CN110588790A - Front sub-frame with energy-absorbing function and automobile - Google Patents

Abstract

The invention discloses a front sub-frame and an automobile with energy-absorbing functions, which include a front beam and a middle beam parallel to each other, and the two ends of the front beam and the middle beam are respectively connected to the left longitudinal The beam is connected to the right longitudinal beam; the left longitudinal beam and the right longitudinal beam are provided with an energy-absorbing hole, and the energy-absorbing holes are respectively adjacent to the left front thrust rod bracket and the right front thrust rod bracket, and are arranged in a symmetrical structure. The beneficial effects of the present invention are mainly reflected in that the structure of the front sub-frame is simplified and reasonable, which not only improves the strength of the front sub-frame, but also facilitates the installation of the front sub-frame and the automobile body and other components. At the same time, the left longitudinal beam and the right longitudinal beam There are energy-absorbing holes on the beam, which can fully absorb the energy generated by the collision.

Description

Front sub-frame with energy-absorbing function and automobile

technical field

The invention relates to an automobile component, in particular to a front sub-frame with an energy-absorbing function and an automobile.

Background technique

The car subframe is an independent structural part in the whole car system, which is used to connect the control arm, stabilizer bar, steering gear, powertrain suspension, and various wiring harnesses, sensors and so on. The car subframe carries most of the weight of the car and has the following functions: transfer all the loads of the suspension system to the car floor; isolate the vibration and noise transmitted by the suspension system and transmission system; together with the body structure, absorb Energy generated during a car crash; supports the weight of the powertrain and withstands various loads from the engine mount and transmission mount; provides modular integration of steering and wheel control. However, the existing sub-frame is weak and cannot effectively absorb the energy generated during the collision; the integration level is not high, and it needs to be connected to the sub-frame through the middle beam when connecting other devices, and the middle beam usually needs to be welded or bolted The connection method is connected with the subframe, which makes the installation relatively cumbersome.

On March 26, 2008, the Chinese Patent Office disclosed a patent for invention called the front sub-frame assembly, and the announcement number is CN201040541Y. The assembly includes the welding assembly of the front cross beam of the front subframe, the welding assembly of the rear cross beam of the front subframe, the welding assembly of the left longitudinal beam of the front subframe and the welding assembly of the right longitudinal beam of the front subframe, and the welding assembly of the front subframe The welding assemblies of the front and rear beams and the welding assemblies of the left and right longitudinal beams of the front subframe are connected in pairs to form a trapezoidal profile. The front subframe assembly is a hollow frame structure with low strength, which cannot effectively absorb the energy generated during the collision process, and the integration degree is not high, and it lacks the connection structure of other devices, which makes the installation process relatively complicated.

Contents of the invention

The purpose of the present invention is to overcome the deficiencies in the prior art, and provide a front sub-frame and an automobile with an energy-absorbing function.

The purpose of the present invention is achieved through the following technical solutions:

A front sub-frame with an energy-absorbing function, comprising a front beam and a center beam parallel to each other, the two ends of the front beam and the center beam are respectively connected to a left longitudinal beam and a right longitudinal beam which are concave inward and arranged in a mirror image structure ;

The left longitudinal beam at least includes a left front curved end and a left vertical end integral with it, a left front thrust rod bracket is fixed on the left front curved end, and the left front thrust rod bracket is close to the front crossbeam; the left vertical The straight end is fixed with a left steering gear bracket and a left control arm bracket, wherein the left control arm bracket is close to the middle beam;

The right longitudinal beam at least includes a right front curved end and a right vertical end integral with it, a right front thrust rod bracket is fixed on the right front curved end, and the right front thrust rod bracket is close to the front crossbeam; the right vertical The straight end is fixed with a right steering machine bracket and a right control arm bracket, wherein the right control arm bracket is close to the middle beam;

An energy-absorbing hole is provided on the left longitudinal beam and the right longitudinal beam, and the energy-absorbing holes are respectively adjacent to the left front thrust rod bracket and the right front thrust rod bracket, and are arranged in a symmetrical structure.

Preferably, the end of the left vertical end away from the left front curved end is further provided with a left rear curved end integrated with it, and the end of the right vertical end far away from the right front curved end is further provided with a right rear curved end integrated with it , A rear crossbeam affixed thereto is also arranged between the left rear curved end and the right rear curved end, and the rear crossbeam is parallel to the rear crossbeam.

Preferably, a left slanted beam and a right slanted beam are also fixed on the rear beam, the other ends of the left slanted beam and the right slanted beam are fixedly connected to the middle beam, and the left slanted beam and the right slanted beam will The large trapezoidal space formed by the rear beam, the middle beam, the left longitudinal beam and the right longitudinal beam is cut into three small trapezoidal spaces.

Preferably, the angle between the front beam and the left front curved end is 30-60°.

Preferably, the angle between the front beam and the left front curved end is 45°.

Preferably, the front beam, the middle beam, the rear beam, the left inclined beam and the right inclined beam are all high-strength aluminum alloy extruded profile cutting parts.

Preferably, the left longitudinal beam and the right longitudinal beam are bent and cut high-strength aluminum alloy extruded profiles.

Preferably, the left front thrust rod bracket, left steering gear bracket, left control arm bracket, right front thrust rod bracket, right steering gear bracket and right control arm bracket are all aluminum bending parts or aluminum castings.

An automobile comprising the above-mentioned front sub-frame with energy-absorbing function.

The beneficial effects of the present invention are mainly reflected in:

1. The structure of the front sub-frame is simplified and reasonable, which not only improves the strength of the front sub-frame, but also facilitates the installation of the front sub-frame and the car body and other components. At the same time, there are energy-absorbing holes on the left and right longitudinal beams , which can fully absorb the energy generated by the collision;

2. The front crossbeam, middle crossbeam, left longitudinal beam and right longitudinal beam cooperate with each other to form a trapezoidal structure. The angle between the front crossbeam and the left longitudinal beam is 30~60°, which can effectively decompose the force when the vehicle is offset and collided , to meet the strength requirements for vehicle low-speed collisions;

3. The left inclined beam and the right inclined beam cut the large trapezoidal space formed by the middle beam, rear beam, left longitudinal beam and right longitudinal beam into three small trapezoidal spaces, which can improve its stability and gradually compress collapsed or deformed, able to absorb more energy;

4. The energy-absorbing hole is located at the joint of the left front curved end and the left vertical end. Under the frontal high-speed collision, the joint will be bent to reduce the impact on the driver;

5. The front sub-frame is an all-aluminum alloy structure. Since the density of the aluminum alloy is lower than that of steel, the weight of the front sub-frame provided by the present invention is smaller than that of the prior art, realizing the lightweight of the vehicle;

6. When the vehicle collides, the concave design of the left side beam and the right side beam can make it have greater elastic deformation, which can remove part of the impact force, thereby enhancing its compression resistance. In addition, both the left longitudinal beam and the right longitudinal beam adopt a three-section design. When the impact force on the left front curved end reaches the limit, the left vertical end will deform. This process enhances the deformation ability of the left longitudinal beam and effectively The energy absorption capacity of the left side member during a collision has been improved.

Description of drawings

Below in conjunction with accompanying drawing, technical solution of the present invention will be further described:

Figure 1: Schematic diagram of the structure of the present invention.

Detailed ways

The present invention will be described in detail below in conjunction with specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are included in the protection scope of the present invention.

Not limited to the present invention, structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the protection scope of the present invention.

In describing the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", " The orientations or positional relationships indicated by "vertical", "horizontal", "top", "bottom", "inner" and "outer" are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and Simplified descriptions, rather than indicating or implying that the device or element referred to must have a particular orientation, be constructed and operate in a particular orientation, and thus should not be construed as limiting the invention. In addition, the terms "first", "second", etc. are used for descriptive purposes only, and should not be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, a feature defined as "first", "second", etc. may expressly or implicitly include one or more of that feature. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

In the description of the present invention, it should be noted that unless otherwise specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connected, or integrally connected; it may be mechanically connected or electrically connected; it may be directly connected or indirectly connected through an intermediary, and it may be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present invention based on specific situations.

The present invention will be described in detail below with reference to the accompanying drawings and examples.

As shown in Figure 1, the present invention discloses a front sub-frame with an energy-absorbing function, which includes a front beam 1 and a middle beam 2 parallel to each other, and the two ends of the front beam 1 and the middle beam 2 are respectively connected to the inner concave And the left longitudinal beam 3 and the right longitudinal beam 4 arranged in a mirror image structure are connected. Specifically, the left longitudinal beam 3 at least includes a left front curved end 31 and a left vertical end 32 integral with it, and a left front thrust rod bracket 311 is fixed on the left front curved end 31, and the left front thrust rod bracket 311 is connected to the left vertical end 32. The front beam 1 is close to. A left steering gear bracket 321 and a left control arm bracket 322 are fixed on the left vertical end 32 , wherein the left control arm bracket 322 is close to the middle beam 2 . The right longitudinal beam 4 at least includes a right front curved end 41 and a right vertical end 42 integral with it, and a right front thrust rod bracket 411 is fixed on the right front curved end 41, and the right front thrust rod bracket 411 is connected with the front cross beam. 1 close. A right steering machine bracket 421 and a right control arm bracket 422 are fixed on the right vertical end 42 , wherein the right control arm bracket 422 is close to the middle beam 2 . In the above, the left front thrust rod bracket 311 and the right front thrust rod bracket 411 are close to the front crossbeam 1, and the front crossbeam 1, the left longitudinal beam 3 and the right longitudinal beam 4 can share the left front thrust rod and the right front thrust. The gravity of the bar prevents the left longitudinal beam 3 and the right longitudinal beam 4 from being deformed under the action of a long time. The right control arm bracket 422 and the left control arm bracket 322 are close to the middle beam 2, and the gravity of the left control arm and the right control arm can be shared by the middle beam 2, the left side beam 3 and the right side beam 4 , to prevent the left side beam 3 and the right side beam 4 from being deformed under the action of a long time.

Both the left longitudinal beam 3 and the right longitudinal beam 4 are provided with an energy-absorbing hole 5, and the energy-absorbing hole 5 is respectively adjacent to the left front thrust rod bracket 311 and the right front thrust rod bracket 411, and is arranged in a symmetrical structure. In this embodiment, the energy-absorbing hole 5 is located at the junction of the left front curved end 31 and the left vertical end 32 and the junction of the right front curved end 41 and the right vertical end 42, and the energy-absorbing hole 5 is located at directly below the body frame. The energy-absorbing hole is located at the junction of the left front curved end and the left vertical end. Under a frontal high-speed collision, bending occurs at the junction to reduce the impact on the driver. In addition, the setting of the energy-absorbing hole can fully absorb the energy generated by the collision. Of course, the number and position of the energy-absorbing holes can be relatively fine-tuned.

The end of the left vertical end 32 away from the left front curved end 31 is also provided with a left rear curved end 33 integral with it, and the end of the right vertical end 42 far away from the right front curved end 41 is also provided with an integrated The right rear curved end 43 , a rear crossbeam 6 affixed thereto is also arranged between the left rear curved end 33 and the right rear curved end 43 , and the rear crossbeam 6 is parallel to the rear crossbeam 6 . Also be fixed with left inclined beam 61 and right inclined beam 62 on described rear beam 6, the other end of described left inclined beam 61 and right inclined beam 62 is affixed with described middle beam 2, described left inclined beam 61 and The right inclined beam 62 cuts the large trapezoidal space formed by the rear beam 6 , the middle beam 2 , the left longitudinal beam 3 and the right longitudinal beam 4 into three small trapezoidal spaces. The left inclined beam and the right inclined beam cut the large trapezoidal space formed by the middle beam, the rear beam, the left longitudinal beam and the right longitudinal beam into three small trapezoidal spaces, which can improve its stability and gradually compress collapsed or deformed, it can absorb more power.

In this embodiment, the angle between the front beam 1 and the left front curved end 31 is 30-60°. Preferably, the angle between the front cross member 1 and the left front curved end 31 is 45°. This setting can effectively decompose the force when the vehicle is in an offset collision, and meets the strength requirements of the low-speed collision of the vehicle.

Further, the front crossbeam 1, middle crossbeam 2, rear crossbeam 6, left inclined beam 61 and right inclined beam 62 are all high-strength aluminum alloy extruded profile cut parts. The left longitudinal beam 3 and the right longitudinal beam 4 are bent and cut high-strength aluminum alloy extruded profiles. The left front thrust rod bracket 311, left steering gear bracket 321, left control arm bracket 322, right front thrust rod bracket 411, right steering gear bracket 421 and right control arm bracket 422 are aluminum bending parts or aluminum castings. The above-mentioned components are all aluminum alloy structures. Since the density of the aluminum alloy is lower than that of steel, the weight of the front sub-frame provided by the present invention is smaller than that of the prior art, and the weight of the vehicle is realized.

Another design point of the present invention is: when the vehicle collides, the concave design of the left and right side beams can make them have greater elastic deformation, and can remove part of the impact force, thereby enhancing their compression resistance. In addition, both the left longitudinal beam and the right longitudinal beam adopt a three-stage design. For example, when the impact force on the left front curved end reaches the limit, the left vertical end will deform. This process enhances the deformation ability of the left longitudinal beam, effectively Greatly improved the energy absorption capacity of the left longitudinal beam during a collision.

The present invention also discloses an automobile comprising the above-mentioned front sub-frame with energy-absorbing function.

It should be understood that although this description is described according to implementation modes, not each implementation mode only includes an independent technical solution. The technical solutions in the embodiments can also be properly combined to form other embodiments that can be understood by those skilled in the art.

The series of detailed descriptions listed above are only specific descriptions for feasible implementations of the present invention, and they are not intended to limit the protection scope of the present invention. Any equivalent implementation or implementation that does not depart from the technical spirit of the present invention All changes should be included within the protection scope of the present invention.

Claims (9)

1. Preceding sub vehicle frame with energy-absorbing function, its characterized in that: the front cross beam and the middle cross beam are parallel to each other, and two ends of the front cross beam (1) and the middle cross beam (2) are respectively connected with a left longitudinal beam (3) and a right longitudinal beam (4) which are concave and arranged in a mirror image structure;

the left longitudinal beam (3) at least comprises a left front bending end (31) and a left vertical end (32) integrated with the left front bending end, a left front thrust rod support (311) is fixedly arranged on the left front bending end (31), and the left front thrust rod support (311) is close to the front cross beam (1); a left steering gear bracket (321) and a left control arm bracket (322) are fixedly arranged on the left vertical end (32), wherein the left control arm bracket (322) is close to the middle cross beam (2);

the right longitudinal beam (4) at least comprises a right front bent end (41) and a right vertical end (42) integrated with the right front bent end, a right front thrust rod bracket (411) is fixedly arranged on the right front bent end (41), and the right front thrust rod bracket (411) is close to the front cross beam (1); a right steering gear support (421) and a right control arm support (422) are fixedly arranged on the right vertical end (42), wherein the right control arm support (422) is close to the middle cross beam (2);

all be equipped with an energy-absorbing hole (5) on left side longeron (3) and right longeron (4), energy-absorbing hole (5) are close to left front thrust bar support (311) and right front thrust bar support (411) respectively, and are the symmetrical structure setting.

2. The energy-absorbing front subframe of claim 1, wherein: left side vertical end (32) keep away from the one end of left front bending end (31) and still be equipped with rather than left back bending end (33) as an organic whole, right side vertical end (42) are kept away from the one end of right front bending end (41) still is equipped with rather than right back bending end (43) as an organic whole, still be equipped with between left side back bending end (33) and right back bending end (43) rather than rear beam (6) of rigid coupling, rear beam (6) with rear beam (6) are parallel.

3. The energy-absorbing front subframe of claim 2, wherein: the rear cross beam (6) is further fixedly provided with a left oblique beam (61) and a right oblique beam (62), the other ends of the left oblique beam (61) and the right oblique beam (62) are fixedly connected with the middle cross beam (2), and the left oblique beam (61) and the right oblique beam (62) cut a large trapezoidal space formed by the rear cross beam (6), the middle cross beam (2), the left longitudinal beam (3) and the right longitudinal beam (4) into three small trapezoidal spaces.

4. The energy-absorbing front subframe according to claim 1, wherein the angle between the front cross member (1) and the left front curved end (31) is 30 ~ 60 °.

5. The energy-absorbing front subframe of claim 4, wherein: the included angle between the front cross beam (1) and the left front bent end (31) is 45 degrees.

6. The energy-absorbing front subframe of claim 3, wherein: the front cross beam (1), the middle cross beam (2), the rear cross beam (6), the left oblique beam (61) and the right oblique beam (62) are all high-strength aluminum alloy extruded section cutting pieces.

7. The energy-absorbing front subframe of claim 3, wherein: the left longitudinal beam (3) and the right longitudinal beam (4) are high-strength aluminum alloy extruded section bending and cutting pieces.

8. The energy-absorbing front subframe of claim 3, wherein: the left front thrust rod support (311), the left direction machine support (321), the left control arm support (322), the right front thrust rod support (411), the right direction machine support (421) and the right control arm support (422) are all aluminum bending pieces or aluminum castings.

9. An automobile, characterized in that: the energy-absorbing front subframe according to any one of claims 1 to 8.