CN219215160U - Vehicle and auxiliary frame thereof - Google Patents

Abstract

The application discloses a vehicle and sub-frame thereof. The subframe includes two stringers and a cross member. The two longitudinal beams are oppositely arranged, each longitudinal beam is provided with a plurality of grooves, and the grooves are arranged at intervals along the extending direction of the longitudinal beam. The cross beam connects the two stringers. The grooves are formed in the longitudinal beams, so that the longitudinal beams are guided to bend at positions corresponding to the grooves when the vehicle collides, energy is effectively absorbed, and the backward movement of the auxiliary frame is reduced. The longitudinal beams can be guided to be bent at a plurality of positions by the grooves, so that the auxiliary frame can absorb more energy, the backward movement of the auxiliary frame is reduced, the risk that the auxiliary frame invades the passenger cabin and extrudes the battery is reduced, and the safety is improved.

Description

Vehicle and auxiliary frame thereof

Technical Field

The present application relates to the field of vehicles, and in particular, to a vehicle and a subframe thereof.

Background

At present, along with rapid development of automation and intellectualization, new energy automobiles are increasingly popular and purchased by the masses; the sales volume of new energy automobiles is increased, the use frequency is increased, and driving road conditions and use scenes are more complex and changeable.

How to improve safety is one of the research directions in vehicle technology.

Disclosure of Invention

The application provides a vehicle and sub-frame thereof, which can improve safety.

In a first aspect, the present application provides a subframe for a vehicle that includes two stringers and a cross-member. The two longitudinal beams are oppositely arranged, each longitudinal beam is provided with a plurality of grooves, and the grooves are arranged at intervals along the extending direction of the longitudinal beam. The cross beam connects the two stringers.

The grooves are formed in the longitudinal beams, so that the longitudinal beams are guided to bend at positions corresponding to the grooves when the vehicle collides, energy is effectively absorbed, and the backward movement of the auxiliary frame is reduced. The longitudinal beams can be guided to be bent at a plurality of positions by the grooves, so that the auxiliary frame can absorb more energy, the backward movement of the auxiliary frame is reduced, the risk that the auxiliary frame invades the passenger cabin and extrudes the battery is reduced, and the safety is improved.

In some embodiments, the two stringers are oppositely disposed along the first direction. The grooves of the two longitudinal beams are arranged in a one-to-one correspondence along the first direction.

When a vehicle collides, the grooves of the two longitudinal beams correspond in position, and the two longitudinal beams can be bent at the same position, so that the deformation of the auxiliary frame is easier to control, the risk that the auxiliary frame invades a passenger cabin and extrudes a battery is reduced, and the safety is improved.

In some embodiments, the subframe includes a plurality of cross members including a first cross member and a second cross member. Each longitudinal beam comprises a longitudinal beam main body, a first connecting part and a second connecting part, wherein the first connecting part and the second connecting part extend from two ends of the longitudinal beam main body respectively. The first connecting parts of the two longitudinal beams are respectively connected to the two ends of the first cross beam, and the second connecting parts of the two longitudinal beams are respectively connected to the two ends of the second cross beam.

The first cross beam, the second cross beam and the two longitudinal beams are connected and form a frame structure, so that the integral strength of the auxiliary frame is improved, and other parts can be conveniently mounted on the auxiliary frame.

In some embodiments, the plurality of grooves includes a first groove and a second groove disposed in the rail body.

When the vehicle collides, the longitudinal beam absorbs energy and bends at the first groove and the second groove, so that the backward movement of the auxiliary frame is reduced, the risk that the auxiliary frame invades the passenger cabin and presses the battery is reduced, and the safety is improved. The first groove and the second groove are formed in the longitudinal beam main body, and the longitudinal beam main body is located between the first cross beam and the second cross beam, so that the risk that the first cross beam and the second cross beam interfere with bending of the longitudinal beam at the first groove and the second groove can be reduced.

In some embodiments, the first groove and the second groove are both disposed on an upper surface of the rail body.

When a vehicle collides, the longitudinal beam absorbs energy and bends at the first groove and the second groove, so that the middle part of the auxiliary frame integrally sinks, and a U-shaped bending effect is generated; after the U-shaped bending, the displacement amount of the auxiliary frame generated backwards is small, so that the backward movement of the auxiliary frame is reduced, the risk that the auxiliary frame invades a passenger cabin and extrudes a battery is reduced, and the safety is improved.

In some embodiments, the first beam and the second beam are disposed opposite in a second direction. In the second direction, the first groove is closer to the first beam than the second groove. The second groove is arranged near the middle of the longitudinal beam main body along the extending direction.

The second groove is close to the middle part of the longitudinal beam main body along the extending direction, so that the longitudinal beam is easier to bend at the second groove. The first recess sets up in the one side that the second recess is close to first crossbeam, can make the twice department of bending of longeron all be close to first crossbeam to for deformation and displacement of sub vehicle frame provide the space, reduce the risk that the longeron can't bend in certain recess department.

In some embodiments, an end of the second connection portion remote from the rail body is higher than a portion of the rail body where the second groove is provided.

The second groove is lower, and when the vehicle collides, the longitudinal beam can be rapidly and stably bent at the second groove and sink, so that the sinking effect of the auxiliary frame is improved, the backward displacement of the auxiliary frame is reduced, and the safety of the passenger cabin is improved.

In some embodiments, an end of the first connection portion remote from the rail body is higher than a portion of the rail body where the first groove is provided.

The first groove is lower, and when the vehicle collides, the longitudinal beam can be rapidly and stably bent at the first groove and sink, so that the sinking effect of the auxiliary frame is improved, the backward displacement of the auxiliary frame is reduced, and the safety of the passenger cabin is improved.

In some embodiments, the first groove is disposed at an end of the rail body proximate to the first connection portion. According to the embodiment of the application, the distance between the first groove and the second groove can be increased, so that the sinking area of the auxiliary frame is increased, and the backward displacement of the auxiliary frame is reduced.

In some embodiments, the first connection portion protrudes from the first cross member in a direction away from the rail body, and an end of the first connection portion facing away from the rail body has a connection structure for connection to a body of a vehicle. The plurality of grooves further comprise third grooves, the third grooves are arranged on the parts, protruding out of the first cross beam, of the first connecting portions, and the third grooves are arranged on one side, close to the longitudinal beam main body, of the connecting structure.

When a vehicle collides, the longitudinal beam absorbs energy and bends at the first groove and the second groove; when the collision force is large, the longitudinal beam can be further bent at the third groove, so that the backward movement of the connecting structure is reduced, and the risks of deformation of the vehicle body and extrusion of the battery are reduced. The third groove is arranged at the part of the first connecting part protruding from the first cross beam, so that the risk that the first cross beam interferes with the longitudinal beam to bend at the third groove can be reduced.

In some embodiments, the third groove is disposed on a lower surface of the first connection portion. When the vehicle collides, the longitudinal beam can be bent downwards at the third groove, so that the whole auxiliary frame sinks, and the backward movement amount of the auxiliary frame is reduced.

In a second aspect, the present application provides a vehicle comprising a subframe provided according to any one of the embodiments of the first aspect.

Drawings

Features, advantages, and technical effects of exemplary embodiments of the present application will be described below with reference to the accompanying drawings.

Fig. 1 is a schematic structural diagram of a subframe according to some embodiments of the present disclosure;

FIG. 2 is a schematic top view of a subframe according to some embodiments of the present disclosure;

FIG. 3 is an enlarged schematic view of FIG. 1 at circle A;

FIG. 4 is a schematic structural view of a rail of a subframe provided in some embodiments of the present application;

FIG. 5 is a schematic view of a rail structure of a subframe according to further embodiments of the present disclosure;

fig. 6 is a schematic structural diagram of a vehicle according to some embodiments of the present application.

In the drawings, the drawings are not necessarily to scale.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without making any inventive effort, are intended to be within the scope of the present application.

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions in the embodiments of the present application will be clearly described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope 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 in the description of the application 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. The terms first, second and the like in the description and in the claims or in the above-described figures, are used for distinguishing between different objects and not necessarily for describing a particular sequential or chronological order.

Reference in the specification 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 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.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "attached" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

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).

The term "parallel" in this application includes not only the case of absolute parallelism, but also the case of substantially parallelism as is conventionally recognized in engineering; meanwhile, "vertical" includes not only the case of absolute vertical but also the case of substantially vertical as conventionally recognized in engineering.

The driving road condition and the use scene of the new energy automobile are complex and changeable, which makes the safety of the automobile face serious challenges. The subframe plays an important role in a frontal collision of the vehicle as part of the cabin structure.

In the related art, in the event of a frontal collision of a vehicle, the subframe has limited energy that can be absorbed, and it is difficult to completely avoid the risk of the subframe invading the passenger compartment and squeezing the battery, which may result in a safety accident, due to the rearward movement of the front cabin parts (e.g., the power train) caused by the collision.

In view of this, this embodiment provides a sub vehicle frame, and it is through setting up a plurality of recesses on the longeron of sub vehicle frame to when the vehicle bumps, guide longeron is bent at recess department, thereby reduces the back of sub vehicle frame, reduces the risk that the sub vehicle frame invaded the passenger cabin and extrudes the battery, improves the security.

The technical scheme described in the embodiment of the application is suitable for vehicles. The vehicle can be a fuel oil vehicle, a fuel gas vehicle or a new energy vehicle, and the new energy vehicle can be a pure electric vehicle, a hybrid electric vehicle or a range-extended vehicle and the like.

Fig. 1 is a schematic structural diagram of a subframe according to some embodiments of the present disclosure; FIG. 2 is a schematic top view of a subframe according to some embodiments of the present disclosure; fig. 3 is an enlarged schematic view of fig. 1 at circle a.

As shown in fig. 1 to 3, an embodiment of the present application provides a subframe 100 of a vehicle, which includes two side members 1 and a cross member 2. The two longitudinal beams 1 are oppositely arranged; each side member 1 is provided with a plurality of grooves 11, and the plurality of grooves 11 are arranged at intervals along the extending direction of the side member 1. The cross member 2 connects the two stringers 1.

The subframe 100 is a chassis system component that provides mounting points for components such as suspension swing arms, power assemblies, stabilizer bars, and the like.

The number of the cross beams 2 may be one or a plurality. The shape of the two stringers 1 may or may not be identical.

The groove 11 is recessed with respect to the outer surface of the stringer 1.

The shape of the plurality of grooves 11 in the side member 1 is not limited in this application. Illustratively, the plurality of grooves 11 on the stringers 1 may or may not be identical in shape.

The number, position and shape of the grooves 11 of the two stringers 1 are not limited in this application. The number of grooves 11 of the two stringers 1 may or may not be the same; the positions of the grooves 11 of the two longitudinal beams 1 may or may not correspond; the shape of the grooves 11 of the two stringers 1 may or may not be identical.

The groove 11 is formed in the longitudinal beam 1, so that when a vehicle collides, the longitudinal beam 1 is guided to bend at a position corresponding to the groove 11, energy is effectively absorbed, and the backward movement of the auxiliary frame 100 is reduced. The plurality of grooves 11 can guide the longitudinal beam 1 to bend at a plurality of positions, so that the auxiliary frame 100 can absorb more energy, the backward movement of the auxiliary frame 100 is reduced, the risk that the auxiliary frame 100 invades the passenger cabin and presses the battery is reduced, and the safety is improved.

In some embodiments, two stringers 1 are oppositely disposed along the first direction X. The plurality of grooves 11 of the two stringers 1 are arranged in a one-to-one correspondence along the first direction X.

When a vehicle collides, the two longitudinal beams 1 can be bent at the same position generally because the positions of the grooves 11 of the two longitudinal beams 1 correspond, so that the deformation of the auxiliary frame 100 can be controlled more easily, the risk that the auxiliary frame 100 invades the passenger cabin and presses the battery is reduced, and the safety is improved.

In some embodiments, at least one groove 11 penetrates the stringer 1 in the first direction X. The grooves 11 penetrate through the stringers 1, so that the local strength of the stringers 1 can be reduced, and bending of the stringers 1 at positions corresponding to the grooves 11 can be more effectively guided.

In some embodiments, the stringers 1 comprise opposite inner and outer sides, the inner sides of the two stringers 1 facing each other and the outer sides of the two stringers 1 being opposite each other. Each groove 11 penetrates the side member 1, and both ends of the groove 11 extend to the inner side surface and the outer side surface, respectively.

In some embodiments, subframe 100 includes a plurality of cross members 2, and plurality of cross members 2 includes a first cross member 21 and a second cross member 22. Each side member 1 includes a side member main body 14, a first connecting portion 15, and a second connecting portion 16, and the first connecting portion 15 and the second connecting portion 16 extend from both ends of the side member main body 14, respectively. The first connecting portions 15 of the two stringers 1 are connected to both ends of the first cross member 21, respectively, and the second connecting portions 16 of the two stringers 1 are connected to both ends of the second cross member 22, respectively.

The first cross member 21, the second cross member 22, and the two side members 1 are connected and form a frame structure, thereby improving the strength of the entire subframe 100 and facilitating the installation of other components on the subframe 100.

In some embodiments, the plurality of grooves 11 includes a first groove 11a and a second groove 11b provided to the rail main body 14.

When the vehicle collides, the longitudinal beam 1 absorbs energy and bends at the first groove and the second groove, so that the backward movement of the auxiliary frame 100 is reduced, the risk that the auxiliary frame 100 invades the passenger cabin and presses the battery is reduced, and the safety is improved. The first groove 11a and the second groove 11b are formed in the longitudinal beam main body 14, and the longitudinal beam main body 14 is located between the first cross beam 21 and the second cross beam 22, so that the risk that the first cross beam 21 and the second cross beam 22 interfere with bending of the longitudinal beam 1 at the first groove and the second groove can be reduced.

In some embodiments, the first beam 21 and the second beam 22 are disposed opposite in the second direction Y. Alternatively, the first direction X is perpendicular to the second direction Y.

In some embodiments, the second direction Y is parallel to the front-rear direction of the vehicle; in the vehicle, the second cross member 22 is located in front of the first cross member 21.

When the vehicle collides, the second cross beam 22 and the longitudinal beam 1 are impacted, and the second cross beam 22 is displaced backwards; the side member 1 absorbs energy and bends at the first groove and the second groove, thereby reducing the energy transmitted to the first cross member 21, reducing the rearward displacement of the first cross member 21, reducing the risk of intrusion of the first cross member 21 and the side member 1 into the passenger compartment and squeezing the battery, and improving safety.

In some embodiments, the first groove 11a and the second groove 11b are both provided on the upper surface 14a of the rail main body 14.

The upper surface 14a of the rail main body 14 is a surface of the rail main body 14 facing away from the ground when the subframe 100 is mounted to the vehicle. The upper surface 14a of the rail main body 14 may be a flat surface or a curved surface. Illustratively, the upper surface 14a of the rail body 14 connects the inboard and outboard sides.

When a vehicle collides, the longitudinal beam 1 absorbs energy and bends at the first groove and the second groove, so that the middle part of the auxiliary frame 100 is wholly sunk, and a U-shaped bending effect is generated; after the U-shaped bending of the longitudinal beam 1, the displacement amount generated by the auxiliary frame 100 backwards is small, so that the backward movement of the auxiliary frame 100 is reduced, the risk that the auxiliary frame 100 invades a passenger cabin and presses a battery is reduced, and the safety is improved.

In some embodiments, the powertrain of the vehicle may be mounted to the rail body 14. When the longitudinal beam 1 is bent in a U shape, the power assembly can sink along with the auxiliary frame 100, so that the backward movement of the power assembly is reduced, the risk that the power assembly invades a passenger cabin and presses a battery is reduced, and the safety is improved.

In some embodiments, the first beam 21 and the second beam 22 are disposed opposite in the second direction Y. In the second direction Y, the first groove 11a is closer to the first cross member 21 than the second groove 11b. The second groove 11b is provided near the middle of the side member main body 14 in the extending direction.

The arrangement of the second groove 11b near the middle of the side member main body 14 in the extending direction means that: the second groove 11b is provided in a middle region of the rail main body 14 in the extending direction. Illustratively, in the extension direction of the rail body 14, the length of the middle region is 30% of the total length of the rail body 14, and the length of the edge regions on both sides of the middle region is 35% of the total length of the rail body 14.

When the vehicle collides, the second cross beam 22 and the longitudinal beam 1 are impacted, and the second cross beam 22 is displaced backwards; the longitudinal beam 1 absorbs energy and bends at the second groove, drives the whole power assembly to sink, then, the longitudinal beam 1 bends at the first groove rapidly, the middle part of the whole auxiliary frame 100 sinks integrally, the U-shaped bending effect is achieved, the risk that the first cross beam 21 and the longitudinal beam 1 invade a passenger cabin and squeeze a battery is reduced, and safety is improved.

The second groove 11b is provided near the middle of the side member main body 14 in the extending direction, so that the side member 1 can be more easily bent at the second groove. The first groove 11a is arranged on one side, close to the first cross beam 21, of the second groove 11b, so that two bending positions of the longitudinal beam 1 can be close to the first cross beam 21, space is provided for deformation and displacement of the auxiliary frame 100, and the risk that the longitudinal beam 1 cannot be bent at a certain groove is reduced.

In some embodiments, the first groove 11a is provided at an end of the rail main body 14 near the first connecting portion 15.

The distance between the first groove 11a and the second groove 11b can be increased, so that the sinking area of the auxiliary frame 100 is increased, and the backward displacement of the auxiliary frame 100 is reduced.

In some embodiments, the first connection portion 15 protrudes from the first cross member 21 in a direction away from the rail main body 14, and an end of the first connection portion 15 facing away from the rail main body 14 has a connection structure 151, the connection structure 151 being for connection to a body of a vehicle. The plurality of grooves 11 further includes a third groove 11c, the third groove 11c is disposed at a portion of the first connecting portion 15 protruding from the first cross member 21, and the third groove 11c is disposed at a side of the connecting structure 151 near the stringer main body 14.

The embodiments of the present application are not limited to a specific form of the connection structure 151, for example, the connection structure 151 may include at least one of a hole, a pin, and a shaft, but of course, the connection structure 151 may include other structures.

When the vehicle collides, the longitudinal beam 1 absorbs energy and bends at the first groove and the second groove; when the collision force is large, the longitudinal beam 1 can be further bent at the third groove, so that the backward movement of the connecting structure 151 is reduced, and the risks of deformation of the vehicle body and extrusion of the battery are reduced. The third groove 11c is disposed at the portion of the first connecting portion 15 protruding from the first cross member 21, so that the risk that the first cross member 21 interferes with bending of the longitudinal beam 1 at the third groove can be reduced.

In some embodiments, the connection structure 151 includes mounting holes through which fasteners may mount the first connection 15 to the vehicle body.

In some embodiments, the third groove 11c is provided at the lower surface 15a of the first connecting portion 15.

The lower surface 15a of the first connecting portion 15 is a surface of the first connecting portion 15 that faces the ground when the subframe 100 is mounted to the vehicle. The lower surface 15a of the first connecting portion 15 may be a flat surface or a curved surface. Illustratively, the lower surface 15a of the first connecting portion 15 connects the inner and outer sides.

When the vehicle collides, the longitudinal beam 1 can be bent downwards at the third groove, so that the whole auxiliary frame 100 is sunk, and the backward movement amount of the auxiliary frame 100 is reduced.

In some embodiments, the subframe 100 further comprises a third cross member 23, the third cross member 23 being disposed on the upper side of the second cross member 22 and connecting the two stringers 1.

Fig. 4 is a schematic structural view of a rail of a subframe according to some embodiments of the present disclosure.

As shown in fig. 4, in some embodiments, the end of the second connecting portion 16 remote from the side member main body 14 is higher than the portion of the side member main body 14 where the second groove 11b is provided.

The end of the second connecting portion 16 remote from the side member main body 14 is simply referred to as an end 16a of the second connecting portion 16, and the portion of the side member main body 14 where the second groove 11b is provided is simply referred to as a second groove portion.

The second groove portion means: the solid portion of the stringer 1 corresponding to the second groove 11b in the height direction Z.

By "above" is meant that in the vehicle, the maximum distance between the end 16a of the second connecting portion 16 and the ground is greater than the maximum distance between the second recessed portion and the ground.

The second groove 11b is lower, and when the vehicle collides, the longitudinal beam 1 can be rapidly and stably bent and sunk at the second groove, so that the sinking effect of the auxiliary frame 100 is improved, the backward displacement of the auxiliary frame 100 is reduced, and the safety of the passenger cabin is improved.

Fig. 5 is a schematic structural view of a rail of a subframe according to further embodiments of the present application.

As shown in fig. 5, in some embodiments, the end of the first connecting portion 15 remote from the rail main body 14 is higher than the portion of the rail main body 14 where the first groove 11a is provided.

The end of the first connecting portion 15 remote from the side member main body 14 is simply referred to as an end 15b of the first connecting portion 15, and the portion of the side member main body 14 where the first groove 11a is provided is simply referred to as a first groove portion.

The first groove portion means: the solid portion of the stringer 1 corresponding to the first groove 11a in the height direction Z.

By "above" is meant that in the vehicle, the maximum distance between the end portion 15b of the first connecting portion 15 and the ground is greater than the maximum distance between the first recessed portion and the ground.

The first groove 11a is lower, and when the vehicle collides, the longitudinal beam 1 can be rapidly and stably bent at the first groove and sink, so that the sinking effect of the auxiliary frame 100 is improved, the backward displacement of the auxiliary frame 100 is reduced, and the safety of the passenger cabin is improved.

In some embodiments, the end of the second connecting portion 16 remote from the rail main body 14 is higher than the portion of the rail main body 14 where the second groove 11b is provided.

Fig. 6 is a schematic structural diagram of a vehicle according to some embodiments of the present application.

As shown in fig. 6, an embodiment of the present application further provides a vehicle including the subframe 100 provided in any of the foregoing embodiments.

In some embodiments, the vehicle further includes a battery 200. The battery 200 may be disposed at the bottom or the head or the tail of the vehicle. The battery 200 may be used for power supply of a vehicle, for example, the battery 200 may be used as an operating power source of the vehicle.

In some embodiments, battery 200 may not only serve as an operating power source for the vehicle, but may also serve as a driving power source for the vehicle, instead of or in part instead of fuel oil or natural gas, to provide driving power for the vehicle.

In some embodiments, the vehicle further includes an electric machine, a body, an electrical device, and the like.

Referring to fig. 1 to 3, an embodiment of the present application provides a subframe 100 of a vehicle, which includes two side members 1, a first cross member 21, and a second cross member 22. The two longitudinal beams 1 are oppositely arranged; each stringer 1 is provided with a first groove 11a, a second groove 11b and a third groove 11c.

Each side member 1 includes a side member main body 14, a first connecting portion 15, and a second connecting portion 16, and the first connecting portion 15 and the second connecting portion 16 extend from both ends of the side member main body 14, respectively. The first connecting portions 15 of the two stringers 1 are connected to both ends of the first cross member 21, respectively, and the second connecting portions 16 of the two stringers 1 are connected to both ends of the second cross member 22, respectively. The first groove 11a and the second groove 11b are provided on the upper surface 14a of the side member main body 14 at intervals along the extending direction of the side member 1.

The first connecting portion 15 protrudes from the first cross member 21 in a direction away from the longitudinal beam main body 14, and an end of the first connecting portion 15 away from the longitudinal beam main body 14 has a connecting structure 151, the connecting structure 151 being for connection to a body of a vehicle. The third groove 11c is disposed at a portion of the first connecting portion 15 protruding from the first cross member 21, and the third groove 11c is disposed at a side of the connecting structure 151 near the rail main body 14. The third groove 11c is provided on the lower surface 15a of the first connecting portion 15.

When collision happens, the auxiliary frame 100 absorbs energy and bends at the second groove to drive the whole power assembly to sink, then bends at the first groove rapidly, the middle part of the whole auxiliary frame 100 sinks integrally to generate a U-shaped bending effect, and the displacement generated by the U-shaped bending backwards is smaller, so that the risk that the first cross beam 21 drives the longitudinal beam 1 to move backwards continuously is reduced. The subframe 100 is further bent at the third groove, so that the connection point of the subframe 100 and the vehicle body is not extruded backwards, and the risk of extrusion of the battery 200 is reduced. According to the embodiment of the application, the energy absorption of the auxiliary frame 100 can be ensured, the whole auxiliary frame 100 drives the power assembly to sink, the backward movement amount of the auxiliary frame 100 is greatly reduced, and the safety of a passenger cabin is ensured. The three-groove design enables the auxiliary frame 100 to be bent more effectively and thoroughly, not only reduces deformation of the passenger cabin, but also ensures safety of the battery 200.

While the present application has been described with reference to a preferred embodiment, various modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the present application, and in particular, the technical features mentioned in the various 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 (11)

1. A subframe for a vehicle, comprising:

the two longitudinal beams are oppositely arranged, each longitudinal beam is provided with a plurality of grooves, and the grooves are arranged at intervals along the extending direction of the longitudinal beam; and

and the cross beam is connected with the two longitudinal beams.

2. The subframe of claim 1 wherein said two stringers are oppositely disposed along a first direction;

the grooves of the two longitudinal beams are arranged in a one-to-one correspondence along the first direction.

3. The subframe of claim 1 or 2 wherein the subframe comprises a plurality of said cross members including a first cross member and a second cross member;

each longitudinal beam comprises a longitudinal beam main body, a first connecting part and a second connecting part, wherein the first connecting part and the second connecting part extend from two ends of the longitudinal beam main body respectively;

the first connecting parts of the two longitudinal beams are respectively connected to the two ends of the first cross beam, and the second connecting parts of the two longitudinal beams are respectively connected to the two ends of the second cross beam.

4. The subframe of claim 3 wherein said plurality of grooves comprises a first groove and a second groove disposed in said rail body.

5. The subframe of claim 4 wherein said first and second recesses are each disposed on an upper surface of said rail body.

6. The subframe of claim 5 wherein said first and second cross members are oppositely disposed in a second direction;

in the second direction, the first groove is closer to the first beam than the second groove;

the second groove is arranged near the middle of the longitudinal beam main body along the extending direction.

7. The subframe according to claim 6, wherein an end of the second connecting portion remote from the side member body is higher than a portion of the side member body where the second groove is provided; and/or

The end of the first connecting portion, which is far away from the longitudinal beam main body, is higher than the portion of the longitudinal beam main body, where the first groove is arranged.

8. The subframe of claim 6 wherein said first groove is disposed at an end of said rail body proximate said first connection portion.

9. The subframe of claim 4 wherein said first connection portion projects from said first cross member in a direction away from said rail body and wherein an end of said first connection portion facing away from said rail body has a connection structure for connection to a body of a vehicle;

the plurality of grooves further comprise third grooves, the third grooves are arranged on the parts, protruding out of the first cross beams, of the first connecting portions, and the third grooves are arranged on one side, close to the longitudinal beam main body, of the connecting structure.

10. The subframe of claim 9 wherein said third recess is provided in a lower surface of said first connecting portion.

11. A vehicle comprising a subframe according to any one of claims 1-10.

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