CN219215151U - Auxiliary frame of vehicle and vehicle - Google Patents

Abstract

The application provides a sub vehicle frame and vehicle of vehicle, sub vehicle frame include first longeron, second longeron, first crossbeam and second crossbeam, and first longeron and second longeron set up relatively along first direction. The first longitudinal beam and the second longitudinal beam are connected with each other, the first longitudinal beam comprises a first main body portion and a first reinforcing portion, the first main body portion extends along a first direction, and the first reinforcing portion extends from the end portion of the first main body portion in the first direction and is inclined relative to the first main body portion. In the embodiment of the application, the first reinforcing part can participate in offset collision to a greater extent and can absorb part of energy, so that the deformation amount of the vehicle is reduced, the possibility that the interior parts of the vehicle invade the passenger cabin due to impact is reduced, and the safety of personnel in the vehicle is improved.

Description

Auxiliary frame of vehicle and vehicle

Technical Field

The application relates to the technical field of vehicle parts, in particular to a subframe of a vehicle and the vehicle.

Background

With the development of vehicle technology, the safety requirements of vehicles are also increasing. During the running process of a vehicle, many emergency situations are often easy to occur, for example, collision with other vehicles or objects can occur. On the basis, how to design a vehicle to improve the anti-collision capability of the vehicle is one of the problems to be solved.

Disclosure of Invention

In view of the above, the present application provides a subframe of a vehicle and a vehicle, which can improve the safety of the vehicle.

The embodiment of the application provides a sub vehicle frame, including first longeron, second longeron, first crossbeam and second crossbeam, first longeron and second longeron set up relatively along first direction. The first cross beam and the second cross beam are both connected with the first longitudinal beam and the second longitudinal beam, the first cross beam comprises a first main body part and a first reinforcing part, the first main body part extends along a first direction, and the first reinforcing part extends from the end part of the first main body part in the first direction and is inclined relative to the first main body part.

In the scheme, the vehicle comprises the second cross beam, and the first cross beam is additionally arranged, so that the safety of the vehicle can be improved due to the existence of the first cross beam. When the left front end or the right front end of the vehicle receives impact force due to offset collision, the first reinforcing part exists near the collision position, so that the first reinforcing part can participate in offset collision to a greater extent and absorb part of energy, thereby reducing the deformation of the vehicle, reducing the possibility that parts in the vehicle invade into a passenger cabin due to impact, and improving the safety of personnel in the vehicle. Meanwhile, the first reinforcing part can transfer part of impact force into the first main body part, so that part of impact force is converted into horizontal thrust along the first direction, the vehicle is helped to displace in the first direction, the vehicle is enabled to be far away from a collision object more quickly, the moving amount of the vehicle in the length direction of the vehicle is reduced, and the possibility of subsequent collision of the vehicle is reduced.

In some embodiments, the first beam includes two first reinforcing portions extending from both ends of the first main body portion in the first direction, respectively.

In the scheme, the first reinforcing parts are arranged at two ends of the first main body part in the first direction, so that the impact resistance of different positions of the vehicle is improved, the deformation amount of the vehicle under different deflection collision conditions is reduced, the safety of the vehicle is further improved, and the impact of collision and impact on personnel in the vehicle is reduced.

In some embodiments, the two first reinforcing portions are symmetrically distributed at both ends of the first main body portion.

In the above-described arrangement, the front end profile of the vehicle is generally of a symmetrical structure, and many of the part layouts of the vehicle interior are also symmetrically distributed. On this basis, this application embodiment sets up two first reinforcements symmetry, namely bottom cross beam symmetry sets up, makes first crossbeam can more be applicable to the whole overall arrangement of vehicle to this reduces the installation degree of difficulty of vehicle interior part.

In some embodiments, the subframe further comprises a connecting bracket by which the first cross member connects at least one of the first and second stringers.

In the scheme, the first cross beam is connected to at least one of the first longitudinal beam and the second longitudinal beam through the connecting bracket, and the connecting bracket can be adjusted so as to improve the connection strength between the first cross beam and the first longitudinal beam or between the first cross beam and the second longitudinal beam, and improve the overall structural reliability of the vehicle.

In some embodiments, the connecting bracket includes a first connecting portion extending in a first direction and connected to the first body portion.

In the above-mentioned scheme, in order to improve the joint strength between first main part and the first connecting portion, this application embodiment sets up first connecting portion to extend along first direction to make first connecting portion can have more area of contact with first main part in first direction, be favorable to improving the joint strength between first connecting portion and the first main part, thereby improve the joint strength between linking bridge and the first crossbeam.

In some embodiments, the number of connection brackets is a plurality, the plurality of connection brackets being spaced apart in the first direction.

In the above aspect, the main component of the first cross member is a first main body portion, and the first main body portion extends in the first direction. Therefore this application embodiment sets up a plurality of linking bridge as the interval setting in first direction, can improve the joint strength between different positions of first crossbeam and first longeron or second longeron in first direction, further improves vehicle overall structure's reliability.

In some embodiments, the first stringer includes a second body portion and a second reinforcing portion disposed at one end of the second body portion, the second body portion being inclined relative to the second body portion.

In the scheme, when the front left end of the vehicle collides in an offset manner, the second reinforcing part can be used for better absorbing the impact force generated by the collision, so that the deformation amount of the vehicle caused by the offset collision is reduced, and the impact resistance and the use safety of the vehicle are improved.

In some embodiments, at least a portion of the first reinforcing portion extends in a direction parallel to the direction in which the second reinforcing portion extends.

In the above scheme, the second reinforcing part and the first reinforcing part closest to the second reinforcing part are used for improving the anti-collision capacity of the vehicle at the same position and nearby, and on the basis, the extending directions of the second reinforcing part and the adjacent first reinforcing parts are set to be the same, so that the structural strength of the vehicle at the same position can be better improved, the risk of deformation of the vehicle at the position is reduced, and the use safety of the vehicle is improved.

In some embodiments, the projection of the first stiffening portion at least partially overlaps the projection of the second stiffening portion in the thickness direction of the first cross beam.

In the above-described aspect, since the projections of the first reinforcement portion and the second reinforcement portion in the thickness direction at least partially overlap, the first reinforcement portion may function to support the second reinforcement portion to some extent. Meanwhile, in the installation process of the first longitudinal beam and the first transverse beam, the first reinforcing part and the second reinforcing part can be fixed in a welding mode and the like, so that the connection reliability between the first transverse beam and the first longitudinal beam can be improved, and meanwhile, the first reinforcing part can be utilized to play a role in positioning the second reinforcing part, so that the layout of the internal parts of the vehicle is optimized.

In some embodiments, the first stringer is symmetrically disposed with the second stringer.

In the scheme, the first longitudinal beam and the second longitudinal beam are symmetrically arranged, so that the structural strength of the front end of the vehicle at different positions can be improved by the two longitudinal beams, the deformation of the vehicle due to offset collision and other factors is reduced, and the use safety of the vehicle is improved. Simultaneously, the first longitudinal beam and the second longitudinal beam are symmetrically arranged, so that the design and manufacturing difficulty of the two longitudinal beams can be reduced, the vehicle is suitable for the structural layout of the inside of the vehicle, and the vehicle has strong practicability.

In a second aspect, embodiments of the present application provide a vehicle comprising a torsion box in any one of the preceding embodiments.

The foregoing description is only an overview of the technical solutions of the present application, and may be implemented according to the content of the specification in order to make the technical means of the present application more clearly understood, and in order to make the above-mentioned and other objects, features and advantages of the present application more clearly understood, the following detailed description of the present application will be given.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments of the present application will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural view of a subframe of a vehicle according to an embodiment of the present application;

FIG. 2 is a schematic structural view of a subframe of yet another vehicle provided in an embodiment of the present application;

fig. 3 is a schematic structural view of a subframe of another vehicle according to an embodiment of the present application.

In the accompanying drawings:

10. a first stringer; 11. a second body portion; 12. a second reinforcing part;

20. a second stringer;

30. a first cross beam; 31. a first body portion; 32. a first reinforcing part;

40. a second cross beam;

50. a connecting bracket; 51. a first connection portion;

x, first direction.

Detailed Description

Embodiments of the technical solutions of the present application will be described in detail below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical solutions of the present application, and thus are only examples, and are not intended to limit the scope of protection of the present application.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising" and "having" and any variations thereof in the description and claims of the present application and in the description of the figures above are intended to cover non-exclusive inclusions.

In the description of the embodiments of the present application, the technical terms "first," "second," etc. are used merely to distinguish between different objects and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated, a particular order or a primary or secondary relationship. In the description of the embodiments of the present application, the meaning of "plurality" is two or more unless explicitly defined otherwise.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the present application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments.

In the description of the embodiments of the present application, the term "and/or" is merely an association relationship describing an association object, which means that three relationships may exist, for example, a and/or B may mean: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.

In the description of the embodiments of the present application, the term "plurality" refers to two or more (including two), and similarly, "plural sets" refers to two or more (including two), and "plural sheets" refers to two or more (including two).

In the description of the embodiments of the present application, the orientation or positional relationship indicated by the technical terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of describing the embodiments of the present application and for simplifying the description, rather than indicating or implying that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the embodiments of the present application.

In the description of the embodiments of the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured" and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally formed; or may be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the embodiments of the present application will be understood by those of ordinary skill in the art according to the specific circumstances.

The term "and/or" in this application is merely an association relation describing an associated object, and indicates that three relations may exist, for example, a and/or B may indicate: a exists alone, A and B exist together, and B exists alone. In this application, the character "/" generally indicates that the associated object is an or relationship.

In the embodiments of the present application, the same reference numerals denote the same components, and in the interest of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, etc. dimensions of the various components in the embodiments of the present application, as well as the overall thickness, length, width, etc. dimensions of the integrated device, are illustrative only and should not be construed as limiting the present application in any way.

The term "plurality" as used herein refers to more than two (including two).

During running of the vehicle, a collision phenomenon is liable to occur due to the influence of a driver's mishandling or other factors. While collisions are generally classified into various situations, including, for example, all-frontal collisions in which a large portion of the vehicle front is deformed or damaged by the collision, and offset collisions, depending on the actual situation. In the case of an offset crash, only a partial region of the front face of the vehicle is deformed or damaged by the crash. Specifically, offset collisions may result in deformation damage to the structure near the lamp location, i.e., the left or right front end of the vehicle.

The inventors have noted that personnel and belongings within the vehicle are more susceptible to adverse effects when offset collisions occur. The inventors have found that this is due to the fact that the number of vehicle interior parts is generally small near the left or right front end position of the vehicle, and the corresponding structural strength is weak. When offset collision occurs, the energy absorbing capacity of the internal parts of the vehicle is limited, and a large deformation amount or the risk of intrusion of part of the parts into the passenger cabin is easy to occur, so that serious injury is caused to personnel in the vehicle.

In order to solve the above problems, embodiments of the present application provide a subframe of a vehicle and a vehicle, which can reduce adverse effects caused by offset collision and improve safety of the vehicle.

Referring to fig. 1 to 3, the subframe provided in the embodiment of the present application includes a first longitudinal beam 10, a second longitudinal beam 20, a first cross beam 30, and a second cross beam 40, where the first longitudinal beam 10 and the second longitudinal beam 20 are disposed opposite to each other along a first direction X. The first cross member 30 and the second cross member 40 each connect the first side member 10 and the second side member 20, the first cross member 30 including a first main body portion 31 and a first reinforcing portion 32, the first main body portion 31 extending in the first direction X, the first reinforcing portion 32 extending from an end portion of the first main body portion 31 in the first direction X and being inclined with respect to the first main body portion 31.

The first and second stringers 10, 20 are arranged side by side in a first direction X, which may be the width direction of the vehicle, wherein the spacing of the first and second stringers 10, 20 in the first direction X is generally positively correlated with the width of the vehicle. That is, the greater the distance between the first side member 10 and the second side member 20 in the first direction X, the greater the overall width of the vehicle.

The embodiment of the present application is not limited with respect to the size and shape of the first side member 10 and the second side member 20. Illustratively, at least a portion of the first and second stringers 10, 20 extend along the length of the vehicle such that the first and second stringers 10, 20 better support other components within the vehicle in the length of the vehicle.

The first beam 30 and the second beam 40 are arranged side by side in the height direction of the vehicle, and the vehicle interior generally only comprises one beam in the normal case, while the first beam 30 is added on the basis of the second beam 40 in the embodiment of the application. The embodiment of the present application is not limited with respect to the specific positional relationship of the first beam 30 and the second beam 40. For example, the first cross member 30 may be located on a side of the second cross member 40 toward the bottom of the vehicle, or the first cross member 30 may be located on a side of the second cross member 40 toward the top of the vehicle.

The first cross beam 30 is connected to the first longitudinal beam 10 and the second longitudinal beam 20 in a manner including, but not limited to, welding, bolting, etc., and the first longitudinal beam 10 and the second longitudinal beam 20 can play a certain role in supporting and fixing the first cross beam 30 to a certain extent. The overall extension trend of the first cross member 30 is different from the overall extension trend of the first longitudinal member 10 and the second longitudinal member 20, so that the first cross member 30 can support vehicle parts in different directions relative to the first longitudinal member 10 and the second longitudinal member 20, and the overall structural stability of the vehicle is improved.

The first cross member 30 includes a first main body portion 31 and a first reinforcing portion 32, the first main body portion 31 being a main portion of the first cross member 30 and extending in the first direction X, the first main body portion 31 being capable of spanning a majority of a dimension of the vehicle in the first direction X, thereby better functioning as a support in the first direction X. Alternatively, the extending direction of the second cross member 40 is the same as the extending direction of the first main body portion 31, i.e., both extend in the first direction X.

The first reinforcement portion 32 is provided at least one end of the first main body portion 31 in the first direction X, in other words, the first reinforcement portion 32 is provided at least one end of the first main body portion 31 in the self-extending direction. The embodiment of the present application is not limited with respect to the number of the first reinforcement parts 32. The first reinforcement portion 32 may be one and provided at one end of the first body portion 31, or the first reinforcement portion 32 may be two and provided at both ends of the first body portion 31.

The connection manner and the respective material compositions between the first reinforcement portion 32 and the first main body portion 31 are not limited in this embodiment. Illustratively, the first reinforcing portion 32 and the first main body portion 31 may be made of the same material, and both may be integrally formed by injection molding or the like.

The first reinforcement portion 32 is inclined with respect to the first main body portion 31, that is, the extending direction of the first reinforcement portion 32 intersects with the extending direction of the first main body portion 31, and further, the first reinforcement portion 32 extends in a direction intersecting with the first direction X. As shown in fig. 1, the extending direction of the first main body portion 31, i.e., the first direction X, is the width direction of the vehicle, and the first reinforcement portion 32 is inclined with respect to the first main body portion 31, so that the first reinforcement portion 32 can extend in a direction approaching the left front end or the right front end of the vehicle, thereby enabling at least a partial structure of the first reinforcement portion 32 to exist near the left front end or the right front end of the vehicle, so as to improve the impact resistance at the corresponding position.

In this embodiment, the first beam 30 is additionally provided in the vehicle in addition to the second beam 40, and the presence of the first beam 30 can improve the safety of the vehicle. When the front left end or the front right end of the vehicle receives an impact force due to an offset collision, since the first reinforcement portion 32 in the first cross member 30 exists near the collision position, the first reinforcement portion 32 can participate in the offset collision to a greater extent and can absorb part of energy, thereby reducing the deformation amount of the vehicle, reducing the possibility of intrusion of vehicle interior parts into the passenger compartment due to the impact, and improving the safety of personnel in the vehicle. Meanwhile, the first reinforcing part 32 can transfer part of the impact force to the first main body part 31, so that part of the impact force is converted into horizontal thrust along the first direction X, and the displacement of the vehicle in the first direction X is assisted, so that the vehicle is far away from a collision object more quickly, the moving amount of the vehicle in the length direction of the vehicle is reduced, and the possibility of subsequent collision of the vehicle is reduced.

In some embodiments, as shown in fig. 1, the first beam 30 includes two first reinforcement parts 32, and the two first reinforcement parts 32 extend from both ends of the first body part 31 in the first direction X, respectively. Here, the extending directions of the two first reinforcing portions 32 are different, and the inclination angle of the two first reinforcing portions 32 with respect to the first main body portion 31 is not particularly limited in the present application.

Since the first body portion 31 extends in the first direction X, the first body portion 31 may have opposite ends in the first direction X. On the basis of this, the embodiment of the present application sets the number of the first reinforcement portions 32 to two, and sets the two first reinforcement portions 32 at both ends of the first main body portion 31 in the first direction X, thereby improving the collision resistance at different positions of the vehicle.

Specifically, both ends of the first main body portion 31 are located at both ends in the vehicle width direction, respectively, and both ends of the first main body portion 31 are located at both sides of the vehicle, respectively, in conjunction with fig. 1, and the first reinforcement portion 32 connected to the left side of the first main body portion 31 may extend in the left front end direction of the vehicle, thereby improving the structural strength at the position of the left front end of the vehicle, thereby reducing the amount of deformation of the vehicle when an offset collision occurs in the vicinity of the left front end of the vehicle. The first reinforcement portion 32 attached to the right side of the first main body portion 31 may extend in the right front end direction of the vehicle, thereby improving the structural strength at the right front end position of the vehicle, thereby reducing the amount of deformation of the vehicle when an offset collision occurs near the right front end of the vehicle.

To sum up, in the embodiment of the application, the first reinforcing portions 32 are arranged to be two and are respectively arranged at the two ends of the first main body portion 31 in the first direction X, so that the impact resistance of different positions of the vehicle is improved, the deformation amount of the vehicle under different deflection collision conditions is reduced, the safety of the vehicle is further improved, and the impact of collision and impact on personnel in the vehicle is reduced.

In some embodiments, two first reinforcing portions 32 are symmetrically distributed at both ends of the first body portion 31.

Reference to "symmetrically distributed" in the embodiments of the present application refers to: the shape profile of the two first reinforcing portions 32 is relatively close, and the extending tendencies of the two are symmetrical to each other. It should be noted that the structures of the two first reinforcement portions 32 are not required to be completely identical. Illustratively, only one of the two first reinforcement portions 32 may be provided with a mounting hole or the like to achieve connection fixation with other parts of the vehicle interior, which is not excessively limited by the embodiment of the present application.

The front end profile of a vehicle is typically a symmetrical structure, and many of the part layouts of the vehicle interior are also symmetrically distributed. On this basis, this application embodiment sets up two first reinforcements 32 symmetry, namely bottom cross beam symmetry sets up, makes first crossbeam 30 can more be applicable to the whole overall arrangement of vehicle to this reduces the installation degree of difficulty of vehicle internals.

In some embodiments, as shown in fig. 1 and 3, the subframe further includes a connection bracket 50, and the first cross member 30 connects at least one of the first side member 10 and the second side member 20 through the connection bracket 50.

The connection brackets 50 are used to achieve connection between at least one of the first side member 10 and the second side member 20 and the first cross member 30, and the number of the connection brackets 50 is not limited in the embodiment of the present application. The number of connecting brackets 50 is illustratively two, one for the connection between the first transverse beam 30 and the first longitudinal beam 10 and the other for the connection between the first transverse beam 30 and the second longitudinal beam 20.

In the following, the present embodiment will be described by taking the example that the first cross member 30 is connected to the first longitudinal member 10 by the connecting bracket 50, and the connecting bracket 50 has opposite ends, wherein one end is used for connecting with the first cross member 30, and the connection manner includes, but is not limited to, welding, bonding, and the like. The other end is adapted to be connected to the first stringer 10 by means including, but not limited to, welding, adhesive bonding, etc.

The embodiment of the present application is not limited with respect to the specific structure of the connection bracket 50. Illustratively, the connection bracket 50 may include two portions, both of which are connected to the first cross member 30 and the first side member 10, and the two portions may be formed in a box-type structure by splicing or welding, etc., so that the connection strength of the connection bracket 50 with respect to the first cross member 30 and the first side member 10 may be improved.

In the embodiment of the application, the first cross member 30 is connected to at least one of the first longitudinal member 10 and the second longitudinal member 20 through the connecting bracket 50, and this design can improve the connection strength between the first cross member 30 and the first longitudinal member 10 or between the first cross member 30 and the second longitudinal member 20 by adjusting the connecting bracket 50, so as to improve the overall structural reliability of the vehicle.

In some embodiments, as shown in fig. 1 and 3, the connection bracket 50 includes a first connection portion 51, and the first connection portion 51 extends along the first direction X and is connected to the first body portion 31.

The first connection portion 51 is used to connect the connection bracket 50 and the first cross member 30, and further, the first connection portion 51 is connected to the first main body portion 31. As can be seen from the foregoing, the first main body portion 31 is a beam-like structure extending along the first direction X, and on this basis, in order to improve the connection strength between the first main body portion 31 and the first connecting portion 51, in the embodiment of the present application, the first connecting portion 51 is configured to extend along the first direction X, so that the first connecting portion 51 can have a larger contact area with the first main body portion 31 in the first direction X, which is beneficial to improving the connection strength between the first connecting portion 51 and the first main body portion 31, thereby improving the connection strength between the connecting bracket 50 and the first cross beam 30.

In some embodiments, the number of the connection brackets 50 is plural, and the plural connection brackets 50 are disposed at intervals in the first direction X.

The plurality of connecting brackets 50 are connected to the first cross member 30 for connecting the first cross member 30 to at least one of the first side member 10 and the second side member 20. The embodiments of the present application are not limited with respect to the size and shape of the various connecting brackets 50. The different connecting brackets 50 may be the same or different in size and shape. Illustratively, at least a portion of the connection brackets 50 are symmetrically disposed in the first direction X.

The main component of the first cross member 30 is a first main body portion 31, and the first main body portion 31 extends in the first direction X. Therefore, in the embodiment of the application, the plurality of connecting brackets 50 are arranged at intervals in the first direction X, so that the connection strength between different positions of the first cross beam 30 in the first direction X and the first longitudinal beam 10 or the second longitudinal beam 20 can be improved, and the reliability of the overall structure of the vehicle can be further improved. Alternatively, the plurality of connection brackets 50 are connected to the first body portion 31, and are disposed at intervals on the first body portion 31.

In some embodiments, as shown in fig. 1, the first side member 10 includes a second body portion 11 and a second reinforcement portion 12 provided at one end of the second body portion 11, the second body portion 11 being inclined with respect to the second body portion 11.

The second main body 11 is a main part of the first side member 10, and the size and shape of the second main body 11 are not limited in the embodiment of the present application. Illustratively, the second body portion 11 may extend in the length direction of the vehicle, i.e., the direction of extension of the second body portion 11 may be perpendicular to the direction of extension of the first body portion 31.

The second reinforcing portion 12 is disposed at one end of the second body portion 11 in the self-extending direction, and the connection manner and the respective material composition between the second body portion 11 and the second reinforcing portion 12 are not limited in this embodiment. Illustratively, the second reinforcing portion 12 and the second main body portion 11 may be made of the same material, and both may be integrally formed by injection molding or the like.

The second reinforcement portion 12 is disposed obliquely with respect to the second main body portion 11, and in combination with fig. 1, both the second reinforcement portion 12 and the first reinforcement portion 32 at the nearest position extend in a direction approaching the left front end of the vehicle, so that at least a part of the structure in the second reinforcement portion 12 can be present at the left front end position of the vehicle, so that when an offset collision occurs at the left front end position of the vehicle, the second reinforcement portion 12 can absorb part of the impact force, thereby reducing the deformation of the vehicle, improving the impact capability of the vehicle, reducing the possibility of intrusion of the vehicle interior parts into the passenger compartment due to the impact, and improving the safety of personnel in the vehicle.

In summary, in the embodiment of the present application, the second reinforcement portion 12 is inclined with respect to the second body portion 11, so that the first longitudinal beam 10 can help to absorb part of the impact force when the vehicle collides with the second body portion, thereby reducing the deformation of the vehicle and improving the safety of the vehicle.

It should be noted that, the structure of the second longitudinal beam 20 is not limited in this embodiment, and the second longitudinal beam 20 may extend in a direction parallel to the second main body portion 11 as a whole, or alternatively, the second longitudinal beam 20 may also have a similar structure to the first longitudinal beam 10, so as to improve structural strength at other positions of the vehicle.

In some embodiments, the second reinforcement 12 is inclined with respect to the second body 11 towards the side facing away from the second longitudinal beam 20.

As is clear from the foregoing, in the embodiment of the present application, the second reinforcement portion 12 is provided obliquely with respect to the second main body portion 11 in order to improve the impact resistance of the vehicle in the event of an offset collision. On this basis, in order to ensure that the second reinforcement portion 12 can better absorb the impact force generated by the offset collision, the present embodiment provides the second reinforcement portion 12 to be inclined toward the side facing away from the second side member with respect to the second main body portion 11.

In combination with fig. 1, the second reinforcement portion 12 extends toward the left front end, so that when the left front end of the vehicle collides with the left front end, the second reinforcement portion 12 can better absorb the impact force generated by the collision, thereby reducing the deformation amount of the vehicle caused by the offset collision and improving the impact resistance and the use safety of the vehicle.

In some embodiments, at least a portion of the first reinforcement 32 extends in a direction parallel to the direction of extension of the second reinforcement 12.

The second reinforcing part 12 and the first reinforcing part 32 closest to the second reinforcing part are used for improving the anti-collision capability of the vehicle at the same position, and on the basis, the extending directions of the second reinforcing part 12 and the adjacent first reinforcing parts 32 are set to be the same, so that the structural strength of the vehicle at the same position can be better improved, the risk of deformation of the vehicle at the position is reduced, and the use safety of the vehicle is improved.

In some embodiments, the projection of the first stiffening portion 32 at least partially overlaps the projection of the second stiffening portion 12 in the thickness direction of the first cross beam 30.

Note that, the "thickness direction of the first cross member 30" referred to in the embodiment of the present application means: the height direction of the vehicle. Meanwhile, the thickness direction of the first and second stringers 10, 20 is parallel to the thickness direction of the first cross member 30, and the first cross member 30 is disposed on one side of the thickness direction of the first and second stringers 10, 20.

Since the projections of the first reinforcement portion 32 and the second reinforcement portion 12 in the thickness direction at least partially overlap, the first reinforcement portion 32 can function as a support for the second reinforcement portion 12 to some extent. Meanwhile, in the process of installing the first longitudinal beam 10 and the first transverse beam 30, the first reinforcing part 32 and the second reinforcing part 12 can be fixed in a welding mode and the like, so that the connection reliability between the first transverse beam 30 and the first longitudinal beam 10 can be improved, and meanwhile, the first reinforcing part 32 can be utilized to play a role in positioning the second reinforcing part 12, so that the layout of vehicle internal parts is optimized.

In some embodiments, the first stringer 10 is symmetrically disposed with the second stringer 20.

The second reinforcement 12 in the first side member 10 can improve the structural strength at the vehicle left front end position and reduce the deformation amount of the vehicle when offset collision occurs at the vehicle left front end position. On this basis, the embodiment of the application symmetrically distributes the second longitudinal beam 20 relative to the first longitudinal beam 10, so that part of the structure in the second longitudinal beam 20 can extend towards the right front end position of the vehicle, thereby improving the structural strength of the right front end position of the vehicle, and reducing the deformation of the vehicle when the right front end position of the vehicle is subjected to offset collision.

In this embodiment of the application, through setting up first longeron 10 and second longeron 20 symmetry for two longerons can improve the structural strength of the different positions department of vehicle front end, with this deformation volume that reduces the vehicle and produce because of factors such as offset collision improves vehicle safety in utilization. Meanwhile, the first longitudinal beam 10 and the second longitudinal beam 20 are symmetrically arranged, so that the design and manufacturing difficulty of the two longitudinal beams can be reduced, the vehicle longitudinal beam is suitable for the structural layout of the vehicle, and the vehicle longitudinal beam has strong practicability.

In a second aspect, embodiments of the present application provide a vehicle comprising a subframe in any one of the preceding embodiments.

The vehicle provided in this embodiment of the present application has the beneficial effects of the subframe in any one of the foregoing embodiments, and specific content refers to the foregoing description of the beneficial effects of the subframe, which is not repeated herein.

Referring to fig. 1 to 3, according to some embodiments of the present application, a vehicle includes a subframe, the subframe includes a first longitudinal beam 10, a second longitudinal beam 20, and a first cross member 30, the first longitudinal beam 10 and the second longitudinal beam 20 are disposed opposite to each other in a first direction X, and the first cross member 30 connects the first longitudinal beam 10 and the second longitudinal beam 20 through a connection bracket 50. The first cross member 30 includes a first main body portion 31 extending in the first direction X, and two first reinforcing portions 32 provided at both ends of the first main body portion 31 in the first direction X, each of the first reinforcing portions 32 being provided obliquely with respect to the first main body portion 31.

The first side member 10 includes a second main body portion 11 and a second reinforcing portion 12 provided at one end of the second main body portion 11, the second reinforcing portion 12 being inclined with respect to the second main body portion 11. The extending direction of the second reinforcement 12 is parallel to the extending direction of the first reinforcement 32, and in the thickness direction of the first cross member 30, the projection of the first reinforcement 32 at least partially overlaps the projection of the second reinforcement 12. Wherein the first stringers 10 are symmetrically arranged with the second stringers 20.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the embodiments, and are intended to be included within the scope of the claims and description. In particular, the technical features mentioned in the respective embodiments may be combined in any manner as long as there is no structural conflict. The present application is not limited to the specific embodiments disclosed herein, but encompasses all technical solutions falling within the scope of the claims.

Claims (12)

1. A subframe for a vehicle, comprising:

the first longitudinal beam and the second longitudinal beam are oppositely arranged along the first direction;

the first transverse beam and the second transverse beam are both connected with the first longitudinal beam and the second longitudinal beam, the first transverse beam comprises a first main body portion and a first reinforcing portion, the first main body portion extends along the first direction, and the first reinforcing portion extends from the end portion of the first main body portion in the first direction and is inclined relative to the first main body portion.

2. The subframe according to claim 1, wherein the first cross member includes two first reinforcing portions extending from both ends of the first main body portion in the first direction, respectively.

3. The subframe of claim 2 wherein two of said first reinforcing portions are symmetrically disposed at opposite ends of said first body portion.

4. A subframe according to any one of claims 1 to 3, further comprising a connecting bracket by which the first cross member is connected to at least one of the first and second longitudinal members.

5. The subframe of claim 4 wherein said connecting bracket includes a first connecting portion extending in said first direction and connected to said first body portion.

6. The subframe of claim 4 wherein said plurality of connection brackets are a plurality of said connection brackets being spaced apart in said first direction.

7. The subframe of claim 1 wherein said first rail comprises a second body portion and a second reinforcement portion disposed at one end of said second body portion, said second reinforcement portion being inclined relative to said second body portion.

8. The subframe of claim 7 wherein said second reinforcement portion is inclined relative to said second body portion toward a side thereof facing away from said second rail.

9. The subframe of claim 7 wherein at least a portion of the first reinforcement portion extends in a direction parallel to the direction of extension of the second reinforcement portion.

10. The subframe according to any one of claims 7 to 9, characterized in that a projection of the first reinforcement portion at least partially overlaps a projection of the second reinforcement portion in a thickness direction of the first cross member.

11. The subframe of claim 1 or 7 wherein the first rail and the second rail are symmetrically disposed.

12. A vehicle comprising a subframe according to any one of claims 1 to 11.

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