Front subframe and vehicle

Abstract

The present application discloses a front subframe and a vehicle. In the embodiment of the present application, the front subframe is used for a vehicle, and the front subframe includes a longitudinal beam assembly, a cross beam assembly, and a load-bearing structure. The longitudinal beam assembly includes two longitudinal beams arranged in parallel, and the cross beam assembly includes three cross beams arranged in parallel. Two longitudinal beams are respectively connected to the two ends of the three cross beams. The load-bearing structure is arranged on the longitudinal beams. The load-bearing structure is used to install a powertrain. The powertrain is longitudinally installed on the load-bearing structure along a first direction, and the first direction is the height direction of the vehicle. In this way, the longitudinal engine is carried on an independent front subframe. As part of the compatibility design of the chassis architecture platform, the front subframe is required to meet different power size requirements and the layout requirements of longitudinal and transverse power at the same time. In this way, the versatility of the front subframe is enhanced, and a non-load-bearing body design that can ensure both high off-road performance and high comfort requirements is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and more particularly, to a front subframe and a vehicle. Background Art

[0002] The vehicle subframe is an important structure of the vehicle chassis suspension. It is not only the intermediate buffer body connecting the suspension and the body, but also the installation platform for the powertrain, swing arm, stabilizer bar and steering gear. However, for powertrains with different placement methods, a specially designed front subframe is required. Among them, in traditional models equipped with longitudinally mounted engines, the auxiliary bracket is often connected to the load-bearing integrated frame longitudinal beam. In the structure with a longitudinal engine mounted on the subframe, the longitudinal beam bracket is usually raised. At the same time, due to the limitation of the lateral size of the engine compartment, it is mounted with a rectangular bracket system, which is longer in the longitudinal direction of the vehicle and flat in the lateral direction of the vehicle. Under this arrangement limitation, the bracket only serves as a power load, and there are vibration and durability risks in the lateral direction of the vehicle. Summary of the Invention

[0003] Embodiments of the present application provide a front subframe and a vehicle.

[0004] The front subframe of the embodiment of the present application is used for a vehicle, and the front subframe includes a longitudinal beam assembly, a cross beam assembly and a load-bearing structure. The longitudinal beam assembly includes two parallel longitudinal beams, and the cross beam assembly includes three parallel cross beams. Two of the longitudinal beams are respectively connected to the two ends of the three cross beams. The load-bearing structure is arranged on the longitudinal beams. The load-bearing structure is used to install a powertrain. The powertrain is longitudinally installed on the load-bearing structure along a first direction, and the first direction is the height direction of the vehicle.

[0005] The front subframe in the embodiment of the present application is used in a vehicle and includes a longitudinal beam assembly, a cross beam assembly, and a load-bearing structure. The longitudinal beam assembly includes two parallel longitudinal beams, and the cross beam assembly includes three parallel cross beams, with two longitudinal beams connected to each end of the three cross beams. The load-bearing structure is mounted on the longitudinal beams and is used to mount a powertrain, which is mounted longitudinally on the load-bearing structure along a first direction, which is the height of the vehicle. In this way, the longitudinally mounted engine is supported on an independent front subframe. As part of the chassis architecture platform compatibility design, the front subframe is required to meet different powertrain size requirements and simultaneously meet the requirements for both longitudinal and transverse powertrain layouts. This enhances the versatility of the front subframe, ensuring both high off-road performance and a non-load-bearing body design with high comfort requirements.

[0006] In certain embodiments, the load-bearing structure further includes a primary load-bearing structure and an auxiliary load-bearing structure, the primary and auxiliary load-bearing structures being arranged relative to each other on the longitudinal beam along a second direction, the second direction being the longitudinal direction of the vehicle. Thus, the primary and auxiliary load-bearing structures are arranged along the longitudinal direction of the vehicle, thereby meeting the load-bearing performance and vehicle comfort requirements of a longitudinally mounted engine. The primary and auxiliary load-bearing structures maximize the design of a larger lateral cross-sectional area.

[0007] In certain embodiments, the support structure further includes a power suspension mounting plate, mounted on the primary support structure and the auxiliary support structure, for connection to the powertrain. Thus, the power suspension mounting plate, mounted on both the primary and auxiliary support structures, can be used to mount the powertrain, enhancing the integration of the front subframe. The power suspension mounting plate can be elevated relative to the primary and auxiliary support structures to allow for height adjustment of the support structure to accommodate longitudinally mounted powertrains of varying sizes.

[0008] In certain embodiments, the power mount mounting plate is formed with a fourth mounting hole for mounting the powertrain suspension. Thus, the power mount mounting plate can be connected to the powertrain suspension through the fourth mounting hole, and then to the powertrain, allowing the powertrain to be longitudinally positioned directly above the front subframe.

[0009] In certain embodiments, the primary support structure includes a front support plate and a rear support plate, which are welded together to form a closed-loop structure. Thus, the front support plate and the rear support plate constitute the main structure of the primary support structure. The closed-loop structure formed by welding the front support plate and the rear support plate together can reduce weight while maintaining structural strength.

[0010] In certain embodiments, a first positioning hole is formed on the rear plate of the bracket, and a second positioning hole is formed on the auxiliary supporting structure, with the first positioning hole and the second positioning hole being aligned along the second direction. Thus, the first positioning hole and the second positioning hole can be aligned along the second direction, thereby ensuring the relative position of the auxiliary supporting structure and the main supporting structure, ensuring that they can jointly support the powertrain.

[0011] In certain 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, with the left and right longitudinal beams disposed at opposite ends of the crossbeams. Adding the middle crossbeam between the front and rear crossbeams, combined with the two longitudinal beams, increases the structural strength and rigidity of the entire front subframe. Furthermore, the middle crossbeam provides a connection and support point for other components, allowing components such as the powertrain to be positioned directly above the front subframe, providing a better support position for the front subframe and improving space utilization.

[0012] In certain embodiments, the support structure is disposed on the longitudinal beam between the center cross member and the rear cross member. Placing the support structure in this position allows the powertrain to be positioned directly above the front subframe, ensuring the center of gravity rests on the front subframe and ensuring stable connections between the various vehicle components.

[0013] In certain embodiments, the support structure includes a first support bracket and a second support bracket, which are positioned opposite each other on the two longitudinal beams. Thus, one of the first support bracket and the second support bracket can be positioned on the left longitudinal beam, while the other can be positioned on the right longitudinal beam. Furthermore, the first support bracket and the second support bracket can be positioned opposite each other, leaving ample space in the center of the front subframe for the powertrain and other components.

[0014] The vehicle according to the embodiment of the present application includes the front subframe described in any one of the above embodiments.

[0015] In the front subframe and vehicle of the embodiments of the present application, the front subframe is used in the vehicle and includes a longitudinal beam assembly, a cross beam assembly, and a load-bearing structure. The longitudinal beam assembly includes two parallel longitudinal beams, and the cross beam assembly includes three parallel cross beams, with two longitudinal beams connected to the ends of the three cross beams, respectively. The load-bearing structure is disposed on the longitudinal beams and is used to mount the powertrain, which is mounted longitudinally on the load-bearing structure along a first direction, where the first direction is the height direction of the vehicle. In this way, the longitudinally mounted engine is supported on an independent front subframe. As part of the chassis architecture platform compatibility design, the front subframe is required to meet different power size requirements and simultaneously meet the requirements for longitudinal and transverse power layouts. This enhances the versatility of the front subframe, ensuring both high off-road performance and a non-load-bearing body design that meets high comfort requirements.

[0016] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0018] Figure 1 is a schematic diagram of the three-dimensional structure of the front subframe according to an embodiment of the present application;

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

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

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

[0022] Figure 5 It is a structural schematic diagram of a longitudinal beam according to an embodiment of the present application;

[0023] Figure 6 It is a schematic structural diagram of the right longitudinal beam in an embodiment of the present application;

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

[0025] Figure 8 It is a schematic structural diagram of the crossbeam in an embodiment of the present application.

[0026] Description of main 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, towing hook structure 2111, middle crossbeam 212, main reducer vibration isolation bushing installation point 2121, rear crossbeam 213, overlap interface 214, bearing structure 30, first bearing bracket 31, second bearing bracket 32, main bearing structure 33, bracket front plate 331, bracket rear plate 332, auxiliary bearing structure 34, power suspension mounting plate 35, first positioning hole 36, first 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 groove 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 DESCRIPTION

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

[0030] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0031] The disclosure below provides many different embodiments or examples for realizing different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described below. Of course, they are merely examples and are not intended to limit the present application. In addition, the present application may repeat reference numbers and / or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides examples of various specific processes and materials, but those of ordinary skill in the art will appreciate the application of other processes and / or the use of other materials.

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

[0033] The front subframe 100 implemented in this application is used for a vehicle 200. The front subframe 100 includes a longitudinal beam assembly 10, a crossbeam assembly 20, and a bearing structure 30. The longitudinal beam assembly 10 includes two longitudinals 11 arranged in parallel. The crossbeam assembly 20 includes three crossbeams 21 arranged in parallel. The two longitudinals 11 are respectively connected to both ends of the three crossbeams 21. The bearing structure 30 is arranged on the longitudinals 11 and is used for installing a power assembly. Thus, as a platform-based front subframe 100, by arranging three parallel crossbeams 21, it can not only meet the needs of different power installations on the platform but also ensure high stiffness and high-strength durability performance under each installation.

[0034] Please refer to Figure 2 , in some embodiments, the crossbeam 21 includes a front crossbeam 211, a middle crossbeam 212, and a rear crossbeam 213. The longitudinal 11 includes a left longitudinal 111 and a right longitudinal 112. The left longitudinal 111 and the right longitudinal 112 are arranged at both ends of the crossbeam 21.

[0035] Thus, adding the middle crossbeam 212 between the front crossbeam 211 and the rear crossbeam 213 and cooperating with the two longitudinals 11 can increase the structural strength and stiffness of the entire front subframe 100. At the same time, the middle crossbeam 212 can provide connection support points for other components. Components such as the power assembly can be arranged directly above the front subframe 100, enabling the front subframe 100 to have a better support position and high space utilization.

[0036] As the main bearing structure 30, the subframe not only bears the action of random road loads but also needs to bear the inertial forces of the power assembly mass in different directions, playing a key role in vehicle 200 vibration control and safety. The front subframe 100 in the embodiment of this application includes three crossbeams 21 and two longitudinals 11, which can increase the strength and stiffness of the front subframe 100 and at the same time increase the connection points, enabling more components to be integrated on the front subframe 100 and making rational use of space. The front subframe 100 can install different models and types of power assemblies through the bearing structure 30. The front subframe 100 is connected together by three crossbeams 21 and two longitudinals 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 serve as a support carrier for components such as the power assembly to connect components such as the power assembly to the vehicle body and play a role in bearing and transmitting loads.

[0037] Please refer to Figure 1 and Figure 2 , in the embodiment of this application, the bearing structure 30 is arranged on the longitudinal 11 and is used for installing a power assembly. The power assembly is longitudinally installed on the bearing structure 30 along a first direction, and the first direction is the height direction of the vehicle 200.

[0038] The longitudinally mounted powertrain is thus supported on an independent front subframe 100. As part of the chassis architecture platform's compatibility design, the front subframe 100 must be able to accommodate varying powertrain dimensions and accommodate both longitudinal and transverse powertrain placements. This enhances the versatility of the front subframe 100, ensuring both high off-road performance and high comfort for a non-load-bearing body-on-frame design.

[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 present embodiment can be used in off-road vehicles and sport utility vehicles (SUVs), requiring a non-load-bearing body design that combines high off-road performance with high comfort requirements. A longitudinally mounted powertrain can be supported on the front subframe 100 of the vehicle 200. As part of the chassis architecture platform's compatibility design, the front subframe 100 can meet diverse powertrain size requirements and accommodate both longitudinal and transverse powertrain layouts. The front subframe 100 of the present embodiment ensures vertical stiffness and strength through three crossbeams 21 and two longitudinal beams 11, effectively adapting to various longitudinally mounted powertrains.

[0041] Specifically, the longitudinal powertrain can be positioned at the front axle of vehicle 200 and drive the rear axle via a rear propeller shaft, eliminating the need to occupy rear space in vehicle 200 or install a motor or electric bridge structure on the rear axle. This requires minimal modifications to the base vehicle model, without affecting the design and structural changes to the rear body, enabling a highly versatile design. Vehicle 200 can be powered directly by the engine or by a drive motor, enabling a variety of different drive modes, significantly improving the overall vehicle's economic efficiency. The controller assembly can adjust the power source based on actual needs and operating conditions to enhance the vehicle's dynamics. The powertrain can be connected to the load-bearing structure 30 via mounts or other mounting brackets. The powertrain mount can be hydraulic, adapting to the high torque and load requirements of the longitudinal powertrain and meeting fatigue durability requirements.

[0042] In the embodiments of this application, the type and model of the powertrain are not limited. The powertrain can be an engine or an electric motor to meet the needs of different vehicle architectures. When needed, the height of the powertrain can be adjusted via the support structure 30. In this way, by simply removing or replacing the powertrain without changing the structure, a full range of powertrain configurations, including horizontal and vertical engine layouts and electric motors, can be achieved.

[0043] This embodiment comprehensively considers the installation of powertrains of varying sizes and types, including independent front suspensions, McPherson struts, stabilizer bars, steering gears, engine mounts, transmission mounts, exhaust mounts, and a front-end cooling module. Using a hydroformed tubular beam with a high bending resistance as the primary load-bearing structure 30 of the subframe, and an independent engine mount structure, this structure meets all the requirements of platform development for the front subframe 100 without compromising the installation of various functional components. The overall structure is simple and offers high rigidity and strength.

[0044] See also Figure 4 In some embodiments, the bearing structure 30 further includes a main bearing structure 33 and an auxiliary bearing structure 34 , and the main bearing structure 33 and the auxiliary bearing structure 34 are relatively arranged on the longitudinal beam 11 along a second direction, and the second direction is the length direction of the vehicle 200 .

[0045] In this way, the main load-bearing structure 33 and the auxiliary load-bearing structure 34 are arranged along the length direction of the vehicle 200, which can meet the longitudinal powertrain load-bearing performance and the comfort performance requirements of the vehicle 200, and the main load-bearing structure 33 and the auxiliary load-bearing structure 34 are used to maximize the design of increased lateral cross-sectional area.

[0046] See also Figure 2 In some embodiments, the bearing structure 30 further includes a power suspension mounting plate 35, which is mounted on the main bearing structure 33 and the auxiliary bearing structure 34, and is used to connect the powertrain.

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

[0048] Specifically, the overall load-bearing structure 30 comprises a closed-loop main support structure formed by two rear brackets. The auxiliary load-bearing structure 34 at the front and the main load-bearing structure 33 at the rear are arranged opposite each other along the second direction, forming a closed-loop cross-section. This ensures high rigidity, strength, and durability. The power mount mounting plate 35 is 200 mm long along the third direction, providing excellent strength in the second direction.

[0049] See also Figure 2 In some embodiments, the power suspension mounting plate 35 is formed with a fourth mounting hole 74, which is used to mount the suspension of the powertrain.

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

[0051] See also Figure 4 In some embodiments, the main bearing structure 33 includes a support front plate 331 and a support rear plate 332, and the support front plate 331 and the support rear plate 332 are welded to form a closed loop structure.

[0052] In this way, the main structure of the main bearing structure 33 can be formed by the bracket front plate 331 and the bracket rear plate 332. The bracket front plate 331 and the bracket rear plate 332 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 the vertical and lateral stiffness of the main load-bearing structure 33. The auxiliary load-bearing structure 34 gradually transitions from wide to narrow in cross section from bottom to top, avoiding a sudden change in stiffness. The auxiliary load-bearing structure 34 cooperates with the main load-bearing structure 33 to ensure 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 suspension mounting plate 35 to meet the layout of longitudinal powertrains of different sizes and to improve the stiffness of the structure, so as to meet the front subframe 100 load-bearing structure 30 requirements of both the longitudinal powertrain load-bearing performance and the vehicle 200 comfort performance requirements. The structure of this application maximizes the lateral cross-sectional area of ​​the subframe longitudinal beam 11. Compared to conventional structures, the front subframe 100 achieves a vertical stiffness increase of over 100% and a lateral stiffness increase of over 400%. This allows for adjustment of the structure's height while maintaining stiffness in all directions to meet the requirements of longitudinally mounted powertrains of varying sizes. The load-bearing structure 30 of this embodiment of the application is simple to manufacture, ensuring the durability of the welds and structure without compromising the structural performance of the original front subframe 100.

[0054] The front subframe 100 of the present embodiment is based on a chassis architecture platform and consists of a primary load-bearing structure 33 and an auxiliary load-bearing structure. The primary load-bearing structure 33 is composed of a bracket rear plate 332 and a bracket front plate 331, wherein the bracket rear plate 332 and the bracket front 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 prepared from an auxiliary bracket, and the auxiliary load-bearing structure 34 can be connected to the primary load-bearing structure 33 via a power suspension mounting plate 35. The auxiliary load-bearing structure 34 and the primary load-bearing structure 33 can be formed by sheet metal welding or replaced by a solid structure of cast aluminum, which can have higher rigidity and support properties.

[0055] In the embodiment of the present application, the engine support bracket is laterally expanded by modifying the mounting plane of the subframe, and a transmission bearing needs to pass through the main support structure 33 and the auxiliary support structure 34.

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

[0057] In this way, 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 supporting structure 34 and the main supporting structure 33, and ensuring that the two can jointly support the power assembly.

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

[0059] In this way, the load-bearing structure 30 can be positioned between the center cross member 212 and the rear cross member 213. The load-bearing structure 30 can be connected to the powertrain, allowing the powertrain to be positioned directly above the front subframe 100, ensuring that the front subframe 100 provides good support for the powertrain. Furthermore, the front subframe 100 can be used in off-road vehicles and sport utility vehicles, meeting the requirements of off-road, urban driving, and high-performance off-road driving while also providing high comfort and handling performance.

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

[0061] In this way, 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. At the same time, the first load-bearing bracket 31 and the second load-bearing bracket 32 ​​are arranged opposite to each other, so that the powertrain can be installed in the space between the two load-bearing brackets, ensuring a stable connection while reasonably utilizing the space of the front subframe 100.

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

[0063] In this way, the two longitudinal beams 11 are integrally formed through hydraulics, resulting in easy molding, high load-bearing capacity, and high lateral stiffness. This also facilitates the fabrication of the cross-sectional structure and crush energy absorption structure. The longitudinal beam assembly 10 and the cross beam assembly 20 are connected to form the main structure of the front subframe 100. The integral hydraulic molding of the longitudinal beams 11 reduces weld overlap and weld seams, resulting in a lighter weight. Furthermore, the longitudinal beams 11 feature an energy-absorbing arch structure that effectively absorbs impact energy in the event of a frontal collision, preventing the subframe from intruding into the passenger compartment.

[0064] See also Figure 1 and Figure 2 In some embodiments, the energy absorbing section structure 113 is formed between the middle cross member 212 and the front cross member 211 .

[0065] In this way, the energy-absorbing section structure 113 is set between the middle cross beam 212 and the front cross beam 211, ensuring that when the vehicle 200 encounters a head-on collision, the impact force can be absorbed in the energy-absorbing section structure 113 in the first time. When the impact force is too large, the longitudinal beam 11 can bend and undergo structural changes, thereby preventing the longitudinal beam 11 from directly penetrating into the passenger compartment after being hit and causing harm to personnel.

[0066] The longitudinal beam 11 of the present embodiment is a one-piece, hydroformed, variable-section longitudinal beam 11, characterized by ease of forming, high load-bearing capacity, and high lateral stiffness. The longitudinal beam 11 is hydroformed and features a crush-absorption structure designed into the longitudinal beam 11. This structure's post-collision deformation and bending behavior aligns with collision safety strategies.

[0067] See also Figure 1 and Figure 2 In some embodiments, a bending structure 114 is formed at one end of the longitudinal beam 11 away from the front cross beam 211 , and the bending structures 114 of the left longitudinal beam 111 and the right longitudinal beam 112 are bent in directions away from each other.

[0068] In this way, the bending structure 114 of the longitudinal beam 11 at one end close to the passenger compartment can be bent outward, so that the two longitudinal beams 11 are placed in an "eight" shape. In this way, when the vehicle 200 encounters a head-on collision, the two longitudinal beams 11 can move away from each other, thereby preventing the longitudinal beams 11 from being inserted straight into the passenger compartment.

[0069] See also Figure 4 and Figure 5 In some embodiments, the bending structure 114 bends and rises upward along a first direction, where the first direction is the height direction of the vehicle 200 .

[0070] In this way, the bent structures 114 can bend away from each other and simultaneously rise upward, thereby improving the ability of the longitudinal beam 11 to absorb frontal impacts. When the vehicle 200 is hit head-on, the energy-absorbing section structure 113 can bend downward, and the front and rear ends of the longitudinal beam 11 can be raised upward, allowing the assembly to absorb more of the impact force. If the impact force is too great, the bent structures 114 can rise upward to prevent injury to passengers in the passenger compartment.

[0071] See also Figure 4 In some embodiments, the upwardly raised heights of the bending structures 114 of the left longitudinal beam 111 and the right longitudinal beam 112 are kept consistent.

[0072] In this way, the bent structures 114 of the left longitudinal beam 111 and the right longitudinal beam 112 are lifted 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 and right longitudinal beams 111 and 112 are designed with variable cross-sections, and the bending structure 114 adds a third-direction bend to increase lateral rigidity. The third-direction bend and cross-sectional variation of the bending structure 114 not only prevent the swing arm from moving and avoid collisions, but also improve safety performance during collisions. The use of a hydraulic forming process can reduce weld overlaps and welds, and the weight is approximately 10% lighter than the traditional upper and lower plate welded assembly crossbeam 21. The powertrain, cooling module, steering gear, suspension swing arm and other parts are integrated and installed on the longitudinal beam 11 to achieve assembly weight reduction. Compared with existing technologies that use energy absorption box structures to mitigate damage to the vehicle 200 caused by frontal collisions, the bending structure 114 and energy absorption section structure 113 designed on the longitudinal beam 11 of the present application can absorb all impact energy immediately, and deform when reaching the extreme energy absorption position to further absorb the impact force, reducing the rigid impact on the vehicle body and causing secondary damage to the occupants.

[0074] See also Figure 1 and Figure 2 In some embodiments, the front cross beam 211 and the rear cross beam 213 are both prepared by upper and lower welding.

[0075] In this way, the front cross beam 211 and the rear cross beam 213 are both prepared by welding two beam plates together, so that the welds can be oriented in the length direction of the vehicle 200, thereby making the front cross beam 211 and the rear cross beam 213 more rigid, strong and durable in the length direction of the vehicle 200.

[0076] See also Figure 1 and Figure 2 In some embodiments, the middle cross member 212 is prepared by front and rear welding.

[0077] Thus, the center cross member 212 can be fabricated by welding two beam plates together front and back, with the weld seam oriented in the height direction of the vehicle 200. This allows the front cross member 211 and the rear cross member 213 to achieve enhanced stiffness, strength, and durability in the height direction of the vehicle 200. Furthermore, the center cross member 212 can cooperate with the front cross member 211 and the rear cross member 213 to achieve greater strength and rigidity in the height and length directions of the vehicle 200.

[0078] See also Figure 1 and Figure 2 In some embodiments, the front cross beam 211 includes a towing hook structure 2111 .

[0079] In this way, the front cross beam 211 can be used for towing operations through the towing hook structure 2111 , and the front cross beam 211 can serve as a force point to pull the body of the entire vehicle 200 .

[0080] See also Figure 1 and Figure 2 The front subframe 100 of the embodiment of the present application includes a connecting seat 40 , which is used to connect to the body of the vehicle 200 . The connecting seat 40 is mounted on the connecting portion of the crossbeam 21 and the longitudinal beam 11 .

[0081] In this way, as a frame-type subframe equipped with a longitudinal powertrain, a structural connection between the subframe and the vehicle body longitudinal beam 11 at different height differences is achieved. At the same time, the stabilizer bar bracket is arranged on the horn as a load-bearing structure 30, which has the characteristics of high rigidity, high strength, and high weld fatigue durability.

[0082] See also Figure 1 and Figure 2 In some embodiments, the connecting seat 40 is installed around the connecting portion of the front cross beam 211 and the longitudinal beam 11 .

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

[0084] See also Figure 1 and Figure 2 In some embodiments, the connecting seat 40 includes an extended end 41 , and the extended end 41 is bent in a direction away from the front cross beam 211 .

[0085] In this way, there can be two protruding ends 41, and the two protruding ends 41 can protrude toward the left and right sides, so that the end of the connecting seat 40 can be stably connected to the installation point of the vehicle body.

[0086] See also Figure 4In some embodiments, the connection seat 40 includes a connection front plate 42 and a connection rear plate 43, and the connection front plate 42 and the connection rear plate 43 are prepared by front and back welding.

[0087] In this way, the front connecting plate 42 and the rear connecting plate 43 can be connected by front-to-back welding and the sleeves can be welded together so that the weld can be oriented in 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] See also Figure 4 In some embodiments, the cross-sectional area formed by the front plate 42 and the rear plate 43 connected downward along a first direction gradually increases, and the first direction is the height direction of the vehicle 200.

[0089] In this way, the cross-sectional area of ​​the connecting seat 40 increases as it goes downward, making the connecting seat 40 thicker, stronger and larger. At the same time, the connecting seat 40 covers and is installed at the connecting portion of the front cross member 211 and the longitudinal member 11 .

[0090] Specifically, after the front subframe 100 of the present embodiment is equipped with a longitudinally mounted powertrain, the rear end of the longitudinal beam 11 can be lifted upward via a curved structure to connect to the vehicle body. This creates a height difference between the front end of the longitudinal beam 11 and the vehicle body at the connection point. The connector 40 allows for structural connection between the front subframe 100 and the vehicle body longitudinal beam 11 at varying heights. Simultaneously, the stabilizer bar bracket is positioned on the clevis as a load-bearing structure 30, resulting in high rigidity, strength, and weld fatigue durability. Traditional butterfly and frame subframes rarely utilize clevis structures due to their poor support for the clevis and low rigidity.

[0091] In the embodiment of the present application, the connecting seat 40 achieves the high rigidity and high strength of the clasp structure through an encapsulated clasp structure. Therefore, the clasp structure can be connected to the vehicle body, achieving a structural connection between the front point of the front subframe 100 and the longitudinal beam 11 at different height differences. Compared with traditional rectangular or circular cross-section clasp, the connecting seat 40 of the present application has a gradient cross-section with an angle, which improves stability. The semi-encapsulated form eliminates the through-type structure of the traditional clasp that fixes the rectangular or circular cross-section, and encapsulates the longitudinal beam 11 and cross beam 21 of the front subframe 100 into a local system closed structure. Not only does it solve the problem of insufficient rigidity itself, but it also strengthens the overlap between the subframe cross beam 21 and the longitudinal beam 11, complementing each other and significantly improving the fatigue of the lap weld between the cross beam 21 and the longitudinal beam 11. The connecting seat 40 of the present application has the characteristics of high rigidity and meets the requirements of fatigue durability. In addition, the stabilizer bar is arranged on the clasp structure, which has a compact structure and is easy to install.

[0092] See also Figure 4In some embodiments, a drain hole 44 is formed on the connecting rear plate 43. The drain hole 44 is used to drain water accumulated in the space enclosed by the connecting front plate 42 and the connecting rear plate 43. Thus, the drain hole 44 can drain water remaining in the connecting front plate 42 and the connecting rear plate 43, thereby preventing corrosion of the front subframe 100 caused by the accumulated water.

[0093] See also Figure 1 and Figure 2 The front subframe 100 of the embodiment of the present application includes a connecting bracket 50, which is arranged on the longitudinal beam assembly 10 and is used to install the gearbox suspension and the swing arm.

[0094] This integrated structure increases the lateral space for the subframe, providing a platform for the engine mount. Simultaneously installing the transmission mount and swingarm further improves space utilization. The compact structure increases the stiffness of the swingarm mounting bracket attachment point by 200%, resulting in lower weight and cost thanks to the integrated design.

[0095] See also Figure 7 In some embodiments, the connecting bracket 50 includes a transmission bracket 51 and a swing arm mounting plate 52. The transmission bracket 51 is used to connect to the transmission mount, and the swing arm mounting plate 52 is used to connect to the swing arm. In this way, the transmission mount and the swing arm mounting plate 52 can be integrated into the connecting bracket 50, allowing for simultaneous connection of the transmission mount and the swing arm. This achieves an integrated design for the transmission mount and the swing arm bracket, further increasing the compactness of the front subframe.

[0096] See also Figure 7 In some embodiments, the transmission bracket 51 includes an upper transmission bracket 511 and a lower transmission bracket 512, which are welded to the upper and lower sides of the longitudinal beam assembly, respectively. This allows the upper and lower transmission brackets 511 and 512 to be connected to the power mount, ensuring a stable installation.

[0097] See also Figure 2 In some embodiments, the connecting bracket 50 is disposed at one end of the longitudinal beam 11 close to the rear cross beam 213 .

[0098] In this way, the arrangement of the front subframe 100 and other components is more reasonable, and the swing arm can be installed at the rear of the front subframe 100 to avoid the reduction gearbox suspension and powertrain, thereby improving space utilization.

[0099] Specifically, the front subframe 100 of the embodiment of the present application carries a longitudinal powertrain, which not only carries the engine mount and bracket, but also the gearbox assembly mount. In the present application, the cantilever and the gearbox assembly mount can be simultaneously mounted on the connecting bracket 50. Usually, the suspension bracket and the swing arm bracket of each rod are designed independently, and each component is welded to the subframe transverse and longitudinal beams 11. The gearbox suspension bracket is placed horizontally, and a mounting platform is added to the subframe, which not only carries the gearbox suspension but also provides a mounting platform for the engine suspension bracket. The gearbox suspension bracket is used as part of the swing arm bracket to achieve an integrated design and a compact structure. The integrated structure of the connecting bracket 50 provides a horizontal platform for the engine suspension bracket, making the component connection structure with the front subframe 100 as the core compact and increasing the stiffness of the attachment point of the swing arm mounting bracket by 200%. At the same time, the integrated structure does not require the preparation of separate brackets, resulting in lower weight and cost.

[0100] See also Figure 2 In some embodiments, a first mounting hole 71 is formed at one end of the longitudinal beam 11 close to the front cross beam 211 , and the first mounting hole 71 is used to mount a 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, and the space utilization rate is high.

[0102] See also Figure 6 In some embodiments, a second mounting hole 72 is formed on the bending structure 114 , and the second mounting hole 72 is used to install a sleeve to connect to the vehicle body.

[0103] Thus, a sleeve can be installed in the second mounting hole 72, which can be connected to the vehicle body, allowing the front subframe 100 to be mounted on the vehicle body. The upward elevation height of the bent structures 114 of the left and right longitudinal beams 111 and 112 is consistent, allowing the second mounting holes 72 to be at the same height. This ensures consistent sleeve specifications, reduces the number of material types, and maintains a single assembly specification, preventing mixed use of parts.

[0104] See also Figure 2 In some embodiments, the longitudinal beam 11 is further formed with a third mounting hole 73 for mounting a steering gear. In this way, the front subframe 100 can be used to mount a steering gear, thereby improving the integration of the front subframe 100.

[0105] See also Figure 1In some embodiments, a fifth mounting hole 75 is formed on the connecting rear plate 43 for mounting a stabilizer bar. Thus, the stabilizer bar is directly mounted on the connecting base 40, making more efficient use of space within the connecting base 40 and resulting in a more compact structure and less space required for the entire front subframe 100. The stabilizer bar can be mounted on the connecting base 40 using bolts.

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

[0107] See also Figure 7 In some embodiments, a seventh mounting hole 77 is formed on the transmission upper bracket 511. The seventh mounting hole 77 is used to mount the support structure 30. Thus, the support structure 30 can be connected via the seventh mounting hole 77, and then the powertrain can be mounted on the front subframe 100 via the support structure 30, ensuring a stable installation of the powertrain and the front subframe 100.

[0108] See also Figure 1 and Figure 7 In some embodiments, an eighth mounting hole 78 is formed on the swing arm mounting plate 52 for mounting the swing arm. Thus, the swing arm can be connected via the eighth mounting hole 78 and then the powertrain can be mounted on the front subframe 100 via the swing arm, ensuring a stable swing arm installation.

[0109] Specifically, the front subframe 100 of the present embodiment can simultaneously mount a longitudinal powertrain, a cooling module, and a swing arm, and simultaneously connect to the vehicle body at three locations, ensuring a stable connection between the front subframe 100 and the vehicle body and improving the integration of the front subframe 100. Furthermore, the swing arm mounting plate 52 can be mounted on the flexure 114, allowing the front and rear cantilevers to avoid each other through the flexure 114.

[0110] See also Figure 8 The crossbeam assembly 20 of the embodiment of the present application includes a crossbeam 21 , and the crossbeam 21 is formed with a lap joint 214 . The lap joint 214 is trumpet-shaped and is used to connect with the longitudinal beam assembly 10 .

[0111] In this way, the lap joint 214 is trumpet-shaped, and the lap joint 214 can be covered on the longitudinal beam assembly 10 and connected to the longitudinal beam 11 by welding, which can avoid the force path and ensure the durability of the weld.

[0112] See also Figure 2 In some embodiments, the ends of the cross beam 21 cover the side walls of the longitudinal beam 11 .

[0113] In this way, when the crossbeam 21 is welded to the longitudinal beam 11, the end of the crossbeam 21 can be covered on the side wall of the longitudinal beam 11 to ensure a stable connection, improve the rigidity of the crossbeam 21, and thereby improve the vibration isolation rate of the gearbox mount and the left and right engine mounts.

[0114] See also Figure 2 In some embodiments, a mounting bracket is formed on the middle cross beam 212 , and a third mounting hole 73 is formed on the mounting bracket.

[0115] In this way, the mounting bracket can also be provided with a third mounting hole 73, so that the steering gear can be connected to the mounting brackets of the longitudinal beam 11 and the cross beam 21 at the same time, ensuring stable installation. In other words, the mounting bracket on the middle cross beam 212 can cooperate 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] See also Figure 1 In some embodiments, a main reducer vibration isolation bushing mounting point 2121 is formed on the middle cross beam 212 .

[0117] In this way, the vibration isolation bushing of the final reducer can be installed on the center cross member 212 , making the front subframe 100 more compact and stable.

[0118] Specifically, the crossbeam 21 can be welded to the longitudinal beam 11 of the front subframe 100, simultaneously accommodating the steering assembly mounting points and the power transmission front mount, providing high dynamic stiffness and strength. This also increases the stiffness of the crossbeam 21, thereby enhancing the vibration isolation of the transmission mount and the left and right engine mounts.

[0119] Furthermore, the ends of the crossbeam 21 wrap around the two longitudinal beams 11, increasing the connection area between the longitudinal beams 11 and the crossbeam 21 and optimizing the stress response of the weld. The cross-section has been topologically optimized, with optimized joint overlap, ensuring weld durability. The longitudinal beam 11 utilizes a sophisticated stamping process, resulting in a simple structure and approximately 10% lighter than the traditional crossbeam 21 with welded upper and lower plates. The fastening direction aligns with the bushing sleeve, and circular holes of equal size are provided on both sides to facilitate sleeve welding and positioning, reducing process adjustment time.

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

[0121] This ensures consistent casing specifications with fewer material types, and single assembly part specifications to avoid mixing. Different overlap methods can be used for different structures to meet the stiffness and fatigue durability requirements.

[0122] See also Figure 6 In some embodiments, a second mounting hole 72 is formed at one end of the longitudinal beam 11 close to the rear cross beam 213 , and the sleeve assembly 60 includes a first sleeve 61 , which is disposed on the second mounting hole 72 .

[0123] In this way, 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] See also Figure 1 and Figure 2 In some embodiments, the sleeve assembly 60 includes a second sleeve 62 , which is disposed on the connecting seat 40 .

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

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

[0127] Thus, the front subframe 100 can be connected to the vehicle body via the load-bearing structure 30, meeting various powertrain size requirements and simultaneously satisfying both longitudinal and transverse powertrain placement requirements. This enhances the versatility of the front subframe 100, ensuring both high off-road performance and a non-load-bearing body design that meets high comfort requirements.

[0128] See also Figure 1 and Figure 2 In some embodiments, the sleeve assembly 60 includes a third sleeve 63 , which is disposed on the load-bearing structure 30 .

[0129] In this way, the third sleeve 63 maintains consistent specifications with the second sleeve 62 and the first sleeve 61, ensuring a single specification for final assembly parts and preventing mismatches. Different splicing methods can be used for different structures to meet rigidity and fatigue durability requirements. Furthermore, the three sleeves connect the front subframe 100 to the vehicle body at the front, center, and rear locations, ensuring a stable connection between the vehicle body and the front subframe 100.

[0130] See also Figure 1 and Figure 2In some embodiments, the sleeve assembly 60 is formed with anti-skid grooves 64. In this way, the anti-skid grooves 64 can effectively prevent the vehicle body and the sleeve assembly 60 from slipping.

[0131] See also Figure 1 and Figure 2 In some embodiments, the anti-skid pattern 64 is a hobbing pattern. Thus, the anti-skid pattern 64 is easy to manufacture and can effectively prevent slippage between the vehicle body and the sleeve assembly 60.

[0132] Specifically, the front subframe 100 of this embodiment utilizes the same standard bushing assembly 60, reducing the number of material types and ensuring a single assembly specification to avoid mixing. Different splicing methods are employed for different structures, ensuring that both rigidity and fatigue durability requirements are met. The addition of gear hobbing effectively reduces the risk of mounting point slippage under unusual operating conditions.

[0133] The bushing assembly 60 includes a first bushing 61, a second bushing 62, and a third bushing 63. The first bushing 61 can be directly mounted on the second mounting hole 72 of the longitudinal beam 11, the second bushing 62 can be mounted on the connecting seat 40, and the third bushing 63 can be mounted on the power suspension mounting plate 35 of the load-bearing structure 30. In this way, the bushing assembly 60 is integrated with the longitudinal beam 11, the connecting seat 40, and the load-bearing structure 30, and then connected to the vehicle body, maintaining consistent heights at all three connection points. Two first bushings 61, two second bushings 62, and two third bushings 63 are each provided. The two first bushings 61 are respectively mounted on the left longitudinal beam 111 and the right longitudinal beam 112. The two second bushings 62 are respectively mounted on the protruding ends 41 of the two connecting seats 40. The two third bushings 63 are respectively mounted on the power suspension mounting plates 35 of the first and second load-bearing brackets 31 and 32. The sleeve assembly 60 can utilize various overlapping methods for different structures, all meeting the required stiffness and fatigue durability. Hobbing is also added to effectively prevent slippage at the mounting point. While ensuring both stiffness and strength, various sheet metal and sleeve overlapping methods are considered. The first, second, and third sleeves 61, 62, and 63 are uniformly sized for ease of management and reduced costs.

[0134] See also Figure 3 The vehicle 200 according to the embodiment of the present application includes the front subframe 100 according to any one of the above embodiments.

[0135] In the front subframe 100 and vehicle 200 implemented in this application, the front subframe 100 is used in vehicle 200 and includes a longitudinal beam assembly 10, a transverse beam assembly 20, and a load-bearing structure 30. The longitudinal beam assembly 10 includes two parallel longitudinal beams 11, and the transverse beam assembly 20 includes three parallel transverse beams 21. The two longitudinal beams 11 are connected to the ends of the three transverse beams 21, respectively. The load-bearing structure 30 is disposed on the longitudinal beams 11 and is used to mount the powertrain. Thus, the front subframe 100, serving as the foundation of the platform, by providing three parallel transverse beams 21, can meet the needs of different powertrain configurations while ensuring high stiffness, strength, and durability under each configuration.

[0136] In the embodiment of the present application, the type of vehicle 200 is not limited. The vehicle 200 may 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 understood as indicating or implying relative importance or implicitly specifying the number of the indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the described features. In the description of the embodiments of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0138] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations 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 any one or more embodiments or examples.

[0139] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A front subframe for a vehicle, characterized in that: include: A longitudinal beam assembly, comprising two longitudinal beams arranged in parallel; A crossbeam assembly comprising three crossbeams arranged in parallel, wherein two longitudinal beams are respectively connected to two ends of the three crossbeams; a load-bearing structure provided on the longitudinal beam, the load-bearing structure being used to mount a powertrain, the powertrain being longitudinally mounted on the load-bearing structure along a first direction, the first direction being a height direction of the vehicle; The bearing structure further comprises a main bearing structure and an auxiliary bearing structure, wherein the main bearing structure and the auxiliary bearing structure are arranged on the longitudinal beam in a relative manner along a second direction, wherein the second direction is the longitudinal direction of the vehicle; The main bearing structure includes a support front plate and a support rear plate, and the support front plate and the support rear plate are welded to form a closed loop structure.

2. The front subframe according to claim 1, characterized in that: The bearing structure further includes a power suspension mounting plate, which is mounted on the main bearing structure and the auxiliary bearing structure, and is used to connect the power assembly.

3. The front subframe according to claim 2, characterized in that: The power suspension mounting plate is formed with a fourth mounting hole, and the fourth mounting hole is used to mount the suspension of the powertrain.

4. The front subframe according to claim 1, characterized in that: A first positioning hole is formed on the rear plate of the bracket, and a second positioning hole is formed on the auxiliary supporting structure. The first positioning hole and the second positioning hole are aligned along the second direction.

5. The front subframe according to claim 1, characterized in that: The cross beam includes a front cross beam, a middle cross beam and a rear cross beam, and the longitudinal beam includes a left longitudinal beam and a right longitudinal beam, and the left longitudinal beam and the right longitudinal beam are arranged at both ends of the cross beam.

6. The front subframe according to claim 5, characterized in that: The bearing structure is arranged on the longitudinal beam between the middle cross beam and the rear cross beam.

7. The front subframe according to claim 6, characterized in that: The bearing structure includes a first bearing bracket and a second bearing bracket, and the first bearing bracket and the second bearing bracket are arranged oppositely on the two longitudinal beams.

8. A vehicle, characterized in that: The vehicle comprises the front subframe according to any one of claims 1 to 7.

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