WO2024022497A1 - 车辆 - Google Patents

车辆 Download PDF

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Publication number
WO2024022497A1
WO2024022497A1 PCT/CN2023/109870 CN2023109870W WO2024022497A1 WO 2024022497 A1 WO2024022497 A1 WO 2024022497A1 CN 2023109870 W CN2023109870 W CN 2023109870W WO 2024022497 A1 WO2024022497 A1 WO 2024022497A1
Authority
WO
WIPO (PCT)
Prior art keywords
longitudinal beam
subframe
vehicle
front longitudinal
rear section
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.)
Ceased
Application number
PCT/CN2023/109870
Other languages
English (en)
French (fr)
Inventor
杨树成
刘腾涌
赵彦利
杨艳兵
梁大荣
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.)
BYD Co Ltd
Original Assignee
BYD 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
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to EP23845701.4A priority Critical patent/EP4563447A4/en
Priority to JP2025505358A priority patent/JP2025524220A/ja
Priority to KR1020257003378A priority patent/KR20250030501A/ko
Publication of WO2024022497A1 publication Critical patent/WO2024022497A1/zh
Priority to US19/010,843 priority patent/US20250136183A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • 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
    • 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
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • 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
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • 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
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B62D21/155—Sub-frames or underguards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/02—Side panels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0438—Arrangement under the floor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/082—Engine compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2018—Floors or bottom sub-units in connection with other superstructure subunits the subunits being front structures

Definitions

  • the present application relates to the technical field of vehicle manufacturing, and specifically relates to a vehicle.
  • the front longitudinal beam is deformed to absorb energy to reduce the impact force transmitted to the passenger compartment and at the same time reduce the deformation of the front cabin structure from invading the passenger compartment.
  • the overlapping area between the vehicle and the barrier is small, resulting in the passenger compartment still bearing a large impact force.
  • This application aims to solve at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle that can better protect the passenger compartment in a small offset collision.
  • a vehicle includes: a front longitudinal beam, a subframe and a front mounting point of the subframe.
  • the front mounting point of the subframe is connected to the front longitudinal beam.
  • the subframe In the width direction of the vehicle, the subframe The front mounting point of the vehicle frame is arranged on the outside of the front longitudinal beam; the subframe is connected to the front longitudinal beam through the front mounting point of the subframe.
  • the front mounting point of the subframe is arranged on the outside of the front longitudinal beam in the width direction of the vehicle, so that the subframe can also receive the force of a front collision or an offset collision, and it also expands the space between the vehicle and the vehicle.
  • the force-bearing area in the width direction increases the overlapping area with obstacles, thereby enabling better force transmission.
  • the vehicle further includes: a front cabin side beam, which is connected to the outer side of the front longitudinal beam in the vehicle width direction, and the first side of the front cabin side beam is connected to the outer side of the front longitudinal beam.
  • the front end is provided with subframe front mounting points.
  • the vertical height of the front mounting point of the subframe is located below the connection between the front cabin side beam and the front longitudinal beam.
  • the front longitudinal beam includes a middle mounting point of the subframe and a rear mounting point of the subframe; the subframe is connected to the middle mounting point of the subframe and the rear mounting point of the subframe through the middle mounting point of the subframe and the rear mounting point of the subframe.
  • the front longitudinal beam is connected; the front longitudinal beam, the An annular force transmission structure is formed between the front cabin side beam and the subframe.
  • the trailing arm of the subframe has an arc-shaped structure.
  • the subframe is connected below the front longitudinal beam, and the front and rear ends of the subframe are at the same height to transmit force in the horizontal direction.
  • the vehicle further includes an A-pillar assembly
  • the front longitudinal beam includes a connected front section of the front longitudinal beam and a rear section of the front longitudinal beam
  • the second end of the front cabin side beam is connected to the A-pillar assembly.
  • the column assembly is connected, the front section of the front longitudinal beam is connected to the front cabin side beam, the rear section of the front longitudinal beam is connected to the A-pillar assembly, the front longitudinal beam, the front cabin side beam and all
  • the A-pillar assembly forms a ring-shaped force transmission structure.
  • the front cabin side sill includes: a lower side sill, the lower section of the lower side sill is connected to the front section of the front longitudinal beam, and the front mounting point of the subframe is provided on the lower end of the lower side sill;
  • the rear mounting point of the subframe is set at the rear section of the front longitudinal beam, and the front longitudinal beam, the lower side beam and the subframe form an annular force transmission structure.
  • the front cabin side sill further includes: an upper side sill, the rear end of the upper side sill is connected to the A-pillar assembly, and the front end of the upper side sill is connected to the upper end of the lower side sill;
  • the beam, the lower side sill, the subframe and the A-pillar assembly form an annular force transmission structure.
  • the vehicle further includes: a wheel cover mounting plate, a wheel cover front pillar and a wheel cover rear pillar.
  • the wheel cover mounting plate is connected to the upper side beam, and the upper end of the wheel cover front pillar is connected to the wheel cover.
  • the wheel cover mounting plate is connected to each other, the lower end of the wheel cover front upright is connected to the front longitudinal beam, the wheel cover rear upright is located on the rear side of the wheel cover front upright, and the upper end of the wheel cover rear upright is It is connected to the wheel cover mounting plate, and the lower end of the rear column of the wheel cover is connected to the front longitudinal beam.
  • the side sill includes: a side sill main body, a side sill upper connecting plate, a side sill lower connecting plate and a side sill reinforcing plate, and the side sill upper connecting plate is provided at the upper end of the side sill main body, And connected to the front end of the roof side sill, the lower side sill lower connecting plate is located at the lower end of the lower side sill main body, and the lower side sill lower connecting plate is provided with a front mounting point of the subframe, the lower side sill The reinforcing plate and the main body of the lower side sill are connected to the front longitudinal beam.
  • the vehicle further includes a cantilever through which the subframe is connected to a mounting point in the subframe.
  • the bottom surface of the rear section of the front longitudinal beam is a planar structure, and the planar structure is at the same height in the up and down direction of the vehicle.
  • a battery pack installation point is provided on the bottom surface of the rear section of the front longitudinal beam, and the battery pack installation point is used to connect the battery pack.
  • the front end surface of the battery pack is spaced apart from the rear end surface of the subframe.
  • the vehicle further includes: two sill beams, the two sill beams are respectively arranged on both sides of the vehicle, and each of the sill beams extends along the front and rear direction of the vehicle; The sides of the battery pack facing both sides of the vehicle are respectively connected to the two rocker beams.
  • At least part of the upper cover of the battery pack is formed into a vehicle floor.
  • the battery pack is provided with battery pack longitudinal beams, the battery pack longitudinal beams extend along the front and rear directions of the vehicle, and at least one of the battery pack longitudinal beams is in contact with the passenger vehicle.
  • the rear mounting points of the rack are set accordingly.
  • the height of the lower end surface of the subframe is higher than the height of the battery pack.
  • the rear section of the front longitudinal beam includes: an outer connecting plate of the rear section of the longitudinal beam, an inner connecting plate of the rear section of the longitudinal beam, and an outer connecting sealing plate of the rear section of the longitudinal beam.
  • the outer connecting plate of the rear section of the longitudinal beam is connected to the rear section of the longitudinal beam.
  • the A-pillar assembly is overlapped and connected, the inner connecting plate of the rear section of the longitudinal beam is connected to the outer connecting plate of the rear section of the longitudinal beam, and the inner connecting plate of the rear section of the longitudinal beam is connected to the A-pillar assembly,
  • the outer connection sealing plate of the rear section of the longitudinal beam is connected to the A-pillar assembly; the outer connection plate of the rear section of the longitudinal beam, the inner connection plate of the rear section of the longitudinal beam are connected to the outer connection sealing plate of the rear section of the longitudinal beam. And form the first reinforced cavity.
  • the vehicle further includes a first crossbeam. Two ends of the first crossbeam are respectively connected to two opposite A-pillar assemblies. The first crossbeam is also connected to the central tunnel assembly.
  • the rear section of the front longitudinal beam is connected to the first cross member.
  • the rear section of the front longitudinal beam includes: a rear connecting plate of the front longitudinal beam and a rear section of the longitudinal beam sealing plate.
  • the rear connecting plate of the longitudinal beam is connected to the first crossbeam.
  • the rear section of the longitudinal beam sealing plate is connected to the first crossbeam.
  • the first cross beam is connected; the rear connecting plate of the longitudinal beam and the rear section of the sealing plate of the longitudinal beam are arranged in a herringbone shape, and the rear connecting plate of the longitudinal beam is suitable for directing the impact force to the center through the first horizontal beam.
  • the impact force is transmitted to one side of the channel assembly, and the rear section of the longitudinal beam sealing plate is suitable for transmitting the impact force to one side of the A-pillar assembly through the first cross beam.
  • the vehicle further includes a second crossbeam, the end of the second crossbeam is connected to the rear section of the front longitudinal beam, and the middle part of the second crossbeam is connected to the central channel assembly, so The bottom surface of the second cross beam is flush with the bottom surface of the rear section of the front longitudinal beam.
  • the second beam is provided below the first beam.
  • the rear section of the front longitudinal beam is connected to the central channel assembly, and the rear section of the front longitudinal beam includes: a subframe rear support plate, and the subframe rear support plate Connected to the central channel assembly, the rear mounting point of the subframe is provided correspondingly to the rear support plate of the subframe; a second reinforcement is defined between the central channel assembly and the second cross beam. cavity.
  • Figure 1 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
  • Figure 2 is a side view of the vehicle according to the embodiment of Figure 1;
  • Figure 3 is a bottom view of the vehicle according to the embodiment of Figure 1;
  • Figure 4 is a schematic structural diagram of the front cabin side beam of the front vehicle of the embodiment of Figure 1;
  • Figure 5 is a schematic structural diagram of the lower side rail of the vehicle in the embodiment of Figure 4;
  • Figure 6 is a schematic diagram of the connection structure between the front longitudinal beam and the energy-absorbing box of the vehicle in the embodiment of Figure 1;
  • Figure 7 is a schematic structural diagram of the first cross member and the second cross member of the vehicle in the embodiment of Figure 1;
  • Figure 8 is a schematic diagram of the partial connection structure of the front longitudinal beam and the A-pillar assembly of the vehicle in the embodiment of Figure 1;
  • Figure 9 is a schematic diagram of the partial connection structure of the front longitudinal beam and the central tunnel assembly of the vehicle in the embodiment of Figure 1;
  • FIG. 10 is a partial structural schematic diagram of the battery pack installation portion of the vehicle according to the embodiment of FIG. 1 .
  • Vehicle 100 energy absorbing box 101, front longitudinal beam 11, first reinforced cavity 110, rear section of front longitudinal beam 111, battery pack installation point 1111, rear section outer connecting plate of longitudinal beam 111a, rear section inner connecting plate of longitudinal beam 111b , longitudinal beam rear section external connection sealing plate 111c, gradually expanding section 112, longitudinal beam rear connection plate 113, longitudinal beam sealing plate rear section 114, subframe rear support plate 115, second reinforcement cavity 116, front longitudinal Beam front section 117, front cabin side beam 12, first end 12a, second end 12b, upper side sill 121, lower side sill 122, lower side sill main body 1221, lower side sill upper connecting plate 1222, lower side sill connecting plate 1223, lower side sill reinforcement Plate 1224, reinforcement plate main body 1224a, reinforcement plate flange 1224b, subframe 13, subframe front mounting point 131, subframe middle mounting point 132, subframe rear mounting point 133, longitudinal arm 134, wheel cover installation Plate 14, wheel house front pillar 15, wheel house rear pillar 16, cantilever 17,
  • the terms “installation”, “related "Connect” and “connect” should be understood in a broad sense.
  • it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an intermediate connection.
  • the medium is indirectly connected, which may be an internal connection between two elements.
  • a vehicle 100 includes: a front longitudinal beam 11 , a subframe 13 and a subframe front mounting point 131 .
  • the front mounting point 131 of the subframe is connected to the front longitudinal beam 11 .
  • the front mounting point 131 of the subframe is arranged outside the front longitudinal beam 11 in the vehicle width direction.
  • the subframe 13 is connected to the front longitudinal beam 11 through the subframe front mounting point 131 .
  • the overlapping area of the front longitudinal beam 11 and the barrier directly affects its absorption effect on the impact force.
  • the front mounting point 131 of the subframe is arranged on the outside of the front longitudinal beam 11 in the vehicle width direction, so that the subframe 13 can also receive the force of a front collision or an offset collision, and it also expands the space between the vehicle and the vehicle.
  • the force-bearing area in the width direction increases the overlapping area with obstacles, thereby enabling better force transmission.
  • the vehicle 100 further includes: a front cabin side beam 12 .
  • the front side rail 12 is connected to the outer side of the front longitudinal beam 11 , and the first end 12 a of the front side rail 12 is provided with a subframe front mounting point 131 .
  • the structure of the front longitudinal beams 11 is extended to both sides of the vehicle 100 and at the same time, the front side rails 12 and the front longitudinal beams are raised.
  • the structural strength of the beam 11 can increase the overlap area between the front cabin side beam 12 and the front longitudinal beam 11 and the barrier in a small offset collision of the vehicle 100, so that the impact force generated by the collision can be directly transmitted to the front cabin side.
  • the front longitudinal beam 11 and the front cabin side beam 12 jointly participate in collapse energy absorption, forming protection for the passenger compartment, or can better transmit the force to the vehicle body, forming multiple transmission lines. force path.
  • the vertical height of the subframe front mounting point 131 is located below the connection between the front side rail 12 and the front longitudinal beam 11 .
  • the subframe 13 will not interfere with the connection between the front cabin side beam 12 and the front longitudinal beam 11, thereby increasing the cavity between the front cabin side beam 12 and the front longitudinal beam 11, thereby increasing the The overlapping area between the front side beam 12 and the front longitudinal beam 11 and the barrier.
  • the front longitudinal member 11 includes a subframe middle mounting point 132 and a subframe rear mounting point 133 .
  • the subframe 13 passes through the subframe middle mounting point 132 and the subframe rear mounting point.
  • the mounting point 133 is connected to the front longitudinal beam 11. Therefore, the three mounting points make the connection of the subframe 13 in the vehicle 100 relatively stable.
  • the impact force can be passed through the mounting point 132 in the subframe and the rear installation of the subframe.
  • Point 133 is transmitted between the front longitudinal beam 11 and the subframe 13, so that the front longitudinal beam 11
  • the impact force received by the subframe 13 is relatively uniform, which can prevent the front longitudinal beam 11 or the subframe 13 from being concentrated in the impact force.
  • the longitudinal arm 134 of the subframe 13 has an arc-shaped structure. Therefore, the arc-shaped structure has better force transmission capability, prevents stress concentration, and enables the impact force to be better transmitted along the longitudinal arm 134.
  • the subframe front mounting point 131, the subframe middle mounting point 132 and the subframe rear mounting point 133 are connected to the longitudinal arm 134, and the subframe The front mounting point 131, the subframe middle mounting point 132 and the subframe rear mounting point 133 are arranged in an arc, and their arrangement direction is consistent with the arc extension direction of the longitudinal arm 134, so that the impact force transmitted by the three mounting points is relatively even. , which can improve the overall connection strength of the subframe 13.
  • the subframe 13 is connected below the front longitudinal beam 11 , and the front and rear ends of the subframe 13 are at the same height to transmit force in the horizontal direction.
  • the subframe 13 is arranged in such a structure that the extension direction of the subframe 13 is consistent with the direction of the impact force received by the vehicle 100, so that the subframe 13 can better transmit the impact force and reduce the impact of the subframe.
  • the frame 13 undergoes torsional deformation.
  • the vehicle 100 further includes an A-pillar assembly 19
  • the front longitudinal beam 11 includes a connected front longitudinal beam front section 117 and a front longitudinal beam rear section 111 .
  • the second end 12b of the side beam 12 is connected to the A-pillar assembly 19.
  • the front section 117 of the front longitudinal beam is connected to the front side beam 12.
  • the rear section 111 of the front longitudinal beam is connected to the A-pillar assembly 19.
  • the front longitudinal beam 11 and the front side beam 11 are connected to the A-pillar assembly 19.
  • the side beam 12 and the A-pillar assembly 19 form an annular force transmission structure.
  • the annular structure has better load-bearing capacity, allowing the front longitudinal beam 11 and the front cabin side beam 12 to withstand greater impact force.
  • the front longitudinal beam 11 and the front cabin side beam 12 can withstand a large impact force.
  • the annular structure can collapse toward the cavity, thereby absorbing the impact force and improving the impact force absorption effect of the front longitudinal beam 11 and the front side beam 12 .
  • the front cabin side beam 12 includes: a lower side rail 122, the lower section of the lower side rail 122 is connected to the front section of the front longitudinal beam 117, and the front mounting point 131 of the subframe is provided On the lower end of the side sill 122, at the same time, the subframe rear mounting point 133 is set on the rear section 111 of the front longitudinal sill.
  • the front longitudinal sill 11, the lower side sill 122 and the subframe 13 form an annular force transmission structure.
  • the annular structure has better load-bearing capacity, allowing the front longitudinal beams 11, lower side beams 122 and subframe 13 to withstand greater impact forces.
  • the front longitudinal beams 11 due to the large cavity inside the annular structure, the front longitudinal beams 11.
  • the annular structure can collapse toward the cavity, thereby absorbing the impact force and improving the stability of the front longitudinal sill 11 , lower side sill 122 and subframe 13 . Impact force absorption effect.
  • the front cabin side rail 12 also includes: an upper side rail 121 , the rear end of the upper side rail 121 is connected to the A-pillar assembly 19 , the front end of the upper side rail 121 is connected to the upper end of the lower side rail 122 , and the upper side rail 121 and the lower side rail are connected to the A-pillar assembly 19 .
  • Beam 122, subframe 13 and the A-pillar assembly 19 form a ring-shaped force transmission structure.
  • the annular structure has better load-bearing capacity, allowing the front cabin side beam 12 and the subframe 13 to withstand greater impact force.
  • the front cabin side beam 12 and the subframe 13 can withstand greater impact forces.
  • the annular structure can collapse toward the cavity, thereby absorbing the impact force and improving the impact force absorption effect of the front cabin side beam 12 and the subframe 13 .
  • the load-bearing capacity of the front longitudinal beam 11, the front side beam 12 and the subframe 13 can be increased, the impact force absorption effect of the front end of the vehicle 100 can be improved, and the vehicle's stability can also be improved.
  • the vehicle 100 further includes: a wheelhouse mounting plate 14 , a wheelhouse front pillar 15 and a wheelhouse rear pillar 16 .
  • the wheel house mounting plate 14 is connected to the upper side beam 121.
  • the upper end of the wheel house front pillar 15 is connected to the wheel house mounting plate 14, and the lower end of the wheel house front pillar 15 is connected to the front longitudinal beam 11.
  • the wheel house rear column 16 is located at the rear side of the wheel house front column 15 , and the upper end of the wheel house rear column 16 is connected to the wheel house mounting plate 14 , and the lower end of the wheel house rear column 16 is connected to the front longitudinal beam 11 .
  • the wheel house front pillar 15 and the wheel house rear pillar 16 are both connected between the front longitudinal beam 11 and the wheel house mounting plate 14, and the wheel house mounting plate 14 is connected to the upper side beam 121. Therefore, the arrangement of the wheel house mounting plate 14, the wheel house front pillar 15 and the wheel house rear pillar 16 can strengthen the support for the force transmission path formed by the front longitudinal beam 11 and the front cabin side beam 12, and strengthen the front longitudinal beam 11 and the front cabin side beam 12.
  • the structural strength of the side beam 12 enables the annular force transmission structure formed by the front longitudinal beam 11, the front side beam 12 and the A-pillar assembly 19 to withstand greater impact force.
  • the side sill 122 includes: a side sill main body 1221, a side sill upper connecting plate 1222 and a lower side sill connecting plate 1223.
  • the lower side sill upper connecting plate 1222 is provided at the upper end of the lower side sill main body 1221 and is connected to the front end of the upper side sill 121 .
  • the lower side sill connecting plate 1223 is provided at the lower end of the lower side sill body 1221 , and the lower side sill connecting plate 1223 is provided with a subframe front mounting point 131 .
  • the side sill reinforcement plate 1224, the side sill reinforcement plate 1224, and the side sill main body 1221 are connected to the front longitudinal sill 11.
  • the lower side sill upper connecting plate 1222 is connected to the upper side sill 121
  • the subframe 13 is connected to the lower side sill connecting plate 1223 through the subframe front mounting point 131
  • the lower side sill upper connecting plate 1222 is connected to the lower side sill.
  • the plates 1223 are all connected to the side rail main body 1221 to realize the connection between the front cabin side rail 12 and the subframe 13 .
  • the side sill reinforcement plate 1224 and the side sill main body 1221 are connected to the front longitudinal sill 11 .
  • the front side sill 12 and the front longitudinal sill 11 are connected through the connection between the side sill main body 1221 and the longitudinal sill sealing plate 111 .
  • the side sill reinforcement plate 1224 is provided to connect with the front longitudinal sill 11 , which can improve the structural strength of the connection between the lower side sill 122 and the front longitudinal sill 11 .
  • the side sill reinforcement panel 1224 includes: a reinforcement panel main body 1224a and a reinforcement panel flange 1224b.
  • the reinforcing plate main body 1224a is configured as an open groove structure, which can improve the structural strength of the reinforcing plate main body 1224a.
  • the reinforcing plate flange 1224b is disposed in the groove structure of the reinforcing plate main body 1224a, which can improve the structural strength of the side sill reinforcing plate 1224, thereby improving the overall structural strength of the side sill 122, allowing the side sill 122 to withstand greater impact force.
  • the vehicle 100 further includes a cantilever 17 through which the subframe 13 is connected to the mounting point 132 in the subframe.
  • the cantilever 17 is connected between the front longitudinal beam 11 and the subframe 13, and can strengthen the support of the front longitudinal beam 11, the lower side beam 122 and the subframe 13 to form an annular force transmission structure, thereby strengthening the front longitudinal beam 11 and the subframe 13.
  • the structural strength of the beam 11, the side rail 122 and the subframe 13 enables the annular force transmission structure formed by the front longitudinal beam 11, the side rail 122 and the subframe 13 to withstand greater impact force.
  • the bottom surface of the rear section 111 of the front longitudinal beam is a planar structure, and the planar structure is at the same height in the up and down direction of the vehicle. Under such a structure, the extension direction of the bottom surface of the rear section 111 of the front longitudinal beam is consistent with the direction of the impact force received by the vehicle 100, so that the front longitudinal beam 11 can better withstand the impact force and reduce the torsional deformation of the front longitudinal beam 11.
  • a battery pack installation point 1111 is also provided on the bottom surface of the rear section 111 of the front longitudinal beam, and the battery pack installation point 1111 is used to connect the battery pack 200 .
  • the front side impact force of the electric subframe 13 can be transmitted to the battery pack installation point 1111 through the subframe rear mounting point 133, thereby effectively transmitting the impact force to the battery pack 200, so that The subframe 13 and the battery pack 200 can form a new force transmission path to disperse the impact force suffered by the subframe 13.
  • the front end surface of the battery pack 200 is spaced apart from the rear end surface of the subframe 13 . Therefore, a certain gap is formed between the battery pack 200 and the subframe 13 in the horizontal direction, which can prevent the impact force from being directly transmitted to the front end surface of the battery pack 200 through the subframe 13 and ensure that the impact force passes through the rear mounting point of the subframe. 133 and the battery pack installation point 1111 are then transferred to the battery pack 200, thereby preventing the battery pack 200 from directly bearing excessive impact force, which may cause deformation of the battery pack 200 and cause fire and other other risks.
  • the distance between the front end surface of the battery pack 200 and the rear end surface of the subframe 13 is 10mm-100mm. At this time, the impact force received by the subframe 13 will not be directly transmitted to the front end surface of the battery pack 200 , and the impact force has a better transmission effect between the rear mounting point 133 of the subframe and the battery pack mounting point 1111 .
  • the vehicle 100 also includes: two sill beams.
  • the two sill beams are disposed on both sides of the vehicle 100 .
  • Each sill beam extends along the front and rear directions of the vehicle 100 .
  • the two sill beams of the battery pack 200 face the vehicle 100 .
  • the sides are connected to two sill beams respectively.
  • the impact force suffered by the vehicle 100 is along the front and rear direction of the vehicle 100.
  • the connection between the battery pack 200 and the sill beam allows the impact force suffered by the battery pack 200 to be transmitted to the sill beam, and the extension direction of the sill beam is in the same direction as the sill beam.
  • the direction of the impact force is consistent, so that the sill beam is less likely to twist and deform when it bears the impact force, thereby reducing the impact force that the battery pack 200 bears, and the battery pack 200 is less likely to deform and cause other risks such as fire.
  • At least part of the upper cover of the battery pack 200 is formed into a vehicle floor.
  • the battery pack 200 is provided with battery pack longitudinal beams that extend along the front and rear directions of the vehicle 100 , and at least one of the battery pack longitudinal beams is disposed corresponding to the subframe rear mounting point 133 . Therefore, when the battery pack 200 bears an impact force, the impact force can be transmitted along the front and rear direction of the vehicle 100 through the battery pack longitudinal beams, and the extension direction of the battery pack longitudinal beams is consistent with the direction of the impact force received by the vehicle 100, so that the battery pack longitudinally The beam is less likely to produce torsional deformation when it bears an impact force, thereby reducing the impact force that the battery pack 200 bears and protecting the battery pack 200 .
  • the height of the lower end surface of the subframe 13 is higher than the height of the battery pack 200 .
  • the subframe 13 can easily transmit force to the battery pack 200 directly.
  • the rear section of the front longitudinal beam 111 includes: an outer connecting plate 111a of the rear section of the longitudinal beam, an inner connecting plate 111b of the rear section of the longitudinal beam, and an outer connecting plate 111c of the rear section of the longitudinal beam.
  • the outer connecting plate 111a of the rear section of the longitudinal beam is overlapped and connected to the A-pillar assembly 19.
  • the inner connecting plate 111b of the rear section of the longitudinal beam is connected to the outer connecting plate 111a of the rear section of the longitudinal beam, and the inner connecting plate 111b of the rear section of the longitudinal beam is connected to the A-pillar assembly 19.
  • the outer connection sealing plate 111c of the rear section of the longitudinal beam is connected to the A-pillar assembly 19.
  • the outer connecting plate 111a of the rear section of the longitudinal beam, the inner connecting plate 111b of the rear section of the longitudinal beam, and the outer connecting plate 111c of the rear section of the longitudinal beam are connected and form the first reinforced cavity 110.
  • the front longitudinal beam 11 is overlapped and connected with the A-pillar assembly 19 at multiple positions, which can improve the reliability of the connection between the front longitudinal beam 11 and the A-pillar assembly 19.
  • the structural strength of the connection between the front longitudinal beam 11 and the A-pillar assembly 19 can be improved.
  • the first reinforcing cavity 110 can also participate in collapse and energy absorption.
  • the vehicle 100 further includes a first crossbeam 18 . Both ends of the first crossbeam 18 are respectively connected to two opposite A-pillar assemblies 19 .
  • the first crossbeam 18 is also connected to the central tunnel.
  • the assembly 20 is connected. Therefore, the first crossbeam 18 can support the A-pillar assembly 19 and improve the structural strength of the A-pillar assembly 19.
  • the impact force on the first crossbeam 18 can be transmitted to the central tunnel assembly 20, dispersing the impact of the A-pillar assembly. The impact force that Cheng 19 withstands.
  • the rear section 111 of the front longitudinal beam is connected to the first cross member 18 . Therefore, the impact force endured by the front longitudinal beam 11 can be transmitted to the first cross member 18 through the rear section 111 of the front longitudinal beam, so that the impact force is dispersed and transmitted to the A-pillar assembly 19 and the central tunnel assembly 20 through the first cross member 18 . , to disperse the impact force suffered by the front longitudinal beam 11 to reduce the deformation of the front longitudinal beam 11 caused by excessive impact force.
  • the rear section 111 of the front longitudinal beam includes: a rear connecting plate 113 of the front longitudinal beam and a rear section 114 of the longitudinal beam sealing plate.
  • the rear connecting plate 113 of the longitudinal beam is connected to the first cross beam 18, and the rear section 114 of the longitudinal beam sealing plate is connected to the first cross beam 18.
  • the longitudinal beam rear connecting plate 113 and the longitudinal beam sealing plate rear section 114 are arranged in a herringbone shape.
  • the longitudinal beam rear connecting plate 113 is suitable for transmitting the impact force to the central channel assembly 20 side through the first cross beam 18.
  • the longitudinal beam sealing plate 113 is arranged in a herringbone shape.
  • the panel rear section 114 is adapted to transmit the impact force to the A-pillar assembly 19 side through the first cross member 18 .
  • the impact force suffered by the front longitudinal beam 11 can be dispersed and transmitted to the central tunnel assembly 20 and the A-pillar assembly 19, preventing the central tunnel assembly 20 or the A-pillar assembly 19 from being concentrated in bearing the impact force, and avoiding Prevent the passenger compartment from being subject to excessive collision force, resulting in collision and invasion of the passenger compartment.
  • the vehicle 100 further includes a second crossbeam 21 , the end of the second crossbeam 21 is connected to the rear section 111 of the front longitudinal beam, and the middle part of the second crossbeam 21 is connected to the central tunnel assembly 20 .
  • the impact force suffered by the front longitudinal beam 11 can be dispersed and transmitted to the central tunnel assembly 20 through the second cross member 21, thereby reducing the impact force experienced by other positions in the passenger compartment, thereby better protecting the passenger compartment.
  • the bottom surface of the second cross member 21 is flush with the bottom surface of the rear section 111 of the front longitudinal beam, so that the impact force at the connection between the rear section 111 of the front longitudinal beam and the second cross beam 21 can be transmitted more evenly, ensuring that the impact force is transmitted by the second cross beam 21 Effect.
  • the second beam 21 is provided below the first beam 18 .
  • the first crossbeam 18 and the second crossbeam 21 can disperse and withstand the impact force of the front longitudinal beam 11 , and the first crossbeam 18 and the second crossbeam 21 are at different heights, so that the impact force is absorbed by the first crossbeam 18 It is relatively independent from the transmission on the second cross beam 21, thereby improving the impact force transmission effect between the first cross beam 18 and the second cross beam 21.
  • the front end of the front longitudinal beam 11 is a gradually expanding section 112 , and the gradually expanding section 112 is connected to the crash box 101 .
  • the rear section 111 of the front longitudinal beam is connected to the central channel assembly 20.
  • the rear section 111 of the front longitudinal beam includes: the rear support plate 115 of the subframe, the subframe The rear support plate 115 is connected to the central tunnel assembly 20, and the subframe rear mounting point 133 is provided correspondingly to the subframe rear support plate 115. Thereby, the subframe 13 is connected to the subframe rear support plate 115 .
  • the structural strength of the connection between the front longitudinal beam 11 and the central tunnel can be improved.
  • the second reinforcement cavity 116 can also participate in collapse energy absorption.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Battery Mounting, Suspending (AREA)

Abstract

一种车辆，所述车辆包括：前纵梁、副车架和副车架前安装点，副车架前安装点与前纵梁连接，在车辆宽度方向上，副车架前安装点设置在前纵梁的外侧，其中，副车架通过副车架前安装点与前纵梁连接。

Description

车辆
相关申请的交叉引用
本申请要求申请日为2022年7月29日、申请号为202210908506.7、专利申请名称为“车辆”的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆制造技术领域，具体涉及一种车辆。
背景技术
在新能源发展的过程中，车辆碰撞安全变得尤为重要。小偏置碰撞成为车辆机舱结构合理性的重要评定标准之一。
在现有技术中，车辆在发生碰撞时通过前纵梁变形吸能，以减少传递至乘员舱的撞击力，同时减少前舱结构变形入侵乘员舱。但在车辆的小偏置碰撞中，车辆与壁障的重叠面积较小，导致乘员舱仍会承受较大的撞击力。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请提出一种车辆，所述车辆在小偏置碰撞中，能够较好的保护乘员舱。
根据本申请实施例的车辆，包括：前纵梁、副车架和副车架前安装点，所述副车架前安装点与所述前纵梁连接，在车辆宽度方向上，所述副车架前安装点设置在所述前纵梁的外侧；所述副车架通过所述副车架前安装点与所述前纵梁连接。
根据本申请实施例的车辆，副车架前安装点设置在前纵梁在车辆宽度方向上的外侧，可以使得副车架也能够收到前碰或者偏置碰的力，而且扩展了在车辆宽度方向上的受力面积，增大了与障碍物的重叠面积，从而能够更好地传力。
在一些实施例中，所述的车辆还包括：前舱边梁，在车辆宽度方向上，所述前舱边梁与所述前纵梁的外侧面连接，所述前舱边梁的第一端设置有副车架前安装点。
在一些实施例中，所述副车架前安装点在竖向上的高度位于所述前舱边梁与所述前纵梁连接处的下方。
在一些实施例中，所述前纵梁包括副车架中安装点以及副车架后安装点；所述副车架通过所述副车架中安装点以及所述副车架后安装点与所述前纵梁连接；所述前纵梁、所述 前舱边梁与所述副车架之间形成环形的传力结构。
在一些实施例中，所述副车架的纵臂为弧形结构。
在一些实施例中，所述副车架连接在所述前纵梁的下方，所述副车架的前后两端高度一致以沿水平方向传力。
在一些实施例中，所述车辆还包括A柱总成，所述前纵梁包括相连接的前纵梁前段以及前纵梁后段，所述前舱边梁的第二端与所述A柱总成连接，所述前纵梁前段与所述前舱边梁连接，所述前纵梁后段与所述A柱总成连接，所述前纵梁、所述前舱边梁以及所述A柱总成形成为环状传力结构。
在一些实施例中，所述前舱边梁包括：下边梁，所述下边梁的下段与所述前纵梁前段连接，所述副车架前安装点设置在所述下边梁的下端上；所述副车架后安装点设置在所述前纵梁后段，所述前纵梁、所述下边梁以及所述副车架形成环状传力结构。
在一些实施例中，所述前舱边梁还包括：上边梁，所述上边梁的后端与A柱总成相连，所述上边梁的前端与所述下边梁的上端相连；所述上边梁、所述下边梁、所述副车架以及所述A柱总成形成环状传力结构。
在一些实施例中，所述车辆还包括：轮罩安装板、轮罩前立柱和轮罩后立柱，所述轮罩安装板与所述上边梁相连，所述轮罩前立柱的上端与所述轮罩安装板相连，所述轮罩前立柱的下端与所述前纵梁相连，所述轮罩后立柱设于所述轮罩前立柱的后侧，且所述轮罩后立柱的上端与所述轮罩安装板相连，所述轮罩后立柱的下端与所述前纵梁相连。
在一些实施例中，所述下边梁包括：下边梁主体、下边梁上连接板、下边梁下连接板和下边梁加强板，所述下边梁上连接板设于所述下边梁主体的上端，并与所述上边梁的前端相连，所述下边梁下连接板设于所述下边梁主体的下端，且所述下边梁下连接板设有所述副车架前安装点，所述下边梁加强板、下边梁主体与所述前纵梁相连。
在一些实施例中，所述车辆还包括悬臂，所述副车架通过所述悬臂与所述副车架中安装点连接。
在一些实施例中，所述前纵梁后段的底面的底面为平面结构，且所述平面结构在车辆的上下方向上处于同一高度。
在一些实施例中，所述前纵梁后段的底面还设电池包安装点，所述电池包安装点用于连接电池包。
在一些实施例中，所述电池包的前端面与所述副车架的后端面间隔设置。
具体地，所述车辆还包括：门槛梁，所述门槛梁为两个，两个所述门槛梁分别设置在所述车辆的两侧，每个所述门槛梁沿车辆前后方向延伸；所述电池包的朝向所述车辆两侧的侧边与分别与两个所述门槛梁连接。
在一些实施例中，所述电池包的至少部分上盖板形成为车辆地板。
在一些实施例中，所述电池包内设有电池包纵梁，所述电池包纵梁沿所述车辆的前后方向延伸设置，且所述电池包纵梁中的至少一个与所述副车架的后安装点对应设置。
在一些具体实施例中，在车辆的上下方向上，所述副车架的下端面的高度高于所述电池包的高度。
在一些实施例中，所述前纵梁后段包括：纵梁后段外连接板、纵梁后段内连接板和纵梁后段外连接封板，所述纵梁后段外连接板与所述A柱总成搭接相连，所述纵梁后段内连接板与所述纵梁后段外连接板相连，且所述纵梁后段内连接板与所述A柱总成相连，所述纵梁后段外连接封板与所述A柱总成相连；所述纵梁后段外连接板、所述纵梁后段内连接板和所述纵梁后段外连接封板相连并形成第一加强腔体。
在一些实施例中，所述车辆还包括第一横梁，第一横梁的两端分别与相对设置的两个A柱总成相连，所述第一横梁还与中央通道总成相连。
在一些实施例中，所述前纵梁后段与所述第一横梁相连。
具体地，所述前纵梁后段包括：前纵梁后连接板和纵梁封板后段，所述纵梁后连接板与所述第一横梁相连，所述纵梁封板后段与所述第一横梁相连；所述纵梁后连接板和所述纵梁封板后段呈人字形布置，所述纵梁后连接板适于将撞击力经所述第一横梁向所述中央通道总成一侧传递，所述纵梁封板后段适于将撞击力经所述第一横梁向所述A柱总成一侧传递。
在一些实施例中，所述车辆还包括第二横梁，所述第二横梁的端部与所述前纵梁后段相连，所述第二横梁的中部与所述中央通道总成相连，所述第二横梁的底面与所述前纵梁后段的底面平齐。
在一些实施例中，所述第二横梁设于所述第一横梁的下方。
在一些实施例中，所述前纵梁后段与所述中央通道总成相连，所述前纵梁后段包括：副车架后支座撑板，所述副车架后支座撑板与所述中央通道总成相连，所述副车架后安装点与所述副车架后支座撑板对应设置；所述中央通道总成与所述第二横梁之间限定出第二加强腔体。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1为根据本申请实施例的车辆的结构示意图；
图2为图1实施例的车辆的侧视图；
图3为图1实施例的车辆的仰视图；
图4为图1实施例的前车辆的前舱边梁结构示意图；
图5为图4实施例的车辆的下边梁的结构示意图；
图6为图1实施例的车辆的前纵梁与吸能盒的连接结构示意图；
图7为图1实施例的车辆的第一横梁和第二横梁的结构示意图；
图8为图1实施例的车辆的前纵梁与A柱总成的局部连接结构示意图；
图9为图1实施例的车辆的前纵梁与中央通道总成的局部连接结构示意图；
图10为图1实施例的车辆的电池包安装部处的局部结构示意图。
附图标记：
车辆100、吸能盒101、前纵梁11、第一加强腔体110、前纵梁后段111、电池包安装
点1111、纵梁后段外连接板111a、纵梁后段内连接板111b、纵梁后段外连接封板111c、渐扩段112、纵梁后连接板113、纵梁封板后段114、副车架后支座撑板115、第二加强腔体116、前纵梁前段117、前舱边梁12、第一端12a、第二端12b、上边梁121、下边梁122、下边梁主体1221、下边梁上连接板1222、下边梁下连接板1223、下边梁加强板1224、加强板主体1224a、加强板翻边1224b、副车架13、副车架前安装点131、副车架中安装点132、副车架后安装点133、纵臂134、轮罩安装板14、轮罩前立柱15、轮罩后立柱16、悬臂17、第一横梁18、A柱总成19、中央通道总成20、第二横梁21、电池包200。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
在本申请的描述中，需要理解的是，术语““上”、“下”、“前”、“后”、“竖直”、“水平”、“底”“内”、“外”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，仅是为了便于描述本申请和简化描述，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，因此不能理解为对本申请的限制。此外，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相 连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
下面参考附图描述根据本申请实施例车辆100。
如图1、图2所示，根据本申请实施例的车辆100，包括：前纵梁11、副车架13以及副车架前安装点131。副车架前安装点131与前纵梁11连接，在车辆宽度方向上，副车架前安装点131设置在前纵梁11的外侧。其中，副车架13通过副车架前安装点131与前纵梁11连接。
可以理解的是，车辆100发生正面碰撞时或者偏置碰时，前纵梁11与壁障的重叠面积直接影响到其对撞击力的吸收效果，前纵梁11与壁障的重叠面积越大，其对撞击力的分散和吸收效果越好。
本申请的车辆100，副车架前安装点131设置前纵梁11在车辆宽度方向上的外侧，可以使得副车架13也能够收到前碰或者偏置碰的力，而且扩展了在车辆宽度方向上的受力面积，增大了与障碍物的重叠面积，从而能够更好地传力。
在一些实施例中，如图1-图2、图4所示，车辆100还包括：前舱边梁12。在车辆宽度方向上，前舱边梁12与前纵梁11的外侧面连接，前舱边梁12的第一端12a设置有副车架前安装点131。
由此，通过在车辆宽度方向上，前舱边梁12与前纵梁11的外侧面连接，使前纵梁11的结构向车辆100的两侧延伸，同时提高前舱边梁12和前纵梁11的结构强度，从而在车辆100的小偏置碰撞中，能够增大前舱边梁12以及前纵梁11与壁障的重叠面积，使碰撞产生的撞击力能够直接传递至前舱边梁12和前纵梁11上，前纵梁11与前舱边梁12共同参与溃缩吸能，对乘员舱形成保护，或者，能够更好地将力传递至车身上，形成了多条传力路径。
在一些实施例中，参照图2所示，副车架前安装点131在竖向上的高度位于前舱边梁12与前纵梁11连接处的下方。在这样的结构下，副车架13不会对前舱边梁12与前纵梁11的连接产生干涉，增大前舱边梁12与前纵梁11之间的型腔，从而能够增大前舱边梁12以及前纵梁11与壁障的重叠面积。
在一些实施例中，参照图2所示，前纵梁11包括副车架中安装点132以及副车架后安装点133，副车架13通过副车架中安装点132以及副车架后安装点133与前纵梁11连接，由此，三处安装点使副车架13在车辆100内的连接较为稳固，同时，撞击力能够通过副车架中安装点132以及副车架后安装点133在前纵梁11与副车架13之间传递，使前纵梁11 与副车架13承受的撞击力较为均匀，能够避免前纵梁11或副车架13集中承受撞击力的情况。
具体地，参照图3所示，副车架13的纵臂134为弧形结构。由此，弧形结构具有较好的传力能力，防止应力集中，使撞击力能够更好地沿纵臂134传递。
需要说明的是，在图2和图3的实施例中，副车架前安装点131、副车架中安装点132和副车架后安装点133连接于纵臂134上，且副车架前安装点131、副车架中安装点132和副车架后安装点133呈弧形布置，其布置方向与纵臂134的弧形延伸方向一致，从而三处安装点传递的撞击力较为平均，能够提高副车架13整体的连接强度。
在一些实施例中，如图1所示，副车架13连接在前纵梁11的下方，副车架13的前后两端高度一致以沿水平方向传力。
可以理解的是，当车辆100发生正面碰撞时，车辆100受到沿水平方向的撞击力。
由此，将副车架13设置为这样的结构，使副车架13的延伸方向与车辆100受到的撞击力的方向一致，使副车架13能够更好地传递撞击力，且能够减少副车架13产生扭转变形。
在一些实施例中，如图1、图4、图8所示，车辆100还包括A柱总成19，前纵梁11包括相连接的前纵梁前段117以及前纵梁后段111，前舱边梁12的第二端12b与A柱总成19连接，前纵梁前段117与前舱边梁12连接，前纵梁后段111与A柱总成19连接，前纵梁11、前舱边梁12以及A柱总成19形成为环状传力结构。
由此，环形结构具有较好的承力能力，使前纵梁11与前舱边梁12能够承受较大的撞击力，而由于环形结构内部具有较大的空腔，当前纵梁11与前舱边梁12承受撞击力过大时，环形结构可朝向空腔内产生溃缩，从而对撞击力进行吸收，提高前纵梁11与前舱边梁12对撞击力的吸收效果。
在一些实施例中，如图1-图2、图4所示，前舱边梁12包括：下边梁122，下边梁122的下段与前纵梁前段117连接，副车架前安装点131设置在下边梁122的下端上，同时，副车架后安装点133设置在前纵梁后段111上，前纵梁11、下边梁122以及副车架13形成环状传力结构。
由此，环形结构具有较好的承力能力，使前纵梁11、下边梁122以及副车架13能够承受更大大的撞击力，而由于环形结构内部具有较大的空腔，当前纵梁11、下边梁122以及副车架13承受撞击力过大时，环形结构可朝向空腔内产生溃缩，从而对撞击力进行吸收，提高前纵梁11、下边梁122以及副车架13对撞击力的吸收效果。
在一些实施例中，前舱边梁12还包括：上边梁121，上边梁121的后端与A柱总成19相连，上边梁121的前端与下边梁122的上端相连，上边梁121、下边梁122、副车架13 以及A柱总成19形成环状传力结构。
由此，环形结构具有较好的承力能力，使前舱边梁12以及副车架13能够承受更大大的撞击力，而由于环形结构内部具有较大的空腔，当前舱边梁12以及副车架13承受撞击力过大时，环形结构可朝向空腔内产生溃缩，从而对撞击力进行吸收，提高前舱边梁12以及副车架13对撞击力的吸收效果。
由此，通过上述的三处环形结构共同配合，可增大前纵梁11、前舱边梁12以及副车架13的承力能力，提高车辆100前端对撞击力的吸收效果，同时提升车辆100扭转刚度和模态，更好地保护乘员舱。
具体地，参照图1-图2，车辆100还包括：轮罩安装板14、轮罩前立柱15和轮罩后立柱16。
其中，轮罩安装板14与上边梁121相连。轮罩前立柱15的上端与轮罩安装板14相连，轮罩前立柱15的下端与前纵梁11相连。轮罩后立柱16设于轮罩前立柱15的后侧，且轮罩后立柱16的上端与轮罩安装板14相连，轮罩后立柱16的下端与前纵梁11相连。
在这样的结构下，轮罩前立柱15与轮罩后立柱16均连接在前纵梁11与轮罩安装板14之间，而轮罩安装板14又与上边梁121相连。由此，轮罩安装板14、轮罩前立柱15和轮罩后立柱16的设置能够对前纵梁11和前舱边梁12构成的传力路径进行加强支撑，增强前纵梁11和前舱边梁12的结构强度，使前纵梁11、前舱边梁12以及A柱总成19形成的环状传力结构能够承受更大的撞击力。
在一些实施例中，结合图1-图2、图4-图5所示，下边梁122包括：下边梁主体1221、下边梁上连接板1222和下边梁下连接板1223。
其中，下边梁上连接板1222设于下边梁主体1221的上端，并与上边梁121的前端相连。下边梁下连接板1223设于下边梁主体1221的下端，且下边梁下连接板1223设有副车架前安装点131。下边梁加强板1224，下边梁加强板1224、下边梁主体1221与前纵梁11相连。
由此，通过下边梁上连接板1222与上边梁121连接，副车架13通过副车架前安装点131连接在下边梁下连接板1223上，而下边梁上连接板1222和下边梁下连接板1223均连接在下边梁主体1221上，能够实现前舱边梁12和副车架13的连接。
此外，下边梁加强板1224、下边梁主体1221与前纵梁11相连。由此，通过下边梁主体1221与纵梁封板111连接，实现前舱边梁12与前纵梁11的连接。而同时设置下边梁加强板1224与前纵梁11连接，能够提高下边梁122与前纵梁11的连接处的结构强度。
在一些实施例中，下边梁加强板1224包括：加强板主体1224a和加强板翻边1224b。其中，加强板主体1224a构造为敞开的槽结构，能够提高加强板主体1224a的结构强度。 而加强板翻边1224b设于加强板主体1224a的槽结构内，能够提高下边梁加强板1224的结构强度，从而提高下边梁122整体的结构强度，使下边梁122能够承受更大的撞击力。
在一些实施例中，如图1所示，车辆100还包括悬臂17，副车架13通过悬臂17与副车架中安装点132连接。
在这样的结构下，悬臂17连接在前纵梁11和副车架13之间，能够对前纵梁11、下边梁122以及副车架13形成环状传力结构进行加强支撑，增强前纵梁11、下边梁122以及副车架13的结构强度，使前纵梁11、下边梁122以及副车架13形成的环状传力结构能够承受更大的撞击力。
在一些实施例中，前纵梁后段111的底面为平面结构，且所述平面结构在车辆的上下方向上处于同一高度。在这样的结构下，前纵梁后段111的底面延伸方向与车辆100受到的撞击力方向一致，使前纵梁11能够更好地承受撞击力，减少前纵梁11产生的扭转变形。
在一些实施例中，参照图10，前纵梁后段111的底面还设电池包安装点1111，电池包安装点1111用于连接电池包200。在这样的结构下，电副车架13的受到的前侧撞击力能够通过副车架后安装点133传递至电池包安装点1111，进而将撞击力有效地传递到电池包200上，以使得副车架13和电池包200能够形成新的传力路径，分散副车架13承受的撞击力。
在一些实施例中，电池包200的前端面与副车架13的后端面间隔设置。由此，电池包200与副车架13在水平方向形成有一定间隙，能够避免撞击力通过副车架13直接传递至电池包200的前端面上，保证撞击力均经过副车架后安装点133以及电池包安装点1111后传递至电池包200，从而避免电池包200直接承受过大撞击力，导致电池包200变形产生起火等其他风险。
在一些实施例中，电池包200的前端面与副车架13的后端面间隔为10mm-100mm。此时，通过副车架13承受的撞击力不会直接传递至电池包200的前端面上，同时撞击力在副车架后安装点133以及电池包安装点1111之间具有较好的传递效果。
具体地，车辆100还包括：门槛梁，门槛梁为两个，两个门槛梁分别搭设置在车辆100的两侧，每个门槛梁沿车辆100前后方向延伸，电池包200的朝向车辆100两侧的侧边与分别与两个门槛梁连接。
可以理解的是，车辆100受到的撞击力沿车辆100的前后方向，电池包200与门槛梁连接可使电池包200承受的撞击力传递至门槛梁上，而门槛梁的延伸方向与车辆100受到的撞击力方向一致，使门槛梁在承受撞击力时不易产生扭转变形，从而减少电池包200承受的撞击力，电池包200不易变形产生起火等其他风险。
在一些实施例中，电池包200的至少部分上盖板形成为车辆地板。由此，在保证对电 池包200的有效保护的同时，能够增大乘员舱内的空间，提升车辆100的乘坐体验，此外，还能够增大电池包200的设置体积，提高电池包200的容量。
在一些实施例中，电池包200设有电池包纵梁，电池包纵梁沿车辆100的前后方向延伸设置，且电池包纵梁中的至少一个与副车架后安装点133对应设置。由此，当电池包200承受撞击力时，撞击力能够经电池包纵梁沿车辆100的前后方向传递，而电池包纵梁的延伸方向与车辆100受到的撞击力方向一致，使电池包纵梁在承受撞击力时不易产生扭转变形，从而减少电池包200承受的撞击力，对电池包200形成保护。
在一些具体实施例中，参照图10，在车辆的上下方向上，副车架13的下端面的高度高于电池包200的高度。在这样的结构下，能够便于副车架13直接将力传递至电池包200。
在一些实施例中，如图7-图8所示，前纵梁后段111包括：纵梁后段外连接板111a、纵梁后段内连接板111b和纵梁后段外连接封板111c。纵梁后段外连接板111a与A柱总成19搭接相连。纵梁后段内连接板111b与纵梁后段外连接板111a相连，且纵梁后段内连接板111b与A柱总成19相连。纵梁后段外连接封板111c与A柱总成19相连。
其中，纵梁后段外连接板111a、纵梁后段内连接板111b和纵梁后段外连接封板111c相连并形成第一加强腔体110。
在这样结构下，前纵梁11在多个位置与A柱总成19搭接相连，能够提高前纵梁11与A柱总成19连接的可靠性，而通过设置第一加强腔体110，能够提高前纵梁11和A柱总成19连接处的结构强度，当此处承受撞击力过大时，第一加强腔体110也能够参与溃缩吸能。
在一些实施例中，如图7所示，车辆100还包括第一横梁18，第一横梁18的两端分别与相对设置的两个A柱总成19相连，第一横梁18还与中央通道总成20相连。由此，第一横梁18能够对A柱总成19形成支撑，提高A柱总成19的结构强度，同时，第一横梁18上的撞击力能够传递至中央通道总成20，分散A柱总成19承受的撞击力。
在一些实施例中，前纵梁后段111与第一横梁18相连。由此，前纵梁11承受的撞击力能够通过前纵梁后段111传递至第一横梁18上，从而通过第一横梁18将撞击力分散传递至A柱总成19和中央通道总成20，对前纵梁11承受的撞击力进行分散，以减少前纵梁11承受撞击力过大而产生的变形。
具体地，前纵梁后段111包括：前纵梁后连接板113和纵梁封板后段114。纵梁后连接板113与第一横梁18相连，纵梁封板后段114与第一横梁18相连。
其中，纵梁后连接板113和纵梁封板后段114呈人字形布置，纵梁后连接板113适于将撞击力经第一横梁18向中央通道总成20一侧传递，纵梁封板后段114适于将撞击力经第一横梁18向A柱总成19一侧传递。由此，前纵梁11承受的撞击力能够被分散传递至中央通道总成20和A柱总成19，避免中央通道总成20或A柱总成19集中承受撞击力，避 免乘员舱局部承受撞击力过大导致乘员舱受到碰撞侵入。
在一些实施例中，如图7所示，车辆100还包括第二横梁21，第二横梁21的端部与前纵梁后段111相连，第二横梁21的中部与中央通道总成20相连。由此，前纵梁11承受的撞击力能够经过第二横梁21分散传递至中央通道总成20，减少乘员舱其他位置承受的撞击力，从而对乘员舱进行更好的保护。而第二横梁21的底面与前纵梁后段111的底面平齐，能够前纵梁后段111与第二横梁21连接处的撞击力传递较为均匀，保证第二横梁21对撞击力的传递效果。
在一些实施例中，第二横梁21设于第一横梁18的下方。在这样的结构下，第一横梁18和第二横梁21能够分散承受前纵梁11受到的撞击力，且第一横梁18与第二横梁21处于不同的高度，使撞击力在第一横梁18与第二横梁21上的传递较为独立，从而提高第一横梁18与第二横梁21对撞击力传递效果。
在一些实施例中，如图6所示，前纵梁11的前端为渐扩段112，渐扩段112与吸能盒101连接。
在一些实施例中，如图8-图9所示，前纵梁后段111与中央通道总成20相连，前纵梁后段111包括：副车架后支座撑板115，副车架后支座撑板115与中央通道总成20相连，副车架后安装点133与副车架后支座撑板115对应设置。由此，副车架13连接在副车架后支座撑板115上。
此外，通过在中央通道总成20与第二横梁21之间限定出第二加强腔体116，能够提高前纵梁11和中央通道连接处的结构强度，当此处承受撞击力过大时，第二加强腔体116也能够参与溃缩吸能。
根据本申请实施例的车辆100的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (20)

  1. 一种车辆，其中，包括：
    前纵梁(11)；
    副车架(13)；和
    副车架前安装点(131)，所述副车架前安装点(131)与所述前纵梁(11)连接，在车辆宽度方向上，所述副车架前安装点(131)设置在所述前纵梁(11)的外侧；
    所述副车架(13)通过所述副车架前安装点(131)与所述前纵梁(11)连接。
  2. 根据权利要求1所述的车辆，其中，还包括：
    前舱边梁(12)，在车辆宽度方向上，所述前舱边梁(12)与所述前纵梁(11)的外侧面连接，所述前舱边梁(12)的第一端(12a)设置有副车架前安装点(131)。
  3. 根据权利要求2所述的车辆，其中，所述副车架前安装点(131)在上下方向上的高度位于所述前舱边梁(12)与所述前纵梁(11)连接处的下方；
    所述前纵梁(11)包括副车架中安装点(132)以及副车架后安装点(133)；
    所述副车架(13)通过所述副车架中安装点(132)以及所述副车架后安装点(133)与所述前纵梁(11)连接；
    所述前纵梁(11)、所述前舱边梁(12)与所述副车架(13)之间形成环形的传力结构。
  4. 根据权利要求1-3任一项所述的车辆，其中，所述副车架(13)连接在所述前纵梁(11)的下方，所述副车架(13)的前后两端高度一致以沿水平方向传力。
  5. 根据权利要求3所述的车辆，其中，所述车辆还包括A柱总成(19)，所述前纵梁(11)包括相连接的前纵梁前段(117)以及前纵梁后段(111)，所述前舱边梁(12)的第二端(12b)与所述A柱总成(19)连接，所述前纵梁前段(117)与所述前舱边梁(12)连接，所述前纵梁后段(111)与所述A柱总成(19)连接，所述前纵梁(11)、所述前舱边梁(12)以及所述A柱总成(19)形成为环状传力结构。
  6. 根据权利要求5所述的车辆，其中，所述前舱边梁(12)包括：下边梁(122)，所述下边梁(122)的下段与所述前纵梁前段(117)连接，所述副车架前安装点(131)设置在所述下边梁(122)的下端上；
    所述副车架后安装点(133)设置在所述前纵梁后段(111)，所述前纵梁(11)、所述下边梁(122)以及所述副车架(13)形成环状传力结构。
  7. 根据权利要求6所述的车辆，其中，所述前舱边梁(12)还包括：上边梁(121)，所述上边梁(121)的后端与A柱总成(19)相连，所述上边梁(121)的前端与所述下边梁(122)的上端相连；
    所述上边梁(121)、所述下边梁(122)、所述副车架(13)以及所述A柱总成(19)形成环状传力结构。
  8. 根据权利要求7所述的车辆，其中，所述车辆还包括：
    轮罩安装板(14)，所述轮罩安装板(14)与所述上边梁(121)相连；
    轮罩前立柱(15)，所述轮罩前立柱(15)的上端与所述轮罩安装板(14)相连，所述轮罩前立柱(15)的下端与所述前纵梁(11)相连；和
    轮罩后立柱(16)，所述轮罩后立柱(16)设于所述轮罩前立柱(15)的后侧，且所述轮罩后立柱(16)的上端与所述轮罩安装板(14)相连，所述轮罩后立柱(16)的下端与所述前纵梁(11)相连；
    其中，所述下边梁(122)包括：
    下边梁主体(1221)；
    下边梁上连接板(1222)，所述下边梁上连接板(1222)设于所述下边梁主体(1221)的上端，并与所述上边梁(121)的前端相连；
    下边梁下连接板(1223)，所述下边梁下连接板(1223)设于所述下边梁主体(1221)的下端，且所述下边梁下连接板(1223)设有所述副车架前安装点(131)；和
    下边梁加强板(1224)，所述下边梁加强板(1224)、下边梁主体(1221)与所述前纵梁(11)相连。
  9. 根据权利要求5-8任一项所述的车辆，其中，还包括悬臂(17)，所述副车架(13)通过所述悬臂(17)与所述副车架中安装点(132)连接。
  10. 根据权利要求5-9任一项所述的车辆，其中，所述前纵梁后段(111)的底面为平面结构，且所述平面结构在车辆的上下方向上处于同一高度。
  11. 根据权利要求5-10任一项所述的车辆，其中，所述前纵梁后段(111)的底面还设电池包安装点(1111)，所述电池包安装点(1111)用于连接电池包(200)。
  12. 根据权利要求11所述的车辆，其中，所述电池包(200)的前端面与所述副车架(13)的后端面间隔设置，所述车辆还包括：门槛梁，所述门槛梁为两个，两个所述门槛梁分别设置在所述车辆(100)的两侧，每个所述门槛梁沿车辆(100)前后方向延伸；
    所述电池包(200)的朝向所述车辆(100)两侧的侧边与分别与两个所述门槛梁连接。
  13. 根据权利要求11或12所述的车辆，其中，所述电池包(200)的至少部分上盖板形成为车辆地板。
  14. 根据权利要求11-13任一项所述的车辆，其中，所述电池包(200)内设有电池包纵梁，所述电池包纵梁沿所述车辆(100)的前后方向延伸设置，且所述电池包纵梁中的至少一个与所述副车架后安装点(133)对应设置。
  15. 如权利要求11-14任一项所述的车辆，其中，在所述车辆(100)的上下方向上，所述副车架(13)的下端面的高度高于所述电池包(200)的高度。
  16. 根据权利要求5-15任一项所述的车辆，其中，所述前纵梁后段(111)包括：
    纵梁后段外连接板(111a)，所述纵梁后段外连接板(111a)与所述A柱总成(19)搭接相连；
    纵梁后段内连接板(111b)，所述纵梁后段内连接板(111b)与所述纵梁后段外连接板(111a)相连，且所述纵梁后段内连接板(111b)与所述A柱总成(19)相连；和
    纵梁后段外连接封板(111c)，所述纵梁后段外连接封板(111c)与所述A柱总成(19)相连；
    所述纵梁后段外连接板(111a)、所述纵梁后段内连接板(111b)和所述纵梁后段外连接封板(111c)相连并形成第一加强腔体(110)。
  17. 根据权利要求5-16任一项所述的车辆，其中，还包括第一横梁(18)，第一横梁(18)的两端分别与相对设置的两个A柱总成(19)相连，所述第一横梁(18)还与中央通道总成(20)相连。
  18. 根据权利要求17所述的车辆，其中，所述前纵梁后段(111)与所述第一横梁(18)相连，所述前纵梁后段(111)包括：
    前纵梁后连接板(113)，所述纵梁后连接板(113)与所述第一横梁(18)相连；和
    纵梁封板后段(114)，所述纵梁封板后段(114)与所述第一横梁(18)相连；
    所述纵梁后连接板(113)和所述纵梁封板后段(114)呈人字形布置，所述纵梁后连接板(113)适于将撞击力经所述第一横梁(18)向所述中央通道总成(20)一侧传递，所述纵梁封板后段(114)适于将撞击力经所述第一横梁(18)向所述A柱总成(19)一侧传递。
  19. 根据权利要求17或18所述的车辆，其中，所述车辆还包括第二横梁(21)，所述第二横梁(21)的端部与所述前纵梁后段(111)相连，所述第二横梁(21)的中部与所述中央通道总成(20)相连，所述第二横梁(21)的底面与所述前纵梁后段(111)的底面平齐，所述第二横梁(21)设于所述第一横梁(18)的下方。
  20. 根据权利要求19所述的车辆，其中，所述前纵梁后段(111)与所述中央通道总成(20)相连，所述前纵梁后段(111)包括：副车架后支座撑板(115)，所述副车架后支座撑板(115)与所述中央通道总成(20)相连，所述副车架后安装点(133)与所述副车架后支座撑板(115)对应设置；
    所述中央通道总成(20)与所述第二横梁(21)之间限定出第二加强腔体(116)。
PCT/CN2023/109870 2022-07-29 2023-07-28 车辆 Ceased WO2024022497A1 (zh)

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