Subframe structure and vehicle

Abstract

The present application relates to the technical field of automobile frame device, and specifically discloses a sub-frame structure, which comprises a front cross beam, a rear cross beam and two longitudinal beams, the two longitudinal beams are arranged at intervals, the front cross beam and the rear cross beam are connected between the two longitudinal beams respectively, the longitudinal beam is provided with an impact force transmission inducing structure, the impact force transmission inducing structure comprises a first inducing part, a second inducing part and a third inducing part, the longitudinal beam has a first end face and a second end face, the first inducing part is formed at one end of the first end face close to the front cross beam, the second inducing part is formed at one end of the second end face close to the front cross beam, and the third inducing part is formed at the second end face, and the third inducing part is farther away from the front cross beam than the second inducing part.The present application also discloses a vehicle.The present application can effectively decouple the impact force, improve the impact performance of the sub-frame structure, and improve the impact absorption capacity of the whole vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile frame devices, in particular to a sub-frame structure and a vehicle. BACKGROUND

[0002] The current automobile industry is in an era of accelerating change, and the trend of new energy vehicles is constantly moving forward. From traditional fuel vehicles to light hybrid vehicles, plug-in hybrid vehicles and pure electric vehicles, the requirements for vehicle performance and safety are becoming higher and higher, and their functional requirements for front sub-frames are more obvious. The main function of the front sub-frame is to connect the suspension and the vehicle body, transmit the force and torque from the suspension to the vehicle body, attenuate the vibration transmitted from the suspension to the vehicle body to some extent, improve the noise of the whole vehicle, and in the process of collision, as the third energy absorption path, protect the safety of passengers and drivers. The current sub-frame as the third energy absorption path is difficult to match and constrain the deformation of the vehicle body during the deformation process, and cannot effectively induce deformation, so that the structural characteristics of the sub-frame and the girder are not maximized, the impact absorption capacity is insufficient, and there is room for improvement. SUMMARY

[0003] The technical problem to be solved by the present application is how to solve the problem of insufficient impact absorption capacity of the existing sub-frame due to the inability to effectively induce deformation.

[0004] In order to solve the above technical problems, the present application provides a sub-frame structure, which has a first direction, a second direction and a third direction intersecting with each other, comprising a front cross beam, a rear cross beam and two longitudinal beams, the two longitudinal beams extend along the second direction and are arranged at intervals in the first direction, the front cross beam and the rear cross beam are respectively connected between the two longitudinal beams along the first direction, the longitudinal beam is provided with an impact force transmission inducing structure, the impact force transmission inducing structure comprises a first inducing part, a second inducing part and a third inducing part, 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 inducing part is formed on one end of the first end face close to the front cross beam along the first direction, the second inducing part is formed on one end of the second end face close to the front cross beam along the third direction, and the third inducing part is formed on the second end face along the third direction, and the third inducing part is farther away from the front cross beam than the second inducing part.

[0005] Further preferably, the first inducing part, the second inducing part and the third inducing part are all inwardly recessed groove-like structures.

[0006] Further preferably, the first inducing part and the second inducing part 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 each comprise an upper beam body and a lower beam body, and the upper beam body and the lower beam body are connected by a snap-fit connection to form a closed chamber structure.

[0008] Further preferably, two ends of the front cross beam are respectively provided with first mounting points, one end of the longitudinal beam away from the front cross beam is provided with a second mounting point, and the longitudinal beam is provided with a non-load-bearing flexible constraint structure between the first mounting point and the second mounting point, and the non-load-bearing flexible constraint structure is provided with a third mounting point.

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

[0010] Further preferably, the first mounting point is used for mounting a 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 with the longitudinal beam through the bushing.

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

[0012] Further preferably, a semi-floating structure is arranged at the connection between the rear cross beam and the longitudinal beam, the semi-floating structure comprises a steering gear mounting point arranged at two ends of the rear cross beam and a steering gear mounting member arranged on the longitudinal beam, and the steering gear mounting member is locked with the steering gear mounting point by bolts.

[0013] The application further provides a vehicle comprising a vehicle body beam and the above-mentioned sub-frame structure, and the vehicle body beam is connected with the sub-frame structure.

[0014] Compared with the prior art, the sub-frame structure and the vehicle provided by the application have the following beneficial effects:

[0015] By arranging the first inducing portion on the first end surface of the longitudinal beam and the second inducing portion and the third inducing portion on the second end surface of the longitudinal beam, when the sub-frame structure is subjected to a collision force, the longitudinal beam is deformed upward at the position of the first inducing portion to absorb energy, and the longitudinal beam is deformed inward at the positions of the second inducing portion and the third inducing portion to absorb energy, so that the collision force is effectively absorbed and decoupled, the collision performance of the sub-frame structure is improved, and after the sub-frame structure is connected with the vehicle body, the sub-frame structure and the deformation of the vehicle body form a constraint during the collision deformation process, effective deformation induction is achieved, and the absorption capacity of the whole vehicle to impact is improved. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is a perspective view of the subframe structure according to the present application.

[0017] Figure 2 is a plan view of the subframe structure according to the present application.

[0018] Figure 3 is a partial view of the subframe structure according to the present application.

[0019] Figure 4 is a sectional view of the rear cross member according to the present application.

[0020] Figure 5 is a partial sectional view of the rear cross member according to the present application.

[0021] REFERENCE NUMERALS:

[0022] 1, front cross member; 11, first mounting point;

[0023] 2, rear cross member; 21, steering gear mounting point;

[0024] 3, longitudinal member; 3a, first end surface; 3b, second end surface; 31, impact force transmission inducing structure; 311, first inducing portion; 312, second inducing portion; 313, third inducing portion; 32, second mounting point; 321, bushing; 33, steering gear mounting member; 34, swing arm front mounting point; 35, swing arm rear mounting point;

[0025] 4, non-load bearing flexible restraint member; 4a, fixed portion; 4b, bent portion; 4c, extended portion; 41, third mounting point. DETAILED DESCRIPTION

[0026] The specific embodiments of the present application will be further described in conjunction with the drawings and examples. The following examples are intended to illustrate the present application, but not to limit the scope of the present application.

[0027] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicating the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0028] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0029] Furthermore, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0030] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0031] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0032] Example 1

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

[0034] In some implementations, 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 the present embodiment comprises a front cross beam 1, a rear cross beam 2 and two longitudinal beams 3 extending along the second direction Y and arranged at intervals along 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.

[0036] In some embodiments, the longitudinal beam 3 is provided with an impact force transmission inducing structure 31, and it should be noted that "impact" refers to the safety impact test of the automobile, which is a series of tests for evaluating the safety performance of the automobile under various impact conditions. Specifically, the impact force transmission inducing structure 31 comprises a first inducing portion 311, a second inducing portion 312 and a third inducing portion 313, the longitudinal beam 3 has a first end surface 3a extending along the first direction X and a second end surface 3b extending along the third direction Z, the first inducing portion 311 is formed on one end of the first end surface 3a close to the front cross beam 1 along the first direction X, the second inducing portion 312 is formed on one end of the second end surface 3b close to the front cross beam 1 along the third direction Z, and the third inducing portion 313 is formed on the second end surface 3b along the third direction Z, and the third inducing portion 313 is farther away from the front cross beam 1 than the second inducing portion 312. In this way, by providing the impact force transmission inducing structure 31 on the longitudinal beam 3, when the subframe structure is subjected to impact force, the longitudinal beam 3 deforms upward at the position of the first inducing portion 311, the longitudinal beam 3 deforms inward of the longitudinal beam 3 at the position of the second inducing portion 312, and then deforms by the third inducing portion 313 to absorb energy, thereby effectively decoupling the impact force, and the three inducing portions can improve the impact performance of the subframe structure.

[0037] In some embodiments, the impact force transmission inducing structure 31 is an inwardly recessed groove structure, and specifically, the first inducing portion 311, the second inducing portion 312 and the third inducing portion 313 are all inwardly recessed groove structures, so that the longitudinal beam 3 is formed with a weakening 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 deformation direction of the longitudinal beam 3 under stress, thereby improving the impact 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 along the first direction X, and since the longitudinal beam 3 deforms upward at the position of the first inducing portion 311 and deforms inward of the longitudinal beam 3 at the position of the second inducing portion 312, the longitudinal beam 3 can deform in two directions to absorb most of the energy when subjected to stress, 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, to further improve the manufacturing precision of the vehicle subframe structure, the front cross beam 1, the rear cross beam 2 and the two longitudinal beams 3 each 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, which can reduce the manufacturing requirements of the front cross beam 1, the rear cross beam 2 and the longitudinal beams 3 to ensure the manufacturing precision and quality, wherein the longitudinal beams 3 penetrate the front cross beam 1 and the rear cross beam 2 to form a frame-shaped structure, as shown in Figure 4 and Figure 5 .

[0040] In some embodiments, the front cross beam 1 is provided with two first mounting points 11 at both ends thereof, each longitudinal beam 3 is provided with a second mounting point 32 at an end thereof away from the front cross beam 1, each 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 each non-load-bearing flexible constraint structure 4 is provided with a third mounting point 41, so that the subframe structure forms six mounting points, which are respectively connected with the body beams, and the stability and structural strength of the subframe structure can be further improved. It should be noted that the non-load-bearing flexible constraint structure 4 is connected with the body beam and does not bear the load of the body beam, and the purpose is to realize the relative deformation constraint of the subframe longitudinal beam 3 and the body beam, and to reduce the matching difficulty of the subframe structure and the vehicle body; and the non-load-bearing flexible constraint structure 4 can effectively avoid excessive local modal of the longitudinal beam 3, thereby reducing the manufacturing requirements of the longitudinal beam 3 and improving the manufacturing precision 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 deforms, the non-load-bearing flexible constraint structure 4 can also cooperate with the third inducing portion 313 to realize the relative deformation constraint of the subframe longitudinal beam 3 and the body beam, and effectively realize the decoupling of the force.

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

[0043] In some embodiments, the second mounting point 32 is provided with a bushing 321 to form a flexible connection point, and the body beam is flexibly connected with the longitudinal beam 3 through the bushing 321, which realizes the relative deformation constraint of the subframe longitudinal beam and the vehicle body during the impact process and improves the impact performance.

[0044] In some embodiments, the non-load-bearing flexible constraint structure 4 includes a fixed portion 4a connected with the longitudinal beam 3, a bent portion 4b connected with the fixed portion 4a at one end and bent outwards of the longitudinal beam 3 along the third direction Z at the other end, and an extension portion 4c extending along the first direction X at the end of the bent portion 4b away from the fixed portion 4a, and the third mounting point 41 is formed on the extension portion 4c. By arranging the bent portion 4b and the extension portion 4c, the third mounting point 41 is extended outwards of the longitudinal beam 3, and the trend of the first mounting point 11, the second mounting point 32 and the third mounting point 41 in the second direction Y is more straight, and the bending degree of the body beam and the manufacturing requirement are reduced. The thickness of the non-load-bearing flexible constraint structure 4 is thinner than that of the longitudinal beam 3, and the rigidity of the non-load-bearing flexible constraint structure 4 is weaker than that of the longitudinal beam 3, so as to form a flexible structure. When the longitudinal beam 3 collides, the non-load-bearing flexible constraint structure 4 can also cooperate with the impact force transmission inducing structure 31 to realize the constraint of the relative deformation of the subframe longitudinal beam 3 and the body beam, effectively realize the decoupling of the force, and improve the impact performance of the subframe structure.

[0045] In some embodiments, a semi-floating structure is arranged at the connection between the rear cross beam 2 and the longitudinal beam 3. Specifically, the semi-floating structure includes the steering gear mounting point 21 arranged at both ends of the rear cross beam 2 and the steering gear mounting member 33 arranged 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 constrained and assembled by locking the steering gear mounting member 33 by bolts, so as to improve the connection strength between the rear cross beam 2 and the longitudinal beam 3. It should be noted that the "semi-floating" means that the rear cross beam 2 and the longitudinal beam 3 are in a split structure, and are connected by the steering gear mounting point 21 and the steering gear mounting member 33 to form a frame structure. In this way, the semi-floating structure is adopted to realize the assembly connection of the rear cross beam 2 and the longitudinal beam 3, effectively improves the tolerance capability 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, improve the production efficiency, and compared with the traditional structure in which the rear cross beam and the longitudinal beam are fixed by welding, the semi-floating structure in the embodiment has stronger tolerance capability in assembly, and locking the steering gear mounting point 21 and the steering gear mounting member 33 by bolts can ensure the connection strength of the rear cross beam 2 and the longitudinal beam 3, and reduce the welding deformation amount between the rear cross beam 2 and the longitudinal beam 3.

[0046] In some embodiments, the steering gear mounting member 33 is welded with the longitudinal beam 3 as a whole, and when the steering gear mounting member 33 corresponds to the steering gear mounting point 21 and is locked 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 is welded with the rear cross beam 2 as a whole.

[0048] In some embodiments, the subframe structure of the present embodiment further comprises a stabilizer bar mounting bracket (not shown) connected with the front cross beam 1 and the longitudinal beam 3, respectively, so as to adopt a spanning structure design, so that the front cross beam 1 and the longitudinal beam 3 jointly realize the connection, and further improve the stability of the subframe structure.

[0049] In some embodiments, the longitudinal beam 3 is further provided with a swing arm front mounting point 34 located between the non-load-bearing flexible constraint structure 4 and the rear cross beam 2, and a swing arm rear mounting point 35 located at the end of the longitudinal beam 3 away from the front cross beam 1. The design of the swing arm front mounting point 34 and the swing arm rear mounting point 35 is conducive to the overall installation of the swing arm. In addition, due to the fact that the impact force transmission inducing structure 3 is concentrated in the front section of the longitudinal beam 3, the rigidity of the rear section of the longitudinal beam 3 is large, which can not only ensure the stability of the swing arm after installation, but also can transmit the vibration of the swing arm to the vehicle body through the longitudinal beam 3. In addition, the swing arm front mounting point 34 and the swing arm rear mounting point 35 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, effectively realizing the decoupling of force.

[0050] In other embodiments, the mounting bracket of the motor, the water pump, the condenser, etc. can be integrated on the subframe structure according to the requirements of the vehicle type, so as to maintain the installation positions of the suspension control arm, the steering gear, the stabilizer bar, the motor, the water pump and the condenser.

[0051] Embodiment 2

[0052] The present embodiment provides a vehicle comprising a vehicle body beam and the subframe structure of embodiment 1, wherein the vehicle body beam is connected with 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 with the vehicle body beam.

[0053] In summary, the subframe structure and vehicle provided by the embodiment of the present application can effectively absorb and decouple the collision force, improve the crashworthiness of the subframe structure, and improve the absorption capacity of the vehicle to impact when the subframe structure is connected with the vehicle body and deforms to constrain the deformation of the vehicle body during the collision deformation process; the subframe structure forms six mounting points, which are respectively connected with the vehicle body beams, so as to further improve the stability and structural strength of the subframe structure; the non-load-bearing flexible constraint structure 4 is connected with the vehicle body beams to constrain the relative deformation of the subframe longitudinal beam 3 and the beams, and can reduce the matching difficulty of the subframe structure and the vehicle body; when the longitudinal beam 3 collides, the non-load-bearing flexible constraint structure 4 can also cooperate with the crash force transmission and induction structure 31 to constrain the relative deformation of the subframe longitudinal beam 3 and the beams, effectively decouple the force, and improve the crashworthiness of the subframe structure; in addition, the connection between the rear cross beam 2 and the longitudinal beam 3 is provided with a semi-floating structure, 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 amount between the rear cross beam 2 and the longitudinal beam 3.

[0054] The above only describes the preferred embodiments of the present application, and it should be noted that those skilled in the art can make several improvements and replacements without departing from the technical principles of the present application, and these improvements and replacements should also be considered as the protection scope of the present application. The above shows and describes the basic principles, main features and advantages of the present application, and it is obvious for those skilled in the art that the present application is not limited to the details of the above preferred embodiments, and the embodiments should be considered as exemplary and non-limiting, the scope of the present application is defined by the appended claims rather than the above description, and therefore all changes falling within the meaning and scope of the equivalent elements of the claims should be included in the present application.

[0055] In addition, it should be understood that although the present specification is described in terms of embodiments, not every embodiment contains only one independent technical solution, and the description manner of the specification is only for the sake of clarity, those skilled in the art should consider the specification as a whole, and the technical solutions in the embodiments can also be properly combined to form other embodiments 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 two by two, characterized in that: The front cross beam (1), the rear cross beam (2) and the 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 connected between the two longitudinal beams (3) along the first direction (X) respectively, the longitudinal beam (3) is provided with an impact force transmission inducing structure (31), the impact force transmission inducing structure (31) comprises a first inducing part (311), a second inducing part (312) and a third inducing part (313), the longitudinal beam (3) has a first end face (3a) extending along the first direction (X) and a second end face (3b) extending along the third direction (Z), the first inducing part (311) is formed on one end of the first end face (3a) close to the front cross beam (1) along the first direction (X), the second inducing part (312) is formed on one end of the second end face (3b) close to the front cross beam (1) along the third direction (Z), the third inducing part (313) is formed on the second end face (3b) along the third direction (Z), and the third inducing part (313) is farther away from the front cross beam (1) than the second inducing part (312); both ends of the front cross beam (1) are respectively provided with a first mounting point (11), one end of the longitudinal beam (3) away from the front cross beam (1) is provided with a second mounting point (32), and 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); the third inducing part (313) and the non-load-bearing flexible constraint structure (4) are correspondingly arranged in the first direction (X).

2. The subframe structure according to claim 1, characterized in that, The first inducing part (311), the second inducing part (312) and the third inducing part (313) are all invaginated groove-shaped structures.

3. The subframe structure of claim 1, wherein The first inducing part (311) and the second inducing part (312) are located at the same cross-sectional position of the longitudinal beam (3) in the first direction (X).

4. The subframe structure of claim 1, wherein 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 form a closed chamber structure through buckling connection.

5. The subframe structure of claim 1, wherein The first mounting point (11) is used for mounting a 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 with the longitudinal beam (3) through the bushing (321).

6. The subframe structure of claim 1, wherein The non-load-bearing flexible constraint structure (4) comprises a fixed part (4a), a bent part (4b) and an extension part (4c), the fixed part (4a) is connected with the longitudinal beam (3), one end of the bent part (4b) is connected with the fixed part (4a), the other end extends along the third direction (Z) and is bent to the outside of the longitudinal beam (3), the extension part (4c) is arranged at one end of the bent part (4b) away from the fixed part (4a) and extends along the first direction (X), and the third mounting point (41) is formed on the extension part (4c).

7. The subframe structure of claim 1, wherein The connection part of the rear cross beam (2) and the longitudinal beam (3) is provided with a semi-floating structure; the semi-floating structure comprises a steering gear mounting point (21) arranged at two ends of the rear cross beam (2) and a steering gear mounting part (33) arranged on the longitudinal beam (3), and the steering gear mounting part (33) is locked with the steering gear mounting point (21) through bolts.

8. A vehicle characterized by comprising: A vehicle body frame and a subframe structure as claimed in any one of claims 1-7 are included, and the vehicle body frame is connected with the subframe structure.

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