Front subframe and vehicle

Abstract

The application discloses a front subframe and a vehicle. The front subframe is used for the vehicle, and the front subframe comprises a longitudinal beam assembly, a cross beam assembly and a bearing structure. The longitudinal beam assembly comprises two longitudinally arranged longitudinal beams. The cross beam assembly comprises three cross beams arranged in parallel. The two longitudinal beams are respectively connected to two ends of the three cross beams. The bearing structure is arranged on the longitudinal beams and is used for mounting a power assembly. Thus, as a platform-based front subframe, by arranging the three parallel cross beams, the needs of different power loadings of the platform can be met, and high rigidity, high strength and durability performance under each loading can be ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a front subframe and a vehicle. Background Technology

[0002] The front subframe is a crucial structure in a vehicle's chassis suspension, serving as both an intermediate buffer connecting the suspension and the body, and a mounting platform for the powertrain, control arms, stabilizer bars, and steering gear. However, the front subframes for gasoline-powered and electric vehicles differ. Existing front subframes cannot simultaneously support the engine assembly or electric motor assembly, nor can they adequately support the installation of multiple components such as the powertrain and transmission, resulting in reduced rigidity and durability. Different front subframes need to be specifically designed for different vehicle models or power sources, increasing costs. Summary of the Invention

[0003] This application provides a front subframe and a vehicle.

[0004] The front subframe of this application embodiment is used in a vehicle. The front subframe includes a longitudinal beam assembly, a crossbeam assembly, and a load-bearing structure. The longitudinal beam assembly includes two parallel longitudinal beams, and the crossbeam assembly includes three parallel crossbeams. The two longitudinal beams are respectively connected to the two ends of the three crossbeams. The load-bearing structure is disposed on the longitudinal beams and is used to mount the powertrain.

[0005] The front subframe implemented in this application is used in vehicles. The front subframe includes a longitudinal beam assembly, a crossbeam assembly, and a load-bearing structure. The longitudinal beam assembly includes two parallel longitudinal beams, and the crossbeam assembly includes three parallel crossbeams. The two longitudinal beams are respectively connected to the two ends of the three crossbeams. The load-bearing structure is mounted on the longitudinal beams and is used to mount the powertrain. Thus, as the platform's foundation, the front subframe, by setting three parallel crossbeams, can meet the needs of different powertrain configurations on the platform while ensuring high rigidity, high strength, and durability under each configuration.

[0006] In some embodiments, the crossbeams include a front crossbeam, a middle crossbeam, and a rear crossbeam, and the longitudinal beams include a left longitudinal beam and a right longitudinal beam, which are disposed at both ends of the crossbeams. Thus, the addition of a middle crossbeam between the front and rear crossbeams, in conjunction with the two longitudinal beams, increases the structural strength and rigidity of the entire front subframe. Simultaneously, the middle crossbeam can provide connection and support points for other components; components such as the powertrain can be positioned directly above the front subframe, providing better support for the front subframe and maximizing space utilization.

[0007] In some embodiments, the load-bearing structure is disposed on the longitudinal beam between the middle crossbeam and the rear crossbeam. Thus, the load-bearing structure can be positioned between the middle and rear crossbeams, and can connect to the powertrain, allowing the powertrain to be positioned directly above the front subframe, ensuring good support for the powertrain from the front subframe. Simultaneously, the front subframe can be used in off-road vehicles and SUVs, satisfying off-road and urban driving requirements while ensuring high-performance off-road capabilities, high comfort, and handling performance.

[0008] In some embodiments, the load-bearing structure includes a first load-bearing bracket and a second load-bearing bracket. The first load-bearing bracket is connected to the left longitudinal beam, and the second load-bearing bracket is connected to the right longitudinal beam. The first and second load-bearing brackets are arranged opposite to each other. Thus, the first load-bearing bracket connects to the left longitudinal beam, and the second load-bearing bracket connects to the right longitudinal beam. The opposite arrangement of the first and second load-bearing brackets allows the powertrain to be mounted in the space between the two load-bearing brackets, ensuring stable connection while making efficient use of the space in the front subframe.

[0009] In some embodiments, the longitudinal beams are integrally formed by hydraulic means. This integral forming of two longitudinal beams by hydraulic means gives them characteristics of easy forming, high load-bearing capacity, and high lateral stiffness, while also making it easier to fabricate cross-sectional structures and collapsible energy-absorbing structures.

[0010] In some embodiments, both the front and rear crossbeams are manufactured by welding them together vertically. Thus, both the front and rear crossbeams are made from two beam plates welded together vertically, allowing the weld seam to face the length of the vehicle, thereby enhancing the stiffness, strength, and durability of the front and rear crossbeams along the vehicle's length.

[0011] In some embodiments, the middle crossbeams are all manufactured by front-to-back welding. This allows the middle crossbeams to be fabricated from two beam plates welded together, with the weld seam oriented towards the vehicle's height. This, in turn, enhances the stiffness, strength, and durability of the front and rear crossbeams in the vehicle's height direction. Furthermore, the middle crossbeams, in conjunction with the front and rear crossbeams, achieve better strength and rigidity in both the vehicle's height and length directions.

[0012] In some embodiments, the front crossbeam includes a tow hook structure. Thus, the front crossbeam can be used for towing operations via the tow hook structure, and simultaneously, the front crossbeam can serve as a load-bearing point to pull the entire vehicle body.

[0013] In some embodiments, a first mounting hole is formed at the end of the longitudinal beam near the front crossbeam. This first mounting hole is used to mount the vehicle's cooling module. Thus, the cooling module can be mounted on the upper side of the front crossbeam through the first mounting hole, allowing the front crossbeam to support the cooling module, resulting in high space utilization.

[0014] The vehicle described in this application includes the front subframe as described in any of the above embodiments.

[0015] In the front subframe and vehicle implemented in this application, the front subframe is used in the vehicle and includes a longitudinal beam assembly, a crossbeam assembly, and a load-bearing structure. The longitudinal beam assembly includes two parallel longitudinal beams, and the crossbeam assembly includes three parallel crossbeams. The two longitudinal beams are respectively connected to the two ends of the three crossbeams. The load-bearing structure is mounted on the longitudinal beams and is used to mount the powertrain. Thus, as the platform foundation, the front subframe, by setting three parallel crossbeams, can not only meet the needs of different powertrain configurations on the platform but also ensure high rigidity, high strength, and durability under each configuration.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0018] Figure 1 This is a three-dimensional structural diagram of the front subframe according to an embodiment of this application;

[0019] Figure 2 This is a schematic diagram of the planar structure of the front subframe according to an embodiment of this application;

[0020] Figure 3 This is a structural schematic diagram of the vehicle according to an embodiment of this application;

[0021] Figure 4 This is another planar structural schematic diagram of the front subframe according to an embodiment of this application;

[0022] Figure 5 This is a schematic diagram of the longitudinal beam in an embodiment of this application;

[0023] Figure 6 This is a schematic diagram of the right longitudinal beam in an embodiment of this application;

[0024] Figure 7 This is a schematic diagram of the structure of the connecting bracket according to an embodiment of this application;

[0025] Figure 8This is a structural schematic diagram of the crossbeam according to an embodiment of this application.

[0026] Explanation of key component symbols:

[0027] Front subframe 100;

[0028] Longitudinal beam assembly 10, longitudinal beam 11, left longitudinal beam 111, right longitudinal beam 112, energy-absorbing section structure 113, bending structure 114, crossbeam assembly 20, crossbeam 21, front crossbeam 211, tow hook structure 2111, middle crossbeam 212, main reducer vibration isolation bushing mounting point 2121, rear crossbeam 213, lap joint 214, load-bearing structure 30, first load-bearing bracket 31, second load-bearing bracket 32, main load-bearing structure 33, bracket front plate 331, bracket rear plate 332, auxiliary load-bearing structure 34, power suspension mounting plate 35, first positioning hole 36, ... Two positioning holes 37, connecting seat 40, protruding end 41, connecting front plate 42, connecting rear plate 43, water leakage hole 44, connecting bracket 50, gearbox bracket 51, gearbox upper bracket 511, gearbox lower bracket 512, swing arm mounting plate 52, sleeve assembly 60, first sleeve 61, second sleeve 62, third sleeve 63, anti-slip texture 64, first mounting hole 71, second mounting hole 72, third mounting hole 73, fourth mounting hole 74, fifth mounting hole 75, sixth mounting hole 76, seventh mounting hole 77, eighth mounting hole 78, vehicle 200. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0030] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0031] The following disclosure provides many different embodiments or examples for implementing different structures of this application. To simplify the disclosure, specific examples and settings are described below. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or settings discussed. In addition, various specific examples of processes and materials are provided in this application, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0032] Please see Figure 1 , Figure 2 and Figure 3 The front subframe 100 of this application embodiment is used for vehicle 200. The front subframe 100 includes a longitudinal beam assembly 10, a crossbeam assembly 20 and a load-bearing structure 30. The longitudinal beam assembly 10 includes two parallel longitudinal beams 11, and the crossbeam assembly 20 includes three parallel crossbeams 21. The two longitudinal beams 11 are respectively connected to the two ends of the three crossbeams 21. The load-bearing structure 30 is disposed on the longitudinal beams 11 and is used to install the powertrain.

[0033] The front subframe 100 implemented in this application is used in vehicle 200. The front subframe 100 includes a longitudinal beam assembly 10, a crossbeam assembly 20, and a load-bearing structure 30. The longitudinal beam assembly 10 includes two parallel longitudinal beams 11, and the crossbeam assembly 20 includes three parallel crossbeams 21. The two longitudinal beams 11 are respectively connected to the two ends of the three crossbeams 21. The load-bearing structure 30 is disposed on the longitudinal beams 11 and is used to mount the powertrain. In this way, the front subframe 100, as the platform foundation, by setting three parallel crossbeams 21, can not only meet the needs of different powertrains on the platform, but also ensure high rigidity, high strength, and durability under each load.

[0034] Please see Figure 2 In some embodiments, the crossbeam 21 includes a front crossbeam 211, a middle crossbeam 212 and a rear crossbeam 213, and the longitudinal beam 11 includes a left longitudinal beam 111 and a right longitudinal beam 112, which are disposed at both ends of the crossbeam 21.

[0035] Thus, the addition of a middle crossbeam 212 between the front crossbeam 211 and the rear crossbeam 213, together with the two longitudinal beams 11, increases the structural strength and rigidity of the entire front subframe 100. Simultaneously, the middle crossbeam 212 provides connection and support points for other components, allowing components such as the powertrain to be positioned directly above the front subframe 100, resulting in better support for the front subframe 100 and higher space utilization.

[0036] As the main load-bearing structure 30, the front subframe not only bears the action of random road surface loads, but also needs to bear the inertial forces of the powertrain mass in different directions, playing a key role in the vibration control and safety of the vehicle 200. The front subframe 100 of the embodiment of the present application includes three cross beams 21 and two longitudinal beams 11, which can increase the strength and stiffness of the front subframe 100, and at the same time increase the connection points, so that more components can be integrated on the front subframe 100, making rational use of space. The front subframe 100 can install different models and types of powertrains through the load-bearing structure 30. The front subframe 100 is connected together by three cross beams 21 and two longitudinal beams 11, roughly in the shape of a "day" character, increasing its own strength and having high shock absorption performance. The front subframe 100 can be connected to the vehicle body of the vehicle 200 and can be used as a support carrier for components such as the powertrain to connect components such as the powertrain to the vehicle body and play the role of bearing and transmitting loads.

[0037] Please refer to Figure 1 and Figure 2 , the load-bearing structure 30 of the embodiment of the present application is arranged on the longitudinal beam 11. The load-bearing structure 30 is used to install the powertrain. The powertrain is longitudinally installed on the load-bearing structure 30 along the first direction, and the first direction is the height direction of the vehicle 200.

[0038] In this way, the longitudinally arranged powertrain is carried on the independent front subframe 100. As part of the compatibility design of the chassis architecture platform, the front subframe 100 is required to be able to meet different power size requirements and at the same time meet the layout requirements of longitudinally and transversely arranged powertrains. In this way, the versatility of the front subframe 100 is enhanced, and a non-load-bearing body design that can ensure both high off-road performance and high comfort requirements can be achieved.

[0039] It should be noted that in the embodiment of the present application, the first direction is the height direction of the vehicle 200, the second direction is the length direction of the vehicle 200, and the third direction is the width direction of the vehicle 200, and the three directions are perpendicular to each other.

[0040] The front subframe 100 of the embodiment of the present application can be applied to models such as off-road vehicles and sports utility vehicles (SUVs), etc., and a non-load-bearing body design that can ensure both high off-road performance and high comfort requirements can be achieved. The longitudinally arranged powertrain can be carried on the front subframe 100 of the vehicle 200. As part of the compatibility design of the chassis architecture platform, the front subframe 100 can not only meet different power size requirements, but also meet the layout requirements of longitudinally and transversely arranged powertrains at the same time. The front subframe 100 of the embodiment of the present application ensures the vertical stiffness and strength performance through three cross beams 21 and two longitudinal beams 11, and can well adapt to different longitudinally arranged powertrains.

[0041] Specifically, the longitudinally mounted powertrain can be positioned at the front axle of vehicle 200 and drive the rear axle via a rear driveshaft. This eliminates the need to occupy rear space of vehicle 200, and also eliminates the need to install a motor and electric axle structure on the rear axle. The modification to the base model is minimal, and it does not affect the design and structure of the rear of the vehicle body, enabling greater versatility in design. Furthermore, vehicle 200 can be driven directly by the engine or by a drive motor, achieving various driving modes and significantly improving overall vehicle economy. The controller assembly can adjust the power source according to actual needs and operating conditions to enhance the vehicle 200's performance. The powertrain can be connected to the load-bearing structure 30 via mounts and other mounting brackets. The powertrain mounts can be hydraulic mounts to accommodate the high torque and heavy loads of the longitudinally mounted powertrain and meet fatigue durability requirements.

[0042] In this application embodiment, the type and model of the powertrain are not limited. The powertrain can be an engine or an electric motor to meet different needs for different vehicle architectures. When needed, the height of the powertrain can be adjusted through the load-bearing structure 30. In this way, by simply canceling or replacing, without changing the structure, all types of powertrains, including transverse and longitudinal engine arrangements and electric motors, can be installed.

[0043] This application's implementation comprehensively considers the mounting of powertrains of different sizes and types, including independent front suspension, MacPherson strut suspension, stabilizer bar, steering gear, engine mount, transmission mount, exhaust mount, and engine compartment front cooling module. Using a high-bending-section hydroformed tubular beam as the main load-bearing structure 30 of the subframe, and an independent engine mount mounting structure, it fulfills the platform development requirements for the front subframe 100 without affecting the installation of various functional components. The overall structure is simple and possesses high rigidity and strength characteristics.

[0044] Please see Figure 4 In some embodiments, the load-bearing structure 30 further includes a main load-bearing structure 33 and an auxiliary load-bearing structure 34, which are arranged opposite to each other on the longitudinal beam 11 along a second direction, which is the length direction of the vehicle 200.

[0045] Thus, the main load-bearing structure 33 and the auxiliary load-bearing structure 34 are arranged along the length of the vehicle 200, which can meet the requirements of the load-bearing performance of the longitudinal powertrain and the comfort performance of the vehicle 200. The design of increasing the lateral cross-sectional area is maximized through the main load-bearing structure 33 and the auxiliary load-bearing structure 34.

[0046] Please see Figure 2In some embodiments, the load-bearing structure 30 further includes a power mount plate 35, which is mounted on the main load-bearing structure 33 and the auxiliary load-bearing structure 34, and is used to connect the powertrain.

[0047] Thus, the power mount plate 35 is mounted on the main load-bearing structure 33 and the auxiliary load-bearing structure 34, and can be used to mount the powertrain, improving the integration of the front subframe 100. The power mount plate 35 can be raised a certain distance relative to the main load-bearing structure 33 and the auxiliary load-bearing structure 34, so that the load-bearing structure 30 can be adjusted in height to accommodate longitudinally mounted powertrains of different sizes.

[0048] Specifically, the overall load-bearing structure 30 consists of a closed-loop main support structure formed by two rear-end supports. The auxiliary load-bearing structure 34 on the front side and the main load-bearing structure 33 on the rear side are arranged opposite each other along the second direction to form a closed-loop section, ensuring high rigidity, strength, and durability. The power suspension mounting plate 35 has a length of 200mm along the third direction, thus providing good strength performance in the second direction.

[0049] Please see Figure 2 In some embodiments, the power suspension mounting plate 35 is formed with a fourth mounting hole 74 for mounting the suspension of the powertrain.

[0050] Thus, the power suspension mounting plate 35 can be connected to the powertrain suspension through the fourth mounting hole 74, and finally connected to the powertrain, so that the powertrain can be longitudinally mounted directly above the front subframe 100.

[0051] Please see Figure 4 In some embodiments, the main load-bearing structure 33 includes a front plate 331 and a rear plate 332, which are welded together to form a closed-loop structure.

[0052] Thus, the main structure of the main load-bearing structure 33 can be formed by the front plate 331 and the rear plate 332 of the support. The front plate 331 and the rear plate 332 of the support are welded to form a closed-loop structure, which can reduce weight while ensuring structural strength.

[0053] Specifically, the main load-bearing structure 33 gradually transitions from an irregular circle to a rectangle in cross-section from bottom to top, ensuring its vertical and lateral stiffness. The auxiliary load-bearing structure 34 gradually transitions from wide to narrow cross-section from bottom to top, avoiding abrupt changes in stiffness. The auxiliary load-bearing structure 34, in conjunction with the main load-bearing structure 33, ensures structural strength. A flange structure is added to the bottom of the main load-bearing structure 33 to ensure good weld durability under powertrain durability conditions. A boss feature is added to the top of the power mount mounting plate 35 to accommodate the arrangement of longitudinally mounted powertrains of different sizes and to improve structural stiffness, thus providing the front subframe 100 load-bearing structure 30 that simultaneously meets the load-bearing capacity requirements of the longitudinally mounted powertrain and the comfort performance requirements of the vehicle. The structure in this application maximizes the increase in lateral cross-sectional area on the subframe longitudinal beam 11. Compared to traditional structures, the front subframe 100 exhibits over 100% increase in vertical stiffness and over 400% increase in lateral stiffness. This allows for adjustment of the structural height while ensuring stiffness performance in all directions, meeting the requirements of longitudinally mounted powertrains of different sizes. The load-bearing structure 30 in this embodiment has simple manufacturing process, ensures the durability of welds and structure, and does not affect the structural performance of the original main body of the front subframe 100.

[0054] The front subframe 100 of this embodiment is based on a chassis architecture platform and consists of a main load-bearing structure 33 and an auxiliary load-bearing structure. The main load-bearing structure 33 is composed of a rear bracket plate 332 and a front bracket plate 331, wherein the rear bracket plate 332 and the front bracket plate 331 are welded to form a closed-loop square structure. The optimized system cross-sectional dimensions have high bending and torsional resistance. The auxiliary load-bearing structure 34 can be fabricated from an auxiliary bracket, and the auxiliary load-bearing structure 34 can be connected to the main load-bearing structure 33 through a power suspension mounting plate 35. The auxiliary load-bearing structure 34 and the main load-bearing structure 33 can be formed by sheet metal welding, or they can be replaced by a solid structure made of cast aluminum, which can have higher rigidity and support characteristics.

[0055] In this embodiment, the engine support bracket is laterally extended by modifying the mounting plane of the subframe, and the main support structure 33 and the auxiliary support structure 34 need to pass through the transmission bearing.

[0056] Please see Figure 1 In some embodiments, a first positioning hole 36 is formed on the rear plate 332 of the bracket, and a second positioning hole 37 is formed on the auxiliary support structure 34. The first positioning hole 36 and the second positioning hole 37 are aligned along a second direction.

[0057] Thus, the first positioning hole 36 and the second positioning hole 37 can be aligned along the second direction, thereby ensuring the relative position of the auxiliary load-bearing structure 34 and the main load-bearing structure 33, and ensuring that the two can jointly support the powertrain.

[0058] Please see Figure 2 In some embodiments, the load-bearing structure 30 is disposed on the longitudinal beam 11 between the middle crossbeam 212 and the rear crossbeam 213.

[0059] Thus, the load-bearing structure 30 can be positioned between the middle crossbeam 212 and the rear crossbeam 213. The load-bearing structure 30 can connect to the powertrain, allowing the powertrain to be positioned directly above the front subframe 100, ensuring good support for the powertrain from the front subframe 100. Simultaneously, the front subframe 100 can be used in off-road vehicles and SUVs, satisfying off-road and urban driving requirements while ensuring high-performance off-road capabilities, high comfort, and handling performance.

[0060] Please see Figure 2 In some embodiments, the load-bearing structure 30 includes a first load-bearing bracket 31 and a second load-bearing bracket 32. The first load-bearing bracket 31 is connected to the left longitudinal beam 111, and the second load-bearing bracket 32 ​​is connected to the right longitudinal beam 112. The first load-bearing bracket 31 and the second load-bearing bracket 32 ​​are arranged opposite to each other.

[0061] Thus, the first support bracket 31 is connected to the left longitudinal beam 111, and the second support bracket 32 ​​is connected to the right longitudinal beam 112. At the same time, the first support bracket 31 and the second support bracket 32 ​​are arranged opposite to each other, so that the powertrain can be mounted in the space between the two support brackets. This ensures stable connection while making reasonable use of the space of the front subframe 100.

[0062] Please see Figure 5 and Figure 6 In some embodiments, the longitudinal beam 11 is integrally formed by hydraulic means, and the longitudinal beam 11 forms an energy-absorbing section structure 113.

[0063] Thus, the two longitudinal beams 11 are integrally formed hydraulically, giving them characteristics of easy forming, high load-bearing capacity, and high lateral stiffness. It also makes it easier to fabricate cross-sectional structures and collapsible energy-absorbing structures. The longitudinal beam assembly 10 and the cross beam assembly 20 are connected to form the main structure of the front subframe 100. The hydraulic integral forming of the longitudinal beams 11 reduces weld overlaps and welds, resulting in lighter weight. Simultaneously, the longitudinal beams 11 are equipped with energy-absorbing arch structures. In the event of a frontal collision, these arch structures effectively absorb impact energy, preventing the subframe from intruding into the passenger compartment.

[0064] Please see Figure 1 and Figure 2 In some embodiments, the energy-absorbing section structure 113 is formed between the middle crossbeam 212 and the front crossbeam 211.

[0065] Thus, the energy-absorbing section structure 113 is positioned between the middle crossbeam 212 and the front crossbeam 211, ensuring that when the vehicle 200 encounters a frontal collision, the energy-absorbing section structure 113 can absorb the impact force immediately. If the impact force is too great, the longitudinal beam 11 can bend and undergo structural changes, preventing the longitudinal beam 11 from directly intruding into the passenger compartment after being impacted and causing injury to the personnel.

[0066] The longitudinal beam 11 in this embodiment is an integrally hydroformed variable cross-section longitudinal beam 11, which has the characteristics of easy forming, high load-bearing capacity, and high lateral stiffness. The longitudinal beam 11 is made using a hydroforming process, and a collapsible energy-absorbing structure is designed on the longitudinal beam 11. The deformation and bending trend of this structure after a collision conforms to the collision safety strategy.

[0067] Please see Figure 1 and Figure 2 In some embodiments, the end of the longitudinal beam 11 away from the front crossbeam 211 has a bent structure 114, and the bent structures 114 of the left longitudinal beam 111 and the right longitudinal beam 112 are bent in a direction away from each other.

[0068] Thus, the bending structure 114 at the end of the longitudinal beam 11 near the passenger compartment can be bent outward, so that the two longitudinal beams 11 are placed in a V-shape. In this way, when the vehicle 200 encounters a frontal collision, the two longitudinal beams 11 can move in a direction away from each other, thereby preventing the longitudinal beams 11 from inserting straight into the passenger compartment.

[0069] Please see Figure 4 and Figure 5 In some embodiments, the bending structure 114 bends and lifts upward along a first direction, which is the height direction of the vehicle 200.

[0070] Thus, while bending away from each other, the bending structures 114 can be raised upwards, thereby enhancing the longitudinal beam 11's ability to absorb frontal impacts. When the vehicle 200 is subjected to a frontal impact, the energy-absorbing section structure 113 can bend downwards, and the front and rear ends of the longitudinal beam 11 can be raised upwards, allowing the assembly to absorb more impact force. In the event of excessive impact force, the bending structures 114 can be raised upwards to prevent injury to passengers in the passenger compartment.

[0071] Please see Figure 4 In some embodiments, the bending structures 114 of the left longitudinal beam 111 and the right longitudinal beam 112 are raised to the same height.

[0072] In this way, the bending structure 114 of the left longitudinal beam 111 and the right longitudinal beam 112 are raised to the same height, so that the entire front subframe 100 can be placed flat in the vehicle and stably connected to the vehicle body.

[0073] Specifically, the left longitudinal beam 111 and right longitudinal beam 112 are designed with variable cross-sections, and the bending structure 114 adds a third-party bending, increasing lateral stiffness. The third-party bending and cross-sectional change of the bending structure 114 can both avoid collisions caused by the movement of the control arm and increase safety performance during a collision. The use of hydroforming process can reduce weld overlap and weld seams, making the weight about 10% lighter than the traditional upper and lower plate welded assembly crossbeam 21. The powertrain, cooling module, steering gear, suspension control arms and other parts are integrated and installed on the longitudinal beam 11, achieving weight reduction of the assembly. Compared with the existing energy-absorbing box structure to mitigate the damage caused by a frontal collision to the vehicle 200, the bending structure 114 and energy-absorbing section structure 113 designed on the longitudinal beam 11 of this application can absorb all impact energy at the first moment, and deform at the limit energy absorption position to further absorb the impact force, reducing the rigid impact on the vehicle body and thus preventing secondary injuries to the occupants.

[0074] Please see Figure 1 and Figure 2 In some embodiments, both the front crossbeam 211 and the rear crossbeam 213 are manufactured by welding them together vertically.

[0075] Thus, both the front crossbeam 211 and the rear crossbeam 213 are made by welding two beam plates together, so that the weld can face the length direction of the vehicle 200, thereby making the front crossbeam 211 and the rear crossbeam 213 have stronger rigidity, strength and durability in the length direction of the vehicle 200.

[0076] Please see Figure 1 and Figure 2 In some embodiments, the middle crossbeam 212 is prepared by front and rear welding.

[0077] Thus, the middle crossbeam 212 can be manufactured by welding two beam plates together front and back, allowing the weld seam to face the height direction of the vehicle 200. This, in turn, enhances the stiffness, strength, and durability of the front crossbeam 211 and rear crossbeam 213 in the height direction of the vehicle 200. Simultaneously, the middle crossbeam 212, in conjunction with the front crossbeam 211 and rear crossbeam 213, achieves better strength and rigidity in both the height and length directions of the vehicle 200.

[0078] Please see Figure 1 and Figure 2 In some embodiments, the front crossbeam 211 includes a tow hook structure 2111.

[0079] In this way, the front crossbeam 211 can be used for towing and other operations through the tow hook structure 2111, and at the same time, the front crossbeam 211 can be used as a force point to pull the entire body of the vehicle 200.

[0080] Please see Figure 1 and Figure 2The front subframe 100 of this application embodiment includes a connecting seat 40, which is used to connect the body of the vehicle 200. The connecting seat 40 is covered and installed at the connection between the crossbeam 21 and the longitudinal beam 11.

[0081] Thus, on the frame-type subframe that carries the longitudinally mounted powertrain, the subframe and the longitudinal beams 11 of the body are structurally connected at different height differences. At the same time, the stabilizer bar bracket is arranged on the steering knuckle as a load-bearing structure 30, which has the characteristics of high rigidity, high strength and high weld fatigue durability.

[0082] Please see Figure 1 and Figure 2 In some embodiments, the connecting seat 40 covers the connection between the front crossbeam 211 and the longitudinal beam 11.

[0083] In this way, the front crossbeam 211 and the two longitudinal beams 11 can be connected together by welding, and then the weld is covered by the connecting seat 40 to avoid the gap of the connection being exposed, which can further increase the connection strength of the front crossbeam 211 and the longitudinal beams 11.

[0084] Please see Figure 1 and Figure 2 In some embodiments, the connecting seat 40 includes an extension end 41 that bends away from the front crossbeam 211.

[0085] Thus, there can be two protruding ends 41, which can extend to the left and right sides, so that the end of the connecting seat 40 can be stably connected to the mounting point of the vehicle body.

[0086] Please see Figure 4 In some embodiments, the connector 40 includes a front connector 42 and a rear connector 43, which are manufactured by welding the front and rear connectors together.

[0087] Thus, the front connecting plate 42 and the rear connecting plate 43 can be connected by front and rear welding and the sleeves can be welded together, so that the weld can face the height direction of the vehicle 200, thereby making the connecting seat 40 more rigid, strong and durable in the height direction of the vehicle 200.

[0088] Please see Figure 4 In some embodiments, the cross-sectional area formed by the front panel 42 and the rear panel 43 connected downward along a first direction gradually increases, where the first direction is the height direction of the vehicle 200.

[0089] Thus, the cross-sectional area of ​​the connecting seat 40 increases as it descends, making the connecting seat 40 thicker, stronger, and larger. At the same time, the connecting seat 40 covers and is installed at the connection between the front crossbeam 211 and the longitudinal beam 11.

[0090] Specifically, in this embodiment, after the front subframe 100 is equipped with a longitudinally mounted powertrain, the rear end of the longitudinal beam 11 can be lifted upwards through a bending structure to connect with the vehicle body. A height difference will then occur at the connection point between the front end of the longitudinal beam 11 and the vehicle body. The connecting seat 40 allows for structural connection between the front subframe 100 and the vehicle body longitudinal beam 11 at different height differences. Simultaneously, the stabilizer bar bracket, acting as a load-bearing structure 30, is arranged on the steering knuckle, exhibiting high rigidity, high strength, and high weld fatigue durability. In traditional butterfly-type and frame-type subframes, the steering knuckle structure is generally not used due to poor support and low rigidity of the subframe for the steering knuckle.

[0091] In this embodiment, the connecting seat 40 achieves high rigidity and strength through a wrap-around horn structure. Therefore, it can be connected to the vehicle body via the horn structure, enabling structural connection between the front subframe 100 and the longitudinal beam 11 at different height differences. Compared to traditional rectangular or circular cross-section horns, the connecting seat 40 of this application has a gradually changing angle cross-section, resulting in better stability. The semi-wrapped form eliminates the traditional through-type structure of a fixed rectangular or circular cross-section horn, wrapping the longitudinal beam 11 and crossbeam 21 of the front subframe 100 into a locally closed system structure. This not only solves the problem of insufficient rigidity but also strengthens the overlap between the subframe crossbeam 21 and the longitudinal beam 11, complementing each other and significantly improving the fatigue resistance of the overlap weld between the crossbeam 21 and the longitudinal beam 11. The connecting seat 40 of this application features high rigidity while meeting fatigue durability requirements. Furthermore, the stabilizer bar is arranged on the horn structure, resulting in a compact structure and easy installation of the stabilizer bar.

[0092] Please see Figure 4 In some embodiments, a drainage hole 44 is formed on the connecting rear plate 43 to drain water accumulated in the space enclosed by the connecting front plate 42 and the connecting rear plate 43. In this way, the drainage hole 44 can remove water remaining in the connecting front plate 42 and the connecting rear plate 43, preventing water accumulation from causing corrosion of the front subframe 100.

[0093] Please see Figure 1 and Figure 2 The front subframe 100 of this application embodiment includes a connecting bracket 50, which is disposed on the longitudinal beam assembly 10 and is used to install the gearbox mount and the control arm.

[0094] Thus, the integrated structure increases the lateral space of the subframe, providing a platform for the engine mount arrangement. Simultaneously, the installation of the transmission mount and control arm further improves space utilization. The compact structure increases the stiffness of the control arm mount attachment point by 200%, and the integrated design results in lower weight and cost.

[0095] Please see Figure 7In some embodiments, the connecting bracket 50 includes a gearbox bracket 51 and a control arm mounting plate 52. The gearbox bracket 51 is used to connect the gearbox mount, and the control arm mounting plate 52 is used to connect the control arm. In this way, the connecting bracket 50 can integrate the gearbox mount and the control arm mounting plate 52, and can connect the gearbox mount and the control arm simultaneously, realizing an integrated design structure of the gearbox mount and the control arm bracket, further increasing the compactness of the front subframe.

[0096] Please see Figure 7 In some embodiments, the gearbox bracket 51 includes an upper gearbox bracket 511 and a lower gearbox bracket 512, which are respectively welded to the upper and lower sides of the longitudinal beam assembly. Thus, the upper gearbox bracket 511 and the lower gearbox bracket 512 can cooperate to connect the power mount, ensuring stable installation of the power mount.

[0097] Please see Figure 2 In some embodiments, the connecting bracket 50 is disposed at one end of the longitudinal beam 11 near the rear crossbeam 213.

[0098] This allows for a more rational arrangement of the front subframe 100 and other components. The control arm can be installed at the rear of the front subframe 100 to avoid the gearbox mount and powertrain, resulting in high space utilization.

[0099] Specifically, in this embodiment, the front subframe 100 carries a longitudinally mounted powertrain, supporting both the engine mount and bracket, as well as the transmission assembly mount. In this application, the cantilever and transmission assembly mount can be simultaneously mounted on the connecting bracket 50. Typically, the mount bracket and the swing arm brackets of each member are designed independently, with each component welded to the subframe's transverse and longitudinal beams 11. By placing the transmission mount bracket horizontally, a mounting platform is added to the subframe, providing a platform for both the transmission mount and the engine mount bracket. Integrating the transmission mount bracket as part of the swing arm bracket achieves an integrated design and a compact structure. The integrated structure of the connecting bracket 50 provides a lateral platform for the engine mount bracket, making the component connection structure centered on the front subframe 100 compact and increasing the stiffness of the swing arm mounting bracket's attachment point by 200%. Simultaneously, the integrated structure eliminates the need for separate bracket fabrication, resulting in lower weight and cost.

[0100] Please see Figure 2 In some embodiments, a first mounting hole 71 is formed at one end of the longitudinal beam 11 near the front crossbeam 211, the first mounting hole 71 being used to mount the cooling module of the vehicle 200.

[0101] In this way, the cooling module can be installed on the upper side of the front crossbeam 211 through the first mounting hole 71, so that the front crossbeam 211 can support the cooling module, resulting in high space utilization.

[0102] Please see Figure 6 In some embodiments, a second mounting hole 72 is formed on the bent structure 114 for mounting a sleeve to connect to the vehicle body.

[0103] Thus, a sleeve can be installed in the second mounting hole 72, and the sleeve can be connected to the vehicle body, allowing the front subframe 100 to be mounted on the vehicle body. The bending structure 114 of the left longitudinal beam 111 and the right longitudinal beam 112 is raised to the same height, so that the second mounting hole 72 is at the same height. In this way, using sleeves of the same specification reduces the variety of materials, ensures that the final assembly parts are of uniform specification, and avoids mixing.

[0104] Please see Figure 2 In some embodiments, the longitudinal beam 11 also has a third mounting hole 73 for mounting the steering gear. This allows the front subframe 100 to be used for mounting the steering gear, improving the integration of the front subframe 100.

[0105] Please see Figure 1 In some embodiments, a fifth mounting hole 75 is formed on the rear connecting plate 43 for mounting a stabilizer bar. This allows the stabilizer bar to be directly mounted on the connecting seat 40, making more efficient use of space and resulting in a more compact and space-saving front subframe 100 structure. The stabilizer bar can be bolted to the connecting seat 40.

[0106] Please see Figure 7 In some embodiments, the upper gearbox bracket 511 and the lower gearbox bracket 512 are provided with a sixth mounting hole 76 for mounting the gearbox mount. Thus, the gearbox mount can be stably mounted on the gearbox mount via the sixth mounting hole 76.

[0107] Please see Figure 7 In some embodiments, a seventh mounting hole 77 is formed on the gearbox upper bracket 511 for mounting the load-bearing structure 30. Thus, the load-bearing structure 30 can be connected through the seventh mounting hole 77, and the powertrain can then be mounted on the front subframe 100 via the load-bearing structure 30, ensuring stable installation of the powertrain and the front subframe 100.

[0108] Please see Figure 1 and Figure 7 In some embodiments, an eighth mounting hole 78 is formed on the control arm mounting plate 52 for mounting the control arm. Thus, the control arm can be connected through the eighth mounting hole 78, and the powertrain can then be mounted on the front subframe 100 via the control arm, ensuring stable mounting of the control arm.

[0109] Specifically, in this embodiment, the front subframe 100 can simultaneously mount the longitudinally mounted powertrain, cooling module, and control arm, and is connected to the vehicle body at three locations to ensure stable connection between the front subframe 100 and the vehicle body, and to improve the integration of the front subframe 100. Meanwhile, the control arm mounting plate 52 can be mounted on the bending structure 114, allowing the front and rear suspension arms to avoid each other through the bending structure 114.

[0110] Please see Figure 8 The crossbeam assembly 20 of this application includes a crossbeam 21, which has an overlap interface 214. The overlap interface 214 is flared and is used to connect with the longitudinal beam assembly 10.

[0111] Thus, the lap joint 214 is flared, and the lap joint 214 can cover the longitudinal beam assembly 10 and be connected to the longitudinal beam 11 by welding, which can avoid the stress path and ensure the durability of the weld.

[0112] Please see Figure 2 In some embodiments, the end of the crossbeam 21 covers the sidewall of the longitudinal beam 11.

[0113] Thus, when the crossbeam 21 is welded to the longitudinal beam 11, the end of the crossbeam 21 can cover the side wall of the longitudinal beam 11, ensuring a stable connection and improving the rigidity of the crossbeam 21, thereby improving the vibration isolation rate of the gearbox mount and the left and right engine mounts.

[0114] Please see Figure 2 In some embodiments, a mounting bracket is formed on the middle crossbeam 212, and a third mounting hole 73 is formed on the mounting bracket.

[0115] Thus, a third mounting hole 73 can also be provided on the mounting bracket, allowing the steering gear to be connected to the mounting brackets of both the longitudinal beam 11 and the cross beam 21 simultaneously, ensuring stable installation. In other words, the mounting bracket on the middle cross beam 212 can work together with the left longitudinal beam 111 and the right longitudinal beam 112 to connect and fix the steering gear, ensuring stable connection of the steering gear.

[0116] Please see Figure 1 In some embodiments, the main reducer vibration isolation bushing mounting point 2121 is formed on the middle crossbeam 212.

[0117] In this way, the main reducer vibration isolation bushing can be installed on the middle crossbeam 212, making the front subframe 100 more compact and stable.

[0118] Specifically, the crossbeam 21 can be welded onto the longitudinal beam 11 of the front subframe 100, and simultaneously serves as the mounting point for the steering gear assembly and the front mount of the power transmission, exhibiting high dynamic stiffness and strength. This also increases the stiffness of the crossbeam 21, thereby improving the vibration isolation rate of the transmission mount and the left and right engine mounts.

[0119] Furthermore, the two ends of the crossbeam 21 are wrapped around the two longitudinal beams 11, which increases the connection area between the longitudinal beams 11 and the crossbeam 21 and optimizes the stress on the weld. The cross section has been optimized in terms of topology and joint lap, ensuring weld durability. The longitudinal beam 11 adopts a mature stamping process, with a simple structure and is about 10% lighter than the traditional upper and lower plate welded assembly crossbeam 21. The fastening direction is consistent with the bushing sleeve direction, and the same size circular holes are opened on both sides to facilitate sleeve welding positioning and shorten process adjustment time.

[0120] Please see Figure 1 and Figure 2 The front subframe 100 of this application embodiment includes a sleeve assembly 60, which is connected to the longitudinal beam assembly 10 and is used to connect the body of the vehicle 200.

[0121] In this way, the sleeve specifications are consistent, the types of materials are limited, and the specifications of the final assembly parts are uniform, avoiding mixing. Different overlapping methods are used for different structures, all of which can meet the requirements of stiffness and fatigue durability.

[0122] Please see Figure 6 In some embodiments, a second mounting hole 72 is formed at one end of the longitudinal beam 11 near the rear crossbeam 213, and the sleeve assembly 60 includes a first sleeve 61 disposed on the second mounting hole 72.

[0123] Thus, the first sleeve 61 can be installed on the longitudinal beam 11 through the second mounting hole 72, so that the longitudinal beam 11 can be connected to the vehicle body through the first sleeve 61.

[0124] Please see Figure 1 and Figure 2 In some embodiments, the sleeve assembly 60 includes a second sleeve 62 disposed on the connector 40.

[0125] In this way, the connecting seat 40 can be connected to the vehicle body through the second sleeve 62. The second sleeve 62 and the first sleeve 61 can maintain the same specifications, making the final assembly parts uniform in specifications and avoiding mixing. Different overlapping methods can be used for different structures, all of which can meet the requirements of stiffness and fatigue durability.

[0126] Please see Figure 1 and Figure 2In some embodiments, the front subframe 100 includes a load-bearing structure 30 disposed on the longitudinal beam 11, and the load-bearing structure 30 is used to mount the powertrain.

[0127] In this way, the front subframe 100 can be connected to the vehicle body through the load-bearing structure 30, which can meet different power size requirements and simultaneously meet the needs of longitudinal and transverse power arrangement. This enhances the versatility of the front subframe 100, ensuring both high off-road performance and high comfort requirements of the non-load-bearing body design.

[0128] Please see Figure 1 and Figure 2 In some embodiments, the sleeve assembly 60 includes a third sleeve 63 disposed on the support structure 30.

[0129] In this way, the third sleeve 63 can maintain the same specifications as the second sleeve 62 and the first sleeve 61, making the final assembly parts uniform in specifications and avoiding mixing. Different overlapping methods are used for different structures, all of which can meet the requirements of stiffness and fatigue durability. At the same time, the three sleeves can connect the front, middle and rear positions of the front subframe 100 to the vehicle body, ensuring a stable connection between the vehicle body and the front subframe 100.

[0130] Please see Figure 1 and Figure 2 In some embodiments, the sleeve assembly 60 is formed with anti-slip texture 64. In this way, the anti-slip texture 64 can effectively prevent slippage between the vehicle body and the sleeve assembly 60.

[0131] Please see Figure 1 and Figure 2 In some embodiments, the anti-slip texture 64 is a toothed pattern. This makes the toothed anti-slip texture 64 easier to manufacture and effectively prevents slippage between the vehicle body and the sleeve assembly 60.

[0132] Specifically, in this embodiment, the front subframe 100 uses sleeve assemblies 60 of the same specification, ensuring uniformity and reducing the variety of materials. The assembly parts are of a single specification, avoiding mixing. Different overlapping methods are used for different structures, all meeting the requirements for stiffness and fatigue durability. The addition of gear hobbing effectively reduces the problem of slippage at the mounting point under special operating conditions.

[0133] The sleeve assembly 60 includes a first sleeve 61, a second sleeve 62, and a third sleeve 63. The first sleeve 61 can be directly mounted on the second mounting hole 72 of the longitudinal beam 11, the second sleeve 62 can be mounted on the connecting seat 40, and the third sleeve 63 can be mounted on the power suspension mounting plate 35 of the load-bearing structure 30. In this way, the sleeve assembly 60 can be combined with the longitudinal beam 11, the connecting seat 40, and the load-bearing structure 30, and then connected to the vehicle body, maintaining the same height at the three connection points. There are two of each of the first sleeve 61, second sleeve 62, and third sleeve 63. The two first sleeves 61 are respectively mounted on the left longitudinal beam 111 and the right longitudinal beam 112, the two second sleeves 62 are respectively mounted on the extended ends 41 of the two connecting seats 40, and the two third sleeves 63 are respectively mounted on the power suspension mounting plates 35 of the first load-bearing bracket 31 and the second load-bearing bracket 32. For different structures, the sleeve assembly 60 can use different overlapping methods, all of which can meet the requirements of stiffness and fatigue durability. At the same time, the addition of gear hobbing effectively prevents slippage of the installation point. Under the premise of meeting stiffness and strength, it takes into account various sheet metal and sleeve overlapping forms. The first sleeve 61, the second sleeve 62 and the third sleeve 63 have uniform specifications, which facilitates management and reduces costs.

[0134] Please see Figure 3 The vehicle 200 of this application includes the front subframe 100 of any of the above embodiments.

[0135] In the front subframe 100 and vehicle 200 implemented in this application, the front subframe 100 is used for the vehicle 200. The front subframe 100 includes a longitudinal beam assembly 10, a crossbeam assembly 20, and a load-bearing structure 30. The longitudinal beam assembly 10 includes two parallel longitudinal beams 11, and the crossbeam assembly 20 includes three parallel crossbeams 21. The two longitudinal beams 11 are respectively connected to the two ends of the three crossbeams 21. The load-bearing structure 30 is disposed on the longitudinal beams 11 and is used to mount the powertrain. Thus, the front subframe 100, as the platform foundation, by setting three parallel crossbeams 21, can not only meet the needs of different powertrains on the platform, but also ensure high rigidity, high strength, and durability under each load.

[0136] In this application embodiment, the type of vehicle 200 is not limited. Vehicle 200 can be an electric vehicle or a hybrid vehicle to meet different needs.

[0137] In the description of the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0138] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with the described embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0139] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A front subframe for a vehicle, characterized in that, include: A longitudinal beam assembly, comprising two parallel longitudinal beams; A beam assembly includes three parallel beams, with two longitudinal beams respectively connected to both ends of the three beams; A load-bearing structure is provided on the longitudinal beam, the load-bearing structure being used to mount the powertrain; The load-bearing structure also includes a main load-bearing structure and an auxiliary load-bearing structure, which are arranged opposite each other on the longitudinal beam along a second direction, which is the length direction of the vehicle. The load-bearing structure also includes a power mount plate, which is mounted on the main load-bearing structure and the auxiliary load-bearing structure. The power mount plate is used to connect the powertrain.

2. The front subframe according to claim 1, characterized in that, The crossbeam includes a front crossbeam, a middle crossbeam, and a rear crossbeam, and the longitudinal beam includes a left longitudinal beam and a right longitudinal beam, which are located at both ends of the crossbeam.

3. The front subframe according to claim 2, characterized in that, The load-bearing structure is disposed on the longitudinal beam between the middle crossbeam and the rear crossbeam.

4. The front subframe according to claim 3, characterized in that, The load-bearing structure includes a first load-bearing bracket and a second load-bearing bracket. The first load-bearing bracket is connected to the left longitudinal beam, and the second load-bearing bracket is connected to the right longitudinal beam. The first load-bearing bracket and the second load-bearing bracket are arranged opposite to each other.

5. The front subframe according to claim 2, characterized in that, The longitudinal beam is integrally formed using hydraulic pressure.

6. The front subframe according to claim 2, characterized in that, Both the front crossbeam and the rear crossbeam are manufactured by welding them together vertically.

7. The front subframe according to claim 2, characterized in that, The central crossbeams are all manufactured by welding the front and rear sections together.

8. The front subframe according to claim 2, characterized in that, The front crossbeam includes a tow hook structure.

9. The front subframe according to claim 2, characterized in that, A first mounting hole is formed at one end of the longitudinal beam near the front crossbeam, and the first mounting hole is used to install the cooling module of the vehicle.

10. A vehicle, characterized in that, Includes the front subframe as described in any one of claims 1-9.

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