Automobile subframe, automobile subframe system and automobile

Abstract

The present invention discloses an automotive subframe, an automotive subframe system and an automobile. The automotive subframe includes a subframe body and a plurality of connection components; wherein, each connection component includes a first connection member and a second connection member, the first connection member is slidably connected to the second connection member, one end of the first connection member away from the second connection member is fixedly connected to the subframe body, and one end of the second connection member away from the first connection member is fixedly connected to the vehicle body. Each first connection member can slide relative to the corresponding second connection member according to the vibration condition of the subframe body. The adjustable range of the connection component relative to the rubber bushing is larger, so that the vibration isolation performance of the subframe can be kept at a relatively high level all the time, effectively attenuating the vibration transmission from the subframe to the vehicle body, thereby reducing the risk of noise or large vibration caused by vehicle body vibration and improving the riding comfort.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicles, and particularly relates to an automobile subframe, an automobile subframe system and an automobile. Background Art

[0002] With the continuous development and progress of automotive technology, when purchasing a car, the general consumers have higher and higher awareness and requirements for the Noise Vibration Harshness (NVH) performance of the car. A car with less vibration and quietness has become the main pursuit of car buyers. While major automobile manufacturers are improving the NVH performance, they are also striving to create a unique NVH gene for the brand, enhancing the brand value and influence, so as to attract the purchase intention of many potential buyers.

[0003] The automobile subframe, as the core connection structure between the vehicle body and the rear suspension system, is also an important connection component between the components inside the suspension. A well-designed automobile subframe can effectively attenuate the vibration transmitted from the chassis to the vehicle body, reduce the vibration excitation transmitted to the vehicle body, and reduce the risk of noise or vibration problems caused by the vehicle body sheet metal, thereby creating a quiet and comfortable driving environment and improving the driving comfort.

[0004] In the actual engineering development process, the automobile subframe is generally connected to the vehicle body through 4 bolts 1 or 4 rubber bushings 2, as shown in Figure 1 and Figure 2 respectively, forming a hard-connected automobile subframe 3 and a soft-connected automobile subframe 4. When the automobile subframe is connected to the vehicle body by bolts, the vibration transmitted from the chassis to the subframe will be directly transmitted to the vehicle body. This structure mainly adjusts the NVH performance by adjusting the stiffness of the rubber bushings of the chassis parts. When the subframe is connected to the vehicle body through 4 rubber bushings, the vibration of the subframe will be transmitted to the vehicle body after being attenuated by the rubber bushings. This structure mainly adjusts the NVH performance by adjusting the stiffness of the rubber bushings between the subframe and the vehicle body and the rubber bushings of the chassis parts. For the above two structures, due to the constraints of handling stability performance and space layout requirements, the adjustment range of the stiffness of the rubber bushings is small, and it cannot meet the requirements of the NVH performance differentiation of different vehicles with the same architecture. Summary of the Invention

[0005] The purpose of the present invention is to solve the problem that the adjustable range of the stiffness of the rubber bushings in the prior art is usually small and cannot meet the requirements of the adjustment and control of the NVH performance of the automobile. The present invention provides an automobile subframe, an automobile subframe system and an automobile, which can effectively attenuate the vibration transmission from the automobile subframe to the vehicle body, reduce the risk of noise or large vibration caused by the vehicle body vibration, and improve the driving comfort.

[0006] An embodiment of the present invention discloses an automotive subframe, which includes a subframe body and a plurality of connection components; wherein, each connection component includes a first connection member and a second connection member, the first connection member is slidably connected to the second connection member, one end of the first connection member away from the second connection member is fixedly connected to the subframe body, and one end of the second connection member away from the first connection member is fixedly connected to the vehicle body.

[0007] With the above technical solution, a plurality of connection components are provided between the subframe body and the vehicle body. Each connection component includes a first connection member and a second connection member, and the first connection member is slidably connected to the second connection member. Each first connection member can slide relative to the corresponding second connection member according to the vibration condition of the subframe body. In this way, the adjustable range of vibration reduction of the connection component relative to the rubber bushing is larger, so that the vibration isolation performance of the automotive subframe can be kept at a relatively high level all the time, effectively attenuating the vibration transmission from the automotive subframe to the vehicle body, thereby reducing the risk of noise or large vibration caused by vehicle body vibration and improving the ride comfort.

[0008] According to another specific embodiment of the present invention, for the automotive subframe disclosed in the embodiment of the present invention, the first connection member includes a piston rod and a first bearing; wherein, one end of the piston rod is fixedly connected to the outer ring of the first bearing, the inner ring of the first bearing is fixedly connected to the subframe body, and the outer ring of the first bearing is rotatably connected to the inner ring of the first bearing; and, the second connection member includes a piston cylinder and a second bearing; wherein, the other end of the piston rod is arranged inside the piston cylinder and is slidably connected to the piston cylinder; and, one end of the piston cylinder away from the piston rod is fixedly connected to the outer ring of the second bearing, the inner ring of the second bearing is fixedly connected to the vehicle body, and the outer ring of the second bearing is rotatably connected to the inner ring of the second bearing.

[0009] With the above technical solution, the other end of the piston rod is arranged inside the piston cylinder and is slidably connected to the piston cylinder. One end of the piston rod is fixedly connected to the outer ring of the first bearing, the inner ring of the first bearing is fixedly connected to the subframe body, and the outer ring of the first bearing is rotatably connected to the inner ring of the first bearing. The piston rod can slide relative to the corresponding piston cylinder according to the vibration condition of the subframe body and rotate relative to the subframe body. One end of the piston cylinder away from the piston rod is fixedly connected to the outer ring of the second bearing, the inner ring of the second bearing is fixedly connected to the vehicle body, and the outer ring of the second bearing is rotatably connected to the inner ring of the second bearing. The piston cylinder can rotate relative to the vehicle body according to the vibration condition of the subframe body. Therefore, the piston rod and the piston cylinder can slide relative to each other according to the vibration condition of the subframe body and can rotate relative to the subframe body and the vehicle body respectively. In this way, the vibration transmission from the automotive subframe to the vehicle body can be effectively attenuated, thereby reducing the risk of noise or large vibration caused by vehicle body vibration and improving the ride comfort.

[0010] According to another specific embodiment of the present invention, the disclosed automotive subframe of the present invention's embodiment includes six connecting components, and the subframe body is connected to the vehicle body through the six connecting components.

[0011] With the above technical solution, the existing subframe body is connected to the vehicle body through four rubber bushings or four bolts. The subframe body is connected to the vehicle body through six connecting components, which has two more connection points with the vehicle body compared to the existing subframe body, and can improve the vibration isolation ability of the automotive subframe.

[0012] According to another specific embodiment of the present invention, the disclosed automotive subframe of the present invention's embodiment, the subframe body includes a front crossbeam, a rear crossbeam, a left longitudinal beam, a right longitudinal beam, a left middle crossbeam, and a right middle crossbeam; wherein, the left longitudinal beam and the right longitudinal beam are respectively a left semi-circular longitudinal beam and a right semi-circular longitudinal beam, and the left longitudinal beam and the right longitudinal beam are arranged at intervals facing away from each other; both ends of the front crossbeam and the rear crossbeam are respectively fixedly lapped on the left longitudinal beam and the right longitudinal beam, and the front crossbeam and the rear crossbeam are arranged at intervals relative to each other; one end of the left middle crossbeam is fixedly lapped on the middle part of the left longitudinal beam, and one end of the right middle crossbeam is fixedly lapped on the middle part of the right longitudinal beam.

[0013] With the above technical solution, the subframe body is a symmetric structure, and compared with the existing subframe body, it has an additional left middle crossbeam and a right middle crossbeam, increasing the stiffness of the subframe body.

[0014] According to another specific embodiment of the present invention, the disclosed automotive subframe of the present invention's embodiment, the subframe body includes six subframe sleeves, and the six subframe sleeves are arranged in one-to-one correspondence with the six connecting components; and, one end of each subframe sleeve is respectively fixedly connected to the end of the left middle crossbeam away from the left longitudinal beam, the end of the right middle crossbeam away from the right longitudinal beam, both ends of the left longitudinal beam, and both ends of the right longitudinal beam; and, the inner ring of the first bearing of each connecting component is sleeved on the outer peripheral wall of the other end of the corresponding subframe sleeve and is fixedly connected to the other end of the corresponding subframe sleeve.

[0015] With the above technical solution, one end of each subframe sleeve is respectively fixedly connected to the end of the left middle crossbeam away from the left longitudinal beam, the end of the right middle crossbeam away from the right longitudinal beam, both ends of the left longitudinal beam, and both ends of the right longitudinal beam, and the inner ring of the first bearing of each connecting component is sleeved on the outer peripheral wall of the other end of the corresponding subframe sleeve and is fixedly connected to the other end of the corresponding subframe sleeve, so that the distribution of the connecting components is more uniform and the supporting effect on the subframe body is better.

[0016] According to another specific embodiment of the present invention, for the automotive subframe disclosed in the embodiment of the present invention, both the left longitudinal beam and the right longitudinal beam are circular tube beams; and the front cross beam includes a front cross beam front plate and a front cross beam rear plate, the front cross beam front plate and the front cross beam rear plate are fixedly connected, and a toe link mounting space is formed; the rear cross beam includes a rear cross beam front plate and a rear cross beam rear plate, the rear cross beam front plate and the rear cross beam rear plate are fixedly connected, and a lower control arm mounting space is formed; wherein, a plurality of reinforcing brackets are arranged inside the lower control arm mounting space; the left middle cross beam includes a left middle cross beam upper plate and a left middle cross beam lower plate, the left middle cross beam upper plate and the left middle cross beam lower plate are fixedly connected, and one end is lapped on the left longitudinal beam; the right middle cross beam includes a right middle cross beam upper plate and a right middle cross beam lower plate, the right middle cross beam upper plate and the right middle cross beam lower plate are fixedly connected, and one end is lapped on the right longitudinal beam.

[0017] With the above technical solutions, both the left longitudinal beam and the right longitudinal beam are circular tube beams, which improves the stiffness of the left longitudinal beam and the right longitudinal beam. A plurality of reinforcing brackets are arranged inside the lower control arm mounting space, which greatly enhances the dynamic stiffness of the lower control arm point and improves the vibration transmission rate of the lower control arm.

[0018] According to another specific embodiment of the present invention, for the automotive subframe disclosed in the embodiment of the present invention, the subframe body further includes a left upper control arm rear plate, a right upper control arm rear plate, a stabilizer bar left mounting bracket, and a stabilizer bar right mounting bracket; wherein, the left upper control arm rear plate is fixedly lapped on the left longitudinal beam, the front cross beam rear plate, and the left middle cross beam upper plate, thereby forming a left upper control arm mounting space; the right upper control arm rear plate is fixedly lapped on the right longitudinal beam, the front cross beam rear plate, and the right middle cross beam upper plate, thereby forming a right upper control arm mounting space; the stabilizer bar left mounting bracket is fixedly lapped on the front cross beam rear plate, the left middle cross beam lower plate, and the left upper control arm rear plate; the stabilizer bar right mounting bracket is fixedly lapped on the front cross beam rear plate, the right middle cross beam lower plate, and the right upper control arm rear plate.

[0019] With the above technical solutions, the left upper control arm rear plate is fixedly lapped on the left longitudinal beam, the front cross beam rear plate, and the left middle cross beam upper plate, thereby forming a left upper control arm mounting space, which greatly enhances the dynamic stiffness of the left upper control arm point and improves the vibration transmission rate of the left upper control arm. The right upper control arm rear plate is fixedly lapped on the right longitudinal beam, the front cross beam rear plate, and the right middle cross beam upper plate, thereby forming a right upper control arm mounting space, which greatly enhances the dynamic stiffness of the right upper control arm point and improves the vibration transmission rate of the right upper control arm. The stabilizer bar left mounting bracket is fixedly lapped on the front cross beam rear plate, the left middle cross beam lower plate, and the left upper control arm rear plate; the stabilizer bar right mounting bracket is fixedly lapped on the front cross beam rear plate, the right middle cross beam lower plate, and the right upper control arm rear plate, which greatly enhances the dynamic stiffness of the toe link point and improves the vibration transmission rate of the toe link point.

[0020] According to another specific embodiment of the present invention, in the automotive subframe disclosed by the embodiment of the present invention, flanging structures are provided on the rear plate of the front cross member, the rear plate of the left upper control arm, and the rear plate of the right upper control arm.

[0021] By adopting the above technical solution, through the flanging structures provided on the rear plate of the front cross member, the rear plate of the left upper control arm, and the rear plate of the right upper control arm, the dynamic stiffness of the left and right upper control arm points is further greatly enhanced, thereby further improving the vibration transfer rate of the left and right upper control arms.

[0022] The embodiment of the present invention discloses an automotive subframe system, including a plurality of detection units, a control unit, and the above-mentioned automotive subframe; wherein, a detection unit is provided on each connection component of the automotive subframe, and the detection unit is fixedly connected to the corresponding connection component; the control unit is respectively connected to each detection unit and each connection component; and, the detection unit acquires the vibration signal of the corresponding connection component and sends the vibration signal to the control unit; the control unit receives the vibration signal, generates a corresponding voltage signal according to the vibration signal, and controls the first connecting piece of the corresponding connection component to slide relative to the second connecting piece according to the voltage signal.

[0023] By adopting the above technical solution, the vibration condition of each connection component on the automotive subframe is acquired by the detection unit and the vibration signal is sent to the control unit; the control unit receives the vibration signal, generates a corresponding voltage signal according to the vibration signal, and controls the first connecting piece of the corresponding connection component to slide relative to the second connecting piece according to the voltage signal, which can actively ensure that the vibration isolation performance of the subframe always remains at a high level, thereby effectively and actively attenuating the vibration transfer from the automotive subframe to the vehicle body, actively reducing the risk of noise or large vibration caused by vehicle body vibration, so as to improve the riding comfort.

[0024] The embodiment of the present invention discloses an automobile, including a vehicle body and a suspension system; it also includes the above-mentioned automotive subframe system; wherein, the vehicle body is connected to the suspension system through the automotive subframe of the automotive subframe system.

[0025] The beneficial effects of the present invention are:

[0026] The present invention provides an automotive subframe, an automotive subframe system and an automobile. A plurality of connection components are provided between the subframe body of the automotive subframe and the vehicle body. Each connection component includes a first connecting piece and a second connecting piece, and the first connecting piece is slidably connected to the second connecting piece. Each first connecting piece can slide relative to the corresponding second connecting piece according to the vibration condition of the subframe body. In this way, the adjustable range of the connection component for vibration reduction relative to the rubber bushing is larger, so as to ensure that the vibration isolation performance of the automotive subframe always remains at a high level, effectively attenuate the vibration transfer from the automotive subframe to the vehicle body, thereby reducing the risk of noise or large vibration caused by vehicle body vibration and improving the riding comfort. Description of the Drawings

[0027] Figure 1 Fig. is a schematic structural view of an existing hard - connected automotive subframe;

[0028] Figure 2 Fig. is a schematic structural view of an existing soft - connected automotive subframe;

[0029] Figure 3 Fig. is a schematic structural view of the automotive subframe and the vehicle body according to Embodiment 1 of the present invention;

[0030] Figure 4 Fig. is a schematic structural view of the connection assembly of the automotive subframe according to Embodiment 1 of the present invention;

[0031] Figure 5 Fig. is a top - view structural schematic of the subframe body of the automotive subframe according to Embodiment 1 of the present invention;

[0032] Figure 6 Fig. is a bottom - view structural schematic of the subframe body of the automotive subframe according to Embodiment 1 of the present invention;

[0033] Figure 7 Fig. is a schematic frame structure view of the automotive subframe system according to Embodiment 2 of the present invention;

[0034] Figure 8 Fig. is a schematic structural view of the vehicle body, suspension system, and automotive subframe of a vehicle according to Embodiment 3 of the present invention.

[0035] Description of the Reference Numerals:

[0036] 1: Bolt; 2: Rubber bushing; 3: Hard-connected automotive subframe; 4: Soft-connected automotive subframe; 100: Subframe body; 110: Front crossmember; 111: Front crossmember front plate; 112: Front crossmember rear plate; 113: Toe rod installation space; 120: Rear crossmember; 121: Rear crossmember front plate; 122: Rear crossmember rear plate; 123: Lower control arm installation space; 124: Reinforcement bracket; 130: Left longitudinal beam; 140: Right longitudinal beam; 150: Left middle crossmember; 151: Left middle crossmember upper plate; 152: Left middle crossmember lower plate; 160: Right middle crossmember; 161: Right middle crossmember upper plate; 162: Right middle crossmember lower plate; 170: Subframe sleeve; 180A: Left upper control arm rear plate; 180A1: Left upper control arm installation space; 180B: Right upper control arm rear plate; 180B1: Right upper control arm installation space; 190A: Stabilizer bar left mounting bracket; 190B: Stabilizer bar right mounting bracket; 200: Connection assembly; 210: First connecting member; 211: Piston rod; 212: First bearing; 2121: Outer ring of the first bearing; 2122: Inner ring of the first bearing; 2123: Bearing balls of the first bearing; 220: Second connecting member; 221: Piston cylinder; 222: Second bearing; 2221: Outer ring of the second bearing; 2222: Inner ring of the second bearing; 2223: Bearing balls of the second bearing; 300: Detection unit; 400: Control unit; 5: Vehicle body; 6: Automotive subframe; 7: Suspension system. Detailed implementation manner

[0037] The following specific embodiments illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention will be introduced in conjunction with preferred embodiments, this does not mean that the features of this invention are limited to this implementation manner. On the contrary, the purpose of introducing the invention in conjunction with the implementation manner is to cover other alternatives or modifications that may be extended based on the claims of the present invention. To provide a deep understanding of the present invention, many specific details will be included in the following description. The present invention can also be implemented without these details. In addition, to avoid confusion or obscuring the key points of the present invention, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0038] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0039] In the description of this embodiment, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the inventive product is customarily placed during use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present invention.

[0040] The terms "first", "second", etc. are only used for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0041] In the description of this embodiment, it should also be noted that unless otherwise clearly specified and limited, the terms "set", "connected", "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this embodiment can be understood according to specific situations.

[0042] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below in conjunction with the drawings.

[0043] Embodiment 1

[0044] The embodiment of the present invention discloses an automotive subframe, as Figure 3 and Figure 4 shown, which includes a subframe body 100 and a plurality of connection components 200. Among them, each connection component 200 includes a first connection member 210 and a second connection member 220. The first connection member 210 is slidably connected to the second connection member 220. One end of the first connection member 210 away from the second connection member 220 is fixedly connected to the subframe body 100, and one end of the second connection member 220 away from the first connection member 210 is fixedly connected to the vehicle body 5.

[0045] Specifically, the number of connection components 200 can be two, three, four, or even more. Those skilled in the art can set it according to needs, and this embodiment does not make specific limitations. The connection component 200 can include a piston rod and a piston cylinder, and the first connection member 210 and the second connection member 220 can be one of them respectively; it can also include a telescopic rod assembly, and one telescopic rod of the telescopic rod assembly is sleeved on the outer periphery of the other telescopic rod, and the first connection member 210 and the second connection member 220 can be one of the two telescopic rods respectively; it can also be other structures in the art that can realize the relative sliding of two connection members. This embodiment does not make specific limitations, and those skilled in the art can set it according to actual needs.

[0046] Specifically, in this embodiment, the fixed connection can be welding, threaded connection, integral molding, etc. This embodiment does not make specific limitations in this regard, and those skilled in the art can set it according to needs.

[0047] In this embodiment, a plurality of connection components 200 are provided between the subframe body 100 and the vehicle body 5. Each first connecting member 210 can slide relative to the corresponding second connecting member 220 according to the vibration condition of the subframe body 100. In this way, the adjustable range of the connection component 200 for vibration reduction is larger than that of the rubber bushing in the prior art, so that the vibration isolation performance of the vehicle subframe can be kept at a relatively high level all the time, effectively attenuating the vibration transmission from the vehicle subframe to the vehicle body 5, thereby reducing the risk of noise or large vibration caused by the vibration of the vehicle body 5 and improving the ride comfort.

[0048] It should be noted that in this embodiment, sensors can be provided on each connection component 200. The sensors can be acceleration sensors commonly used in the art. The vibration signals of each connection component 200 are obtained through the sensors and sent to the controller. The controller can be a separately provided controller or the electronic control unit (ECU) of the vehicle. Those skilled in the art can set it according to needs. This embodiment does not make specific limitations in this regard. Each connection component 200 is respectively connected to the power supply. After receiving the vibration signal, the controller can send corresponding instructions to the power supply according to the vibration signal, control the power supply to output the corresponding voltage, and then control the relative sliding direction and distance of the corresponding first connecting member 210 and the second connecting member 220. In this way, the vibration isolation performance of the subframe can be actively kept at a relatively high level all the time, effectively and actively attenuating the vibration transmission from the vehicle subframe to the vehicle body 5, and actively reducing the risk of noise or large vibration caused by the vibration of the vehicle body 5. Those skilled in the art can set it according to needs.

[0049] In a specific embodiment, as Figure 4 shown, the first connecting member 210 includes a piston rod 211 and a first bearing 212; wherein, one end of the piston rod 211 is fixedly connected to the outer ring 2121 of the first bearing 212 by interference fit, and the inner ring 2122 of the first bearing is connected to the subframe body 100 ( Figure 4is not shown in the figure) is fixedly connected. The outer ring 2121 of the first bearing is rotatably connected to the inner ring 2122 of the first bearing through the bearing balls 2123 of the first bearing. And the second connecting member 220 includes a piston cylinder 221 and a second bearing 222. Wherein, the other end of the piston rod 211 is arranged in the piston cylinder 221 and is slidably connected to the piston cylinder 221. And, one end of the piston cylinder 221 away from the piston rod 211 is fixedly connected to the outer ring 2221 of the second bearing by interference fit, and the inner ring 2222 of the second bearing is fixedly connected to the vehicle body 5 ( Figure 4 is not shown in the figure) is fixedly connected. The outer ring 2221 of the second bearing is rotatably connected to the inner ring 2222 of the second bearing through the bearing balls 2223 of the second bearing.

[0050] Specifically, the vehicle body 5 can be provided with a plurality of sleeves matching the inner ring 2222 of the second bearing. The inner ring 2222 of one second bearing is sleeved on the outer periphery of one sleeve, and the corresponding sleeve is fixedly connected to the inner ring 2222 of the second bearing by interference fit.

[0051] It should be noted that if sensors are provided on each connection assembly 200, the sensors can be provided at the end of the piston rod 211 away from the first bearing 212, or can be provided at other positions of the connection assembly 200, such as on the piston cylinder 221. This embodiment does not make specific limitations in this regard, and those skilled in the art can set it according to needs.

[0052] In this embodiment, the piston rod 211 and the piston cylinder 221 can slide relative to each other according to the vibration condition of the subframe body 100, and can rotate relative to the subframe body 100 and the vehicle body 5 respectively. In this way, the vibration transmission from the vehicle subframe to the vehicle body 5 can be effectively attenuated, thereby reducing the risk of noise or large vibration caused by the vibration of the vehicle body 5 and improving the ride comfort.

[0053] In a specific embodiment, as Figure 3 shown, the vehicle subframe includes six connection assemblies 200, and the subframe body 100 is connected to the vehicle body 5 through the six connection assemblies 200. The existing subframe body is connected to the vehicle body through four rubber bushings or four bolts. The subframe body 100 is connected to the vehicle body 5 through the six connection assemblies 200, with two more connection points to the vehicle body 5 than the existing subframe body, which can improve the vibration isolation ability of the vehicle subframe.

[0054] In a specific embodiment, as Figure 5 and Figure 6As shown, the subframe body 100 includes a front crossbeam 110, a rear crossbeam 120, a left longitudinal beam 130, a right longitudinal beam 140, a left middle crossbeam 150, and a right middle crossbeam 160. Among them, the left longitudinal beam 130 and the right longitudinal beam 140 are respectively a left semi-circular longitudinal beam and a right semi-circular longitudinal beam, which can be formed by bending and stamping a circular tube beam. And the left longitudinal beam 130 and the right longitudinal beam 140 are arranged at intervals back to back. Both ends of the front crossbeam 110 and the rear crossbeam 120 are respectively fixedly lapped on the left longitudinal beam 130 and the right longitudinal beam 140, and the front crossbeam 110 and the rear crossbeam 120 are arranged at intervals relatively. One end of the left middle crossbeam 150 is fixedly lapped on the middle part of the left longitudinal beam 130, and one end of the right middle crossbeam 160 is fixedly lapped on the middle part of the right longitudinal beam 140. The subframe body 100 is a symmetrical structure. Compared with the existing subframe body, it has an additional left middle crossbeam 150 and a right middle crossbeam 160, increasing the stiffness of the subframe body 100.

[0055] In a specific embodiment, as Figure 5 shown, the subframe body 100 includes six subframe sleeves 170, and the six subframe sleeves 170 are arranged in one-to-one correspondence with six connection components 200 ( Figure 5 not shown in the figure). And one end of each subframe sleeve 170 is respectively fixedly connected to one end of the left middle crossbeam 150 away from the left longitudinal beam 130, one end of the right middle crossbeam 160 away from the right longitudinal beam 140, both ends of the left longitudinal beam 130, and both ends of the right longitudinal beam 140. And the inner ring 2122 of the first bearing of each connection component 200 is sleeved on the outer peripheral wall of the other end of the corresponding subframe sleeve 170 and is fixedly connected to the other end of the corresponding subframe sleeve 170. In this way, the distribution of the connection components 200 is more uniform, and the supporting effect on the subframe body 100 is better.

[0056] In a specific embodiment, as Figure 5 and Figure 6 shown, both the left longitudinal beam 130 and the right longitudinal beam 140 are circular tube beams, which improves the stiffness of the left longitudinal beam 130 and the right longitudinal beam 140, thereby improving the stiffness of the subframe body 100.

[0057] And the front crossbeam 110 includes a front crossbeam front plate 111 and a front crossbeam rear plate 112. The front crossbeam front plate 111 and the front crossbeam rear plate 112 are fixedly connected and form a toe link installation space 113. The front crossbeam front plate 111 and the front crossbeam rear plate 112 can be sheet metal stamping parts, and then welded together to form the front crossbeam 110, forming the toe link installation space 113.

[0058] As Figure 5As shown, the rear crossbeam 120 includes a front rear crossbeam plate 121 and a rear rear crossbeam plate 122. The front rear crossbeam plate 121 and the rear rear crossbeam plate 122 are fixedly connected and form a lower control arm mounting space 123. Among them, a plurality of reinforcing brackets 124 are arranged inside the lower control arm mounting space 123, greatly strengthening the dynamic stiffness of the lower control arm point and improving the vibration transmission rate of the lower control arm. The front rear crossbeam plate 121 and the rear rear crossbeam plate 122 can also be sheet metal stamping parts, and then are welded together to form the rear crossbeam 120, forming the lower control arm mounting space 123. Both ends of the front rear crossbeam plate 121 have flanges, and respectively extend and overlap with the left longitudinal beam 130 and the right longitudinal beam 140. Similarly, both ends of the rear rear crossbeam plate 122 also have flanges, and respectively extend and overlap with the left longitudinal beam 130 and the right longitudinal beam 140.

[0059] As Figure 5 shown, the left middle crossbeam 150 includes a left middle crossbeam upper plate 151 and a left middle crossbeam lower plate 152. The left middle crossbeam upper plate 151 and the left middle crossbeam lower plate 152 are fixedly connected, and one end overlaps with the left longitudinal beam 130, specifically by welding overlap. The left middle crossbeam upper plate 151 and the left middle crossbeam lower plate 152 can also be sheet metal stamping parts, and then are welded together to form the left middle crossbeam 150. The right middle crossbeam 160 includes a right middle crossbeam upper plate 161 and a right middle crossbeam lower plate 162. The right middle crossbeam upper plate 161 and the right middle crossbeam lower plate 162 are fixedly connected, and one end overlaps with the right longitudinal beam 140, specifically by welding overlap. The right middle crossbeam upper plate 161 and the right middle crossbeam lower plate 162 can also be sheet metal stamping parts, and then are welded together to form the right middle crossbeam 160.

[0060] In a specific embodiment, as Figure 5 and Figure 6 shown, the subframe body 100 further includes a left upper control arm rear plate 180A, a right upper control arm rear plate 180B, a stabilizer bar left mounting bracket 190A, and a stabilizer bar right mounting bracket 190B. Among them, the left upper control arm rear plate 180A is fixedly overlapped with the left longitudinal beam 130, the rear front crossbeam plate 112, and the left middle crossbeam upper plate 151, thereby forming a left upper control arm mounting space 180A1; the right upper control arm rear plate 180B is fixedly overlapped with the right longitudinal beam 140, the rear front crossbeam plate 112, and the right middle crossbeam upper plate 161, thereby forming a right upper control arm mounting space 180B1. This greatly strengthens the dynamic stiffness of the left and right upper control arm points and improves the vibration transmission rate of the left and right upper control arms.

[0061] As Figure 6As shown in the figure, the left mounting bracket 190A of the stabilizer bar is fixedly lapped on the rear plate 112 of the front cross member, the lower plate 152 of the left middle cross member, and the rear plate 180A of the left upper control arm; the right mounting bracket 190B of the stabilizer bar is fixedly lapped on the rear plate 112 of the front cross member, the lower plate 162 of the right middle cross member, and the rear plate 180B of the right upper control arm. This greatly enhances the dynamic stiffness of the toe bar point and improves the vibration transfer rate of the toe bar point.

[0062] In a specific embodiment, the rear plate 112 of the front cross member, the rear plate 180A of the left upper control arm, and the rear plate 180B of the right upper control arm are all provided with flanging structures. Further enhancing the dynamic stiffness of the left and right upper control arm points, thereby further improving the vibration transfer rate of the left and right upper control arms. Specifically, the flanging structures are provided at the connection of the left mounting bracket 190A of the stabilizer bar on the rear plate 112 of the front cross member, the connection of the left mounting bracket 190A on the rear plate 180A of the left upper control arm, the connection of the right mounting bracket 190B of the stabilizer bar on the rear plate 112 of the front cross member, and the connection of the right mounting bracket 190B on the rear plate 180B of the right upper control arm.

[0063] Embodiment 2

[0064] The embodiment of the present invention discloses an automotive subframe system, including a plurality of detection units 300, a control unit 400, and the above-mentioned automotive subframe; wherein, a detection unit 300 is provided on each connection component 200 of the automotive subframe, and the detection unit 300 is fixedly connected to the corresponding connection component 200. The control unit 400 is respectively connected to each detection unit 300 and each connection component 200, as Figure 7 shown. And, the detection unit 300 acquires the vibration signal of the corresponding connection component 200 and sends the vibration signal to the control unit 400; the control unit 400 receives the vibration signal, generates a corresponding voltage signal according to the vibration signal, and controls the first connecting member 210 of the corresponding connection component 200 to slide relative to the second connecting member 220 according to the voltage signal. If the connection component 200 includes a piston rod 211 and a piston cylinder 221 as Figure 4 shown, that is, a piston assembly, the control unit 400 controls the pressure of the piston assembly according to the voltage signal, so as to control the piston rod 221 to slide relative to the piston cylinder 221.

[0065] Specifically, in this embodiment, the detection unit 300 can be an acceleration sensor, and the vibration signal can be the amplitude of each connection component 200. Each connection component 200 is respectively connected to the power supply. The control unit 400 receives the vibration signal, and can send corresponding instructions to the power supply according to the vibration signal, control the power supply to output a corresponding voltage, and then control the relative sliding direction and distance between the corresponding first connecting member 210 and the second connecting member 220. In this way, the position of the connection point between the automotive subframe and the vehicle body 5 can be freely and actively controlled, so that the NVH performance of the automotive subframe is maintained at a very high level, effectively and real-time attenuating the vibration transmission from the automotive subframe to the vehicle body 5, achieving the purpose of active vibration isolation.

[0066] Embodiment 3

[0067] An embodiment of the present invention discloses an automobile, as Figure 8 shown, including a vehicle body 5 and a suspension system 7; it further includes the above-mentioned automotive subframe system; wherein, the vehicle body 5 and the suspension system 7 are connected through the automotive subframe 6 of the automotive subframe system.

[0068] The present invention provides an automotive subframe, an automotive subframe system, and an automobile. A plurality of connection components are provided between the subframe body of the automotive subframe and the vehicle body. Each connection component includes a first connecting member and a second connecting member, and the first connecting member is slidably connected to the second connecting member. Each first connecting member can slide relative to the corresponding second connecting member according to the vibration condition of the subframe body. In this way, the adjustable range of the connection component for vibration reduction is larger than that of the rubber bushing, so that the vibration isolation performance of the automotive subframe can be ensured to always be maintained at a relatively high level, effectively attenuating the vibration transmission from the automotive subframe to the vehicle body, thereby reducing the risk of noise or large vibration caused by vehicle body vibration and improving the ride comfort.

[0069] In addition, the automotive subframe system obtains the vibration condition of each connection component on the automotive subframe through the detection unit, and sends the vibration signal to the control unit; the control unit receives the vibration signal, generates a corresponding voltage signal according to the vibration signal, and controls the first connecting member of the corresponding connection component to slide relative to the second connecting member. In this way, the position of the connection point between the automotive subframe and the vehicle body can be freely and actively controlled, so that the NVH performance of the automotive subframe is maintained at a very high level, effectively and real-time attenuating the vibration transmission from the automotive subframe to the vehicle body, and further achieving the purpose of active vibration isolation.

[0070] Although the present invention has been illustrated and described with reference to certain preferred embodiments thereof, those of ordinary skill in the art should understand that the above is a further detailed description of the present invention in conjunction with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited only to these descriptions. Those skilled in the art can make various changes in form and detail, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. An automotive subframe, characterized in that, it includes a subframe body and a plurality of connecting components; wherein, each of the connecting components includes a first connecting piece and a second connecting piece, the first connecting piece is slidably connected to the second connecting piece, one end of the first connecting piece away from the second connecting piece is fixedly connected to the subframe body, and one end of the second connecting piece away from the first connecting piece is fixedly connected to the vehicle body; the first connecting piece includes a piston rod and a first bearing; wherein, one end of the piston rod is fixedly connected to the outer ring of the first bearing, the inner ring of the first bearing is fixedly connected to the subframe body, and the outer ring of the first bearing is rotatably connected to the inner ring of the first bearing; and, the second connecting piece includes a piston cylinder and a second bearing; wherein, the other end of the piston rod is arranged inside the piston cylinder and is slidably connected to the piston cylinder; and, one end of the piston cylinder away from the piston rod is fixedly connected to the outer ring of the second bearing, the inner ring of the second bearing is fixedly connected to the vehicle body, and the outer ring of the second bearing is rotatably connected to the inner ring of the second bearing.

2. The automotive subframe according to claim 1, characterized in that, the automotive subframe includes six of the connecting components, and the subframe body is connected to the vehicle body through the six connecting components.

3. The automotive subframe according to claim 2, characterized in that, the subframe body includes a front cross member, a rear cross member, a left longitudinal beam, a right longitudinal beam, a left middle cross member, and a right middle cross member; wherein, the left longitudinal beam and the right longitudinal beam are respectively a left semi-circular longitudinal beam and a right semi-circular longitudinal beam, and the left longitudinal beam and the right longitudinal beam are arranged at intervals back to back; both ends of the front cross member and the rear cross member are respectively fixedly lapped on the left longitudinal beam and the right longitudinal beam, and the front cross member and the rear cross member are arranged at intervals relative to each other; one end of the left middle cross member is fixedly lapped on the middle part of the left longitudinal beam, and one end of the right middle cross member is fixedly lapped on the middle part of the right longitudinal beam.

4. The automotive subframe according to claim 3, characterized in that, the subframe body includes six subframe sleeves, and the six subframe sleeves are arranged in one-to-one correspondence with the six connecting components; and, one end of each of the subframe sleeves is respectively fixedly connected to one end of the left middle cross member away from the left longitudinal beam, one end of the right middle cross member away from the right longitudinal beam, both ends of the left longitudinal beam, and both ends of the right longitudinal beam; and, the inner ring of the first bearing of each of the connecting components is sleeved on the outer peripheral wall of the other end of the corresponding subframe sleeve and is fixedly connected to the other end of the corresponding subframe sleeve.

5. The automotive subframe according to claim 4, characterized in that, both the left longitudinal beam and the right longitudinal beam are circular tube beams; and, the front cross member includes a front cross member front plate and a front cross member rear plate, the front cross member front plate and the front cross member rear plate are fixedly connected, and a toe link installation space is formed. The rear cross member includes a front rear cross member plate and a rear rear cross member plate, the front rear cross member plate and the rear rear cross member plate are fixedly connected, and a lower control arm mounting space is formed; wherein, a plurality of reinforcing brackets are arranged inside the lower control arm mounting space; The left middle cross member includes an upper left middle cross member plate and a lower left middle cross member plate, the upper left middle cross member plate and the lower left middle cross member plate are fixedly connected, and one end is lapped on the left longitudinal beam; The right middle cross member includes an upper right middle cross member plate and a lower right middle cross member plate, the upper right middle cross member plate and the lower right middle cross member plate are fixedly connected, and one end is lapped on the right longitudinal beam.

6. The automotive subframe according to claim 5, characterized in that the subframe body further includes a left upper control arm rear plate, a right upper control arm rear plate, a left stabilizer bar mounting bracket, and a right stabilizer bar mounting bracket; wherein, the left upper control arm rear plate is fixedly lapped on the left longitudinal beam, the rear front cross member plate, and the upper left middle cross member plate, thereby forming a left upper control arm mounting space; the right upper control arm rear plate is fixedly lapped on the right longitudinal beam, the rear front cross member plate, and the upper right middle cross member plate, thereby forming a right upper control arm mounting space; the left stabilizer bar mounting bracket is fixedly lapped on the rear front cross member plate, the lower left middle cross member plate, and the left upper control arm rear plate; the right stabilizer bar mounting bracket is fixedly lapped on the rear front cross member plate, the lower right middle cross member plate, and the right upper control arm rear plate.

7. The automotive subframe according to claim 6, characterized in that the rear front cross member plate, the left upper control arm rear plate, and the right upper control arm rear plate are all provided with flanging structures.

8. An automotive subframe system, characterized in that it includes a plurality of detection units, a control unit, and the automotive subframe according to any one of claims 1-7; wherein, the detection unit is arranged on each connection component of the automotive subframe, and the detection unit is fixedly connected with the corresponding connection component; the control unit is respectively connected with each detection unit and each connection component; and, the detection unit acquires the vibration signal of the corresponding connection component and sends the vibration signal to the control unit; the control unit receives the vibration signal, generates a corresponding voltage signal according to the vibration signal, and controls the first connecting piece of the corresponding connection component to slide relative to the second connecting piece according to the voltage signal.

9. An automobile, including a vehicle body and a suspension system; characterized in that it further includes the automotive subframe system according to claim 8; wherein, the vehicle body is connected to the suspension system through the automotive subframe of the automotive subframe system.

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