Subframe assembly and vehicle

Abstract

The present invention discloses a subframe assembly and a vehicle, wherein the subframe assembly comprises: a subframe crossbeam; a subframe longitudinal beam, wherein the subframe longitudinal beam is arranged on two opposite sides of the subframe crossbeam along the width direction of the vehicle, wherein the subframe longitudinal beam extends along the length direction of the vehicle and one end of the subframe longitudinal beam is bent toward the outside of the vehicle to form a curved beam; and a plurality of mounting brackets, wherein the plurality of mounting brackets are sequentially arranged on the curved beam along the bending direction of the curved beam, and the plurality of mounting brackets and the curved beam together form a fan-shaped structure.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle frames, and in particular to a sub-frame assembly and a vehicle. Background Art

[0002] The vibration generated by the powertrain is transmitted to the vehicle body through the front subframe, which in turn causes vibration and noise problems in the entire vehicle. How to improve the position strength of the front subframe and reduce the vibration and noise transmitted from the powertrain to the entire vehicle through it is an important NVH control project.

[0003] In the related art, the existing subframes mainly have the following defects: the front subframe has not been arranged in an overall structural layout, resulting in a weak overall structure, especially the lack of strength complementarity between multiple installation points, resulting in a waste of resources. In addition, the multiple installation point brackets in the front subframe have not been designed for structural modeling, and the shape structure strength has not been fully utilized to improve its own strength and reduce the vibration response sensitivity. In addition, the subframe crossbeams and longitudinal beams are mainly simple closed circular tube structures or square tube structures. The crossbeam and longitudinal beam structural strength is increased by increasing the size and thickness of the circular tube and square tube, reducing the vibration transmission sensitivity and reliable durability. Simply increasing the size and thickness will increase the weight and cost; the subframe longitudinal beams and crossbeams are mainly welded and connected through the crossbeam section interface. This structure is simple and has low strength, and cannot meet the user's demand for improved vehicle quality. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a subframe assembly, which can effectively improve its strength and reduce the vibration transmission sensitivity by structurally designing multiple mounting brackets on the subframe longitudinal beam, and the multiple mounting brackets and the subframe longitudinal beam together form a fan-shaped structure.

[0005] The present invention further provides a vehicle.

[0006] According to the first aspect of the present invention, the subframe assembly includes: a subframe crossbeam; a subframe longitudinal beam, wherein the subframe longitudinal beam is arranged on two opposite sides of the subframe crossbeam along the width direction of the vehicle, and the subframe longitudinal beam extends along the length direction of the vehicle and one end is bent toward the outside of the vehicle to form a curved beam; a plurality of mounting brackets, wherein the plurality of mounting brackets are sequentially arranged on the curved beam along the bending direction of the curved beam, and the plurality of mounting brackets and the curved beam together form a fan-shaped structure.

[0007] According to the subframe assembly of the embodiment of the present invention, by designing the overall structure of the subframe longitudinal beam and multiple mounting brackets, the multiple mounting brackets and the subframe longitudinal beam together form a fan-shaped structure, which can effectively improve its strength and reduce the response sensitivity of the powertrain and road excitation transmitted to this position, thereby creating a comfortable driving experience for users.

[0008] According to some embodiments of the present invention, the plurality of mounting brackets include: a first mounting bracket for connecting to a stabilizer bar, a second mounting bracket for connecting to a swing arm, and a third mounting bracket for connecting to a vehicle body, the first mounting bracket, the second mounting bracket, and the third mounting bracket are sequentially arranged on the bending beam and form the fan-shaped structure together with the bending beam, and at least one of the first mounting bracket, the second mounting bracket, and the third mounting bracket is connected to the subframe cross beam.

[0009] According to some embodiments of the present invention, at least a portion of the first mounting bracket is connected to and overlapped with at least a portion of the second mounting bracket; and / or at least a portion of the second mounting bracket is connected to and overlapped with at least a portion of the third mounting bracket.

[0010] According to some embodiments of the present invention, the subframe longitudinal beam includes: a first longitudinal beam segment, a second longitudinal beam segment and a third longitudinal beam segment connected in sequence, the first longitudinal beam segment is the curved beam and is composed of at least two arc segments, the second longitudinal beam segment is a straight segment and is connected between the first longitudinal beam segment and the third longitudinal beam segment, and the first longitudinal beam segment and the third longitudinal beam segment are bent relative to the second longitudinal beam segment.

[0011] According to some embodiments of the present invention, at least two of the arc segments include: a first arc segment and a second arc segment connected in sequence, the second arc segment is arranged at an end of the first arc segment away from the longitudinal beam body, the first mounting bracket is arranged at an end of the first arc segment close to the sub-frame longitudinal beam, the second mounting bracket is arranged in the first arc segment, and the third mounting bracket is arranged between the second arc segment and the first arc segment.

[0012] According to some embodiments of the present invention, a first pit is provided on one side of the second longitudinal beam section along the height direction of the vehicle, and the projection shape of the first pit on the lower surface of the vehicle is a first arch structure; and / or, at least two second pits are provided on the other side of the second longitudinal beam section along the height direction of the vehicle, at least two of the second pits are spaced apart along the length direction and a first protrusion is provided between at least two of the second pits; and / or, at least two reinforcing tubes are provided on the second longitudinal beam section, and at least two of the reinforcing tubes penetrate the second longitudinal beam section along the height direction of the vehicle and are fixedly connected to the second longitudinal beam section.

[0013] According to some embodiments of the present invention, the subframe cross beam includes: a front cross beam and a rear cross beam, the subframe longitudinal beam is arranged at opposite ends of the front cross beam and the rear cross beam along the width direction of the vehicle, a plurality of mounting brackets are arranged at the connection between the front cross beam and the subframe longitudinal beam, a fourth mounting bracket for mounting a swing arm and a fifth mounting bracket for mounting a vehicle body are arranged at the connection between the rear cross beam and the subframe longitudinal beam, and the fourth mounting bracket is at least partially overlapped and connected with the fifth mounting bracket.

[0014] According to some embodiments of the present invention, the subframe assembly further includes: a first reinforcing plate, the first reinforcing plate being connected to a connection between the rear cross beam and the subframe longitudinal beam facing the vehicle interior, the first reinforcing plate, the rear cross beam and the subframe longitudinal beam together forming a box-shaped closed cavity; and / or, the subframe assembly further includes: a second reinforcing plate, the second reinforcing plate being arranged at a connection between the front cross beam and the subframe longitudinal beam facing the vehicle interior, both side edges of the second reinforcing plate being fixedly connected to the front cross beam and the subframe longitudinal beam respectively, and the second reinforcing plate being recessed away from the middle of the side edges of the front cross beam and the subframe longitudinal beam toward the connection direction between the front cross beam and the subframe longitudinal beam.

[0015] According to some embodiments of the present invention, the subframe cross beam comprises: a first cross beam segment, a second cross beam segment and a third cross beam segment, the cross-sectional shape of the second cross beam segment is a flat structure, the cross-sectional shape of the first cross beam segment and the third cross beam segment are circular structures, and the second cross beam segment is connected between the first cross beam segment and the third cross beam segment.

[0016] A vehicle according to an embodiment of the second aspect of the present invention includes: the subframe assembly described above.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a perspective view of a subframe assembly from a first perspective according to an embodiment of the present invention;

[0020] Figure 2 is a perspective view of a subframe assembly from a second perspective according to an embodiment of the present invention;

[0021] Figure 3 is a top view of a subframe assembly according to an embodiment of the present invention;

[0022] Figure 4 is a bottom view of a subframe assembly according to an embodiment of the present invention;

[0023] Figure 5 is a rear view of a subframe assembly according to an embodiment of the present invention;

[0024] Figure 6 is a front view of a subframe assembly according to an embodiment of the present invention;

[0025] Figure 7 is a top view of a subframe longitudinal beam in a subframe assembly according to an embodiment of the present invention;

[0026] Figure 8 is a bottom view of a subframe longitudinal beam in a subframe assembly according to an embodiment of the present invention;

[0027] Fig. 9 is a perspective view of a subframe longitudinal beam in a subframe assembly according to an embodiment of the present invention;

[0028] Fig.10 is a partial structural diagram of a plurality of mounting brackets in a sub-frame assembly according to an embodiment of the present invention;

[0029] Fig.11 is a top view of a front cross beam in a subframe assembly according to an embodiment of the present invention;

[0030] Fig.12 is a bottom view of a front cross beam in a subframe assembly according to an embodiment of the present invention;

[0031] Fig.13 is a side view of a front cross member in a subframe assembly according to an embodiment of the present invention;

[0032] Fig.14 is a rear view of a fifth mounting bracket in a subframe assembly according to an embodiment of the present invention;

[0033] Fig.15 is a side view of a fifth mounting bracket in a subframe assembly according to an embodiment of the present invention;

[0034] Fig.16 is a structural schematic diagram of a first reinforcement plate in a sub-frame assembly according to an embodiment of the present invention;

[0035] Fig.17 Schematic diagram of the structure of a second reinforcement plate in a subframe assembly according to an embodiment of the present invention.

[0036] Reference numerals:

[0037] S, subframe assembly;

[0038] 1. Mounting bracket; 11. First mounting bracket; 12. Second mounting bracket; 121. Second arch structure; 122. Third arc segment; 13. Third mounting bracket; 14. Fan-shaped structure;

[0039] 2. Fourth mounting bracket;

[0040] 3. fifth mounting bracket; 31. sixth arch structure; 32. fourth arc segment; 33. seventh arch structure; 34. second protrusion; 35. first side plate; 36. second side plate; 37. fifth arc segment; 38. eighth arch structure; 39. third side plate; 40. ninth arch structure;

[0041] 4. first reinforcing bracket; 41. fourth arch structure; 42. fourth recess;

[0042] 5. Second reinforcing bracket; 51. Fifth arch structure;

[0043] 6. The third reinforcing bracket; 61. The tenth arch structure;

[0044] 7. first reinforcing plate; 71. upper plate portion; 711. eleventh arch structure; 712. sixth recess; 713. fourteenth arch structure; 72. lower plate portion; 721. twelfth arch structure; 73. first connecting edge; 74. second connecting edge; 741. sixth arc segment;

[0045] 8. second reinforcing plate; 81. third protrusion; 82. third recess; 83. first weight-reducing hole;

[0046] 100, a longitudinal beam of a subframe; 10, a curved beam; 101, a first longitudinal beam section; 101a, a first arcuate section; 101b, a second arcuate section; 101c, a third recess; 102, a second longitudinal beam section; 102a, a first recess; 102b, a first arched structure; 102c, a second recess; 102d, a first protrusion; 102e, a reinforcing tube; 103, a third longitudinal beam section; 104, a third arched structure;

[0047] 200, front crossbeam; 201, first crossbeam section; 202, second crossbeam section; 203, third crossbeam section; 204, fifteenth arch structure; 205, eighth concave pit; 206, ninth concave pit; 207, second weight-reducing hole; 208, third weight-reducing hole; 209, tenth concave pit; 210, fourth weight-reducing hole;

[0048] 300. Rear crossbeam. DETAILED DESCRIPTION

[0049] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0050] Reference below Figure 1-Figure 17 A subframe assembly S according to an embodiment of the present invention will be described.

[0051] like Figure 1-Figure 6 As shown, the subframe assembly S includes: a subframe crossbeam, a subframe longitudinal beam 100 and a plurality of mounting brackets 1 .

[0052] The sub-frame longitudinal beams 100 are arranged on opposite sides of the sub-frame cross beam along the width direction of the vehicle, and the sub-frame longitudinal beams 100 extend along the length direction of the vehicle, and one end of the sub-frame longitudinal beams 100 is bent toward the outside of the vehicle to form a curved beam 10. In this way, the curved beam 10 at one end of the sub-frame longitudinal beam 100 has an arched structure, and the structural strength of the sub-frame longitudinal beam 100 at the position of the curved beam 10 can be improved by utilizing the characteristic of high arch strength, thereby reducing the vibration response sensitivity.

[0053] The plurality of mounting brackets 1 are sequentially arranged on the curved beam 10 along the curved direction of the curved beam 10 , and the plurality of mounting brackets 1 and the curved beam 10 together form a fan-shaped structure 14 .

[0054] Multiple mounting brackets 1 are adjacent to each other and are arranged on the bending beam 10 in sequence along the bending direction of the bending beam 10, and the multiple mounting brackets 1 and the bending beam 10 together form a fan-shaped structure 14. Since the fan-shaped structure 14 is composed of an arch structure and a triangular structure, the overall structural strength of the three mounting brackets 1 and the bending beam 10 can be better improved by utilizing the characteristics of the arch structure and the triangular structure having high strength, and the vibration response sensitivity can be effectively reduced. In addition, the multiple mounting brackets 1 rely on the structural strength of the subframe longitudinal beam 100 and the subframe cross beam to improve the overall structural strength of the multiple mounting brackets 1 and further reduce the vibration response sensitivity.

[0055] It should be noted that the length direction mentioned in the text refers to the length direction of the vehicle (X-axis direction / front-back direction), the width direction refers to the width direction of the vehicle (Y-axis direction / left-right direction), and the height direction refers to the height direction of the vehicle (Z-axis direction / up-down direction). Also, the side surface of the vehicle mentioned in the text refers to the XZ plane of the vehicle in the three-axis coordinate system, the front surface / rear surface of the vehicle refers to the YZ plane of the vehicle in the three-axis coordinate system, where the front surface is viewed from the back to the front, otherwise it is the rear surface, and the lower surface / upper surface of the vehicle refers to the XY plane of the vehicle in the three-axis coordinate system, where the lower surface is viewed from the top to the bottom, otherwise it is the upper surface.

[0056] Therefore, by designing the overall structure of the subframe longitudinal beam 100 and multiple mounting brackets 1, the multiple mounting brackets 1 and the subframe longitudinal beam 100 together form a fan-shaped structure 14, which can effectively improve its strength and reduce the response sensitivity of the powertrain and road excitation transmitted to this position, thereby creating a comfortable driving experience for users and improving vehicle durability.

[0057] In some embodiments, the plurality of mounting brackets 1 include: a first mounting bracket 11 for connecting to a stabilizer bar, a second mounting bracket 12 for connecting to a swing arm, and a third mounting bracket 13 for connecting to a vehicle body. The first mounting bracket 11, the second mounting bracket 12, and the third mounting bracket 13 are sequentially arranged on the curved beam 10, and together with the curved beam 10 form a fan-shaped structure 14, and at least one of the first mounting bracket 11, the second mounting bracket 12, and the third mounting bracket 13 is connected to a subframe cross beam.

[0058] like Figure 3 and Fig.17 As shown, the first mounting bracket 11 is the mounting point of the stabilizer bar, the second mounting bracket 12 is the mounting point of the swing arm, and the third mounting bracket 13 is the mounting point of the vehicle body. The first mounting bracket 11, the second mounting bracket 12 and the third mounting bracket 13 are sequentially arranged on the bending beam 10 and form a fan-shaped structure 14 together with the bending beam 10, wherein the first mounting bracket 11 and the second mounting bracket 12 are adjacently connected, and the second mounting bracket 12 and the third mounting bracket 13 are adjacently connected, so that the first mounting bracket 11, the second mounting bracket 12 and the third mounting bracket 13 form an integral structure. In this way, the fan-shaped structure 14 has the characteristics of high strength, which can effectively improve the position strength of the stabilizer bar mounting point, the swing arm mounting point and the vehicle body mounting point, and reduce the vibration response sensitivity. In addition, at least one of the first mounting bracket 11, the second mounting bracket 12 and the third mounting bracket 13 is connected to the subframe crossbeam, so as to fully utilize the structural strength of the subframe crossbeam to enhance the structural strength of the plurality of mounting brackets 1. In this embodiment, the first mounting bracket 11 is fixedly connected to the subframe crossbeam.

[0059] Further, at least a portion of the first mounting bracket 11 is connected to and overlapped with at least a portion of the second mounting bracket 12 ; and / or at least a portion of the second mounting bracket 12 is connected to and overlapped with at least a portion of the third mounting bracket 13 .

[0060] Combination Figure 1-Figure 3 As shown, at least a portion of the first mounting bracket 11 is superimposed and connected with at least a portion of the second mounting bracket 12, and at least a portion of the second mounting bracket 12 is superimposed and connected with at least a portion of the third mounting bracket 13, wherein a portion of the third mounting bracket 13 is mounted on the second mounting bracket 12, and the first mounting bracket 11 is spliced ​​and connected with a side of the second mounting bracket 12 facing the side of the second mounting bracket 12, so that the first mounting bracket 11, the second mounting bracket 12 and the third mounting bracket 13 increase the strength of each other, effectively reduce the vibration response sensitivity, and at the same time, reduce the development of other reinforcing brackets, thereby improving the strength and reducing the cost and weight.

[0061] The first mounting bracket 11 is disposed at one end of the bending beam 10 close to the sub-frame longitudinal beam 100 and extends to the sub-frame longitudinal beam 100 along the length direction of the vehicle. The first mounting bracket 11, the bending beam 10 and the sub-frame longitudinal beam 100 together form a box-shaped closed cavity.

[0062] That is to say, the first mounting bracket 11 is arranged at one end of the bending beam 10 adjacent to the sub-frame longitudinal beam 100, and extends to the sub-frame longitudinal beam 100 along the length direction of the vehicle to form the main structure of the first mounting bracket 11. With the help of the sub-frame longitudinal beam 100, the bending beam 10 and the second mounting bracket 12 at the bending beam 10, the structural strength of the first mounting bracket 11 can be improved.

[0063] Furthermore, the first mounting bracket 11, the bending beam 10 and the sub-frame longitudinal beam 100 together form a box-shaped closed cavity structure. Figure 1 and Figure 3 As shown, the first mounting bracket 11 is constructed as a box-shaped structure. After the first mounting bracket 11 is connected to the bending beam 10 and the subframe longitudinal beam 100, a closed box-shaped structure is formed. The closed box-shaped structure has the characteristics of high strength, which can increase the strength of the stabilizer bar mounting point position, thereby effectively reducing the vibration response sensitivity. In this embodiment, the first mounting bracket 11 is designed as a rectangular box-shaped structure with a length of 127 mm, a width of 70 mm, and a height of 76 mm.

[0064] like Figure 7-Figure 9 , Fig.10 and Fig.17 As shown, the subframe longitudinal beam 100 includes: a first longitudinal beam section 101, a second longitudinal beam section 102 and a third longitudinal beam section 103 connected in sequence, the first longitudinal beam section 101 is a curved beam 10 and is composed of at least two arc sections, the second longitudinal beam section 102 is a straight section and is connected between the first longitudinal beam section 101 and the third longitudinal beam section 103, and the first longitudinal beam section 101 and the third longitudinal beam section 103 are bent relative to the second longitudinal beam section 102.

[0065] That is to say, the subframe longitudinal beam 100 is divided into three sections, namely, the first longitudinal beam section 101, the second longitudinal beam section 102 and the third longitudinal beam section 103. The second longitudinal beam section 102 is connected between the first longitudinal beam section 101 and the third longitudinal beam section 103. The first longitudinal beam section 101 is composed of at least two arc sections, the second longitudinal beam section 102 is a straight section, and the first longitudinal beam section 101 and the third longitudinal beam section 103 are bent relative to the second longitudinal beam section 102, so that the first longitudinal beam section 101, the second longitudinal beam section 102 and the third longitudinal beam section 103 are designed with different structures. In this way, the first longitudinal beam section 101, the second longitudinal beam section 102 and the third longitudinal beam section 103 can have strength differences, and thus different longitudinal beam sections have different vibration frequencies. When the road vibration is transmitted to the whole vehicle, the vibration can be absorbed by using the different vibration frequencies on the subframe longitudinal beam 100, so that the whole vehicle will not have a large vibration phenomenon, thereby effectively reducing the vibration transmission sensitivity and optimizing the vehicle noise.

[0066] Furthermore, the first longitudinal beam section 101 is a curved beam 10, and the curved beam 10 is composed of at least two arc sections, so that the curved beam 10 presents an "S-shaped" structure or a "wave-shaped" structure. Since the "S-shaped" structure or the "wave-shaped" structure has a multi-arch structure, the structural strength of the curved beam 10 can be increased by utilizing the high strength of the multi-arch structure, thereby further reducing the vibration response sensitivity.

[0067] In some embodiments, the second longitudinal beam section 102 is longer than the first longitudinal beam section 101 and the third longitudinal beam section 103 in the length direction of the vehicle, and the first longitudinal beam section 101 and the third longitudinal beam section 103 in the length direction of the vehicle may be substantially the same. For example, the total length of the subframe longitudinal beam 100 in the length direction of the vehicle is 800 mm, and the first longitudinal beam section 101, the second longitudinal beam section 102 and the third longitudinal beam section 103 are 220 mm, 350 mm, and 230 mm, respectively.

[0068] Specifically, the at least two arc segments include: a first arc segment 101a and a second arc segment 101b connected in sequence, the second arc segment 101b is arranged at an end of the first arc segment 101a away from the longitudinal beam body, the first mounting bracket 11 is arranged at an end of the first arc segment 101a close to the subframe longitudinal beam 100, the second mounting bracket 12 is arranged in the first arc segment 101a, and the third mounting bracket 13 is arranged between the second arc segment 101b and the first arc segment 101a.

[0069] Combination Figure 7 As shown, at least two arc segments include: a first arc segment 101a and a second arc segment 101b connected in sequence, so that the curved beam 10 presents an "S-shaped" structure, and the structural strength is improved by utilizing the high strength of the "S-shaped" structure.

[0070] The first mounting bracket 11 is arranged at one end of the first arc segment 101a close to the longitudinal beam body, and the second mounting bracket 12 is arranged at the first arc segment 101a, and the structural strength of the second mounting bracket 12 is improved by utilizing the arch structure with high strength. Also, the third mounting bracket 13 is arranged at the middle position between the first arc segment 101a and the second arc segment 101b, that is, half of the third mounting bracket 13 is welded to the second mounting point bracket, and the other half is welded to the second arc segment 101b on the curved beam 10, and the structural strength of the third mounting bracket 13 is increased by fully utilizing the strength of the two structures, and the strength of the second mounting bracket 12 is increased at the same time. In addition, the first mounting bracket 11, the second mounting bracket 12 and the third mounting bracket 13 together form a fan-shaped structure 14, and the fan-shaped structure 14 has the characteristics of high strength of the arch structure, so as to better improve the structural strength and effectively reduce the vibration transmission sensitivity.

[0071] like Fig.10 As shown, the second mounting bracket 12 is connected to one side of the second arc segment 101b, and its projection shape on the lower surface of the vehicle is a second arch structure 121. The second arch structure 121 is composed of at least two third arc segments 122. The aspect ratios of at least two third arc segments 122 are not equal, and the aspect ratio is the ratio of the sagittal height of the third arc segment 122 to the chord length of the third arc segment 122.

[0072] The projection shape of the second mounting bracket 12 on the lower surface of the vehicle at one side connected to the second arc segment 101b is a second arch structure 121. The arch structure has the characteristics of high strength and long welding length, so as to increase the strength and improve the connection length.

[0073] The second arch structure 121 is composed of at least two third arc segments 122 . In this embodiment, the second arch structure 121 is composed of two third arc segments 122 , and the height-to-width ratios of the two third arc segments 122 are not equal.

[0074] Among them, the chord length of the third arc segment 122 is the line between the two end points of the third arc segment 122, that is, the chord length, and the arrow height of the third arc segment 122 is the line between the points from the center of the chord length to the third arc segment 122 and intersecting with the third arc segment 122, that is, the arrow height. It can be understood that the bending degrees of at least two third arc segments 122 are different, so that at least two third arc segments 122 can have different vibration frequencies. When the vehicle is driving, the tire vibration excitation and the road vibration are transmitted to this position through the frame, the vibration frequencies of multiple third arc segments 122 can be used to absorb the vibration, and no large vibration will be generated, thereby effectively reducing the vibration transmission sensitivity.

[0075] like Figure 7-Figure 9As shown, a first pit 102a is provided on one side of the second longitudinal beam section 102 along the height direction of the vehicle, and the projection shape of the first pit 102a on the lower surface of the vehicle is a first arch structure 102b; and / or, at least two second pits 102c are provided on the other side of the second longitudinal beam section 102 along the height direction of the vehicle, at least two second pits 102c are spaced apart along the length direction, and a first protrusion 102d is provided between at least two second pits 102c; and / or, at least two first protrusions 102e are provided on the second longitudinal beam section 102, and at least two first protrusions 102e penetrate the second longitudinal beam section 102 along the height direction of the vehicle and are fixedly connected to the second longitudinal beam section 102.

[0076] like Figure 7 As shown, a first recess 102a is provided on one side of the second longitudinal beam section 102 along the height direction of the vehicle, and the projection shape of the first recess 102a on the lower surface of the vehicle is a first arched structure 102b, which can enhance the structural strength of the second longitudinal beam section 102 at this side. Fig. 9 As shown, the projection shape of the first recess 102a on the side surface of the vehicle is also an arched structure, which further enhances the structural strength of the second longitudinal beam section 102 at this side position.

[0077] like Fig. 9 As shown, two second recesses 102c are provided on the other side of the second longitudinal beam section 102 in the height direction, and a first protrusion 102d is provided between the two second recesses 102c, so that the projection shape of the second longitudinal beam section 102 on the side surface of the vehicle is a "W-shaped" structure, which can enhance the structural strength of the second longitudinal beam section 102 at this side position.

[0078] Moreover, the two first protrusions 102e penetrate the second longitudinal beam section 102 along the height direction of the vehicle and are fixedly connected to the second longitudinal beam section 102, thereby enhancing the structural strength of the second longitudinal beam section 102. Specifically, the two first protrusions 102e are respectively located at one-third of the second longitudinal beam section 102 along the length direction of the vehicle, which can increase the structural strength of the middle end of the sub-frame longitudinal beam 100, thereby effectively reducing the vibration response sensitivity.

[0079] like Figure 7 and Fig.10 As shown, the projection shape of the third longitudinal beam section 103 on the lower surface of the vehicle is a third arch structure 104, and the third arch structure 104 protrudes toward the outside of the vehicle; and / or, the cross-sectional shape of the third longitudinal beam section 103 is a flat structure, and is smoothly transitioned to the second longitudinal beam section 102.

[0080] Specifically, Figure 7As shown, the projection shape of the third longitudinal beam section 103 on the lower surface of the vehicle is a third arch structure 104, and the third arch structure 104 protrudes toward the outside of the vehicle. In other words, the third longitudinal beam section 103 has an arch structure, and the first longitudinal beam section 101 has at least two arch structures. In this way, the structural difference design of the first longitudinal beam section 101, the second longitudinal beam section 102 and the third longitudinal beam section 103 is further realized, so that the first longitudinal beam section 101, the second longitudinal beam section 102 and the third longitudinal beam section 103 have a more obvious strength difference, thereby realizing frequency avoidance (i.e., having different vibration frequencies) design, better reducing the vibration transmission sensitivity, and improving the comfort experience of passengers.

[0081] Furthermore, the structural strength of the third longitudinal beam section 103 can be enhanced by utilizing the strong strength of the arched structure. Fig.14 As shown, the cross-sectional shape of the third longitudinal beam segment 103 is a flat structure, such as an elliptical structure. By utilizing the characteristics of high strength of both the arched structure and the flat structure, the structural strength of the third longitudinal beam segment 103 can be increased and the vibration response sensitivity can be reduced.

[0082] In addition, a plurality of third recesses 82 are provided on the first longitudinal beam section 101 . The third recesses 82 are provided on both sides of the first longitudinal beam section 101 along the height direction of the vehicle, and the third recesses 82 are tapered from one end to the other end.

[0083] Generally, the subframe longitudinal beam 100 usually adopts a round tube or square tube structure, and a plurality of third recesses 82 are provided on the first longitudinal beam section 101, which can improve the structural strength of the first longitudinal beam section 101. The first longitudinal beam section 101 is provided with third recesses 82 on both sides along the height direction of the vehicle, and the third recesses 82 are tapered from one end to the other end, and the small end thereof is an arched structure, which is relatively smooth, so as to form a "robust" structure, and the structural strength of the first longitudinal beam section 101 can be increased by utilizing the high strength of the structure.

[0084] Specifically, in an embodiment of the present invention, Figure 7 As shown, a third recess 82 with a "robust shape" structure is provided on one side of the first longitudinal beam section 101 along the height direction of the vehicle. Figure 8 As shown, two third recesses 82 of a "robust" structure are provided on the other side of the first longitudinal beam section 101 along the height direction of the vehicle, and the two third recesses 82 are respectively provided at the two end positions of the side. Figure 7 As shown, a third recess 82 is provided on the side of the first longitudinal beam section 101 facing the vehicle exterior, and the third recess 82 is designed to be adapted to the curvature of the first arc-shaped section 101 a .

[0085] like Figure 2As shown, the sub-frame assembly S also includes: a first reinforcing bracket 4, which is arranged at the bottom of the second mounting bracket 12 and is fixedly connected to the second mounting bracket 12 and the bending beam 10, and the first reinforcing bracket 4 protrudes toward the side away from the second mounting bracket 12 to form a fourth arch structure 41; and / or, the sub-frame assembly S also includes: a second reinforcing bracket 5, which is arranged on a side of the third mounting bracket 13 away from the second mounting bracket 12, and is fixedly connected to the third mounting bracket 13 and the bending beam 10, and the second reinforcing bracket 5 protrudes toward the side away from the third mounting bracket 13 to form a fifth arch structure 51.

[0086] like Figure 2 , Figure 4 As shown, a first reinforcing bracket 4 is provided at the bottom of the second mounting bracket 12, and the first reinforcing bracket 4 is welded to the curved beam 10 and the second mounting bracket 12 to enhance the structural strength of the second mounting bracket 12 and the welding strength between the second mounting bracket 12 and the curved beam 10. In addition, the first reinforcing bracket 4 is convex toward the side away from the second mounting bracket 12 to form a fourth arch structure 41, and the structural strength of the first reinforcing bracket 4 is improved by utilizing the characteristic of the arch structure having high strength, thereby enhancing the second mounting bracket 12 and the welding strength between the second mounting bracket 12 and the curved beam 10.

[0087] In order to further increase the structural strength of the first reinforcing bracket 4, a fourth pit 42 is designed in the middle position thereof. For example, the fourth pit 42 is designed to be a pit structure with a depth of 10 mm and a length of 35 mm, which effectively supports the overall structural strength.

[0088] like Figure 2 and Figure 3 As shown, a second reinforcing bracket 5 is provided on the side of the third mounting bracket 13 away from the second mounting bracket 12, and the second reinforcing bracket 5 is fixedly connected to the third mounting bracket 13 and the bending beam 10. The second reinforcing bracket 5 protrudes toward the side away from the third mounting bracket 13 to form a fifth arch structure 51. The arch structure has the characteristic of high strength to improve the structural strength of the second reinforcing bracket 5, thereby improving the third mounting bracket 13 and the welding strength of the third mounting bracket 13 and the bending beam 10.

[0089] Combination Figure 1-Figure 6 As shown, the subframe cross beam includes: a front cross beam 200 and a rear cross beam 300, the subframe longitudinal beam 100 is arranged at the opposite ends of the front cross beam 200 and the rear cross beam 300 along the width direction of the vehicle, a plurality of mounting brackets 1 are arranged at the connection between the front cross beam 200 and the subframe longitudinal beam 100, a fourth mounting bracket 2 for mounting a swing arm and a fifth mounting bracket 3 for mounting a vehicle body are arranged at the connection between the rear cross beam 300 and the subframe longitudinal beam 100, and the fourth mounting bracket 2 is at least partially overlapped and connected with the fifth mounting bracket 3.

[0090] That is to say, in addition to the multiple mounting brackets 1 provided at the connection between the front cross beam 200 and the sub-frame longitudinal beam 100, the fourth mounting bracket 2 and the fifth mounting bracket 3 are provided at the connection between the rear cross beam 300 and the sub-frame longitudinal beam 100, wherein the fourth mounting bracket 2 is a body mounting point, and the fifth mounting bracket 3 is a swing arm mounting point, and at least part of the fourth mounting bracket 2 and at least part of the fifth mounting bracket 3 are superimposed and connected, and are fixedly connected to the sub-frame longitudinal beam 100 together. In this way, the body mounting point and the swing arm mounting point are provided at the connection position between the sub-frame longitudinal beam 100 and the rear cross beam 300, and the structural strength of the rear cross beam 300 and the sub-frame longitudinal beam 100 is fully utilized to improve the structural strength of this position. In addition, the body mounting point and the swing arm mounting point are designed to overlap, and the two increase the strength of each other, reduce the development of other reinforcing brackets, and reduce the cost and weight while improving the strength.

[0091] Specifically, refer to Figure 2 As shown, a portion of the fifth mounting bracket 3 is mounted above the fourth mounting bracket 2, and one side of the fifth mounting bracket 3 is overlapped and connected with one side of the fourth mounting bracket 2, so that the fourth mounting bracket 2 and the fifth mounting bracket 3 form an integral structure, which enhances the structural strength of each other and reduces the cost and weight.

[0092] like Fig.14 As shown, the projection shape of the fifth mounting bracket 3 on the front surface of the vehicle facing the outside of the vehicle is a sixth arched structure 31, the sixth arched structure 31 is composed of at least two fourth arc segments 32, and the height-to-width ratio of at least two fourth arc segments 32 is not equal, and the height-to-width ratio is the ratio of the sagittal height of the fourth arc segment 32 to the chord length of the fourth arc segment 32; and / or, the projection shape of at least part of the fifth mounting bracket 3 on the front surface of the vehicle facing the inside of the vehicle is a seventh arched structure 33, and the second protrusion 34 is provided on the side of the fifth mounting bracket 3 facing the inside of the vehicle, and is spaced from the seventh arched structure 33. By designing the structural shape of the fifth mounting bracket 3, the structural strength of the vehicle body mounting point position is increased by utilizing the structural shape characteristics.

[0093] The projection shape of the fifth mounting bracket 3 on the front surface of the vehicle toward the outside of the vehicle is a sixth arch structure 31 , and the strength of the arch structure can be increased by utilizing the high strength of the arch structure.

[0094] Furthermore, the sixth arch structure 31 is composed of at least two fourth arc segments 32 with unequal height-width ratios. In the present embodiment, the sixth arch structure 31 is composed of two fourth arc segments 32, wherein the vertex of one fourth arc segment 32 is located at a half structural position of the sixth arch structure 31, and the vertex of the other fourth arc segment 32 is located at a one-third structural position of the sixth arch structure 31, thereby enhancing the structural strength of the fifth mounting bracket 3 on the side facing outside the vehicle.

[0095] It can be understood that the bending degrees of at least two fourth arc segments 32 are different, so that at least two fourth arc segments 32 can have different vibration frequencies. When the vehicle is driving, when the tire vibration excitation and the road vibration are transmitted to this position through the frame, the vibration frequencies of multiple fourth arc segments 32 can be used to absorb the vibration, and no large vibration phenomenon will be generated, thereby effectively reducing the vibration transmission sensitivity.

[0096] Furthermore, the projection shape of at least a portion of the fifth mounting bracket 3 facing the vehicle interior on the front surface of the vehicle is a seventh arched structure 33. Specifically, in this embodiment, the fifth mounting bracket 3 facing the vehicle exterior is protruded toward the vehicle interior at one-third of the lower portion to form the seventh arched structure 33. In addition, the fifth mounting bracket 3 facing the vehicle interior is further provided with a second protrusion 34, which is spaced apart from the seventh arched structure 33 and can be provided at one-third of the upper portion of the fifth mounting bracket 3, thereby enhancing the structural strength of the fifth mounting bracket 3 facing the vehicle interior.

[0097] like Figure 3 and Fig.15 As shown, the fifth mounting bracket 3 is provided with a first side plate portion 35 and a second side plate portion 36 on one side along the length direction of the vehicle, the first side plate portion 35 is located on the side outside the vehicle relative to the second side plate portion 36, and the second side plate portion 36 is bent relative to the first side plate portion 35, the projection shape of the first side plate portion 35 on the side surface of the vehicle is composed of at least two fifth arc segments 37, the projection shape of the second side plate portion 36 on the side surface of the vehicle away from the first side plate portion 35 is an eighth arch structure 38, and the fifth arch structure 51 protrudes toward the other side in the length direction; and / or, the fifth mounting bracket 3 is provided with a third side plate portion 39 on the other side along the length direction of the vehicle, the projection shape of at least part of the third side plate portion 39 on the side surface of the vehicle is a ninth arch structure 40, and the ninth arch structure 40 protrudes toward one side in the length direction of the vehicle.

[0098] Specifically, the fifth mounting bracket 3 is provided with a first side plate portion 35 and a second side plate portion 36 on one side along the length direction of the vehicle, the first side plate portion 35 is close to the outside of the vehicle, the second side plate portion 36 is close to the inside of the vehicle, and the second side plate portion 36 is bent relative to the first side plate portion 35, so that the first side plate portion 35 and the second side plate portion 36 are not on the same side plane facing the length direction of the vehicle.

[0099] The projection of the first side plate portion 35 on the side surface of the vehicle is composed of at least two fifth arc segments 37, and the "S-shaped" structure or "wave-shaped" structure formed by the first side plate portion 35 has the characteristics of high strength of multiple arches, which can increase the structural strength. In the embodiment of the present invention, the projection of the first side plate portion 35 on the side surface of the vehicle is composed of two fifth arc segments 37, so that it is an "S-shaped" structure, which can enhance the structural strength of one side of the fifth mounting bracket 3 along the length direction of the vehicle.

[0100] In addition, a side of the second side plate portion 36 close to the first side plate portion 35 is fixedly connected to the first side plate portion 35, and a side of the second side plate portion 36 away from the first side plate portion 35 has a projection shape on the side surface of the vehicle as an eighth arch structure 38, and the eighth arch structure 38 protrudes toward the other side in the length direction. The arch structure has the characteristic of high strength, and the structural strength of one side of the fifth mounting bracket 3 along the length direction of the vehicle is further enhanced.

[0101] In addition, a third side plate portion 39 is provided on the other side of the fifth mounting bracket 3 along the length direction of the vehicle. Specifically, a quarter of the position near the lower part of the fifth mounting bracket 3 along the length direction of the vehicle is designed as an eighth arch structure 38, which can increase the structural strength of the other side of the fifth mounting bracket 3 along the length direction of the vehicle. Moreover, the structural shape of the other side of the fifth mounting bracket 3 along the length direction of the vehicle is different from that of the one side of the fifth mounting bracket 3 along the length direction of the vehicle, which increases the strength while realizing a local frequency avoidance design on both sides of the fifth mounting bracket 3 along the length direction of the vehicle, thereby reducing the risk of resonance.

[0102] Combination Figure 2 As shown, the sub-frame assembly S further includes: a third reinforcing bracket 6, which is arranged at the bottom of the fourth mounting bracket 2 and fixedly connected to the sub-frame longitudinal beam 100, and the third reinforcing bracket 6 protrudes toward the side away from the fourth mounting bracket 2 to form a tenth arch structure 61. In this way, in order to increase the position strength of the vehicle body mounting point and the swing arm mounting point, the third reinforcing bracket 6 is designed at the bottom of the fourth mounting bracket 2, and the third reinforcing bracket 6 is fixedly connected to the bottom of the fourth mounting bracket 2, and the third reinforcing bracket 6 is also fixedly connected to the sub-frame longitudinal beam 100, and the structural strength of the fifth mounting bracket 3 and the fourth mounting bracket 2 is further enhanced by the strength of the sub-frame longitudinal beam 100.

[0103] In addition, the third reinforcing bracket 6 is raised on one side away from the fourth mounting bracket 2 to form a tenth arch structure 61, which increases the structural strength of the bottom of the first bracket by taking advantage of the strong strength of the arch structure, thereby better reducing the vibration response sensitivity.

[0104] like Figure 1-Figure 10 , Fig.16 and Fig.17As shown, the sub-frame assembly S further includes: a first reinforcing plate 7, which is connected to the connection between the rear cross beam 300 and the sub-frame longitudinal beam 100 facing the vehicle interior, and the first reinforcing plate 7, the rear cross beam 300 and the sub-frame longitudinal beam 100 together form a box-shaped closed cavity; and / or, the sub-frame assembly S further includes: a second reinforcing plate 8, which is arranged at the connection between the front cross beam 200 and the sub-frame longitudinal beam 100 facing the vehicle interior, and both side edges of the second reinforcing plate 8 are respectively fixedly connected to the front cross beam 200 and the sub-frame longitudinal beam 100, and the second reinforcing plate 8 is recessed away from the middle of the side edge of the front cross beam 200 and the sub-frame longitudinal beam 100 toward the connection direction between the front cross beam 200 and the sub-frame longitudinal beam 100.

[0105] Combination Figure 1-Figure 4 and Fig.16 As shown, a first reinforcing plate 7 is provided at the connection between the rear cross beam 300 and the sub-frame longitudinal beam 100 facing the vehicle interior, and the first reinforcing plate 7, the rear cross beam 300 and the sub-frame longitudinal beam 100 together form a box-shaped closed cavity structure. It can be understood that the first reinforcing plate 7 is a box-shaped structure, and after being fixedly connected with the rear cross beam 300 and the sub-frame longitudinal beam 100, a closed box-shaped structure is formed. The box-shaped closed cavity structure has the characteristic of high strength, and the strength of the connection position between the rear cross beam 300 and the sub-frame longitudinal beam 100 can be enhanced. Compared with only providing a reinforcing plate of a plate-shaped structure at the connection between the rear cross beam 300 and the sub-frame longitudinal beam 100, not only can the connection area be increased, and the connection strength between the first reinforcing plate 7 and the rear cross beam 300 and the sub-frame longitudinal beam 100 be improved, but also the box-shaped closed cavity structure can be used to better improve the strength of the connection position between the rear cross beam 300 and the sub-frame longitudinal beam 100.

[0106] In some embodiments, the first reinforcing plate 7 includes: an upper plate portion 71 and a lower plate portion 72, the upper plate portion 71 and the lower plate portion 72 are arranged opposite to each other in the height direction of the vehicle, the upper plate portion 71 is bent toward the lower plate portion 72 away from the side of the rear cross beam 300 and the sub-frame longitudinal beam 100, and the lower plate portion 72 is bent toward the upper plate portion 71 away from the side of the rear cross beam 300 and the sub-frame longitudinal beam 100 to be spliced ​​with the upper plate portion 71 to form the first reinforcing plate 7, and the upper plate portion 71 and the lower plate portion 72 together with the rear cross beam 300 and the sub-frame longitudinal beam 100 form a closed cavity.

[0107] like Figure 1 , Figure 3-Figure 7 , Fig.16As shown, the upper plate portion 71 and the lower plate portion 72 are arranged opposite to each other in the height direction of the vehicle, wherein the side of the upper plate portion 71 away from the rear cross beam 300 and the sub-frame longitudinal beam 100 is bent toward the lower plate portion 72, and the side of the lower plate portion 72 away from the rear cross beam 300 and the sub-frame longitudinal beam 100 is bent toward the upper plate portion 71, so that the upper plate portion 71 and the lower plate portion 72 are relatively spliced ​​to form a box-shaped first reinforcing plate 7. In addition, the side of the upper plate portion 71 facing the rear cross beam 300 and the sub-frame longitudinal beam 100 and the side of the lower plate portion 72 facing the rear cross beam 300 and the sub-frame longitudinal beam 100 are fixedly connected to the rear cross beam 300 and the sub-frame longitudinal beam 100, so that the upper plate portion 71 and the lower plate portion 72, the rear cross beam 300 and the sub-frame longitudinal beam 100 together form a box-shaped closed cavity, which effectively enhances the strength of the connection position between the rear cross beam 300 and the sub-frame longitudinal beam 100.

[0108] Combination Figure 7 As shown, the upper plate portion 71 and / or the lower plate portion 72 are provided with a flange structure on the side facing the rear cross beam 300 and the sub-frame longitudinal beam 100 to increase the connection area between the first reinforcing plate 7 and the rear cross beam 300 and the sub-frame longitudinal beam 100, thereby increasing the connection position strength between the rear cross beam 300 and the sub-frame longitudinal beam 100.

[0109] like Figure 5 As shown, the projection shape of the upper plate portion 71 on the front surface of the vehicle is an eleventh arch structure 711, and the eleventh arch structure 711 protrudes toward the side away from the lower plate portion 72; and / or, the projection shape of the lower plate portion 72 on the front surface of the vehicle is a twelfth arch structure 721, and the twelfth arch structure 721 protrudes toward the side away from the upper plate portion 71.

[0110] In this way, the projection shape of the upper plate portion 71 on the front surface of the vehicle is the eleventh arch structure 711, which is convex toward the side away from the lower plate portion 72, and the arch structure has the characteristic of high strength to enhance the structural strength of the upper plate portion 71, thereby enhancing the structural strength of the box-shaped closed cavity. The projection shape of the lower plate portion 72 on the front surface of the vehicle is the twelfth arch structure 721, which is convex toward the side away from the upper plate portion 71, and the arch structure has the characteristic of high strength to enhance the structural strength of the lower plate portion 72, thereby enhancing the structural strength of the box-shaped closed cavity.

[0111] like Figure 3 and Figure 4 As shown, the lower plate portion 72 is provided with a fifth pit, the fifth pit is arranged on the side of the lower plate portion 72 connected to the rear beam 300, and the side of the fifth pit away from the rear beam 300 is constructed as a thirteenth arch structure; or, the upper plate portion 71 is provided with a sixth pit 712, the sixth pit 712 is arranged on the side of the upper plate portion 71 connected to the rear beam 300, and the side of the second pit 102c away from the rear beam 300 is constructed as a fourteenth arch structure 713.

[0112] That is to say, by setting the fifth pit on the lower plate portion 72 or setting the sixth pit 712 on the upper plate portion 71, it is possible to implement a strength difference design between the upper plate portion 71 and the lower plate portion 72. Different strengths result in different vibration frequencies, thereby implementing a local frequency avoidance design for the upper plate portion 71 and the lower plate portion 72, thereby effectively reducing the vibration response sensitivity of the powertrain and road excitation transmitted to this position.

[0113] In an embodiment of the present invention, a sixth pit 712 is provided on the upper plate portion 71. The sixth pit 712 is arranged on a side of the upper plate portion 71 connected to the rear beam 300, and forms a fourteenth arch structure 713 away from the side of the rear beam 300, thereby enhancing the structural strength and achieving a strength difference design with the lower plate portion 72.

[0114] like Figure 3 As shown, the first reinforcing plate 7 is provided with a first connecting edge 73 and a second connecting edge 74 , the first connecting edge 73 is fixedly connected to the auxiliary frame longitudinal beam 100 , and the second connecting edge 74 is composed of at least two sixth arc segments 741 and is fixedly connected to the rear cross beam 300 .

[0115] That is to say, the first connecting edge 73 of the first reinforcing plate 7 is fixedly connected to the subframe longitudinal beam 100, and the second connecting edge 74 is fixedly connected to the rear cross beam 300, wherein the second connecting edge 74 is composed of at least two sixth arc segments 741, and correspondingly, the side of the rear cross beam 300 connected to the second connecting edge 74 is adapted to the second connecting edge 74, so that the connection length between the second connecting edge 74 and the rear cross beam 300 can be increased, and the second connecting edge 74 can be in an "S-shaped" structure or a "wave-shaped" structure. Since the "S-shaped" structure or the "wave-shaped" structure has a multi-arch structure, the strength of the multi-arch structure can be utilized to increase the connection strength with the rear cross beam 300, thereby further reducing the vibration response sensitivity.

[0116] In this embodiment, the second connecting edge 74 is composed of two sixth arc segments 741 and presents an “S-shaped” structure.

[0117] The straight length of the second connecting edge 74 connected to the rear cross beam 300 is longer than the straight length of the first connecting edge 73 connected to the auxiliary frame longitudinal beam 100. For example, the straight length of the second connecting edge 74 welded to the rear cross beam 300 is 190 mm, and the straight length of the first connecting edge 73 welded to the auxiliary frame longitudinal beam 100 is 113 mm. Of course, the above-mentioned size parameters include but are not limited to these.

[0118] like Figure 1-Figure 8 and Fig.17As shown, the reinforcement assembly also includes: a second reinforcement plate 8, which is arranged at the connection between the front cross beam 200 and the sub-frame longitudinal beam 100, and the two side edges of the second reinforcement plate 8 are respectively fixedly connected to the front cross beam 200 and the sub-frame longitudinal beam 100, and the middle part of the side edge of the second reinforcement plate 8 away from the front cross beam 200 and the sub-frame longitudinal beam 100 is recessed toward the connection direction of the front cross beam 200 and the sub-frame longitudinal beam 100.

[0119] In this way, a second reinforcing plate 8 is provided at the connection between the front cross beam 200 and the sub-frame longitudinal beam 100 facing the inner side of the vehicle, wherein the sides of the second reinforcing plate 8 facing the front cross beam 200 and the sub-frame longitudinal beam 100 are fixedly connected to the front cross beam 200 and the sub-frame longitudinal beam 100 respectively, and the middle part of the side of the second reinforcing plate 8 away from the front cross beam 200 and the sub-frame longitudinal beam 100 is recessed toward the connection direction of the front cross beam 200 and the sub-frame longitudinal beam 100, so that the second reinforcing plate 8 has a "crescent-shaped" structure as a whole. By utilizing the characteristics of high strength of the "crescent-shaped" structure, as well as the characteristics of long connection length with the front cross beam 200 and the sub-frame longitudinal beam 100 and light weight, the weight can be reduced while increasing the structural strength.

[0120] like Figure 4 As shown, the second reinforcing plate 8 is provided with at least one third protrusion 81 and / or at least one seventh recess near the center; and / or, the second reinforcing plate 8 is provided with a plurality of first weight-reducing holes 83 distributed at intervals.

[0121] Since the middle part of the side of the second reinforcing plate 8 away from the front cross beam 200 and the sub-frame longitudinal beam 100 is recessed toward the connection direction of the front cross beam 200 and the sub-frame longitudinal beam 100, the center position of the second reinforcing plate 8 may be weak. Therefore, at least one third protrusion 81 and at least one seventh pit are provided near the center of the second reinforcing plate 8 to enhance the strength of the center position of the second reinforcing plate 8.

[0122] Furthermore, a plurality of first weight-reducing holes 83 are provided on the second reinforcing plate 8 to reduce weight.

[0123] In this embodiment, a circular third protrusion 81 and an elliptical seventh recess are provided near the center of the first reinforcing plate 7 , and six circular first weight-reducing holes 83 of different sizes are provided on the first reinforcing plate 7 .

[0124] Therefore, by designing the first reinforcing plate 7 at the connection between the front cross beam 200 and the sub-frame longitudinal beam 100 and the second reinforcing plate 8 at the connection between the rear cross beam 300 and the sub-frame longitudinal beam 100 with structural differences, the overall structural strength of the sub-frame assembly S is increased while realizing a local frequency avoidance design at the two connection positions, thereby reducing the risk of resonance and further reducing the vibration response sensitivity of the powertrain and road excitation transmitted to the connection position.

[0125] Combination Figure 11-13 As shown, the subframe cross beam includes: a first cross beam segment 201, a second cross beam segment 202 and a third cross beam segment 203, the cross-sectional shape of the second cross beam segment 202 is a flat structure, the cross-sectional shape of the first cross beam segment 201 and the third cross beam segment 203 is a circular structure, and the second cross beam segment 202 is connected between the first cross beam segment 201 and the third cross beam segment 203.

[0126] Specifically, in this embodiment, the front cross beam 200 includes: a first cross beam section 201, a second cross beam section 202 and a third cross beam section 203. The cross sections of the first cross beam section 201 and the third cross beam section 203 are circular structures. The structural strength of the first cross beam section 201 and the third cross beam section 203 is increased by utilizing the characteristics of circular tubes having high strength. The cross section of the second cross beam section 202 is a flat structure. Also, the cross section of the second cross beam section 202 is a flat structure, such as an elliptical structure. The structural strength of the second cross beam section 202 is increased by utilizing the characteristics of flat structures having high strength. At the same time, the strength difference design with the first cross beam section 201 and the third cross beam section 203 is realized, thereby realizing the local frequency avoidance design of the upper plate portion 71 and the lower plate portion 72, thereby effectively reducing the vibration response sensitivity.

[0127] In the front cross beam 200 of the embodiment of the present invention, the total dimension of the front cross beam 200 along the width direction of the vehicle is 610 mm, the first cross beam section 201, the second cross beam section 202 and the third cross beam section 203 are 150 mm, 310 mm and 150 mm respectively, the first cross beam section 201 and the third cross beam section 203 can be circular steel pipe structures with a diameter of 75 mm, and the second cross beam section 202 can be designed as a flat structure with a dimension of 90 mm along the length direction of the vehicle and a dimension of 60 mm along the height direction of the vehicle.

[0128] like Fig.10 As shown, the projection shape of the second beam segment 202 on the front surface of the vehicle along one side of the height direction of the vehicle is a fifteenth arch structure 204, and the fifteenth arch structure 204 protrudes toward the other side of the second beam segment 202; and / or, the projection shape of the other side of the second beam segment 202 along the height direction on the front surface of the vehicle is a straight line structure.

[0129] One side of the second beam section 202 along the height direction of the vehicle is convex toward the other side of the second beam section 202, so that the one side of the second beam section 202 along the height direction of the vehicle forms a fifteenth arch structure 204, and the structural strength of this side is enhanced by utilizing the strong strength of the arch structure, while achieving a strength difference design with the other side of the second beam section 202 along the height direction of the vehicle. The other side of the second beam section 202 along the height direction of the vehicle can be a straight line structure or other structures.

[0130] In addition, an eighth recess 205 and a ninth recess 206 are provided on the front cross beam 200. The eighth recess 205 is located at both ends of one side of the front cross beam 200 along the height direction of the vehicle, and the ninth recess 206 is located at both ends of the other side of the front cross beam 200 along the height direction of the vehicle to enhance the structural strength.

[0131] Specifically, Figure 7 As shown, the eighth pit 205 is a "water drop" shaped structure. Figure 8 As shown, the ninth pit 206 is similar to a "water drop" shaped structure, but the difference is that the ninth pit 206 is gradually tapered from one end to the other end, and its small end is an arched structure, such as a "robust" structure, which can effectively improve the structural strength of the front beam 200. At the same time, the different structural designs of the eighth pit 205 and the ninth pit 206 further realize the difference in structural strength on both sides of the front beam 200 in the height direction, thereby better reducing the vibration response sensitivity.

[0132] Among them, the eighth pit 205 is located on the first beam section 201 and the third beam section 203 on one side of the front beam 200 along the height direction of the vehicle, and the ninth pit 206 is located on the first beam section 201 and the third beam section 203 on the other side of the front beam 200 along the height direction of the vehicle.

[0133] In addition, a second weight-reducing hole 207 is provided on the ninth pit 206, and / or a third weight-reducing hole 208 is provided on the eighth pit 205, so as to further realize the difference in structural strength on both sides of the front cross beam 200 in the height direction while reducing the weight.

[0134] Specifically, two second weight-reducing holes 207 are designed on the ninth pit 206 of the "robust" shaped structure, and a circular third weight-reducing hole 208 is designed on the eighth pit 205 of the "water drop" shaped structure, thereby achieving weight reduction of the front beam 200 and further achieving a difference in structural strength on both sides of the front beam 200 in the height direction, thereby reducing the risk of resonance on both sides and reducing the vibration response sensitivity of the first beam segment 201 and the third beam segment 203 in the front beam 200.

[0135] At the connecting position between the first cross beam segment 201 and the second cross beam segment 202 and at the connecting position between the third cross beam segment 203 and the second cross beam segment 202, a tenth recess 209 is provided on one side of the two connecting positions along the height direction of the vehicle, and a fourth weight-reducing hole 210 is provided on the other side of the two connecting positions along the height direction of the vehicle. By means of the differentiated structural design on both sides of the height positions of the two connecting positions, the weight is reduced while achieving a strength difference design on the upper and lower sides.

[0136] A vehicle according to an embodiment of the second aspect of the present invention includes: a subframe assembly S.

[0137] The sub-frame assembly S of the present invention implements overall structural design of a plurality of mounting brackets 1 at the connection between the sub-frame longitudinal beam 100 and the front cross beam 200 on the sub-frame assembly S, designs the structure of the individual mounting brackets 1, and designs the structure of the fourth mounting bracket 2 and the fifth mounting bracket 3 at the connection between the sub-frame longitudinal beam 100 and the rear cross beam 300, and designs the structure of the sub-frame longitudinal beam 100 and the sub-frame cross beam, thereby realizing the sub-frame assembly S from overall structural design to local structural design, which can improve its strength, reduce vibration transmission sensitivity, create a comfortable driving experience for users, and improve vehicle durability.

[0138] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0139] In the description of this specification, the description with reference to the terms "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 invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0140] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A subframe assembly, characterized in that: include: Subframe cross member; A sub-frame longitudinal beam (100), the sub-frame longitudinal beam (100) being arranged on two opposite sides of the sub-frame cross beam along the width direction of the vehicle, the sub-frame longitudinal beam (100) extending along the length direction of the vehicle and having one end bent toward the outside of the vehicle to form a bent beam (10); A plurality of mounting brackets (1), wherein the plurality of mounting brackets (1) are sequentially arranged on the bending beam (10) along the bending direction of the bending beam (10), and the plurality of mounting brackets (1) and the bending beam (10) together form a fan-shaped structure (14).

2. The subframe assembly according to claim 1, characterized in that: The plurality of mounting brackets (1) include: a first mounting bracket (11) for connecting to a stabilizer bar, a second mounting bracket (12) for connecting to a swing arm, and a third mounting bracket (13) for connecting to a vehicle body; the first mounting bracket (11), the second mounting bracket (12), and the third mounting bracket (13) are sequentially arranged on the bending beam (10) and together with the bending beam (10) form the fan-shaped structure (14); at least one of the first mounting bracket (11), the second mounting bracket (12), and the third mounting bracket (13) is connected to the subframe cross beam.

3. The subframe assembly according to claim 2, characterized in that: At least part of the first mounting bracket (11) is connected to and overlapped with at least part of the second mounting bracket (12); and / or at least part of the second mounting bracket (12) is connected to and overlapped with at least part of the third mounting bracket (13).

4. The subframe assembly according to claim 2, characterized in that: The subframe longitudinal beam (100) comprises: a first longitudinal beam section (101), a second longitudinal beam section (102) and a third longitudinal beam section (103) connected in sequence, the first longitudinal beam section (101) being the curved beam (10) and being composed of at least two arc sections, the second longitudinal beam section (102) being a straight section and being connected between the first longitudinal beam section (101) and the third longitudinal beam section (103), the first longitudinal beam section (101) and the third longitudinal beam section (103) being bent relative to the second longitudinal beam section (102).

5. The subframe assembly according to claim 4, characterized in that: The at least two arc segments include: a first arc segment (101a) and a second arc segment (101b) connected in sequence, the second arc segment (101b) being arranged at an end of the first arc segment (101a) away from the longitudinal beam body, the first mounting bracket (11) being arranged at an end of the first arc segment (101a) close to the sub-frame longitudinal beam (100), the second mounting bracket (12) being arranged at the first arc segment (101a), and the third mounting bracket (13) being arranged between the second arc segment (101b) and the first arc segment (101a).

6. The subframe assembly according to claim 4, characterized in that: The second longitudinal beam section (102) is provided with a first recess (102a) on one side along the height direction of the vehicle, and the projection shape of the first recess (102a) on the lower surface of the vehicle is a first arch structure (102b); and / or, The second longitudinal beam section (102) is provided with at least two second recesses (102c) on the other side along the height direction of the vehicle, the at least two second recesses (102c) are spaced apart along the length direction and a first protrusion (102d) is provided between at least two second recesses (102c); and / or, At least two reinforcing tubes (102e) are arranged on the second longitudinal beam section (102), and the at least two reinforcing tubes (102e) penetrate the second longitudinal beam section (102) along the height direction of the vehicle and are fixedly connected to the second longitudinal beam section (102).

7. The subframe assembly according to claim 1, characterized in that: The subframe cross beam comprises: a front cross beam (200) and a rear cross beam, the subframe longitudinal beam (100) is arranged at opposite ends of the front cross beam (200) and the rear cross beam along the width direction of the vehicle, a plurality of mounting brackets (1) are arranged at the connection between the front cross beam (200) and the subframe longitudinal beam (100), a fourth mounting bracket (2) for mounting a swing arm and a fifth mounting bracket (3) for mounting a vehicle body are arranged at the connection between the rear cross beam and the subframe longitudinal beam (100), and the fourth mounting bracket (2) is at least partially superimposed and connected with the fifth mounting bracket (3) at least partially.

8. The subframe assembly according to claim 7, characterized in that: Also includes: A first reinforcing plate (7), the first reinforcing plate (7) being connected to a connection between the rear cross beam and the auxiliary frame longitudinal beam (100) facing the vehicle interior, the first reinforcing plate (7) together with the rear cross beam and the auxiliary frame longitudinal beam (100) forming a box-shaped closed cavity; and / or, The sub-frame assembly further comprises: a second reinforcing plate (8), the second reinforcing plate (8) being arranged at the connection between the front cross beam (200) and the sub-frame longitudinal beam (100) facing the vehicle interior, the two side edges of the second reinforcing plate (8) being respectively fixedly connected to the front cross beam (200) and the sub-frame longitudinal beam (100), and the middle part of the side edge of the second reinforcing plate (8) away from the front cross beam (200) and the sub-frame longitudinal beam (100) being recessed toward the connection direction between the front cross beam (200) and the sub-frame longitudinal beam (100).

9. The subframe assembly according to claim 1, characterized in that: The subframe cross beam comprises: a first cross beam section (201), a second cross beam section (202) and a third cross beam section (203); the cross section of the second cross beam section (202) is a flat structure; the cross sections of the first cross beam section (201) and the third cross beam section (203) are circular structures; the second cross beam section (202) is connected between the first cross beam section (201) and the third cross beam section (203).

10. A vehicle, characterized in that: include: The subframe assembly according to any one of claims 1 to 9.

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