Auxiliary frame structure and vehicle

Abstract

The invention relates to the technical field of automobile frame devices, and particularly discloses an auxiliary frame structure which comprises a front cross beam, a rear cross beam and two longitudinal beams, the two longitudinal beams are arranged in a spaced mode, the front cross beam and the rear cross beam are connected between the two longitudinal beams respectively, the longitudinal beams are provided with safety collision force transmission induction structures, and the safety collision force transmission induction structures are connected between the front cross beam and the rear cross beam. The safety collision force transmission induction structure comprises a first induction part, a second induction part and a third induction part, the longitudinal beam is provided with a first end face and a second end face, the first induction part is formed at the end, close to the front cross beam, of the first end face, the second induction part is formed at the end, close to the front cross beam, of the second end face, and the third induction part is formed at the end, close to the front cross beam, of the second end face. The third induction part is formed on the second end face, and the third induction part is farther away from the front cross beam relative to the second induction part. The invention further discloses a vehicle. According to the auxiliary frame structure, effective decoupling of collision force can be achieved, the collision prevention performance of the auxiliary frame structure is improved, and the impact absorption capacity of a whole vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile frame devices, and in particular to a subframe structure and a vehicle. Background Art

[0002] At present, the automobile industry is in an era of accelerated change, and the trend of automobile new energy is constantly moving forward. From traditional fuel vehicles to mild hybrid vehicles, plug-in hybrid vehicles and pure electric vehicles, the requirements for automobile performance and safety are getting higher and higher, and their functional requirements for the front subframe are more obvious. Among them, the main function of the front subframe is to connect the suspension and the body, transmit the force and torque from the suspension to the body, attenuate the vibration transmitted from the suspension to the body to a certain extent, improve the noise of the whole vehicle, and protect the safety of passengers and drivers as the third channel for impact energy transmission and attenuation during the collision. The current subframe, as the third energy absorption path, is difficult to restrain and match with the deformation of the body during the collision deformation process. It has not achieved effective deformation induction, resulting in the structural characteristics of the subframe and the beam not being maximized, and the impact absorption capacity is insufficient, and there is room for improvement. Summary of the invention

[0003] The technical problem to be solved by the present invention is: how to solve the problem that the existing subframe has insufficient impact absorption capacity due to the inability to achieve effective deformation induction.

[0004] In order to solve the above technical problems, the present invention provides a subframe structure, having a first direction, a second direction and a third direction intersecting in pairs, including a front crossbeam, a rear crossbeam and two longitudinal beams, the two longitudinal beams extend along the second direction and are arranged at intervals in the first direction, the front crossbeam and the rear crossbeam are respectively connected between the two longitudinal beams along the first direction, the longitudinal beam is provided with an A-collision force transmission induction structure, the A-collision force transmission induction structure includes a first induction portion, a second induction portion and a third induction portion, the longitudinal beam has a first end face extending along the first direction and a second end face extending along the third direction, the first induction portion is formed at one end of the first end face close to the front crossbeam along the first direction, the second induction portion is formed at one end of the second end face close to the front crossbeam along the third direction, the third induction portion is formed at the second end face along the third direction, and the third induction portion is farther away from the front crossbeam than the second induction portion.

[0005] Further preferably, the first inducing portion, the second inducing portion and the third inducing portion are all recessed groove structures.

[0006] Further preferably, the first inducing portion and the second inducing portion are located at the same cross-sectional position of the longitudinal beam in the first direction.

[0007] Further preferably, the front cross beam, the rear cross beam and the two longitudinal beams all include an upper beam body and a lower beam body, and the upper beam body and the lower beam body are connected by snapping to form a closed chamber structure.

[0008] Further preferably, a first mounting point is respectively provided at both ends of the front cross beam, a second mounting point is provided at an end of the longitudinal beam away from the front cross beam, a non-load-bearing flexible constraint structure is provided on the longitudinal beam between the first mounting point and the second mounting point, and a third mounting point is provided on the non-load-bearing flexible constraint structure.

[0009] Further preferably, the third inducing portion and the non-load-bearing flexible restraining structure are correspondingly arranged in the first direction.

[0010] Further preferably, the first mounting point is used to mount the vehicle body beam so that the front cross beam and the vehicle body beam are rigidly connected, and the second mounting point is provided with a bushing, and the vehicle body beam is flexibly connected to the longitudinal beam through the bushing.

[0011] Further preferably, the non-load-bearing flexible constraint structure includes a fixed portion, a bent portion and an extended portion, the fixed portion is connected to the longitudinal beam, one end of the bent portion is connected to the fixed portion, and the other end extends along the third direction and bends toward the outside of the longitudinal beam, the extended portion extends along the first direction and is arranged at one end of the bent portion away from the fixed portion, and the third mounting point is formed on the extended portion.

[0012] Further preferably, a semi-floating structure is provided at the connection between the rear cross beam and the longitudinal beam; the semi-floating structure includes a steering gear mounting point provided at both ends of the rear cross beam and a steering gear mounting member provided on the longitudinal beam, and the steering gear mounting member is fastened to the steering gear mounting point by bolts.

[0013] The present invention also provides a vehicle, comprising a vehicle body beam and the above-mentioned subframe structure, wherein the vehicle body beam is connected to the subframe structure.

[0014] Compared with the prior art, the subframe structure and vehicle provided by the present invention have the following beneficial effects:

[0015] The present invention arranges a first induction portion on the first end face of the longitudinal beam, and arranges a second induction portion and a third induction portion on the second end face of the longitudinal beam. When the subframe structure is subjected to a collision force, the longitudinal beam deforms upward at the position of the first induction portion to absorb energy, and the longitudinal beam deforms inward at the positions of the second induction portion and the third induction portion to absorb energy, so as to achieve effective absorption and decoupling of the collision force, improve the collision safety performance of the subframe structure, and after the subframe structure is connected to the vehicle body, it can form a constraint with the deformation of the vehicle body during the collision deformation process, achieve effective deformation induction, and improve the impact absorption capacity of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a three-dimensional diagram of the subframe structure of the present invention.

[0017] Figure 2 It is a top view of the subframe structure of the present invention.

[0018] Figure 3 It is a partial view of the subframe structure of the present invention.

[0019] Figure 4 It is a cross-sectional view of the rear cross beam of the present invention.

[0020] Figure 5 It is a partial cross-sectional view of the rear cross beam of the present invention.

[0021] Reference numerals:

[0022] 1. Front crossbeam; 11. First mounting point;

[0023] 2. Rear cross beam; 21. Steering gear mounting point;

[0024] 3. Longitudinal beam; 3a. First end face; 3b. Second end face; 31. Impact force transmission induction structure; 311. First induction part; 312. Second induction part; 313. Third induction part; 32. Second mounting point; 321. Bushing; 33. Steering gear mounting part; 34. Front mounting point of swing arm; 35. Rear mounting point of swing arm;

[0025] 4. Non-load-bearing flexible constraint structural member; 4a. Fixed portion; 4b. Bending portion; 4c. Extending portion; 41. Third mounting point. DETAILED DESCRIPTION

[0026] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0027] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like used in the present invention to indicate the orientation or position relationship is based on the orientation or position relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0028] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0029] In addition, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0031] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0032] Example 1

[0033] like Figures 1 to 5 As shown, this embodiment provides a subframe structure suitable for an independent front suspension system, which has a first direction X, a second direction Y and a third direction Z that intersect with each other.

[0034] In some embodiments, the first direction X, the second direction Y, and the third direction Z intersect each other perpendicularly.

[0035] In some embodiments, the subframe structure of this embodiment includes a front cross beam 1, a rear cross beam 2 and two longitudinal beams 3, the two longitudinal beams 3 extend along the second direction Y and are arranged at intervals in the first direction X, the front cross beam 1 and the rear cross beam 2 are respectively connected between the two longitudinal beams 3 along the first direction X, and the front cross beam 1 and the rear cross beam 2 are respectively connected between the two longitudinal beams 3 along the first direction X.

[0036] In some embodiments, the longitudinal beam 3 is provided with an anti-collision force transmission induction structure 31. It should be noted that "Anpeng" refers to a car safety collision test, which is a series of tests to evaluate the safety performance of a car under various collision conditions. Specifically, the anti-collision force transmission induction structure 31 includes a first induction portion 311, a second induction portion 312, and a third induction portion 313. The longitudinal beam 3 has a first end face 3a extending along a first direction X and a second end face 3b extending along a third direction Z. The first induction portion 311 is formed along the first direction X at one end of the first end face 3a close to the front cross beam 1, the second induction portion 312 is formed along the third direction Z at one end of the second end face 3b close to the front cross beam 1, and the third induction portion 313 is formed along the third direction Z at the second end face 3b, and the third induction portion 313 is farther away from the front cross beam 1 than the second induction portion 312. Thus, by setting the collision force transmission induction structure 31 on the longitudinal beam 3, when the sub-frame structure is subjected to collision force, the longitudinal beam 3 is deformed upward at the position of the first induction portion 311, and the longitudinal beam 3 is deformed toward the inner side of the longitudinal beam 3 at the position of the second induction portion 312, and then the third induction portion 313 is deformed to absorb energy, so as to realize effective decoupling of the collision force, and setting three induction portions can improve the collision performance of the sub-frame structure.

[0037] In some embodiments, the collision force transmission inducing structure 31 is a recessed groove structure. Specifically, the first inducing portion 311, the second inducing portion 312 and the third inducing portion 313 are all recessed groove structures, so that the longitudinal beam 3 forms a weakened design at the positions of the first inducing portion 311, the second inducing portion 312 and the third inducing portion 313, so as to effectively guide the force deformation direction of the longitudinal beam 3, thereby improving the collision performance of the subframe structure.

[0038] In some embodiments, the first inducing portion 311 and the second inducing portion 312 are located at the same cross-sectional position of the longitudinal beam 3 in the first direction X. Since the longitudinal beam 3 is deformed upward at the position of the first inducing portion 311, the longitudinal beam 3 is deformed toward the inner side of the longitudinal beam 3 at the position of the second inducing portion 312. Therefore, when the longitudinal beam 3 is subjected to force, it can deform from two directions to absorb most of the energy, thereby reducing the impact of the collision energy on the rear section of the subframe structure and ensuring the safety of the driver and passengers.

[0039] In some embodiments, in order to further improve the manufacturing accuracy of the vehicle subframe structure, the front cross beam 1, the rear cross beam 2 and the two longitudinal beams 3 all include an upper beam body and a lower beam body, and the upper beam body and the lower beam body are connected by buckling to form a closed chamber structure. This method can reduce the manufacturing requirements of the front cross beam 1, the rear cross beam 2 and the longitudinal beam 3 to ensure the manufacturing accuracy and quality. Among them, the longitudinal beam 3 penetrates and connects the front cross beam 1 and the rear cross beam 2 to form a frame structure, such as Figure 4 and Figure 5 shown.

[0040] In some embodiments, two first mounting points 11 are respectively provided at both ends of the front cross beam 1, a second mounting point 32 is provided at one end of each longitudinal beam 3 away from the front cross beam 1, a non-load-bearing flexible constraint structure 4 is provided between each longitudinal beam 3 and the first mounting point 11 and the second mounting point 32, and a third mounting point 41 is provided on each non-load-bearing flexible constraint structure 4; thereby, the sub-frame structure forms 6 mounting points, and the 6 mounting points are respectively connected to the vehicle body beam, which can further improve the stability and structural strength of the sub-frame structure installation. It should be noted that the non-load-bearing flexible constraint structure 4 is connected to the vehicle body beam and does not play a bearing role on the vehicle body beam. Its purpose is to realize the constraint of the relative deformation between the sub-frame longitudinal beam 3 and the beam, and at the same time, it can reduce the difficulty of matching the sub-frame structure with the vehicle body; and the setting of the non-load-bearing flexible constraint structure 4 can effectively avoid the longitudinal beam 3 from having too many local modes, thereby reducing the manufacturing requirements of the longitudinal beam 3 and improving the manufacturing accuracy of the longitudinal beam 3.

[0041] In some embodiments, the third inducing portion 313 and the non-load-bearing flexible constraint structure 4 are correspondingly arranged in the first direction X, so that when the longitudinal beam 3 is deformed, the non-load-bearing flexible constraint structure 4 can also cooperate with the third inducing portion 313 to realize the constraint of the relative deformation of the sub-frame longitudinal beam 3 and the main beam, thereby effectively realizing the decoupling of force.

[0042] In some embodiments, the first mounting point 11 is used to mount the vehicle body beam, so that the front cross beam 1 and the vehicle body beam are rigidly connected, making the installation of the subframe structure more stable.

[0043] In some embodiments, a bushing 321 is provided at the second mounting point 32 so that the second mounting point 32 forms a flexible connection point. The vehicle body beam is flexibly connected to the longitudinal beam 3 through the bushing 321, thereby constraining the relative deformation of the subframe longitudinal beam and the vehicle body during a collision, thereby improving the collision performance.

[0044] In some embodiments, the non-load-bearing flexible constraint structure 4 includes a fixed portion 4a, a bent portion 4b and an extended portion 4c, the fixed portion 4a is connected to the longitudinal beam 3, one end of the bent portion 4b is connected to the fixed portion 4a, and the other end extends along the third direction Z and bends toward the outside of the longitudinal beam 3, the extended portion 4c extends along the first direction X and is arranged at one end of the bent portion 4b away from the fixed portion 4a, and the third mounting point 41 is formed on the extended portion 4c. By setting the bending portion 4b and the extension portion 4c, the third mounting point 41 is extended to the outside of the longitudinal beam 3, and can be more straight with the first mounting point 11 and the second mounting point 32 in the second direction Y, thereby reducing the bending degree and manufacturing requirements of the vehicle body beam; wherein, the thickness of the non-load-bearing flexible constraint structure 4 is thinner than that of the longitudinal beam 3, and the stiffness of the non-load-bearing flexible constraint structure 4 is weaker than that of the longitudinal beam 3, so as to form a flexible structural member, and when the longitudinal beam 3 collides, the non-load-bearing flexible constraint structure 4 can also cooperate with the collision force transmission inducing structure 31 to realize the constraint of the relative deformation of the sub-frame longitudinal beam 3 and the beam, effectively realize the decoupling of the force, and improve the collision performance of the sub-frame structure.

[0045] In some embodiments, a semi-floating structure is provided at the connection between the rear cross beam 2 and the longitudinal beam 3; specifically, the semi-floating structure includes a steering gear mounting point 21 provided at both ends of the rear cross beam 2 and a steering gear mounting member 33 provided on the longitudinal beam 3, the steering gear mounting member 33 cooperates with the steering gear mounting point 21 in the third direction Z, and the rear cross beam 2 and the longitudinal beam 3 are constrainedly assembled by bolting the steering gear mounting member 33 to improve the connection strength between the rear cross beam 2 and the longitudinal beam 3. It should be noted that "semi-floating" means that the rear cross beam 2 and the longitudinal beam 3 are split structures, and the two are connected by the steering gear mounting point 21 and the steering gear mounting part 33 to form a frame structure; thus, the semi-floating structure is adopted to enable the rear cross beam 2 and the longitudinal beam 3 to be assembled and connected, which effectively improves the tolerance of the assembly of the rear cross beam 2 and the longitudinal beam 3, and the relative independence of the rear cross beam 2 and the longitudinal beam 3 can improve the manufacturing process performance of the rear cross beam 2 and the longitudinal beam 3, and improve production efficiency. Compared with the traditional structure in which the rear cross beam and the longitudinal beam are fixed by welding, the semi-floating structure is arranged in this embodiment so that the tolerance of the rear cross beam 2 and the longitudinal beam 3 in assembly is stronger, and the steering gear mounting point 21 and the steering gear mounting part 33 are locked by bolts to ensure the connection strength of the rear cross beam 2 and the longitudinal beam 3, and reduce the welding deformation between the rear cross beam 2 and the longitudinal beam 3.

[0046] In some embodiments, the steering gear mounting member 33 is welded to the longitudinal beam 3 as a whole. When the steering gear mounting member 33 corresponds to the steering gear mounting point 21 and is tightened by bolts, the connection stiffness between the rear cross beam 2 and the longitudinal beam 3 can be ensured.

[0047] In some embodiments, the steering gear mounting member 33 and the rear cross beam 2 are welded into an integral structure.

[0048] In some implementations, the subframe structure of this embodiment further includes a stabilizer bar mounting bracket (not shown), which is respectively connected to the front cross beam 1 and the longitudinal beam 3, thereby adopting a leaping structural design so that the front cross beam 1 and the longitudinal beam 3 work together to achieve connection, thereby further improving the stability of the subframe structure.

[0049] In some embodiments, the longitudinal beam 3 is further provided with a front mounting point 34 of the swing arm, and the front mounting point 34 of the swing arm is located between the non-load-bearing flexible constraint structure 4 and the rear cross beam 2. A rear mounting point 35 of the swing arm is provided at the end of the longitudinal beam 3 away from the front cross beam 1. The design of the front mounting point 34 of the swing arm and the rear mounting point 35 of the swing arm is conducive to the overall installation of the swing arm. At the same time, since the impact force transmission induction structure 3 is concentrated in the front section of the longitudinal beam 3, the stiffness of the rear section of the longitudinal beam 3 is relatively large, which can not only ensure the stability of the swing arm after installation, but also transmit the vibration of the swing arm to the vehicle body through the longitudinal beam 3. In addition, the front mounting point 34 of the swing arm and the rear mounting point 35 of the swing arm are arranged on both sides of the rear cross beam 2 along the second direction Y, which can also transmit part of the vibration of the swing arm to the rear cross beam 2, thereby effectively realizing force decoupling.

[0050] In other embodiments, mounting brackets such as a motor, a water pump, and a condenser may be integrated on the subframe structure according to vehicle model requirements to facilitate maintaining the installation positions of the lower control arm, steering gear, stabilizer bar, motor, water pump, and condenser of the suspension.

[0051] Example 2

[0052] This embodiment provides a vehicle, which includes a body beam and the subframe structure of Embodiment 1, wherein the body beam is connected to the subframe structure; specifically, the first mounting point 11, the second mounting point 32 and the third mounting point 41 on the subframe structure are all connected to the body beam.

[0053] In summary, the embodiment of the present invention provides a subframe structure and a vehicle, wherein a first induction portion 311 is provided on the first end face 3a of the longitudinal beam 3, and a second induction portion 312 and a third induction portion 313 are provided on the second end face 3b of the longitudinal beam 3. When the subframe structure is subjected to a collision force, the longitudinal beam 3 deforms upward at the position of the first induction portion 311 to absorb energy, and the longitudinal beam 3 deforms toward the inner side of the longitudinal beam 3 at the positions of the second induction portion 312 and the third induction portion 313 to absorb energy, so as to achieve effective absorption and decoupling of the collision force, improve the collision safety performance of the subframe structure, and after the subframe structure is connected to the vehicle body, it can form a constraint with the deformation of the vehicle body during the collision deformation process, achieve effective deformation induction, and improve the impact absorption capacity of the whole vehicle; and the subframe structure is shaped There are 6 installation points, and the 6 installation points are respectively connected to the vehicle body beam, which can further improve the stability and structural strength of the sub-frame structure installation; the non-load-bearing flexible constraint structure 4 is connected to the vehicle body beam to realize the constraint of the relative deformation of the sub-frame longitudinal beam 3 and the beam, and at the same time can reduce the difficulty of matching the sub-frame structure with the vehicle body. When the longitudinal beam 3 collides, the non-load-bearing flexible constraint structure 4 can also cooperate with the collision force transmission induction structure 31 to realize the constraint of the relative deformation of the sub-frame longitudinal beam 3 and the beam, effectively realize the decoupling of force, and improve the collision performance of the sub-frame structure; in addition, a semi-floating structure is provided at the connection between the rear cross beam 2 and the longitudinal beam 3, which effectively improves the tolerance capacity of the assembly of the rear cross beam 2 and the longitudinal beam 3 and reduces the welding deformation between the rear cross beam 2 and the longitudinal beam 3.

[0054] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be regarded as the protection scope of the present invention. The basic principles, main features and advantages of the present invention are shown and described above. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above preferred embodiments. The embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the attached claims rather than the above description, so it is intended to include all changes within the meaning and scope of the equivalent elements of the claims in the present invention.

[0055] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in the embodiments may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A subframe structure having a first direction (X), a second direction (Y) and a third direction (Z) intersecting each other, characterized in that: The invention comprises a front cross beam (1), a rear cross beam (2) and two longitudinal beams (3), wherein the two longitudinal beams (3) extend along the second direction (Y) and are arranged at intervals in the first direction (X), wherein the front cross beam (1) and the rear cross beam (2) are respectively connected between the two longitudinal beams (3) along the first direction (X), wherein the longitudinal beams (3) are provided with an anti-collision force transmission induction structure (31), wherein the anti-collision force transmission induction structure (31) comprises a first induction portion (311), a second induction portion (312) and a third induction portion (313), and wherein the longitudinal beam (3) has a first end extending along the first direction (X). The first inducing portion (311) is formed along the first direction (X) at one end of the first end face (3a) close to the front cross beam (1), the second inducing portion (312) is formed along the third direction (Z) at one end of the second end face (3b) close to the front cross beam (1), the third inducing portion (313) is formed along the third direction (Z) at the second end face (3b), and the third inducing portion (313) is further away from the front cross beam (1) than the second inducing portion (312).

2. A subframe structure according to claim 1, characterized in that: The first inducing portion (311), the second inducing portion (312) and the third inducing portion (313) are all indented groove structures.

3. A subframe structure according to claim 1, characterized in that: The first inducing portion (311) and the second inducing portion (312) are located at the same cross-sectional position of the longitudinal beam (3) in the first direction (X).

4. The subframe structure according to claim 1, characterized in that: The front cross beam (1), the rear cross beam (2) and the two longitudinal beams (3) all comprise an upper beam body and a lower beam body, and the upper beam body and the lower beam body are connected by buckling to form a closed chamber structure.

5. The subframe structure according to claim 1, characterized in that: The two ends of the front cross beam (1) are respectively provided with a first mounting point (11), the end of the longitudinal beam (3) away from the front cross beam (1) is provided with a second mounting point (32), the longitudinal beam (3) is provided with a non-load-bearing flexible constraint structure (4) between the first mounting point (11) and the second mounting point (32), and the non-load-bearing flexible constraint structure (4) is provided with a third mounting point (41).

6. A subframe structure according to claim 5, characterized in that: The third inducing portion (313) and the non-load-bearing flexible restraining structural member (4) are correspondingly arranged in the first direction (X).

7. The subframe structure according to claim 5, characterized in that: The first mounting point (11) is used to mount the vehicle body beam so that the front cross beam (1) and the vehicle body beam are rigidly connected, and the second mounting point (32) is provided with a bushing (321), and the vehicle body beam is flexibly connected to the longitudinal beam (3) via the bushing (321).

8. The subframe structure according to claim 5, characterized in that: The non-load-bearing flexible restraining structural member (4) comprises a fixed portion (4a), a bent portion (4b) and an extended portion (4c); the fixed portion (4a) is connected to the longitudinal beam (3); one end of the bent portion (4b) is connected to the fixed portion (4a), and the other end extends along the third direction (Z) and is bent toward the outside of the longitudinal beam (3); the extended portion (4c) extends along the first direction (X) and is arranged at one end of the bent portion (4b) away from the fixed portion (4a); and the third mounting point (41) is formed on the extended portion (4c).

9. The subframe structure according to claim 1, characterized in that: A semi-floating structure is provided at the connection between the rear cross beam (2) and the longitudinal beam (3); the semi-floating structure comprises a steering gear mounting point (21) provided at both ends of the rear cross beam (2) and a steering gear mounting member (33) provided on the longitudinal beam (3); the steering gear mounting member (33) is fastened to the steering gear mounting point (21) by bolts.

10. A vehicle, characterized in that: It comprises a vehicle body beam and a subframe structure as claimed in any one of claims 1 to 9, wherein the vehicle body beam is connected to the subframe structure.

Images