Subframe of vehicle, vehicle body assembly of vehicle, and vehicle

Abstract

A subframe (100) of a vehicle, a vehicle body assembly of a vehicle, and a vehicle. The subframe (100) comprises: a first cross beam (10) and a second cross beam (20) arranged at an interval in a first direction of the subframe (100), the first cross beam (10) being located on the front side of the second cross beam (20); a plurality of subframe longitudinal beams (30) arranged in a second direction of the subframe (100), the plurality of subframe longitudinal beams (30) being all connected to the first cross beam (10) and the second cross beam (20); and a third cross beam (60) located between the first cross beam (10) and the second cross beam (20) in the first direction, the third cross beam (60) being connected to all of the plurality of subframe longitudinal beams (30), the third cross beam (60) being configured as an arc-shaped structure, and in the first direction, the third cross beam (60) protruding towards the second cross beam (20).

Description

Subframe of a vehicle, body component of a vehicle, and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202311379478.5 and application date October 23, 2023, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of vehicles, and in particular to a subframe of a vehicle, a body assembly having the subframe, and a vehicle having the body assembly. Background Art

[0004] In the related art, the front subframe of existing vehicles has poor structural strength and rigidity. When the vehicle collides, the front subframe is severely deformed.

[0005] Application Contents

[0006] The present application aims to solve one of the technical problems in the related art at least to a certain extent.

[0007] To this end, one purpose of the present application is to provide a subframe that can improve the structural strength and rigidity of the subframe and reduce the deformation of the subframe when the vehicle collides.

[0008] The present application further provides a vehicle body assembly having the above-mentioned subframe.

[0009] The present application further provides a vehicle having the above-mentioned body assembly.

[0010] The subframe of the vehicle according to the present application includes: a first crossbeam and a second crossbeam, the first crossbeam and the second crossbeam being arranged at intervals along a first direction of the subframe, and the first crossbeam being located in front of the second crossbeam; a plurality of subframe longitudinal beams, the plurality of subframe longitudinal beams being arranged along a second direction of the subframe, and the plurality of subframe longitudinal beams being connected to the first crossbeam and the second crossbeam; a third crossbeam, the third crossbeam being located between the first crossbeam and the second crossbeam along the first direction, and the third crossbeam being connected to the plurality of subframe longitudinal beams, the third crossbeam being constructed as an arc-shaped structure, and protruding toward the second crossbeam along the first direction.

[0011] According to the vehicle subframe of the present application, by connecting multiple subframe longitudinal beams to the first cross beam and the second cross beam, and connecting the third cross beam to multiple subframe longitudinal beams, the subframe can be made to have a frame-type structure, thereby improving the fatigue strength and rigidity of the subframe. In addition, the third cross beam is constructed as an arc structure and protrudes toward the second cross beam, which can further improve the structural strength and rigidity of the subframe and reduce the deformation of the subframe when the vehicle collides.

[0012] The vehicle body assembly according to an embodiment of the present application includes: a vehicle body main body having a vehicle body longitudinal beam; and the above-mentioned subframe, which is fixed to the vehicle body longitudinal beam and located below the vehicle body longitudinal beam.

[0013] A vehicle according to an embodiment of the present application includes the above-mentioned vehicle body assembly.

[0014] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] FIG1 is a schematic diagram of the three-dimensional structure of a subframe according to an embodiment of the present application;

[0016] FIG2 is a front view of the subframe of an embodiment of the present application;

[0017] FIG3 is a side view of the subframe of an embodiment of the present application;

[0018] FIG4 is a schematic diagram of the assembly of the subframe and suspension according to an embodiment of the present application;

[0019] Figure 5 is an enlarged view of point A in Figure 4;

[0020] FIG6 is a schematic diagram of the assembly of the subframe and the vehicle body longitudinal beam according to an embodiment of the present application.

[0021] The accompanying drawings in the specification are numeraled as follows: subframe 100; first cross member 10; longitudinal member mounting hole 11; cross member front side wall 12; cross member rear side wall 13; second cross member 20; subframe longitudinal member 30; crush energy absorbing section 31; crush depression structure 310; first surface 311; second surface 312; control arm front mounting bracket 32; control arm rear mounting bracket 33; first mounting plate 331; second mounting plate 332; reinforcement bracket 34; first reinforcement bracket plate 341; second reinforcement bracket plate 342; first mounting sleeve 343; vehicle body mounting hole 344; second mounting sleeve 35; vehicle body 40; vehicle body longitudinal member 41; energy absorbing structure 42; connecting seat 50; mounting end wall 51; suspension mounting hole 52; mounting ring 53; mounting portion 54; front end wall 55; avoidance groove structure 56; connecting bracket 57; suspension mounting plate 58; Third crossbeam 60; first mounting portion 611; second mounting portion 612; first mounting hole 613; assembly structure 614; connecting portion 615; bending portion 616; first crossbeam body 62; second crossbeam body 63; third crossbeam body 64; first suspension mounting bracket 65; second suspension mounting bracket 66; third suspension mounting bracket 67; support frame 70; steering gear mounting hole 71; first support frame plate 72; second support frame plate 73; first side connecting end 74; second side connecting end 75; third side connecting end 76; stabilizer bar mounting bracket 80; stabilizer bar mounting end wall 81; and connecting side wall 82; connecting end 90; powertrain 200; anti-collision beam 1; energy absorbing member 2; mounting base 3; crush groove 203; anti-collision component 300. DETAILED DESCRIPTION

[0022] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0023] The following describes a vehicle subframe 100, a vehicle body assembly, and a vehicle according to an embodiment of the present application with reference to Figures 1 to 6. The subframe 100 may be a front subframe of the vehicle, and this application uses the front subframe as an example for description.

[0024] As shown in Figures 1 to 6, the subframe 100 according to the embodiment of the present application includes: a first crossbeam 10 and a second crossbeam 20, which are arranged at intervals along a first direction of the subframe 100, and the first crossbeam 10 is located in front of the second crossbeam 20; a plurality of subframe longitudinal beams 30, which are arranged along a second direction of the subframe 100, and the plurality of subframe longitudinal beams 30 are all connected to the first crossbeam 10 and the second crossbeam 20; a third crossbeam 60, which is located between the first crossbeam 10 and the second crossbeam 20 along the first direction, and the third crossbeam 60 is connected to the plurality of subframe longitudinal beams 30, and the third crossbeam 60 is constructed as an arc structure, and protrudes toward the second crossbeam 20 along the first direction.

[0025] The subframe 100 can be welded from profiles with circular, waist-shaped, or rectangular cross-sections, eliminating the need for molds. This significantly reduces mold costs, thereby lowering the manufacturing cost of the subframe 100. The subframe 100 can include a first crossbeam 10 and a second crossbeam 20. The first crossbeam 10 and the second crossbeam 20 are spaced apart along a first direction of the subframe 100. The first direction of the subframe 100 is the X direction in FIG. 1 . The first crossbeam 10 and the second crossbeam 20 are spaced apart along the first direction. The subframe 100 can have multiple subframe longitudinal beams 30. For example, the subframe 100 can have two, three, or four subframe longitudinal beams 30. However, the present application is not limited thereto. The subframe 100 can also have other numbers of subframe longitudinal beams 30, as long as the subframe 100 has multiple subframe longitudinal beams 30. This application uses a subframe 100 having two subframe longitudinal beams 30 as an example.

[0026] As shown in FIG1 , the X direction may be a first direction, the Y direction may be a second direction, and the first and second directions are perpendicular. Multiple subframe longitudinal beams 30 extend along the first direction and are arranged along the second direction of the subframe 100. Adjacent subframe longitudinal beams 30 are spaced apart along the second direction, and each subframe longitudinal beam 30 is connected to both the first crossbeam 10 and the second crossbeam 20. It should be noted that the first direction refers to the longitudinal direction of the vehicle, and the second direction refers to the width of the vehicle.

[0027] Specifically, one end of the subframe longitudinal beam 30 is connected to the first crossbeam 10, and the other end of the subframe longitudinal beam 30 is connected to the second crossbeam 20. For example, the subframe longitudinal beam 30 and the first crossbeam 10 and the second crossbeam 20 can be welded, or the subframe longitudinal beam 30 and the first crossbeam 10 and the second crossbeam 20 can be bolted, but the present application is not limited thereto. The subframe longitudinal beam 30 and the first crossbeam 10 and the second crossbeam 20 can also be connected by other means, as long as multiple subframe longitudinal beams 30 are connected between the first crossbeam 10 and the second crossbeam 20. Thus, multiple subframe longitudinal beams 30 are connected between the first crossbeam 10 and the second crossbeam 20, and the third crossbeam 60 is connected to multiple subframe longitudinal beams 30. This allows the third crossbeam 60, the subframe longitudinal beam 30, the first crossbeam 10 and the second crossbeam 20 to form a frame structure, thereby improving the structural rigidity and strength of the subframe 100, thereby improving the safety performance of the vehicle.

[0028] As shown in Figures 1 and 2, the third cross-member 60 is constructed in an arcuate structure, protruding toward the second cross-member 20 along a first direction. The third cross-member 60 can be constructed in a "C" shape, or a substantially "C" shape. This configuration further enhances the structural strength and rigidity of the subframe 100, reducing deformation of the subframe 100 during a vehicle collision, thereby further improving vehicle safety. Furthermore, the third cross-member 60 can have an oblong cross-section, which improves its rigidity in the vehicle's height direction without increasing its weight.

[0029] Thus, by connecting the plurality of subframe longitudinal beams 30 to the first cross beam 10 and the second cross beam 20, and connecting the third cross beam 60 to the plurality of subframe longitudinal beams 30, the subframe 100 can be made to have a frame-type structure, thereby improving the fatigue strength and rigidity of the subframe 100. In addition, the third cross beam 60 is constructed as an arc-shaped structure, and the third cross beam 60 protrudes toward the second cross beam 20, which can further improve the structural strength and rigidity of the subframe 100, and reduce the deformation of the subframe 100 when the vehicle collides.

[0030] According to some embodiments of the present application, along the third direction of the subframe 100 , the lower surface height of the second crossbeam 20 is lower than the lower surface height of the battery pack of the vehicle, wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0031] Along the third direction of the subframe 100, the lower surface of the second crossbeam 20 is lower than the lower surface of the vehicle's battery pack. When the vehicle passes over a road surface with a raised obstacle, the obstacle first strikes the second crossbeam 20, which then deforms to absorb the impact energy, partially or fully absorbing the impact force. The structural strength of the second crossbeam 20 is set based on parameters such as the battery pack height. This setting ensures that the second crossbeam 20 effectively absorbs impact force, reducing the risk of obstacles passing over the second crossbeam 20 and striking the battery pack. This provides effective protection for the battery pack and, in turn, reduces the risk of fire accidents caused by obstacles striking the battery pack.

[0032] Specifically, the first cross-member 10 and the second cross-member 20 are spaced apart along the X-direction of the subframe 100, while a plurality of subframe longitudinal members 30 are arranged along the Y-direction of the subframe 100. Furthermore, each of the plurality of subframe longitudinal members 30 is connected between the first cross-member 10 and the second cross-member 20. This arrangement improves the strength and rigidity of the subframe 100, thereby enhancing overall vehicle performance. In the event of a collision, the first cross-member 10, the second cross-member 20, the subframe longitudinal members 30, and the body longitudinal members 41 together form an energy absorption and force transmission system, reducing intrusion into the passenger compartment and protecting occupants. After the subframe 100 is installed on the vehicle, it is located in front of the battery pack, and the lower surface height of the second cross beam 20 is lower than the lower surface height of the vehicle's battery pack. When the vehicle passes through a road with a raised obstacle, the obstacle first hits the second cross beam 20, and the impact force is partially or completely absorbed by the second cross beam 20, providing effective protection for the battery pack, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack, and thus improving the safety and reliability of vehicle driving.

[0033] Therefore, by lowering the height of the lower surface of the second cross beam 20 below the height of the lower surface of the vehicle's battery pack, when the vehicle passes through a road with a raised obstacle, the second cross beam 20 first scrapes the obstacle, deforms, and absorbs the impact energy, which can effectively protect the battery pack and reduce the risk of fire accidents caused by obstacles colliding with the battery pack, thereby improving the safety and reliability of vehicle driving.

[0034] According to some embodiments of the present application, the height difference between the lower surface of the second beam 20 and the lower surface of the battery pack is H, which satisfies the relationship: 10 mm ≤ H ≤ 15 mm.

[0035] Among them, along the third direction, the height difference between the lower surface height of the second crossbeam 20 and the lower surface height of the battery pack is H, and the height difference H satisfies the relationship: 10mm≤H≤15mm. The height difference H between the lower surface height of the second crossbeam 20 and the lower surface height of the battery pack can be set to 10mm, 13mm or 15mm, etc. This application takes the height difference H of the lower surface height of the second crossbeam 20 and the lower surface height of the battery pack as 10mm as an example for explanation. The height difference H of the lower surface height of the second crossbeam 20 and the lower surface height of the battery pack is 10mm, which can enable the second crossbeam 20 to effectively absorb the impact force, and can reduce the risk of an obstacle passing over the second crossbeam 20 and hitting the battery pack due to too small a height difference between the lower surface height of the second crossbeam 20 and the lower surface of the battery pack, thereby providing effective protection for the battery pack, thereby reducing the risk of a fire accident caused by an obstacle hitting the battery pack, and can also avoid the situation where the height of the second crossbeam 20 is too low, resulting in poor vehicle passability, so that the height difference between the lower surface height of the second crossbeam 20 and the lower surface of the battery pack is of appropriate size.

[0036] According to some embodiments of the present application, as shown in FIG. 1 , FIG. 4 and FIG. 6 , the second cross member 20 is fixedly connected to the lower surface of each sub-frame longitudinal member 30 .

[0037] Among them, the second cross beam 20 is fixedly connected to the lower surface of each sub-frame longitudinal beam 30. The second cross beam 20 and the lower surface of the sub-frame longitudinal beam 30 can be connected together by welding. The welding method can make the second cross beam 20 and the sub-frame longitudinal beam 30 tightly and firmly connected, thereby improving the overall structural stability of the sub-frame 100. The second cross beam 20 is fixedly connected to the lower surface of each sub-frame longitudinal beam 30. Through the sunken design, the second cross beam 20 can protect the battery pack when the vehicle is in a bottoming condition, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack.

[0038] According to some embodiments of the present application, as shown in Figures 1, 4 and 6, connecting ends 90 are formed at both ends of the second cross beam 20, and the connecting ends 90 are formed with assembly notches 91. The assembly notches 91 are adapted to the corresponding sub-frame longitudinal beams 30, and the connecting ends 90 are fixedly connected to the lower surfaces of the corresponding sub-frame longitudinal beams 30.

[0039] Among them, connecting ends 90 are formed at both ends of the second crossbeam 20, and the connecting ends 90 are fixedly connected to the sub-frame longitudinal beams 30. The second crossbeam 20 is fixedly connected between the two sub-frame longitudinal beams 30 through the connecting ends 90. The connecting ends 90 are fixedly connected to the lower surfaces of the corresponding sub-frame longitudinal beams 30. The connecting ends 90 and the lower surfaces of the corresponding sub-frame longitudinal beams 30 can be fixedly connected by welding. The welding method can make the connecting ends 90 and the sub-frame longitudinal beams 30 tightly and firmly connected, thereby improving the connection reliability of the second crossbeam 20 and the sub-frame longitudinal beams 30. The connecting ends 90 are fixedly connected to the lower surface of each sub-frame longitudinal beam 30, so that the second crossbeam 20 can be designed to be sunken. The second crossbeam 20 can protect the battery pack when the vehicle is in a bottom-drag condition, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack.

[0040] The connecting end 90 may be formed with a mounting notch 91 for mounting the corresponding subframe longitudinal beam 30. The mounting notch 91 is adapted to fit the corresponding subframe longitudinal beam 30. The outer peripheral wall of the subframe longitudinal beam 30 may be circular or rectangular, and the mounting notch 91 may be arcuate or zigzag to fit therewith. For illustration purposes, the outer peripheral wall of the subframe longitudinal beam 30 may be circular, and the mounting notch 91 may be arcuate. By providing the mounting notch 91 to fit the corresponding subframe longitudinal beam 30, the connecting end 90 can be tightly connected to the corresponding subframe longitudinal beam 30, improving the reliability of the connection between the connecting end 90 and the corresponding subframe longitudinal beam 30, thereby enhancing the structural strength of the subframe 100.

[0041] According to some embodiments of the present application, as shown in FIG. 1 , FIG. 4 and FIG. 6 , the connection length between the connection end 90 and the corresponding subframe longitudinal beam 30 is L3, which satisfies the relationship: 25 mm ≤ L3 ≤ 35 mm.

[0042] Among them, the connecting ends 90 are located at both ends of the second crossbeam 20. Along the second direction, the connection length between the connecting ends 90 and the corresponding sub-frame longitudinal beam 30 is L3, and L3 satisfies the relationship: 25mm≤L3≤35mm. The connection length L3 between the connecting ends 90 and the corresponding sub-frame longitudinal beam 30 can be set to 25mm, 30mm or 35mm, etc. This application takes the connection length L3 of 30mm between the connecting ends 90 and the corresponding sub-frame longitudinal beam 30 as an example for explanation. The connection length L3 of 30mm between the connecting ends 90 and the corresponding sub-frame longitudinal beam 30 can effectively connect the connecting ends 90 and the corresponding sub-frame longitudinal beam 30, so that the connection between the connecting ends 90 and the corresponding sub-frame longitudinal beam 30 is reliable. On the one hand, it can avoid the increase in cost caused by excessive connection length. On the other hand, it can also reduce the risk of stress concentration caused by too short connection length, thereby reducing the risk of breakage of the connecting ends 90 and improving connection reliability.

[0043] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 6 , along the third direction, the upper surface of the second cross member 20 is flush with the middle portion of the sub-frame longitudinal member 30 .

[0044] Along the third direction, i.e., the Z direction in Figure 6 , the upper surface of the second crossbeam 20 is flush with the middle of the subframe longitudinal beam 30. This sunken design ensures that when the vehicle passes over a road surface with a raised obstacle, the obstacle first strikes the second crossbeam 20, with the impact force partially or fully absorbed by the second crossbeam 20. The second crossbeam 20 effectively absorbs the impact force, reducing the risk of an obstacle passing over the second crossbeam 20 and striking the battery pack, providing effective protection for the battery pack and further reducing the risk of fire accidents caused by the obstacle striking the battery pack. Furthermore, by aligning the upper surface of the second crossbeam 20 with the middle of the subframe longitudinal beam 30, a portion of the second crossbeam 20 structure can be positioned between two adjacent subframe longitudinal beams 30, further enhancing the structural strength and rigidity of the subframe 100.

[0045] According to some embodiments of the present application, as shown in Figures 1 and 4, the cross-sectional dimension of the second beam 20 is a rectangle, and the long side dimension of the rectangle is L4, and the short side dimension of the rectangle is L5, satisfying the relationship: 50mm≤L4≤60mm, 30mm≤L5<50mm.

[0046] Among them, the two long sides of the rectangle are opposite to each other and spaced apart along the first direction, the two short sides of the rectangle are opposite to each other and spaced apart along the third direction, the cross-sectional dimension of the second beam 20 is rectangular, and the long side dimension of the rectangle is L4, and the short side dimension of the rectangle is L5. The long side dimension L4 of the rectangle satisfies the relationship: 50mm≤L4≤60mm, and the short side dimension L5 of the rectangle satisfies the relationship 30mm≤L5<50mm. The long side dimension L4 of the rectangle can be set to 50mm, 55mm or 60mm, and the short side dimension L5 of the rectangle can be set to 30mm, 40mm or 50mm. This application takes the long side dimension L4 of the rectangle being set to 60mm and the short side dimension L5 of the rectangle being set to 40mm as an example for explanation. The long side dimension L4 of the rectangle being set to 60mm and the short side dimension L5 of the rectangle being set to 40mm can better adapt to the subframe longitudinal beam 30, reduce the risk of fracture at the connection between the second cross beam 20 and the subframe longitudinal beam 30 due to the cross-sectional dimension of the second cross beam 20 being too large or too small, improve the connection reliability of the second cross beam 20 and the corresponding subframe longitudinal beam 30, and thereby improve the safety of vehicle use.

[0047] Furthermore, the strength of the second crossbeam 20 can be adjusted based on a number of structural parameters. If the second crossbeam 20 is too strong, the impact energy cannot be effectively absorbed by the second crossbeam 20, and the obstacle may pass over the second crossbeam 20 and impact the battery pack. If the second crossbeam 20 is too weak, it will deform too quickly after an impact and fail to fully absorb the impact force, nor can it provide effective protection for the battery pack. By setting the cross-sectional dimensions of the second crossbeam 20 to 50mm≤L4≤60mm and 30mm≤L5<50mm, the structural strength of the second crossbeam 20 can be optimized. When the second crossbeam 20 is impacted, it can effectively absorb the impact energy, reducing the risk of obstacles passing over the second crossbeam 20 and impacting the battery pack. It can also reduce the deformation rate of the second crossbeam 20 when impacted, providing effective protection for the battery pack.

[0048] In some embodiments of the present application, as shown in FIG. 1 to FIG. 4 , a control arm front mounting bracket 32 ​​is provided on the outer side wall of the outermost subframe longitudinal beam 30 , and along the second direction, the second cross beam 20 corresponds to the control arm front mounting bracket 32 ​​.

[0049] Among them, along the second direction, the outer wall of the outermost subframe longitudinal beam 30 is provided with a control arm front mounting bracket 32, one of the two outermost subframe longitudinal beams 30 is provided with a control arm front mounting bracket 32, or the two outermost subframe longitudinal beams 30 are both provided with a control arm front mounting bracket 32. This application takes the example of both the two outermost subframe longitudinal beams 30 being provided with a control arm front mounting bracket 32 ​​as an example for explanation. Along the second direction, the second cross beam 20 is correspondingly arranged to the control arm front mounting bracket 32. Along the second direction, the orthographic projection of the second cross beam 20 and the orthographic projection of the control arm front mounting bracket 32 ​​may have an overlapping area. The second cross beam 20 can provide lateral stiffness support for the control arm front mounting bracket 32, and at the same time decompose and transmit the load transmitted from the control arm front mounting bracket 32, thereby improving the road noise transmission problem at the position of the control arm front mounting bracket 32 ​​during driving and the fatigue strength problem of this area.

[0050] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , at least one subframe longitudinal beam 30 has a crush energy absorbing section 31 , and a crush depression structure 310 that is recessed toward the inside of the subframe longitudinal beam 30 is formed on the upper surface of the crush energy absorbing section 31 .

[0051] At least one subframe longitudinal beam 30 has a crush energy absorbing section 31. For example, the subframe 100 may have one subframe longitudinal beam 30 with a crush energy absorbing section 31, or two subframe longitudinal beams 30 with a crush energy absorbing section 31, or three subframe longitudinal beams 30 with a crush energy absorbing section 31. However, the present application is not limited thereto. The subframe 100 may have another number of subframe longitudinal beams 30 with a crush energy absorbing section 31, as long as at least one subframe longitudinal beam 30 has a crush energy absorbing section 31. The present application uses the example of each subframe longitudinal beam 30 being provided with a crush energy absorbing section 31. Therefore, the subframe longitudinal beams 30 having crush energy absorbing sections 31 can absorb energy during a vehicle collision, reduce the amount of intrusion into the passenger compartment, and reduce the pressure on occupants in the passenger compartment, thereby improving vehicle safety.

[0052] The upper surface of the crush energy absorbing section 31 may be formed with a crush depression structure 310 that is recessed toward the subframe longitudinal beam 30. When the vehicle collides, stress concentration occurs at the crush depression structure 310. The crush depression structure 310 guides the subframe longitudinal beam 30 to deform at the crush energy absorbing section 31, causing the subframe longitudinal beam 30 to quickly crush and absorb the impact energy, thereby reducing the impact load transmitted to the passenger compartment, reducing the intrusion into the passenger compartment, reducing the squeeze on the occupants in the passenger compartment, protecting the lives of the occupants, and thus improving the safety performance of the vehicle.

[0053] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , along a first direction, i.e., along the length direction of the subframe longitudinal beam 30 , the crush recess structure 310 has a first surface 311 and a second surface 312 adjacent to each other, and an angle is formed between the first surface 311 and the second surface 312 .

[0054] Along the length of the subframe longitudinal member 30, i.e., along the first direction, the crush depression structure 310 can be designed as a circular tube-shaped sunken structure, thereby forming a V-shaped crush depression structure 310. The crush depression structure 310 has a first surface 311 and a second surface 312 adjacent to each other, and an angle is formed between the first surface 311 and the second surface 312. For example, the angle formed between the first surface 311 and the second surface 312 can be an obtuse angle, a right angle, or other angles, but the present application is not limited thereto. The angle formed between the first surface 311 and the second surface 312 can also be other angles, as long as the angle is formed between the first surface 311 and the second surface 312. Therefore, when the vehicle is involved in a collision, the angle formed between the first surface 311 and the second surface 312 can further guide the deformation of the subframe longitudinal member 30 to absorb energy, further reducing the amount of intrusion into the passenger compartment, better protecting the lives of the occupants, and thus further improving the safety performance of the vehicle.

[0055] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , the angle between the first surface 311 and the second surface 312 is α, which satisfies the relationship: 125°≤α≤150°.

[0056] The angle α between the first surface 311 and the second surface 312 is α, and α can satisfy the relationship: 125°≤α≤150°. For example, α can be 125°, 126°, 130°, 131°, 145°, 150°, etc., but the present application is not limited thereto. α can also be other values ​​as long as α satisfies the relationship: 125°≤α≤150°. Specifically, the angle α between the first surface 311 and the second surface 312 can be set and adjusted according to actual conditions. Thus, the angle α between the first surface 311 and the second surface 312 is conducive to guiding the deformation of the subframe longitudinal beam 30 at the crush depression structure 310 when the vehicle collides, allowing the deformation of the subframe longitudinal beam 30 to absorb energy, further reducing the amount of intrusion into the passenger compartment, protecting the lives of the occupants, and thus further improving the safety performance of the vehicle.

[0057] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , along the second direction, at least one side of the crush energy absorbing section 31 protrudes from the corresponding subframe longitudinal beam 30 .

[0058] In the second direction, at least one side of the crush energy absorbing section 31 protrudes from the side of the corresponding subframe longitudinal beam 30. For example, one side of the crush energy absorbing section 31 may protrude from the side of the corresponding subframe longitudinal beam 30, or both sides of the crush energy absorbing section 31 may protrude from the side of the corresponding subframe longitudinal beam 30. Thus, by having at least one side of the crush energy absorbing section 31 protrude from the side of the corresponding subframe longitudinal beam 30, while ensuring that the crush energy absorbing section 31 meets the structural strength and rigidity requirements, the subframe longitudinal beam 30 is more likely to deform at the crush depression structure 310 when the vehicle is involved in a collision, allowing the subframe longitudinal beam 30 to rapidly deform and absorb energy, further reducing the amount of intrusion into the passenger compartment, protecting the lives of occupants, and thereby further improving the safety performance of the vehicle.

[0059] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , along the second direction, the height of the crush energy absorbing section 31 protruding from the corresponding subframe longitudinal beam 30 may be D1, satisfying the relationship: 5 mm ≤ D1 ≤ 10 mm.

[0060] In the second direction, the height D1 by which the crush energy absorbing section 31 protrudes from the side surface of the corresponding subframe longitudinal beam 30 may be, for example, 5 mm ≤ D1 ≤ 10 mm. For example, D1 may be 5 mm, 5.1 mm, 6 mm, 7 mm, 8 mm, 10 mm, etc. However, the present application is not limited thereto. D1 may also be other values ​​within the relationship 5 mm ≤ D1 ≤ 10 mm, as long as D1 satisfies the relationship 5 mm ≤ D1 ≤ 10 mm. Specifically, the height D1 by which the crush energy absorbing section 31 protrudes from the side surface of the corresponding subframe longitudinal beam 30 may be set and adjusted according to actual conditions.

[0061] Therefore, the height of the crush energy absorbing section 31 protruding from the side of the corresponding subframe longitudinal beam 30 is set to 5mm-10mm, which can ensure that the height of the crush energy absorbing section 31 protruding from the side of the corresponding subframe longitudinal beam 30 is appropriate. On the basis of ensuring that the crush energy absorbing section 31 meets the structural strength and rigidity, when the vehicle collides, it is more conducive to the deformation of the subframe longitudinal beam 30 at the crush depression structure 310, so that the subframe longitudinal beam 30 deforms quickly to absorb energy, further reducing the intrusion into the passenger compartment, protecting the lives of the occupants, and thus further improving the safety performance of the vehicle.

[0062] According to some embodiments of the present application, as shown in Figures 1 and 3, the lower surface of the subframe longitudinal beam 30 can be a plane. Such a configuration can make the lower surface of the subframe longitudinal beam 30 flat, thereby preventing the subframe longitudinal beam 30 from being scratched by other components below, reducing the risk of damage to the subframe longitudinal beam 30, and thereby improving the safety performance of the vehicle.

[0063] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , along the length direction of the subframe longitudinal beam 30 , the length dimension of the collapse recess structure 310 is L1, satisfying the relationship: 100 mm ≤ L1 ≤ 105 mm.

[0064] The length dimension of the crush recess structure 310 along the length direction of the subframe longitudinal beam 30, i.e., along the first direction, may be L1. L1 may be any value within the relationship: 100 mm ≤ L1 ≤ 105 mm. For example, L1 may be 100 mm, 101.1 mm, 102 mm, 103 mm, 105 mm, etc., but the present application is not limited thereto. L1 may also be other values ​​within the relationship: 100 mm ≤ L1 ≤ 105 mm, as long as L1 satisfies the relationship: 100 mm ≤ L1 ≤ 105 mm. Specifically, the length dimension of the crush recess structure 310 may be set and adjusted according to actual conditions.

[0065] Therefore, the length dimension of the crush recess structure 310 is set to L1, which satisfies the relationship: 100mm≤L1≤105mm. This can make the length dimension of the crush recess structure 310 appropriate. On the basis of ensuring that the subframe longitudinal beam 30 meets the structural strength and rigidity, when the vehicle collides, the crush recess structure 310 can absorb more energy, further reduce the intrusion amount into the passenger compartment, protect the lives of the occupants, and thus further improve the safety performance of the vehicle.

[0066] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , each sub-frame longitudinal beam 30 may have a crush energy absorbing section 31 , and the crush energy absorbing sections 31 of the plurality of sub-frame longitudinal beams 30 are correspondingly arranged along the second direction.

[0067] Each subframe longitudinal beam 30 may have a crush energy absorbing section 31, and the crush energy absorbing sections 31 of the plurality of subframe longitudinal beams 30 may be correspondingly arranged along the second direction, so that the crush energy absorbing sections 31 can be evenly distributed. When the vehicle collides, the plurality of crush energy absorbing sections 31 of the plurality of subframe longitudinal beams 30 may deform and absorb energy simultaneously, thereby absorbing more collision energy, further reducing the amount of intrusion into the passenger compartment, protecting the lives of the occupants, and thus further improving the safety performance of the vehicle.

[0068] According to some embodiments of the present application, as shown in Figures 1 and 3, along a first direction, that is, along the length direction of the subframe longitudinal beam 30, the crush recess structure 310 has a midpoint, and a line connecting the midpoints of the crush energy absorbing sections 31 of multiple subframe longitudinal beams 30 forms a first straight line, which is located in the middle of the vehicle's powertrain.

[0069] In which, each subframe longitudinal beam 30 can be provided with a crush energy absorbing section 31, and the multiple crush energy absorbing sections 31 of the multiple subframe longitudinal beams 30 are arranged opposite each other along the second direction. Along the length direction of the subframe longitudinal beam 30, that is, along the first direction, the crush depression structure 310 of the crush energy absorbing section 31 has a midpoint, and a line connecting the midpoints of the crush energy absorbing sections 31 of the multiple subframe longitudinal beams 30 can form a first straight line. The vehicle's powertrain is installed on the subframe 100 and is located above the subframe 100. Along the first direction, the first straight line is located in the middle of the vehicle's powertrain. With this arrangement, when the vehicle collides, the crush energy absorbing section 31 can guide the subframe 100 to deform downward with the vehicle's powertrain, thereby reducing the risk of the subframe 100 and the vehicle's powertrain being stuck in the cabin, and reducing the risk of the subframe 100 and the powertrain invading the passenger compartment, thereby further improving the safety performance of the vehicle.

[0070] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , along the first direction, the spacing distance between the crush energy absorbing section 31 and the first beam 10 is smaller than the spacing distance between the crush energy absorbing section 31 and the second beam 20 .

[0071] Among them, after the subframe 100 is installed on the vehicle, the first crossbeam 10 is located in front of the second crossbeam 20. Along the first direction, the distance between the crumple energy absorbing section 31 and the first crossbeam 10 can be smaller than the distance between the crumple energy absorbing section 31 and the second crossbeam 20. Such an arrangement can make the distance between the crumple energy absorbing section 31 and the passenger compartment farther. When the vehicle collides, the intrusion into the passenger compartment can be further reduced, protecting the lives of the occupants, thereby further improving the safety performance of the vehicle.

[0072] According to some embodiments of the present application, as shown in FIG6 , the subframe 100 is suitable for being installed below a vehicle body longitudinal beam 41 and is suitable for being fixed to the vehicle body longitudinal beam 41 . The vehicle body longitudinal beam 41 has a plurality of energy-absorbing structures 42 arranged along the length direction of the vehicle body longitudinal beam 41 . Along a first direction, the plurality of energy-absorbing structures 42 are respectively located on both sides of the crush energy-absorbing section 31 .

[0073] The subframe 100 is suitable for being installed under the vehicle's body longitudinal beam 41, and the subframe 100 is suitable for being fixed to the vehicle's body longitudinal beam 41. For example, the subframe 100 and the vehicle's body longitudinal beam 41 can be welded or bolted, but the present application is not limited thereto. The subframe 100 and the vehicle's body longitudinal beam 41 can also be connected in other ways, as long as the subframe 100 is installed under the vehicle's body longitudinal beam 41 and fixed to the vehicle's body longitudinal beam 41.

[0074] The vehicle body longitudinal beam 41 has multiple energy-absorbing structures 42 arranged along the length direction of the vehicle body longitudinal beam 41. When the vehicle collides, the energy-absorbing structures 42 of the vehicle body longitudinal beam 41 can absorb the energy generated by the collision, thereby improving the safety performance of the vehicle. Along the first direction, the multiple energy-absorbing structures 42 are respectively located on both sides of the crush energy-absorbing section 31, so that the energy-absorbing structures 42 and the crush energy-absorbing section 31 are connected in parallel, and the energy absorption intensity of the energy-absorbing structures 42 is less than the energy absorption intensity of the crush energy-absorbing section 31.

[0075] Specifically, when the vehicle is involved in a minor collision, the energy-absorbing structure 42 of the vehicle body longitudinal beam 41 absorbs the collision energy, and the crush energy-absorbing section 31 of the sub-frame longitudinal beam 30 does not need to crush to absorb energy. When the vehicle is involved in a major collision, the energy-absorbing structure 42 of the vehicle body longitudinal beam 41 first crushes to absorb a portion of the collision energy, and then further compresses the sub-frame longitudinal beam 30. After the crush energy-absorbing section 31 of the sub-frame longitudinal beam 30 is subjected to the impact squeezing force, the crush energy-absorbing section 31 crushes along the crush depression structure 310, causing the sub-frame longitudinal beam 30 to deform and absorb energy, thereby reducing the amount of intrusion into the passenger compartment, protecting the lives of the occupants, and further improving the safety performance of the vehicle.

[0076] According to some embodiments of the present application, as shown in Figures 1 and 4, the subframe 100 may further include: a first suspension mounting bracket 65, a second suspension mounting bracket 66 and a third suspension mounting bracket 67, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are both fixed to the first crossbeam 10 and arranged along the second direction, and the third suspension mounting bracket 67 is arranged on the third crossbeam 60.

[0077] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are both fixed to the first beam 10 and arranged along the second direction. For example, the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the first beam 10 can be welded, or the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the first beam 10 can be bolted, but the present application is not limited to this. The first suspension mounting bracket 65, the second suspension mounting bracket 66 and the first beam 10 can also be connected in other ways, as long as the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are both fixed to the first beam 10 and arranged along the second direction.

[0078] The third suspension mounting bracket 67 is arranged on the third cross beam 60. For example, the third suspension mounting bracket 67 and the third cross beam 60 can be welded or bolted, but the present application is not limited thereto. The third suspension mounting bracket 67 and the third cross beam 60 can also be connected in other ways, as long as the third suspension mounting bracket 67 is arranged on the third cross beam 60. Therefore, by providing the first suspension mounting bracket 65 and the second suspension mounting bracket 66 on the first crossbeam 10 and providing the third suspension mounting bracket 67 on the third crossbeam 60, multiple mounting points can be provided on the subframe 100 for the vehicle's powertrain 200, so that the powertrain 200 can be assembled on the subframe 100, thereby improving the rigidity of the mounting points of the powertrain 100. The subframe 100 can provide sufficient fatigue strength and rigidity for the powertrain 200, reducing the risk of the powertrain 200 being squeezed into the passenger compartment when the vehicle collides, and reducing the amount of intrusion of the powertrain 200 into the passenger compartment, thereby improving the safety performance of the vehicle.

[0079] According to some embodiments of the present application, as shown in FIG. 1 , along the second direction, the third suspension mounting bracket 67 is located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 .

[0080] Among them, along the second direction, the third suspension mounting bracket 67 is located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66. For example, the third suspension mounting bracket 67 can be located in the middle position between the first suspension mounting bracket 65 and the second suspension mounting bracket 66, or the third suspension mounting bracket 67 can also be located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 close to the first suspension mounting bracket 65, or the third suspension mounting bracket 67 can also be located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 close to the second suspension mounting bracket 66, but the present application is not limited to this. The third suspension mounting bracket 67 can also be located at other positions between the first suspension mounting bracket 65 and the second suspension mounting bracket 66, as long as the third suspension mounting bracket 67 is located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 along the second direction.

[0081] As a result, a triangular positional relationship can be formed between the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67. The first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 can provide mounting points for the vehicle's powertrain 200. After the powertrain 200 is suspended and mounted on the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67, the triangle stability principle can be utilized to enable the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 to reliably support the powertrain 200, thereby improving the fatigue strength and stiffness of the vehicle's powertrain 200 and the subframe 100, effectively suppressing the vehicle's powertrain 200 from transmitting vibration and howling sound to the passenger compartment, and thereby improving the vehicle's safety performance.

[0082] According to some embodiments of the present application, as shown in FIG. 1 , the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are respectively connected to corresponding sub-frame longitudinal beams 30 .

[0083] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 can be respectively connected to the corresponding sub-frame longitudinal beam 30, for example: the first suspension mounting bracket 65 and the corresponding sub-frame longitudinal beam 30 can be welded, or the first suspension mounting bracket 65 and the corresponding sub-frame longitudinal beam 30 can be bolted, the second suspension mounting bracket 66 and the corresponding sub-frame longitudinal beam 30 can be welded, or the second suspension mounting bracket 66 and the corresponding sub-frame longitudinal beam 30 can be bolted, but the present application is not limited to this, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 can also be respectively connected to the corresponding sub-frame longitudinal beam 30 by other means, as long as the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are respectively connected to the corresponding sub-frame longitudinal beam 30. Thus, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are respectively connected to the corresponding subframe longitudinal beam 30, which can improve the rigidity of the first suspension mounting bracket 65 and the second suspension mounting bracket 66, thereby further suppressing the vehicle's powertrain 200 from transmitting vibration and howling sound to the passenger compartment, thereby improving the comfort of the vehicle.

[0084] According to some embodiments of the present application, as shown in FIG. 1 , the third suspension mounting bracket 67 may be disposed in the middle of the third cross beam 60 .

[0085] Among them, the third suspension mounting bracket 67 can be arranged in the middle position of the third cross beam 60. Such an arrangement can evenly distribute the load of the vehicle's powertrain 200 to the third cross beam 60, and can also improve the supporting stiffness of the third suspension mounting bracket 67, thereby improving the safety performance of the vehicle. In addition, a triangular positional relationship can be formed between the third suspension mounting bracket 67 and the first suspension mounting bracket 65 and the second suspension mounting bracket 66 on the first crossbeam 10. By utilizing the triangle stability principle, the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 can provide mounting points for the vehicle's powertrain 200. After the powertrain 200 is suspended and mounted on the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67, the triangle stability principle can be utilized to enable the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 to reliably support the powertrain 200, thereby improving the fatigue strength and stiffness of the vehicle's powertrain 200 and the subframe 100, effectively suppressing the vehicle's powertrain 200 from transmitting vibration and howling sound to the passenger compartment, and thereby improving the vehicle's safety performance.

[0086] According to some embodiments of the present application, as shown in Figures 1 and 2, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 both include: a connecting seat 50 and a suspension mounting plate 58, the connecting seat 50 and the suspension mounting plate 58 are arranged along the second direction, the connecting seat 50 and the suspension mounting plate 58 are opposite and spaced apart to form a suspension mounting space, and the connecting seat 50 is also suitable for being fixedly connected to the vehicle body longitudinal beam 41.

[0087] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 both include: a connecting seat 50 and a suspension mounting plate 58. Specifically, the first suspension mounting bracket 65 can be located at the left end of the first beam 10 in the second direction, and the first suspension mounting bracket 65 includes the connecting seat 50 and the suspension mounting plate 58. The second suspension mounting bracket 66 can be located at the right end of the first beam 10 in the second direction, and the second suspension mounting bracket 66 includes the connecting seat 50 and the suspension mounting plate 58. The connecting seat 50 and the suspension mounting plate 58 are arranged along the second direction, and the connecting seat 50 and the suspension mounting plate 58 are opposite and spaced apart to form a suspension mounting space. Specifically, along the second direction, the connecting seat 50 can be located on the outside of the suspension mounting plate 58, and the connecting seat 50 and the suspension mounting plate 58 are correspondingly arranged and spaced apart to form a suspension mounting space. The suspension mounting space is used to install the suspension, so that the suspension is more firmly installed in the suspension mounting space. By installing the suspension in the suspension mounting space, the bolts pass through the suspension mounting plate 58 and the suspension is connected to the connecting seat 50, so that the suspension is more firmly installed on the subframe 100, thereby improving the installation stability of the suspension.

[0088] The connector 50 is also adapted to be fixedly connected to the vehicle's body rail 41. For example, the connector 50 and the vehicle's body rail 41 may be welded or bolted together, but the present application is not limited thereto. As long as the connector 50 and the vehicle's body rail 41 are fixedly connected, the connector 50 will suffice. Thus, by fixing the connector 50 to the vehicle's body rail 41, the rigidity of the connector 50 can be increased, thereby increasing the rigidity of the subframe 100 and, in turn, improving the safety performance of the vehicle.

[0089] According to some embodiments of the present application, as shown in FIG. 1 , the connecting seat 50 may be fixedly connected to both the first crossbeam 10 and the corresponding sub-frame longitudinal beam 30 .

[0090] The connecting base 50 can be fixedly connected to both the first crossbeam 10 and the corresponding subframe longitudinal beam 30. For example, the connecting base 50, the first crossbeam 10, and the corresponding subframe longitudinal beam 30 can be welded, or bolted, but the present application is not limited thereto. The connecting base 50, the first crossbeam 10, and the corresponding subframe longitudinal beam 30 can also be connected in other ways, as long as the connecting base 50, the first crossbeam 10, and the corresponding subframe longitudinal beam 30 are fixedly connected. Thus, the fixed connection of the connecting base 50, the first crossbeam 10, and the corresponding subframe longitudinal beam 30 can form a rigid fixed structure, thereby improving the rigidity of the subframe 100 and further enhancing the safety performance of the vehicle.

[0091] According to some embodiments of the present application, as shown in Figure 1, the connecting seat 50 can define a first cavity structure, and along the second direction, the inner end wall of the connecting seat 50 is an installation end wall 51 for installing the suspension, and the installation end wall 51 is perpendicular to the first beam 10.

[0092] Among them, the connecting seat 50 can define a first cavity structure, which can improve the rigidity and structural strength of the connecting seat 50. Specifically, the first cavity structure of the connecting seat 50 can be formed by stamping and folding two plates, which has a simple structure and can reduce the components of the connecting seat 50, thereby reducing the manufacturing cost of the connecting seat 50, thereby reducing the manufacturing cost of the subframe 100. Along the second direction, the connecting seat 50 is set at the end position close to the first crossbeam 10, and the end wall of the connecting seat 50 on one side close to the midpoint position of the first crossbeam 10 can be the inner end wall. The inner end wall of the connecting seat 50 is the mounting end wall 51 for mounting the suspension, and the mounting end wall 51 is perpendicular to the first crossbeam 10. Such a setting can improve the rigidity of the connecting seat 50. After the suspension is mounted on the connecting seat 50, it can more effectively suppress the powertrain 200 from transmitting vibration and noise to the passenger compartment, thereby further improving the riding comfort of the passengers.

[0093] According to some embodiments of the present application, as shown in Figures 1 and 2, the mounting end wall 51 may have a suspension mounting hole 52, and the first cavity structure of the connecting seat 50 may have a mounting ring 53. The mounting ring 53 is arranged on the mounting end wall 51 and corresponds to the suspension mounting hole 52. The inner peripheral wall of the mounting ring 53 has an internal thread.

[0094] The mounting end wall 51 may have a suspension mounting hole 52 for mounting the suspension. Specifically, a bolt may be passed through the suspension mounting hole 52 to mount the suspension, and there may be multiple suspension mounting holes 52 to allow the suspension to be more securely mounted on the mounting end wall 51. A mounting ring 53 may be provided in the first cavity structure. The mounting ring 53 may be a nut, or may be another annular structure, as long as the mounting ring 53 is provided in the first cavity structure. The mounting ring 53 may be welded to the mounting end wall 51, and the mounting ring 53 corresponds to the suspension mounting hole 52. The inner circumferential wall of the mounting ring 53 has an internal thread. When the suspension is mounted on the mounting end wall 51, the bolts can pass through the suspension mounting hole 52 and the mounting ring 53 in sequence, and then the bolts are assembled and fixed with the internal threads of the mounting ring 53, so that the suspension is mounted on the connecting seat 50.

[0095] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 3 , along the second direction, an outer end of the connecting seat 50 is provided with a mounting portion 54 , and the mounting portion 54 is suitable for connecting to the vehicle body longitudinal beam 41 .

[0096] In the second direction, the outer end of the connecting base 50 may be provided with a mounting portion 54. For example, the connecting base 50 and the mounting portion 54 may be welded or bolted together, but the present application is not limited thereto. The connecting base 50 and the mounting portion 54 may be connected in other ways, as long as the outer end of the connecting base 50 is provided with the mounting portion 54. The mounting portion 54 is connected to the vehicle body longitudinal beam 41. For example, the mounting portion 54 and the vehicle body longitudinal beam 41 may be plug-connected or bolted together, but the present application is not limited thereto. The mounting portion 54 and the vehicle body longitudinal beam 41 may be connected in other ways, as long as the mounting portion 54 is connected to the vehicle body longitudinal beam 41.

[0097] Therefore, the connecting seat 50 can be connected to the vehicle body longitudinal beam 41 through the mounting portion 54. Since the vehicle body longitudinal beam 41 has great rigidity, the connection between the connecting seat 50 and the vehicle body longitudinal beam 41 can form a strong rigid fixed structure, thereby improving the rigidity and strength of the subframe 100, thereby improving the safety performance of the vehicle.

[0098] According to some embodiments of the present application, as shown in FIG. 1 , the mounting portion 54 may be a mounting tube.

[0099] Among them, the mounting portion 54 can be a mounting tube. When the connecting seat 50 is connected to the vehicle body longitudinal beam 41, the bolt can pass through the mounting tube and connect to the vehicle body longitudinal beam 41, connecting and fixing the connecting seat 50 to the vehicle body longitudinal beam 41, thereby achieving the connection effect between the connecting seat 50 and the vehicle body longitudinal beam 41, and then achieving the connection between the subframe 100 and the vehicle body longitudinal beam 41.

[0100] According to some embodiments of the present application, as shown in FIG. 1 , FIG. 2 and FIG. 6 , along the first direction, the front end wall 55 of the connecting seat 50 may be arc-shaped.

[0101] Among them, along the first direction, the front end wall 55 of the connecting seat 50 can be arc-shaped. Specifically, the front end wall 55 can be a curved plate, and the remaining four surfaces can be formed by folding a plate through stamping. Therefore, the connecting seat 50 can be a pentahedral structure composed of two plates welded together. The structure is simple, which can simplify the component composition of the subframe 100 and thereby reduce the manufacturing cost of the subframe 100.

[0102] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 2 , along the second direction, from the inner side to the outer side of the connection base 50 , the cross-sectional area of ​​the connection base 50 gradually decreases.

[0103] Among them, along the second direction, the connecting seat 50 is set near the end position of the first crossbeam 10, and the end wall of the connecting seat 50 on one side near the midpoint position of the first crossbeam 10 can be an inner end wall. Along the second direction, from the inner end wall of the connecting seat 50 to the outer end direction of the connecting seat 50, the cross-sectional area of ​​the connecting seat 50 can be gradually reduced. Under the premise of not affecting the connection effect of the connecting seat 50, the cross-sectional area of ​​the connecting seat 50 gradually decreases from the inner end wall of the connecting seat 50 to the outer end direction of the connecting seat 50, which can reduce the volume of the connecting seat 50, which is beneficial to reducing the volume of the subframe 100. After the subframe 100 is installed on the vehicle, it can save installation space and also reduce the weight of the connecting seat 50, thereby reducing the weight of the subframe 100, which is beneficial to the lightweight design of the vehicle.

[0104] According to some embodiments of the present application, as shown in Figures 1 and 2, the cross-sectional shape of the connecting base 50 is a polygon. The cross-sectional shape of the connecting base 50 can be a polygon, for example, the cross-sectional shape of the connecting base 50 can be a trapezoid, a pentagon, etc., which is conducive to improving the rigidity of the connecting base 50.

[0105] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 4 , the connection seat 50 may be formed with an avoidance groove structure 56 , which is suitable for corresponding to the fastener of the connection suspension, and is used to avoid disassembly tools.

[0106] Among them, the connecting seat 50 can be formed with an avoidance groove structure 56, and the avoidance groove structure 56 can be formed on the outer peripheral wall of the connecting seat 50. The avoidance groove structure 56 can be a groove structure in the shape of an arc groove, a square groove, etc., but the present application is not limited to this. The avoidance groove structure 56 can also be a groove structure in other shapes, as long as the avoidance groove structure 56 can play an avoidance role.

[0107] The powertrain 200 and the suspension are connected by fasteners, which can be bolts. Along the second direction, the avoidance groove structure 56 is arranged corresponding to the fasteners connecting the suspension and the powertrain 200. When the powertrain 200 mounted on the suspension needs to be disassembled, the avoidance groove structure 56 can be used to avoid disassembly tools. For example, when the suspension needs to be repaired, the vehicle's powertrain 200 can be first suspended and lifted using mobile lifting equipment, and then a disassembly tool can be used to disassemble the fasteners between the suspension and the vehicle's powertrain 200 at the position of the avoidance groove structure 56. The connection between the suspension and the connecting seat 50 can then be removed. This allows the suspension to be replaced without disassembling the subframe 100, reducing the number of disassembled parts and the maintenance labor costs, thereby reducing the vehicle's maintenance costs. It can also avoid the risk of disassembly tools causing collisions with other parts, thereby improving the vehicle's safety performance.

[0108] According to some embodiments of the present application, as shown in Figures 1 and 4, the subframe 100 may further include: a plurality of connecting brackets 57, wherein the plurality of connecting brackets 57 are respectively connected between the first crossbeam 10 and the corresponding subframe longitudinal beam 30, and the connecting brackets 57 are located at the connecting corners of the first crossbeam 10 and the corresponding subframe longitudinal beam 30.

[0109] The subframe 100 may further include: a plurality of connecting brackets 57. For example, the connecting brackets 57 may be two, three, four, five, etc., but the present application is not limited thereto. The connecting brackets 57 may also have other numbers, as long as the subframe 100 has multiple connecting brackets 57. The multiple connecting brackets 57 are respectively connected between the first cross member 10 and the corresponding subframe longitudinal beam 30, that is, the connecting brackets 57 are connected to the first cross member 10 and the corresponding subframe longitudinal beam 30. For example, the connecting brackets 57 and the first cross member 10 and the corresponding subframe longitudinal beam 30 may be connected by welding, or the connecting brackets 57 and the first cross member 10 and the corresponding subframe longitudinal beam 30 may be connected by bolts, but the present application is not limited thereto. The connecting brackets 57 and the first cross member 10 and the corresponding subframe longitudinal beam 30 may also be connected by other means, as long as the multiple connecting brackets 57 are respectively connected between the first cross member 10 and the corresponding subframe longitudinal beam 30. The connecting brackets 57 are located at the corners connecting the first cross member 10 and the corresponding subframe longitudinal beam 30. In the present application, a connecting bracket 57 is connected between each subframe longitudinal beam 30 and the first cross member 10. For example, two connecting brackets 57 and two subframe longitudinal beams 30 are provided, with the two connecting brackets 57 being connected between the first cross member 10 and the two subframe longitudinal beams 30, respectively. The provision of the connecting brackets 57 increases the rigidity and strength of the subframe 100, thereby improving the safety of the vehicle.

[0110] According to some embodiments of the present application, as shown in FIG. 1 , at least one connecting seat 50 is connected to a connecting bracket 57 connected to a corresponding sub-frame longitudinal beam 30 .

[0111] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 can each include a connecting seat 50, and at least one connecting seat 50 among the multiple connecting seats 50 of the first suspension mounting bracket 65 and the second suspension mounting bracket 66 is connected to the connecting bracket 57 connected to the corresponding sub-frame longitudinal beam 30. For example: there can be one connecting seat 50 connected to the connecting bracket 57 connected to the corresponding sub-frame longitudinal beam 30, or there can be two connecting seats 50 connected to the connecting bracket 57 connected to the corresponding sub-frame longitudinal beam 30.

[0112] This application uses an example of a connection between a connecting seat 50 and a connecting bracket 57 connected to a corresponding subframe longitudinal beam 30. Specifically, due to insufficient connection locations, in the second direction, the connecting seat 50 located on the left side is connected to the connecting bracket 57 connected to the corresponding subframe longitudinal beam 30, while the connecting seat 50 located on the right side is not connected to the connecting bracket 57 connected to the corresponding subframe longitudinal beam 30.

[0113] This application describes an example in which two connecting brackets 50 are provided, one of which is connected to a connecting bracket 57 connected to a corresponding subframe longitudinal beam 30. Specifically, the two connecting brackets 50 are located near each end of the first cross member 10. After the subframe 100 is installed on the vehicle, due to insufficient installation space on the left side, the connecting bracket 50 located on the left end of the subframe 100 is connected to the connecting bracket 57 connected to the corresponding subframe longitudinal beam 30 along the second direction. This places the left connecting bracket 50 closer to the center of the subframe 100. The connecting bracket 50 located on the right end of the subframe 100 is not connected to the connecting bracket 57 connected to the corresponding subframe longitudinal beam 30, allowing the subframe 100 to be installed smoothly on the vehicle. Furthermore, the connection between the connecting bracket 50 and the connecting bracket 57 connected to the corresponding subframe longitudinal beam 30 further increases the rigidity of the connecting bracket 50, thereby effectively suppressing the transmission of vibration and noise from the vehicle's powertrain 200 to the passenger compartment, thereby improving passenger comfort.

[0114] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 2 , along the second direction, the suspension mounting plate 58 is located on the inner side of the corresponding connecting seat 50 .

[0115] Among them, along the second direction, the suspension mounting plate 58 can be located on the inner side of the corresponding connecting seat 50, so that the suspension mounting plate 58 and the connecting seat 50 are opposite to each other to form a suspension mounting space for installing the suspension, and the suspension can be more stably installed on the subframe 100, thereby improving the installation stability of the suspension and further improving the safety performance of the vehicle.

[0116] According to some embodiments of the present application, as shown in Figures 1 and 2, the third suspension mounting bracket 67 includes: a first mounting portion 611 and a second mounting portion 612, the first mounting portion 611 and the second mounting portion 612 are opposite and spaced apart along the second direction, the first mounting portion 611 and the second mounting portion 612 are both provided with a first mounting hole 613, and the first mounting portion 611 and / or the second mounting portion 612 are fixed with an annular assembly structure 614, the inner circumferential wall of the assembly structure 614 has an internal thread and corresponds to the corresponding first mounting hole 613.

[0117] In which, the suspension mounting frame may include: a first mounting portion 611 and a second mounting portion 612, the first mounting portion 611 and the second mounting portion 612 can be arranged opposite to each other and spaced apart along the second direction, and the first mounting portion 611 and the second mounting portion 612 can have the same shape and size, the first mounting portion 611 and the second mounting portion 612 can both be provided with a first mounting hole 613, and the first mounting hole 613 on the first mounting portion 611 and the first mounting hole 613 on the second mounting portion 612 can be arranged correspondingly, further, a fastener can be passed through the first mounting hole 613 on the first mounting portion 611 and the first mounting hole 613 on the second mounting portion 612 to install the suspension.

[0118] The first mounting portion 611 and / or the second mounting portion 612 are fixedly provided with an annular assembly structure 614. Specifically, the first mounting portion 611 and the second mounting portion 612 may both be fixedly provided with an annular assembly structure 614, or the first mounting portion 611 may be fixedly provided with an annular assembly structure 614, or the second mounting portion 612 may be fixedly provided with an annular assembly structure 614. This application is described by taking the example that the first mounting portion 611 and the second mounting portion 612 are both fixedly provided with an annular assembly structure 614.

[0119] The annular assembly structure 614 can be an assembly structure 614 such as a nut, an annular metal sheet, etc., but the present application is not limited thereto. The annular assembly structure 614 can also be other assembly structures 614, and the first mounting part 611, the second mounting part 612 and the annular assembly structure 614 can all be welded connections, or the first mounting part 611, the second mounting part 612 and the annular assembly structure 614 can also be integrally formed, but the present application is not limited thereto. The first mounting part 611 and the second mounting part 612 can also be connected to the annular assembly structure 614 in other ways, as long as the first mounting part 611 and the second mounting part 612 are fixed with an annular assembly structure 614.

[0120] The inner peripheral wall of the assembly structure 614 may have an internal thread, and the assembly structure 614 corresponds to the corresponding first mounting hole 613, so that a fastener can pass through the first mounting hole 613 and the assembly structure 614 in sequence and install the suspension between the first mounting portion 611 and the second mounting portion 612. In other words, it is convenient to install the suspension on the suspension mounting frame of the third cross beam 60, so that the third cross beam 60 can provide a mounting point for the suspension of the vehicle's powertrain 200, and can also disperse the load of the vehicle's powertrain 200, and can also improve the support stiffness of the suspension mounting frame, thereby improving the safety performance of the vehicle.

[0121] According to some embodiments of the present application, as shown in Figures 1 and 4, the third suspension mounting bracket 67 also includes: a connecting portion 615, which is connected between the first mounting portion 611 and the second mounting portion 612, and the connecting portion 615 is arranged close to the lower end of the first mounting portion 611 and the lower end of the second mounting portion 612.

[0122] Among them, the connecting part 615 is connected between the first mounting part 611 and the second mounting part 612, and the connecting part 615 is arranged close to the lower end of the first mounting part 611 and the lower end of the second mounting part 612, for example: the connecting part 615 is connected to the lower end of the first mounting part 611 and the lower end of the second mounting part 612, and the connecting part 615 and the lower end of the first mounting part 611 and the lower end of the second mounting part 612 can be welded, or the connecting part 615 and the lower end of the first mounting part 611 and the lower end of the second mounting part 612 can also be integrally formed, but the present application is not limited to this. The connecting part 615 and the lower end of the first mounting part 611 and the lower end of the second mounting part 612 can also be connected in other ways, as long as the connecting part 615 is connected between the first mounting part 611 and the second mounting part 612.

[0123] Thus, the connecting portion 615 is connected between the first mounting portion 611 and the second mounting portion 612 , so that the lower end of the suspension mounting frame is a closed structure, thereby further improving the supporting rigidity of the suspension mounting frame and further improving the safety performance of the subframe 100 .

[0124] According to some embodiments of the present application, as shown in Figure 1, the upper end of the first mounting portion 611 and / or the second mounting portion 612 has a bending portion 616, the bending portion 616 is connected to the third beam 60, and the bending portion 616 is bent toward the outside of the third beam 60 along the second direction.

[0125] Among them, the upper end of the first mounting part 611 and / or the upper end of the second mounting part 612 may have a bending portion 616. Specifically, the upper end of the first mounting part 611 and the upper end of the second mounting part 612 may both have a bending portion 616, or the upper end of the first mounting part 611 may have a bending portion 616, or the upper end of the second mounting part 612 may have a bending portion 616. This application takes the upper end of the first mounting part 611 and the upper end of the second mounting part 612 as an example to illustrate that the bending portion 616 is connected to the third beam 60. For example, the bending portion 616 and the third beam 60 can be welded, or the bending portion 616 and the third beam 60 can be bolted, but this application is not limited to this. The bending portion 616 and the third beam 60 can also be connected in other ways, as long as the bending portion 616 is connected to the third beam 60.

[0126] The bending portion 616 is bent along the second direction toward the outside of the third cross beam 60. Such an arrangement can make the upper end of the suspension mounting frame extend to both sides of the third cross beam 60 in an "eight" shape, which can better support the structural rigidity of the suspension mounting frame, and is beneficial to distributing the load of the vehicle's powertrain 200 to both sides of the third cross beam 60, which can further improve the supporting rigidity of the suspension mounting frame.

[0127] According to some embodiments of the present application, as shown in Figures 1 and 2, at least one subframe longitudinal beam 30 is passed through the first crossbeam 10, and the connecting seat 50 corresponding to the subframe longitudinal beam 30 passing through the first crossbeam 10 is located above the overlapping area of ​​the corresponding subframe longitudinal beam 30 and the first crossbeam 10.

[0128] At least one subframe longitudinal beam 30 may be disposed through the first crossbeam 10. For example, there may be two subframe longitudinal beams 30. Along the second direction, the left subframe longitudinal beam 30 may be disposed through the first crossbeam 10, the right subframe longitudinal beam 30 may be disposed through the first crossbeam 10, or both subframe longitudinal beams 30 may be disposed through the first crossbeam 10. This application uses the example of both subframe longitudinal beams 30 being disposed through the first crossbeam 10 as an example. Therefore, disposing the subframe longitudinal beams 30 through the first crossbeam 10 can increase the rigidity and strength of the subframe 100, thereby improving the safety performance of the vehicle.

[0129] The connecting seats 50 corresponding to the sub-frame longitudinal beams 30 passing through the first cross beam 10 are located above the overlapping area of ​​the corresponding sub-frame longitudinal beams 30 and the first cross beam 10. This arrangement can further improve the rigidity of the sub-frame 100, thereby improving the safety performance of the vehicle.

[0130] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 6 , along the third direction of the subframe 100 , the orthographic projection of the subframe longitudinal beam 30 and the orthographic projection of the first cross beam 10 have a projection overlap area, the orthographic projection of the connecting seat 50 and the corresponding projection overlap area have an overlap area, and the third direction, the first direction, and the second direction are perpendicular to each other.

[0131] 1 and 6 , the first direction may be the X direction in FIG. 1 , the second direction may be the Y direction in FIG. 1 , the third direction may be the Z direction in FIG. 6 , and the third direction, the first direction and the second direction are perpendicular to each other.

[0132] Along the third direction of the subframe 100, the orthographic projection of the subframe longitudinal beam 30 and the orthographic projection of the first cross beam 10 may have a projection overlap area, that is, the subframe longitudinal beam 30 and the first cross beam 10 have an overlapping area, thereby improving the rigidity of the subframe 100. The orthographic projection of the connecting seat 50 and the corresponding projection overlap area have an overlapping area, that is, the connecting seat 50 and the subframe longitudinal beam 30 and the first cross beam 10 all have overlapping areas, which can further improve the rigidity of the subframe 100, thereby improving the safety performance of the vehicle.

[0133] According to some embodiments of the present application, as shown in Figures 1 and 2, along the second direction, the outer side walls of the two outermost subframe longitudinal beams 30 are connected to the control arm front mounting brackets 32, and the two ends of the third cross beam 60 are respectively arranged corresponding to the control arm front mounting brackets 32 of the corresponding subframe longitudinal beams 30.

[0134] Among them, the outer side walls of the sub-frame longitudinal beams 30 located at the outermost side along the second direction are all connected to the control arm front mounting brackets 32. For example, the sub-frame longitudinal beams 30 and the control arm front mounting brackets 32 can be welded or bolted, but the present application is not limited thereto. The sub-frame longitudinal beams 30 and the control arm front mounting brackets 32 can also be connected in other ways, as long as the outer side walls of the sub-frame longitudinal beams 30 located at the outermost side along the second direction are all connected to the control arm front mounting brackets 32. In this way, the fatigue load of the control arm front mounting brackets 32 can be better distributed to the sub-frame longitudinal beams 30.

[0135] The two ends of the third cross member 60 are respectively arranged to correspond to the control arm front mounting frame 32 of the corresponding subframe longitudinal member 30. With this arrangement, the third cross member 60 can support the control arm front mounting frame 32 of the corresponding subframe longitudinal member 30. The lateral support of the third cross member 60 can improve the rigidity of the control arm front mounting frame 32, reduce the road noise transmitted to the passenger compartment through the control arm front mounting frame 32, thereby reducing the vehicle driving noise and improving the vehicle ride comfort. In addition, it can facilitate the fatigue load of the control arm front mounting frame 32 to be better distributed to the third cross member 60, and thus facilitate the fatigue load of the control arm front mounting frame 32 to be better distributed to the entire subframe 100, thereby improving the fatigue durability of the control arm front mounting frame 32.

[0136] According to some embodiments of the present application, as shown in FIG1 , both ends of the third cross member 60 are respectively disposed corresponding to the rear ends of the corresponding control arm mounting brackets 32. Specifically, along the second direction, the ends of the third cross member 60 are disposed corresponding to the rear ends of the corresponding control arm mounting brackets 32. The first direction is the front-to-back direction of the subframe 100. This arrangement enables the third cross member 60 to reliably support the control arm mounting brackets 32, further improving the rigidity of the control arm mounting brackets 32 and further reducing the transmission of road noise through the control arm mounting brackets 32 to the passenger compartment, thereby further reducing vehicle driving noise and further improving vehicle ride comfort.

[0137] According to some embodiments of the present application, as shown in Figures 1 and 4, the third cross-beam 60 may include: a first cross-beam body 62, a second cross-beam body 63 and a third cross-beam body 64, the second cross-beam body 63 is connected between the first cross-beam body 62 and the third cross-beam body 64, the second cross-beam body 63 is constructed as an arc-shaped structure protruding toward the second cross-beam 20, and the first cross-beam body 62 and the third cross-beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30.

[0138] Among them, the third crossbeam 60 may include: a first crossbeam body 62, a second crossbeam body 63 and a third crossbeam body 64, the second crossbeam body 63 is connected between the first crossbeam body 62 and the third crossbeam body 64, that is, the two ends of the second crossbeam body 63 are respectively connected to the first crossbeam body 62 and the third crossbeam body 64, for example: the second crossbeam body 63 and the first crossbeam body 62 and the third crossbeam body 64 can be welded, or the second crossbeam body 63 and the first crossbeam body 62 and the third crossbeam body 64 can be integrally formed, but the present application is not limited to this, the second crossbeam body 63 and the first crossbeam body 62 and the third crossbeam body 64 can also be connected in other ways, as long as the second crossbeam body 63 is connected between the first crossbeam body 62 and the third crossbeam body 64.

[0139] The first cross-beam body 62 and the third cross-beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30. For example, the first cross-beam body 62 and the third cross-beam body 64 can be respectively connected to the two outermost sub-frame longitudinal beams 30 by welding, or the first cross-beam body 62 and the third cross-beam body 64 can be respectively connected to the two outermost sub-frame longitudinal beams 30 by bolts, but the present application is not limited thereto. The first cross-beam body 62 and the third cross-beam body 64 can also be respectively connected to the two outermost sub-frame longitudinal beams 30 by other means, as long as the first cross-beam body 62 and the third cross-beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30.

[0140] The second cross-beam body 63 is configured as an arc-shaped structure protruding toward the second cross-beam 20. Specifically, the second cross-beam body 63 can be configured as a "C" shape or a substantially "C" shape, and the cross-section of the second cross-beam body 63 can be an oblong. Such a configuration can increase the stiffness of the third cross-beam 60 in the height direction of the vehicle without increasing the weight of the third cross-beam 60, thereby increasing the stiffness of the subframe 100 and further improving the safety performance of the vehicle.

[0141] According to some embodiments of the present application, as shown in Figures 1 and 6, the height dimension of the second crossbeam body 63 along the third direction of the subframe 100 can be H1, and the width dimension of the second crossbeam body 63 along the first direction of the subframe 100 can be H2, satisfying the relationship: H2

[0142] The Z direction as shown in FIG3 may be the third direction, which is the height direction of the vehicle. The height dimension of the second cross-beam body 63 along the third direction of the subframe 100 may be H1, and the width dimension of the second cross-beam body 63 along the first direction of the subframe 100 may be H2, satisfying the relationship: H2

[0143] According to some embodiments of the present application, 70 mm ≤ H1 ≤ 90 mm.

[0144] The height dimension H1 of the second cross member body 63 along the third direction of the subframe 100 can be any value within the range of 70 mm ≤ H1 ≤ 90 mm. For example, H1 can be 70 mm, 70.1 mm, 71 mm, 72 mm, 80 mm, 90 mm, etc. However, the present application is not limited thereto. H1 can also be another value within the range of 70 mm ≤ H1 ≤ 90 mm, as long as H1 is within the range of 70 mm ≤ H1 ≤ 90 mm. Thus, the height dimension H1 of the second cross member body 63 along the third direction of the subframe 100 is within the range of 70 mm ≤ H1 ≤ 90 mm. This can improve the stiffness of the third cross member 60 in the vehicle height direction without increasing the weight of the third cross member 60, thereby improving the stiffness of the subframe 100 and, in turn, the safety performance of the vehicle.

[0145] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 4 , the first beam body 62 and / or the third beam body 64 is a flat structure.

[0146] ​​The first cross-beam body 62 and / or the third cross-beam body 64 are flat structures. Specifically, the first cross-beam body 62 and the third cross-beam body 64 may both be flat structures, or the first cross-beam body 62 may be flat structures, or the third cross-beam body 64 may be flat structures. This application uses the example of the first cross-beam body 62 and the third cross-beam body 64 being flat structures. Thus, by setting the first cross-beam body 62 and the third cross-beam body 64 to be flat structures, it is possible to facilitate the connection of the first cross-beam body 62 and the third cross-beam body 64 to the corresponding subframe longitudinal beam 30. Specifically, the connections between the first cross member body 62 and the third cross member body 64 and the corresponding subframe longitudinal beams 30 are respectively arranged to correspond to the corresponding control arm front mounting brackets 32, which can improve the rigidity of the control arm front mounting bracket 32, thereby reducing the transmission of noise from the mounting point of the control arm front mounting bracket 32. In addition, the control arm front mounting bracket 32 ​​can better distribute the fatigue load to the subframe 100 through the third cross member 60, thereby improving the fatigue durability of the subframe 100.

[0147] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 6 , along the third direction of the subframe 100 , the orthographic projection of the third cross member 60 is located behind the orthographic projection of the powertrain of the vehicle.

[0148] In particular, along the third direction of the subframe 100, the orthographic projection of the third cross member 60 can be located behind the orthographic projection of the vehicle's powertrain 200. That is, the third cross member 60 is located at the rear end of the vehicle's powertrain 200. This facilitates the subframe 100 to provide a mounting point for suspending the vehicle's powertrain 200, thereby distributing the load of the vehicle's powertrain 200 to both sides of the third cross member 60, thereby further improving the support stiffness of the subframe 100.

[0149] According to some embodiments of the present application, as shown in Figures 1 and 4, the subframe 100 further includes: a support frame 70, which is located between the third crossbeam 60 and the second crossbeam 20 along the first direction, and the support frame 70 is connected between the third crossbeam 60 and the second crossbeam 20.

[0150] Among them, the support frame 70 is located between the third beam 60 and the second beam 20 along the first direction, and the support frame 70 is connected between the third beam 60 and the second beam 20. For example, the support frame 70 and the third beam 60 and the second beam 20 can be welded, or the support frame 70 and the third beam 60 and the second beam 20 can be bolted, but the present application is not limited to this. The support frame 70 and the third beam 60 and the second beam 20 can also be connected in other ways, as long as the support frame 70 is located between the third beam 60 and the second beam 20 along the first direction, and the support frame 70 is connected between the third beam 60 and the second beam 20.

[0151] Thus, the support bracket 70 is connected between the third cross member 60 and the second cross member 20, providing support for the third cross member 60 in the longitudinal direction (i.e., the front-to-back direction) of the vehicle, thereby increasing the longitudinal stiffness of the third cross member 60 and, in turn, the longitudinal stiffness of the subframe 100. Once the suspension mounting bracket is installed on the subframe 100, the longitudinal stiffness of the suspension mounting bracket is increased, reducing the transmission of whistling noise from the vehicle's powertrain 200 in the longitudinal direction of the vehicle, effectively suppressing the transmission of vibration and noise from the powertrain 200 to the passenger compartment, thereby improving passenger comfort.

[0152] According to some embodiments of the present application, as shown in Figures 1 and 4, there are multiple support frames 70, and the multiple support frames 70 are arranged along the second direction. The two outermost support frames 70 are respectively arranged close to the two ends of the third crossbeam 60, and the two outermost support frames 70 are respectively connected to the two outermost subframe longitudinal beams 30.

[0153] There may be multiple support frames 70, for example, there may be two, three, four, etc., but the present application is not limited thereto, and there may be other numbers of support frames 70, as long as there are multiple support frames 70. The multiple support frames 70 are arranged along the second direction, and the two outermost support frames 70 are respectively disposed near the two ends of the third crossbeam 60, for example, the support frames 70 and the third crossbeam 60 may be welded, or the support frames 70 and the third crossbeam 60 may be bolted, but the present application is not limited thereto, and the support frames 70 and the third crossbeam 60 may also be connected in the same manner, as long as the two outermost support frames 70 are respectively disposed near the two ends of the third crossbeam 60. The two outermost support frames 70 are connected to the two outermost sub-frame longitudinal beams 30 respectively. For example, the support frames 70 and the sub-frame longitudinal beams 30 can be welded or bolted, but the present application is not limited thereto. The support frames 70 and the sub-frame longitudinal beams 30 can also be connected in the same manner, as long as the two outermost support frames 70 are connected to the two outermost sub-frame longitudinal beams 30 respectively.

[0154] Thus, the two outermost support frames 70 are positioned near each end of the third cross member 60, providing support for the third cross member 60 along the length of the vehicle. This significantly increases the longitudinal stiffness of the third cross member 60, and thus the longitudinal stiffness of the subframe 100. Furthermore, the two outermost support frames 70 are connected to the two outermost subframe longitudinal beams 30, further strengthening the structural connection strength of the subframe 100, preventing stress concentration on the subframe 100 and further improving the fatigue strength of the subframe 100.

[0155] According to some embodiments of the present application, as shown in FIG. 1 , the cross-sectional shape of the support frame 70 may be a triangle.

[0156] The cross-sectional shape of the support frame 70 can be triangular, or the cross-sectional shape of the support frame 70 can be approximately triangular, and the cross-sectional shape of the support frame 70 taken along the XY plane can be triangular. Specifically, there are two support frames 70, which are spaced apart along the second direction and respectively disposed at both ends of the third cross member 60. The front end of each support frame 70 is welded to the third cross member 60, the outer edge of each support frame 70 is welded to the inner side wall of the corresponding subframe longitudinal beam 30, and the rear end of each support frame 70 is welded to the second cross member 20. The support frames 70 utilize the principle of triangular stability to provide support for the third cross member 60 in the longitudinal direction of the vehicle, thereby greatly improving the stiffness of the third cross member 60 in the longitudinal direction of the vehicle, thereby improving the stiffness of the subframe 100 in the longitudinal direction of the vehicle.

[0157] Furthermore, the support frame 70 is simultaneously connected between the second cross member 20 , the third cross member 60 and the subframe longitudinal member 30 , which can further strengthen the structural connection strength of the subframe 100 , avoid stress concentration on the subframe 100 , and further improve the fatigue strength of the subframe 100 .

[0158] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 4 , the support frame 70 may have a diverter mounting hole 71 .

[0159] The support frame 70 may have a steering gear mounting hole 71, and the steering gear mounting hole 71 may be located at the center of the support frame 70, or at a corner of the support frame 70, but the present application is not limited thereto. The steering gear mounting hole 71 may also be located at other positions of the support frame 70, as long as the support frame 70 has the steering gear mounting hole 71. Thus, the support frame 70 has the steering gear mounting hole 71 to facilitate the installation of the steering gear.

[0160] According to some embodiments of the present application, as shown in Figures 1 and 4, the support frame 70 may include: a first support frame plate 72 and a second support frame plate 73, the first support frame plate 72 and the second support frame plate 73 are arranged and connected along the third direction of the sub-frame 100, and the first support frame plate 72 and the second support frame plate 73 jointly define a second cavity structure.

[0161] 3 , the third direction may be the Z direction, in other words, the third direction may be the height direction of the vehicle, the first direction may be the length direction of the vehicle, the second direction may be the width direction of the vehicle, and the first direction, the second direction and the third direction may be perpendicular to each other.

[0162] The support frame 70 may include: a first support frame plate 72 and a second support frame plate 73. Specifically, the first support frame plate 72 and the second support frame plate 73 may be made of two identical channel steel plates so that the first support frame plate 72 and the second support frame plate 73 can jointly define a second cavity structure. The first support frame plate 72 and the second support frame plate 73 are arranged and connected along the third direction of the sub-frame 100. The first support frame plate 72 and the second support frame plate 73 can be welded, or the first support frame plate 72 and the second support frame plate 73 can be bolted, but the present application is not limited thereto. The first support frame plate 72 and the second support frame plate 73 can also be connected in other ways, as long as the first support frame plate 72 and the second support frame plate 73 are arranged and connected along the third direction of the sub-frame 100. Therefore, setting the support frame 70 as a second cavity structure connected by two plates can reduce the weight of the support frame 70, thereby reducing the weight of the subframe 100, and further reducing the manufacturing cost of the subframe 100, and can also improve the stability and strength of the support frame 70, thereby improving the durability of the support frame 70.

[0163] According to some embodiments of the present application, as shown in Figure 1, the support frame 70 has a first side connecting end 74 and a second side connecting end 75 relative to each other, the first side connecting end 74 is fixedly connected to the third crossbeam 60, and the second side connecting end 75 is fixedly connected to the second crossbeam 20.

[0164] The first side connecting end 74 and the second side connecting end 75 are disposed opposite each other along a first direction, and the first side connecting end 74 is fixedly connected to the third cross member 60. For example, the first side connecting end 74 and the third cross member 60 may be welded or bolted together, but the present application is not limited thereto. The first side connecting end 74 and the third cross member 60 may be connected in other ways, as long as the first side connecting end 74 and the third cross member 60 are fixedly connected. Thus, the fixed connection between the first side connecting end 74 and the third cross member 60 can provide support for the third cross member 60 in the front-to-rear direction of the vehicle, thereby improving the longitudinal stiffness of the third cross member 60 in the front-to-rear direction of the vehicle.

[0165] The second side connecting end 75 is fixedly connected to the second cross member 20. For example, the second side connecting end 75 and the second cross member 20 may be welded or bolted, but the present application is not limited thereto. The second side connecting end 75 and the second cross member 20 may be connected in other ways, as long as the second side connecting end 75 and the second cross member 20 are fixedly connected. The support frame 70 is adapted to be installed between the third cross member 60 and the second cross member 20 of the subframe 100 and is adapted to be connected between the third cross member 60 and the second cross member 20. This can strengthen the structural connection strength of the subframe 100, avoid stress concentration, thereby improving the fatigue strength of the subframe 100, and reduce the transmission of noise from the vehicle's powertrain 200 in the front-to-rear direction of the vehicle, thereby reducing the vehicle's noise pollution.

[0166] According to some embodiments of the present application, as shown in Figure 1, the support frame 70 further has a third side connection end 76, which is located between the first side connection end 74 and the second side connection end 75, and the third side connection end 76 is adjacent to the first side connection end 74 and the second side connection end 75. Along the second direction, the inner side surface of the outermost subframe longitudinal beam 30 is fixedly connected to the third side connection end 76 of the corresponding support frame 70.

[0167] The third side connection end 76 is located between the first side connection end 74 and the second side connection end 75 , and the third side connection end 76 is adjacent to both the first side connection end 74 and the second side connection end 75 .

[0168] The third side connecting end 76 is fixedly connected to the inner side surface of the corresponding sub-frame longitudinal beam 30 located at the outermost side. For example, the third side connecting end 76 and the inner side surface of the corresponding sub-frame longitudinal beam 30 can be welded or bolted, but the present application is not limited thereto. The third side connecting end 76 and the inner side surface of the corresponding sub-frame longitudinal beam 30 can also be connected in other ways, as long as the third side connecting end 76 is fixedly connected to the inner side surface of the corresponding sub-frame longitudinal beam 30 of the sub-frame 100. In this way, the support frame 70 is connected between the third cross member 60, the second cross member 20, and the corresponding sub-frame longitudinal beam 30. By utilizing the principle of triangular stability, the connection strength of the sub-frame 100 structure can be enhanced, and stress concentration on the sub-frame 100 can be avoided, thereby improving the stability and fatigue strength of the sub-frame 100.

[0169] According to some embodiments of the present application, as shown in FIG1 , the length dimension of the third beam 60 is L1, and along the length direction of the third beam 60, the connection length between the support frame 70 and the third beam 60 is L2, satisfying the relationship: 0.1L1≤L2≤0.3L1.

[0170] In particular, along the length direction of the third crossbeam 60, the connection length between the support frame 70 and the third crossbeam 60 is L2, and L2 can be any value in the relationship: 0.1L1≤L2≤0.3L1. For example, L2 can be 0.1L1, 0.11L1, 0.12L1, 0.15L1, 0.2L1, 0.3L1, etc., but the present application is not limited thereto. L2 can also be other values ​​in the relationship: 0.1L1≤L2≤0.3L1, as long as the value of L2 satisfies the relationship: 0.1L1≤L2≤0.3L1. Therefore, the value of L2 satisfying the relationship: 0.1L1≤L2≤0.3L1 can ensure a firm connection between the support frame 70 and the third crossbeam 60, thereby improving the rigidity of the third crossbeam 60, and will not make the volume of the support frame 70 too large and affect other structures, thereby improving the structural compactness of the subframe 100 and reducing the manufacturing cost of the subframe 100.

[0171] According to some embodiments of the present application, as shown in FIG1 , the length dimension of the second beam 20 is L8, and along the length direction of the second beam 20 , the connection length dimension of the support frame 70 and the second beam 20 is L9, satisfying the relationship: 0.2L8≤L9≤0.25L8.

[0172] In the longitudinal direction of the second crossbeam 20, the connection length between the support frame 70 and the second crossbeam 20 can be L9, and L9 can be any value in the relationship: 0.2L8≤L9≤0.25L8. For example, L9 can be 0.2L8, 0.21L8, 0.22L8, 0.25L8, etc., but the present application is not limited thereto. L9 can also be other values ​​in the relationship: 0.2L8≤L9≤0.25L8, as long as the value of L9 satisfies the relationship: 0.2L8≤L9≤0.25L8. Therefore, the value of L9 satisfying the relationship: 0.2L8≤L9≤0.25L8 can ensure a firm connection between the support frame 70 and the second crossbeam 20, thereby improving the rigidity of the second crossbeam 20, and will not make the volume of the support frame 70 too large and affect other structures, thereby improving the structural compactness of the subframe 100 and reducing the manufacturing cost of the subframe 100.

[0173] According to some embodiments of the present application, as shown in FIG. 1 , the connection length between the support frame 70 and the third beam 60 is greater than the connection length between the support frame 70 and the second beam 20 .

[0174] Among them, the connection length between the support frame 70 and the third crossbeam 60 can be greater than the connection length between the support frame 70 and the second crossbeam 20. Therefore, the support frame 70 can provide more support force for the third crossbeam 60, thereby further improving the stiffness of the third crossbeam 60 in the front and rear directions of the vehicle.

[0175] According to some embodiments of the present application, as shown in FIG. 1 , at least a portion of the support frame 70 overlaps the upper surface of the second beam 20 .

[0176] Among them, at least a portion of the support frame 70 overlaps the upper surface of the second crossbeam 20, for example: the entire support frame 70 overlaps the upper surface of the second crossbeam 20, or at least half of the support frame 70 overlaps the upper surface of the second crossbeam 20, or at least one-third of the support frame 70 overlaps the upper surface of the second crossbeam 20, but the present application is not limited thereto, and other proportions of the support frame 70 may overlap the upper surface of the second crossbeam 20, as long as at least a portion of the support frame 70 overlaps the upper surface of the second crossbeam 20. Such an arrangement can make the connection between the support frame 70 and the second crossbeam 20 more secure, thereby further improving the connection strength of the subframe 100 structure, and further improving the safety performance of the vehicle.

[0177] According to some embodiments of the present application, as shown in FIG1 , at least one subframe longitudinal beam 30 can be disposed through the first crossbeam 10. For example, there are two subframe longitudinal beams 30. Along the second direction, the left subframe longitudinal beam 30 can be disposed through the first crossbeam 10, the right subframe longitudinal beam 30 can be disposed through the first crossbeam 10, or both subframe longitudinal beams 30 can be disposed through the first crossbeam 10. This application uses the example of both subframe longitudinal beams 30 being disposed through the first crossbeam 10. Therefore, disposing the subframe longitudinal beams 30 through the first crossbeam 10 can increase the rigidity and strength of the subframe 100, thereby improving the safety performance of the vehicle.

[0178] In some embodiments of the present application, as shown in FIG. 2 , the first cross beam 10 has a longitudinal beam mounting hole 11 , and the sub-frame longitudinal beams 30 are passed through the corresponding longitudinal beam mounting holes 11 .

[0179] The first crossbeam 10 has longitudinal beam mounting holes 11 for mounting the subframe longitudinal beams 30. The subframe longitudinal beams 30 are inserted through the corresponding longitudinal beam mounting holes 11. The subframe longitudinal beams 30 and the first crossbeam 10 can be connected by welding. Specifically, the subframe longitudinal beams 30 are first inserted through the corresponding longitudinal beam mounting holes 11. Then, welding can be performed at the front and rear intersections of the subframe longitudinal beams 30 and the first crossbeam 10. The subframe longitudinal beams 30 and the first crossbeam 10 are fixedly connected by welding. The nested connection between the subframe longitudinal beams 30 and the first crossbeam 10 can constrain the degrees of freedom of two surfaces of the first crossbeam 10, increase the longitudinal stiffness of the first crossbeam 10 in the first direction, reduce the risk of the first crossbeam 10 swinging when subjected to loads in the first direction, and improve the overall structural stability of the subframe 100. The longitudinal beam mounting holes 11 are provided on the first crossbeam 10 , so that the sub-frame longitudinal beam 30 is passed through the first crossbeam 10 , thereby facilitating assembly of the first crossbeam 10 and the sub-frame longitudinal beam 30 and improving production efficiency of the sub-frame 100 .

[0180] In some embodiments of the present application, as shown in FIG. 2 , the cross-sectional shape of the sub-frame longitudinal beam 30 is adapted to the shape of the longitudinal beam mounting hole 11 .

[0181] The cross-sectional shape of the subframe longitudinal beam 30 can be set to a rectangular or circular shape, etc., and the shape of the longitudinal beam mounting hole 11 can be set to a rectangular or circular shape corresponding to the cross-sectional shape of the subframe longitudinal beam 30. This application uses the case where the cross-sectional shape of the subframe longitudinal beam 30 is set to a circular shape as an example. The cross-sectional shape of the subframe longitudinal beam 30 can be a circular cross-sectional structure with a diameter of 60 mm, and the shape of the longitudinal beam mounting hole 11 can be set to a circular shape corresponding to the cross-sectional shape of the subframe longitudinal beam 30. Such an arrangement can make the cross-sectional shape of the sub-frame longitudinal beam 30 compatible with the shape of the longitudinal beam mounting hole 11. When the sub-frame longitudinal beam 30 is inserted into the corresponding longitudinal beam mounting hole 11, the assembly tightness of the sub-frame longitudinal beam 30 and the first crossbeam 10 can be improved. When the sub-frame longitudinal beam 30 and the first crossbeam 10 are welded, it is beneficial to improve the welding quality, reduce the risk of the sub-frame longitudinal beam 30 breaking and falling off at the longitudinal beam mounting hole 11, and improve the reliability of the nested connection between the sub-frame longitudinal beam 30 and the first crossbeam 10, thereby further improving the overall structural stability of the sub-frame 100.

[0182] In some embodiments of the present application, as shown in FIG. 1 and FIG. 2 , at least one sub-frame longitudinal beam 30 extends to the front side of the first cross beam 10 along the first direction.

[0183] In the first direction, i.e., the X direction in FIG1 , at least one subframe longitudinal beam 30 extends to the front side of the first cross member 10. In the following description, taking two subframe longitudinal beams 30 as an example, the subframe longitudinal beam 30 on the left side extends to the front side of the first cross member 10, the subframe longitudinal beam 30 on the right side extends to the front side of the first cross member 10, or both the subframe longitudinal beam 30 on the left side and the subframe longitudinal beam 30 on the right side extend to the front side of the first cross member 10. This application is explained by taking the example of the sub-frame longitudinal beam 30 on the left and the sub-frame longitudinal beam 30 on the right both extending to the front side of the first cross beam 10. When the sub-frame longitudinal beam 30 and the first cross beam 10 are assembled and connected by welding, the sub-frame longitudinal beam 30 extending to the front side of the first cross beam 10 is convenient for stable clamping, improves the stability of welding, is conducive to improving the quality of welding, further reduces the risk of the sub-frame longitudinal beam 30 breaking and falling off at the longitudinal beam mounting hole 11, and further improves the reliability of the nested connection between the sub-frame longitudinal beam 30 and the first cross beam 10.

[0184] In some embodiments of the present application, as shown in FIG. 1 and FIG. 2 , the length of the sub-frame longitudinal beam 30 extending from the front side of the first cross beam 10 is L6, which satisfies the relationship: 8 mm ≤ L6 ≤ 12 mm.

[0185] The length L6 of the subframe longitudinal beam 30 extending from the front of the first crossbeam 10 satisfies the relationship: 8mm≤L6≤12mm. The length L6 of the subframe longitudinal beam 30 extending from the front of the first crossbeam 10 can be 8mm, 10mm, or 12mm, among others. This application uses L6 of 10mm as an example. The 10mm extension facilitates chamfering of the extended end. This 10mm extension facilitates stable clamping, improves welding stability, and reduces the risk of unstable clamping caused by an excessively short extension. This improves welding quality, further reduces the risk of the subframe longitudinal beam 30 breaking or falling off at the longitudinal beam mounting hole 11, and further enhances the reliability of the nested connection between the subframe longitudinal beam 30 and the first crossbeam 10. Furthermore, it reduces the risk of interference with other vehicle body components caused by an excessively long extension, thereby improving assembly efficiency.

[0186] In some embodiments of the present application, as shown in FIG. 3 , the cross section of the first crossbeam 10 is rectangular, with two long sides of the rectangle facing and spaced apart along a first direction, and two short sides of the rectangle facing and spaced apart along a third direction of the subframe 100 .

[0187] The second cross-beam 20 has a rectangular cross-section, with its two long sides spaced apart along the X-direction of the subframe 100 and facing each other along the X-direction. The two short sides of the rectangle are spaced apart along the Z-direction of the subframe 100 and facing each other along the height direction of the subframe 100. This allows the second cross-beam 20 to better fit the subframe longitudinal beam 30, reduces the risk of fracture at the connection end due to an overly large or undersized cross-section of the first cross-beam 10, and improves the reliability of the connection between the longitudinal beam mounting hole 11 and the corresponding subframe longitudinal beam 30, thereby enhancing vehicle safety.

[0188] Specifically, the long side of the rectangle can be L7, and the short side of the rectangle can be L8. The long side L7 of the rectangle satisfies the relationship: 70 mm ≤ L7 ≤ 85 mm, and the short side L8 of the rectangle satisfies the relationship: 50 mm ≤ L8 < 65 mm. The short side L8 of the rectangle extends along the X direction. The long side L7 of the rectangle can be set to 70 mm, 75 mm, or 85 mm, and the short side L8 of the rectangle can be set to 50 mm, 55 mm, or 65 mm, etc. This application uses the example of the long side L7 of the rectangle being 80 mm and the short side L8 of the rectangle being 60 mm. The long side L7 of the rectangle being 80 mm and the short side L8 of the rectangle being 60 mm can better fit the subframe longitudinal beam 30, reduce the risk of fracture at the connection end due to excessively large or small cross-sectional dimensions of the first crossbeam 10, improve the connection reliability between the longitudinal beam mounting hole 11 and the corresponding subframe longitudinal beam 30, and thereby enhance the safety of the vehicle.

[0189] In some embodiments of the present application, as shown in Figures 1 and 2, the first crossbeam 10 has a crossbeam front side wall 12 and a crossbeam rear side wall 13 that are opposite and spaced apart along a first direction, and the subframe longitudinal beam 30 that passes through the first crossbeam 10 passes through both the crossbeam front side wall 12 and the crossbeam rear side wall 13, and the subframe longitudinal beam 30 is fixedly connected to both the crossbeam front side wall 12 and the crossbeam rear side wall 13.

[0190] Among them, the first crossbeam 10 has a crossbeam front side wall 12 and a crossbeam rear side wall 13, and the crossbeam front side wall 12 and the crossbeam rear side wall 13 are arranged opposite to each other along the first direction, and the crossbeam front side wall 12 and the crossbeam rear side wall 13 are arranged spaced apart, and the subframe longitudinal beam 30 passing through the first crossbeam 10 is passed through the crossbeam front side wall 12 and the crossbeam rear side wall 13 at the same time, and the subframe longitudinal beam 30 is fixedly connected to the crossbeam front side wall 12 and the crossbeam rear side wall 13. Such an arrangement further improves the stability of the connection between the subframe longitudinal beam 30 and the first crossbeam 10, further reduces the risk of the subframe longitudinal beam 30 breaking and falling off at the longitudinal beam mounting hole 11, and reliably constrains the freedom of the first crossbeam 10. When the first crossbeam 10 is hit, the swing of the subframe 100 in the first direction is further reduced.

[0191] According to some embodiments of the present application, as shown in FIG1 , along the second direction, the two outermost support frames 70 are respectively located on the inner sides of the corresponding sub-frame longitudinal beams 30 , the outer side of the outermost sub-frame longitudinal beam 30 is connected to the control arm rear mounting frame 33 , and the upper end of the outermost sub-frame longitudinal beam 30 is connected to the stabilizer bar mounting bracket 80 , and the stabilizer bar mounting bracket 80 is connected to both the corresponding control arm rear mounting frame 33 and the corresponding support frame 70 .

[0192] Among them, along the second direction, the two outermost support frames 70 are respectively located on the inner sides of the corresponding sub-frame longitudinal beams 30. For example, the inner side wall of the outermost sub-frame longitudinal beam 30 and the support frame 70 can be welded, or the inner side wall of the outermost sub-frame longitudinal beam 30 and the support frame 70 can be bolted, but the present application is not limited to this. The inner side wall of the outermost sub-frame longitudinal beam 30 and the support frame 70 can also be connected in other ways, as long as the support frame 70 is connected to the inner side of the outermost sub-frame longitudinal beam 30.

[0193] A control arm rear mounting bracket 33 is connected to the outer side of the outermost subframe longitudinal beam 30. For example, the outer wall of the outermost subframe longitudinal beam 30 and the control arm rear mounting bracket 33 may be welded, or bolted, but the present application is not limited thereto. The outer wall of the outermost subframe longitudinal beam 30 and the control arm rear mounting bracket 33 may be connected in other ways, as long as the outer wall of the outermost subframe longitudinal beam 30 is connected to the control arm rear mounting bracket 33. This arrangement can distribute the fatigue load of the control arm rear mounting bracket 33 to the subframe 100, thereby improving the fatigue strength of the control arm rear mounting bracket 33 and, in turn, the fatigue strength of the subframe 100.

[0194] A stabilizer bar mounting bracket 80 is connected to the upper end of the outermost sub-frame longitudinal beam 30. For example, the outermost sub-frame longitudinal beam 30 and the stabilizer bar mounting bracket 80 can be welded, or they can be bolted, but the present application is not limited thereto. The outermost sub-frame longitudinal beam 30 and the stabilizer bar mounting bracket 80 can also be connected in other ways, as long as the outermost sub-frame longitudinal beam 30 is fixed with the stabilizer bar mounting bracket 80.

[0195] The stabilizer bar mounting bracket 80 is connected to the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70. For example, the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 can be welded, or the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 can be bolted, but the present application is not limited to this. The stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 can also be connected in other ways, as long as the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 are connected.

[0196] Therefore, by connecting the stabilizer bar mounting bracket 80 to the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70, and the stabilizer bar mounting bracket 80 is also connected to the corresponding subframe longitudinal beam 30, the connection strength among the stabilizer bar mounting bracket 80, the corresponding control arm rear mounting bracket 33, the corresponding support bracket 70, and the corresponding subframe longitudinal beam 30 can be strengthened, thereby guiding the load on the stabilizer bar mounting bracket 80 to be dispersed to the subframe 100, thereby avoiding stress concentration on the stabilizer bar mounting bracket 80, thereby improving the fatigue strength and rigidity of the subframe 100, and also reducing the transmission of road noise to the passenger compartment through the stabilizer bar mounting bracket 80, further improving the vehicle ride comfort.

[0197] According to some embodiments of the present application, as shown in FIG. 1 , the stabilizer bar mounting bracket 80 is overlapped on the upper end of the corresponding control arm rear mounting bracket 33 and is also overlapped on the upper end of the corresponding support bracket 70 .

[0198] Among them, the stabilizer bar mounting bracket 80 can be overlapped on the upper end of the corresponding control arm rear mounting bracket 33, and the stabilizer bar mounting bracket 80 can also be overlapped on the upper end of the corresponding support bracket 70. Such an arrangement can further improve the connection tightness between the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70, thereby further strengthening the connection strength between the stabilizer bar mounting bracket 80, the corresponding control arm rear mounting bracket 33, and the corresponding support bracket 70, and guiding the load on the stabilizer bar mounting bracket 80 to be dispersed to the subframe 100, thereby avoiding stress concentration on the stabilizer bar mounting bracket 80, the control arm rear mounting bracket 33, and the support bracket 70, thereby further improving the fatigue strength and rigidity of the subframe 100.

[0199] According to some embodiments of the present application, as shown in FIG1 , a stabilizer bar mounting bracket 80 may include: a stabilizer bar mounting end wall 81 and a connecting side wall 82 , wherein the connecting side wall 82 is arranged around the circumferential edge of the stabilizer bar mounting end wall 81 to define a groove structure, the connecting side wall 82 is connected between the corresponding subframe longitudinal beam 30 and the stabilizer bar mounting end wall 81 , and the connecting side wall 82 is also connected to the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 , and the stabilizer bar mounting end wall 81 is used to mount the stabilizer bar.

[0200] Among them, the stabilizer bar mounting bracket 80 may include: a stabilizer bar mounting end wall 81 and a connecting side wall 82. The stabilizer bar mounting end wall 81 is used to mount the stabilizer bar. The connecting side wall 82 is arranged around the circumferential edge of the stabilizer bar mounting end wall 81 to define a groove structure. The connecting side wall 82 is connected between the corresponding subframe longitudinal beam 30 and the stabilizer bar mounting end wall 81, and the connecting side wall 82 is also connected to the corresponding control arm rear mounting frame 33 and the corresponding support frame 70. Such an arrangement can achieve the effect of connecting the stabilizer bar mounting bracket 80 with the corresponding subframe longitudinal beam 30, the corresponding control arm rear mounting frame 33 and the corresponding support frame 70, so that the stabilizer bar mounting bracket 80 can be firmly mounted on the subframe 100. The connecting side wall 82 can reliably support the stabilizer bar mounting end wall 81, improve the rigidity of the stabilizer bar mounting end wall 81, and make the stabilizer bar firmly mounted on the stabilizer bar mounting bracket 80.

[0201] According to some embodiments of the present application, as shown in Figure 1, the control arm rear mounting frame 33 may include: a first mounting plate 331 and a second mounting plate 332 connected to each other, the first mounting plate 331 is located above the second mounting plate 332, and an assembly space for installing the control arm is formed between the first mounting plate 331 and the second mounting plate 332.

[0202] The control arm rear mounting bracket 33 may include a first mounting plate 331 and a second mounting plate 332 connected to each other. For example, the first mounting plate 331 and the second mounting plate 332 may be integrally formed, or the first mounting plate 331 and the second mounting plate 332 may be welded to each other. However, the present application is not limited thereto. The first mounting plate 331 and the second mounting plate 332 may be connected by other means, as long as the first mounting plate 331 and the second mounting plate 332 are connected. The first mounting plate 331 may be located above the second mounting plate 332, and an assembly space for mounting the control arm is formed between the first mounting plate 331 and the second mounting plate 332. This facilitates the installation of the control arm within the assembly space formed by the first mounting plate 331 and the second mounting plate 332, thereby facilitating the assembly of the control arm and the control arm rear mounting bracket 33.

[0203] Furthermore, both the first mounting plate 331 and the second mounting plate 332 may be provided with assembly holes. After the control arm is installed in the assembly space, bolts are passed through the assembly holes and the control arm to achieve assembly of the control arm and the control arm rear mounting bracket 33 .

[0204] According to some embodiments of the present application, as shown in FIG. 1 , the stabilizer bar mounting bracket 80 may be connected to the first mounting plate 331 of the corresponding control arm rear mounting bracket 33 .

[0205] The stabilizer bar mounting bracket 80 may be connected to the first mounting plate 331 of the corresponding control arm rear mounting bracket 33. For example, the stabilizer bar mounting bracket 80 and the first mounting plate 331 of the corresponding control arm rear mounting bracket 33 may be welded or bolted together. However, the present application is not limited thereto. The stabilizer bar mounting bracket 80 and the first mounting plate 331 of the corresponding control arm rear mounting bracket 33 may be connected in other ways, as long as the stabilizer bar mounting bracket 80 and the first mounting plate 331 of the corresponding control arm rear mounting bracket 33 are connected. Thus, the stabilizer bar mounting bracket 80 is connected to the first mounting plate 331 of the corresponding control arm rear mounting bracket 33, facilitating assembly of the stabilizer bar mounting bracket 80 and the first mounting plate 331, thereby facilitating assembly of the stabilizer bar mounting bracket 80 and the control arm rear mounting bracket 33, reducing assembly difficulty of the subframe 100, and thereby improving production efficiency of the subframe 100.

[0206] According to some embodiments of the present application, as shown in Figures 1 and 2, a reinforcement bracket 34 can also be connected to the outer side of the outermost subframe longitudinal beam 30. The reinforcement bracket 34 is suitable for being connected to the vehicle body longitudinal beam 41. Along the first direction, the reinforcement bracket 34 is located on the rear side of the corresponding control arm rear mounting frame 33, and the reinforcement bracket 34 is connected to the corresponding control arm rear mounting frame 33.

[0207] A reinforcing bracket 34 may be connected to the outer side of the outermost subframe longitudinal beam 30. For example, the outer side of the outermost subframe longitudinal beam 30 and the reinforcing bracket 34 may be welded or bolted together, but the present application is not limited thereto. The outer side of the outermost subframe longitudinal beam 30 and the reinforcing bracket 34 may be connected by other means, as long as the outer side of the outermost subframe longitudinal beam 30 is connected to the reinforcing bracket 34. The reinforcing bracket 34 is adapted to be connected to the vehicle body longitudinal beam 41. For example, the body longitudinal beam 41 and the reinforcing bracket 34 may be welded or bolted together, but the present application is not limited thereto. The body longitudinal beam 41 and the reinforcing bracket 34 may be connected by other means, as long as the body longitudinal beam 41 is connected to the reinforcing bracket 34.

[0208] When the vehicle collides, the energy-absorbing structure 42 of the main body 40 and the crush section 31 of the subframe rail 30 collapse to absorb the impact energy. However, some of the impact force is transmitted along the subframe rail 30 and body rail 41 to the main body 40 and passenger compartment. Connecting the reinforcement bracket 34 to the outer side of the outermost subframe rail 30 and connecting the body rail 41 to the reinforcement bracket 34 allows the reinforcement bracket 34 to distribute the impact force, thereby preventing deformation of the main body 40 and passenger compartment caused by excessive single-point loads, protecting occupants and improving vehicle safety.

[0209] Along the first direction, the reinforcement bracket 34 can be located at the rear side of the corresponding control arm rear mounting frame 33, and the reinforcement bracket 34 is connected to the corresponding control arm rear mounting frame 33. For example, the corresponding control arm rear mounting frame 33 and the reinforcement bracket 34 can be integrally formed, or the corresponding control arm rear mounting frame 33 and the reinforcement bracket 34 can be welded together. However, the present application is not limited thereto. The corresponding control arm rear mounting frame 33 and the reinforcement bracket 34 can also be connected in other ways, as long as the corresponding control arm rear mounting frame 33 is connected to the reinforcement bracket 34. The present application takes the example of the corresponding control arm rear mounting frame 33 and the reinforcement bracket 34 being integrally formed as an example. Therefore, the reinforcement bracket 34 and the corresponding control arm rear mounting frame 33 are integrally formed, which can improve the rigidity of the control arm rear mounting frame 33, thereby effectively suppressing the transmission of noise on the control arm rear mounting frame 33.

[0210] According to some embodiments of the present application, as shown in FIG. 1 , an angle may be formed between the reinforcing bracket 34 and the corresponding sub-frame longitudinal beam 30 .

[0211] Among them, an angle can be formed between the reinforcement bracket 34 and the corresponding subframe longitudinal beam 30, so that a "human" shape structure can be formed between the reinforcement bracket 34 and the corresponding subframe longitudinal beam 30. When the vehicle collides, the reinforcement bracket 34 can divide the impact force into two paths and transmit it to the vehicle body 40, so that the reinforcement bracket 34 can disperse the impact force, thereby avoiding excessive single-point load causing deformation of the vehicle body 40 and the passenger compartment, protecting the safety of the occupants, and thus improving the safety performance of the vehicle.

[0212] According to some embodiments of the present application, as shown in FIG1 , a third cavity structure may be formed in the reinforcing bracket 34 . This configuration can improve the structural strength and rigidity of the reinforcing bracket 34 , and can also reduce the weight of the reinforcing bracket 34 while ensuring the strength of the reinforcing bracket 34 , thereby reducing the manufacturing cost of the reinforcing bracket 34 and further reducing the manufacturing cost of the subframe 100.

[0213] According to some embodiments of the present application, as shown in Figure 1, the reinforcing bracket 34 may include: a first reinforcing bracket plate 341 and a second reinforcing bracket plate 342 connected to each other, the first reinforcing bracket plate 341 is located above the second reinforcing bracket plate 342 and together with the second reinforcing bracket plate 342 defines a third cavity structure.

[0214] The reinforcing bracket 34 may include: a first reinforcing bracket plate 341 and a second reinforcing bracket plate 342 connected to each other. For example, the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 may be integrally formed, or the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 may be welded to each other. However, the present application is not limited thereto. The first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 may also be connected in other ways, as long as the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 are connected. The first reinforcing bracket plate 341 may be located above the second reinforcing bracket plate 342 and together with the second reinforcing bracket plate 342 define a third cavity structure. This can reduce the mass of the reinforcing bracket 34 while ensuring the strength of the reinforcing bracket 34, thereby reducing the manufacturing cost of the reinforcing bracket 34 and, in turn, reducing the manufacturing cost of the subframe 100.

[0215] According to some embodiments of the present application, as shown in Figure 1, the second reinforcing bracket plate 342 and the corresponding control arm rear mounting frame 33 can be integrally formed, which can further improve the rigidity of the control arm rear mounting frame 33, thereby effectively suppressing the transmission of noise on the control arm rear mounting frame 33.

[0216] According to some embodiments of the present application, as shown in FIG1 , the edge of the second reinforcing bracket plate 342 may be formed with a flange structure, and the flange structure may be bent toward the bottom of the subframe 100 . This arrangement can improve the rigidity and strength of the second reinforcing bracket plate 342 , ensuring that the second reinforcing bracket plate 342 has good rigidity and strength.

[0217] According to some embodiments of the present application, as shown in Figures 1 and 2, the subframe 100 may further include: a first mounting sleeve 343, the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 both have a vehicle body mounting hole 344 that communicates with the third cavity structure, the first mounting sleeve 343 is located in the third cavity structure and is supported between the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342, and the first mounting sleeve 343 is arranged corresponding to the vehicle body mounting hole 344.

[0218] Among them, the subframe 100 can also include: a first mounting sleeve 343, the first reinforcement bracket plate 341 and the second reinforcement bracket plate 342 both have a vehicle body mounting hole 344 that is connected to the third cavity structure, the first mounting sleeve 343 is located in the third cavity structure and is supported between the first reinforcement bracket plate 341 and the second reinforcement bracket plate 342, thereby improving the rigidity of the reinforcement bracket 34, and the first mounting sleeve 343 is corresponding to the vehicle body mounting hole 344. Such a configuration can not only install the first mounting sleeve 343 in the reinforcement bracket 34, thereby saving space, but also facilitate the bolts to pass through the first mounting sleeve 343 and connect with the vehicle body longitudinal beam 41, thereby fixing the reinforcement bracket 34 to the corresponding vehicle body longitudinal beam 41.

[0219] According to some embodiments of the present application, as shown in Figures 1 and 2, a second mounting sleeve 35 is fixed to the rear end of each subframe longitudinal beam 30 along the first direction. The second mounting sleeve 35 can penetrate the subframe longitudinal beam 30 along the third direction. The second mounting sleeve 35 is penetrated by the corresponding subframe longitudinal beam 30. The second mounting sleeve 35 is used to connect to the vehicle body longitudinal beam 41. Specifically, a bolt can pass through the second mounting sleeve 35 to connect the subframe longitudinal beam 30 to the corresponding vehicle body longitudinal beam 41, so that the subframe 100 is assembled to the vehicle body longitudinal beam 41.

[0220] According to some embodiments of the present application, as shown in FIG6 , the subframe 100 may include: an anti-collision assembly 300 , which is disposed on the first crossbeam 10 and located in front of the first crossbeam 10 . When a vehicle collides, the obstacle first hits the anti-collision assembly 300 , and after a certain amount of buffering, the impact force is then extended to the subframe 100 , which can reduce the impact force on the subframe 100 , thereby protecting the subframe 100 and improving the safety performance of the vehicle.

[0221] According to some embodiments of the present application, as shown in Figure 6, the anti-collision component 300 may include: an anti-collision beam 1; multiple energy absorbing parts 2, each of which is fixedly connected to the anti-collision beam 1, and each of which is located on the rear side of the anti-collision beam 1, and the multiple energy absorbing parts 2 are arranged along the second direction, and each energy absorbing part 2 is fixedly connected to the first beam 10.

[0222] Among them, the anti-collision component 300 includes an anti-collision beam 1 and multiple energy-absorbing parts 2. The anti-collision beam 1 is arranged at the front end of the energy-absorbing part 2. The energy-absorbing part 2 can be set to two, three or more. This application takes the energy-absorbing parts 2 as two as an example for explanation. The two energy-absorbing parts 2 are both fixedly connected to the anti-collision beam 1. The energy-absorbing parts 2 can be fixedly connected to the anti-collision beam 1 by welding. The two energy-absorbing parts 2 are both located on the rear side of the anti-collision beam 1, and the two energy-absorbing parts 2 are arranged along the length direction of the anti-collision beam 1. The energy-absorbing parts 2 are respectively arranged near the two ends of the anti-collision beam 1. The two energy-absorbing parts 2 are respectively arranged near the two ends of the anti-collision beam 1 to evenly absorb the impact force. The two energy-absorbing parts 2 are both suitable for connection with the front end of the subframe 100.

[0223] When a vehicle collides, the impact force is transmitted to the energy-absorbing member 2 through the anti-collision beam 1. The energy-absorbing member 2 absorbs the impact force to a certain extent, reducing the risk of the impact force being directly transmitted to the subframe 100 and causing damage to the subframe 100, thereby improving the stability and safety of the vehicle. The two energy-absorbing members 2 are detachably connected to the subframe 100. The energy-absorbing members 2 and the subframe 100 can be connected by screwing or riveting. This application uses the screwing of the energy-absorbing members 2 and the subframe 100 as an example for explanation. The anti-collision assembly 300 is suitable for vehicles with a larger weight and size within the structure. When the subframe 100 is installed on a vehicle with a lighter weight and smaller size under the same structure, the safety design standards can be met without assembling the anti-collision assembly 300. Therefore, the anti-collision assembly 300 can be removed from the subframe 100. Then, by disassembling and assembling the anti-collision assembly 300, the subframe 100 can be adapted to the usage requirements of different vehicle models, thereby improving the versatility of the subframe 100 and reducing the production cost of the subframe 100.

[0224] According to some embodiments of the present application, as shown in FIG6 , the cross-sectional area of ​​the energy absorber 2 gradually increases from the anti-collision beam 1 to the first cross-member 10. The energy absorber 2 may be composed of two "U"-shaped pieces, which are arranged opposite each other and connected by welding to form the energy absorber 2. The gradually increasing cross-sectional area of ​​the energy absorber 2 from the anti-collision beam 1 to the first cross-member 10 can give the energy absorber 2 a conical structure, further improving the structural stability of the energy absorber 2 and enhancing its energy absorption effect, thereby ensuring that the energy absorber 2 is reliably supported between the subframe 100 and the anti-collision beam 1. When the anti-collision beam 1 is impacted, the energy absorber 2 can absorb more energy, thereby reducing the impact force transmitted to the subframe 100.

[0225] In some embodiments of the present application, as shown in FIG. 6 , the energy absorbing member 2 has a crush groove 203 .

[0226] Among them, the energy absorbing member 2 has a crush groove 203, which can crush and absorb energy. When the vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1. The energy absorbing member 2 crushes under the force to absorb the impact force, reducing the risk of the impact force being directly transmitted to the subframe 100 and causing damage to the subframe 100, thereby improving the stability and safety of vehicle use.

[0227] In some embodiments of the present application, as shown in FIG6 , along the length direction of the anti-collision beam 1 , the side wall of the energy absorbing member 2 has a collapse groove 203 .

[0228] Among them, along the length direction of the anti-collision beam 1, that is, the Y direction in Figure 1, each energy absorbing member 2 has two side walls, and each energy absorbing member 2 has a left wall and a right wall. The left and right walls of the two energy absorbing members 2 have crush grooves 203. When the vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1. The crush grooves 203 on the left and right walls of the energy absorbing member 2 are forced to collapse and absorb the impact force, thereby reducing the risk of the impact force being directly transmitted to the subframe 100 and causing damage to the subframe 100, thereby further improving the stability and safety of vehicle use.

[0229] In some embodiments of the present application, as shown in FIG. 6 , the energy absorbing member 2 has a plurality of crush grooves 203 , and the plurality of crush grooves 203 are sequentially arranged along the length direction of the energy absorbing member 2 .

[0230] Among them, each energy absorbing member 2 has a plurality of crush grooves 203, and the plurality of crush grooves 203 are respectively arranged on the left and right walls of each energy absorbing member 2. The left and right walls of the energy absorbing member 2 are both provided with a plurality of crush grooves 203. The plurality of crush grooves 203 are arranged in sequence along the length direction of the energy absorbing member 2 on each side wall. The length direction of the energy absorbing member 2 refers to the X direction in Figure 1. By providing a plurality of crush grooves 203, when a vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1. The plurality of crush grooves 203 on the energy absorbing member 2 are simultaneously subjected to force and crushed to absorb the impact force, further reducing the risk of the impact force being directly transmitted to the subframe 100 and causing damage to the subframe 100, thereby further improving the stability and safety of vehicle use.

[0231] In some embodiments of the present application, as shown in FIG6 , the energy absorbing member 2 has a unloading hole.

[0232] Among them, the energy absorbing member 2 has a unloading hole, which can absorb the impact force to a certain extent. By designing the unloading hole, the energy absorbing member 2 is protected from being easily damaged, so that the energy absorbing member 2 can absorb energy normally, and the risk of the energy absorbing member 2 being crushed due to a smaller impact force is reduced, which is conducive to the normal energy absorption of the anti-collision component 300, so that the anti-collision component 300 can effectively protect the subframe 100 and extend the service life of the anti-collision component 300.

[0233] In some embodiments of the present application, as shown in FIG6 , a mounting base 3 is fixedly provided at the end of each energy absorbing member 2 away from the anti-collision beam 1 , and the mounting base 3 is suitable for connecting to the subframe 100 .

[0234] Among them, each energy absorbing member 2 is fixedly provided with a mounting base 3 at the end away from the anti-collision beam 1, that is, the second end 202 of the energy absorbing member 2 is fixedly provided with a mounting base 3, and the mounting base 3 can be fixedly connected to the second end 202 of the energy absorbing member 2 by welding, thereby improving the connection reliability between the mounting base 3 and the energy absorbing member 2, reducing the risk of breakage of the mounting base 3 and the energy absorbing member 2, and thereby improving the stability of the anti-collision assembly 300. The mounting base 3 is suitable for connecting with the subframe 100, and the anti-collision component 300 is connected to the subframe 100 of the subframe 100 through the mounting base 3. The mounting base 3 and the subframe 100 can be connected by screwing or riveting. This application takes the screwing of the mounting base 3 and the subframe 100 as an example for explanation. The mounting base 3 and the subframe 100 can be detachably assembled by screwing, thereby realizing the detachable assembly of the anti-collision component 300 and the subframe 100. The anti-collision component 300 is suitable for vehicles with heavier weight and larger size within the structure. When the subframe 100 is installed on a vehicle with lighter weight and smaller size under the same structure, the safety design standards can be met without assembling the anti-collision component 300. Therefore, the anti-collision component 300 can be removed from the subframe 100, and then the safety design standards of vehicles of different sizes can be adapted to the disassembly and assembly of the anti-collision component 300, so that the subframe 100 can adapt to the use requirements of different models, improve the versatility of the subframe 100, and reduce the production cost of the subframe 100.

[0235] In some embodiments of the present application, as shown in FIG. 6 , the mounting base 3 is adapted to be detachably connected to the sub-frame 100 .

[0236] Among them, the mounting base 3 can be detachably connected to the subframe 100, so that the anti-collision component 300 can be detachably connected to the subframe 100 of the subframe 100 through the mounting base 3. The mounting base 3 and the subframe 100 can be connected by screwing or riveting. This application takes the screwing of the mounting base 3 and the subframe 100 as an example for explanation. The mounting base 3 and the subframe 100 can be detachably assembled by screwing, thereby realizing the detachable assembly of the anti-collision component 300 and the subframe 100. The anti-collision component 300 is suitable for vehicles with heavier weight and larger size within the structure. When the subframe 100 is installed on a vehicle with lighter weight and smaller size under the same structure, the safety design standards can be met without assembling the anti-collision component 300. Therefore, the anti-collision component 300 can be removed from the subframe 100, and then the safety design standards of vehicles of different sizes can be adapted to the disassembly and assembly of the anti-collision component 300, so that the subframe 100 can adapt to the use requirements of different models, improve the versatility of the subframe 100, and reduce the production cost of the subframe 100.

[0237] In some embodiments of the present application, as shown in FIG6 , the anti-collision beam 1 is an arc-shaped structure.

[0238] The anti-collision beam 1 can be configured as a circular arc structure, or the anti-collision beam 1 can be configured as an elliptical arc structure, and the arc structure can be arranged to protrude toward the front end of the vehicle along the length direction of the vehicle. By configuring the anti-collision beam 1 as an arc structure, the contact area between the anti-collision beam 1 and the collision object will gradually increase during the process of the vehicle being hit head-on, so that the anti-collision beam 1 can gradually absorb the impact force, improve the anti-collision beam 1's impact resistance, and thus help improve the safety of the vehicle.

[0239] In some embodiments of the present application, as shown in FIG6 , the cross-sectional shape of the anti-collision beam 1 is circular.

[0240] Among them, the cross-sectional shape of the anti-collision beam 1 is circular, and the circular anti-collision beam 1 has better force-bearing performance. By constructing the cross-sectional shape of the anti-collision beam 1 into a circle, when the vehicle collides, the circular anti-collision beam 1 collapses and absorbs part of the impact force first, so that the anti-collision component 300 can better play an energy-absorbing role, thereby better protecting the subframe 100 and improving the stability and safety of the subframe 100.

[0241] In some embodiments of the present application, as shown in FIG6 , the energy absorbing member 2 defines a fourth cavity structure.

[0242] The energy absorbing member 2 is composed of two U-shaped pieces, which are arranged opposite each other and connected by welding. The two U-shaped pieces are welded together to form a fourth cavity structure, which is defined by the energy absorbing member 2. When the vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1. The energy absorbing member 2 absorbs the impact force to a certain extent and collapses into the fourth cavity structure to absorb the impact force. This reduces the risk of damage to the subframe 100 caused by the impact force being directly transmitted to the subframe 100 through the energy absorbing member 2, thereby improving the stability and safety of the vehicle.

[0243] In some embodiments of the present application, as shown in Figure 6, after the anti-collision component 300 is installed on the subframe 100, the anti-collision component 300 is located below the vehicle body energy absorption box 400, and the vehicle body energy absorption box 400 is provided with an energy absorption structure 42. Along the front and rear direction of the vehicle, the rear end of the anti-collision component 300 is located behind the vehicle body energy absorption box 400.

[0244] The anti-collision assembly 300 is mounted behind the subframe 100, positioned below the crash box 400. In the vehicle's fore-and-aft direction, the rear end of the anti-collision assembly 300 is positioned behind the crash box 400. The anti-collision assembly 300 complements the crash box 400, the crush structure of the vehicle's longitudinal beam 41, and the crush groove structure of the subframe's longitudinal beam 100. The anti-collision assembly 300 works synergistically with these structures to enhance the vehicle's overall energy absorption.

[0245] The vehicle body assembly according to an embodiment of the present application includes: a vehicle body 40 having a vehicle body longitudinal beam 41; and also includes a subframe 100 according to the above-mentioned embodiment. The subframe 100 is fixedly mounted on and located below the vehicle body longitudinal beam 41, which can improve the fatigue strength and rigidity of the subframe 100, thereby improving the safety performance of the vehicle.

[0246] The vehicle according to the embodiment of the present application, including the vehicle body assembly of the above-mentioned embodiment, can improve the fatigue strength and rigidity of the subframe 100, thereby improving the safety performance of the vehicle.

[0247] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0248] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A subframe of a vehicle, wherein: include: a first crossbeam and a second crossbeam, wherein the first crossbeam and the second crossbeam are arranged at intervals along a first direction of the subframe, and the first crossbeam is located in front of the second crossbeam; A plurality of sub-frame longitudinal beams, wherein the plurality of sub-frame longitudinal beams are arranged along the second direction of the sub-frame, and the plurality of sub-frame longitudinal beams are connected to the first cross beam and the second cross beam; A third cross beam is located between the first cross beam and the second cross beam along the first direction, and the third cross beam is connected to a plurality of the sub-frame longitudinal beams. The third cross beam is constructed as an arc structure, and protrudes toward the second cross beam along the first direction.

2. The vehicle subframe according to claim 1, wherein: Along the third direction of the subframe, a lower surface height of the second cross beam is lower than a lower surface height of a battery pack of the vehicle, wherein the first direction, the second direction and the third direction are perpendicular to each other.

3. The vehicle subframe according to claim 2, wherein: The height difference between the lower surface of the second beam and the lower surface of the battery pack is H, which satisfies the relationship: 10mm≤H≤15mm.

4. The vehicle subframe according to claim 2 or 3, wherein: The second cross beam is fixedly connected to the lower surface of each of the auxiliary frame longitudinal beams.

5. The vehicle subframe according to claim 4, wherein: Both ends of the second cross beam form connecting ends, and the connecting ends are formed with assembly notches, and the assembly notches are adapted to the corresponding auxiliary frame longitudinal beams, and the connecting ends are fixedly connected to the lower surface of the corresponding auxiliary frame longitudinal beams.

6. The vehicle subframe according to claim 5, wherein: The connection length between the connection end and the corresponding auxiliary frame longitudinal beam is L3, which satisfies the relationship: 25mm≤L3≤35mm.

7. The vehicle subframe according to any one of claims 2 to 6, wherein: Along the third direction, the upper surface of the second cross beam is flush with the middle portion of the sub-frame longitudinal beam.

8. The vehicle subframe according to any one of claims 1 to 7, wherein: The cross-sectional dimension of the second crossbeam is a rectangle, the long side dimension of the rectangle is L4, and the short side dimension of the rectangle is L5, satisfying the relationship: 50mm≤L4≤60mm, 30mm≤L5<50mm.

9. The vehicle subframe according to any one of claims 1 to 8, wherein: At least one of the sub-frame longitudinal beams has a crush energy absorbing section, and an upper surface of the crush energy absorbing section is formed with a crush depression structure that is depressed toward the inside of the sub-frame longitudinal beam.

10. The vehicle subframe according to claim 9, wherein: Along the first direction, the collapse recess structure has a first surface and a second surface adjacent to each other, and an angle is formed between the first surface and the second surface.

11. The vehicle subframe according to claim 10, wherein: The angle between the first surface and the second surface is α, which satisfies the relationship: 125°≤α≤150°.

12. The vehicle subframe according to claim 9 or 10, wherein: Along the second direction, at least one side of the crush energy absorbing section protrudes from the corresponding subframe longitudinal beam.

13. The vehicle subframe according to any one of claims 9 to 11, wherein: Each of the sub-frame longitudinal beams has the crush energy absorbing section, and the crush energy absorbing sections of the plurality of sub-frame longitudinal beams are correspondingly arranged along the second direction.

14. The vehicle subframe according to claim 13, wherein: Along the first direction, the crush depression structure has a midpoint, and a line connecting the midpoints of the crush energy absorbing sections of a plurality of the subframe longitudinal beams forms a first straight line, and the first straight line is located in the middle of the powertrain of the vehicle.

15. The vehicle subframe according to any one of claims 9 to 14, wherein: Along the first direction, a spacing distance between the crush energy absorbing section and the first cross beam is smaller than a spacing distance between the crush energy absorbing section and the second cross beam.

16. The vehicle subframe according to any one of claims 1 to 15, wherein: Also includes: A first suspension mounting bracket, a second suspension mounting bracket and a third suspension mounting bracket, wherein the first suspension mounting bracket and the second suspension mounting bracket are both fixedly mounted on the first cross beam and arranged along the second direction, and the third suspension mounting bracket is mounted on the third cross beam.

17. The vehicle subframe according to claim 16, wherein: Along the second direction, the third suspension mounting bracket is located between the first suspension mounting bracket and the second suspension mounting bracket.

18. The vehicle subframe according to claim 16 or 17, wherein: The third suspension mounting bracket is arranged at the middle position of the third cross beam.

19. The vehicle subframe according to any one of claims 16 to 18, wherein: The first suspension mounting bracket and the second suspension mounting bracket both include: a connecting seat and a suspension mounting plate, the connecting seat and the suspension mounting plate are arranged along the second direction, the connecting seat and the suspension mounting plate are opposite and spaced apart to form a suspension mounting space, and the connecting seat is also suitable for being fixedly connected to the body longitudinal beam of the vehicle.

20. The vehicle subframe according to claim 19, wherein: The connecting seat is fixedly connected to the first cross beam and the corresponding auxiliary frame longitudinal beam.

21. The vehicle subframe according to claim 19 or 20, wherein: The connecting seat defines a first cavity structure, and along the second direction, the inner end wall of the connecting seat is a mounting end wall for mounting the suspension, and the mounting end wall is perpendicular to the first crossbeam.

22. The vehicle subframe according to claim 21, wherein: The mounting end wall has a suspension mounting hole, and the first cavity structure has a mounting ring therein. The mounting ring is arranged on the mounting end wall and corresponds to the suspension mounting hole, and the inner peripheral wall of the mounting ring has an internal thread.

23. The vehicle subframe according to any one of claims 19 to 22, wherein: Along the second direction, an outer end of the connecting seat is provided with a mounting portion, and the mounting portion is suitable for connecting with the longitudinal beam of the vehicle body.

24. The vehicle subframe according to any one of claims 19 to 23, wherein: Along the second direction, from the inner side to the outer side of the connecting seat, the cross-sectional area of ​​the connecting seat gradually decreases.

25. The vehicle subframe according to any one of claims 19 to 24, wherein: The connection seat is formed with an avoidance groove structure, the avoidance groove structure is suitable for corresponding to the fastener connected to the suspension, and the avoidance groove structure is used to avoid disassembly tools.

26. The vehicle subframe according to any one of claims 19 to 25, wherein: It also includes: a plurality of connecting brackets, wherein the plurality of connecting brackets are respectively connected between the first cross beam and the corresponding longitudinal beam of the sub-frame, and the connecting brackets are located at the connecting corners of the first cross beam and the corresponding longitudinal beam of the sub-frame.

27. The vehicle subframe of claim 26, wherein: At least one of the connecting seats is connected to the connecting bracket connected to the corresponding auxiliary frame longitudinal beam.

28. The vehicle subframe according to any one of claims 19 to 27, wherein: Along the second direction, the suspension mounting plate is located on the inner side of the corresponding connecting seat.

29. The vehicle subframe of claim 16, wherein: The third suspension mounting frame includes: a first mounting portion and a second mounting portion, the first mounting portion and the second mounting portion are opposite and spaced apart along the second direction, the first mounting portion and the second mounting portion are both provided with a first mounting hole, and the first mounting portion and / or the second mounting portion are fixed with an annular assembly structure, the inner peripheral wall of the assembly structure has an internal thread and corresponds to the corresponding first mounting hole.

30. The vehicle subframe of claim 29, wherein: The third suspension mounting bracket further includes a connecting portion connected between the first mounting portion and the second mounting portion, and the connecting portion is disposed close to a lower end of the first mounting portion and a lower end of the second mounting portion.

31. A vehicle subframe according to claim 29 or 30, wherein: The upper end of the first mounting portion and / or the second mounting portion has a bending portion, the bending portion is connected to the third cross beam, and the bending portion is bent toward the outside of the third cross beam along the second direction.

32. The vehicle subframe of claim 20, wherein: At least one of the sub-frame longitudinal beams is passed through the first cross beam, and the connecting seat corresponding to the sub-frame longitudinal beam passed through the first cross beam is located above the overlapping area of ​​the corresponding sub-frame longitudinal beam and the first cross beam.

33. The subframe of a vehicle according to any one of claims 1 to 32, wherein: Along the second direction, the outer side walls of the two outermost auxiliary frame longitudinal beams are connected with control arm front mounting frames, and the two ends of the third cross beam are respectively arranged corresponding to the control arm front mounting frames of the corresponding auxiliary frame longitudinal beams.

34. The vehicle subframe of claim 33, wherein: The two ends of the third cross beam are respectively arranged corresponding to the rear ends of the corresponding control arm front mounting frames.

35. A vehicle subframe according to claim 33 or 34, wherein: The third cross beam includes: a first cross beam body, a second cross beam body and a third cross beam body, the second cross beam body is connected between the first cross beam body and the third cross beam body, the second cross beam body is constructed as an arc structure protruding toward the second cross beam, and the first cross beam body and the third cross beam body are respectively connected to the two outermost sub-frame longitudinal beams.

36. The vehicle subframe of claim 35, wherein: A height dimension of the second beam body along the third direction is H1, and a width dimension of the second beam body along the first direction is H2, satisfying the relationship: H2<H1.

37. A vehicle subframe according to claim 35 or 36, wherein: The first cross beam body and / or the third cross beam body are flat structures.

38. The subframe of a vehicle according to any one of claims 1 to 37, wherein: Along the third direction, an orthographic projection of the third cross beam is located at a rear side of an orthographic projection of a powertrain of the vehicle.

39. The subframe of a vehicle according to any one of claims 1 to 38, wherein: Also includes: A support frame, wherein the support frame is located between the third crossbeam and the second crossbeam along the first direction, and the support frame is connected between the third crossbeam and the second crossbeam.

40. The vehicle subframe of claim 39, wherein: There are multiple support frames, and the multiple support frames are arranged along the second direction. The two outermost support frames are respectively arranged close to the two ends of the third cross beam and are respectively connected to the two outermost sub-frame longitudinal beams.

41. A vehicle subframe according to claim 39 or 40, wherein: The support frame has a steering gear mounting hole.

42. A subframe for a vehicle according to any one of claims 39 to 41, wherein: The support frame includes: a first support frame plate body and a second support frame plate body, the first support frame plate body and the second support frame plate body are arranged and connected along a third direction, and the first support frame plate body and the second support frame plate body jointly define a second cavity structure.

43. A subframe for a vehicle according to any one of claims 39 to 42, wherein: The length dimension of the third cross beam is L1. Along the length direction of the third cross beam, the connection length between the support frame and the third cross beam is L2, satisfying the relationship: 0.1L1≤L2≤0.3L1.

44. A vehicle subframe according to any one of claims 39-43, wherein: The length dimension of the second crossbeam is L8. Along the length direction of the second crossbeam, the connection length dimension of the support frame and the second crossbeam is L9, satisfying the relationship: 0.2L8≤L9≤0.25L8.

45. A vehicle subframe according to any one of claims 39-44, wherein: The connection length between the support frame and the third crossbeam is greater than the connection length between the support frame and the second crossbeam.

46. ​​A vehicle subframe according to any one of claims 39-45, wherein: At least a portion of the support frame overlaps the upper surface of the second crossbeam.

47. A subframe for a vehicle according to any one of claims 1 to 46, wherein: At least one of the auxiliary frame longitudinal beams passes through the first cross beam.

48. The vehicle subframe of claim 47, wherein: The first cross beam has a longitudinal beam mounting hole, and the auxiliary frame longitudinal beam is passed through the corresponding longitudinal beam mounting hole.

49. The vehicle subframe of claim 48, wherein: Along the first direction, at least one of the subframe longitudinal beams extends out to the front side of the first cross beam.

50. The vehicle subframe of claim 49, wherein: The length of the auxiliary frame longitudinal beam extending out from the front side of the first cross beam is L6, which satisfies the relationship: 8mm≤L6≤12mm.

51. A subframe for a vehicle according to any one of claims 47-50, wherein: The cross section of the first cross beam is a rectangle, two long sides of the rectangle are opposite and spaced apart along the first direction, and two short sides of the rectangle are opposite and spaced apart along the third direction of the sub-frame.

52. A subframe for a vehicle according to any one of claims 47 to 51, wherein: The first cross beam has a cross beam front side wall and a cross beam rear side wall which are opposite and spaced apart along the first direction, the sub-frame longitudinal beam penetrating the first cross beam is simultaneously penetrated through the cross beam front side wall and the cross beam rear side wall, and the sub-frame longitudinal beam is fixedly connected to both the cross beam front side wall and the cross beam rear side wall.

53. The vehicle subframe of claim 40, wherein: Along the second direction, the two outermost support frames are respectively located on the inner sides of the corresponding sub-frame longitudinal beams, the outer side of the outermost sub-frame longitudinal beam is connected to a control arm rear mounting frame, and the upper end of the outermost sub-frame longitudinal beam is connected to a stabilizer bar mounting bracket, and the stabilizer bar mounting bracket is connected to both the corresponding control arm rear mounting frame and the corresponding support frame.

54. The vehicle subframe of claim 53, wherein: The stabilizer bar mounting bracket is overlapped on the upper end of the corresponding control arm rear mounting bracket and is also overlapped on the upper end of the corresponding support bracket.

55. A subframe for a vehicle according to claim 53 or 54, wherein: A reinforcing bracket is also connected to the outer side of the outermost subframe longitudinal beam, and the reinforcing bracket is suitable for being connected to the vehicle body longitudinal beam. Along the first direction, the reinforcing bracket is located on the rear side of the corresponding control arm rear mounting frame, and the reinforcing bracket is connected to the corresponding control arm rear mounting frame.

56. The vehicle subframe of claim 55, wherein: An angle is formed between the reinforcing bracket and the corresponding auxiliary frame longitudinal beam.

57. A subframe for a vehicle according to any one of claims 1 to 56, wherein: Also includes: An anti-collision component is arranged on the first crossbeam and is located at the front side of the first crossbeam.

58. The vehicle subframe of claim 57, wherein: The anti-collision component comprises: Anti-collision beam; A plurality of energy absorbing members are fixedly connected to the anti-collision beam, the plurality of energy absorbing members are located at the rear side of the anti-collision beam, and the plurality of energy absorbing members are arranged along the second direction, and each of the energy absorbing members is fixedly connected to the first beam.

59. The vehicle subframe of claim 58, wherein: From the anti-collision beam to the first beam, the cross-sectional area of ​​the energy absorbing member gradually increases.

60. The subframe of a vehicle according to claim 58 or 59, wherein: The energy absorbing member has a crush groove.

61. A vehicle body assembly, wherein: include: A vehicle body having a vehicle body longitudinal beam; A subframe, wherein the subframe is fixed to the vehicle body longitudinal beam and is located below the vehicle body longitudinal beam, and the subframe is a subframe of a vehicle according to any one of claims 1-60.

62. A vehicle, wherein: A body assembly for a vehicle comprising the vehicle of claim 61 .

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