WO2025156752A1 - 一种副车架总成及车辆 - Google Patents

一种副车架总成及车辆

Info

Publication number
WO2025156752A1
WO2025156752A1 PCT/CN2024/128622 CN2024128622W WO2025156752A1 WO 2025156752 A1 WO2025156752 A1 WO 2025156752A1 CN 2024128622 W CN2024128622 W CN 2024128622W WO 2025156752 A1 WO2025156752 A1 WO 2025156752A1
Authority
WO
WIPO (PCT)
Prior art keywords
longitudinal
transverse
plate
subframe assembly
longitudinal portion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2024/128622
Other languages
English (en)
French (fr)
Inventor
王巽
林德佳
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202410094264.1A external-priority patent/CN117963001A/zh
Priority claimed from CN202420163805.7U external-priority patent/CN221541723U/zh
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Publication of WO2025156752A1 publication Critical patent/WO2025156752A1/zh
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members

Definitions

  • the present invention belongs to the technical field of vehicle accessories, and in particular relates to a subframe assembly and a vehicle.
  • the vehicle's front subframe needs to assume more energy absorption and bending tasks, but the current front subframe cannot effectively meet the increasingly stringent collision performance requirements of small offset collisions and full frontal collisions.
  • the present invention addresses the technical problem that the subframe in the prior art cannot take into account both the economy and collision performance requirements of the entire vehicle, and provides a subframe assembly and a vehicle.
  • an embodiment of the present invention provides a subframe assembly, comprising a first longitudinal beam, a second longitudinal beam, a front cross beam, and a rear cross beam spaced apart from the front cross beam;
  • the first longitudinal beam includes a first longitudinal portion and a first transverse portion, wherein the first transverse portion is connected between a front end of the first longitudinal portion and a first end of the front transverse beam; an end of the first longitudinal portion away from the first transverse portion is connected to the first end of the rear transverse beam;
  • the second longitudinal beam includes a second longitudinal portion and a second transverse portion, the second transverse portion is connected between the front end of the second longitudinal portion and the second end of the front cross beam; an end of the second longitudinal portion away from the second transverse portion is connected to the second end of the rear cross beam.
  • the first longitudinal portion includes a first lower longitudinal plate and a first upper longitudinal plate, both connected to the first end of the rear cross beam; the first upper longitudinal plate is mounted on the first lower longitudinal plate and forms a first crushing space with the first lower longitudinal plate;
  • the second longitudinal portion includes a second lower longitudinal plate and a second upper longitudinal plate, both of which are connected to the second end of the rear cross beam; the second upper longitudinal plate is mounted on the second lower longitudinal plate and surrounds the second lower longitudinal plate. Into the second crushing space.
  • the first transverse reinforcing plate, the first transverse reinforcing plate, the second transverse reinforcing plate, and the first longitudinal portion further include a first transverse reinforcing plate; the first transverse reinforcing plate is connected between the first upper longitudinal plate and the first lower longitudinal plate and is located in the first crushing space;
  • the second longitudinal portion further includes a second transverse reinforcing plate; the second transverse reinforcing plate is connected between the second upper longitudinal plate and the second lower longitudinal plate and is located in the second crushing space.
  • the first longitudinal portion further includes a first longitudinal reinforcing plate; the first longitudinal reinforcing plate is connected between the first upper longitudinal plate and the first lower longitudinal plate and is located in the first crushing space; the first longitudinal reinforcing plate is connected to the first transverse reinforcing plate and is located between the first transverse reinforcing plate and the first transverse portion;
  • the second longitudinal portion also includes a second longitudinal reinforcing plate; the second longitudinal reinforcing plate is connected between the second upper longitudinal plate and the second lower longitudinal plate and is located in the second crushing space; the second longitudinal reinforcing plate is connected to the second transverse reinforcing plate and is located between the second transverse reinforcing plate and the second transverse portion.
  • the first transverse portion includes a first lower transverse plate and a first upper transverse plate mounted on the first lower transverse plate; the first lower transverse plate is connected between the front end of the first lower longitudinal plate and the first end of the front transverse beam; the first upper transverse plate is connected between the front end of the first upper longitudinal plate and the first end of the front transverse beam;
  • the second transverse portion includes a second lower transverse plate and a second upper transverse plate installed on the second lower transverse plate; the second lower transverse plate is connected between the front end of the second lower longitudinal plate and the second end of the front transverse beam; the second upper transverse plate is connected between the front end of the second upper longitudinal plate and the second end of the front transverse beam.
  • the first longitudinal portion further comprises a first tangential reinforcing plate provided along the length direction of the first longitudinal portion; the first tangential reinforcing plate connects the first longitudinal portion and the first transverse portion;
  • the second longitudinal portion further includes a second tangential reinforcing plate provided along a length direction of the second longitudinal portion; the second tangential reinforcing plate connects the second longitudinal portion and the second transverse portion.
  • the subframe assembly further includes a first transverse rib transversely disposed on the first transverse portion, and a second transverse rib transversely disposed on the second transverse portion.
  • the sub-frame assembly further includes a first longitudinal rib longitudinally arranged at a front end of the first longitudinal portion, and a second longitudinal rib longitudinally arranged at a front end of the second longitudinal portion.
  • the sub-frame assembly further includes a third transverse rib transversely arranged at the rear end of the first longitudinal portion, and a fourth transverse rib transversely arranged at the rear end of the second longitudinal portion.
  • the subframe assembly further comprises transverse inducing ribs and longitudinal inducing ribs provided on the rear cross member, and the longitudinal inducing ribs are arranged crosswise with the transverse inducing ribs.
  • the subframe assembly further comprises a first energy absorbing box connected to the front end of the first transverse portion and having a first energy absorbing space, and a second energy absorbing box connected to the front end of the second transverse portion and having a second energy absorbing space;
  • At least two crush ribs are arranged at intervals in each of the first energy absorbing space and the second energy absorbing space.
  • a first wave inducing surface is provided on the outer side wall of the first energy absorbing box, and a second wave inducing surface is provided on the outer side wall of the second energy absorbing box; and the wave extension direction of the first wave inducing surface and the second wave inducing surface is perpendicular to the front crossbeam.
  • the plate thickness of the first transverse portion and the front cross beam is smaller than the plate thickness of the first longitudinal portion; and the plate thickness of the second transverse portion and the front cross beam is smaller than the plate thickness of the second longitudinal portion.
  • the subframe assembly further includes a first induction groove and a second induction groove spaced apart on the first longitudinal portion, and a third induction groove and a fourth induction groove spaced apart on the second longitudinal portion; the first induction groove is located between the first transverse portion and the second induction groove; the third induction groove is located between the second transverse portion and the fourth induction groove.
  • the subframe assembly further comprises a first suspension mounting bracket mounted on the front cross member, and a second suspension mounting bracket mounted on the second cross portion;
  • the subframe assembly further includes a first calf protection bracket mounted on the first transverse portion, and a second calf protection bracket mounted on the front cross member, wherein the second calf protection bracket is located between the first suspension mounting bracket and the second suspension mounting bracket.
  • the subframe assembly further includes a first front mounting bracket, a second front mounting bracket, a first rear mounting bracket, and a second rear mounting bracket, all for mounting a lower control arm;
  • the first front mounting bracket is mounted on a side of the first longitudinal portion away from the second longitudinal portion, and the second front mounting bracket is mounted on a side of the second longitudinal portion away from the first longitudinal portion;
  • the first rear mounting bracket is mounted on an end of the first longitudinal portion away from the first transverse portion, and the second rear mounting bracket is mounted on an end of the second longitudinal portion away from the second transverse portion.
  • the subframe assembly further includes a first sleeve, a second sleeve, a third sleeve and a fourth sleeve for mounting a steering gear, wherein the first sleeve is mounted on the first transverse portion, the second sleeve is mounted on the second transverse portion, the third sleeve is mounted on an end of the first longitudinal portion away from the first transverse portion, and the fourth sleeve is mounted on an end of the second longitudinal portion away from the second transverse portion.
  • the subframe assembly further includes a fifth sleeve and a sixth sleeve for connecting the vehicle body, the fifth sleeve being installed at a connection position between the first longitudinal portion and the first end of the rear cross beam, and the sixth sleeve being installed at a connection position between the second longitudinal portion and the second end of the rear cross beam.
  • the present invention also provides a vehicle, comprising the above-mentioned subframe assembly.
  • the subframe assembly includes a first longitudinal beam, a second longitudinal beam, a front cross beam and a rear cross beam arranged parallel to the front cross beam;
  • the first longitudinal beam includes a first longitudinal portion and a first transverse portion arranged parallel to the rear cross beam, the first transverse portion is connected between the front end of the first longitudinal portion and the first end of the front cross beam; the end of the first longitudinal portion away from the first transverse portion is connected to the first end of the rear cross beam;
  • the second longitudinal beam includes a second longitudinal portion and a second transverse portion arranged parallel to the rear cross beam, the second transverse portion is connected between the front end of the second longitudinal portion and the second end of the front cross beam; the end of the second longitudinal portion away from the second transverse portion is connected to the second end of the rear cross beam.
  • the first longitudinal portion of the first longitudinal beam is connected to the rear cross beam, and the first transverse portion is connected to the rear cross beam.
  • the front end of the first longitudinal portion extends toward the first end of the front cross beam to form a "7"-shaped connection structure;
  • the second longitudinal portion of the second longitudinal beam is connected to the rear cross beam, and the second cross portion is connected to the front end of the second longitudinal portion and extends toward the second end of the front cross beam to form another "7"-shaped connection structure;
  • the frame structure of the subframe assembly formed by the two "7"-shaped connection structures and the front cross beam and the rear cross beam in this way, since the connection between the first longitudinal portion and the first cross portion and the connection between the second longitudinal portion and the second cross portion both have a large corner design, it is beneficial to small offset collision force transmission, and can be used at the initial stage of the collision.
  • the present invention can greatly improve the cross-sectional force of the subframe assembly in a small offset collision (the peak cross-sectional force can be increased from 90kN to 130kN, an increase of 44%) without additionally reinforcing the vehicle body structure or adding auxiliary safety configurations to the passenger compartment, thereby meeting the passenger compartment deformation requirements of a small offset collision, reducing the intrusion into the passenger compartment, and greatly improving the collision performance of the vehicle body structure. That is, the present invention can take into account both the economy and collision performance requirements of the entire vehicle.
  • connection position of the front cross beam and the first longitudinal beam in the present invention is set at the end of the "7" type connection structure (that is, the connection port of the first transverse portion and the first end of the front cross beam), and the connection position of the front cross beam and the second longitudinal beam is set at the end of the "7" type connection structure (that is, the connection port of the second transverse portion and the second end of the front cross beam), that is, the connection positions of the front cross beam and the first longitudinal beam and the second longitudinal beam are all at the end of the "7" type connection structure.
  • FIG1 is a schematic perspective view of the structure of a subframe assembly according to an embodiment of the present invention.
  • FIG2 is a partial structural diagram of a subframe assembly provided in one embodiment of the present invention.
  • FIG3 is a bottom view of a subframe assembly according to an embodiment of the present invention.
  • FIG4 is a top view of a subframe assembly provided in accordance with an embodiment of the present invention.
  • FIG5 is a right side view of the subframe assembly in the embodiment shown in FIG4 ;
  • FIG6 is a partial structural schematic diagram of a subframe assembly provided by another embodiment of the present invention.
  • FIG7 is a partial structural diagram of a subframe assembly provided in another embodiment of the present invention.
  • 2-second longitudinal beam 210-second longitudinal portion, 2110-second lower longitudinal plate, 2120-second upper longitudinal plate, 2130-second transverse reinforcement plate, 2140-second longitudinal reinforcement plate, 2150-first tangential reinforcement plate, 2160-second tangential reinforcement plate, 220-second transverse portion, 2210-second lower transverse plate, 2220-second upper transverse plate,
  • 6-first transverse reinforcement 7-second transverse reinforcement, 8-first longitudinal reinforcement, 9-second longitudinal reinforcement, 10-third transverse reinforcement, 11-fourth transverse reinforcement, 12-transverse induction reinforcement, 13-longitudinal induction reinforcement,
  • the "left” referred to in the present invention refers to the left side of the vehicle (i.e., the upper left side of the sub-frame assembly shown in FIG1 or the right side of the sub-frame assembly shown in FIG3 ); the "right” referred to in the present invention refers to the right side of the vehicle (i.e., the lower right side of the sub-frame assembly shown in FIG1 or the left side of the sub-frame assembly shown in FIG3 ); the "front” referred to in the present invention refers to the front of the vehicle (i.e., the upper right side of the sub-frame assembly shown in FIG1 or the upper side of the sub-frame assembly shown in FIG3 ); and the "rear” referred to in the present invention refers to the rear side of the vehicle (i.e., the lower left side of the sub-frame assembly shown in FIG1 or the lower side of the sub-frame assembly shown in FIG3 ).
  • an embodiment of the present invention provides a subframe assembly, comprising a first longitudinal beam 1, a second longitudinal beam 2, a front crossbeam 3, and a rear crossbeam 4 spaced apart from the front crossbeam 3.
  • the first longitudinal beam 1 comprises a first longitudinal portion 110 and a first crossbeam 120, wherein the first crossbeam 120 is connected between a front end of the first longitudinal portion 110 and a first end of the front crossbeam 3.
  • An end of the first longitudinal portion 110 remote from the first crossbeam 120 is connected to a first end of the rear crossbeam 4.
  • the second longitudinal beam 2 comprises a second longitudinal portion 210 and a second crossbeam 220, wherein the second crossbeam 220 is connected between a front end of the second longitudinal portion 210 and a second end of the front crossbeam 3. An end of the second longitudinal portion 210 remote from the second crossbeam 220 is connected to a second end of the rear crossbeam 4.
  • the subframe assembly is mounted on a vehicle chassis, wherein the first longitudinal beam 1 and the second longitudinal beam 2 extend along the length direction of the vehicle (the front-to-back direction of the vehicle), and the front crossbeam 3 and the rear crossbeam 4 extend along the width direction of the vehicle (the left-to-right direction of the vehicle).
  • first longitudinal portion 110 and the first transverse portion 120 between the first longitudinal portion 110 and the first transverse portion 120, between the first transverse portion 120 and the first end of the front crossbeam 3, between the first longitudinal portion 110 and the first end of the rear crossbeam 4, between the second longitudinal portion 210 and the second transverse portion 220, and between the second transverse portion 220 and the first end of the rear crossbeam 4.
  • Gas shielded welding can be used to connect the second end of the front cross member 3 and the second end of the rear cross member 4 using the second longitudinal portion 220. This connection enhances the rigidity of the vehicle, ensures the integrity of the frame during a collision, effectively absorbs impact energy, and improves the crash performance of the vehicle structure.
  • stamped sheets serve as connecting plates between the rear cross member 4 and the first and second longitudinal members 1 and 2.
  • the first longitudinal portion 110 of the first longitudinal beam 1 is connected to the rear cross beam 4, and the first transverse portion 120 is connected to the front end of the first longitudinal portion 110 and extends toward the first end of the front cross beam 3 to form a "7"-shaped connection structure; similarly, the second longitudinal portion 210 of the second longitudinal beam 2 is connected to the rear cross beam 4, and the second transverse portion 220 is connected to the front end of the second longitudinal portion 210 and extends toward the second end of the front cross beam 3 to form another "7"-shaped connection structure; furthermore, the two "7"-shaped connection structures and the front cross beam and the rear cross beam form a frame structure of the sub-frame assembly.
  • connection points of the two transverse portions 220 both have a large corner design, which is beneficial to force transmission in small offset collisions and can cause the vehicle to produce lateral (left and right directions of the vehicle body) displacement in the early stage of the collision.
  • the present invention can greatly improve the cross-sectional force of the subframe assembly in small offset collisions (the peak cross-sectional force can be increased from 90kN to 130kN, an increase of 44%) without the need for additional reinforcement of the vehicle body structure or addition of auxiliary safety configurations in the passenger compartment, thereby meeting the passenger compartment deformation requirements of small offset collisions, reducing the intrusion into the passenger compartment, and greatly improving the collision performance of the vehicle body structure. That is, the present invention can take into account both the economy and collision performance requirements of the entire vehicle.
  • connection position of the front cross beam 3 and the first longitudinal beam 1 in the present invention is set at the end of the "7" type connection structure (that is, the connection port of the first transverse portion 120 and the first end of the front cross beam 3), and the connection position of the front cross beam 3 and the second longitudinal beam 2 is set at the end of the "7" type connection structure (that is, the connection port of the second transverse portion 220 and the second end of the front cross beam 3). That is, the connection positions of the front cross beam 3 and the first longitudinal beam 1 and the second longitudinal beam 2 are all at the ends of the "7" type connection structure. In this way, it can be ensured that the collision of the two connection positions will not fail, thereby ensuring that the collapse of the first longitudinal beam 1 and the second longitudinal beam 2 is stable and effective.
  • a subframe front mounting point may be provided at a corner so that the subframe assembly can be mounted to the vehicle chassis via the subframe front mounting point, thereby further improving the force transmission effect of the subframe during a collision.
  • the first longitudinal portion 110 includes a first lower longitudinal plate 1110 and a first upper longitudinal plate 1120, both of which are connected to the first end of the rear cross beam 4; the first upper longitudinal plate 1120 is installed on the first lower longitudinal plate 1110 and forms a first crushing space (not shown) with the first lower longitudinal plate 1110; the second longitudinal portion 210 includes a second lower longitudinal plate 2110 and a second upper longitudinal plate 2120, both of which are connected to the second end of the rear cross beam 4; the second upper longitudinal plate 2120 is installed on the second lower longitudinal plate 2110 and forms a second crushing space 5 with the second lower longitudinal plate 2110.
  • the front cross beam 3 and the rear cross beam 4 can be configured as seamless tube profiles.
  • the first longitudinal portion 110 is composed of a first lower longitudinal plate 1110 and a first upper longitudinal plate 1120 mounted on the first lower longitudinal plate 1110, and a first crushing space with a crushing energy absorption effect is enclosed between the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120;
  • the second longitudinal portion 210 is composed of
  • the subframe assembly is composed of a second lower longitudinal plate 2110 and a second upper longitudinal plate 2120 that is snap-fitted onto the second lower longitudinal plate 2110, and a second crush space 5 with a crush energy absorption effect is formed between the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120; in this way, under full head-on collision or offset collision conditions, the first crush space and the second crush space 5 can deform to absorb the impact energy, thereby improving the collision performance of the subframe assembly.
  • the first longitudinal portion 110 further includes a first transverse reinforcing plate (not shown); the first transverse reinforcing plate is connected between the first upper longitudinal plate 1120 and the first lower longitudinal plate 1110 and is located in the first crushing space; the second longitudinal portion 210 further includes a second transverse reinforcing plate 2130; the second transverse reinforcing plate 2130 is connected between the second upper longitudinal plate 2120 and the second lower longitudinal plate 2110 and is located in the second crushing space 5. It can be understood that one end of the first transverse reinforcing plate is connected to the first lower longitudinal plate 1110, and the end of the first transverse reinforcing plate facing away from the first lower longitudinal plate 1110 is connected to the first upper longitudinal plate 1120.
  • first transverse reinforcing plate can be located in the middle of the first longitudinal portion 110; one end of the second transverse reinforcing plate 2130 is connected to the second lower longitudinal plate 2110, and the end of the second transverse reinforcing plate 2130 facing away from the second lower longitudinal plate 2110 is connected to the second upper longitudinal plate 2120.
  • the second transverse reinforcement plate 2130 is located in the middle position of the second longitudinal portion 210; in this way, the first transverse reinforcement plate connects the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120 into one, and the second transverse reinforcement plate 2130 connects the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120 into one, thereby improving the collision force transmission effect while saving costs, and effectively improving the bending mode of the first longitudinal beam 1 and the second longitudinal beam 2 (from 205Hz to 240Hz), meeting the NVH requirements.
  • first transverse reinforcing plate is welded between the first upper longitudinal plate 1120 and the first lower longitudinal plate 1110
  • second transverse reinforcing plate 2130 is welded between the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120 to enhance the connection stability between the first longitudinal portion 110 and the second longitudinal portion 210 .
  • the first longitudinal portion 110 also includes a first longitudinal reinforcing plate (not shown); the first longitudinal reinforcing plate is connected between the first upper longitudinal plate 1120 and the first lower longitudinal plate 1110 and is located in the first crushing space; the first longitudinal reinforcing plate is connected to the first transverse reinforcing plate and is located between the first transverse reinforcing plate and the first transverse portion 120; the second longitudinal portion 210 also includes a second longitudinal reinforcing plate 2140; the second longitudinal reinforcing plate 2140 is connected between the second upper longitudinal plate 2120 and the second lower longitudinal plate 2110 and is located in the second crushing space 5; the second longitudinal reinforcing plate 2140 is connected to the second transverse reinforcing plate 2130 and is located between the second transverse reinforcing plate 2130 and the second transverse portion 220.
  • first longitudinal reinforcing plate is connected between the first upper longitudinal plate 1120 and the first lower longitudinal plate 1110 and is located in the first crushing space
  • the first longitudinal reinforcing plate is connected to the first transverse
  • the first longitudinal reinforcing plate is located in the first crushing space and is covered and installed on the first lower longitudinal plate 1110, the first longitudinal reinforcing plate is located between the first transverse reinforcing plate and the first transverse portion 120, and one end of the first longitudinal reinforcing plate is connected to the first transverse reinforcing plate and forms a first T-shaped reinforcing plate with the first transverse reinforcing plate (that is, the first longitudinal reinforcing plate is approximately perpendicular to the first transverse reinforcing plate, forming a T-shaped structure, that is, the first T-shaped reinforcing plate);
  • the second longitudinal reinforcing plate 2140 is located in the second crushing space 5 and is covered and installed on the second lower longitudinal plate 2110, the second longitudinal reinforcing plate 2140 is located between the second transverse reinforcing plate 2130 and the second transverse portion 220, and one end of the second longitudinal reinforcing plate 2140 is connected to the second transverse reinforcing plate 2130 and
  • the first transverse portion 120 includes a first lower transverse plate 1210 and a first upper transverse plate 1220 installed on the first lower transverse plate 1210; the first lower transverse plate 1210 is connected between the front end of the first lower longitudinal plate 1110 and the first end of the front cross beam 3; the first upper transverse plate 1220 is connected between the front end of the first upper longitudinal plate 1120 and the first end of the front cross beam 3; the second transverse portion 220 includes a second lower transverse plate 2210 and a second upper transverse plate 2220 installed on the second lower transverse plate 2210; the second lower transverse plate 2210 is connected between the front end of the second lower longitudinal plate 2110 and the second end of the front cross beam 3; the second upper transverse plate 2220 is connected between the front end of the second upper longitudinal plate 2120 and the second end of the front cross beam 3.
  • first upper cross plate 1220 is snap-fitted and installed on the first lower cross plate 1210 to form a first cross portion 120 connected to the front end of the first longitudinal portion 110 and extending toward the first end of the front cross beam 3 (i.e., a "7"-shaped connection structure);
  • second upper cross plate 2220 is snap-fitted and installed on the second lower cross plate 2210 to form a second cross portion 220 connected to the front end of the second longitudinal portion 210 and extending toward the second end of the front cross beam 3 (i.e., another "7"-shaped connection structure).
  • a crush cavity with deformation energy absorption is formed between the first lower cross plate 1210 and the first upper cross plate 1220 of the first cross portion 120, and between the second lower cross plate 2210 and the second upper cross plate 2220 of the second cross portion 220, thereby further improving the anti-collision performance of the subframe.
  • the first longitudinal portion 110 also includes a first tangential reinforcing plate 2150 arranged along the length direction of the first longitudinal portion 110 (that is, the extension direction of the first tangential reinforcing plate 2150 is roughly parallel to the length direction of the first longitudinal portion 110); the first tangential reinforcing plate 2150 connects the first longitudinal portion 110 and the first transverse portion 120; the second longitudinal portion 210 also includes a second tangential reinforcing plate 2160 arranged along the length direction of the second longitudinal portion 210 (that is, the extension direction of the second tangential reinforcing plate 2160 is roughly parallel to the length direction of the second longitudinal portion 210); the second tangential reinforcing plate 2160 connects the second longitudinal portion 210 and the second transverse portion 220.
  • a first tangential reinforcing plate 2150 arranged along the length direction of the first longitudinal portion 110 (that is, the extension direction of the first tangential reinforcing plate 2150 is roughly parallel to the length direction of the first longitudinal portion 110); the first
  • the first tangential reinforcing plate 2150 is located in the first crushing space and is arranged along the length direction of the first longitudinal portion 110. Specifically, in the embodiment shown in FIG6 , the first tangential reinforcing plate 2150 can be arranged tangent to the arc corresponding to the curvature of the first longitudinal portion 110. Moreover, a portion of the first tangential reinforcing plate 2150 is mounted on the first longitudinal portion 110 and extends to the first transverse portion 120, while another portion is mounted on the first transverse portion 120. Similarly, the second tangential reinforcing plate 2160 can be arranged tangent to the arc corresponding to the curvature of the second longitudinal portion 210.
  • the second tangential reinforcing plate 2160 is mounted on the second longitudinal portion 210 and extends to the second transverse portion 220, while another portion is mounted on the second transverse portion 220.
  • the bending mode of the first longitudinal beam 1 can be increased (the bending mode is increased from 200 Hz to 240 Hz); and the setting of the second tangential reinforcement plate 2160 can also increase the bending mode of the second longitudinal beam 2 (the bending mode is increased from 200 Hz to 240 Hz).
  • the subframe assembly further includes a first transverse rib 6 disposed transversely on the first transverse portion 120, and a second transverse rib 7 disposed transversely on the second transverse portion 220.
  • first transverse rib 6 is disposed on both the first lower transverse plate 1210 and the first upper transverse plate 1220, and can induce deformation and energy absorption in the first transverse portion 120
  • second transverse rib 7 is disposed on both the second lower transverse plate 2210 and the second upper transverse plate 2220, and can induce deformation and energy absorption in the second transverse portion 220
  • the design of the first transverse rib 6 and the second transverse rib 7 guides and controls the collapse position and direction of the first longitudinal beam 1 and the second longitudinal beam 2 in the transverse direction (the left-right direction of the vehicle).
  • the subframe assembly further includes a first longitudinal rib 8 disposed longitudinally at the front end of the first longitudinal portion 110, and a second longitudinal rib 9 disposed longitudinally at the front end of the second longitudinal portion 210.
  • first longitudinal rib 8 is disposed at the front end of both the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120, and the first longitudinal rib 8 can induce deformation and energy absorption in the first longitudinal portion 110;
  • second longitudinal rib 9 is disposed at the front end of both the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120, and the second longitudinal rib 9 can induce deformation and energy absorption in the second longitudinal portion 210.
  • the design of the first longitudinal rib 8 and the second longitudinal rib 9 guides and controls the longitudinal (fore-and-aft) collapse position and direction of the first and second longitudinal beams 1 and 2.
  • the subframe assembly further includes a third transverse rib 10 disposed transversely at the rear end of the first longitudinal portion 110, and a fourth transverse rib 11 disposed transversely at the rear end of the second longitudinal portion 210.
  • the rear ends of the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120 are both provided with the third transverse rib 10, which can induce deformation and energy absorption in the first longitudinal portion 110; and the rear ends of the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120 are both provided with the fourth transverse rib 11, which can induce deformation and energy absorption in the second longitudinal portion 210.
  • the design of the third and fourth transverse ribs can induce deformation of the rear section of the subframe, allowing the electric drive assembly to slip.
  • the subframe assembly further includes transverse inducing ribs 12 and longitudinal inducing ribs 13 disposed on the rear cross member 4 , with the longitudinal inducing ribs 13 intersecting the transverse inducing ribs 12.
  • the transverse inducing ribs 12 are disposed on the rear cross member 4 in a transverse direction (in the left-right direction of the vehicle) of a first preset length, which can be set as needed, for example, 380 mm; and the longitudinal inducing ribs 13 are disposed on the rear cross member 4 in a longitudinal direction (in the front-back direction of the vehicle) of a second preset length, which can be set as needed, for example, 42 mm.
  • the transverse inducing ribs 12 and longitudinal inducing ribs 13 intersecting on the rear cross member 4 can both increase the rigidity of the vehicle and enable slip-induced deformation of the electric drive assembly.
  • the sub-frame assembly further includes a first energy absorbing box 14 connected to the front end of the first transverse portion 120 and having a first energy absorbing space 1410, and a second energy absorbing box 15 connected to the front end of the second transverse portion 220 and having a second energy absorbing space 1510; at least two crush ribs 16 are spaced apart in the first energy absorbing space 1410 and the second energy absorbing space 1510. It can be understood that the first energy absorbing box 14 and the second energy absorbing box 15 are symmetrically installed on both sides of the front crossbeam 3 to form the first crush energy absorbing zone of the sub-frame assembly.
  • the first energy absorbing space 1410 of the first energy absorbing box 14 and the second energy absorbing space 1510 of the second energy absorbing box 15 are both subjected to stress and collapse to deform, thereby achieving collapse energy absorption and improving the collision energy absorption effect.
  • at least two crushing ribs 16 are arranged at intervals in the first energy absorption space 1410 and the second energy absorption space 1510.
  • the number of the crushing ribs 16 can be set according to demand.
  • the number of the crushing ribs 16 can be set to 10.
  • the setting of the crushing ribs 16 makes the first energy absorption box 14 and the second energy absorption box 15 hollow, which is easier to deform and absorb energy, and can also improve the compatibility of offset collisions. Furthermore, the first energy absorption box 14 and the second energy absorption box 15 in the present invention also integrate the installation position of the radiator, that is, the vehicle radiator can be installed at this position.
  • the first energy absorption box 14 and the second energy absorption box 15 absorb the collision force and collapse to absorb energy. Then, the front cross beam 3 contacts the barrier, and the first longitudinal beam 1 and the second longitudinal beam 2 bear the main impact force.
  • the first longitudinal portion 110 and the second longitudinal portion 210 in the middle section of the subframe bend and absorb energy at the first longitudinal rib 8 and the second longitudinal rib 9 respectively.
  • the first transverse portion 120 bends and absorbs energy under the induction of the first transverse rib 6, and the second transverse portion 220 bends and absorbs energy under the induction of the second transverse rib 7; then, the first longitudinal portion 110 and the second longitudinal portion 210 in the rear section of the subframe bend and absorb energy at the third transverse rib 10 and the fourth transverse rib 11 respectively, thereby inducing the electric drive assembly to translate and slide in the direction of a certain angle.
  • the first energy absorption box 14 and the second energy absorption box 15 contact the rigid barrier to crush and deform to absorb energy.
  • the corners of the subframe collide with the rigid barrier and begin to produce lateral displacement.
  • the first longitudinal beam 1 and the second longitudinal beam 2 bend and deform to absorb energy.
  • a first wave inducing surface 1420 is provided on the outer wall of the first crash box 14, and a second wave inducing surface 1520 is provided on the outer wall of the second crash box 15.
  • the wave extension directions of the first wave inducing surface 1420 and the second wave inducing surface 1520 are perpendicular to the front crossbeam 3. It can be understood that the wave extension direction of the first wave inducing surface 1420 refers to the wave propagation direction on the first wave inducing surface 1420, and the wave extension direction of the second wave inducing surface 1520 refers to the wave propagation direction on the second wave inducing surface 1520.
  • the wave propagation direction of the first wave inducing surface 1420 on the outer wall of the first crash box 14 is perpendicular to the front crossbeam 3
  • the wave propagation direction of the second wave inducing surface 1520 on the outer wall of the second crash box 15 is perpendicular to the front crossbeam 3.
  • the thickness of the first transverse portion 120 and the front cross-beam 3 is less than the thickness of the first longitudinal portion 110; and the thickness of the second transverse portion 220 and the front cross-beam 3 is less than the thickness of the second longitudinal portion 210. It is understood that the first transverse portion 120 and the front cross-beam 3 may be thin plates, and the first longitudinal portion 110 may be a tubular beam having a large moment of inertia and bending moment resistance.
  • the thickness of the first transverse portion 120 and the front cross-beam 3 is less than that of the first longitudinal portion 110, and the first transverse portion 120, the front end of the first longitudinal portion 110, and the front cross-beam 3 are connected to form a V-shaped structure (that is, the first transverse portion 120 is connected between the front end of the first longitudinal portion 110 and the front cross-beam 3, and the angle between the front end of the first longitudinal portion 110 and the front cross-beam 3 is less than 90 degrees).
  • the second transverse portion 220 and the front cross beam 3 can be thin plates
  • the second longitudinal portion 210 can be a tubular beam with a large cross-sectional inertia moment and bending moment resistance.
  • the thickness of the second transverse portion 220 and the front cross beam 3 is less than the thickness of the second longitudinal portion 210, and the second transverse portion 220 and the front cross beam 3 can be thin plates.
  • the front end of the second longitudinal portion 210 and the front crossbeam 3 are connected to form a V-shaped structure (that is, the second transverse portion 220 is connected between the front end of the second longitudinal portion 210 and the front crossbeam 3, and the angle between the front end of the second longitudinal portion 210 and the front crossbeam 3 is less than 90 degrees); as shown in Figure 1, under the action of a large collision force, the first transverse portion 120, the front crossbeam 3 and the second transverse portion 220 are more likely to collapse and deform due to the thinner thickness of the plate, and the first longitudinal beam 1 and the second longitudinal beam 2 form an outward-facing "X" structure.
  • the first longitudinal beam 1 and the second longitudinal beam 2 are bent, achieving a "V"-shaped bending effect under head-on collision, which can meet the sinking of the drive motor and reduce the intrusion damage to the passenger compartment.
  • the first transverse portion 120 may extend a port toward the first longitudinal portion 110 to facilitate docking with the first longitudinal portion 110
  • the second transverse portion 220 may extend a port toward the second longitudinal portion 210 to facilitate docking with the second longitudinal portion 210
  • the front crossbeam 3, rear crossbeam 4, first transverse portion 120, and second transverse portion 220 may all be stamped tubular beam parts, and the wall thickness of the front crossbeam 3 and rear crossbeam 4 may be 1.5 mm.
  • the first longitudinal portion 110 and second longitudinal portion 210 may be hydroformed tubular beam parts, and the wall thickness of the first longitudinal portion 110 and second longitudinal portion 210 may be set to 2.8 mm.
  • the subframe assembly as a platform component, must meet the collision performance requirements of different axle loads from A00-class vehicles to A-class vehicles within the platform planning.
  • different subframe assemblies can be designed differently. Specifically, in this embodiment, there is no need to change the main structure, but only by changing the plate thickness of the above-mentioned tubular beam stamping parts such as the front crossbeam 3, the rear crossbeam 4, the first transverse part 120, the second transverse part 220, etc. to achieve overall coverage of A00 to A-class collision performance.
  • the plate thickness of the tubular beam stamping part is set to 1.5mm, which can meet the requirement of 80kN for the longitudinal beam collision peak force.
  • the plate thickness of the tubular beam stamping part is set to 1.8mm, which can meet the requirement of 110kN for the longitudinal beam collision peak force.
  • the subframe assembly further includes a first induction groove 25 and a second induction groove 26 spaced apart on the first longitudinal portion 110, and a third induction groove 27 and a fourth induction groove 28 spaced apart on the second longitudinal portion 210; the first induction groove 25 is located between the first transverse portion 120 and the second induction groove 26; the third induction groove 27 is located between the second transverse portion 220 and the fourth induction groove 28.
  • the first induction groove 25 and the second induction groove 26 are two bending portions on the first longitudinal portion 110
  • the third induction groove 27 and the fourth induction groove 28 are two bending portions on the second longitudinal portion 210.
  • the above-mentioned bending portions can induce the first longitudinal portion 110 and the second longitudinal portion 210 to undergo a "V"-shaped bending to absorb energy.
  • the electric drive assembly sinks into the "V"-shaped portion, so that the electric drive cannot invade the passenger compartment, thereby reducing the intrusion damage to the passenger compartment.
  • the above-mentioned "V"-shaped bending energy absorption structure can greatly improve the frontal collision performance of the subframe assembly without the need to additionally strengthen the body structure or increase the auxiliary safety configuration of the passenger compartment.
  • the first energy absorbing box 14 and the second energy absorbing box 15 are symmetrically installed on both sides of the front cross member 33 to form the first crush zone of the subframe; the first transverse portion 120, the front end of the first longitudinal portion 110, the front cross member 33, the front end of the second longitudinal portion 210 and the second transverse portion 220 constitute the second crush zone.
  • the first induction groove 25, the second induction groove 26, the third induction groove 27, the fourth induction groove 28, the area on the first longitudinal portion 110 where the first induction groove 25 and the second induction groove 26 are provided, and the area on the second longitudinal portion 210 where the third induction groove 27 and the fourth induction groove 28 are provided constitute a bending energy absorption zone, wherein the first induction groove 25 and the second induction groove 26 are the bending places on the first longitudinal beam 1, and the third induction groove 27 and the fourth induction groove 28 are the bending places on the second longitudinal beam 2; the first crush energy absorption zone, the second crush energy absorption zone and the bending energy absorption zone are arranged along the front cross member 3 to the rear cross member 4 of the subframe. They are arranged in sequence.
  • the first crumple energy-absorbing zone first bears the collision force and crushes to absorb energy. Then the second crumple energy-absorbing zone continues to bear the collision force and deforms to absorb energy. After that, the first inducing groove 25 and the second inducing groove 26 on the first longitudinal portion 110 bend to absorb energy, and the third inducing groove 27 and the fourth inducing groove 28 on the second longitudinal portion 210 bend to absorb energy.
  • the longitudinal space can be utilized to absorb the collision energy to the maximum extent, thereby achieving better small offset collision and head-on collision effects.
  • the first longitudinal beam 1 and the second longitudinal beam 2 are arranged in an outward-facing "X" configuration.
  • the longitudinal direction of the first longitudinal beam 1 and the second longitudinal beam 2 is such that, based on the upper surface of the middle portion of the first longitudinal beam 1 and the second longitudinal beam 2, the vehicle body mounting front point is 20-30 mm higher in the Z-direction (i.e., the front-to-back direction of the subframe assembly in FIG3 ) (a Z-direction height above this range will cause the first longitudinal beam 1 and the second longitudinal beam 2 to bend prematurely in a small offset collision, failing to meet the required cross-sectional force; a Z-direction height below this range will prevent the subframe assembly from achieving V-shaped bending in a head-on collision).
  • the subframe assembly further includes a first suspension mounting bracket 17 mounted on the front cross beam 3, and a second suspension mounting bracket 18 mounted on the second transverse portion 220; the subframe assembly further includes a first calf protection bracket 19 mounted on the first transverse portion 120, and a second calf protection bracket 20 mounted on the front cross beam 3, the second calf protection bracket 20 being located between the first suspension mounting bracket 17 and the second suspension mounting bracket 18. It can be understood that the first suspension mounting bracket 17 and the second suspension mounting bracket 18 are used to install the front suspension.
  • the first suspension mounting bracket 17 and the second suspension mounting bracket 18 span the front cross beam 3 and the second longitudinal beam 2 on the subframe frame to ensure the integrity of the front end of the subframe, so as to improve the connection strength between the front cross beam 3 and the first longitudinal beam 1 and the second longitudinal beam 2; the first calf protection bracket 19 and the second calf protection bracket 20 are used to install the calf protection device.
  • the first calf protection bracket 19 and the second calf protection bracket 20 span the front cross beam 3 and the first longitudinal beam 1 on the subframe frame to facilitate collision force transmission.
  • the subframe assembly further includes a first front mounting bracket 21, a second front mounting bracket 22, a first rear mounting bracket 23, and a second rear mounting bracket 24, all for mounting a lower swing arm.
  • the first front mounting bracket 21 is mounted on a side of the first longitudinal portion 110 away from the second longitudinal portion 210
  • the second front mounting bracket 22 is mounted on a side of the second longitudinal portion 210 away from the first longitudinal portion 110.
  • the first rear mounting bracket 23 is mounted on an end of the first longitudinal portion 110 away from the first transverse portion 120
  • the second rear mounting bracket 24 is mounted on an end of the second longitudinal portion 210 away from the second transverse portion 220. It will be understood that the first front mounting bracket 21 and the first rear mounting bracket 23 are disposed on the first longitudinal beam 1, and the second front mounting bracket 22 and the second rear mounting bracket 24 are disposed on the second longitudinal beam 2, all for mounting a swing arm.
  • the subframe assembly further includes a first sleeve 29, a second sleeve 30, a third sleeve 31, and a fourth sleeve 32 for mounting the steering gear.
  • the first sleeve 29 is mounted on the first transverse portion 120
  • the second sleeve 30 is mounted on the second transverse portion 220
  • the third sleeve 31 is mounted on an end of the first longitudinal portion 110 distal from the first transverse portion 120
  • the fourth sleeve is mounted on an end of the second longitudinal portion 210 distal from the second transverse portion 220.
  • the first sleeve 29, the second sleeve 30, the third sleeve 31, and the fourth sleeve 32 are all steel round tubes and are respectively arranged at the four symmetrical corners of the subframe assembly's frame structure: the upper left, upper right, lower left, and lower right, providing a stable mounting location for the steering gear.
  • the subframe assembly further includes a fifth bushing 33 and a sixth bushing 34 for connecting to the vehicle body.
  • the fifth bushing 33 is installed at the connection between the first longitudinal portion 110 and the first end of the rear cross member 4
  • the sixth bushing 34 is installed at the connection between the second longitudinal portion 210 and the second end of the rear cross member 4.
  • the fifth bushing 33 is provided at the connection between the rear end of the first longitudinal member 1 and the first end of the rear cross member 4
  • the sixth bushing 34 is provided at the connection between the rear end of the second longitudinal member 2 and the second end of the rear cross member 4.
  • the fifth bushing 33 and the sixth bushing 34 can be used to securely connect the vehicle body and the subframe.
  • the present invention also provides a vehicle, including the above-mentioned subframe assembly.
  • the first longitudinal portion 110 of the first longitudinal beam 1 of the subframe assembly is connected to the rear cross beam 4, and the first transverse portion 120 is connected to the front end of the first longitudinal portion 110 and extends to the first end direction of the front cross beam 3 to form a "7" type connection structure;
  • the second longitudinal portion 210 of the second longitudinal beam 2 is connected to the rear cross beam 4, and the second transverse portion 220 is connected to the front end of the second longitudinal portion 210 and extends to the second end direction of the front cross beam 3 to form another "7" type connection structure;
  • the connection between 210 and the second transverse portion 220 has a
  • the present invention can greatly improve the cross-sectional force of the subframe assembly in small offset collisions (the peak cross-sectional force can be increased from 90kN to 130kN, an increase of 44%) without the need for additional reinforcement of the vehicle body structure or addition of auxiliary safety configurations in the passenger compartment, meet the passenger compartment deformation requirements of small offset collisions, reduce the intrusion into the passenger compartment, and greatly improve the collision performance of the vehicle body structure. That is, the present invention can take into account the economy and collision performance requirements of the entire vehicle.
  • connection position of the front cross beam 3 and the first longitudinal beam 1 in the present invention is set at the end of the "7" type connection structure (that is, the connection port of the first transverse portion 120 and the first end of the front cross beam 3), and the connection position of the front cross beam 3 and the second longitudinal beam 2 is set at the end of the "7" type connection structure (that is, the connection port of the second transverse portion 220 and the second end of the front cross beam 3). That is, the connection positions of the front cross beam 3 and the first longitudinal beam 1 and the second longitudinal beam 2 are all at the ends of the "7" type connection structure. In this way, it can be ensured that the collision of the two connection positions will not fail, thereby ensuring that the collapse of the first longitudinal beam 1 and the second longitudinal beam 2 is stable and effective.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

本发明提供一种副车架总成及车辆，所述副车架总成包括第一纵梁、第二纵梁、前横梁以及与前横梁间隔设置的后横梁；第一纵梁包括第一纵向部以及第一横向部，第一横向部连接在所述第一纵向部的前端以及前横梁的第一端之间；第一纵向部远离第一横向部的一端连接后横梁的第一端；第二纵梁包括第二纵向部以及第二横向部，第二横向部连接在第二纵向部的前端以及前横梁的第二端之间；第二纵向部远离第二横向部的一端连接后横梁的第二端。本发明大大提升了副车架总成在小偏置碰中的截面力，减少了对乘员舱的侵入，同时兼顾了整车的经济性以及碰撞性能要求，也保证了第一纵梁和第二纵梁的溃缩稳定有效。

Description

一种副车架总成及车辆
本申请要求于2024年01月23日提交中国专利局，申请号为202410094264.1，202420163805.7，名称为“一种副车架总成及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明属于车辆配件技术领域，特别是涉及一种副车架总成及车辆。
背景技术
目前，随着交通安全法规的不断升级，在25％小偏置碰撞及全正面碰撞中，为满足乘员舱变形要求，车辆的前副车架需要承担更多的吸能及折弯任务，而当前的前副车架无法有效满足日益严苛的小偏置碰及正碰的碰撞性能要求。
相关技术中，存在通过增强车身结构(如加厚前机舱纵梁等)或增加乘员舱辅助安全配置(如增加双预紧安全带等)的方式满足乘员舱变形要求，但该方案需增加较多成本，不利于整车经济性目标达成，也即，现有技术中的副车架无法兼顾整车经济性以及碰撞性能要求。
发明内容
本发明针对现有技术中的副车架无法兼顾整车经济性以及碰撞性能要求等的技术问题，提供了一种副车架总成及车辆。
鉴于以上技术问题，本发明实施例提供一种副车架总成，包括第一纵梁、第二纵梁、前横梁以及与所述前横梁间隔设置的后横梁；
所述第一纵梁包括第一纵向部以及第一横向部，所述第一横向部连接在所述第一纵向部的前端以及所述前横梁的第一端之间；所述第一纵向部远离所述第一横向部的一端连接所述后横梁的第一端；
所述第二纵梁包括第二纵向部以及第二横向部，所述第二横向部连接在所述第二纵向部的前端以及所述前横梁的第二端之间；所述第二纵向部远离所述第二横向部的一端连接所述后横梁的第二端。
优选地，所述第一纵向部包括均连接所述后横梁的第一端的第一下纵板和第一上纵板；所述第一上纵板安装在所述第一下纵板上并与所述第一下纵板之间围成第一压溃空间；
所述第二纵向部包括均连接所述后横梁的第二端的第二下纵板和第二上纵板；所述第二上纵板安装在所述第二下纵板上并与所述第二下纵板之间围 成第二压溃空间。
优选地，第一横向加强板第一横向加强板第二横向加强板第二横向加强板所述第一纵向部还包括第一横向加强板；所述第一横向加强板连接在所述第一上纵板和所述第一下纵板之间并位于所述第一压溃空间中；
所述第二纵向部还包括第二横向加强板；所述第二横向加强板连接在所述第二上纵板和所述第二下纵板之间并位于所述第二压溃空间中。
优选地，所述第一纵向部还包括第一纵向加强板；所述第一纵向加强板连接在所述第一上纵板和所述第一下纵板之间并位于所述第一压溃空间中；所述第一纵向加强板连接所述第一横向加强板且位于所述第一横向加强板与所述第一横向部之间；
所述第二纵向部还包括第二纵向加强板；所述第二纵向加强板连接在所述第二上纵板和所述第二下纵板之间并位于所述第二压溃空间中；所述第二纵向加强板连接所述第二横向加强板且位于所述第二横向加强板与所述第二横向部之间。
优选地，所述第一横向部包括第一下横板以及安装在所述第一下横板上的第一上横板；所述第一下横板连接在所述第一下纵板的前端以及所述前横梁的第一端之间；所述第一上横板连接在所述第一上纵板的前端以及所述前横梁的第一端之间；
所述第二横向部包括第二下横板以及安装在所述第二下横板上的第二上横板；所述第二下横板连接在所述第二下纵板的前端以及所述前横梁的第二端之间；所述第二上横板连接在所述第二上纵板的前端以及所述前横梁的第二端之间。
优选地，所述第一纵向部还包括沿所述第一纵向部的长度方向设置的第一切向加强板；所述第一切向加强板连接所述第一纵向部与所述第一横向部；
所述第二纵向部还包括沿所述第二纵向部的长度方向设置的第二切向加强板；所述第二切向加强板连接所述第二纵向部与所述第二横向部。
优选地，所述副车架总成还包括横向设置在所述第一横向部上的第一横筋，以及横向设置在所述第二横向部上的第二横筋。
优选地，所述副车架总成还包括纵向设置在所述第一纵向部前端的第一纵筋，以及纵向设置在所述第二纵向部前端的第二纵筋。
优选地，所述副车架总成还包括横向设置在所述第一纵向部后端的第三横筋，以及横向设置在所述第二纵向部后端的第四横筋。
优选地，所述副车架总成还包括设置在所述后横梁上的横向诱导筋和纵向诱导筋，所述纵向诱导筋与所述横向诱导筋交叉设置。
优选地，所述副车架总成还包括连接在所述第一横向部前端且具有第一吸能空间的第一吸能盒，以及连接在所述第二横向部前端且具有第二吸能空间的第二吸能盒；
所述第一吸能空间和所述第二吸能空间内均间隔设置有至少两个压溃筋。
优选地，所述第一吸能盒的外侧壁上设有第一波浪诱导面，所述第二吸能盒的外侧壁上设有第二波浪诱导面；所述第一波浪诱导面与所述第二波浪诱导面的波浪延伸方向与所述前横梁垂直。
优选地，所述第一横向部以及所述前横梁的板材厚度小于所述第一纵向部的板材厚度；且所述第二横向部以及所述前横梁的板材厚度小于所述第二纵向部的板材厚度。
优选地，所述副车架总成还包括间隔设置在所述第一纵向部上的第一诱导槽和第二诱导槽，以及间隔设置在所述第二纵向部上的第三诱导槽和第四诱导槽；所述第一诱导槽位于所述第一横向部与所述第二诱导槽之间；所述第三诱导槽位于所述第二横向部与所述第四诱导槽之间。
优选地，所述副车架总成还包括安装在所述前横梁上的第一悬置安装支架，以及安装在所述第二横向部上的第二悬置安装支架；
所述副车架总成还包括安装在所述第一横向部上的第一小腿保护支架，以及安装在所述前横梁上的第二小腿保护支架，所述第二小腿保护支架位于所述第一悬置安装支架和所述第二悬置安装支架之间。
优选地，所述副车架总成还包括均用于安装下摆臂的第一前安装支架、第二前安装支架、第一后安装支架以及第二后安装支架；所述第一前安装支架安装在所述第一纵向部远离所述第二纵向部的一侧，所述第二前安装支架安装在所述第二纵向部远离所述第一纵向部的一侧；所述第一后安装支架安装在所述第一纵向部远离所述第一横向部的一端，所述第二后安装支架安装在所述第二纵向部远离所述第二横向部的一端。
优选地，所述副车架总成还包括用于安装转向机的第一套管、第二套管、第三套管以及第四套管，所述第一套管安装在第一横向部上，所述第二套管安装在第二横向部上，所述第三套管安装在第一纵向部远离第一横向部的一端，所述第四套管安装在所述第二纵向部远离第二横向部的一端。
优选地，所述副车架总成还包括用于连接车身的第五套管和第六套管，所述第五套管安装在所述第一纵向部与所述后横梁的第一端的连接位置处，所述第六套管安装在所述第二纵向部与所述后横梁的第二端的连接位置处。
本发明还提供一种车辆，包括上述所述的副车架总成。
本发明中，所述副车架总成包括第一纵梁、第二纵梁、前横梁以及与所述前横梁平行设置的后横梁；所述第一纵梁包括第一纵向部以及与所述后横梁平行设置的第一横向部，所述第一横向部连接在所述第一纵向部的前端以及所述前横梁的第一端之间；所述第一纵向部远离所述第一横向部的一端连接所述后横梁的第一端；所述第二纵梁包括第二纵向部以及与所述后横梁平行设置的第二横向部，所述第二横向部连接在所述第二纵向部的前端以及所述前横梁的第二端之间；所述第二纵向部远离所述第二横向部的一端连接所述后横梁的第二端。
在本发明中，第一纵梁的第一纵向部连接后横梁，且第一横向部连接在 第一纵向部的前端并向前横梁的第一端方向延伸构成“7”型连接结构；同理，第二纵梁的第二纵向部连接后横梁，且第二横向部连接在第二纵向部的前端并向前横梁第二端方向延伸构成另一个“7”型连接结构；进而，两个“7”型连接结构以及前横梁和后横梁之间构成的副车架总成的框架结构，如此，由于在第一纵向部与第一横向部的连接处以及第二纵向部与第二横向部的连接处均具有大拐角设计，有利于小偏置碰撞传力，能在碰撞初期让车辆产生横向(车体左右方向)位移，相比于并未设置两个“7”型连接结构的副车架结构来说，本发明可以在无需额外增强车身结构或增加乘员舱辅助安全配置的情况下，即可大大提升副车架总成在小偏置碰中的截面力(截面力峰值可以由90kN提升至130kN，提升了44％)，满足了小偏置碰的乘员舱变形要求，减少了对乘员舱的侵入，大大提高了车体结构的碰撞性能，也即，本发明可以兼顾整车的经济性以及碰撞性能要求。
同时，本发明中的前横梁与第一纵梁的连接位置设置在“7”型连接结构的端口处(也即第一横向部与前横梁第一端的连接端口)，前横梁与第二纵梁的连接位置设置在“7”型连接结构的端口处(也即第二横向部与前横梁第二端的连接端口)，也即，前横梁与第一纵梁以及第二纵梁的连接位置均在“7”型连接结构的末端，如此，可以保证两处连接位置的碰撞不失效，进而保证第一纵梁和第二纵梁的溃缩稳定有效。
附图说明
下面结合附图和实施例对本发明进一步说明。
图1是本发明一实施例提供的副车架总成的立体结构示意图。
图2是本发明一实施例提供的副车架总成的部分结构示意图。
图3是本发明一实施例提供的副车架总成的仰视图；
图4是本发明一实施例提供的副车架总成的俯视图；
图5是图4所示的实施例中的副车架总成的右视图；
图6是本发明另一实施例提供的副车架总成的部分结构示意图；
图7是本发明另一实施例提供的副车架总成的部分结构示意图。
说明书中的附图标记如下：
1-第一纵梁，110-第一纵向部，1110-第一下纵板，1120-第一上纵板，120-第一横向部，1210-第一下横板，1220-第一上横板，
2-第二纵梁，210-第二纵向部，2110-第二下纵板，2120-第二上纵板，2130-第二横向加强板，2140-第二纵向加强板，2150-第一切向加强板，2160-第二切向加强板，220-第二横向部，2210-第二下横板，2220-第二上横板，
3-前横梁，4-后横梁，5-第二压溃空间，
6-第一横筋，7-第二横筋，8-第一纵筋，9-第二纵筋，10-第三横筋，11-第四横筋，12-横向诱导筋，13-纵向诱导筋，
14-第一吸能盒，1410-第一吸能空间，1420-第一波浪诱导面，
15-第二吸能盒，1510-第二吸能空间，1520-第二波浪诱导面，
16-压溃筋，17-第一悬置安装支架，18-第二悬置安装支架，
19-第一小腿保护支架，20-第二小腿保护支架，
21-第一前安装支架，22-第二前安装支架，23-第一后安装支架，24-第二后安装支架，
25-第一诱导槽，26-第二诱导槽，27-第三诱导槽，28-第四诱导槽，
29-第一套管，30-第二套管，31-第三套管，32-及第四套管，33-第五套管，
34-第六套管。
具体实施方式
为了使本发明所解决的技术问题、技术方案及有益效果更加清楚明白，以下结合附图及实施例，对本发明进行进一步的详细说明。应当理解，此处所描述的具体实施例仅用以解释本发明，并不用于限定本发明。
需要理解的是，术语“上”、“下”、“左”、“右”、“前”、“后”、“中部”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为本发明的限制。
在本发明中，为了更好地展示副车架总成的结构及其连接关系，本发明中所指的“左”即为车辆的左方(也即图1中所示的副车架总成的左上方或图3中所示的副车架总成的右方)；本发明所指的“右”即为车辆的右方(也即图1中所示的副车架总成的右下方，或图3中所示的副车架总成的左方)；本发明所指的“前”即为车辆前方(也即图1中所示的副车架总成的右上方，或图3中所示的副车架总成的上方)；本发明所指的“后”即为车辆的后方(也即图1中所示的副车架总成的左下方，或图3中所示的副车架总成的下方)。
如图1所示，本发明一实施例提供了一种副车架总成，包括第一纵梁1、第二纵梁2、前横梁3以及与所述前横梁3间隔设置的后横梁4；所述第一纵梁1包括第一纵向部110以及第一横向部120，所述第一横向部120连接在所述第一纵向部110的前端以及所述前横梁3的第一端之间；所述第一纵向部110远离所述第一横向部120的一端连接所述后横梁4的第一端；所述第二纵梁2包括第二纵向部210以及第二横向部220，所述第二横向部220连接在所述第二纵向部210的前端以及所述前横梁3的第二端之间；所述第二纵向部210远离所述第二横向部220的一端连接所述后横梁4的第二端。其中，所述副车架总成安装于车辆底盘，第一纵梁1和第二纵梁2沿车辆的长度方向(车辆的前后方向)延伸布置，前横梁3和后横梁4沿车辆的宽度方向(车辆的左右方向)延伸布置。进一步地，第一纵向部110与第一横向部120之间、第一横向部120与前横梁3的第一端之间、第一纵向部110与后横梁4的第一端之间、第二纵向部210与第二横向部220之间、第二横向 部220与前横梁3的第二端之间以及第二纵向部210与后横梁4的第二端之间均可以采用气体保护焊连接以构成所述副车架总成的框架结构，提升整车刚度，保证了车体在碰撞过程中的框架的完整性，可有效吸收撞击能量；提高了车体结构的碰撞性能。进一步地，后横梁4与第一纵梁1和第二纵梁2之间设置有冲压散片作为连接板。
本发明的上述实施例中，第一纵梁1的第一纵向部110连接后横梁4，且第一横向部120连接在第一纵向部110的前端并向前横梁3的第一端方向延伸构成“7”型连接结构；同理，第二纵梁2的第二纵向部210连接后横梁4，且第二横向部220连接在第二纵向部210的前端并向前横梁3第二端方向延伸构成另一个“7”型连接结构；进而，两个“7”型连接结构以及前横梁和后横梁之间构成副车架总成的框架结构，如此，由于在第一纵向部110和第一横向部120的连接处以及第二纵向部210和第二横向部220的连接处均具有大拐角设计，有利于小偏置碰撞传力，能在碰撞初期让车辆产生横向(车体左右方向)位移，相比于未设置两个“7”型连接结构的副车架结构来说，本发明可以在无需额外增强车身结构或增加乘员舱辅助安全配置的情况下，即可大大提升副车架总成在小偏置碰中的截面力(截面力峰值可以由90kN提升至130kN，提升了44％)，满足了小偏置碰的乘员舱变形要求，减少了对乘员舱的侵入，大大提高了车体结构的碰撞性能，也即，本发明可以兼顾整车的经济性以及碰撞性能要求。同时，本发明中的前横梁3与第一纵梁1的连接位置设置在“7”型连接结构的端口处(也即第一横向部120与前横梁3第一端的连接端口)，前横梁3与第二纵梁2的连接位置设置在“7”型连接结构的端口处(也即第二横向部220与前横梁3第二端的连接端口)，也即，前横梁3与第一纵梁1以及第二纵梁2的连接位置均在“7”型连接结构的末端，如此，可以保证两处连接位置的碰撞不失效，进而保证第一纵梁1和第二纵梁2的溃缩稳定有效。
进一步地，如图1所示，可以在拐角处设置副车架前安装点，以通过上述副车架前安装点将副车架总成安装到车辆底盘上，进一步提升副车架在碰撞过程中的传力效果。
在一实施例中，如图1至图2所示，所述第一纵向部110包括均连接所述后横梁4的第一端的第一下纵板1110和第一上纵板1120；所述第一上纵板1120安装在所述第一下纵板1110上并与所述第一下纵板1110之间围成第一压溃空间(图未示)；所述第二纵向部210包括均连接所述后横梁4的第二端的第二下纵板2110和第二上纵板2120；所述第二上纵板2120安装在所述第二下纵板2110上并与所述第二下纵板2110之间围成第二压溃空间5。
可以理解地，在一实施例中，所述前横梁3和后横梁4可以设置为无缝管型材。在另一实施例中，第一纵向部110由第一下纵板1110以及扣合安装在第一下纵板1110上的第一上纵板1120组成，且第一下纵板1110和第一上纵板1120之间围成具有溃缩吸能效果的第一压溃空间；第二纵向部210由 第二下纵板2110以及扣合安装在第二下纵板2110上的第二上纵板2120组成，且第二下纵板2110和第二上纵板2120之间围成具有溃缩吸能效果的第二压溃空间5；如此，在全正碰或偏置碰工况下，第一压溃空间和第二压溃空间5能发生形变吸收撞击能量，进而提升副车架总成的碰撞性能。
在一实施例中，如图2所示，所述第一纵向部110还包括第一横向加强板(图未示)；所述第一横向加强板连接在所述第一上纵板1120和所述第一下纵板1110之间并位于所述第一压溃空间中；所述第二纵向部210还包括第二横向加强板2130；所述第二横向加强板2130连接在所述第二上纵板2120和所述第二下纵板2110之间并位于所述第二压溃空间5中。可以理解地，第一横向加强板的一端连接第一下纵板1110，且第一横向加强板背离第一下纵板1110的一端与第一上纵板1120连接，进一步地，所述第一横向加强板可以位于第一纵向部110的中部位置；第二横向加强板2130的一端连接第二下纵板2110，且第二横向加强板2130背离第二下纵板2110的一端与第二上纵板2120连接，在图2所示的实施例中，第二横向加强板2130位于第二纵向部210的中部位置；如此，第一横向加强板将第一下纵板1110和第一上纵板1120连接成一体，第二横向加强板2130将第二下纵板2110和第二上纵板2120连接成一体，在节约成本的前提下提升了碰撞传力效果，也有效提升了第一纵梁1和第二纵梁2的弯曲模态(205Hz提升至240Hz)，满足了NVH要求。
进一步地，第一横向加强板焊接在第一上纵板1120和第一下纵板1110之间，第二横向加强板2130焊接在第二下纵板2110和第二上纵板2120之间，以增强第一纵向部110和第二纵向部210的连接稳定性。
在一实施例中，如图1和图2所示，所述第一纵向部110还包括第一纵向加强板(图未示)；所述第一纵向加强板连接在所述第一上纵板1120和所述第一下纵板1110之间并位于所述第一压溃空间中；所述第一纵向加强板连接所述第一横向加强板且位于所述第一横向加强板与所述第一横向部120之间；所述第二纵向部210还包括第二纵向加强板2140；所述第二纵向加强板2140连接在所述第二上纵板2120和所述第二下纵板2110之间并位于所述第二压溃空间5中；所述第二纵向加强板2140连接所述第二横向加强板2130且位于所述第二横向加强板2130与所述第二横向部220之间。
可以理解地，第一纵向加强板位于第一压溃空间中且覆盖安装在第一下纵板1110上，第一纵向加强板位于所述第一横向加强板与所述第一横向部120之间，并且，第一纵向加强板的一端连接第一横向加强板并与第一横向加强板构成第一T型加强板(也即，第一纵向加强板与第一横向加强板大致垂直，形成一个T型形状的结构，也即第一T型加强板)；第二纵向加强板2140位于第二压溃空间5中且覆盖安装在第二下纵板2110上，第二纵向加强板2140位于所述第二横向加强板2130与所述第二横向部220之间，并且，第二纵向加强板2140的一端连接第二横向加强板2130并与第二横向加强板 2130构成第二T型加强板(也即，第二纵向加强板2140与第二横向加强板2130大致垂直，也同样形成一个T型形状的结构，也即第二T型加强板)；本实施例中，第一T型加强板和第二T型加强板的设置可以增强小偏置碰撞时第一纵梁1和第二纵梁2的截面力。
在一实施例中，如图1至图2所示，所述第一横向部120包括第一下横板1210以及安装在所述第一下横板1210上的第一上横板1220；所述第一下横板1210连接在所述第一下纵板1110的前端以及所述前横梁3的第一端之间；所述第一上横板1220连接在所述第一上纵板1120的前端以及所述前横梁3的第一端之间；所述第二横向部220包括第二下横板2210以及安装在所述第二下横板2210上的第二上横板2220；所述第二下横板2210连接在所述第二下纵板2110的前端以及所述前横梁3的第二端之间；所述第二上横板2220连接在所述第二上纵板2120的前端以及所述前横梁3的第二端之间。可以理解地，第一上横板1220扣合安装在第一下横板1210上以构成连接在第一纵向部110的前端并向前横梁3的第一端方向延伸的第一横向部120(即为一个“7”型连接结构)；第二上横板2220扣合安装在第二下横板2210上以构成连接在第二纵向部210的前端并向前横梁3的第二端方向延伸的第二横向部220(即为另一个“7”型连接结构)，如此，第一横向部120的第一下横板1210和第一上横板1220之间，以及第二横向部220的第二下横板2210和第二上横板2220之间均构成了具有变形吸能的压溃腔，进一步提高了副车架的抗撞性能。
在一实施例中，如图6所示，所述第一纵向部110还包括沿所述第一纵向部110的长度方向设置的第一切向加强板2150(也即，第一切向加强板2150的延伸方向大致与第一纵向部110的长度方向平行)；所述第一切向加强板2150连接所述第一纵向部110与所述第一横向部120；所述第二纵向部210还包括沿第二纵向部210的长度方向设置的第二切向加强板2160(也即，第二切向加强板2160的延伸方向大致与第二纵向部210的长度方向平行)；所述第二切向加强板2160连接所述第二纵向部210与所述第二横向部220。可以理解地，第一切向加强板2150位于第一压溃空间中，且沿第一纵向部110的长度方向设置，具体地，如图6所示的实施例中，第一切向加强板2150可以设置为与第一纵向部110的弯曲弧度所对应的弧线相切，并且，第一切向加强板2150的其中一部分安装在第一纵向部110上并延伸至第一横向部120，以使得另一部分安装在第一横向部120上。同理，第二切向加强板2160可以设置为与第二纵向部210的弯曲弧度所对应的弧线相切，并且，第二切向加强板2160的其中一部分安装在第二纵向部210上并延伸至第二横向部220，以使得另一部分安装在第二横向部220上。通过本实施例中第一切向加强板2150的设置，可以增加第一纵梁1的弯曲模态(弯曲模态由200Hz提升至240Hz)；而第二切向加强板2160的设置，同样可以增加第二纵梁2的弯曲模态(弯曲模态由200Hz提升至240Hz)。
在一实施例中，如图3至图4所示，所述副车架总成还包括横向设置在所述第一横向部120上的第一横筋6，以及横向设置在所述第二横向部220上的第二横筋7。可以理解地，第一下横板1210以及第一上横板1220上均设置第一横筋6，第一横筋6可以诱导第一横向部120发生形变吸能；第二下横板2210以及第二上横板2220上均设置第二横筋7，第二横筋7可以诱导第二横向部220发生形变吸能；第一横筋6和第二横筋7的设计，使得第一纵梁1和第二纵梁2在横向(车辆的左右方向)的溃缩位置和方向具有导向而更可控。
在一实施例中，如图3至图4所示，所述副车架总成还包括纵向设置在所述第一纵向部110前端的第一纵筋8，以及纵向设置在所述第二纵向部210前端的第二纵筋9。可以理解地，第一下纵板1110以及第一上纵板1120的前端均设置第一纵筋8，第一纵筋8可以诱导第一纵向部110发生形变吸能；第二下纵板2110以及第二上纵板2120的前端均设置第二纵筋9，第二纵筋9可以诱导第二纵向部210发生形变吸能；第一纵筋8和第二纵筋9的设计，使得第一纵梁1和第二纵梁2在纵向(车辆的前后方向)的溃缩位置和方向具有导向而更可控。
在一实施例中，如图1至图2所示，所述副车架总成还包括横向设置在所述第一纵向部110后端的第三横筋10，以及横向设置在所述第二纵向部210后端的第四横筋11。可以理解地，第一下纵板1110以及第一上纵板1120的后端均设置第三横筋10，第三横筋10可以诱导第一纵向部110发生形变吸能；第二下纵板2110以及第二上纵板2120的后端均设置第四横筋11，第四横筋11可以诱导第二纵向部210发生形变吸能；第三横筋和第四横筋的设计，可以诱导副车架后段变形，使得电驱总成滑移。
在一实施例中，如图3所示，所述副车架总成还包括设置在所述后横梁4上的横向诱导筋12和纵向诱导筋13，所述纵向诱导筋13与所述横向诱导筋12交叉设置。可以理解地，在后横梁4上横向(车辆的左右方向)设置第一预设长度的横向诱导筋12，第一预设长度按需设置，比如，第一预设长度可以为380mm；在后横梁4上纵向(车辆的前后方向)设置第二预设长度的纵向诱导筋13，第二预设长度按需设置，比如，第二预设长度可以为42mm；横向诱导筋12和纵向诱导筋13交叉设置在后横梁4上，既能增加整车的刚度，又能实现电驱总成滑移诱导变形。
在一实施例中，如图4至图5所示，所述副车架总成还包括连接在所述第一横向部120前端且具有第一吸能空间1410的第一吸能盒14，以及连接在所述第二横向部220前端且具有第二吸能空间1510的第二吸能盒15；所述第一吸能空间1410和所述第二吸能空间1510内均间隔设置有至少两个压溃筋16。可以理解地，第一吸能盒14和第二吸能盒15对称安装在前横梁3的两侧构成副车架总成的第一溃缩吸能区，在全正碰或偏置碰工况下，第一吸能盒14的第一吸能空间1410，以及第二吸能盒15的第二吸能空间1510 均受力溃缩发生变形，进而通过第一吸能盒14和第二吸能盒15实现溃缩吸能，提升了碰撞吸能效果。进一步地，第一吸能空间1410和第二吸能空间1510内均间隔设置有至少两个压溃筋16，所述压溃筋16的个数可以根据需求设置，优选地，所述压溃筋16的个数可以设置为10个，压溃筋16的设置使得第一吸能盒14和第二吸能盒15呈镂空型，更易发生形变吸能，还可以提升偏置碰的兼容性。进一步地，本发明中的第一吸能盒14和第二吸能盒15还集成了散热器的安装位置，也即，车辆散热器可以安装在该位置。
在上述实施例中，在全正碰或偏置碰工况下，第一吸能盒14和第二吸能盒15吸收碰撞力溃缩吸能，随后前横梁3接触到壁障，第一纵梁1和第二纵梁2承接主要的撞击力，处于副车架中段的第一纵向部110和第二纵向部210分别在第一纵筋8及第二纵筋9处发生折弯吸能，接着，第一横向部120在第一横筋6的诱导下发生折弯吸能，第二横向部220在第二横筋7的诱导下发生折弯吸能；随后处于副车架后段的第一纵向部110和第二纵向部210分别在第三横筋10及第四横筋11处发生折弯吸能，进而诱导电驱总成平移并朝倾斜一定角度的方向发生滑移。在小偏工况下，第一吸能盒14和第二吸能盒15接触刚性壁障压溃变形吸能，副车架框体的拐角处与刚性壁障发生撞击，开始产生横向位移，第一纵梁1和第二纵梁2折弯变形吸能。
在一实施例中，如图4至图6所示，所述第一吸能盒14的外侧壁上设有第一波浪诱导面1420，所述第二吸能盒15的外侧壁上设有第二波浪诱导面1520；所述第一波浪诱导面1420与所述第二波浪诱导面1520的波浪延伸方向与所述前横梁3垂直。可以理解地，所述第一波浪诱导面1420的波浪延伸方向是指第一波浪诱导面1420上的波的传播方向，所述第二波浪诱导面1520的波浪延伸方向是指第二波浪诱导面1520的波的传播方向。本实施例中，第一吸能盒14的外侧壁上的第一波浪诱导面1420上的波的传播方向与前横梁3垂直，第二吸能盒15的外侧壁上的第二波浪诱导面1520上的波的传播方向与前横梁3垂直，可以保证在发生碰撞时利用第一波浪诱导面1420和第二波浪诱导面1520实现第一吸能盒14以及第二吸能盒15的稳定溃缩。
在一实施例中，如图1至7所示，所述第一横向部120以及所述前横梁3的板材厚度小于所述第一纵向部110的板材厚度；且所述第二横向部220以及所述前横梁3的板材厚度小于所述第二纵向部210的板材厚度。可以理解地，第一横向部120和前横梁3可以为薄板件，第一纵向部110可以为具有较大的截面惯性矩及抗弯矩的管梁，也即，第一横向部120以及前横梁3的板材厚度小于第一纵向部110的板材厚度，且第一横向部120、第一纵向部110前端及前横梁3连接成V型结构(也即，第一横向部120连接在第一纵向部110前端及前横梁3之间，且第一纵向部110前端与前横梁3之间的夹角小于90度)。同理，第二横向部220和前横梁3可以为薄板件，第二纵向部210可以为具有较大的截面惯性矩及抗弯矩的管梁，也即，第二横向部220及前横梁3的板材厚度小于第二纵向部210的板材厚度，且第二横向部 220、第二纵向部210前端以及前横梁3连接成V型结构(也即，第二横向部220连接在第二纵向部210前端以及前横梁3之间，且第二纵向部210前端与前横梁3之间的夹角小于90度)；如图1所示，在大的碰撞力作用下，第一横向部120、前横梁3以及第二横向部220由于板材厚度较薄更易发生溃缩变形，而第一纵梁1和第二纵梁2构成外八字结构，随着碰撞壁障沿纵向从前横梁3继续朝向后横梁4深入车体，第一纵梁1和第二纵梁2发生折弯，实现正碰下的“V”型折弯效果，可满足驱动电机下沉，减少对乘员舱的侵入伤害。
可理解地，在进一步实施例中，第一横向部120可以朝向第一纵向部110延伸出来一个端口，以便于更好地对接第一纵向部110，第二横向部220可以朝向第二纵向部210延伸出来一个端口，以便于更好地对接第二纵向部210。进一步地，前横梁3、后横梁4、第一横向部120、第二横向部220均可以为管梁冲压成形件，前横梁3和后横梁4壁厚可以为1.5mm。进一步地，第一纵向部110和第二纵向部210为管梁液压成型件，第一纵向部110和第二纵向部210的壁厚可以设置为2.8mm。
在本发明中，副车架总成作为平台件，需满足平台规划内A00级车到A级车不同轴荷下的碰撞性能要求，为达到最佳的经济性，可对不同的副车架总成进行差异化设计。具体地，在本实施例中，可以不需要改动主体结构，而是仅通过更改上述前横梁3、后横梁4、第一横向部120、第二横向部220等管梁冲压成形件的板材厚度实现对A00到A级碰撞性能的整体覆盖。例如，对于A00级车满载为1600kg，此时设置管梁冲压成形件的板材厚度为1.5mm，即可满足纵梁碰撞峰值力80kN的要求。A级车满载为2050kg，此时设置管梁冲压成形件的板材厚度为1.8mm，即可满足纵梁碰撞峰值力110kN的要求。
在一实施例中，如图1和图7所示，所述副车架总成还包括间隔设置在所述第一纵向部110上的第一诱导槽25和第二诱导槽26，以及间隔设置在所述第二纵向部210上的第三诱导槽27和第四诱导槽28；所述第一诱导槽25位于所述第一横向部120与所述第二诱导槽26之间；所述第三诱导槽27位于所述第二横向部220与所述第四诱导槽28之间。可以理解地，第一诱导槽25和第二诱导槽26为第一纵向部110上的两处折弯部，第三诱导槽27和第四诱导槽28为第二纵向部210上的两处折弯部，上述折弯部在正碰力传导过来时，可以诱导第一纵向部110和第二纵向部210发生“V”型折弯吸能，如此，在受到正面碰撞时，可以保证电驱总成下沉至该“V”型部位中，使得电驱无法侵入乘员舱中，以减少对乘员舱的侵入伤害，上述“V”型折弯吸能结构，在无需额外增强车身结构或增加乘员舱辅助安全配置的情况下，即可大大提升副车架总成的正面碰撞性能。
本发明的上述实施例中，第一吸能盒14和第二吸能盒15对称安装在前横梁33的两侧构成副车架的第一溃缩吸能区；第一横向部120、第一纵向部110前端、前横梁33、第二纵向部210前端及第二横向部220构成第二溃缩 吸能区；第一诱导槽25、第二诱导槽26、第三诱导槽27、第四诱导槽28、第一纵向部110上设置有第一诱导槽25和第二诱导槽26的区域，以及第二纵向部210上设置有第三诱导槽27和第四诱导槽28的区域构成折弯吸能区，其中，第一诱导槽25和第二诱导槽26为第一纵梁1上的折弯处，第三诱导槽27和第四诱导槽28为第二纵梁2上的折弯处；第一溃缩吸能区、第二溃缩吸能区及折弯吸能区沿副车架的前横梁3至后横梁4方向依次设置，在偏置碰及正碰情况下，第一溃缩吸能区首先承受碰撞力溃缩吸能，随后第二溃缩吸能区继续承接撞击力发生变形吸能，之后，第一纵向部110上的第一诱导槽25和第二诱导槽26发生折弯吸能，第二纵向部210上的第三诱导槽27和第四诱导槽28发生折弯吸能；如此，通过上述三个区域(第一溃缩吸能区、第二溃缩吸能区及折弯吸能区)的结构设计，可利用纵向空间实现最大程度吸收碰撞能量，达到较优的小偏置碰及正碰效果。
在一实施例中，如图1所示，第一纵梁1和第二纵梁2呈外八字结构布置。其中，第一纵梁1和第二纵梁2的纵向走势为：以第一纵梁1和第二纵梁2的中部上表面为基准，车身安装前点Z向(也即图3中副车架总成的前后方向)高20-30mm(Z向高度高于该范围会导致第一纵梁1和第二纵梁2在小偏置碰时过早弯折，截面力不能达到要求，低于该范围会导致不能实现正碰时副车架总成的V型折弯)。
在一实施例中，如图1所示，所述副车架总成还包括安装在所述前横梁3上的第一悬置安装支架17，以及安装在所述第二横向部220上的第二悬置安装支架18；所述副车架总成还包括安装在所述第一横向部120上的第一小腿保护支架19，以及安装在所述前横梁3上的第二小腿保护支架20，所述第二小腿保护支架20位于所述第一悬置安装支架17和所述第二悬置安装支架18之间。可以理解地，第一悬置安装支架17和第二悬置安装支架18用于对前悬置进行安装，第一悬置安装支架17和第二悬置安装支架18横跨副车架框体上的前横梁3和第二纵梁2以保证副车架前端的完整性，以提升前横梁3和第一纵梁1及第二纵梁2的连接强度；第一小腿保护支架19和第二小腿保护支架20用于安装小腿保护装置，第一小腿保护支架19和第二小腿保护支架20横跨副车架框体上的前横梁3和第一纵梁1以利于碰撞传力。
在一实施例中，如图1所示，所述副车架总成还包括均用于安装下摆臂的第一前安装支架21、第二前安装支架22、第一后安装支架23以及第二后安装支架24；所述第一前安装支架21安装在所述第一纵向部110远离所述第二纵向部210的一侧，所述第二前安装支架22安装在所述第二纵向部210远离所述第一纵向部110的一侧；所述第一后安装支架23安装在所述第一纵向部110远离所述第一横向部120的一端，所述第二后安装支架24安装在所述第二纵向部210远离所述第二横向部220的一端。可以理解地，第一前安装支架21和第一后安装支架23设置在第一纵梁1上，第二前安装支架22和第二后安装支架24设置在第二纵梁2上，均用于安装摆臂。
在一实施例中，如图6所示，所述副车架总成还包括用于安装转向机的第一套管29、第二套管30、第三套管31以及第四套管32，所述第一套管29安装在第一横向部120上，所述第二套管30安装在第二横向部220上，所述第三套管31安装在第一纵向部110远离第一横向部120的一端，所述第四套管安装在所述第二纵向部210远离第二横向部220的一端。可以理解地，如图6中所示，第一套管29、第二套管30、第三套管31以及第四套管32均为钢制圆管，且四者分别布置在副车架总成的框架结构的左上、右上、左下及右下的对称的四角处，为转向机提供了稳定的安装位置。
在一实施例中，如图6所示，所述副车架总成还包括用于连接车身的第五套管33和第六套管34，所述第五套管33安装在所述第一纵向部110与所述后横梁4的第一端的连接位置处，所述第六套管34安装在所述第二纵向部210与所述后横梁4的第二端的连接位置处。可以理解地，第五套管33设置在第一纵梁1的后端与后横梁4的第一端的连接位置处，第六套管34设置在第二纵梁2的后端与后横梁4的第二端的连接位置处，第五套管33和第六套管34可以用于稳固连接车身和副车架本体。
如图1至图2所示，本发明还提供一种车辆，包括上述的副车架总成。本发明上述实施例中的车辆中，副车架总成的第一纵梁1的第一纵向部110连接后横梁4，且第一横向部120连接在第一纵向部110的前端并向前横梁3的第一端方向延伸构成“7”型连接结构；同理，第二纵梁2的第二纵向部210连接后横梁4，且第二横向部220连接在第二纵向部210的前端并向前横梁3第二端方向延伸构成另一个“7”型连接结构；进而，两个“7”型连接结构以及前横梁和后横梁之间构成的副车架总成的框架结构，如此，由于在第一纵向部110和第一横向部120的连接处以及第二纵向部210和第二横向部220的连接处均具有大拐角设计，有利于小偏置碰撞传力，能在碰撞初期让车辆产生横向(车体左右方向)位移，相比于未设置两个“7”型连接结构的副车架结构来说，本发明可以在无需额外增强车身结构或增加乘员舱辅助安全配置的情况下，即可大大提升副车架总成在小偏置碰中的截面力(截面力峰值可以由90kN提升至130kN，提升了44％)，满足了小偏置碰的乘员舱变形要求，减少了对乘员舱的侵入，大大提高了车体结构的碰撞性能，也即，本发明可以兼顾整车的经济性以及碰撞性能要求。同时，本发明中的前横梁3与第一纵梁1的连接位置设置在“7”型连接结构的端口处(也即第一横向部120与前横梁3第一端的连接端口)，前横梁3与第二纵梁2的连接位置设置在“7”型连接结构的端口处(也即第二横向部220与前横梁3第二端的连接端口)，也即，前横梁3与第一纵梁1以及第二纵梁2的连接位置均在“7”型连接结构的末端，如此，可以保证两处连接位置的碰撞不失效，进而保证第一纵梁1和第二纵梁2的溃缩稳定有效。
以上仅为本发明的副车架总成及车辆的实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均 应包含在本发明的保护范围之内。

Claims (19)

  1. 一种副车架总成，其特征在于，包括第一纵梁、第二纵梁、前横梁以及与所述前横梁间隔设置的后横梁；
    所述第一纵梁包括第一纵向部以及第一横向部，所述第一横向部连接在所述第一纵向部的前端以及所述前横梁的第一端之间；所述第一纵向部远离所述第一横向部的一端连接所述后横梁的第一端；
    所述第二纵梁包括第二纵向部以及第二横向部，所述第二横向部连接在所述第二纵向部的前端以及所述前横梁的第二端之间；所述第二纵向部远离所述第二横向部的一端连接所述后横梁的第二端。
  2. 根据权利要求1所述的副车架总成，其特征在于，所述第一纵向部包括均连接所述后横梁的第一端的第一下纵板和第一上纵板；所述第一上纵板安装在所述第一下纵板上并与所述第一下纵板之间围成第一压溃空间；
    所述第二纵向部包括均连接所述后横梁的第二端的第二下纵板和第二上纵板；所述第二上纵板安装在所述第二下纵板上并与所述第二下纵板之间围成第二压溃空间。
  3. 根据权利要求2所述的副车架总成，其特征在于，所述第一纵向部还包括第一横向加强板；所述第一横向加强板连接在所述第一上纵板和所述第一下纵板之间并位于所述第一压溃空间中；
    所述第二纵向部还包括第二横向加强板；所述第二横向加强板连接在所述第二上纵板和所述第二下纵板之间并位于所述第二压溃空间中。
  4. 根据权利要求3所述的副车架总成，其特征在于，所述第一纵向部还包括第一纵向加强板；所述第一纵向加强板连接在所述第一上纵板和所述第一下纵板之间并位于所述第一压溃空间中；所述第一纵向加强板连接所述第一横向加强板且位于所述第一横向加强板与所述第一横向部之间；
    所述第二纵向部还包括第二纵向加强板；所述第二纵向加强板连接在所述第二上纵板和所述第二下纵板之间并位于所述第二压溃空间中；所述第二纵向加强板连接所述第二横向加强板且位于所述第二横向加强板与所述第二横向部之间。
  5. 根据权利要求2所述的副车架总成，其特征在于，所述第一横向部包括第一下横板以及安装在所述第一下横板上的第一上横板；所述第一下横板连接在所述第一下纵板的前端以及所述前横梁的第一端之间；所述第一上横板连接在所述第一上纵板的前端以及所述前横梁的第一端之间；
    所述第二横向部包括第二下横板以及安装在所述第二下横板上的第二上横板；所述第二下横板连接在所述第二下纵板的前端以及所述前横梁的第二端之间；所述第二上横板连接在所述第二上纵板的前端以及所述前横梁的第二端之间。
  6. 根据权利要求1所述的副车架总成，其特征在于，所述第一纵向部还包括沿所述第一纵向部的长度方向设置的第一切向加强板；所述第一切向加 强板连接所述第一纵向部与所述第一横向部；
    所述第二纵向部还包括沿所述第二纵向部的长度方向设置的第二切向加强板；所述第二切向加强板连接所述第二纵向部与所述第二横向部。
  7. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括横向设置在所述第一横向部上的第一横筋，以及横向设置在所述第二横向部上的第二横筋。
  8. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括纵向设置在所述第一纵向部前端的第一纵筋，以及纵向设置在所述第二纵向部前端的第二纵筋。
  9. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括横向设置在所述第一纵向部后端的第三横筋，以及横向设置在所述第二纵向部后端的第四横筋。
  10. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括设置在所述后横梁上的横向诱导筋和纵向诱导筋，所述纵向诱导筋与所述横向诱导筋交叉设置。
  11. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括连接在所述第一横向部前端且具有第一吸能空间的第一吸能盒，以及连接在所述第二横向部前端且具有第二吸能空间的第二吸能盒；
    所述第一吸能空间和所述第二吸能空间内均间隔设置有至少两个压溃筋。
  12. 根据权利要求11所述的副车架总成，其特征在于，所述第一吸能盒的外侧壁上设有第一波浪诱导面，所述第二吸能盒的外侧壁上设有第二波浪诱导面；所述第一波浪诱导面与所述第二波浪诱导面的波浪延伸方向与所述前横梁垂直。
  13. 根据权利要求1所述的副车架总成，其特征在于，所述第一横向部以及所述前横梁的板材厚度小于所述第一纵向部的板材厚度；且所述第二横向部以及所述前横梁的板材厚度小于所述第二纵向部的板材厚度。
  14. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括间隔设置在所述第一纵向部上的第一诱导槽和第二诱导槽，以及间隔设置在所述第二纵向部上的第三诱导槽和第四诱导槽；所述第一诱导槽位于所述第一横向部与所述第二诱导槽之间；所述第三诱导槽位于所述第二横向部与所述第四诱导槽之间。
  15. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括安装在所述前横梁上的第一悬置安装支架，以及安装在所述第二横向部上的第二悬置安装支架；
    所述副车架总成还包括安装在所述第一横向部上的第一小腿保护支架，以及安装在所述前横梁上的第二小腿保护支架，所述第二小腿保护支架位于所述第一悬置安装支架和所述第二悬置安装支架之间。
  16. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还 包括均用于安装下摆臂的第一前安装支架、第二前安装支架、第一后安装支架以及第二后安装支架；所述第一前安装支架安装在所述第一纵向部远离所述第二纵向部的一侧，所述第二前安装支架安装在所述第二纵向部远离所述第一纵向部的一侧；所述第一后安装支架安装在所述第一纵向部远离所述第一横向部的一端，所述第二后安装支架安装在所述第二纵向部远离所述第二横向部的一端。
  17. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括用于安装转向机的第一套管、第二套管、第三套管以及第四套管，所述第一套管安装在第一横向部上，所述第二套管安装在第二横向部上，所述第三套管安装在第一纵向部远离第一横向部的一端，所述第四套管安装在所述第二纵向部远离第二横向部的一端。
  18. 根据权利要求1所述的副车架总成，其特征在于，所述副车架总成还包括用于连接车身的第五套管和第六套管，所述第五套管安装在所述第一纵向部与所述后横梁的第一端的连接位置处，所述第六套管安装在所述第二纵向部与所述后横梁的第二端的连接位置处。
  19. 一种车辆，其特征在于，包括权利要求1至18任一项权利要求所述的副车架总成。
PCT/CN2024/128622 2024-01-23 2024-10-30 一种副车架总成及车辆 Pending WO2025156752A1 (zh)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN202410094264.1 2024-01-23
CN202420163805.7 2024-01-23
CN202410094264.1A CN117963001A (zh) 2024-01-23 2024-01-23 一种副车架总成及车辆
CN202420163805.7U CN221541723U (zh) 2024-01-23 2024-01-23 一种副车架总成及车辆

Publications (1)

Publication Number Publication Date
WO2025156752A1 true WO2025156752A1 (zh) 2025-07-31

Family

ID=96544410

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2024/128622 Pending WO2025156752A1 (zh) 2024-01-23 2024-10-30 一种副车架总成及车辆

Country Status (1)

Country Link
WO (1) WO2025156752A1 (zh)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009073309A (ja) * 2007-09-20 2009-04-09 Fuji Heavy Ind Ltd 車両用バンパ構造
CN207889813U (zh) * 2018-01-16 2018-09-21 广州汽车集团股份有限公司 用于安装汽车前副车架前安装点的车身结构
JP2020152188A (ja) * 2019-03-19 2020-09-24 トヨタ自動車株式会社 自動車ボデー
CN212047576U (zh) * 2020-01-02 2020-12-01 广州汽车集团股份有限公司 一种前副车架及车辆
CN113492912A (zh) * 2020-03-20 2021-10-12 广州汽车集团股份有限公司 一种前副车架及汽车
CN117341819A (zh) * 2023-11-13 2024-01-05 合肥万安汽车底盘系统有限公司 一种新型冲压焊接前副车架
CN117963001A (zh) * 2024-01-23 2024-05-03 广州汽车集团股份有限公司 一种副车架总成及车辆

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009073309A (ja) * 2007-09-20 2009-04-09 Fuji Heavy Ind Ltd 車両用バンパ構造
CN207889813U (zh) * 2018-01-16 2018-09-21 广州汽车集团股份有限公司 用于安装汽车前副车架前安装点的车身结构
JP2020152188A (ja) * 2019-03-19 2020-09-24 トヨタ自動車株式会社 自動車ボデー
CN212047576U (zh) * 2020-01-02 2020-12-01 广州汽车集团股份有限公司 一种前副车架及车辆
CN113492912A (zh) * 2020-03-20 2021-10-12 广州汽车集团股份有限公司 一种前副车架及汽车
CN117341819A (zh) * 2023-11-13 2024-01-05 合肥万安汽车底盘系统有限公司 一种新型冲压焊接前副车架
CN117963001A (zh) * 2024-01-23 2024-05-03 广州汽车集团股份有限公司 一种副车架总成及车辆

Similar Documents

Publication Publication Date Title
KR102730519B1 (ko) 차량용 차체
EP3305628B1 (en) Automobile engine compartment assembly
CN108349537B (zh) 前副车架结构
EP0878379B1 (en) Front structure of car body, and method of absorbing impact by means of the front structure
US10676133B2 (en) Front sub-frame structure
CN116529149A (zh) 电动车辆本体
CN112109811B (zh) 车身结构和包括该车身结构的车辆
CN215284981U (zh) 一种前副车架总成及具有其的车辆
CN103144673B (zh) 副车架及具有其的汽车
CN117963001A (zh) 一种副车架总成及车辆
CN108016506B (zh) 车辆机舱总成
CN117241988A (zh) 车辆车身
CN212047576U (zh) 一种前副车架及车辆
US20250026412A1 (en) Vehicle body front structuree
EP1852331B1 (en) Front structure of vehicle body
JP4314992B2 (ja) 車体構造
CN117885818A (zh) 车身前部结构和车辆
CN115257945B (zh) 一种前围板下横梁结构及汽车
RU2487811C1 (ru) Конструкция кузова транспортного средства
CN221541723U (zh) 一种副车架总成及车辆
WO2025156752A1 (zh) 一种副车架总成及车辆
JPH058755A (ja) 自動車の前部構造
CN220842678U (zh) 车辆的副车架、车辆的车身组件以及车辆
JP6027448B2 (ja) 車体前部構造
WO2025044203A1 (zh) 前舱结构、承载式车身和车辆

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 24919832

Country of ref document: EP

Kind code of ref document: A1