Front subframe and vehicle

Abstract

The application discloses a front subframe and a vehicle, and belongs to the technical field of vehicles, wherein two first connecting parts are arranged on the left side and the right side of a front cross beam respectively, two second connecting parts are arranged on the left side and the right side of a rear cross beam respectively, and a third connecting part is arranged at the rear end of a longitudinal beam. The first connecting part, the second connecting part and the third connecting part can increase the front-rear span of the connection between the front subframe and the vehicle body, effectively disperse the overall stress of the front subframe, the first reinforcing rib helps to improve the connection stiffness of the first connecting part and the position nearby, the second reinforcing rib improves the connection stiffness of the second connecting part and the position nearby, the third reinforcing rib improves the connection stiffness of the third connecting part and the position nearby, the stiffness of the front subframe for bearing the vehicle body is improved, the bad vibration generated by the power assembly of the vehicle and transmitted to the vehicle body is attenuated, and thus the mode and the strength are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a front subframe and vehicle. Background Technology

[0002] The subframe primarily isolates vibration and noise and ensures effective connection of various suspension system components; therefore, it needs to guarantee good modal characteristics and sufficient strength. The layout of the front suspension system in a gasoline-powered vehicle also needs to consider the space occupied by the engine. Therefore, the front subframe, as a transitional connector for the steering gear, stabilizer bar, control arms, engine mounts, body, wheel wells, and other devices, also needs to connect to the vehicle body; the structural strength of the front subframe is crucial to vehicle safety. Vehicles also need to consider lightweight design, improving the structural strength of the front subframe while controlling its weight. The key lies in optimizing the local structural design and spatial arrangement of the front subframe. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a front subframe that can increase the front-rear span of the connection between the front subframe and the vehicle body, effectively dispersing the overall stress on the front subframe, improving the rigidity of the front subframe in bearing the vehicle body, and attenuating undesirable vibrations generated by the vehicle's powertrain and transmitted to the vehicle body, thereby improving modal dynamics and strength.

[0004] According to a first aspect of the present invention, a front subframe is used to connect the vehicle body and the suspension system, the front subframe comprising:

[0005] Two longitudinal beams are provided, each longitudinal beam being arranged along the front-rear direction of the vehicle. Each longitudinal beam is provided with a first connecting part, a second connecting part, and a third connecting part. The periphery of the first connecting part is provided with a plurality of outwardly extending first reinforcing ribs, the periphery of the second connecting part is provided with a plurality of outwardly extending second reinforcing ribs, and the periphery of the third connecting part is provided with a third reinforcing ribs. The first connecting part, the second connecting part, and the third connecting part are connected to the vehicle body.

[0006] A front crossbeam is provided along the left-right direction of the vehicle, and the two ends of the front crossbeam are respectively connected to the two longitudinal beams;

[0007] A rear crossbeam is provided along the left-right direction of the vehicle, and the two ends of the rear crossbeam are respectively connected to the two longitudinal beams. The rear crossbeam is located behind the front crossbeam.

[0008] The two first connecting parts are located on both sides of the front crossbeam along the left-right direction of the vehicle, the two second connecting parts are located on both sides of the rear crossbeam along the left-right direction of the vehicle, and the third connecting part is located at the rear end of the longitudinal beam.

[0009] According to embodiments of the present invention, the front subframe has at least the following beneficial effects: the body is connected to the longitudinal beam via a first connecting portion, a second connecting portion, and a third connecting portion. The two first connecting portions are respectively located on the left and right sides of the front crossbeam, the two second connecting portions are respectively located on the left and right sides of the rear crossbeam, and the third connecting portion is located at the rear end of the longitudinal beam. The front crossbeam increases the stiffness of the two first connecting portions, and the rear crossbeam increases the stiffness of the two second connecting portions. The first, second, and third connecting portions can increase the front-rear span of the connection between the front subframe and the body, effectively dispersing the overall stress on the front subframe. Furthermore, a first reinforcing rib is provided around the first connecting portion, a second reinforcing rib is provided around the second connecting portion, and a third reinforcing rib is provided around the third connecting portion. The first reinforcing rib helps to improve the connection stiffness of the first connecting portion and its vicinity, the second reinforcing rib improves the connection stiffness of the second connecting portion and its vicinity, and the third reinforcing rib improves the connection stiffness of the third connecting portion and its vicinity. This enhances the stiffness of the front subframe in bearing the body, attenuates undesirable vibrations generated by the vehicle's powertrain and transmitted to the body, thereby improving modal dynamics and strength.

[0010] According to some embodiments of the present invention, each of the longitudinal beams has a first cavity, a second cavity, and a third cavity spaced apart from front to back at its bottom. The first connecting portion is disposed in the first cavity and connected to the top of the longitudinal beam. The second connecting portion is disposed in the second cavity and connected to the top of the longitudinal beam. The third connecting portion is disposed on the rear side of the third cavity.

[0011] According to some embodiments of the present invention, one end of the front crossbeam is connected to the left or right side wall of the first cavity, and one end of the rear crossbeam is connected to the rear side wall of the second cavity and the front side wall of the third cavity.

[0012] According to some embodiments of the present invention, the third reinforcing rib is disposed along the third connecting portion toward the front side and is connected to the rear crossbeam.

[0013] According to some embodiments of the present invention, the suspension system includes a first control arm, a second control arm, and a stabilizer bar. The longitudinal beam is provided with a fourth connecting portion, a fifth connecting portion, and a sixth connecting portion. The fourth connecting portion is disposed in the first cavity and connected to the first control arm. The fifth connecting portion is disposed between the first cavity and the second cavity and connected to the second control arm. The sixth connecting portion is disposed in the second cavity and connected to the stabilizer bar.

[0014] According to some embodiments of the present invention, at least a portion of the fourth connecting portion is disposed on the side wall of the first cavity, the fifth connecting portion is disposed on the rear side wall of the first cavity and / or the front side wall of the second cavity, and at least one second reinforcing rib is connected to the sixth connecting portion.

[0015] According to some embodiments of the present invention, each of the longitudinal beams is further provided with a connecting block, the connecting block being disposed between the first cavity and the second cavity, and the front subframe further includes:

[0016] A central crossbeam is provided along the left-right direction of the vehicle, and two connecting blocks are respectively connected to both ends of the central crossbeam.

[0017] According to some embodiments of the present invention, the vehicle further includes a steering gear, and the longitudinal beam is provided with a seventh connecting portion, the seventh connecting portion being disposed in the first cavity and connected to the steering gear.

[0018] According to some embodiments of the present invention, the first reinforcing rib is connected to the sidewall of the first cavity, the second reinforcing rib is connected to the sidewall of the second cavity, and the third reinforcing rib is connected to the sidewall of the third cavity.

[0019] According to some embodiments of the present invention, the vehicle further includes a front engine mount and a rear engine mount, an eighth connecting portion is provided at the top of the longitudinal beam, the eighth connecting portion is located at the front end of the longitudinal beam and is connected to the front engine mount, and a ninth connecting portion is provided at the top of the rear crossbeam and is connected to the rear engine mount.

[0020] According to some embodiments of the present invention, the eighth connecting part includes a lateral connecting post and a vertical connecting post. The lateral connecting post extends along the left-right direction of the vehicle, and the vertical connecting post extends along the up-down direction of the vehicle. The lateral connecting post connects to the left or right side of the front engine mount, and the vertical connecting post connects to the bottom of the front engine mount.

[0021] According to some embodiments of the present invention, the ninth connecting portion includes a longitudinal connecting hole and a vertical connecting hole, the longitudinal connecting hole extending along the front-rear direction of the vehicle, the vertical connecting hole extending along the vertical direction of the vehicle, the longitudinal connecting hole connecting to the rear side of the engine rear mount and / or the vertical connecting hole connecting to the bottom of the engine rear mount.

[0022] According to some embodiments of the present invention, the front subframe further includes:

[0023] A crash barrier is connected to the front end of the longitudinal beam, and the crash barrier is provided with an energy-absorbing box arranged along the front-rear direction of the vehicle;

[0024] The lower crossbeam is connected to the energy-absorbing box and extends downward.

[0025] According to some embodiments of the present invention, the anti-collision frame is detachably connected to the front end of the longitudinal beam.

[0026] A vehicle according to a second aspect of an embodiment of the present invention includes:

[0027] Body;

[0028] Suspension system;

[0029] As described in the above embodiment, the front subframe connects the vehicle body and the suspension system.

[0030] Since the vehicle adopts all the technical solutions of the front subframe of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0031] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the front subframe according to an embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of the structure for disassembling the front crossbeam and the middle crossbeam in one embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram of the structure of disassembling the front crossbeam and the middle crossbeam at another angle in one embodiment of the present invention;

[0035] Figure 4 This is an exploded view of the front subframe according to an embodiment of the present invention;

[0036] Figure 5 This is a schematic diagram of the structure of the front subframe anti-collision frame disassembly according to an embodiment of the present invention.

[0037] Reference numerals: Longitudinal beam 100, First cavity 101, Second cavity 102, Third cavity 103, Connecting block 104, First connecting part 110, First reinforcing rib 111, Second connecting part 120, Second reinforcing rib 121, Third connecting part 130, Third reinforcing rib 131, Fourth connecting part 140, Fifth connecting part 150, Sixth connecting part 160, Seventh connecting part 170, Eighth connecting part 180, Transverse connecting column 181, Vertical connecting column 182, Ninth connecting part 190, Longitudinal connecting hole 191, Vertical connecting hole 192, Front crossbeam 200, Rear crossbeam 300, Middle crossbeam 400, Anti-collision frame 500, Energy absorption box 510, Lower crossbeam 600. Detailed Implementation

[0038] Embodiments of the present invention 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 the present invention, and should not be construed as limiting the present invention.

[0039] In the description of this invention, it should be understood that the terms front, back, up, down, axial, circumferential, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0040] In the description of this invention, "multiple" means two or more; "greater than," "less than," and "exceeding" are understood to exclude the stated number; "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0041] In the description of this invention, it should be noted that terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0042] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of the present invention, not all embodiments.

[0043] In related technologies, the subframe is used to support the vehicle body and suspension system, and its function is to block vibration and noise, reducing their direct entry into the passenger compartment. For fuel-powered vehicles, the front subframe also needs to consider the space occupied by the engine. Commonly available subframes can be broadly classified into two categories based on materials and manufacturing processes: steel plate stamping and welding subframes and cast aluminum subframes.

[0044] Steel plate stamping and welding subframes, according to their structural form, are mainly divided into single steel plate subframes and frame-type subframes.

[0045] The single-leaf subframe, most commonly the spur beam structure, was the earliest subframe design during the transition from monocoque to body-on-frame construction. It separates the suspension system from the body, allowing the suspension components to be assembled into a single large assembly before being connected to the body. This design significantly increases the flexibility of the suspension system's design, providing various possibilities for the arrangement of surrounding parts; however, due to its compact structure, it cannot adequately accommodate the connection and coordination of all suspension components.

[0046] The frame-type subframe, constructed from a single sheet metal plate connected by steel tubing or welded from two plates, expands the spatial arrangement of front suspension system components compared to the traditional subframe, allowing for more effective independent assembly of the suspension system. Simultaneously, the frame structure lengthens the longitudinal span of the subframe, thereby distributing vibration transmission and stress across the body and the suspension system, thus optimizing modal dynamics and improving system stiffness and strength; however, this structure also increases the cost of the subframe.

[0047] Whether it's a single-plate or frame structure, steel plate subframes inevitably suffer from disadvantages such as high cost and heavy weight due to the limitations of their material properties, which is not conducive to lightweighting. In addition, the relatively compact structure of stamped and welded steel plate subframes makes it difficult to achieve good coordination between the various components of the suspension system, which restricts the assembly of the suspension system with the body and wheel wells, thus limiting the improvement of vehicle handling stability to some extent.

[0048] Cast aluminum subframes are classified into ordinary cast aluminum subframes and hollow cast aluminum subframes based on whether or not they have a sand core.

[0049] A typical cast aluminum subframe is integrally formed from a punch and a die using casting methods such as gravity, differential pressure, and high pressure. The design of the cast aluminum subframe increases the tolerance of the subframe in connecting to suspension system components, which is beneficial for coordinating the work of various parts of the suspension system and thus improving suspension system performance.

[0050] Hollow cast aluminum subframes are generally formed by casting upper and lower molds and a middle sand core. The manufacturing process adds the steps of making the sand core in the early stage and removing the sand in the later stage, which will prolong the manufacturing cycle and increase the cost.

[0051] Overall, cast aluminum subframes are more conducive to lightweighting, have lower costs, and offer greater design flexibility. They can provide suitable mounting holes for the arrangement of various suspension components, while also improving the overall modal characteristics, stiffness, and strength of the suspension system through optimization of local structural design.

[0052] The front subframe serves as a transitional connector for components such as the steering gear, stabilizer bar, control arms, engine mounts, body, and wheel wells, and it also needs to connect to the vehicle body. Therefore, the structural strength of the front subframe is crucial to vehicle safety. Vehicles also require lightweight design considerations to improve the structural strength of the front subframe while controlling its weight. The key lies in optimizing the local structural design and spatial arrangement of the front subframe.

[0053] Based on this, embodiments of the present invention provide a front subframe that can increase the front-to-rear span of the connection between the front subframe and the vehicle body, effectively disperse the overall stress on the front subframe, improve the rigidity of the front subframe in bearing the vehicle body, and attenuate the undesirable vibrations generated by the vehicle's powertrain and transmitted to the vehicle body, thereby improving modal dynamics and strength.

[0054] refer to Figures 1 to 5 A front subframe according to an embodiment of the present invention is described, for connecting the vehicle body and suspension system.

[0055] Reference Figure 1 , Figure 2 , Figure 4 , Figure 5 As shown, the front subframe includes two longitudinal beams 100, a front crossbeam 200, and a rear crossbeam 300.

[0056] The front subframe is positioned with the vehicle's front-rear direction as its front-rear direction and the vehicle's left-right direction as its left-right direction. Two longitudinal beams 100 are positioned opposite each other, with each longitudinal beam 100 extending in the front-rear direction. A front crossbeam 200 extends in the left-right direction, with its left and right ends connected to the front ends of the two longitudinal beams 100, respectively. A rear crossbeam 300 extends in the left-right direction, with its left and right ends connected to the rear middle positions of the two longitudinal beams 100, respectively. The rear crossbeam 300 is positioned behind the front crossbeam 200.

[0057] Each longitudinal beam 100 has a first connecting part 110 at its front end. The first connecting parts 110 of the two longitudinal beams 100 are respectively located on the left and right sides of the front crossbeam 200. Each longitudinal beam 100 has a second connecting part 120 located at the rear of its middle part. The second connecting part 120 is located behind the first connecting part 110. The second connecting parts 120 of the two longitudinal beams 100 are respectively located on the left and right sides of the rear crossbeam 300. Each longitudinal beam 100 has a third connecting part 130 located at its rear end. The third connecting part 130 is located behind the second connecting part 120.

[0058] Reference Figure 2 As shown, each first connecting part 110 is provided with a plurality of first reinforcing ribs 111 on its periphery, and the plurality of first reinforcing ribs 111 extend outward from the first connecting part 110 along the outer wall of the longitudinal beam 100. Each second connecting part 120 is provided with a plurality of second reinforcing ribs 121 on its periphery, and the plurality of second reinforcing ribs 121 extend outward from the second connecting part 120 along the outer wall of the longitudinal beam 100. Each third connecting part 130 is provided with a third reinforcing rib 131 on its periphery, and the third reinforcing rib 131 extends outward from the third connecting part 130 along the outer wall of the longitudinal beam 100.

[0059] The vehicle body is connected to the longitudinal beam 100 by a first connecting part 110, a second connecting part 120, and a third connecting part 130. The two first connecting parts 110 are respectively located on the left and right sides of the front crossbeam 200, the two second connecting parts 120 are respectively located on the left and right sides of the rear crossbeam 300, and the third connecting part 130 is located at the rear end of the longitudinal beam 100. The front crossbeam 200 increases the rigidity of the two first connecting parts 110, and the rear crossbeam 300 increases the rigidity of the two second connecting parts 120. The first connecting parts 110, the second connecting parts 120, and the third connecting parts 130 can increase the front-rear span of the connection between the front subframe and the vehicle body, effectively distributing the overall stress on the front subframe.

[0060] Furthermore, a first reinforcing rib 111 is provided around the first connecting portion 110, a second reinforcing rib 121 is provided around the second connecting portion 120, and a third reinforcing rib 131 is provided around the third connecting portion 130. The first reinforcing rib 111 helps to improve the connection strength of the first connecting portion 110 and its vicinity, the second reinforcing rib 121 improves the connection stiffness of the second connecting portion 120 and its vicinity, and the third reinforcing rib 131 improves the connection stiffness of the third connecting portion 130 and its vicinity. This helps to improve the stiffness of the front subframe in supporting the vehicle body, damping undesirable vibrations generated by the vehicle's powertrain and transmitted to the vehicle body, thereby improving modal dynamics and strength.

[0061] In some embodiments, refer to Figure 2 As shown, each longitudinal beam 100 has a first recess 101 at its bottom, the first recess 101 is located on the front side of the longitudinal beam 100, the first connecting part 110 is disposed in the first recess 101, the first connecting part 110 extends from bottom to top to the top of the longitudinal beam 100, and all first reinforcing ribs 111 are disposed in the first recess 101.

[0062] Each longitudinal beam 100 is also provided with a second cavity 102 at its bottom. The second cavity 102 is located at the rear of the middle part of the longitudinal beam 100. The first cavity 101 and the second cavity 102 are separated front and rear. The second connecting part 120 is provided in the second cavity 102 and extends from bottom to top to the top of the longitudinal beam 100. All the second reinforcing ribs 121 are provided in the second cavity 102.

[0063] Each longitudinal beam 100 is also provided with a third cavity 103 at its bottom. The third cavity 103 is located on the rear side of the longitudinal beam 100. The second cavity 102 and the third cavity 103 are separated front and rear. The third connecting part 130 is provided on the rear side wall of the third cavity 103. The third reinforcing rib 131 is provided in the third cavity 103.

[0064] By forming a first cavity 101, a second cavity 102, and a third cavity 103 at the bottom of the longitudinal beam 100, it is helpful to reduce the weight of the longitudinal beam 100 and achieve lightweighting of the longitudinal beam 100.

[0065] Furthermore, by using the first reinforcing rib 111 to increase the rigidity of the first cavity 101 and the first connecting portion 110, by using the second reinforcing rib 121 to increase the rigidity of the second cavity 102 and the second connecting portion 120, and by using the third reinforcing rib 131 to increase the rigidity of the third cavity 103 and the third connecting portion 130, the overall rigidity of the longitudinal beam 100 is improved.

[0066] In some embodiments, refer to Figure 2 As shown, the left and right ends of the front crossbeam 200 are respectively connected to the side walls of the first cavity 101 of the two longitudinal beams 100, the rear side walls of the second cavity 102 of the two longitudinal beams 100 are connected to the front sides of the left and right ends of the rear crossbeam 300, and the front side walls of the third cavity 103 of the two longitudinal beams 100 are respectively connected to the rear sides of the left and right ends of the rear crossbeam 300.

[0067] The front crossbeam 200 supports the left or right side wall of the first cavity 101. The first connecting part 110 in the first cavity 101 is used to connect to the vehicle body, which helps to maintain the shape of the first cavity 101. The rear crossbeam 300 supports the rear side wall of the second cavity 102 and the front side wall of the third cavity 103. The second connecting part 120 in the second cavity 102 is used to connect to the vehicle body, which helps to maintain the shape of the second cavity 102 and the third cavity 103.

[0068] In some embodiments, refer to Figure 2 As shown, the third reinforcing rib 131 extends forward from the third connecting part 130 along the top wall of the third cavity 103 to the rear crossbeam 300.

[0069] A third reinforcing rib 131 is provided between the third connecting part 130 and the rear crossbeam 300, so that the third reinforcing rib 131 passes through the entire third cavity 103 in the front-back direction, which helps to improve the rigidity of the third cavity 103.

[0070] In some embodiments, the suspension system includes a stabilizer bar, a first control arm, and a second control arm.

[0071] Reference Figure 2 As shown, a fourth connecting part 140 is provided in the first cavity 101 of the longitudinal beam 100, and the fourth connecting part 140 is connected to the first control arm. A fifth connecting part 150 is also provided at the bottom of the longitudinal beam 100. The fifth connecting part 150 is located in the space between the first cavity 101 and the second cavity 102, and the fifth connecting part 150 is connected to the second control arm. A sixth connecting part 160 is also provided in the second cavity 102 of the longitudinal beam 100, and the sixth connecting part 160 is connected to the stabilizer bar.

[0072] Appropriately allocating the positions of the fourth connecting part 140, the fifth connecting part 150, and the sixth connecting part 160 helps to reduce the space occupied by the above-mentioned components, making the structure of the longitudinal beam 100 more compact.

[0073] In some embodiments, refer to Figure 2 As shown, the fourth connecting part 140 is attached to the side wall of the first cavity 101. The rear side wall of the first cavity 101 and the front side wall of the second cavity 102 are part of the fifth connecting part 150. The fifth connecting part 150 connects the second control arm through the rear side wall of the first cavity 101 and the front side wall of the second cavity 102. At least one second reinforcing rib 121 extends from the second connecting part 120 to the sixth connecting part 160.

[0074] The fourth connecting part 140 is supported by the side wall of the first cavity 101, which increases the rigidity of the fourth connecting part 140. The rear side wall of the first cavity 101 and the front side wall of the second cavity 102 enhance the rigidity of the fifth connecting part 150. The second reinforcing rib 121 helps to strengthen the rigidity of the sixth connecting part 160.

[0075] In some embodiments, refer to Figure 1 , Figure 2 , Figure 4 , Figure 5 As shown, the front subframe is also provided with a middle crossbeam 400, which extends in the left and right direction. Each longitudinal beam 100 has a connecting block 104 at its bottom. The connecting block 104 is located between the rear side wall of the first cavity 101 and the front side wall of the second cavity 102. The two connecting blocks 104 are respectively connected to the left and right ends of the middle crossbeam 400.

[0076] The longitudinal beam 100 is provided with a connecting block 104 to connect to the middle cross beam 400, and the middle cross beam 400 is used to strengthen the rigidity between the first cavity 101 and the second cavity 102 of the longitudinal beam 100.

[0077] In some embodiments, refer to Figure 2 As shown, the vehicle is also equipped with a steering gear, and a seventh connecting part 170 is provided in the first cavity 101 of the longitudinal beam 100, and the steering gear is connected to the seventh connecting part 170.

[0078] A seventh connecting part 170 is provided in the first cavity 101 to connect the vehicle's steering gear, thereby reducing the volume occupied by the seventh connecting part 170 and making the longitudinal beam 100 more compact.

[0079] In some embodiments, refer to Figure 2As shown, a plurality of first reinforcing ribs 111 extend from the first connecting portion 110 along the top wall of the first cavity 101 to the side wall of the first cavity 101, a plurality of second reinforcing ribs 121 extend from the second connecting portion 120 along the top wall of the second cavity 102 to the side wall of the second cavity 102, and a third reinforcing rib 131 extends from the third connecting portion 130 along the top wall of the third cavity 103 to the front side wall of the third cavity 103.

[0080] Further extending the first reinforcing rib 111, the second reinforcing rib 121 and the third reinforcing rib 131 helps to improve the rigidity of the first cavity 101, the second cavity 102 and the third cavity 103.

[0081] In some embodiments, the vehicle is also provided with a front engine mount and a rear engine mount.

[0082] Reference Figure 3 and Figure 4 As shown, the top of the front end of the longitudinal beam 100 is provided with an eighth connecting part 180, and the top of the rear crossbeam 300 is provided with a ninth connecting part 190. The eighth connecting part 180 is connected to the front engine mount, and the ninth connecting part 190 is connected to the rear engine mount.

[0083] The front crossbeam 200 supports the front end of the longitudinal beam 100, and the eighth connecting part 180 supports the front engine mount. The rear crossbeam 300 supports the rear engine mount, thereby improving the rigidity of the front subframe in bearing the engine.

[0084] In some embodiments, refer to Figure 3 and Figure 4 As shown, the eighth connecting part 180 is provided with a horizontal connecting post 181 extending to the left and right and a vertical connecting post 182 extending to the top and bottom. The horizontal connecting post 181 is connected to the left or right side of the engine front mount, and the vertical connecting post is connected to the bottom of the engine front mount.

[0085] The front engine mount can be connected to the eighth connection part 180 via a side wall or bottom wall, making the way the front engine mount is mounted to the front subframe more diverse. Taking full account of the arrangement of the front engine mount, it helps the front subframe to adapt to transverse or longitudinally mounted engines.

[0086] In some embodiments, refer to Figure 3 and Figure 4 As shown, the ninth connecting part 190 is provided with a longitudinal connecting hole 191 extending forward and backward and a vertical connecting hole 192 extending upward and downward. The longitudinal connecting hole 191 is connected to the rear side of the engine rear mount, and the vertical connecting hole 192 is connected to the bottom of the engine rear mount.

[0087] The rear engine mount can be connected to the ninth connection part 190 via the rear wall or the bottom wall, making the way the rear engine mount is mounted to the front subframe more diverse. Taking full account of the arrangement of the rear engine mount, it helps the front subframe to adapt to transverse or longitudinally mounted engines.

[0088] The subframe has become the primary device supporting, bearing, and connecting the various components of the suspension system, ensuring they perform their respective functions and characteristics, and synergistically improving vehicle comfort and handling. The development of lightweight vehicles has driven the evolution of front subframe designs. The structure of the front subframe allows it to play a role in protecting the powertrain from damage during a collision. During a collision, the longitudinal beams of the front subframe crumple to absorb and disperse the impact energy, thus protecting the remaining components of the suspension system and the powertrain to a certain extent. To fully utilize its collision protection function, some front subframes incorporate energy-absorbing boxes or anti-collision beams in their design. However, these designs only consider the crumple of energy-absorbing boxes caused by common frontal or offset collisions, without considering damage to the front subframe or even the powertrain caused by chassis collisions under special road conditions.

[0089] Therefore, in some embodiments, reference is made to Figure 1 and Figure 5 As shown, the front subframe is also equipped with a crash bar 500 and a lower crossbeam 600. The lower crossbeam 600 extends in the left and right direction. The crash bar 500 is installed at the front end of the longitudinal beam 100. The crash bar 500 is equipped with an energy-absorbing box 510, which extends in the front and rear direction. The lower crossbeam 600 is connected to the energy-absorbing box 510 and extends to the bottom of the energy-absorbing box 510.

[0090] The lower crossbeam 600 extends below the energy-absorbing box 510. The lower crossbeam 600 provides further protection and defense for the vehicle's chassis collision, especially for damage to the vehicle's powertrain under chassis misuse conditions. At the same time, the design of the lower crossbeam 600 also helps to improve the overall rigidity and strength of the assembled anti-collision frame 500 and enhance the collision crumple and energy absorption capacity of the energy-absorbing box 510.

[0091] In some embodiments, refer to Figure 1 and Figure 5 As shown, the anti-collision frame 500 is detachably connected to the front end of the longitudinal beam 100.

[0092] The anti-collision frame 500 can be removed from the longitudinal beam 100, which facilitates after-sales maintenance and replacement of the anti-collision frame 500 and reduces maintenance costs.

[0093] Specifically, refer to Figures 1 to 5 As shown, the front subframe includes two longitudinal beams 100, a front crossbeam 200, a rear crossbeam 300, a middle crossbeam 400, a crash bar 500, and a lower crossbeam 600.

[0094] Reference Figure 1 , Figure 4 , Figure 5 As shown, the front-rear direction of the vehicle is taken as the front-rear direction of the front subframe, and the left-right direction of the vehicle is taken as the left-right direction of the front subframe. Two longitudinal beams 100 are set opposite each other, and each longitudinal beam 100 extends in the front-rear direction. The front crossbeam 200 extends in the left-right direction. The left and right ends of the front crossbeam 200 are respectively connected to the front ends of the two longitudinal beams 100. The rear crossbeam 300 extends in the left-right direction. The left and right ends of the rear crossbeam 300 are respectively connected to the middle and rear positions of the two longitudinal beams 100. The rear crossbeam 300 is set behind the front crossbeam 200.

[0095] Reference Figure 2 As shown, each longitudinal beam 100 has a first recess 101, a second recess 102 and a third recess 103 at its bottom.

[0096] The first cavity 101 is located on the front side of the longitudinal beam 100, the second cavity 102 is located in the middle and rear part of the longitudinal beam 100, and the third cavity 103 is located on the rear side of the longitudinal beam 100.

[0097] The left and right ends of the front crossbeam 200 are respectively connected to the side walls of the first cavity 101 of the two longitudinal beams 100, the rear side walls of the second cavity 102 of the two longitudinal beams 100 are connected to the front sides of the left and right ends of the rear crossbeam 300, and the front side walls of the third cavity 103 of the two longitudinal beams 100 are respectively connected to the rear sides of the left and right ends of the rear crossbeam 300.

[0098] Each longitudinal beam 100 has a connecting block 104 at its bottom, which is located between the rear sidewall of the first cavity 101 and the front sidewall of the second cavity 102.

[0099] The middle crossbeam 400 extends in the left and right direction, and two connecting blocks 104 connect the left and right ends of the middle crossbeam 400 respectively.

[0100] The first connecting part 110 is disposed in the first cavity 101. The first connecting part 110 extends from bottom to top to the top of the longitudinal beam 100. A plurality of first reinforcing ribs 111 are disposed around the periphery of each first connecting part 110. All the first reinforcing ribs 111 are disposed in the first cavity 101. The plurality of first reinforcing ribs 111 extend from the first connecting part 110 along the top wall of the first cavity 101 to the side wall of the first cavity 101.

[0101] The second connecting part 120 is disposed in the second cavity 102. The second connecting part 120 extends from bottom to top to the top of the longitudinal beam 100. A plurality of second reinforcing ribs 121 are disposed around the periphery of each second connecting part 120. All the second reinforcing ribs 121 are disposed in the second cavity 102. The plurality of second reinforcing ribs 121 extend from the second connecting part 120 along the top wall of the second cavity 102 to the side wall of the second cavity 102.

[0102] The third connecting part 130 is disposed on the rear side wall of the third cavity 103, and the third reinforcing rib 131 is disposed in the third cavity 103. The third reinforcing rib 131 extends forward from the third connecting part 130 along the top wall of the third cavity 103 to the front side wall of the third cavity 103.

[0103] The first connecting parts 110 of the two longitudinal beams 100 are respectively located on the left and right sides of the front crossbeam 200, the second connecting parts 120 of the two longitudinal beams 100 are respectively located on the left and right sides of the rear crossbeam 300, and the third connecting part 130 is located at the rear end of the longitudinal beams 100.

[0104] A fourth connecting part 140 is provided in the first cavity 101 of the longitudinal beam 100. The fourth connecting part 140 is attached to the side wall of the first cavity 101 and is connected to the first control arm of the suspension system. A fifth connecting part 150 is also provided at the bottom of the longitudinal beam 100. The rear side wall of the first cavity 101 and the front side wall of the second cavity 102 are part of the fifth connecting part 150. The fifth connecting part 150 is connected to the second control arm through the rear side wall of the first cavity 101 and the front side wall of the second cavity 102. A sixth connecting part 160 is also provided in the second cavity 102 of the longitudinal beam 100. At least one second reinforcing rib 121 extends from the second connecting part 120 to the sixth connecting part 160. The sixth connecting part 160 is connected to the stabilizer bar of the suspension system.

[0105] A seventh connecting part 170 is provided in the first cavity 101 of the longitudinal beam 100, and the vehicle's steering gear is connected to the seventh connecting part 170.

[0106] Reference Figure 3 and Figure 4 As shown, the top of the front end of the longitudinal beam 100 is provided with an eighth connecting part 180, and the top of the rear crossbeam 300 is provided with a ninth connecting part 190.

[0107] The eighth connecting part 180 is provided with a horizontal connecting post 181 extending to the left and right and a vertical connecting post 182 extending to the top and bottom. The horizontal connecting post 181 is connected to the left or right side of the engine front mount, and the vertical connecting post is connected to the bottom of the engine front mount.

[0108] The ninth connecting part 190 is provided with a longitudinal connecting hole 191 extending forward and backward and a vertical connecting hole 192 extending vertically. The longitudinal connecting hole 191 is connected to the rear side of the engine rear mount, and the vertical connecting hole 192 is connected to the bottom of the engine rear mount.

[0109] Reference Figure 1 and Figure 5As shown, the front subframe is also equipped with a crash barrier 500 and a lower crossbeam 600. The lower crossbeam 600 extends in the left and right direction. The crash barrier 500 is bolted to the front end of the longitudinal beam 100. The crash barrier 500 is equipped with an energy-absorbing box 510, which extends in the front and rear direction. The lower crossbeam 600 is connected to the energy-absorbing box 510 and extends to the bottom of the energy-absorbing box 510.

[0110] This invention also provides a vehicle including the front subframe described in the above embodiments.

[0111] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0112] Since the vehicle applies all the technical solutions of the aforementioned front subframe, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0113] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

Claims

1. A front subframe, characterized in that, The front subframe, used for connecting the vehicle body and suspension system, includes: Two longitudinal beams are provided, each longitudinal beam being arranged along the front-rear direction of the vehicle. Each longitudinal beam is provided with a first connecting part, a second connecting part, and a third connecting part. The periphery of the first connecting part is provided with a plurality of outwardly extending first reinforcing ribs, the periphery of the second connecting part is provided with a plurality of outwardly extending second reinforcing ribs, and the periphery of the third connecting part is provided with a third reinforcing ribs. The first connecting part, the second connecting part, and the third connecting part are connected to the vehicle body. A front crossbeam is provided along the left-right direction of the vehicle, and the two ends of the front crossbeam are respectively connected to the two longitudinal beams; A rear crossbeam is provided along the left-right direction of the vehicle, and the two ends of the rear crossbeam are respectively connected to the two longitudinal beams. The rear crossbeam is located behind the front crossbeam. Wherein, two first connecting parts are located on both sides of the front crossbeam along the left-right direction of the vehicle, two second connecting parts are located on both sides of the rear crossbeam along the left-right direction of the vehicle, and the third connecting part is located at the rear end of the longitudinal beam. Each of the longitudinal beams has a first cavity, a second cavity, and a third cavity spaced apart from front to back at its bottom. The first connecting part is located in the first cavity and is connected to the top of the longitudinal beam. The second connecting part is located in the second cavity and is connected to the top of the longitudinal beam. The third connecting part is located on the rear side of the third cavity. One end of the front crossbeam is connected to the left or right side wall of the first cavity, and one end of the rear crossbeam is connected to the rear side wall of the second cavity and the front side wall of the third cavity. The third reinforcing rib is arranged along the third connecting part in the direction toward the front and is connected to the rear crossbeam; The suspension system includes a first control arm, a second control arm, and a stabilizer bar. The longitudinal beam is provided with a fourth connecting part, a fifth connecting part, and a sixth connecting part. The fourth connecting part is located in the first cavity and connected to the first control arm. The fifth connecting part is located between the first cavity and the second cavity and connected to the second control arm. The sixth connecting part is located in the second cavity and connected to the stabilizer bar. At least a portion of the fourth connecting part is disposed on the side wall of the first cavity, the fifth connecting part is disposed on the rear side wall of the first cavity and / or the front side wall of the second cavity, and at least one second reinforcing rib is connected to the sixth connecting part; Each of the longitudinal beams is further provided with a connecting block, the connecting block being disposed between the first cavity and the second cavity, and the front subframe further includes: A middle crossbeam is provided along the left-right direction of the vehicle, and two connecting blocks are respectively connected to both ends of the middle crossbeam; The first reinforcing rib is connected to the side wall of the first cavity, the second reinforcing rib is connected to the side wall of the second cavity, and the third reinforcing rib is connected to the side wall of the third cavity.

2. The front subframe according to claim 1, characterized in that, The vehicle also includes a steering gear, and the longitudinal beam has a seventh connecting part, which is located in the first cavity and connected to the steering gear.

3. The front subframe according to claim 1, characterized in that, The vehicle also includes a front engine mount and a rear engine mount. The top of the longitudinal beam is provided with an eighth connecting part, which is located at the front end of the longitudinal beam and connects to the front engine mount. The top of the rear crossbeam is provided with a ninth connecting part, which connects to the rear engine mount.

4. The front subframe according to claim 3, characterized in that, The eighth connecting part includes a horizontal connecting post and a vertical connecting post. The horizontal connecting post extends along the left-right direction of the vehicle, and the vertical connecting post extends along the up-down direction of the vehicle. The horizontal connecting post connects to the left or right side of the front engine mount, and the vertical connecting post connects to the bottom of the front engine mount.

5. The front subframe according to claim 3, characterized in that, The ninth connecting part includes a longitudinal connecting hole and a vertical connecting hole. The longitudinal connecting hole extends along the front-rear direction of the vehicle, and the vertical connecting hole extends along the vertical direction of the vehicle. The longitudinal connecting hole connects to the rear side of the engine rear mount and / or the vertical connecting hole connects to the bottom of the engine rear mount.

6. The front subframe according to claim 1, characterized in that, The front subframe also includes: A crash barrier is connected to the front end of the longitudinal beam, and the crash barrier is provided with an energy-absorbing box arranged along the front-rear direction of the vehicle; The lower crossbeam is connected to the energy-absorbing box and extends downward.

7. The front subframe according to claim 6, characterized in that, The anti-collision frame is detachably connected to the front end of the longitudinal beam.

8. A vehicle, characterized in that, include: Body; Suspension system; The front subframe as described in any one of claims 1 to 7, wherein the front subframe connects the vehicle body and the suspension system.

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