Chassis assembly and vehicle
By incorporating protrusions and collision blocks into the vehicle chassis components, the problem of force dispersion during offset collisions is solved, achieving more efficient force transmission and dispersion, reducing vehicle body deformation and occupant injury, and improving the vehicle's offset collision safety.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- YINWANG INTELLIGENT TECHNOLOGIES CO LTD
- Filing Date
- 2025-08-28
- Publication Date
- 2026-07-23
AI Technical Summary
In an offset collision, the impact force is difficult to disperse and absorb effectively, leading to severe local deformation of the vehicle body and an increased risk of injury to occupants.
Design a chassis component including a sub-collision beam, a subframe, and a collision block. By setting up protrusions and the collision block in cooperation, collision forces can be transmitted and dispersed in a timely manner, reducing the deformation of the chassis and body.
It effectively disperses and transmits collision forces, reduces the degree of vehicle body deformation, reduces occupant injury, and improves vehicle safety and driving safety during offset collisions.
Smart Images
Figure CN2025117408_23072026_PF_FP_ABST
Abstract
Description
A chassis component and a vehicle
[0001] This application claims priority to Chinese patent application filed on January 20, 2025, with application number 202520147502.0 and entitled "A Chassis Assembly and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field
[0002] This application relates to the field of automotive technology, and more particularly to a chassis component and a vehicle. Background Technology
[0003] When a vehicle is hit on one side in a partial collision (offset collision), it is more dangerous than a full-width frontal collision because the structural area involved is smaller, making it difficult to effectively disperse and absorb the collision energy, which may result in more severe deformation and a greater risk of injury to the occupants.
[0004] To test vehicle safety in offset collisions, the China Insurance Automotive Safety Index (C-IASI) mandates a 25% offset frontal crash test. This test simulates a scenario where only a small portion of the vehicle's front end contacts another vehicle or a stationary object during a collision. In the 25% offset frontal crash test, the vehicle is typically driven at a certain speed (e.g., 40 mph, approximately 64 km / h) into a fixed obstacle, with the impact surface covering only about 25% of the vehicle's front width. The primary purpose of the test is to evaluate the vehicle's structural performance under these conditions and the effectiveness of safety systems (such as airbags and seatbelts) in protecting passengers.
[0005] Typically, when a vehicle is involved in an offset collision, the vehicle's ability to disperse the collision force is poor. This means that the force is applied to a single side of the vehicle, causing the passenger compartment to deform severely inward and affecting the safety of the occupants.
[0006] Therefore, improving vehicle safety during offset collisions is a key concern in this field.
[0007] Application content
[0008] In view of this, this application provides a chassis component and a vehicle to improve the safety of the vehicle in an offset collision.
[0009] This application provides a chassis assembly including a sub-bumper beam, a chassis, and a collision block. The chassis includes a subframe, with the subframe and the sub-bumper beam distributed along the length of the chassis. The subframe includes a crossbeam, a longitudinal beam, and a protrusion. The crossbeam of the subframe extends along the width of the chassis, and the longitudinal beam is connected to the crossbeam. At least one of the crossbeam and longitudinal beam of the subframe is connected to the protrusion. The collision block is mounted on the sub-bumper beam, located between the sub-bumper beam and the subframe, and the protrusion protrudes towards the collision block. When the sub-bumper beam is impacted, the collision block can abut against the protrusion, and the protrusion can transmit the impact force to the crossbeam and longitudinal beam of the subframe.
[0010] In this application, a collision block and a protrusion are provided. When an offset collision occurs and the sub-bumper beam deforms, the collision block can promptly abut against the subframe. That is, the protrusion can accurately and promptly transfer a portion of the collision force to the crossbeams and longitudinal beams of the subframe. The longitudinal beams transmit a portion of the collision force along their extension direction, and the crossbeams of the subframe transmit a portion of the collision force along the width direction of the chassis (the second direction). Through the cooperation of the protrusion, longitudinal beams, and crossbeams of the subframe, the collision force transmitted along the length direction of the chassis (the first direction) is dispersed into the second direction, thereby timely transmitting the collision force. The system improves the efficiency of the chassis components in dispersing collision forces, thereby reducing the force transmitted from the chassis to the vehicle body in the first direction. This reduces the degree of deformation of the vehicle body in the first direction and the risk of the A-pillar deforming into the passenger compartment in the first direction. In other words, it effectively reduces the degree of deformation of the A-pillar in the first direction, thereby reducing the injury to the occupants caused by partial collisions. It also improves the vehicle's offset collision capability, thus effectively improving the vehicle's safety in offset collisions and ultimately enhancing the vehicle's driving safety.
[0011] In one possible design, the subframe includes at least two protrusions distributed along the width direction of the chassis, and the chassis assembly includes at least two impact blocks distributed along the width direction of the chassis.
[0012] In this application, the chassis assembly is provided with protrusions and collision blocks on both sides in the second direction, which can simultaneously improve the offset collision performance of the vehicle on the left and right sides, thereby further improving the safety of the vehicle during driving.
[0013] In one possible design, the collision block is mounted at the end of the sub-collision beam along the width of the chassis.
[0014] In this application, during the test, the obstacle first contacts the outside of the sub-bumper beam, causing the outside of the sub-bumper beam to contract and deform inward. As the vehicle continues to move in the first direction, the end of the sub-bumper beam swings around the contact point between the obstacle and the sub-bumper beam towards the subframe. At this time, the collision block located at the end of the sub-bumper beam can have a large swing amplitude and a fast swing speed, so that the collision block can quickly abut against the subframe, thereby increasing the efficiency of the transmission of collision force between the sub-bumper beam, the collision block and the subframe.
[0015] In one possible design, the protrusion is located at the connection point between the crossbeam and the longitudinal beam of the subframe, and the protrusion is connected to the crossbeam and the longitudinal beam of the subframe.
[0016] In this application, the protrusion is located at the connection between the crossbeam and the longitudinal beam of the subframe, that is, the protrusion is located at the corner of the subframe. When the collision block contacts the protrusion and transmits the collision force, the protrusion can transmit the collision force to both the crossbeam and the longitudinal beam of the subframe at the same time, thereby improving the efficiency of the subframe in transmitting the collision force.
[0017] In one possible design, the collision block includes a first collision wall, and the protrusion includes a second collision wall, the first collision wall being able to abut against the second collision wall; the first collision wall and / or the second collision wall are straight walls.
[0018] In this application, the first collision wall and / or the second collision wall are straight walls, which is beneficial to increasing the contact area between the first collision wall and the second collision wall, thereby improving the transmission efficiency of the collision force between the collision block and the protrusion, and is beneficial to improving the dispersion and absorption of the collision force by the chassis components, so as to further improve the vehicle's offset collision capability.
[0019] In one possible design, the height of the collision block is greater than the height of the subframe in the height direction of the chassis.
[0020] In this application, after the collision block abuts against the subframe, when the collision block and the subframe are misaligned in the height direction (third direction) of the chassis, the height of the collision block is greater than the height of the subframe, so that the area of the abutting surface between the collision block and the subframe remains stable. That is, the contact area of the first collision wall and the second collision wall remains consistent before and after misalignment. This reduces the risk that the reduced contact area of the first collision wall and the second collision wall will lead to a decrease in the transmission efficiency of the collision force between the collision block and the subframe, which is conducive to further improving the transmission efficiency of the collision force between the collision block and the protrusion.
[0021] In one possible design, in the height direction of the chassis, the height H1 of the collision block and the height H2 of the subframe satisfy: H1 / H2≥2.
[0022] In this application, H1 / H2≥2, which makes the height difference between the collision block and the subframe larger, further reducing the risk of the contact area of the first and second collision walls being reduced due to misalignment of the collision block and the subframe, thereby further improving the transmission efficiency of the collision force between the collision block and the protrusion.
[0023] In one possible design, the collision block has a first cavity, and the collision block can deform into the first cavity under the action of collision force.
[0024] In this application, the first inner cavity provides deformable space for the collision block. When the collision force is small, the collision block can resist part of the collision force through its own contraction and deformation, thereby absorbing and weakening the collision force and reducing the magnitude of the collision force transmitted from the collision block to the subframe. At the same time, compared with a solid structure, the collision block with the first cavity is lighter, which is beneficial to achieving lightweight design of chassis components and vehicles.
[0025] In one possible design, the collision block has reinforcing ribs located inside the first cavity, with both ends of the reinforcing ribs connected to the sidewalls of the first cavity.
[0026] In this application, reinforcing ribs are provided in the first cavity. The reinforcing ribs can support the first cavity, thereby reducing the risk of deformation of the collision block during processing, transportation, and installation, and thus improving the structural strength of the collision block.
[0027] In one possible design, the collision block includes a collision body and a mounting part connected together. The collision body is used to abut against the protrusion, and the mounting part is fixedly connected to the sub-collision beam by fasteners, or the mounting part is welded to the sub-collision beam.
[0028] In this application, a mounting part is provided on the collision body. The collision block is fixed to the sub-bumper beam by connecting the mounting part to the sub-bumper beam, which increases the connection space between the collision block and the sub-bumper beam, thereby reducing the difficulty of connecting the collision block and the sub-bumper beam. The mounting part and the sub-bumper beam are fixedly connected by fasteners, which facilitates the disassembly and replacement of the collision block, thus facilitating multiple collision tests on the vehicle. Welding the mounting part to the sub-bumper beam increases the connection stability between the collision block and the sub-bumper beam, reduces the risk of the collision block tilting or falling off, and thus improves the reliability and stability of the collision force transmission from the collision block to the subframe.
[0029] In one possible design, the chassis assembly also includes a secondary energy-absorbing box, one end of which is connected to the secondary anti-collision beam and the other end of which is connected to the subframe. The secondary energy-absorbing box has a second cavity, and when the secondary anti-collision beam is impacted, the secondary energy-absorbing box can deform into the second cavity.
[0030] In this application, the secondary energy-absorbing box can transfer the collision force received by the secondary anti-collision beam to the subframe, thereby increasing the force transmission path between the secondary anti-collision beam and the subframe, improving the force transmission efficiency, and thus enhancing the dispersion efficiency of the chassis components and the vehicle in the face of collision forces, thereby improving the vehicle's collision resistance. The second cavity provides deformable space for the secondary energy-absorbing box. When the collision force is small, the secondary energy-absorbing box can resist part of the collision force through its own contraction and deformation, thereby absorbing and weakening the collision force, and reducing the magnitude of the collision force transmitted from the secondary energy-absorbing box to the subframe. At the same time, the secondary energy-absorbing box with the second cavity is lighter, which is conducive to the lightweight design of the chassis components and the vehicle.
[0031] In one possible design, the chassis assembly includes a first region along the width direction of the chassis, the first region being located on both sides of the chassis assembly, and at least a portion of the protrusion being located within the first region; the portion of the subframe located within the first region has a dimension L in a second direction satisfying: L≥150mm.
[0032] In this application, L≥150mm ensures that there is always an overlap between the subframe and the obstacle during the test, thereby improving the subframe's ability to transmit and disperse collision forces, enhancing the reliability of force transmission in the subframe, and further improving the chassis components' ability to disperse and absorb collision forces, thus further enhancing the vehicle's offset collision capability.
[0033] A second aspect of this application provides a vehicle comprising a chassis assembly and a body as described in any of the preceding claims, wherein the body is connected to the chassis.
[0034] In this application, the chassis can disperse the collision force transmitted along the first direction to the second direction, thereby reducing the collision force transmitted by the chassis along the first direction and the degree of deformation of the chassis in the first direction, which in turn reduces the collision force transmitted by the vehicle body along the first direction and the degree of deformation of the vehicle body in the first direction. This reduces the risk of the A-pillar deforming into the passenger compartment along the first direction, effectively reducing the degree of deformation of the pillar in the first direction. This reduces the injury to the occupants caused by partial collisions of the vehicle, improves the vehicle's offset collision capability, and thus effectively improves the vehicle's driving safety. Attached Figure Description
[0035] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0036] Figure 1 is a schematic diagram of the vehicle provided in this application in one embodiment;
[0037] Figure 2 is a schematic diagram of the distribution of vehicles and obstacles before the bias test;
[0038] Figure 3 is a schematic diagram of the chassis assembly provided in this application in one embodiment;
[0039] Figures 4 to 6 are schematic diagrams showing the distribution of chassis components and obstacles during the offset test;
[0040] Figure 7 is a partial structural schematic diagram of the chassis component provided in this application in one embodiment;
[0041] Figure 8 is a schematic diagram of the distribution of chassis components and obstacles in another embodiment during the offset test;
[0042] Figure 9 is a schematic diagram showing the height relationship between the collision block and the subframe in Figure 7;
[0043] Figure 10 is a perspective view of the collision block in Figure 7 in one embodiment;
[0044] Figure 11 is a perspective view of the collision block in Figure 7 in another embodiment;
[0045] Figure 12 is a schematic diagram of the collision block in Figure 7 in one embodiment;
[0046] Figure 13 is a partial structural schematic diagram of the chassis component provided in this application in another embodiment;
[0047] Figure 14 is a perspective view of the secondary energy-absorbing box in Figure 13 in one embodiment.
[0048] Reference numerals: 01-Vehicle; 011-Chassis assembly; 011A-Wheel; 012-Body body; 012a-A-pillar; 012b-Windshield; 012c-Roof; 012d-Door; 02-Obstacle; 1-Secondary anti-collision beam; 2-Subframe; 21-Crossbeam; 22-Longitudinal beam; 23-Protrusion; 231-Second collision wall; 3-First region; 4-Collision block; 41-First collision wall; 42-First cavity; 43-Reinforcing rib; 44-Collision body; 45-Mounting part; 5-Secondary energy absorption box; 51-Second cavity; 6-Second region. Detailed Implementation
[0049] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0050] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.
[0051] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.
[0052] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.
[0053] This application provides a vehicle, which can be a pure electric vehicle or a range-extended electric vehicle. This application does not specifically limit the type of vehicle. Figure 1 is a schematic diagram of the vehicle structure. As shown in Figure 1, along the driving direction of the vehicle 01, the vehicle 01 includes a chassis assembly 011, a sub-collision beam located in front of the chassis assembly 011, a body 012, and a main collision beam located in front of the body 012. The chassis assembly 011 includes wheels 011a, a chassis, a sub-collision beam, an engine, a battery, and other drive systems mounted on the chassis, as well as other transmission or control components. The chassis includes a subframe. The body 012 can be a body-in-white (BIW), which refers to a vehicle body structure that has been welded but not yet painted. The body 012 can also be a vehicle body structure after the body-in-white has been painted. The body 012 includes a main frame, a windshield 012b, A-pillars 012a located on both sides of the windshield 012b, a roof 012c connected to the A-pillars 012a, and doors 012d connected to the A-pillars 012a and the roof 012c. The body-in-white 012 encloses the cab of the vehicle 01. The body-in-white 012 is connected to the chassis to form the complete vehicle structure shown in Figure 1.
[0054] When a vehicle is in motion or parked, and encounters an accident risk, the driver will instinctively adjust the steering wheel to avoid the obstacle. However, due to the short collision time, the risk of a small section of the front of the vehicle being hit is actually higher. When a small-area partial collision occurs on one side of the front of the vehicle, that section will deform. Such partial collisions are usually more dangerous than full-width frontal collisions because the structural area involved is smaller, making it difficult for the vehicle to effectively disperse and absorb the collision energy. When the force of the collision is transmitted to the A-pillar, it may cause the A-pillar 012a to deform significantly into the passenger compartment, causing significant injury to the occupants. Therefore, the China Insurance Automotive Safety Index (C-IASI) mandates that before a vehicle enters mass production, it must undergo a 25% offset frontal crash test (hereinafter referred to as the offset crash test). This involves a partial collision on one side of the vehicle's front (left or right side) to simulate an offset collision scenario when the vehicle is in motion or parked, thereby testing the degree of deformation under offset collision conditions and assessing the vehicle's safety performance.
[0055] Figure 2 shows the distribution of the vehicle and obstacles before the offset collision test. Referring to Figures 1 and 2, the length direction (i.e., the front-to-back direction) of vehicle 01 is denoted as the first direction X, the width direction (i.e., the left-to-right direction) of vehicle 01 is denoted as the second direction Y, and the height direction (i.e., the up-and-down direction) of vehicle 01 is denoted as the third direction Z. Similarly, the first direction X is the length direction of the chassis, the second direction Y is the width direction of the chassis, and the third direction Z is the height direction of the chassis. Vehicle 01 has a first region 3 and a second region 6 distributed along the second direction Y. The second region 6 is located between the two first regions 3. The total width of the second region 6 and the two first regions 3 in the second direction Y is the total width of vehicle 01 in the second direction Y. The width of the first region 3 in the second direction Y is less than the width of the second region 6 in the second direction Y, and the width of one first region 3 in the second direction Y is 20%-25% of the total width of vehicle 01 in the second direction Y. Before conducting the offset collision test on vehicle 01, as shown in Figure 2, a fixed obstacle 02 needs to be placed in front of one side of the front of the vehicle. The obstacle 02 is used to simulate a wall, other vehicles or other objects that will collide with the vehicle in an offset collision. The projection of the obstacle 02 in the first direction X overlaps with the vehicle 01. Before the test begins, the overlap area is the largest. The largest overlap area is the collision test area of vehicle 01, which is also the first area 3 mentioned above.
[0056] As shown in Figure 2, taking the obstacle 02 located in front of the left side of the vehicle as an example, during the test, the vehicle 01 will approach the obstacle 02 and collide with it. For example, the vehicle 01 will collide with the obstacle 02 at a speed of 64 km / h. During the collision, the main anti-collision beam in front of the vehicle body 012 and the secondary anti-collision beam in front of the chassis in Figure 1 will deform inward under the action of the collision force to absorb part of the collision force. The main anti-collision beam will also transmit part of the collision force to the main frame. The main frame will transmit part of the collision force along the first direction X to various parts of the vehicle body 012, thereby further absorbing the collision force and reducing the impact of the collision force on the structure of the vehicle body 012.
[0057] To maximize a vehicle's offset collision capability, the vehicle's structure is typically modified. This may involve adding secondary energy-absorbing boxes to absorb the impact force generated by the deformation of the main bumper beam. This reduces the risk of a large impact force being transmitted from the main bumper beam to the main frame, and also reduces the risk of a large impact force being transmitted from the main frame along the first direction X, which could lead to severe deformation of the A-pillar. However, simply changing the vehicle's structure has limitations in improving its offset collision capability.
[0058] Therefore, this application provides a chassis assembly, and Figure 3 is a schematic diagram of the chassis assembly. As shown in Figure 3, the chassis assembly 011 includes a sub-bumper beam 1, a chassis, and a collision block 4 mounted on the sub-bumper beam 1. The chassis includes a subframe 2, which is distributed along a first direction X with the sub-bumper beam 1. The subframe 2 includes a crossbeam 21, a longitudinal beam 22, and a protrusion 23. The crossbeam 21 of the subframe 2 extends along a second direction Y, and the longitudinal beam 22 is connected to the crossbeam 21. At least one of the longitudinal beam 22 and the crossbeam 21 of the subframe 2 is connected to the protrusion 23, and there is a preset angle between the longitudinal beam 22 and the crossbeam 21. The angle can be 90°, in which case the longitudinal beam 22 extends along the first direction X. The preset angle between the longitudinal beam 22 and the crossbeam 21 of the subframe 2 can also be greater than or less than 90°, in which case the longitudinal beam 22 extends obliquely. For example, in the embodiment shown in Figure 3, the preset angle between the longitudinal beam and the crossbeam of the subframe 2 is less than 90°. As shown in Figure 3, the collision block 4 is located between the sub-collision beam 1 and the sub-frame 2, and along the second direction Y, the protrusion 23 protrudes toward the collision block 4, that is, at least a portion of the protrusion 23 extends into the first region 3.
[0059] During an offset collision, the structural deformation is greatest in the first region 3 of the chassis assembly 011. For ease of description, the following examples all use an offset collision test of a vehicle. Figures 4 to 6 are schematic diagrams showing the distribution of the chassis assembly 011 and the obstacle 02 during the offset test. In Figures 4 to 6, the obstacle 02 is located in front of the left side of the vehicle. The protrusion 23 extends into the first region 3, and a collision block 4 is set on the sub-anti-collision beam 1, as shown in Figure 5. During the movement of the vehicle in the first direction X, after the sub-anti-collision beam 1 collides with the obstacle 02, the sub-anti-collision beam 1 deforms inward under the action of the collision force, so that the collision block 4 abuts against the protrusion 23. As the vehicle continues to move in the first direction X, as shown in Figure 6, the deformation of the sub-anti-collision beam 1 gradually increases, causing the contact area and contact force between the collision block 4 and the protrusion 23 to continuously increase until the vehicle stops or the vehicle separates from the obstacle 02.
[0060] In this embodiment, a collision block 4 and a protrusion 23 extending into the first region 3 are provided. When the vehicle experiences an offset collision that causes the sub-anti-collision beam 1 to deform, the collision block 4 can promptly abut against the protrusion 23 on the subframe 2. That is, the protrusion 23 can promptly and accurately transfer part of the collision force to the crossbeam 21 and longitudinal beam 22 of the subframe 2. The longitudinal beam 22 transmits part of the collision force along its own extension direction, and the crossbeam 21 of the subframe 2 transmits part of the collision force along its own extension direction (i.e., along the second direction Y). Through the cooperation of the protrusion 23, longitudinal beam 22, and crossbeam 21 of the subframe 2, the collision force transmitted along the first direction X is dispersed into the second direction Y. This allows for timely transmission and dispersion of collision forces, improving the efficiency of the chassis component 011 in dispersing collision forces. This, in turn, enhances the transmission and dispersion effect of the chassis component 011, reducing the force transmitted from the chassis to the vehicle body along the first direction X. It also reduces the degree of deformation of the vehicle body in the first direction X, lowering the risk of the A-pillar deforming into the passenger compartment along the first direction X. This effectively reduces the degree of deformation of the A-pillar in the first direction X, thereby reducing the injury to occupants from partial collisions and improving the vehicle's offset collision capability. Ultimately, this improves the vehicle's safety during offset collisions, thus enhancing driving safety.
[0061] The subframe 2 includes at least two protrusions 23, which are distributed along the second direction Y. That is, protrusions 23 are provided on both sides of the crossbeam 21 of the subframe 2 along the second direction Y. The chassis assembly 011 includes at least two collision blocks 4, which are distributed along the second direction Y. That is, collision blocks 4 are installed on both sides of the sub-anti-collision beam 1 in the second direction Y.
[0062] In this embodiment, the chassis assembly 011 is provided with protrusions 23 and collision blocks 4 on both sides in the second direction Y, which can simultaneously improve the offset collision performance of the left and right sides of the vehicle, thereby further improving the safety of the vehicle during driving.
[0063] Referring again to Figure 3, the protrusion 23 of the subframe 2 is located at the connection position of the crossbeam 21 and the longitudinal beam 22, and the protrusion 23 is connected to both the crossbeam 21 and the longitudinal beam 22. That is, the protrusion 23 is located at the corner position of the subframe 2. When the collision block 4 contacts the protrusion 23 and transmits the collision force, the protrusion 23 can transmit the collision force to the crossbeam 21 and the longitudinal beam 22 of the subframe 2, thereby improving the efficiency of the subframe 2 in transmitting the collision force.
[0064] In one embodiment, the collision block 4 can be installed on the side of the sub-bumper beam 1 near the subframe 2 in the second direction Y.
[0065] In another embodiment, Figure 7 is a partial structural schematic diagram of the chassis assembly in one embodiment. As shown in Figure 7, in the second direction Y, the collision block 4 is located at the end of the sub-anti-collision beam 1. When the vehicle experiences an offset collision, taking the vehicle offset test as an example, during the test, as shown in Figure 5, the obstacle 02 will first contact the outside of the sub-anti-collision beam 1, causing the outside of the sub-anti-collision beam 1 to contract and deform inward. As the vehicle continues to move in the first direction X, as shown in Figure 6, the end of the sub-anti-collision beam 1 will swing around the contact position between the obstacle 02 and the sub-anti-collision beam 1 towards the subframe 2. At this time, the collision block 4 located at the end of the sub-anti-collision beam 1 can have a large swing amplitude and a fast swing speed, so that the collision block 4 can quickly abut against the subframe 2, thereby increasing the transmission efficiency of the collision force between the sub-anti-collision beam 1, the collision block 4 and the subframe 2.
[0066] As shown in Figure 7, the portion of the subframe 2 located within the first region 3 has a dimension L in the second direction Y that satisfies: L≥150mm. Specifically, L can be 150mm, 155mm, 160mm, 165mm, 170mm, 175mm, 180mm, 185mm, 190mm, 195mm, etc.
[0067] In this embodiment, referring again to Figures 4 to 6, during the test, after the vehicle moves along the first direction X and collides with the obstacle 02, the obstacle 02 will exert a collision force on the chassis assembly 011 along the first direction X, causing the sub-anti-collision beam 1 to deform inward into the vehicle. Simultaneously, as the vehicle moves, referring to Figures 5 and 6, the obstacle 02 will also exert a thrust on the chassis assembly 011 along the second direction Y, causing the vehicle to gradually move away from the obstacle 02 along the second direction Y. That is, the overlap area between the subframe 2 and the obstacle 02 in the first direction X gradually decreases. If L < 150mm, there is a risk that the subframe 2 and the obstacle will not overlap in the first direction X during the test. In this case, the distribution of the subframe 2 and the obstacle 02 is shown in Figure 8. That is, even if the sub-anti-collision beam 1 undergoes significant deformation, there is a high risk that it will not be able to abut against the subframe 2, and there is a risk that the subframe 2's effect on transmitting and dispersing the collision force will weaken or even fail. Therefore, L≥150mm ensures that there is always an overlap between the subframe 2 and the obstacle 02 during the test, thereby improving the effect of the subframe 2 in transmitting and dispersing the collision force, improving the reliability of the force transmission of the subframe 2, and thus helping to improve the dispersion and absorption of the collision force by the chassis component 011, so as to further improve the vehicle's offset collision capability.
[0068] Referring again to Figure 7, the collision block 4 includes a first collision wall 41, and the protrusion 23 includes a second collision wall 231. The first collision wall 41 can abut against the second collision wall 231. The first collision wall 41 and the second collision wall 231 can be arc walls or straight walls.
[0069] In one embodiment, both the first collision wall 41 and the second collision wall 231 are arc-shaped walls, which can improve the smoothness of the surfaces of the collision block 4 and the protrusion 23, thereby reducing the risk of the collision block 4 and the protrusion 23 scratching the installers during the installation process, and thus improving the safety of the chassis components and the vehicle during the installation process.
[0070] In another embodiment, the first collision wall 41 and / or the second collision wall 231 are straight walls, which helps to increase the contact area of the first collision wall 41 and the second collision wall 231, thereby improving the transmission efficiency of the collision force between the collision block 4 and the protrusion 23, which helps to improve the dispersion and absorption of the collision force by the chassis components, so as to further improve the vehicle's offset collision capability.
[0071] Figure 9 is a schematic diagram showing the height relationship between the collision block 4 and the subframe 2. As shown in Figure 9, in the third direction Z, the height of the collision block 4 is greater than the height of the subframe 2.
[0072] After the collision block 4 abuts against the subframe 2, when the collision block 4 and the subframe 2 are misaligned in the third direction Z, the height of the collision block 4 is greater than the height of the subframe 2. This ensures that the contact area between the collision block 4 and the subframe 2 remains stable. That is, the contact area of the first collision wall 41 and the second collision wall 231 remains consistent before and after misalignment. This reduces the risk of a decrease in the contact area of the first collision wall 41 and the second collision wall 231, which would lead to a decrease in the transmission efficiency of the collision force between the collision block 4 and the subframe 2. This is beneficial for further improving the transmission efficiency of the collision force between the collision block 4 and the protrusion 23. Since the volume of the collision block 4 is smaller than the volume of the subframe 2, under the premise that the difference between the height of the collision block 4 and the height of the subframe 2 is greater than 0, increasing the height of the collision block 4 is less costly than increasing the height of the subframe 2, and is more conducive to achieving lightweight design of chassis components and the overall vehicle structure.
[0073] Specifically, on the third direction Z, the height H1 of the collision block 4 and the height H2 of the subframe 2 satisfy: H1 / H2≥2. In particular, the ratio of the height of the collision block 4 to the height of the subframe 2 can be 2, 2.2, 2.4, 2.6, 2.8, 3, 3.2, 3.4, 3.6, 3.8, 4, 4.2, 4.4, 4.6, 4.8, 5, 5.2, 5.4, 5.6, 5.8, 6, etc.
[0074] In this embodiment, H1 / H2≥2, which makes the height difference between the collision block 4 and the subframe 2 larger, further reducing the risk of the contact area of the first collision wall 41 and the second collision wall 231 being reduced due to the misalignment of the collision block 4 and the subframe 2, thereby further improving the transmission efficiency of the collision force between the collision block 4 and the protrusion 23.
[0075] The collision block can be designed as a solid block structure or a hollow block structure.
[0076] Figure 10 is a perspective view of the collision block 4 when it is a hollow structure. As shown in Figure 10, the collision block 4 has a first cavity 42, and the collision block 4 can deform into the first cavity 42 under the action of the collision force.
[0077] In this embodiment, the first inner cavity 42 provides deformable space for the collision block 4. When the collision force is small, the collision block 4 can resist part of the collision force through its own contraction and deformation, thereby absorbing and weakening the collision force and reducing the magnitude of the collision force transmitted from the collision block 4 to the subframe 2. At the same time, compared with a solid structure, the collision block 4 with the first cavity 42 is lighter, which is beneficial to achieving lightweight design of chassis components and vehicles.
[0078] Figure 11 is a perspective view of another embodiment where the collision block 4 is a hollow structure. As shown in Figure 11, the collision block 4 has a reinforcing rib 43, which is located inside the first cavity 42. The two ends of the reinforcing rib 43 are connected to the side wall of the first cavity 42, and the reinforcing rib 43 can support the first cavity 42.
[0079] In this embodiment, a reinforcing rib 43 is provided in the first cavity 42. The reinforcing rib 43 can support the first cavity 42, thereby reducing the risk of deformation of the collision block 4 during processing, transportation, installation and other processes, and thus improving the structural strength of the collision block 4.
[0080] The outline shape of the collision block 4 can be spherical, hemispherical, triangular, quadrilateral, polygonal, or other deformed structures. Figure 12 is a schematic diagram of the structure of the collision block 4 in one embodiment. As shown in Figure 12, the collision block 4 includes a collision body 44 and a mounting part 45 connected to each other. The collision body 44 is used to abut against the protrusion 23. The mounting part 45 is fixedly connected to the sub-anti-collision beam 1 by fasteners, including but not limited to screws, bolts, pins, rivets, etc. Alternatively, the mounting part 45 can be welded to the sub-anti-collision beam 1.
[0081] In this embodiment, a mounting part 45 is provided on the collision body 44. The collision block 4 is fixed on the sub-anti-collision beam 1 by connecting the mounting part 45 to the sub-anti-collision beam 1, which increases the connection space between the collision block 4 and the sub-anti-collision beam 1, thereby reducing the difficulty of connecting the collision block 4 and the sub-anti-collision beam 1. The mounting part 45 is fixedly connected to the sub-anti-collision beam 1 by fasteners, which facilitates the disassembly and replacement of the collision block 4, thereby facilitating multiple collision tests on the vehicle. The mounting part 45 is welded to the sub-anti-collision beam 1, which increases the connection stability between the collision block 4 and the sub-anti-collision beam 1, reduces the risk of the collision block 4 tilting or falling off, and thus improves the reliability and stability of the collision block 4 in transmitting the collision force to the subframe 2.
[0082] Figure 13 is a partial structural schematic diagram of chassis assembly 011 in another embodiment. As shown in Figure 13, chassis assembly 011 may also include a secondary energy-absorbing box 5, one end of which is connected to the secondary anti-collision beam 1, and the other end of which is connected to the subframe 2.
[0083] During the test, the secondary energy-absorbing box 5 can transfer the collision force received by the secondary anti-collision beam 1 to the subframe 2, thereby increasing the collision force transmission path between the secondary anti-collision beam 1 and the subframe 2, improving the collision force transmission efficiency between the secondary anti-collision beam 1 and the subframe 2, and thus improving the chassis component 011 and the vehicle's collision force dispersion efficiency, thereby realizing the vehicle's collision resistance capability.
[0084] Figure 14 is a perspective view of the secondary energy-absorbing box in one embodiment. As shown in Figure 14, the secondary energy-absorbing box 5 has a second cavity 51, and when the secondary anti-collision beam 1 is impacted, the secondary energy-absorbing box 5 can deform into the second cavity 51.
[0085] In this embodiment, the second cavity 51 provides a deformable space for the secondary energy-absorbing box 5. When the collision force is small, the secondary energy-absorbing box 5 can resist part of the collision force through its own contraction and deformation, thereby absorbing and weakening the collision force and reducing the magnitude of the collision force transmitted from the secondary energy-absorbing box 5 to the subframe 2. At the same time, the secondary energy-absorbing box 5 with the second cavity 51 is lighter, which is beneficial to achieving lightweight design of chassis components and vehicles.
[0086] For the same or similar parts among the various embodiments in this specification, please refer to each other.
Claims
1. A chassis assembly, characterized in that, The chassis components include: Secondary anti-collision beam; The chassis includes a subframe, the subframe and the sub-collision beam are distributed along the length of the chassis, the subframe includes a crossbeam, a longitudinal beam and a protrusion, the crossbeam extends along the width of the chassis, the longitudinal beam is connected to the crossbeam, and at least one of the crossbeam and the longitudinal beam is connected to the protrusion. A collision block is installed on the sub-anti-collision beam, the collision block is located between the sub-anti-collision beam and the subframe, and the protrusion protrudes in the direction of the collision block. When the sub-anti-collision beam is impacted, the collision block can abut against the protrusion.
2. The chassis assembly according to claim 1, characterized in that, The subframe includes at least two protrusions distributed along the width direction of the chassis, and the chassis assembly includes at least two impact blocks distributed along the width direction of the chassis.
3. The chassis assembly according to claim 2, characterized in that, The collision block is installed at the end of the secondary anti-collision beam along the width direction of the chassis.
4. The chassis assembly according to claim 1, characterized in that, The protrusion is located at the connection between the longitudinal beam and the transverse beam, and the protrusion is connected to both the longitudinal beam and the transverse beam.
5. The chassis assembly according to claim 1, characterized in that, The collision block includes a first collision wall, and the protrusion includes a second collision wall, wherein the first collision wall can abut against the second collision wall; The first collision wall and / or the second collision wall are straight walls.
6. The chassis assembly according to any one of claims 1 to 5, characterized in that, In the height direction of the chassis, the height of the collision block is greater than the height of the subframe.
7. The chassis assembly according to claim 6, characterized in that, In the height direction of the chassis, the height H1 of the collision block and the height H2 of the subframe satisfy: H1 / H2≥2.
8. The chassis assembly according to any one of claims 1 to 5, characterized in that, The collision block has a first cavity, and the collision block can deform into the first cavity under the action of collision force.
9. The chassis assembly according to claim 8, characterized in that, The collision block has reinforcing ribs located inside the first cavity, with both ends of the reinforcing ribs connected to the sidewalls of the first cavity.
10. The chassis assembly according to any one of claims 1 to 5, characterized in that, The collision block includes a collision body and a mounting part connected to each other. The collision body is used to abut against the protrusion. The mounting part is fixedly connected to the sub-anti-collision beam by fasteners, or the mounting part is welded to the sub-anti-collision beam.
11. The chassis assembly according to any one of claims 1 to 5, characterized in that, The chassis assembly also includes a secondary energy-absorbing box, one end of which is connected to the secondary anti-collision beam and the other end of which is connected to the subframe. The secondary energy-absorbing box has a second cavity, and when the secondary anti-collision beam is impacted, the secondary energy-absorbing box can deform into the second cavity.
12. The chassis assembly according to any one of claims 1 to 5, characterized in that, The chassis assembly has a first region along the width direction of the chassis, the first region being located on both sides of the chassis assembly, and at least a portion of the protrusion being located within the first region; The portion of the subframe located within the first region has a dimension L in the width direction of the chassis that satisfies: L≥150mm.
13. A vehicle, characterized in that, The vehicles include: Chassis assembly as described in any one of claims 1 to 12; The vehicle body is connected to the chassis.