Auxiliary frame and vehicle

Abstract

The utility model provides an auxiliary frame and a vehicle, the auxiliary frame is provided with auxiliary frame longitudinal beams arranged on the left side and the right side respectively, a first cross beam and a second cross beam, the first cross beam and the second cross beam are connected between the auxiliary frame longitudinal beams on the two sides, and in the front-back direction of the whole vehicle, the second cross beam is located behind the first cross beam; a power assembly front suspension mounting part is arranged on the first cross beam, a power assembly rear suspension mounting part is arranged on the second cross beam, a first cross beam reinforcing structure is arranged in the first cross beam, and a second cross beam reinforcing structure is arranged in the second cross beam. According to the auxiliary frame, due to the arrangement of the first cross beam reinforcing structure in the first cross beam and the second cross beam reinforcing structure in the second cross beam, the structural strength of the two cross beams can be improved, the overall rigidity of the auxiliary frame and the dynamic rigidity of a power assembly suspension mounting point can be improved, and the use quality of the auxiliary frame can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle subframes, and in particular to a subframe. The utility model also relates to a vehicle provided with the subframe. Background Art

[0002] In the subframe of a non-load-bearing vehicle body, taking the front subframe as an example, it is generally used to install structures such as the front axle swing arm, control arm, stabilizer bar and steering gear, and is also used to accommodate the powertrain. At present, with the development of technology and the improvement of people's consumption level, new energy vehicles are increasingly favored by people. In new energy vehicles, the powertrain generally uses an electric motor. Since the electric motor has a large starting torque, it puts forward higher requirements on the dynamic stiffness of the powertrain suspension installation point on the subframe. However, the powertrain suspension installation point on the existing subframe still has shortcomings such as weak dynamic stiffness, which makes it difficult to better match the installation requirements of the powertrain, and is not conducive to the improvement of the use quality of the subframe. Utility Model Content

[0003] In view of this, the present invention aims to provide a sub-frame to improve the use quality of the sub-frame.

[0004] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0005] A subframe, the subframe having subframe longitudinal beams disposed on left and right sides, and a first crossbeam and a second crossbeam connected between the subframe longitudinal beams on both sides, and along the front-rear direction of the whole vehicle, the second crossbeam is located behind the first crossbeam;

[0006] The first crossbeam is provided with a powertrain front suspension mounting portion, the second crossbeam is provided with a powertrain rear suspension mounting portion, and a first crossbeam reinforcement structure is provided in the first crossbeam, and a second crossbeam reinforcement structure is provided in the second crossbeam.

[0007] Furthermore, the powertrain front suspension mounting portion includes a mounting bracket arranged on the top of the first cross beam, the mounting bracket includes two sub-brackets arranged opposite to each other, and the powertrain front suspension mounting portion is respectively provided near the left and right ends of the first cross beam.

[0008] Further, the first crossbeam includes a first crossbeam upper plate and a first crossbeam lower plate that are buckled and connected together, and the first crossbeam reinforcement structure includes a first reinforcement plate connected between the first crossbeam upper plate and the first crossbeam lower plate;

[0009] The first reinforcing plates are multiple and spaced apart along the length direction of the first crossbeam, and at least part of the first reinforcing plates are located below the sub-support or are disposed close to the sub-support.

[0010] Furthermore, the powertrain rear suspension mounting portion includes a mounting sleeve disposed in the second cross beam, and the mounting sleeves are a plurality of groups arranged at intervals along the left-right direction of the vehicle, and each group of mounting sleeves is a plurality of mounting sleeves arranged along the front-rear direction of the vehicle.

[0011] Further, the second crossbeam includes a second crossbeam upper plate and a second crossbeam lower plate that are buckled and connected together, and the second crossbeam reinforcement structure includes a second reinforcement plate connected between the second crossbeam upper plate and the second crossbeam lower plate;

[0012] The second reinforcing plates are multiple and are arranged at intervals along the length direction of the second cross beam, and the second reinforcing plates and the groups of the mounting sleeves are alternately arranged in the left-right direction of the vehicle.

[0013] Furthermore, the cross section of the second reinforcing plate along the left-right direction of the vehicle is "n"-shaped, and a cavity is formed between the second reinforcing plate and the lower plate of the second cross beam.

[0014] Furthermore, the subframe has a third crossbeam connected between the subframe longitudinal beams on both sides;

[0015] Along the front-rear direction of the vehicle, the third cross beam is located behind the second cross beam, and a cross beam connecting plate is provided between the second cross beam and the third cross beam.

[0016] Further, the beam connecting plate includes a bottom connecting plate connecting the bottoms of the second beam and the third beam together, and a plurality of upper connecting plates located above the bottom connecting plate;

[0017] The plurality of upper connecting plates are arranged at intervals along the left-right direction of the vehicle, and each of the upper connecting plates is connected between the second cross beam and the third cross beam.

[0018] Further, each of the upper connecting plates and the bottom connecting plate forms a cavity between the second cross beam and the third cross beam; and / or,

[0019] One of the upper connecting plates includes a connecting plate front plate and a connecting plate rear plate connected together. In the up and down direction of the vehicle, the top of the connecting plate front plate is higher than the connecting plate rear plate, and a stabilizer bar mounting point is provided on the connecting plate front plate.

[0020] Compared with the prior art, the utility model has the following advantages:

[0021] The subframe described in the utility model can increase the structural strength of the two cross beams by arranging the first cross beam reinforcement structure in the first cross beam and the second cross beam reinforcement structure in the second cross beam, thereby improving the overall rigidity of the subframe and the dynamic rigidity of the powertrain suspension mounting point, which is beneficial to improving the use quality of the subframe.

[0022] In addition, the powertrain front suspension mounting portion adopts a mounting bracket, and the mounting bracket is composed of two relatively arranged sub-brackets, which has a simple structure and is also convenient for the installation and arrangement of the powertrain front suspension. The first crossbeam reinforcement structure adopts a first reinforcement plate, which has a simple structure and is convenient for design, manufacturing and arrangement in the first crossbeam. At the same time, part of the first reinforcement plate is located below the sub-bracket or is arranged close to the sub-bracket, which can better increase the rigidity of the mounting bracket position.

[0023] Secondly, the powertrain rear suspension mounting portion adopts a mounting sleeve, which has a simple structure and is also conducive to the installation and arrangement of the powertrain rear suspension, while also helping to reduce the height of the rear part of the powertrain to facilitate the arrangement of surrounding components. The second crossbeam reinforcement structure adopts a second reinforcement plate, which has a simple structure and is conducive to design, manufacturing and arrangement in the second crossbeam, so that the second reinforcement plate and each group of mounting sleeves are alternately arranged, which can better increase the rigidity of each group of mounting sleeves.

[0024] In addition, a cavity is formed between the second reinforcement plate and the lower plate of the second cross beam, and the high strength of the cavity structure can be used to better ensure the reinforcement effect of the second reinforcement plate. A cross beam connecting plate is arranged between the second cross beam and the third cross beam, and the stiffness of the second cross beam position can be increased with the help of the third cross beam, which helps to further improve the dynamic stiffness of the rear suspension mounting point of the powertrain. The cross beam connecting plate is composed of a bottom connecting plate and a plurality of upper connecting plates, which not only has a good connection and reinforcement effect, but also can be used as the installation base of the surrounding components, which is conducive to the arrangement of the surrounding components.

[0025] Furthermore, a cavity is formed between the upper connecting plate and the bottom connecting plate, which can utilize the high strength of the cavity structure to enhance the overall strengthening effect of the transverse connecting plate. The upper connecting plate is composed of a connecting plate front plate and a connecting plate rear plate, and the top of the connecting plate front plate is higher, and a stabilizer bar mounting point is set on it. The third stabilizer bar mounting point can be arranged with the help of the upper connecting plate, which can save the trouble of separately setting a stabilizer bar mounting structure, and is conducive to reducing the cost and weight of the subframe.

[0026] Another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the subframe as described above, and the subframe is a front subframe.

[0027] The vehicle described in the utility model and the above-mentioned subframe have the same beneficial effects as those of the prior art, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0029] Figure 1 It is a structural schematic diagram of the auxiliary frame according to an embodiment of the utility model;

[0030] Figure 2 This is a schematic structural diagram of the first crossbeam described in an embodiment of the utility model;

[0031] Figure 3 This is a schematic diagram of the distribution of the first reinforcing plate according to an embodiment of the utility model;

[0032] Figure 4 This is a schematic structural diagram of the first reinforcing plate according to an embodiment of the utility model;

[0033] Figure 5 This is a schematic diagram of the structure of the second crossbeam and the third crossbeam according to an embodiment of the utility model;

[0034] Figure 6 This is a schematic diagram of the distribution of the second reinforcement plate according to an embodiment of the utility model;

[0035] Figure 7 This is a schematic structural diagram of the second reinforcement plate according to an embodiment of the utility model;

[0036] Figure 8 This is a schematic structural diagram of the first upper connecting plate according to an embodiment of the utility model;

[0037] Fig. 9 This is a schematic structural diagram of the second upper connecting plate according to an embodiment of the utility model;

[0038] Description of reference numerals:

[0039] 1. Subframe longitudinal beam; 2. First cross beam; 3. Second cross beam; 4. Third cross beam; 5. Cross beam connecting plate;

[0040] 201, first crossbeam upper plate; 202, first crossbeam lower plate; 21, mounting bracket; 21a, sub-bracket; 22, first reinforcing plate; 301, second crossbeam upper plate; 302, second crossbeam lower plate; 31, mounting sleeve; 32, second reinforcing plate; 51, bottom connecting plate; 52, first upper connecting plate; 53, second upper connecting plate; 531, connecting plate front plate; 532, connecting plate rear plate; 53a, stabilizer bar mounting point. DETAILED DESCRIPTION

[0041] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0042] In the description of the present invention, it should be noted that if there are terms such as "upper", "lower", "inner", "outer" and the like indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, if there are terms such as "first" and "second", they are also used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0043] In addition, in the description of the present invention, unless otherwise clearly defined, the mating parts may be connected by conventional connection structures in the art. Moreover, the terms "installation", "connection", "connection" and "connector" should be understood in a broad sense. For example, 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 it can be indirectly connected through an intermediate medium, or it can be internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0044] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0045] Embodiment 1

[0046] The present embodiment relates to a subframe, which is suitable for new energy vehicle models, and can be, for example, a front subframe in a vehicle. At the same time, the subframe of the present embodiment can improve the overall stiffness of the subframe and the dynamic stiffness of the powertrain suspension mounting point, which is beneficial to improving its use quality.

[0047] In terms of overall structure, combined Figures 1 to 6 As shown in the figure, the subframe of this embodiment has a subframe longitudinal beam 1 arranged on the left and right sides, and a first cross beam 2 and a second cross beam 3 connected between the subframe longitudinal beams 1 on both sides, and along the front-rear direction of the whole vehicle, the second cross beam 3 is located behind the first cross beam 2.

[0048] In addition, a powertrain front suspension mounting portion is provided on the first crossbeam 2 , a powertrain rear suspension mounting portion is provided on the second crossbeam 3 , and a first crossbeam reinforcement structure is provided in the first crossbeam 2 , and a second crossbeam reinforcement structure is also provided in the second crossbeam 3 .

[0049] At this time, as set above, through the setting of the first crossbeam reinforcement structure in the first crossbeam 2 and the second crossbeam reinforcement structure in the second crossbeam 3, this embodiment can increase the structural strength of the first crossbeam 2 and the second crossbeam 3, thereby achieving the effect of improving the overall stiffness of the subframe and improving the dynamic stiffness of the powertrain suspension installation.

[0050] Based on the above overall introduction, specifically, Figure 2 and Figure 3 As shown in , as a preferred implementation form, the above-mentioned powertrain front suspension mounting part of this embodiment includes a mounting bracket 21 arranged on the top of the first cross beam 2, and the mounting bracket 21 includes two sub-brackets 21a arranged opposite to each other, and the above-mentioned powertrain front suspension mounting part is respectively provided near the left and right ends of the first cross beam 2.

[0051] In specific implementation, the sub-bracket 21a in each mounting bracket 21 adopts a conventional stamped bracket structure, and is fixedly connected to the top of the first crossbeam 2 by welding along the vertical direction of the vehicle. In addition, a suspension connection hole can be set on each sub-bracket 21a, and the suspension connection holes on the two sub-brackets 21a are generally coaxially arranged, so that the front suspension of the powertrain can be installed between two oppositely arranged sub-brackets 21a.

[0052] It can be understood that by making each powertrain front suspension mounting portion adopt a mounting bracket 21 and also making the mounting bracket 21 consist of two relatively arranged sub-brackets 21a, it has the advantage of simple structure and can also facilitate the installation arrangement of the powertrain front suspension on the subframe 2.

[0053] In this embodiment, as a preferred implementation form, the first crossbeam 2 structurally includes a first crossbeam upper plate 201 and a first crossbeam lower plate 202 that are buckled and connected together. At the same time, the first crossbeam reinforcement structure located in the first crossbeam 2 includes a first reinforcement plate 22 connected between the first crossbeam upper plate 201 and the first crossbeam lower plate 202. The first reinforcement plates 22 are specifically arranged in a plurality of intervals along the length direction of the first crossbeam 2, and as shown in FIG. Figure 4 As shown, in a specific implementation, each first reinforcing plate 22 adopts a conventional plate structure formed by stamping, and is fixedly connected between the first crossbeam upper plate 201 and the first crossbeam lower plate 202 by welding.

[0054] It can be understood that the first crossbeam reinforcement structure is composed of a plurality of first reinforcement plates 22 , which not only has a simple structure but is also convenient for design and manufacture, as well as for arrangement within the first crossbeam 2 .

[0055] Still see Figure 3As shown, in this embodiment, as a preferred implementation form, mounting brackets 21 are respectively provided near the left and right ends of the first crossbeam 2, and each mounting bracket 21 is also composed of two sub-brackets 21a. Therefore, in the distribution of each first reinforcing plate 22, taking the sub-bracket 21a and the first reinforcing plate 22 near the right end of the first crossbeam 2 as an example, for example, the first reinforcing plate 22 can be located just below the sub-bracket 21a, or be arranged near the sub-bracket 21a. In this way, by making the first reinforcing plate 22 be located below the sub-bracket 21a, or be arranged near the sub-bracket 21a, it is obvious that the rigidity of the mounting bracket 21 position can be better increased.

[0056] It is worth noting that in the specific implementation, in addition to Figure 3 As shown in the figure, the first reinforcing plate 22 near the right end of the first crossbeam 2 is just located below the sub-bracket 21a in the mounting bracket 21, or is arranged close to the sub-bracket 21a. Of course, according to specific needs, the number of each first reinforcing plate 22 is the same as the number of the sub-brackets 21a, and each first reinforcing plate 22 is arranged one-to-one with each sub-bracket 21a. At the same time, each first reinforcing plate 22 is located below the corresponding sub-bracket 21a, or is arranged close to the corresponding sub-bracket 21a. This is also possible.

[0057] In this embodiment, Figure 5 and Figure 6 As shown in , as a preferred implementation form, the powertrain rear suspension mounting portion includes a mounting sleeve 31 disposed in the second crossbeam 3, and the mounting sleeve 31 is a plurality of groups arranged at intervals along the left-right direction of the vehicle, and each group of mounting sleeves 31 is also a plurality of groups arranged along the front-back direction of the vehicle. At this time, the powertrain rear suspension mounting portion adopts the mounting sleeve 31, which also has the advantages of simple structure and being conducive to the installation and arrangement of the powertrain rear suspension.

[0058] At the same time, it can be understood that by adopting the mounting sleeve 31 located in the second cross beam 3, obviously compared with the mounting bracket 21 on the first cross beam 2, the present embodiment can also utilize the lower top height of the mounting sleeve 31, which helps to reduce the height of the rear part of the powertrain after installation, and can facilitate the arrangement of peripheral components.

[0059] As a preferred implementation form, similar to the above-mentioned first beam 2, the second beam 3 of this embodiment also includes a second beam upper plate 301 and a second beam lower plate 302 that are snap-fitted together, and the above-mentioned second beam reinforcement structure also includes a second reinforcement plate 32 connected between the second beam upper plate 301 and the second beam lower plate 302.

[0060] It can be understood that the second beam reinforcement structure adopts the second reinforcement plate 32, which also has the advantages of simple structure, easy design and manufacturing, and convenient arrangement in the second beam 3. In addition, in the specific implementation, preferably, still refer to Figure 6 As shown, in this embodiment, for example, the second reinforcing plates 32 may be arranged in a plurality of intervals along the length direction of the second cross beam 3, and in the distribution of the second reinforcing plates 32, the second reinforcing plates 32 and the groups of mounting sleeves 31 may be arranged alternately in the left-right direction of the vehicle. In this way, by arranging the second reinforcing plates 32 and the groups of mounting sleeves 31 alternately, it is obviously possible to better increase the stiffness of the positions of the groups of mounting sleeves 31, so as to improve the dynamic stiffness of the rear suspension mounting point of the powertrain.

[0061] In this embodiment, continue as Figure 7 As shown, as a preferred implementation form, the second reinforcing plate 32 can be configured to have an "n"-shaped cross section along the left-right direction of the vehicle, and based on the cross-sectional configuration of the second reinforcing plate 32, the second reinforcing plate 32 is also configured to be snap-fitted to the second crossbeam lower plate 302, so as to form a cavity between the second reinforcing plate 32 and the second crossbeam lower plate 302. In this way, by forming a cavity between the second reinforcing plate 32 and the second crossbeam lower plate 302, the characteristic of the high strength of the cavity structure can be utilized to better ensure the reinforcing effect of the second reinforcing plate 32.

[0062] Still Figure 1 As shown, the subframe of this embodiment also has a third cross beam 4 connected between the subframe longitudinal beams 1 on both sides. Along the front-rear direction of the vehicle, the third cross beam 4 is located behind the second cross beam 3, and as a preferred embodiment, a cross beam connecting plate 5 is also provided between the second cross beam 3 and the third cross beam 4.

[0063] By arranging the crossbeam connecting plate 5 between the second crossbeam 3 and the third crossbeam 4 , it can be understood that the third crossbeam 4 can be used to increase the stiffness of the second crossbeam 3 , which helps to further improve the dynamic stiffness of the rear suspension mounting point of the powertrain.

[0064] In the specific implementation, as a preferred implementation form, continue to combine Figure 5 and Figure 6 As shown, the cross beam connecting plate 5 of this embodiment includes a bottom connecting plate 51 connecting the bottoms of the second cross beam 3 and the third cross beam 4, and a plurality of upper connecting plates located above the bottom connecting plate 51. The plurality of upper connecting plates are arranged at intervals along the left-right direction of the vehicle, and are all connected between the second cross beam 3 and the third cross beam 4.

[0065] At this time, by making the crossbeam connecting plate 5 consist of a bottom connecting plate 51 and a plurality of upper connecting plates, it can be understood that not only can a better connection reinforcement effect be achieved by utilizing the bottom connecting plate 51 and the upper connecting plates, but also, considering that the upper connecting plates are located above the bottom connecting plate 51 and are also respectively connected to the second crossbeam 3 and the third crossbeam 4, the upper connecting plates can also be used as the installation basis for peripheral components, so as to facilitate the arrangement of peripheral components on the sub-frame.

[0066] In this embodiment, it should be noted that the third cross beam 4 can also be similar to the first cross beam 2 and the second cross beam 3, and is also composed of upper and lower plates that are connected by buckling. In addition, the bottom connecting plate 51 can be integrally formed with the second cross beam lower plate 302 in the second cross beam 3 and the lower plate structure in the third cross beam 4. In this way, by using the above-mentioned integrally formed design, not only can the bottom connecting plate 51 connect the bottoms of the second cross beam 3 and the third cross beam 4 together, but it also has the advantages of being easy to design and manufacture, and having higher connection reliability.

[0067] In addition, as a preferred implementation form, the upper connecting plates of this embodiment can be, for example, stamped plates, and each upper connecting plate can also be configured to be able to enclose and form a cavity between the second cross beam 3 and the third cross beam 4 with the bottom connecting plate 51. In this way, by forming a cavity between the upper connecting plate and the bottom connecting plate 51, the overall strengthening effect of the horizontal connecting plate 5 can be improved by utilizing the high strength of the cavity structure.

[0068] In this embodiment, as a feasible implementation form, the above-mentioned upper connecting plates can be provided in two, and one upper connecting plate can be provided near each side auxiliary frame longitudinal beam 1. At the same time, for the convenience of description, Figure 5 and Figure 6 As shown, the two upper connecting plates mentioned above may also be respectively referred to as a first upper connecting plate 52 and a second upper connecting plate 53 .

[0069] At this time, the structures of the first upper connecting plate 52 and the second upper connecting plate 53 can be set to be the same, and for example, Figure 8 However, in addition to making the two upper connecting plates adopt the same structure, as a preferred embodiment, continue as Fig. 9 As shown, in a specific implementation, this embodiment can also make one of its upper connecting plates, for example, the second upper connecting plate 53 include a connecting plate front plate 531 and a connecting plate rear plate 532 connected together, in the up and down direction of the whole vehicle, the top of the connecting plate front plate 531 is higher than the connecting plate rear plate 532, and a stabilizer bar mounting point 53a is also provided on the connecting plate front plate 531.

[0070] It can be understood that the second upper connecting plate 53 is composed of a connecting plate front plate 531 and a connecting plate rear plate 532, and the top of the connecting plate front plate 531 is made higher, and a stabilizer bar mounting point 53a is set thereon, combined with Figure 1 As shown, this embodiment can realize the arrangement of the third stabilizer bar mounting point with the help of the second upper connecting plate 53 on the basis of the stabilizer bar mounting position w on the auxiliary frame longitudinal beams on both sides, which can not only increase the stability of the stabilizer bar setting, but also integrate the third stabilizer bar mounting point on the second upper connecting plate 53. Compared with separately setting the third stabilizer bar mounting structure on the auxiliary frame 2, it can obviously save the trouble of separately setting the stabilizer bar mounting structure, which is beneficial to reducing the cost and weight of the auxiliary frame.

[0071] It is worth mentioning that, in a specific implementation, the stabilizer bar mounting point 53a located on the second upper connecting plate 53 may, for example, also be a threaded sleeve fixed in the second upper connecting plate 53, and the connecting plate front plate 531 and the connecting plate rear plate 532 constituting the second upper connecting plate 52 may also both form a cavity with the bottom connecting plate 51 to satisfy the design of forming a cavity between the upper connecting plate and the bottom connecting plate 51.

[0072] The subframe of the present embodiment adopts the above design. By providing the first crossbeam reinforcement structure in the first crossbeam 2 and the second crossbeam reinforcement structure in the second crossbeam 3, not only the structural strength of the two crossbeams can be increased, but also the overall stiffness of the subframe can be improved, and the dynamic stiffness of the powertrain suspension mounting point can be improved, which is beneficial to improving the use quality of the subframe.

[0073] Embodiment 2

[0074] This embodiment relates to a vehicle, in which the subframe in the first embodiment is provided. In particular, as mentioned in the first embodiment, the subframe may be, for example, a front subframe in the vehicle.

[0075] The vehicle of this embodiment is provided with the subframe in the first embodiment, so that the overall stiffness of the subframe and the dynamic stiffness of the powertrain suspension installation point can be increased, which is beneficial to improving the use quality of the subframe.

[0076] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A subframe, Features: The sub-frame comprises sub-frame longitudinal beams (1) arranged on the left and right sides, and a first cross beam (2) and a second cross beam (3) connected between the sub-frame longitudinal beams (1) on the two sides, and along the front-rear direction of the whole vehicle, the second cross beam (3) is located behind the first cross beam (2); The first crossbeam (2) is provided with a powertrain front suspension mounting portion, the second crossbeam (3) is provided with a powertrain rear suspension mounting portion, and the first crossbeam (2) is provided with a first crossbeam reinforcement structure, and the second crossbeam (3) is provided with a second crossbeam reinforcement structure.

2. The subframe according to claim 1, Features: The powertrain front suspension mounting portion comprises a mounting bracket (21) arranged on the top of the first crossbeam (2), the mounting bracket (21) comprises two sub-brackets (21a) arranged opposite to each other, and the powertrain front suspension mounting portion is respectively arranged at the left and right ends close to the first crossbeam (2).

3. The subframe according to claim 2, Features: The first crossbeam (2) comprises a first crossbeam upper plate (201) and a first crossbeam lower plate (202) that are buckled and connected together, and the first crossbeam reinforcement structure comprises a first reinforcement plate (22) connected between the first crossbeam upper plate (201) and the first crossbeam lower plate (202); The first reinforcing plates (22) are multiple and are arranged at intervals along the length direction of the first crossbeam (2), and at least part of the first reinforcing plates (22) are located below the sub-bracket (21a) or are arranged close to the sub-bracket (21a).

4. The subframe according to claim 1, Features: The powertrain rear suspension mounting portion comprises a mounting sleeve (31) arranged in the second cross beam (3), and the mounting sleeves (31) are a plurality of groups arranged at intervals along the left-right direction of the vehicle, and each group of the mounting sleeves (31) is a plurality of groups arranged along the front-rear direction of the vehicle.

5. The subframe according to claim 4, Features: The second crossbeam (3) comprises a second crossbeam upper plate (301) and a second crossbeam lower plate (302) that are buckled and connected together, and the second crossbeam reinforcement structure comprises a second reinforcement plate (32) connected between the second crossbeam upper plate (301) and the second crossbeam lower plate (302); The second reinforcing plates (32) are multiple and are arranged at intervals along the length direction of the second cross beam (3), and each of the second reinforcing plates (32) and each group of the mounting sleeves (31) are alternately arranged in the left-right direction of the vehicle.

6. The subframe according to claim 5, Features: The cross section of the second reinforcing plate (32) along the left-right direction of the vehicle is in an "n" shape, and a cavity is formed between the second reinforcing plate (32) and the second crossbeam lower plate (302).

7. The subframe according to any one of claims 1 to 6, Features: The subframe has a third crossbeam (4) connected between the subframe longitudinal beams (1) on both sides; Along the front-rear direction of the vehicle, the third cross beam (4) is located behind the second cross beam (3), and a cross beam connecting plate (5) is provided between the second cross beam (3) and the third cross beam (4).

8. The subframe according to claim 7, Features: The crossbeam connecting plate (5) comprises a bottom connecting plate (51) connecting the bottoms of the second crossbeam (3) and the third crossbeam (4) together, and a plurality of upper connecting plates located above the bottom connecting plate (51); The plurality of upper connecting plates are arranged at intervals along the left-right direction of the vehicle, and each of the upper connecting plates is connected between the second cross beam (3) and the third cross beam (4).

9. The subframe according to claim 8, Features: Each of the upper connecting plates and the bottom connecting plate (51) encloses a cavity located between the second cross beam (3) and the third cross beam (4); and / or, One of the upper connecting plates comprises a connecting plate front plate (531) and a connecting plate rear plate (532) connected together. In the up and down direction of the vehicle, the top of the connecting plate front plate (531) is higher than the connecting plate rear plate (532), and a stabilizer bar mounting point (53a) is provided on the connecting plate front plate (531).

10. A vehicle, Features: The vehicle is provided with the subframe according to any one of claims 1 to 9, and the subframe is a front subframe.

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