connected to the subframe body, with at least a portion of the energy-absorbing structure located in the central area of ​​the chassis along the first direction. In the event of a collision, the energy-absorbing structure absorbs the impact force and can stably collapse along the collision direction, improving vehicle safety in high-speed center pole impacts. Compared to existing technologies, this reduces battery stress, lowers the risk of battery deformation and damage, and improves battery reliability, thereby enhancing vehicle reliability.

[0062] Please refer to Figure 1, which is a structural schematic diagram of a vehicle 300 provided in some embodiments of this application. The vehicle 300 can be a gasoline-powered vehicle or a new energy vehicle, and the new energy vehicle can be a pure electric vehicle, a hybrid electric vehicle, or a range-extended electric vehicle, etc.

[0063] The battery 400 is mounted on the chassis 200 of the vehicle 300. The battery 400 can be used to power the vehicle 300, for example, the battery 400 can serve as the operating power source for the vehicle 300. The vehicle 300 may also include a controller 201 and a motor 202, the controller 201 being used to control the battery 400 to supply power to the motor 202, for example, to meet the power requirements of the vehicle 300 during starting, navigation, and driving.

[0064] In some embodiments of this application, the battery 400 can not only serve as the operating power source for the vehicle 300, but also as the driving power source for the vehicle 300, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 300.

[0065] The subframe 100 of the vehicle 300 according to an embodiment of this application is described below with reference to Figures 1-6. The subframe 100 can be a front subframe 100 or a rear subframe 100 of the vehicle 300. This application uses the front subframe 100 of the vehicle 300 as an example for description. The subframe 100 is mounted at the front of the chassis 200 of the vehicle 300 and is located in front of the battery 400.

[0066] As shown in Figures 3 and 4, the subframe 100 of the vehicle 300 according to an embodiment of this application includes: a subframe body 10, which includes two subframe longitudinal beams 11, the two subframe longitudinal beams 11 being opposite to and spaced apart along a first direction; the subframe body 10 also includes a plurality of connecting crossbeams 12, the plurality of connecting crossbeams 12 being arranged along a second direction, and each connecting crossbeam 12 being connected to both subframe longitudinal beams 11; the first direction and the second direction are perpendicular. An energy-absorbing structure 20 is fixedly connected to the subframe body 10, and at least a portion of the energy-absorbing structure 20 is located in the middle region of the subframe 100 along the first direction.

[0067] The subframe 100 includes a subframe body 10 and an energy-absorbing structure 20. The subframe body 10 includes two subframe longitudinal beams 11 and multiple connecting crossbeams 12. The two subframe longitudinal beams 11 are arranged opposite each other along a first direction, which is the width direction of the subframe 100, or in other words, the width direction of the vehicle chassis 200, as shown in Figure 3. The first direction is the Y-direction in Figure 3 and is parallel to the width direction of the vehicle 300. The two subframe longitudinal beams 11 are spaced apart along the first direction. The multiple connecting crossbeams 12 are arranged along a second direction, which is the length direction of the subframe 100 and is parallel to the length direction of the vehicle 300, or in other words, the first direction is the length direction of the vehicle chassis 200, as shown in Figure 3. The second direction is the X-direction in Figure 3. Each connecting crossbeam 12 is connected to both subframe longitudinal beams 11, and the multiple connecting crossbeams 12 can be arranged sequentially at intervals along the second direction. The energy-absorbing structure 20 may include an energy-absorbing box, or it may include an energy-absorbing space, a spring, or an airbag. The energy-absorbing structure 20 is fixedly connected to the subframe body 10, and it may also be fixedly connected to the subframe longitudinal beam 11 and the corresponding connecting crossbeam 12. The energy-absorbing structure 20 may also be fixedly connected to the subframe longitudinal beam 11 and the corresponding connecting crossbeam 12. The energy-absorbing structure 20 may be welded to the subframe body 10, or it may be fixedly connected to the subframe body 10 using bolts.

[0068] Along the first direction, at least a portion of the energy-absorbing structure 20 is located in the middle region of the subframe 100. The energy-absorbing structure 20 may be partially located in the middle region of the subframe 100, or it may be entirely located in the middle region of the subframe 100. Along the width direction of the subframe 100, the subframe 100 has a longitudinal centerline extending along its length direction. The middle region refers to the area covered by a certain distance (e.g., 0.5m) on both sides of the longitudinal centerline of the subframe 100 along its width direction. The energy-absorbing structure 20 may be located between two connecting crossbeams 12. Along the second direction, the energy-absorbing structure 20 may also be located on the outer side of the connecting crossbeam 12 located at the end.

[0069] This application illustrates the application using the example of the energy-absorbing structure 20 being located between two connecting crossbeams 12. When the vehicle 300 is moving forward, stationary, or moving backward, and is impacted from the front, for example, when the vehicle 300 is traveling at high speed (e.g., a speed exceeding 100 kph) and experiences a center pillar collision, after the subframe 100 fails due to the impact, the energy-absorbing structure 20 undergoes stable crumpling along the impact direction, improving the longitudinal crush performance of the subframe 100. The energy-absorbing structure 20 can absorb at least a portion of the impact force; the impact force not absorbed by the energy-absorbing structure 20 can be transferred to the chassis 200, and the impact force can be transmitted along... The impact force is transferred from the chassis 200 to other structural components of the vehicle 300, dispersing the collision force and reducing the risk of concentrated force. Compared with existing technologies, this reduces the force on the battery 400, lowers the risk of chassis 200 deformation compressing the battery 400, reduces the risk of battery 400 deformation and damage, and improves the reliability of the battery 400, thereby improving the reliability of the vehicle 300. This helps solve the battery 400 reliability problem that exists when the vehicle 300 is traveling at high speed, and reduces the risk of battery 400 deformation and damage in the event of a collision at high speed. By placing at least a portion of the energy-absorbing structure 20 in the middle area of ​​the subframe 100, when the vehicle 300 is involved in a frontal, rear, or offset collision, the energy-absorbing structure 20 can absorb the impact force to a greater extent after being impacted.

[0070] In the above technical solution, by setting the energy-absorbing structure 20, when the vehicle 300 is involved in a collision, the energy-absorbing structure 20 can absorb the impact force and can stably collapse along the collision direction, which is beneficial to improving the safety of the vehicle 300 in a high-speed center pole collision. Compared with the prior art, it can reduce the force on the battery 400, reduce the risk of deformation and damage to the battery 400, improve the reliability of the battery 400, and thus improve the reliability of the vehicle 300.

[0071] According to some embodiments of this application, an energy-absorbing structure 20 is provided between at least two adjacent connecting beams 12.

[0072] As an example, an energy-absorbing structure 20 is provided between two adjacent connecting beams 12. In other words, two adjacent connecting beams 12 form a group of beams, and only one group of beams has an energy-absorbing structure 20 between the two connecting beams 12. As another example, two adjacent connecting beams 12 form a group of beams, and multiple connecting beams 12 form multiple groups of beams. At least two groups of beams have an energy-absorbing structure 20 between the two connecting beams 12. As shown in Figure 3, this application uses the example of an energy-absorbing structure 20 between two adjacent connecting beams 12 for illustration. Furthermore, multiple energy-absorbing structures 20 can be provided simultaneously between two adjacent connecting beams 12, and the multiple energy-absorbing structures 20 between two adjacent connecting beams 12 are arranged along a first direction.

[0073] In the above technical solution, by providing an energy-absorbing structure 20 between at least two adjacent connecting crossbeams 12, when the vehicle 300 collides, the subframe 100 can be impacted first, and the subframe 100 can absorb at least part of the impact force. When the subframe 100 fails due to impact, the energy-absorbing structure 20 is impacted and collapses stably along the collision direction, further improving the longitudinal crush performance of the subframe 100, further reducing the force on the battery 400, further reducing the risk of the chassis 200 deforming and squeezing the battery 400, further reducing the risk of battery 400 deformation and damage, further improving the reliability of the battery 400, and thus further improving the reliability of the vehicle 300.

[0074] According to some embodiments of this application, as shown in FIG3, the energy-absorbing structure 20 is connected to the adjacent connecting beam 12.

[0075] The energy-absorbing structure 20 can be welded to the adjacent connecting beam 12, or the energy-absorbing structure 20 can be bolted to the adjacent connecting beam 12, or the energy-absorbing structure 20 can be snapped to the adjacent connecting beam 12.

[0076] In the above technical solution, the energy-absorbing structure 20 is connected to the adjacent connecting beam 12, which makes it easy to fix the energy-absorbing structure 20 onto the subframe body 10. This simplifies the structure of the energy-absorbing structure 20 and the connecting beam 12, facilitates the production and manufacturing of the energy-absorbing structure 20 and the connecting beam 12, and improves the production efficiency of the subframe 100.

[0077] According to some embodiments of this application, as shown in FIG3, the energy-absorbing structure 20 overlaps with the adjacent connecting beam 12.

[0078] In this configuration, along the second direction, both ends of the energy-absorbing structure 20 may be provided with overlapping bosses. The overlapping bosses overlap and cooperate with the corresponding connecting beams 12. The overlapping bosses may overlap the upper surface of the corresponding connecting beams 12 and may be welded to the corresponding connecting beams 12. Alternatively, along the second direction, both ends of the energy-absorbing structure 20 may form assembly grooves. The connecting beams 12 are assembled in the assembly grooves, with the upper sidewall of the assembly groove abutting against the upper surface of the connecting beams 12 and the lower sidewall of the assembly groove abutting against the lower surface of the connecting beams 12.

[0079] In the above technical solution, by lapping the energy-absorbing structure 20 with the adjacent connecting crossbeam 12, the contact area between the energy-absorbing structure 20 and the adjacent connecting crossbeam 12 can be increased, thereby improving the assembly reliability of the energy-absorbing structure 20 and the adjacent connecting crossbeam 12, and thus improving the structural strength of the subframe 100.

[0080] According to some embodiments of this application, along the second direction, at least one end of the energy-absorbing structure 20 is formed with an assembly space 21, and the corresponding connecting beam 12 is assembled in the assembly space 21 and abuts against the energy-absorbing structure 20.

[0081] In this embodiment, along the second direction, an assembly space 21 is formed at one end of the energy-absorbing structure 20, or assembly spaces 21 are formed at both ends of the energy-absorbing structure 20. This application uses the example of assembly spaces 21 being formed at both ends of the energy-absorbing structure 20 for illustration. As an example, along the second direction, an assembly notch is formed at the end of the energy-absorbing structure 20, and the assembly notch is constructed as an assembly space 21. The corresponding connecting beam 12 is assembled into the assembly notch, and a portion of the energy-absorbing structure 20 is located above and overlaps with the connecting beam 12. As another example, along the second direction, an assembly groove is formed at the end of the energy-absorbing structure 20, and the assembly groove is constructed as an assembly space 21. The connecting beam 12 is assembled into the assembly groove, the upper sidewall of the assembly groove abuts against the upper surface of the connecting beam 12, and the lower sidewall of the assembly groove abuts against the lower surface of the connecting beam 12.

[0082] In the above technical solution, by assembling the corresponding connecting beam 12 in the assembly space 21 and abutting against the energy-absorbing structure 20, the energy-absorbing structure 20 and the corresponding connecting beam 12 can be overlapped and matched, which is beneficial to increase the contact area between the energy-absorbing structure 20 and the adjacent connecting beam 12, thereby further improving the assembly reliability of the energy-absorbing structure 20 and the adjacent connecting beam 12, and further improving the structural strength of the subframe 100.

[0083] According to some embodiments of this application, an assembly space 21 is formed at the end of the energy-absorbing structure 20 along a third direction, wherein the first direction, the second direction, and the third direction are perpendicular to each other.

[0084] The third direction refers to the height direction of the subframe 100, which is parallel to the height direction of the vehicle 300. In other words, the third direction refers to the height direction of the chassis 200, as shown in Figure 3, which is the Z direction in Figure 3. An assembly space 21 is formed at the end of the energy-absorbing structure 20. As an example, as shown in Figure 3, an assembly notch is formed near the lower end of the energy-absorbing structure 20 along the third direction. This assembly notch forms the assembly space 21. When the corresponding connecting beam 12 is assembled into the corresponding assembly space 21, the upper surface of the connecting beam 12 overlaps with the energy-absorbing structure 20, and the side of the connecting beam 12 facing the energy-absorbing structure 20 abuts against the energy-absorbing structure 20 along the second direction. As another example, along the third direction, an assembly notch is formed near the upper end of the energy-absorbing structure 20. The assembly notch is constructed as an assembly space 21. When the corresponding connecting beam 12 is assembled into the corresponding assembly space 21, the lower surface of the connecting beam 12 overlaps with the energy-absorbing structure 20, and the side of the connecting beam 12 facing the energy-absorbing structure 20 along the second direction abuts against the energy-absorbing structure 20.

[0085] In the above technical solution, along the third direction, the assembly space 21 is formed at the end of the energy-absorbing structure 20, which facilitates the assembly of the energy-absorbing structure 20 with the corresponding connecting beam 12 and can improve the assembly efficiency of the energy-absorbing structure 20 with the corresponding connecting beam 12.

[0086] According to some embodiments of this application, as shown in FIG3, along the second direction, the orthographic projection of the energy-absorbing structure 20 and the orthographic projection of the two adjacent connecting beams 12 have overlapping areas.

[0087] In particular, along the second direction, the orthographic projection of the energy-absorbing structure 20 overlaps with the orthographic projection of one of the two adjacent connecting beams 12, and the orthographic projection of the energy-absorbing structure 20 also overlaps with the orthographic projection of the other of the two adjacent connecting beams 12.

[0088] In the above technical solution, along the second direction, the orthographic projection of the energy-absorbing structure 20 and the orthographic projection of the two adjacent connecting beams 12 have overlapping areas. When the connecting beams 12 adjacent to the energy-absorbing structure 20 are impacted, it is beneficial to improve the force transmission performance between the energy-absorbing structure 20 and the connecting beams 12. The connecting beams 12 can reliably support the energy-absorbing structure 20, which is beneficial to improve the supporting effect of the connecting beams 12 on the energy-absorbing structure 20 and improve the stability of the energy-absorbing structure 20 when it is impacted by external forces.

[0089] According to some embodiments of this application, as shown in FIG3, along the third direction, the orthographic projection of the energy-absorbing structure 20 and the orthographic projection of the two adjacent connecting beams 12 have overlapping areas, and the first direction, the second direction and the third direction are perpendicular to each other.

[0090] In the third direction, namely along the height direction of the subframe 100, the orthographic projection of one end of the energy-absorbing structure 20 overlaps with the orthographic projection of the adjacent corresponding connecting beam 12, and the orthographic projection of the other end of the energy-absorbing structure 20 overlaps with the orthographic projection of the adjacent corresponding connecting beam 12.

[0091] In the above technical solution, along the third direction, the orthographic projection of the energy-absorbing structure 20 and the orthographic projection of the two adjacent connecting beams 12 have overlapping areas, which is conducive to realizing the overlapping connection between the energy-absorbing structure 20 and the two adjacent connecting beams 12, so that the connecting beams 12 can reliably support the energy-absorbing structure 20, and is more conducive to improving the stability of the energy-absorbing structure 20 when subjected to external force collision.

[0092] According to some embodiments of this application, as shown in FIG3, the subframe 100 has a longitudinal center line extending along a second direction along a first direction, and the energy-absorbing structure 20 is symmetrical about the longitudinal center line.

[0093] In this configuration, the subframe 100 has a longitudinal center line along the first direction, which extends along the second direction. Along the first direction, the energy-absorbing structure 20 is symmetrically arranged about the longitudinal center line.

[0094] In the above technical solution, the symmetrical arrangement of the energy-absorbing structure 20 about the longitudinal center line is beneficial to improving the structural consistency of the subframe 100 and the consistency of the energy absorption effect on both sides of the longitudinal center line. When the vehicle 300 is involved in a collision, the energy-absorbing structure 20 can absorb the collision force to a greater extent after being impacted.

[0095] According to some embodiments of this application, as shown in Figures 3, 5 and 6, the energy-absorbing structure 20 is formed with a cavity 22 extending through the energy-absorbing structure 20 in a second direction.

[0096] The energy-absorbing structure 20 may contain a cavity 22, which can be a spatial structure or a cavity structure. As an example, the energy-absorbing structure 20 may contain multiple spatial structures, each forming a cavity 22. As another example, the energy-absorbing structure 20 may contain multiple cavity structures, each forming a cavity 22. As yet another example, the energy-absorbing structure 20 may contain a single spatial structure, each forming a cavity 22. As yet another example, the energy-absorbing structure 20 may contain a single cavity structure, each forming a cavity 22.

[0097] In the above technical solution, the energy-absorbing structure 20 forms a cavity 22. When the energy-absorbing structure 20 is impacted, it is beneficial for the energy-absorbing structure 20 to deform and absorb energy, so that the energy-absorbing structure 20 can collapse stably along the collision direction, thereby enabling the energy-absorbing structure 20 to meet the working requirements and improve the energy absorption effect of the energy-absorbing structure 20.

[0098] According to some embodiments of this application, as shown in Figures 3 and 4, the subframe longitudinal beam 11 is arc-shaped and protrudes towards the inside of the subframe 100 along a first direction.

[0099] At least one subframe longitudinal beam 11 is constructed with an arc shape, protruding towards another subframe longitudinal beam 11 along a first direction. This application uses the example of two subframe longitudinal beams 11 both being constructed with arc shapes. Along the first direction, the two subframe longitudinal beams 11 protrude towards each other. The structures of the two subframe longitudinal beams 11 can be identical, and the two subframe longitudinal beams 11 can be symmetrically arranged about the longitudinal midline.

[0100] In the above technical solution, the subframe longitudinal beam 11 is constructed in an arc shape, and along the first direction, the subframe longitudinal beam 11 protrudes towards the inside of the subframe 100, which makes the subframe body 10 resemble a "well" shaped structure. This is beneficial to improving the structural stability of the subframe 100, as well as the structural strength of the subframe 100, thereby improving the compressive strength of the subframe 100 and thus improving the energy absorption effect of the subframe 100.

[0101] According to some embodiments of this application, at least one end of the subframe longitudinal beam 11 is formed with a bent section 111 that bends upward toward the subframe 100.

[0102] In this application, along the second direction, one end of the subframe longitudinal beam 11 has a bent section 111 that bends upward toward the subframe 100, or both ends of the subframe longitudinal beam 11 have bent sections 111 that bend upward toward the subframe 100. This application will describe an example where one end of the subframe longitudinal beam 11 has a bent section 111 that bends upward toward the subframe 100. When the subframe 100 is a front subframe 100, the front end of the subframe longitudinal beam 11 has a bent section 111 that bends upward toward the subframe 100. When the subframe 100 is a rear subframe 100, the rear end of the subframe longitudinal beam 11 has a bent section 111 that bends upward toward the subframe 100. This application will describe an example where the subframe 100 is a front subframe 100.

[0103] In the above technical solution, at least one end of the subframe longitudinal beam 11 is formed with a bending section 111 that bends upward toward the subframe 100. Since the subframe 100 is equipped with vehicle 300 parts (such as engine, drive motor, etc.), when the subframe 100 is impacted, the bending section 111 can guide the parts in the engine compartment area to roll toward the ground during the bending process, reducing the risk of parts in the engine compartment intruding into the passenger compartment, achieving simultaneous protection of energy absorption and rollover direction, and further improving the safety of the vehicle 300.

[0104] According to some embodiments of this application, the plurality of connecting crossbeams 12 include: a first end crossbeam 121, a second end crossbeam 122 and an intermediate crossbeam 123. Along the second direction, the first end crossbeam 121 is located at the same end of the two subframe longitudinal beams 11, the second end crossbeam 122 is located between the two subframe longitudinal beams 11, and an energy-absorbing structure 20 is provided between the intermediate crossbeam 123 and the second end crossbeam 122.

[0105] The following description uses the subframe 100 as an example, with the front subframe 100 as an example. Multiple connecting crossbeams 12 may include a first end crossbeam 121, a second end crossbeam 122, and an intermediate crossbeam 123. Along the second direction, the first end crossbeam 121 is located at the same end of the two subframe longitudinal beams 11, that is, the first end crossbeam 121 is located at the front end of the two subframe longitudinal beams 11. The first end crossbeam 121 is fixedly connected to the front end of the two subframe longitudinal beams 11. The first end crossbeam 121 can be welded to both subframe longitudinal beams 11, or the first end crossbeam 121 can be fixedly connected to both subframe longitudinal beams 11 by bolts. The second end crossbeam 122 is located between the two subframe longitudinal beams 11. The second end crossbeam 122 is located behind the first end crossbeam 121. The second end crossbeam 122 is set close to the rear end of the two subframe longitudinal beams 11. The middle crossbeam 123 is located between the first end crossbeam 121 and the second end crossbeam 122. An energy-absorbing structure 20 is provided between the middle crossbeam 123 and the second end crossbeam 122.

[0106] Taking the subframe 100 as an example, the following explanation is provided. Multiple connecting crossbeams 12 may include a first end crossbeam 121, a second end crossbeam 122, and an intermediate crossbeam 123. Along the second direction, the first end crossbeam 121 is located at the same end of the two subframe longitudinal beams 11, that is, the first end crossbeam 121 is located at the rear end of the two subframe longitudinal beams 11. The first end crossbeam 121 is fixedly connected to the rear end of the two subframe longitudinal beams 11. The first end crossbeam 121 can be welded to both subframe longitudinal beams 11, or the first end crossbeam 121 can be fixedly connected to both subframe longitudinal beams 11 by bolts. The second end crossbeam 122 is located between the two subframe longitudinal beams 11. The second end crossbeam 122 is located in front of the first end crossbeam 121. The second end crossbeam 122 is set close to the front end of the two subframe longitudinal beams 11. The middle crossbeam 123 is located between the first end crossbeam 121 and the second end crossbeam 122. An energy-absorbing structure 20 is provided between the middle crossbeam 123 and the second end crossbeam 122.

[0107] In the above technical solution, by setting a first end crossbeam 121, a second end crossbeam 122 and a middle crossbeam 123, along the second direction, the first end crossbeam 121 is located at the same end of the two subframe longitudinal beams 11, the second end crossbeam 122 is located between the two subframe longitudinal beams 11, and an energy-absorbing structure 20 is provided between the middle crossbeam 123 and the second end crossbeam 122, which can improve the structural strength and rigidity of the subframe 100, as well as the structural stability of the subframe 100, which is conducive to improving the energy absorption capacity of the subframe 100, and also conducive to simplifying the structure of the subframe 100, further improving the production efficiency of the subframe 100.

[0108] According to some embodiments of this application, as shown in FIG3, there are multiple intermediate crossbeams 123, which are spaced apart.

[0109] The intermediate crossbeams 123 can be configured in two, three, four, or five quantities, with adjacent intermediate crossbeams 123 spaced apart, as shown in Figure 3. This application uses two intermediate crossbeams 123 as an example for illustration. The two intermediate crossbeams 123 are spaced apart along the second direction. One intermediate crossbeam 123 connects the two bent sections 111 of the two subframe longitudinal beams 11. An energy-absorbing structure 20 is provided between the second end crossbeam 122 and the adjacent intermediate crossbeam 123.

[0110] In the above technical solution, by setting multiple intermediate crossbeams 123, the structural strength and rigidity of the subframe 100 can be further improved, as can the structural stability of the subframe 100, which is conducive to further improving the energy absorption capacity of the subframe 100.

[0111] According to some embodiments of this application, this application also provides a chassis 200 for a vehicle 300, the chassis 200 including the subframe 100 of the vehicle 300 described above.

[0112] According to some embodiments of this application, this application also provides a vehicle 300, including the chassis 200 of the vehicle 300 described above.

[0113] According to some embodiments of this application, referring to Figures 4 and 5, this application provides a subframe 100, which includes a subframe body 10 and an energy-absorbing structure 20. The subframe body 10 includes two subframe longitudinal beams 11, which are opposite to each other and spaced apart along a first direction. The subframe body 10 also includes four connecting crossbeams 12, which are arranged along a second direction, and each connecting crossbeam 12 is connected to both subframe longitudinal beams 11. The energy-absorbing structure 20 is disposed between two adjacent connecting crossbeams 12, and the energy-absorbing structure 20 is welded to the two adjacent connecting crossbeams 12.

[0114] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0115] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0116] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A subframe for a vehicle, wherein, include: The subframe body includes two subframe longitudinal beams, which are opposite to each other and spaced apart along a first direction. The subframe body also includes multiple connecting crossbeams, which are arranged along a second direction and each connecting crossbeam is connected to both subframe longitudinal beams. The first direction and the second direction are perpendicular. An energy-absorbing structure is fixedly connected to the subframe body, and at least a portion of the energy-absorbing structure is located in the middle region of the subframe along the first direction.

2. The subframe of the vehicle according to claim 1, wherein, The energy-absorbing structure is provided between at least two adjacent connecting beams.

3. The subframe of the vehicle according to claim 2, wherein, The energy-absorbing structure is connected to the adjacent connecting beam.

4. The subframe of the vehicle according to claim 2 or 3, wherein, The energy-absorbing structure overlaps with the adjacent connecting beam.

5. The subframe of the vehicle according to any one of claims 2-4, wherein, Along the second direction, at least one end of the energy-absorbing structure has an assembly space, and the connecting beam is assembled into the assembly space and abuts against the energy-absorbing structure.

6. The subframe of the vehicle according to claim 5, wherein, Along a third direction, the assembly space is formed at the end of the energy-absorbing structure, and the first direction, the second direction, and the third direction are perpendicular to each other.

7. The subframe of the vehicle according to any one of claims 2-6, wherein, Along the second direction, the orthographic projection of the energy-absorbing structure overlaps with the orthographic projections of the two adjacent connecting beams.

8. The subframe of the vehicle according to any one of claims 2-7, wherein, Along the third direction, the orthographic projection of the energy-absorbing structure overlaps with the orthographic projections of the two adjacent connecting beams, and the first direction, the second direction, and the third direction are perpendicular to each other.

9. The subframe of the vehicle according to any one of claims 1-8, wherein, Along the first direction, the subframe has a longitudinal center line extending along the second direction, and the energy-absorbing structure is symmetrical about the longitudinal center line.

10. The subframe of the vehicle according to any one of claims 1-9, wherein, The energy-absorbing structure has a cavity extending through it along the second direction.

11. The subframe of the vehicle according to any one of claims 1-10, wherein, The subframe longitudinal beam is arc-shaped and protrudes towards the inside of the subframe along the first direction.

12. The subframe of the vehicle according to any one of claims 1-11, wherein, At least one end of the subframe longitudinal beam has a bent section that bends upward toward the subframe.

13. The subframe of the vehicle according to any one of claims 1-12, wherein, The plurality of connecting crossbeams include: a first end crossbeam, a second end crossbeam, and a middle crossbeam. Along the second direction, the first end crossbeam is located at the same end of the two subframe longitudinal beams, the second end crossbeam is located between the two subframe longitudinal beams, and the energy-absorbing structure is provided between the middle crossbeam and the second end crossbeam.

14. The subframe of the vehicle according to claim 13, wherein, There are multiple intermediate crossbeams, which are spaced apart.

15. A chassis for a vehicle, wherein, Includes the subframe of the vehicle according to any one of claims 1-14.

16. A vehicle, wherein, Includes the chassis of the vehicle as described in claim 15.

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