A lightweight front subframe assembly and a vehicle

Abstract

The present invention relates to the technical field of automotive chassis, and specifically discloses a lightweight front subframe assembly and a vehicle, which includes that both ends of a front crossbeam are respectively connected to a rear crossbeam through a first connecting longitudinal beam and a second connecting longitudinal beam; a first convex structure is arranged at the connection between the front crossbeam and the first connecting longitudinal beam, and a first bushing mounting bracket and a first bushing mounting through-hole are arranged on the surface of the first convex structure; a second convex structure is arranged at the connection between the front crossbeam and the second connecting longitudinal beam, and a second bushing mounting bracket and a first bushing mounting through-hole are arranged on the surface of the second convex structure; a bushing mounting bracket is arranged on the top surface of the connecting longitudinal beam; one end of the rear crossbeam is provided with a fifth bushing mounting hole, and the other end is provided with a sixth bushing mounting hole. The front subframe of the present invention further reduces the mass of the front subframe while meeting the structural strength and stiffness, and at the same time optimizes the transmission path of the vehicle road surface vibration excitation to the vehicle body, improving the safety performance of the whole vehicle and the comfort of the driver.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive chassis, and in particular to a lightweight front subframe assembly and a vehicle. Background Art

[0002] With the gradual popularization of pure electric vehicles, the requirement of vehicle lightweight has become the vane. The front subframe is a very important component in the chassis parts system. It mainly connects components such as the body, engine mounts, and suspension, and can reduce the transmission of road vibrations and noises and other excitations to the body. In addition, in the technical field of automotive chassis, the safety and reliability of the front subframe are directly related to the safety performance of the vehicle.

[0003] When a vehicle has a frontal collision, it is required that the front-end structure of the vehicle has sufficient strength and stiffness. At the same time, it is required that the overall strength and stiffness of the subframe should not be too high, and sufficient collapse deformation is needed to absorb collision energy. The front subframes in the prior art are usually made of steel materials. Although the strength and stiffness of the steel material structure meet the actual requirements, there are problems such as large product weight, cumbersome process manufacturing, many welds and difficult-to-control welding quality, and poor corrosion resistance of the material. For the existing aluminum alloy front subframes, they are formed by separately manufacturing and assembling each structure of the front subframe. Since each structure is manufactured separately, more labor and material costs are required during assembly, and there is also a certain risk of error during assembly. In particular, the strength and stiffness at the structural assembly joints are easily unable to meet the actual requirements. For the existing integrated cast aluminum alloy front subframes, there is no anti-collision energy absorption device, which cannot absorb external impacts well. At the same time, under the condition of meeting the requirements of stiffness and strength, its lightweight degree is not high. At the same time, the existing aluminum alloy front subframes in the vehicle still need to be optimized in the transmission path of the vehicle road surface vibration excitation to the body to improve the safety and NVH (Noise Vibration Harshness) and other property performances of the whole vehicle. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. For this purpose, the present invention provides a lightweight front subframe assembly and a vehicle.

[0005] A lightweight front subframe assembly according to an embodiment of the first aspect of the present invention includes:

[0006] A front cross member; both ends of the front cross member are respectively connected to a rear cross member through a first connecting longitudinal beam and a second connecting longitudinal beam;

[0007] Wherein, a first convex structure is provided at the connection between the front cross beam and the first connecting longitudinal beam, a first bushing mounting bracket is fixedly arranged on the surface of the first convex structure, and a first bushing mounting through hole is formed in the surface of the first convex structure near the first bushing mounting bracket; a second convex structure is provided at the connection between the front cross beam and the second connecting longitudinal beam, a second bushing mounting bracket is fixedly arranged on the surface of the second convex structure, and a second bushing mounting through hole is formed in the surface of the second convex structure near the second bushing mounting bracket;

[0008] A third bushing mounting bracket is fixedly arranged on the top surface of the first connecting longitudinal beam, and a fourth bushing mounting bracket is arranged on the top surface of the second connecting longitudinal beam; a fifth bushing mounting hole is arranged at one end of the rear cross beam close to the first connecting longitudinal beam, and a sixth bushing mounting hole is arranged at one end of the rear cross beam close to the second connecting longitudinal beam.

[0009] For a lightweight front subframe assembly according to an embodiment of the present invention, through the settings of the first convex structure and the second convex structure, when a vehicle collides, the first convex structure and the second convex structure collapse and deform to absorb collision energy, improving the safety performance of the vehicle. The first bushing mounting through hole and the first bushing mounting through hole are arranged on the surfaces of the first convex structure and the second convex structure, facilitating the installation of the bushing. At the same time, while meeting the requirements of structural stiffness and strength, the settings of the first bushing mounting through hole and the first bushing mounting through hole further reduce the mass of the front subframe. Through the reasonable distribution settings of the first bushing mounting bracket, the second bushing mounting bracket, the third bushing mounting bracket and the third bushing mounting bracket, the transmission path of the vehicle road surface vibration excitation to the vehicle body is optimized, improving the safety performance and the driver's comfort of the whole vehicle. By arranging the fifth bushing mounting hole and the sixth bushing mounting hole on the rear cross beam, after installing the bushing, the transmission path of the vehicle road surface vibration excitation to the vehicle body is further optimized. This front subframe assembly is an integrally formed aluminum alloy casting hollow structure, which further reduces the mass of the front subframe assembly while meeting the requirements of structural strength and stiffness, meeting the current vehicle lightweight requirements.

[0010] According to some embodiments of the present invention, the first bushing mounting bracket includes a first bushing support frame and a first bushing fixing hole. One end of the first bushing support frame is connected to the side wall of the first bushing fixing hole, and the other end of the first bushing support frame is fixedly arranged on the surface of the first convex structure; the second bushing mounting bracket includes a second bushing support frame and a second bushing fixing hole. One end of the second bushing support frame is connected to the side wall of the second bushing fixing hole, and the other end of the second bushing support frame is fixedly arranged on the surface of the second convex structure; the center of the first bushing fixing hole and the center of the first bushing mounting through hole are coaxial, and the center of the second bushing fixing hole and the center of the second bushing mounting through hole are coaxial. Through the arrangement of the bushing support frame and the bushing fixing hole, the structural strength requirement at the bushing connection is improved. Through the coaxial arrangement of the center of the first bushing fixing hole and the center of the first bushing mounting through hole, it is convenient for bushing installation and is more beneficial to the production of the front subframe of the present invention.

[0011] According to some embodiments of the present invention, a first swing arm mounting hole position is fixedly arranged on the side surface of the first connecting longitudinal beam near the third bushing mounting bracket. The first swing arm mounting hole position includes a first mounting hole position fixing piece and a second mounting hole position fixing piece. The first mounting hole position fixing piece and the second mounting hole position fixing piece are fixedly arranged in parallel on the side surface of the first connecting longitudinal beam; the third bushing mounting bracket includes a third bushing mounting through hole and a third bushing support frame; one end of the third bushing support frame is connected to the third bushing mounting through hole, and the other end of the third bushing support frame is fixedly arranged on the surface of the first connecting longitudinal beam. A first inverted L-shaped reinforcing member is fixedly arranged on the side wall of the third bushing support frame, and the other end of the first inverted L-shaped reinforcing member is fixedly arranged on the first mounting hole position fixing piece; in the case where the front subframe is made of aluminum alloy casting, through the first inverted L-shaped reinforcing member; the structural strength of the third bushing mounting bracket is improved, and at the same time, the transmission path of the vehicle road surface vibration excitation to the vehicle body is optimized, and the vehicle stability performance is improved.

[0012] According to some embodiments of the present invention, on the side surface of the second connecting longitudinal beam near the fourth bushing mounting bracket, a second swing arm mounting hole position is fixedly arranged. The second swing arm mounting hole position includes a third mounting hole position fixing piece and a fourth mounting hole position fixing piece. The third mounting hole position fixing piece and the fourth mounting hole position fixing piece are fixedly arranged in parallel on the side surface of the second connecting longitudinal beam; the fourth bushing mounting bracket includes a fourth bushing mounting through hole and a fourth bushing support frame; one end of the fourth bushing support frame is connected to the fourth bushing mounting through hole, the other end of the fourth bushing support frame is fixedly arranged on the surface of the second connecting longitudinal beam, and a second L-shaped reinforcing piece is fixedly arranged on the side wall of the fourth bushing support frame. The other end of the second L-shaped reinforcing piece is fixedly arranged on the third mounting hole position fixing piece; in the case where the front subframe is made of aluminum alloy casting, through the second inverted L-shaped reinforcing piece, the structural strength of the fourth bushing mounting bracket is improved, and at the same time, the transmission path of the vehicle road surface vibration excitation to the vehicle body is optimized, and the vehicle stability performance is improved.

[0013] According to some embodiments of the present invention, it further includes a strengthening cross beam. One end of the strengthening cross beam is connected to the first connecting longitudinal beam, and the other end of the strengthening cross beam is connected to the second connecting longitudinal beam; on the front surface of the first protruding structure near the first bushing mounting through hole, a first anti-collision beam mounting hole position is opened, and on the front surface of the second protruding structure near the second bushing mounting through hole, a second anti-collision beam mounting hole position is opened. The setting of the strengthening cross beam further improves the structural strength of the front subframe assembly of the present invention.

[0014] A vehicle according to an embodiment of the second aspect of the present invention includes a lightweight front subframe assembly according to an embodiment of the first aspect of the present invention.

[0015] The additional aspects and advantages of the present invention will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0017] Figure 1 is a front structural schematic diagram of a lightweight front subframe assembly according to an embodiment of the present invention;

[0018] Figure 2 is a back structural schematic diagram of a lightweight front subframe assembly according to an embodiment of the present invention;

[0019] Figure 3It is a rear view top view of a lightweight front subframe assembly according to an embodiment of the present invention;

[0020] Reference numerals:

[0021] 100, front cross member; 101, first compressor mounting hole position; 102, second compressor mounting hole position; 103, third compressor mounting hole position; 104, weight reduction through hole;

[0022] 110, first convex structure; 111, first anti-collision beam mounting hole position; 112, first bushing mounting through hole; 130, first bushing mounting bracket; 131, first bushing support frame; 132, first bushing fixing hole;

[0023] 120, second convex structure; 121, second anti-collision beam mounting hole position; 122, second bushing mounting through hole; 140, second bushing mounting bracket; 141, second bushing support frame; 142, second bushing fixing hole;

[0024] 200, first connecting longitudinal beam; 201, first swing arm mounting hole position; 2011, first mounting hole position fixing piece; 2012, second mounting hole position fixing piece; 202, first steering gear mounting point; 210, third bushing mounting bracket; 211, third bushing support frame; 212, first inverted L-shaped reinforcement; 213, third bushing fixing hole;

[0025] 300, second connecting longitudinal beam; 301, second swing arm mounting hole position; 3011, third mounting hole position fixing piece; 3012, fourth mounting hole position fixing piece; 302, first steering gear mounting point; 310, fourth bushing mounting bracket; 311, fourth bushing support frame; 312, second inverted L-shaped reinforcement; 313, fourth bushing fixing hole;

[0026] 400, reinforcing cross member;

[0027] 500, rear cross member; 501, recess; 502, fifth bushing mounting hole; 503, sixth bushing mounting hole; 504, front suspension swing arm mounting hole position. Detailed implementation manners

[0028] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0029] Embodiment 1

[0030] Please refer to Figure 1 , this embodiment provides a lightweight front subframe assembly, including:

[0031] Front crossbeam 100, on the upper surface of the front crossbeam 100, there are a second compressor mounting hole position 102 and a third compressor mounting hole position 103; on the surface of the front crossbeam 100 in the middle of the second compressor mounting hole position 102 and the third compressor mounting hole position 103, there is a first compressor mounting hole position 101. For the convenience of production and installation, the second compressor mounting hole position 102 and the third compressor mounting hole position 103 can be set in a symmetrical form. Optionally, in order to further meet the lightweight requirement of the front subframe, the front crossbeam 100 is provided with weight-reducing through holes 104 beside the compressor mounting hole positions.

[0032] In order to improve the safety and reliability of the front subframe, at one end of the front crossbeam 100, a first convex structure 110 is fixedly arranged; on the surface of the first convex structure 110, a first bushing mounting bracket 130 is fixedly arranged. The first bushing mounting bracket 130 includes a first bushing support frame 131 and a first bushing fixing hole 132; the first bushing support frame 131 is connected to the side surface of the first bushing fixing hole 132, and the other end of the first bushing support frame 131 is fixedly arranged on the surface of the first convex structure 110; on the surface of the first convex structure 110 near the first bushing mounting bracket 130, a first bushing mounting through hole 112 is opened; at the front end of the first convex structure 110, there is a first anti-collision beam mounting hole position 111 for connecting with the anti-collision beam. The first convex structure 110 is respectively transitionally connected to the front crossbeam 100 and the second connecting longitudinal beam 300, and the width of the first convex structure 110 is greater than that of the front crossbeam 100, that is, the front surface of the first convex structure 110 is located at the front end of the front surface of the front crossbeam 100, and the length of the first convex structure 110 is greater than the width of the second connecting longitudinal beam 300.

[0033] At the other end of the front crossbeam 100, a second convex structure 120 is fixedly arranged; on the surface of the second convex structure 120, a second bushing mounting bracket 140 is fixedly arranged. On the surface of the second convex structure 120 near the second bushing mounting bracket 140, a second bushing mounting through hole 122 is opened; at the front end of the second convex structure 120, there is a second anti-collision beam mounting hole position 121 for connecting with the anti-collision beam. The second convex structure 120 is respectively transitionally connected to the front crossbeam 100 and the first connecting longitudinal beam 200, and the width of the second convex structure 120 is greater than that of the front crossbeam 100, that is, the front surface of the second convex structure 120 is located at the front end of the front surface of the front crossbeam 100, and the length of the second convex structure 120 is greater than the width of the second connecting longitudinal beam 300.

[0034] It should be noted that the first convex structure 110 and the second convex structure 120 are symmetric about the central axis of the front cross member 100, which is convenient for the design and production of the front subframe. The first convex structure 110 and the second convex structure 120 are provided to effectively absorb external impacts during collisions, and at the same time further protect the connection between the subframe and other components, improving the safety performance of the vehicle.

[0035] In this embodiment, a second connecting longitudinal beam 300 is transitionally connected to the first convex structure 110. A second swing arm mounting hole position 301 is provided on the side surface of the second connecting longitudinal beam 300. A fourth bushing mounting bracket 310 is provided on the upper surface of the second connecting longitudinal beam 300 near the second swing arm mounting hole position 301. A first steering gear mounting point 302 is provided on the upper surface of the second connecting longitudinal beam 300 near the fourth bushing mounting bracket 310. The fourth bushing mounting bracket 310 includes a fourth bushing support frame 311, a second inverted L-shaped reinforcement 312, and a fourth bushing fixing hole 313. One end of the fourth bushing support frame 311 and the second inverted L-shaped reinforcement 312 is connected to the fourth bushing fixing hole 313, and the other end is connected to the second connecting longitudinal beam 300.

[0036] In this embodiment, a first connecting longitudinal beam 200 is transitionally connected to the second convex structure 120. A first swing arm mounting hole position 201 is provided on the side surface of the first connecting longitudinal beam 200. A third bushing mounting bracket 210 is provided on the upper surface of the first connecting longitudinal beam 200 near the first swing arm mounting hole position 201. A second steering gear mounting point 202 is provided on the upper surface of the first connecting longitudinal beam 200 near the third bushing mounting bracket 210. The third bushing mounting bracket 210 includes a third bushing support frame 211, a first inverted L-shaped reinforcement 212, and a third bushing fixing hole 213. One end of the third bushing support frame 211 and the first inverted L-shaped reinforcement 212 is connected to the third bushing fixing hole 213, and the other end is connected to the first connecting longitudinal beam 200.

[0037] Preferably, the heights of the first bushing fixing hole 132 of the first bushing mounting bracket 130, the second bushing fixing hole 142 of the second bushing mounting bracket 140, the third bushing fixing hole 213 of the third bushing mounting bracket 210, and the fourth bushing fixing hole 313 of the fourth bushing mounting bracket 310 are equal. This setting makes the overall force of the subframe more uniform, avoids stress concentration, improves the product strength, optimizes the transmission path of road excitation, and improves the comfort.

[0038] In some embodiments, a reinforcement is provided between the first connecting longitudinal beam 200 and the second connecting longitudinal beam 200

[0039] The cross beam 400, one end of the reinforcing cross beam 400 is smoothly and transitionally connected to the first connecting longitudinal beam 200, and the other end is smoothly and transitionally connected to the second connecting longitudinal beam 300. It should be noted that the reinforcing cross beam 400 is arranged to be coaxial with the third bushing mounting bracket 210 and the fourth bushing mounting bracket 310. This setting can more effectively improve the structural performance of the front subframe, and at the same time optimize the transmission path of the vehicle road surface vibration excitation to the vehicle body, improving the comfort of the vehicle.

[0040] In some embodiments, the other ends of the first connecting longitudinal beam 200 and the second connecting longitudinal beam 300 are connected to a rear cross beam 500. At the connecting and turning positions of the first connecting longitudinal beam 200 and the rear cross beam 500, there are front suspension arm mounting holes 504. At the connecting and turning positions of the second connecting longitudinal beam 300 and the rear cross beam 500, there are front suspension arm mounting holes 504. The rear cross beam 500 near the front suspension arm mounting holes 504 is respectively provided with a fifth bushing mounting hole 502 and a sixth bushing mounting hole 503; preferably, a concave portion 501 is provided in the middle of the rear cross beam 500, and the surface of the rear cross beam 500 near the fifth bushing mounting hole 502 and the sixth bushing mounting hole 503 is respectively provided with the weight reduction through holes 104.

[0041] In this embodiment, the fifth bushing mounting hole 502 and the sixth bushing mounting hole 503 are flush with the upper surface of the rear cross beam 500. This setting further optimizes the transmission path of the vehicle road surface vibration excitation to the vehicle body, improving the comfort of the vehicle, and at the same time facilitating the design and production of the front subframe.

[0042] Embodiment 2

[0043] Please refer to Figure 2 , this embodiment further describes the back structure of a lightweight front subframe assembly on the basis of Embodiment 1, including:

[0044] To meet the further lightweight requirements of the front subframe, several transverse through-holes 105 are longitudinally formed on the side surface of the front cross-member 100 while ensuring that the strength and stiffness meet the requirements. A weight-reducing through-hole 104 may be formed on the upper surface of the front cross-member 100. It should be noted that in order to prevent the opening of the through-hole from damaging the structural strength, the weight-reducing through-hole 104 is arranged in a staggered manner with the transverse through-hole 105. A first convex structure 110 is provided at one end of the front cross-member 100. The center of the first bushing installation through-hole 112 formed in the first convex structure 110 is coaxial with the center of the first bushing fixing hole 132. A second convex structure 120 is provided at the other end of the front cross-member 100. The center of the second bushing installation through-hole 122 formed in the second convex structure 120 is coaxial with the center of the second bushing fixing hole 142. The arrangements of the first bushing installation through-hole 112 and the second bushing installation through-hole 122 facilitate the installation of the bushing and further lightweight the front subframe.

[0045] Furthermore, a second lateral stabilizer bar installation hole position 303 is provided on the back surface of the second connecting longitudinal beam 300. The second lateral stabilizer bar installation hole position 303 is located at the connection transition between the front cross-member 100 and the first convex structure 110 and the second connecting longitudinal beam 300. A first lateral stabilizer bar installation hole position 203 is provided on the back surface of the first connecting longitudinal beam 200. The first lateral stabilizer bar installation hole position 203 is located at the connection transition between the front cross-member 100 and the second convex structure 120 and the first connecting longitudinal beam 200. The positions of the first lateral stabilizer bar installation hole position 203 and the second lateral stabilizer bar installation hole position 303 further protect the structure of the lateral stabilizer bar when the vehicle collides.

[0046] In some embodiments, the heights of the first convex structure 110, the second convex structure 120, and the front cross-member 100 are greater than those of the first connecting longitudinal beam 200 and the second connecting longitudinal beam 300. When the vehicle collides, the first convex structure 110 and the second convex structure 120 undergo crush deformation to absorb energy, which plays a better protective role for other important components of the vehicle and provides sufficient safety guarantee for the vehicle collision.

[0047] The first swing arm mounting hole positions 201 fixedly arranged on the side surface of the first connecting longitudinal beam 200 include a first mounting hole position fixing piece 2011 and a second mounting hole position fixing piece 2012. The first mounting hole position fixing piece 2011 and the second mounting hole position fixing piece 2012 are arranged in parallel. Among them, the side surface of the first mounting hole position fixing piece 2011 is fixedly arranged with a first inverted L-shaped reinforcing member 212. The other end of the first inverted L-shaped reinforcing member 212 is fixedly arranged on the outer wall of a third bushing fixing hole 213. A third bushing support frame 211 is also fixedly arranged on the outer wall of the third bushing fixing hole 213. The first inverted L-shaped reinforcing member 212 and the third bushing support frame 211 are perpendicular to each other in the top projection. And the axis of the third bushing fixing hole 213 is arranged with a spatial offset with respect to the space between the first mounting hole position fixing piece 2011 and the second mounting hole position fixing piece 2012.

[0048] The second swing arm mounting hole positions 301 fixedly arranged on the side surface of the second connecting longitudinal beam 300 include a third mounting hole position fixing piece 3011 and a fourth mounting hole position fixing piece 3012. The third mounting hole position fixing piece 3011 and the fourth mounting hole position fixing piece 3012 are arranged in parallel. Among them, the side surface of the third mounting hole position fixing piece 3011 is fixedly arranged with a second inverted L-shaped reinforcing member 312. The other end of the second inverted L-shaped reinforcing member 312 is fixedly arranged on the outer wall of a fourth bushing fixing hole 313. A fourth bushing support frame 311 is also fixedly arranged on the outer wall of the fourth bushing fixing hole 213. The second inverted L-shaped reinforcing member 312 and the fourth bushing support frame 311 are perpendicular to each other in the top projection. And the axis of the fourth bushing fixing hole 313 is arranged with a spatial offset with respect to the space between the third mounting hole position fixing piece 3011 and the fourth mounting hole position fixing piece 3012.

[0049] The arrangements of the first inverted L-shaped reinforcing member 212 and the second inverted L-shaped reinforcing member 312 break the conventional structural layout without affecting the installation of other structures of the front subframe, further enhancing the structural performance while achieving lightweight. At the same time, it also avoids serious deformation of the third bushing support frame 211 and the fourth bushing support frame 311 due to impact force.

[0050] Furthermore, the other end of the third bushing support frame 211 is connected to the first connecting longitudinal beam 200, and the other end of the fourth bushing support frame 311 is connected to the second connecting longitudinal beam 300. A reinforcing cross beam 400 is fixedly arranged at the two connection points. A plurality of the transverse through holes 105 are arranged on the side surface of the reinforcing cross beam 400, thereby reducing the mass of the front subframe. Both ends of the reinforcing cross beam 400 are arranged at the third bushing mounting bracket 210 and the fourth bushing mounting bracket 310, strengthening the structural strength of the front subframe.

[0051] Embodiment 3

[0052] Please refer toFigure 3 , this embodiment further describes the structural positional relationship of a lightweight front subframe assembly on the basis of Embodiment 1, including:

[0053] The first convex structure 110 and the second convex structure 120 respectively arranged at both ends of the front crossbeam 100. In an implementable manner, the first convex structure 110 and the second convex structure 120 have the same structure and are symmetric about the longitudinal central axis of the front crossbeam 100. The first bushing mounting bracket 130 and the second bushing mounting bracket 140 are symmetric about the longitudinal central axis of the front crossbeam 100. The first connecting longitudinal beam 200 and the second connecting longitudinal beam 300 are symmetric about the longitudinal central axis of the front crossbeam 100.

[0054] Furthermore, the third bushing mounting bracket 210 and the fourth bushing mounting bracket 310 are symmetric about the longitudinal central axis of the front crossbeam 100. The fifth bushing mounting hole 502 and the sixth bushing mounting hole 503 arranged at both ends of the rear crossbeam 500 are symmetric about the longitudinal central axis of the front crossbeam 100; and the front suspension arm mounting hole positions 504 arranged at both ends of the rear crossbeam 500 are symmetric about the longitudinal central axis of the front crossbeam 100;

[0055] It should be noted that the lightweight front subframe assembly in this embodiment adopts an aluminum integral hollow casting. The front crossbeam 100, the first convex structure 110, the second convex structure 120, the first connecting longitudinal beam 200, the second connecting longitudinal beam 300, the strengthening crossbeam 400, the rear crossbeam 500 and the bushing mounting brackets are integrally cast and formed. The lightweight front subframe structure in this embodiment is symmetric, simplifies the front subframe structure, reduces the forming difficulty, and at the same time is cast with aluminum alloy material, with a hollow setting inside the structure. While meeting the strength and stiffness requirements, it further reduces the mass of the front subframe structure. The connections between the front subframe and other vehicle components are reasonably distributed, and the bushing mounting brackets are reasonably distributed in the front subframe, optimizing the transmission path of the aluminum alloy front subframe from the vehicle road surface vibration excitation to the body, and improving the safety and NVH and other property performances of the whole vehicle.

[0056] Embodiment 4

[0057] This embodiment provides a vehicle, which can be, for example, an electric vehicle or a hybrid electric vehicle. The vehicle includes the lightweight front subframe assembly as described above, and the lightweight front subframe assembly is used to connect components such as a bumper beam, a front suspension arm, a compressor, and a steering gear.

[0058] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. 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. Therefore, it should not be construed as a limitation to the invention.

[0059] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0060] Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The mention of "embodiment" in this article means that the specific features, structures, or characteristics described in connection with the embodiment can be included in at least one embodiment of this application. The appearance of this phrase in various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art can explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0061] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A lightweight front subframe assembly, characterized in that, it includes: A front crossbeam; both ends of the front crossbeam are respectively connected to a rear crossbeam through a first connecting longitudinal beam and a second connecting longitudinal beam; Wherein, a first convex structure is provided at the connection between the front crossbeam and the first connecting longitudinal beam, a first bushing mounting bracket is fixedly arranged on the surface of the first convex structure, and a first bushing mounting through hole is opened on the surface of the first convex structure near the first bushing mounting bracket; a second convex structure is provided at the connection between the front crossbeam and the second connecting longitudinal beam, a second bushing mounting bracket is fixedly arranged on the surface of the second convex structure, and a second bushing mounting through hole is opened on the surface of the second convex structure near the second bushing mounting bracket; A third bushing mounting bracket is fixedly arranged on the top surface of the first connecting longitudinal beam, and a fourth bushing mounting bracket is arranged on the top surface of the second connecting longitudinal beam; a fifth bushing mounting hole is arranged at one end of the rear crossbeam near the first connecting longitudinal beam, and a sixth bushing mounting hole is arranged at one end of the rear crossbeam near the second connecting longitudinal beam, wherein, A first swing arm mounting hole position is fixedly arranged on the side surface of the first connecting longitudinal beam near the third bushing mounting bracket, the first swing arm mounting hole position includes a first mounting hole position fixing piece and a second mounting hole position fixing piece, and the first mounting hole position fixing piece and the second mounting hole position fixing piece are fixedly arranged on the side surface of the first connecting longitudinal beam in parallel; The third bushing mounting bracket includes a third bushing mounting through hole and a third bushing support frame; one end of the third bushing support frame is connected to the third bushing mounting through hole, the other end of the third bushing support frame is fixedly arranged on the surface of the first connecting longitudinal beam, and a first inverted L-shaped reinforcing piece is fixedly arranged on the side wall of the third bushing support frame, and the other end of the first inverted L-shaped reinforcing piece is fixedly arranged on the first mounting hole position fixing piece; The first inverted L-shaped reinforcing piece and the third bushing support frame are perpendicular to each other in the top projection, and the axis of the third bushing fixing hole is misaligned with the space between the first mounting hole position fixing piece and the second mounting hole position fixing piece.

2. A lightweight front subframe assembly according to claim 1, characterized in that, The first bushing mounting bracket includes a first bushing support frame and a first bushing fixing hole, one end of the first bushing support frame is connected to the side wall of the first bushing fixing hole, and the other end of the first bushing support frame is fixedly arranged on the surface of the first convex structure; the second bushing mounting bracket includes a second bushing support frame and a second bushing fixing hole, one end of the second bushing support frame is connected to the side wall of the second bushing fixing hole, and the other end of the second bushing support frame is fixedly arranged on the surface of the second convex structure.

3. A lightweight front subframe assembly according to claim 2, characterized in that, The center of the first bushing fixing hole is coaxial with the center of the first bushing mounting through hole, and the center of the second bushing fixing hole is coaxial with the center of the second bushing mounting through hole.

4. A lightweight front subframe assembly according to claim 1, characterized in that, A second swing arm mounting hole position is fixedly arranged on the side surface of the second connecting longitudinal beam close to the fourth bushing mounting bracket. The second swing arm mounting hole position includes a third mounting hole position fixing piece and a fourth mounting hole position fixing piece. The third mounting hole position fixing piece and the fourth mounting hole position fixing piece are fixedly arranged in parallel on the side surface of the second connecting longitudinal beam.

5. A lightweight front subframe assembly according to claim 4, wherein, the fourth bushing mounting bracket includes a fourth bushing mounting through hole and a fourth bushing support frame; one end of the fourth bushing support frame is connected to the fourth bushing mounting through hole, the other end of the fourth bushing support frame is fixedly arranged on the surface of the second connecting longitudinal beam, and a second L-shaped reinforcing piece is fixedly arranged on the side wall of the fourth bushing support frame. The other end of the second L-shaped reinforcing piece is fixedly arranged on the third mounting hole position fixing piece.

6. A lightweight front subframe assembly according to claim 1, wherein, it further includes a reinforcing cross beam. One end of the reinforcing cross beam is connected to the first connecting longitudinal beam, and the other end of the reinforcing cross beam is connected to the second connecting longitudinal beam.

7. A lightweight front subframe assembly according to claim 1, wherein, a first anti-collision beam mounting hole position is arranged on the front end surface of the first convex structure close to the first bushing mounting through hole, and a second anti-collision beam mounting hole position is arranged on the front end surface of the second convex structure close to the second bushing mounting through hole.

8. A vehicle, wherein, the vehicle includes a lightweight front subframe assembly according to any one of claims 1-7.

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