Frame system and vehicle

Abstract

The invention relates to the technical field of vehicle frames, and discloses a vehicle frame system and a vehicle, the vehicle frame system comprises a main vehicle frame and an auxiliary vehicle frame, the main vehicle frame comprises a first main longitudinal beam, a second main longitudinal beam, a first main cross beam and a second main cross beam, and the first main cross beam and the second main cross beam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam; the auxiliary frame comprises a first auxiliary cross beam and a second auxiliary cross beam, the first auxiliary cross beam and the second auxiliary cross beam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam, the first auxiliary cross beam is located below the first main cross beam in the height direction of the vehicle, and the projection of the first main cross beam in the height direction of the vehicle is at least partially overlapped with the first auxiliary cross beam; in the height direction of the vehicle, the second auxiliary cross beam is located below the second main cross beam, and the projection of the second main cross beam in the height direction of the vehicle is at least partially overlapped with the second auxiliary cross beam. Therefore, a double-arch-shaped annular structure can be formed, and the lateral rigidity and the torsional rigidity of a frame system can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle frame technology, and in particular to a vehicle frame system and a vehicle. Background Art

[0002] In the related art, the frame system is mainly composed of a main frame and a sub-frame, wherein the main frame is mainly used to fix the vehicle body and support the vehicle body load, and the sub-frame is connected to the main frame. The sub-frame is used to transmit the vertical force, lateral force, and longitudinal force transmitted by the suspension to the main frame, so as to achieve motion posture control when the vehicle moves.

[0003] However, with the rapid development of new energy vehicles, the weight of the whole vehicle is getting heavier, while the overall strength and rigidity of the current traditional frame system are poor, which can hardly meet the use requirements of new energy vehicles. Summary of the invention

[0004] The present application provides a frame system and a vehicle, which solves the current technical problem of poor overall strength and rigidity of the frame system and improves the performance of the frame system.

[0005] In order to achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, an embodiment of the present application provides a frame system, the frame system is used for a vehicle, and the frame system includes:

[0007] A main frame, the main frame comprises a first main longitudinal beam, a second main longitudinal beam, a first main cross beam and a second main cross beam, the first main longitudinal beam and the second main cross beam are arranged at intervals along the width direction of the vehicle, the first main cross beam and the second main cross beam are arranged at intervals along the length direction of the vehicle, and the first main cross beam and the second main cross beam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam;

[0008] A subframe, the subframe includes a first sub-crossbeam and a second sub-crossbeam, the first sub-crossbeam and the second sub-crossbeam are arranged at intervals along the length direction of the vehicle, and the first sub-crossbeam and the second sub-crossbeam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam;

[0009] Among them, along the height direction of the vehicle, the first secondary crossbeam is located below the first main crossbeam, and the projection of the first main crossbeam in the height direction of the vehicle at least partially overlaps with the first secondary crossbeam, and along the height direction of the vehicle, the second secondary crossbeam is located below the second main crossbeam, and the projection of the second main crossbeam in the height direction of the vehicle at least partially overlaps with the second secondary crossbeam.

[0010] According to the frame system proposed in the first aspect of the embodiment of the present application, when the main frame and the sub-frame are connected to each other, the first main cross beam, the first sub-cross beam, the first main longitudinal beam and the second main longitudinal beam can form a closed first ring structure, and the second main cross beam, the second sub-cross beam, the first main longitudinal beam and the second main longitudinal beam can form a closed second ring structure. The closed ring structure is relatively stable and has good anti-deformation ability. Therefore, the double-arch ring structure is beneficial to improving the overall strength and rigidity of the frame system, and is also beneficial to improving the torsional rigidity of the frame system, so that it can meet the use requirements of new energy vehicles.

[0011] Optionally, the projection of the first main crossbeam in the height direction of the vehicle overlaps with the first secondary crossbeam, the projection of the second main crossbeam in the height direction of the vehicle overlaps with the second secondary crossbeam, and along the length direction of the vehicle, the spacing distance between the central axis of the first main crossbeam and the central axis of the second main crossbeam is equal to the spacing distance between the central axis of the first secondary crossbeam and the central axis of the second secondary crossbeam.

[0012] Optionally, along the width direction of the vehicle, the first sub-cross beam and the second sub-cross beam each include a first connecting section, a first transition section, a middle section, a second transition section and a second connecting section which are connected in sequence. The first connecting section, the middle section and the second connecting section are arranged horizontally as a whole. From the first connecting section to the middle section, the distance between the first transition section and the main frame along the height direction of the vehicle becomes larger and larger. From the second connecting section to the middle section, the distance between the second transition section and the main frame along the height direction of the vehicle becomes larger and larger.

[0013] Optionally, the middle section has a first mounting hole for mounting the first cross arm and a second mounting hole for mounting the second cross arm, and along the width direction of the vehicle, the first mounting hole is symmetrical to the second mounting hole;

[0014] The first connecting section has a third mounting hole for mounting the third cross arm, and the second connecting section has a fourth mounting hole for mounting the fourth cross arm. Along the width direction of the vehicle, the third mounting hole is symmetrical to the fourth mounting hole.

[0015] Optionally, the main frame further comprises a first longitudinal connector and a second longitudinal connector, the first longitudinal connector and the second longitudinal connector are arranged at intervals along the width direction of the vehicle, and the first longitudinal connector and the second longitudinal connector are both fixedly connected between the first main cross beam and the second main cross beam;

[0016] The subframe further includes a first shock absorber mounting bracket and a second shock absorber mounting bracket. The first shock absorber mounting bracket and the second shock absorber mounting bracket are arranged at intervals along the width direction of the vehicle. The first shock absorber mounting bracket and the second shock absorber mounting bracket are both fixedly connected between the first secondary cross beam and the second secondary cross beam.

[0017] Wherein, the first shock absorber mounting bracket is fixedly connected to the first longitudinal connecting member, and the second shock absorber mounting bracket is fixedly connected to the second longitudinal connecting member.

[0018] Optionally, the subframe further includes a first stabilizer bar mounting bracket and a second stabilizer bar mounting bracket, and the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are spaced apart along the width direction of the vehicle, and the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are both arranged between the first shock absorber mounting bracket and the second shock absorber mounting bracket, and the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are both fixedly connected between the first secondary cross beam and the second secondary cross beam.

[0019] Optionally, the subframe further includes a first longitudinal reinforcement and a second longitudinal reinforcement, the first longitudinal reinforcement and the second longitudinal reinforcement are spaced apart along the width direction of the vehicle, and the first longitudinal reinforcement and the second longitudinal reinforcement are both arranged between the first shock absorber mounting bracket and the second shock absorber mounting bracket, the first longitudinal reinforcement and the second longitudinal reinforcement are both fixedly connected between the first secondary cross beam and the second secondary cross beam, wherein the first longitudinal reinforcement is fixedly connected to the first stabilizer bar mounting bracket, and the second longitudinal reinforcement is fixedly connected to the second stabilizer bar mounting bracket.

[0020] Optionally, the main frame further includes a third main cross beam and a fourth main cross beam, and the third main cross beam and the fourth main cross beam are arranged at intervals along the length direction of the vehicle, and the third main cross beam is located on the side of the first main cross beam away from the second main cross beam, and the fourth main cross beam is located on the side of the second main cross beam away from the first main cross beam, and the third main cross beam and the fourth main cross beam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam

[0021] Optionally, the extension direction of the first main longitudinal beam and the extension direction of the first main longitudinal beam are both parallel to the length direction of the vehicle.

[0022] In a second aspect, an embodiment of the present application provides a vehicle including the frame system in the embodiment of the first aspect.

[0023] According to the vehicle proposed in the second aspect of the embodiment of the present application, by providing the above-mentioned frame system, when the main frame and the sub-frame are connected to each other, the first main cross beam, the first sub-cross beam, the first main longitudinal beam and the second main longitudinal beam can form a closed first ring structure, and the second main cross beam, the second sub-cross beam, the first main longitudinal beam and the second main longitudinal beam can form a closed second ring structure. The closed ring structure is relatively stable and has good anti-deformation ability. Therefore, the double-arch ring structure is beneficial to improving the overall strength and rigidity of the frame system, and is also beneficial to improving the torsional rigidity of the frame system, so that it can meet the use requirements of new energy vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0025] Figure 1 A three-dimensional diagram of a frame system provided for one embodiment of the present application;

[0026] Figure 2 A bottom view of a main frame provided for one embodiment of the present application;

[0027] Figure 3 A top view of a subframe provided for one embodiment of the present application;

[0028] Figure 4 A top view of a frame system provided for one embodiment of the present application;

[0029] Figure 5 A front view of a frame system provided for one embodiment of the present application;

[0030] Figure 6 A front view of a frame system provided according to another embodiment of the present application.

[0031] [Description of Reference Numerals]

[0032] Frame system 100;

[0033] Main frame 1; first main longitudinal beam 11; second main longitudinal beam 12; first main cross beam 13; second main cross beam 14; first longitudinal connecting member 15; second longitudinal connecting member 16; third main cross beam 17; fourth main cross beam 18;

[0034] Subframe 2; first sub-crossbeam 21; second sub-crossbeam 22; first connecting section 23; third mounting hole 231; first transition section 24; middle section 25; first mounting hole 251; second mounting hole 252; second transition section 26; second connecting section 27; fourth mounting hole 271; first shock absorber mounting bracket 28; second shock absorber mounting bracket 29; first stabilizer bar mounting bracket 210; second stabilizer bar mounting bracket 211; first longitudinal reinforcement 212; second longitudinal reinforcement 213;

[0035] Shock absorber 3; stabilizer bar 4; first longitudinal arm 5; second longitudinal arm 6; first transverse arm 7; second transverse arm 8; third transverse arm 9; fourth transverse arm 10;

[0036] The width direction of the vehicle is X; the length direction of the vehicle is Y; and the height direction of the vehicle is Z. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0038] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by technicians in the technical field of this application; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0039] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0040] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" 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 direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0041] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0042] The term "multiple" as used in this application refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple sheets" refers to more than two sheets (including two sheets).

[0043] It should be noted that in the related art, the frame system is mainly composed of a main frame and a sub-frame, wherein the main frame is mainly used to fix the vehicle body and support the vehicle body load, and the sub-frame is connected to the main frame. The sub-frame is used to transmit the vertical force, lateral force, and longitudinal force transmitted by the suspension to the main frame, so as to achieve motion posture control when the vehicle moves.

[0044] However, with the rapid development of new energy vehicles, the weight of the whole vehicle is getting heavier, while the overall strength and rigidity of the current traditional frame system are poor, which can hardly meet the use requirements of new energy vehicles.

[0045] Based on this, the present application proposes a frame system 100. When the main frame 1 and the sub-frame 2 are connected to each other, the first main cross beam 13, the first sub-cross beam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first ring structure, and the second main cross beam 14, the second sub-cross beam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed second ring structure. The closed ring structure is relatively stable and has good anti-deformation ability. Therefore, the double-arch ring structure is beneficial to improving the overall strength and rigidity of the frame system 100, and is also beneficial to improving the torsional rigidity of the frame system 100, so that it can meet the use requirements of new energy vehicles.

[0046] like Figure 1-Figure 6 As shown, the frame system 100 according to the first embodiment of the present application includes: a main frame 1 and a sub-frame 2.

[0047] Specifically, the main frame 1 includes a first main longitudinal beam 11, a second main longitudinal beam 12, a first main cross beam 13 and a second main cross beam 14, wherein, along the width direction X of the vehicle, the first main longitudinal beam 11 and the second main longitudinal beam 12 are arranged at intervals, the first main longitudinal beam 11 can be arranged in parallel with the second main longitudinal beam 12, or the first main longitudinal beam 11 may not be parallel to the second main longitudinal beam 12, and along the length direction Y of the vehicle, the first main cross beam 13 and the second main cross beam 14 are arranged at intervals, the first main cross beam 13 can be arranged in parallel with the second main cross beam 14, or the first main cross beam 13 may not be parallel to the second main cross beam 14, the first main cross beam 13 and the second main cross beam 14 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, and the fixing and installation methods include but are not limited to welding and bolt connection, so that the assembled main frame 1 has a frame structure as a whole, thereby ensuring a certain rigidity and strength.

[0048] Furthermore, the main frame 1 is mainly used to connect the longitudinal control arms, for example, Figure 1As shown, the longitudinal control arm includes a first longitudinal arm 5 and a second longitudinal arm 6, wherein the first longitudinal arm 5 and the second longitudinal arm 6 extend as a whole along the length direction Y of the vehicle, one end of the first longitudinal arm 5 is connected to the first main longitudinal beam 11, and the other end of the first longitudinal arm 5 is connected to the axle assembly (not shown in the figure), and in the height direction Z of the vehicle, the height of the connection point between the first longitudinal arm 5 and the first main longitudinal beam 11 is higher than the height of the connection point between the first longitudinal arm 5 and the axle assembly, further, one end of the second longitudinal arm 6 is connected to the second main longitudinal beam 12, and the other end of the first longitudinal arm 5 is connected to the axle assembly (not shown in the figure), and in the height direction Z of the vehicle, the height of the connection point between the second longitudinal arm 6 and the second main longitudinal beam 12 is higher than the height of the connection point between the second longitudinal arm 6 and the axle assembly, with such an arrangement, the first longitudinal arm 5 and the second longitudinal arm 6 can support the main frame 1 in the length direction Y and height direction of the vehicle,

[0049] Furthermore, the first main cross beam 13 and the second main cross beam 14 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, and the first main cross beam 13 and the second main cross beam 14 are also fixedly connected to the floor of the vehicle. In this way, the relative positions of the first main longitudinal beam 11, the second main longitudinal beam 12, the first main cross beam 13 and the second main cross beam 14 can be maintained and the floor can be supported. When the first longitudinal arm 5 and the second longitudinal arm 6 apply control force and torsional torque, they can be transmitted to the vehicle body through the main frame 1, thereby realizing the functions of moving the vehicle body forward, backward, and stopping.

[0050] Furthermore, the sub-frame 2 includes a first sub-crossbeam 21 and a second sub-crossbeam 22. The first sub-crossbeam 21 and the second sub-crossbeam 22 are arranged at intervals along the length direction Y of the vehicle. The first sub-crossbeam 21 can be arranged in parallel with the second sub-crossbeam 22, or the first sub-crossbeam 21 may not be parallel to the second sub-crossbeam 22. The first sub-crossbeam 21 and the second sub-crossbeam 22 are both fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12. The fixing installation method includes but is not limited to welding, bolt connection, etc. In this way, the first sub-crossbeam 21 and the second sub-crossbeam 22 support the main frame 1 in the height direction Z of the vehicle.

[0051] It should be noted that the subframe 2 is mainly used to connect the transverse control arm. For example, Figure 1 , Figure 3 and Figure 6As shown, the transverse control arm includes two first transverse arms 7, two second transverse arms 8, a third transverse arm 9, and a fourth transverse arm 10. The first transverse arm 7 and the second transverse arm 8 are symmetrical along the width direction X of the vehicle, the third transverse arm 9 and the fourth transverse arm 10 are symmetrical along the width direction X of the vehicle, and along the length direction Y of the vehicle, the two first transverse arms 7 are symmetrically arranged, and along the length direction Y of the vehicle, the two second transverse arms 8 are symmetrically arranged, wherein one end of the first first transverse arm 7 is connected to the first secondary cross beam 21, the other end of the first first transverse arm 7 is connected to the axle assembly, one end of the second first transverse arm 7 is connected to the second secondary cross beam 22, the other end of the second first transverse arm 7 is connected to the axle assembly, one end of the first second transverse arm 8 is connected to the first secondary cross beam 21, the other end of the first second transverse arm 8 is connected to the axle assembly, one end of the second second transverse arm 8 is connected to the second secondary cross beam 22, and the other end of the second second transverse arm 8 is connected to the axle assembly. The third cross arm 9 is connected to the axle assembly, one end of the third cross arm 9 is connected to the first sub-cross beam 21 and the second sub-cross beam 22, the other end of the third cross arm 9 is connected to the axle assembly, one end of the fourth cross arm 10 is connected to the first sub-cross beam 21 and the second sub-cross beam 22, and the other end of the fourth cross arm 10 is connected to the axle assembly. It can be understood that the first cross arm 7, the second cross arm 8, the third cross arm 9, and the fourth cross arm 10 extend as a whole along the width direction X of the vehicle, and in the height direction Z of the vehicle, the height of the connection point between the first cross arm 7 and the sub-frame 2 is higher than the height of the connection point between the first cross arm 7 and the axle assembly, the height of the connection point between the second cross arm 8 and the sub-frame 2 is higher than the height of the connection point between the second cross arm 8 and the axle assembly, the height of the connection point between the third cross arm 9 and the sub-frame 2 is higher than the height of the connection point between the third cross arm 9 and the axle assembly, and the height of the connection point between the fourth cross arm 10 and the sub-frame 2 is higher than the height of the connection point between the fourth cross arm 10 and the axle assembly. With such arrangement, the first cross arm 7, the second cross arm 8, the third cross arm 9, and the fourth cross arm 10 can support the main frame 1 in the width direction X and the height direction of the vehicle, thereby ensuring the supporting height of the main frame 1, and the control force and torsional moment exerted on the first cross arm 7, the second cross arm 8, the third cross arm 9, and the fourth cross arm 10 can be transmitted to the first main longitudinal beam 11 and the second main longitudinal beam 12 through the first sub-cross beam 21 and the second sub-cross beam 22, and then the first main longitudinal beam 11 and the second main longitudinal beam 12 of the main frame 1 are transmitted to the vehicle body, thereby realizing the control of the movement posture of the vehicle body, such as realizing the steering and self-centering functions of the vehicle.

[0052] As described above, through the coordinated use of the main frame 1 and the sub-frame 2, not only the supporting and bearing function of the main frame 1 is realized, but also the sub-frame 2, in conjunction with the control arm, can also transmit the force and torque of the vehicle in the height direction, length direction and width direction to the main frame 1, thereby realizing the motion posture control of the vehicle when moving.

[0053] However, with the rapid development of new energy vehicles, the weight of the entire vehicle is increasing, while the overall strength and rigidity of the current traditional frame system 100 are relatively poor, which is difficult to meet the use requirements of new energy vehicles.

[0054] Based on this, after the main frame 1 and the sub-frame 2 are connected to each other, the frame system 100 in the present application forms two ring structures to improve the overall strength and rigidity of the frame system 100. Specifically, Figure 4 and Figure 5 As shown, along the height direction Z of the vehicle, the first secondary cross beam 21 is located below the first main cross beam 13, and the projection of the first main cross beam 13 in the height direction Z of the vehicle at least partially overlaps with the first secondary cross beam 21, that is, along the height direction Z of the vehicle, the first secondary cross beam 21 is located below the first main cross beam 13. It can be understood that the first secondary cross beam 21 can be spaced apart from the first main cross beam 13, or can be fitted with the first main cross beam 13. Further, the projection of the first main cross beam 13 in the height direction Z of the vehicle at least partially overlaps with the first secondary cross beam 21, that is, the projection of the first main cross beam 13 in the height direction Z of the vehicle can partially cover the first secondary cross beam 21. For example, the first main cross beam 13 can be constructed as a straight cross beam extending horizontally along the width direction X of the vehicle, and the first secondary cross beam 21 can be constructed as a curved cross beam arranged along the width direction X of the vehicle. A curved beam, and the dimension (width) of the first main cross beam 13 in the length direction Y of the vehicle is greater than the dimension (width) of the first secondary cross beam 21 in the length direction Y of the vehicle. At the same time, the projection of the first main cross beam 13 in the height direction Z of the vehicle partially overlaps with the first secondary cross beam 21. For example, along the length direction Y of the vehicle, the first main cross beam 13 and the first secondary cross beam 21 are partially staggered. When the first secondary cross beam 21 and the first main cross beam 13 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, parts of the first main cross beam 13, the first secondary cross beam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first annular structure. The closed first annular structure can also improve the connection strength. When the vehicle body is twisted, the closed first annular structure can resist large torque deformation, thereby facilitating the improvement of the torsional stiffness of the frame system 100.

[0055] Further, along the height direction Z of the vehicle, the second secondary cross beam 22 is located below the second main cross beam 14 , and a projection of the second main cross beam 14 in the height direction Z of the vehicle at least partially overlaps with the second secondary cross beam 22 .

[0056] That is to say, the second main cross beam 14, the second secondary cross beam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed second annular structure. The specific formation process is similar to the above, and the function of the second annular structure is consistent with the function of the first annular structure, which will not be repeated here.

[0057] It should be noted that, as a preferred embodiment, the projection of the first main cross beam 13 in the height direction Z of the vehicle can completely cover the first secondary cross beam 21. Continuing to take the example that the first main cross beam 13 is constructed as a straight cross beam extending horizontally along the width direction X of the vehicle, and the first secondary cross beam 21 is constructed as a curved beam arranged along the width direction X of the vehicle, the dimension (width) of the first main cross beam 13 in the length direction Y of the vehicle is greater than or equal to the dimension (width) of the first secondary cross beam 21 in the length direction Y of the vehicle. In this way, when the projection of the first main cross beam 13 in the height direction Z of the vehicle completely overlaps with the first secondary cross beam 21, the projection of the first main cross beam 13 in the height direction Z of the vehicle can completely cover the first secondary cross beam 21. When the first secondary cross beam 21 and the first main cross beam 13 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, as shown in FIG. Figure 5 As shown, the first main cross beam 13, the first secondary cross beam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a coplanar and closed first annular structure on the vertical plane, wherein the vertical plane is a virtual plane formed by the height direction Z and the width direction of the vehicle. In this way, the first annular structure is constructed as a closed annular structure, and the first main cross beam 13 and the first secondary cross beam 21 overlap in the first annular structure, which is conducive to further improving the support capacity of the first annular structure in the height direction Z of the vehicle and the support stiffness of the vehicle in the width direction.

[0058] Further, along the height direction Z of the vehicle, the second secondary cross beam 22 is located below the second main cross beam 14, and the projection of the second main cross beam 14 in the height direction Z of the vehicle can completely cover the second secondary cross beam 22. In other words, the second main cross beam 14, the second secondary cross beam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a coplanar and closed second annular structure on the vertical plane, and the specific formation process is similar to the above, and the function of the second annular structure is consistent with that of the first annular structure, which will not be repeated here.

[0059] As another preferred embodiment, the projection of the first main cross beam 13 in the height direction Z of the vehicle is completely located in the first secondary cross beam 21. Continuing to take the example that the first main cross beam 13 is constructed as a straight cross beam extending horizontally along the width direction X of the vehicle, and the first secondary cross beam 21 is constructed as a curved beam arranged along the width direction X of the vehicle, the size (width) of the first main cross beam 13 in the length direction Y of the vehicle is smaller than the size (width) of the first secondary cross beam 21 in the length direction Y of the vehicle. In this way, when the projection of the first main cross beam 13 in the height direction Z of the vehicle completely overlaps with the first secondary cross beam 21, the projection of the first main cross beam 13 in the height direction Z of the vehicle is completely located in the first secondary cross beam 21. When the first secondary cross beam 21 and the first main cross beam 13 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, the first main cross beam 13, the first secondary cross beam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can also form a coplanar and closed first annular structure on the vertical plane, wherein the vertical plane is a virtual plane formed by the height direction Z and the width direction of the vehicle. In this way, the first annular structure is constructed as a closed annular structure, and the first main cross beam 13 and the first secondary cross beam 21 in the first annular structure overlap, which is conducive to further improving the supporting capacity of the first annular structure in the height direction Z of the vehicle and the supporting stiffness of the vehicle in the width direction.

[0060] Further, along the height direction Z of the vehicle, the second secondary cross beam 22 is located below the second main cross beam 14, and the projection of the second main cross beam 14 in the height direction Z of the vehicle is completely located inside the second secondary cross beam 22. In other words, the second main cross beam 14, the second secondary cross beam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a coplanar and closed second annular structure on the vertical plane, and the specific formation process is similar to the above, and the function of the second annular structure is consistent with that of the first annular structure, which will not be repeated here.

[0061] To summarize, according to the frame system 100 proposed in the embodiment of the first aspect of the present application, when the main frame 1 and the sub-frame 2 are connected to each other, the first main cross beam 13, the first sub-cross beam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first ring structure, and the second main cross beam 14, the second sub-cross beam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed second ring structure, and the closed ring structure is relatively stable and has good anti-deformation ability. Therefore, the double-arch ring structure is beneficial to improving the overall strength and stiffness of the frame system 100, and is also beneficial to improving the torsional stiffness of the frame system 100, so that it can meet the use requirements of new energy vehicles.

[0062] In some embodiments of the present application, the projection of the first main cross beam 13 in the height direction Z of the vehicle overlaps with the first secondary cross beam 12, the projection of the second main cross beam 14 in the height direction Z of the vehicle overlaps with the second secondary cross beam 22, and along the length direction Y of the vehicle, the spacing distance between the central axis of the first main cross beam 13 and the central axis of the second main cross beam 14 is equal to the spacing distance between the central axis of the first secondary cross beam 21 and the central axis of the second secondary cross beam 22.

[0063] It can be understood that the central axis of the first main cross beam 13 extends along the width direction X of the vehicle and is located at the center of the first main cross beam 13, the central axis of the second main cross beam 14 extends along the width direction X of the vehicle and is located at the center of the second main cross beam 14, the central axis of the first secondary cross beam 21 extends along the width direction X of the vehicle and is located at the center of the first secondary cross beam 21, and the central axis of the second secondary cross beam 22 extends along the width direction X of the vehicle and is located at the center of the second secondary cross beam 22.

[0064] Specifically, the projection of the first main crossbeam 13 in the height direction Z of the vehicle overlaps with the first sub-crossbeam 12, and the projection of the second main crossbeam 14 in the height direction Z of the vehicle overlaps with the second sub-crossbeam 22. When the first main crossbeam 13, the second main crossbeam 14, the first sub-crossbeam 21, and the second sub-crossbeam 22 are all fixedly installed between the first main longitudinal beam 11 and the second main longitudinal beam 12, it is ensured that in the length direction Y of the vehicle, the spacing distance between the central axis of the first main crossbeam 13 and the central axis of the second main crossbeam 14 is equal to the spacing distance between the central axis of the first sub-crossbeam 21 and the central axis of the second sub-crossbeam 22, or the spacing distance between the central axis of the first main crossbeam 13 and the central axis of the second main crossbeam 14 is slightly larger than the spacing distance between the central axis of the first sub-crossbeam 21 and the central axis of the second sub-crossbeam 22, or the spacing distance between the central axis of the first main crossbeam 13 and the central axis of the second main crossbeam 14 is slightly smaller than the spacing distance between the central axis of the first sub-crossbeam 21 and the central axis of the second sub-crossbeam 22. Such an arrangement ensures that the central axis of the first main crossbeam 13 is substantially coincident with the central axis of the first secondary crossbeam 21, and ensures that the central axis of the second main crossbeam 14 is substantially coincident with the central axis of the second secondary crossbeam 22. In this way, the first secondary crossbeam 21 can better support the first main crossbeam 13 in the height direction Z of the vehicle, and the second secondary crossbeam 22 can better support the second main crossbeam 14 in the height direction Z of the vehicle, which is beneficial to further improve the load-bearing capacity of the frame system 100.

[0065] In some embodiments of the present application, Figure 5 and Figure 6As shown, along the width direction X of the vehicle, the first sub-cross beam 21 and the second sub-cross beam 22 each include a first connecting section 23, a first transition section 24, an intermediate section 25, a second transition section 26 and a second connecting section 27 which are connected in sequence, wherein the first sub-cross beam 21 and the second sub-cross beam 22 may be constructed as an integrally formed part. For example, the first sub-cross beam 21 and the second sub-cross beam 22 may be manufactured by integral stamping or integral casting. Furthermore, the first connecting section 23, the first transition section 24, the intermediate section 25, the second transition section 26 and the second connecting section 27 in the first sub-cross beam 21 and the second sub-cross beam 22 may also be connected in parts. For example, the first connecting section 23, the first transition section 24, the intermediate section 25, the second transition section 26 and the second connecting section 27 may be sequentially connected as a whole by welding.

[0066] In some embodiments of the present application, the first connecting section 23, the middle section 25, and the second connecting section 27 are arranged horizontally as a whole. From the first connecting section 23 to the middle section 25, the distance between the first transition section 24 and the main frame 1 along the height direction Z of the vehicle becomes larger and larger, and from the second connecting section 27 to the middle section 25, the distance between the second transition section 26 and the main frame 1 along the height direction Z of the vehicle becomes larger and larger.

[0067] Specifically, taking the case where the projection of the first main cross beam 13 in the height direction Z of the vehicle overlaps with the first secondary cross beam 21 and the projection of the second main cross beam 14 in the height direction Z of the vehicle overlaps with the first secondary cross beam 22 as an example, the first connecting section 23, the middle section 25, and the second connecting section 27 are arranged horizontally as a whole, and along the height direction Z of the vehicle, the first connecting section 23 and the second connecting section 27 are at the same horizontal height, the middle section 25 is located below the first connecting section 23 and the second connecting section 27, the first transition section 24 is connected between the first connecting section 23 and the middle section 25, the second transition section 26 is connected between the second connecting section 27 and the middle section 25, and the main frame 1 cooperates with the secondary frame 2 After assembly, the first main cross beam 13, the first sub-cross beam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 form a coplanar and closed first arched annular structure on the vertical plane, and the second main cross beam 14, the second sub-cross beam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 form a coplanar and closed second arched annular structure on the vertical plane. Both the first arched annular structure and the second arched annular structure are arched downward along the height direction of the vehicle body. The double arched annular structure not only meets the support strength and rigidity of the frame system 100 in the width direction X of the vehicle, but also helps to improve the overall torsional rigidity of the frame system 100, and can also form an avoidance space, thereby providing an installation point for the installation of the transverse control arm.

[0068] In some embodiments of the present application, Figure 1 , Figure 5 and Figure 6As shown, the middle section 25 has a first mounting hole 251 for mounting the first cross arm 7 and a second mounting hole 252 for mounting the second cross arm 8. Along the width direction X of the vehicle, the first mounting hole 251 is symmetrical to the second mounting hole 252. The first connecting section 23 has a third mounting hole 231 for mounting the third cross arm 9. The second connecting section 27 has a fourth mounting hole 271 for mounting the fourth cross arm 10. Along the width direction X of the vehicle, the third mounting hole 231 is symmetrical to the fourth mounting hole 271.

[0069] Specifically, the middle sections 25 of the first secondary cross beam 21 and the second secondary cross beam 22 both have a first mounting hole 251 and a second mounting hole 252 symmetrically arranged. Figure 1 and Figure 5 As shown, a first cross arm 7 is installed corresponding to the first mounting hole 251 of the first sub-cross beam 21, another first cross arm 7 is installed corresponding to the first mounting hole 251 of the second sub-cross beam 22, a second cross arm 8 is installed corresponding to the second mounting hole 252 of the first sub-cross beam 21, and another second cross arm 8 is installed corresponding to the second mounting hole 252 of the second sub-cross beam 22, wherein the first cross arm 7 is used to transmit the left control force, and the second cross arm 8 is used to transmit the right control force. Since the first mounting hole 251 and the first mounting hole 251 are symmetrically arranged on the horizontally arranged middle section 25 along the width direction X of the vehicle, in this way, the forces exerted on the first mounting hole 251 and the second mounting hole 252 on the first sub-cross beam 21 can be horizontally transmitted on the middle section 25, and two forces are balanced. Similarly, the forces exerted on the first mounting hole 251 and the second mounting hole 252 on the second sub-cross beam 22 can be horizontally transmitted on the middle section 25, and two forces are balanced, thereby optimizing the force transmission path of the first cross arm 7 and the second cross arm 8.

[0070] Furthermore, the third cross arm 9 is installed between the third mounting hole 231 of the first sub-cross beam 21 and the third mounting hole 231 of the second sub-cross beam 22, and the fourth cross arm 10 is installed between the fourth mounting hole 271 of the first sub-cross beam 21 and the fourth mounting hole 271 of the second sub-cross beam 22. It can be understood that the third cross arm 9 and the fourth cross arm 10 are both double-fork cross arms, which can bear forces in the length direction of the vehicle and the width direction of the vehicle. Along the width direction X of the vehicle, the third mounting hole 231 and the fourth mounting hole 271 are symmetrical. With this arrangement, the forces exerted on the third mounting hole 231 and the fourth mounting hole 271 can be horizontally transmitted along the width direction X of the vehicle and form a two-force balance, thereby optimizing the force transmission path of the third cross arm 9 and the fourth cross arm 10.

[0071] It should be noted that if Figure 3 , Figure 5 and Figure 6As shown, the first sub-crossbeam 21 and the second sub-crossbeam 21 have the same structure, the first mounting hole 251, the first mounting hole 252, the third mounting hole 231, and the fourth mounting hole 271 of the first sub-crossbeam 21 are located on the first arched annular structure, and the first mounting hole 251, the first mounting hole 252, the third mounting hole 231, and the fourth mounting hole 271 of the second sub-crossbeam 21 are located on the second arched annular structure. With such an arrangement, the force of the control arm exerted on the first sub-crossbeam 21 can be well dispersed to the first arched annular structure, and the force of the control arm exerted on the second sub-crossbeam 21 can be well dispersed to the second arched annular structure, so that the force of the control arm is more evenly dispersed.

[0072] In some embodiments of the present application, Figure 2 and Figure 3 As shown, the main frame 1 also includes a first longitudinal connector 15 and a second longitudinal connector 16, which are spaced apart along the width direction X of the vehicle, and the first longitudinal connector 15 and the second longitudinal connector 16 are both fixedly connected between the first main cross beam 13 and the second main cross beam 14. The subframe 2 also includes a first shock absorber mounting bracket 28 and a second shock absorber mounting bracket 29, which are spaced apart along the width direction X of the vehicle, and the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are both fixedly connected between the first secondary cross beam 21 and the second secondary cross beam 22, wherein the first shock absorber mounting bracket 28 is fixedly connected to the first longitudinal connector 15, and the second shock absorber mounting bracket 29 is fixedly connected to the second longitudinal connector 16.

[0073] Specifically, if Figure 2 As shown, the first longitudinal connector 15 and the second longitudinal connector 16 are both fixedly connected between the first main beam 13 and the second main beam 14, and the fixed connection methods include but are not limited to welding, bolt connection, etc., which can provide support between the first main beam 13 and the second main beam 14, which is beneficial to improve the rigidity and strength of the first main beam 13 and the second main beam 14.

[0074] Furthermore, the subframe 2 also includes a first shock absorber mounting bracket 28 and a second shock absorber mounting bracket 29. The first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are arranged at intervals along the width direction X of the vehicle. The first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are both fixedly connected between the first sub-cross beam 21 and the second sub-cross beam 22. The fixed connection method includes but is not limited to welding, bolt connection, etc. It should be noted that the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are both used to install the shock absorber 3. With such an arrangement, the excitation from the road surface can be transmitted to the first sub-cross beam 21 and the second sub-cross beam 22 through the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29, and then transmitted to the main frame 1 through the first sub-cross beam 21 and the second sub-cross beam 22.

[0075] like Figure 3 As shown, the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are used as a connection structure connected between the first sub-cross beam 21 and the second sub-cross beam 22. Compared with the traditional transverse and longitudinal beam assembly method, the size of the sub-frame 2 along the length direction Y of the vehicle is greatly reduced, making the sub-frame 2 more compact as a whole. When the sub-frame 2 is stimulated by the road surface, the sub-frame 2 can withstand greater lateral force, longitudinal force or torsional force, that is, the deformation resistance of the sub-frame 2 is improved through the compact design, which is beneficial to indirectly improve the overall strength and rigidity of the frame system 100.

[0076] At the same time, arranging the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 on the sub-frame 2 also improves the function of the sub-frame 2. Directly integrating the mounting function of the shock absorber 3 into the sub-frame 2 can further reduce the number of parts of the sub-frame 2, which is conducive to saving assembly costs.

[0077] Furthermore, the first shock absorber mounting bracket 28 is fixedly connected to the first longitudinal connecting member 15, and the second shock absorber mounting bracket 29 is fixedly connected to the second longitudinal connecting member 16. The fixing installation method includes but is not limited to bolt connection, etc., which is conducive to improving the support stiffness of the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29, and the force exerted on the shock absorber 3 assembled with the first shock absorber mounting bracket 28 is transmitted to the first sub-beam 21, the second sub-beam 22 and the first longitudinal connecting member 1 through the first shock absorber mounting bracket 28. 5. Similarly, the force exerted on the shock absorber 3 assembled with the second shock absorber mounting bracket 29 is respectively transmitted to the first sub-cross beam 21, the second sub-cross beam 22 and the second longitudinal connecting member 16 through the second shock absorber mounting bracket 29. Such an arrangement optimizes the force transmission path, so that the force of the shock absorber 3 is directly transmitted to the main frame 1 through the first longitudinal connecting member 15 and the second longitudinal connecting member 16 on the one hand, and the other part is indirectly transmitted to the main frame 1 through the sub-frame 2, thereby achieving force transmission dispersion, which is beneficial to reducing the vibration of the vehicle body and improving the riding comfort.

[0078] In some embodiments of the present application, Figure 3 As shown, the subframe 2 further includes a first stabilizer bar mounting bracket 210 and a second stabilizer bar mounting bracket 211. The first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are arranged at intervals along the width direction X of the vehicle, and the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are both arranged between the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29. The first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are both fixedly connected between the first sub-cross beam 21 and the second sub-cross beam 22.

[0079] Specifically, a first stabilizer bar mounting bracket 210 and a second stabilizer bar mounting bracket 211 are provided between the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29. The first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are arranged at intervals along the width direction X of the vehicle. The first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are both used to mount the stabilizer bar 4. The first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are both fixedly connected between the first sub-cross beam 21 and the second sub-cross beam 22. In this way, the force transmitted by the stabilizer bar 4 is transmitted to the first sub-cross beam 21 and the second sub-cross beam 22 through the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211, thereby realizing the control of the roll angle of the vehicle body. At the same time, the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are equivalent to adding two connection structures between the first sub-cross beam 21 and the second sub-cross beam 22, which is conducive to further improving the anti-deformation ability of the sub-frame 2, thereby indirectly improving the overall strength and rigidity of the frame system 100.

[0080] It should be noted that the provision of the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 further improves the function of the sub-frame 2, and directly integrates the stabilizer bar 4 mounting function into the sub-frame 2, which can further reduce the number of parts of the sub-frame 2 and help save assembly costs.

[0081] In some embodiments of the present application, Figure 3 As shown, the subframe 2 also includes a first longitudinal reinforcement 212 and a second longitudinal reinforcement 213, which can be constructed as a connecting rod or a hollow tube. The first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are arranged at intervals along the width direction X of the vehicle, and the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are both arranged between the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29, and the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are both fixedly connected between the first sub-cross beam 21 and the second sub-cross beam 22, wherein the first longitudinal reinforcement 212 is fixedly connected to the first stabilizer bar mounting bracket 210, and the second longitudinal reinforcement 213 is fixedly connected to the second stabilizer bar mounting bracket 211. In this configuration, the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are equivalent to further adding two connection structures between the first sub-crossbeam 21 and the second sub-crossbeam 22, which is beneficial to further improve the deformation resistance of the sub-frame 2, thereby indirectly improving the overall strength and rigidity of the frame system 100.

[0082] At the same time, the first longitudinal reinforcement 212 is fixedly connected to the first stabilizer bar mounting bracket 210, and the second longitudinal reinforcement 213 is fixedly connected to the second stabilizer bar mounting bracket 211. In this way, the first longitudinal reinforcement 212 can support the first stabilizer bar mounting bracket 210, which is beneficial to improving the strength of the first stabilizer bar mounting bracket 210. Similarly, the second longitudinal reinforcement 213 can support the second stabilizer bar mounting bracket 211, which is beneficial to improving the strength of the second stabilizer bar mounting bracket 211. It can be understood that the force and moment between the first sub-beam 21 and the second sub-beam 22 can be mutually transmitted and dispersed through the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213, which is beneficial to the balance of force between the first sub-beam 21 and the second sub-beam 22. Furthermore, the force transmitted to the first stabilizer bar mounting bracket 210 by the stabilizer bar 4 can also be evenly dispersed to the first sub-beam 21 and the second sub-beam 22 through the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213, which is beneficial to ensuring the overall torsional stiffness of the subframe 2 and the uniform distribution of force.

[0083] In some embodiments of the present application, the first sub-cross beam 21, the second sub-cross beam 22, the first shock absorber mounting bracket 28, the second shock absorber mounting bracket 29, the first stabilizer bar mounting bracket 210, the second stabilizer bar mounting bracket 211, the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 can be manufactured through an integrated design, thereby realizing modular manufacturing of the sub-frame 2, which is beneficial to improving the assembly efficiency of the frame system 100.

[0084] In some embodiments of the present application, the main frame 1 further includes a third main cross beam 17 and a fourth main cross beam 18. The third main cross beam 17 and the fourth main cross beam 18 are arranged at intervals along the length direction Y of the vehicle, and the third main cross beam 17 is located on the side of the first main cross beam 13 away from the second main cross beam 14, and the fourth main cross beam 18 is located on the side of the second main cross beam 14 away from the first main cross beam 13. The third main cross beam 17 and the fourth main cross beam 18 are both fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12. In other words, the third main cross beam 17 and the fourth main cross beam 18 can be added between the first main longitudinal beam 11 and the second main longitudinal beam 12, which is conducive to further improving the strength and rigidity of the main frame 1, and further conducive to improving the strength and rigidity of the entire frame system 100.

[0085] In some embodiments of the present application, the first main cross beam 13, the second main cross beam 14, the third main cross beam 17 and the fourth main cross beam 18 can all be configured as hollow tubular structures. Such a configuration can achieve a lightweight design of the entire vehicle while ensuring the supporting strength.

[0086] In some embodiments of the present application, the extension direction of the first main longitudinal beam 11 and the extension direction of the first main longitudinal beam 12 are both parallel to the length direction Y of the vehicle. That is to say, the first main longitudinal beam 11 and the second main longitudinal beam 12 can be constructed as straight longitudinal beams extending horizontally along the length direction Y of the vehicle, which is conducive to improving the bearing capacity of the first main longitudinal beam 11 and the second main longitudinal beam 12 in the length direction Y of the vehicle. When the vehicle sends a frontal collision, the main frame 1 can provide good support in the length direction Y of the vehicle to prevent the main frame 1 from invading the cockpit and injuring the passengers. Among them, the first main longitudinal beam 11 and the second main longitudinal beam 12 can also be set as a hollow tubular structure. In this way, the lightweight design of the whole vehicle can be achieved while ensuring the supporting strength of the first main longitudinal beam 11 and the second main longitudinal beam 12.

[0087] The vehicle according to the second aspect of the present application includes the frame system 100 in the first aspect of the present application.

[0088] According to the vehicle proposed in the embodiment of the second aspect of the present application, by providing the above-mentioned frame system 100, when the main frame 1 and the sub-frame 2 are connected to each other, the first main cross beam 13, the first sub-cross beam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first annular structure, and the second main cross beam 14, the second sub-cross beam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed second annular structure, and the closed annular structure is relatively stable and has good anti-deformation ability. Therefore, the double-arch annular structure is beneficial to improving the overall strength and rigidity of the frame system 100, and is also beneficial to improving the torsional rigidity of the frame system 100, so that it can meet the use requirements of new energy vehicles.

[0089] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0090] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0091] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

[0092] Although the embodiments of the present application have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A frame system, characterized in that: The frame system is used for a vehicle, and the frame system comprises: A main frame, the main frame comprising a first main longitudinal beam, a second main longitudinal beam, a first main cross beam and a second main cross beam, the first main longitudinal beam and the second main cross beam being arranged at intervals along the width direction of the vehicle, the first main cross beam and the second main cross beam being arranged at intervals along the length direction of the vehicle, and the first main cross beam and the second main cross beam being fixedly connected between the first main longitudinal beam and the second main longitudinal beam; A subframe, the subframe comprising a first sub-crossbeam and a second sub-crossbeam, the first sub-crossbeam and the second sub-crossbeam being arranged at intervals along the length direction of the vehicle, and the first sub-crossbeam and the second sub-crossbeam being fixedly connected between the first main longitudinal beam and the second main longitudinal beam; Among them, along the height direction of the vehicle, the first secondary cross-beam is located below the first main cross-beam, and the projection of the first main cross-beam in the height direction of the vehicle at least partially overlaps with the first secondary cross-beam, and along the height direction of the vehicle, the second secondary cross-beam is located below the second main cross-beam, and the projection of the second main cross-beam in the height direction of the vehicle at least partially overlaps with the second secondary cross-beam.

2. The frame system according to claim 1, characterized in that: The projection of the first main cross beam in the height direction of the vehicle overlaps with the first secondary cross beam, the projection of the second main cross beam in the height direction of the vehicle overlaps with the second secondary cross beam, and along the length direction of the vehicle, the spacing distance between the central axis of the first main cross beam and the central axis of the second main cross beam is equal to the spacing distance between the central axis of the first secondary cross beam and the central axis of the second secondary cross beam.

3. The frame system according to claim 1, characterized in that: Along the width direction of the vehicle, the first sub-cross beam and the second sub-cross beam each include a first connecting section, a first transition section, a middle section, a second transition section and a second connecting section which are connected in sequence. The first connecting section, the middle section and the second connecting section are arranged horizontally as a whole. From the first connecting section to the middle section, the distance between the first transition section and the main frame along the height direction of the vehicle becomes larger and larger. From the second connecting section to the middle section, the distance between the second transition section and the main frame along the height direction of the vehicle becomes larger and larger.

4. The frame system according to claim 3, characterized in that: The middle section has a first mounting hole for mounting a first cross arm and a second mounting hole for mounting a second cross arm, and along the width direction of the vehicle, the first mounting hole is symmetrical to the second mounting hole; The first connecting section has a third mounting hole for mounting the third cross arm, and the second connecting section has a fourth mounting hole for mounting the fourth cross arm. Along the width direction of the vehicle, the third mounting hole is symmetrical to the fourth mounting hole.

5. The frame system according to claim 1, characterized in that: The main frame further includes a first longitudinal connector and a second longitudinal connector, the first longitudinal connector and the second longitudinal connector are arranged at intervals along the width direction of the vehicle, and the first longitudinal connector and the second longitudinal connector are both fixedly connected between the first main cross beam and the second main cross beam; The subframe further includes a first shock absorber mounting bracket and a second shock absorber mounting bracket, wherein the first shock absorber mounting bracket and the second shock absorber mounting bracket are arranged at intervals along the width direction of the vehicle, and the first shock absorber mounting bracket and the second shock absorber mounting bracket are both fixedly connected between the first secondary cross beam and the second secondary cross beam; Wherein, the first shock absorber mounting bracket is fixedly connected to the first longitudinal connecting member, and the second shock absorber mounting bracket is fixedly connected to the second longitudinal connecting member.

6. The frame system according to claim 5, characterized in that: The subframe further includes a first stabilizer bar mounting bracket and a second stabilizer bar mounting bracket, the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are spaced apart along the width direction of the vehicle, and the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are both arranged between the first shock absorber mounting bracket and the second shock absorber mounting bracket, and the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are both fixedly connected between the first secondary cross beam and the second secondary cross beam.

7. The frame system according to claim 6, characterized in that: The subframe also includes a first longitudinal reinforcement and a second longitudinal reinforcement. The first longitudinal reinforcement and the second longitudinal reinforcement are arranged at intervals along the width direction of the vehicle, and the first longitudinal reinforcement and the second longitudinal reinforcement are both arranged between the first shock absorber mounting bracket and the second shock absorber mounting bracket. The first longitudinal reinforcement and the second longitudinal reinforcement are both fixedly connected between the first secondary cross beam and the second secondary cross beam, wherein the first longitudinal reinforcement is fixedly connected to the first stabilizer bar mounting bracket, and the second longitudinal reinforcement is fixedly connected to the second stabilizer bar mounting bracket.

8. The frame system according to claim 1, characterized in that: The main frame also includes a third main cross beam and a fourth main cross beam. The third main cross beam and the fourth main cross beam are arranged at intervals along the length direction of the vehicle, and the third main cross beam is located on the side of the first main cross beam away from the second main cross beam, and the fourth main cross beam is located on the side of the second main cross beam away from the first main cross beam. The third main cross beam and the fourth main cross beam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam.

9. The frame system according to claim 1, characterized in that: An extension direction of the first main longitudinal beam and an extension direction of the second main longitudinal beam are both parallel to a length direction of the vehicle.

10. A vehicle, characterized in that: Comprising a frame system according to any one of claims 1-9.

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