Front auxiliary frame structure and vehicle

Abstract

The invention relates to the technical field of automobile parts, and particularly discloses a front auxiliary frame structure, which has an X direction, a Y direction and a Z direction which are pairwise intersected, and is characterized by comprising a front cross beam, a rear cross beam and two longitudinal beams, the two longitudinal beams are oppositely arranged in the X direction, the front cross beam and the rear cross beam are respectively connected between the two longitudinal beams along the X direction, and the front cross beam and the rear cross beam are arranged in the Z direction. The front cross beam is further provided with an extending beam extending in the Y direction, the extending beam is provided with at least one first induction part, the longitudinal beam is provided with a first end face and a second end face, and the first end face and the second end face are each provided with at least one second induction part. The invention further provides a vehicle. According to the front auxiliary frame structure, the extension beams are arranged, the first induction parts are arranged on the extension beams, and the second induction parts are arranged on the two end faces of the longitudinal beams, so that effective guiding in the safety collision force transmission direction can be achieved, the safety collision performance of the front auxiliary frame structure is improved, and the impact absorption capacity is improved.

Description

Technical Field

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

[0002] At present, the automobile industry is in an era of accelerated change, and the trend of new energy vehicles is constantly moving forward. From traditional fuel vehicles to mild hybrid vehicles, plug-in hybrid vehicles and pure electric vehicles, the requirements for automobile performance and safety are getting higher and higher, and their functional requirements for the front subframe are more obvious. Among them, the main function of the front subframe is to connect the suspension and the body, transmit the force and torque from the suspension to the body, attenuate the vibration transmitted from the suspension to the body to a certain extent, improve the noise of the whole vehicle, and serve as the third channel for impact energy transmission and attenuation during the collision to protect the safety of passengers and drivers.

[0003] As the third energy absorption path, the subframe has higher and higher requirements for energy absorption and energy flow management of induced deformation in collision conditions such as head-on collision and small offset collision. However, there is no effective means to achieve the optimal design of the existing subframe and beam structural matching optimization, and the impact absorption capacity is insufficient, and there is still room for improvement. Summary of the invention

[0004] The technical problem to be solved by the present invention is: how to improve the problem that the existing sub-frame has insufficient impact absorption capacity.

[0005] In order to solve the above technical problems, the present invention provides a front subframe structure, having X-direction, Y-direction and Z-direction intersecting in pairs, including a front crossbeam, a rear crossbeam and two longitudinal beams, the two longitudinal beams are arranged opposite to each other in the X-direction, the front crossbeam and the rear crossbeam are respectively connected between the two longitudinal beams along the X-direction, the front crossbeam is also provided with an extension beam extending along the Y-direction, the extension beam is provided with at least one first induction portion, the longitudinal beam has a first end face and a second end face, the first end face and the second end face are respectively provided with at least one second induction portion.

[0006] Further preferably, the second inducing portion includes a first inducing groove, a second inducing groove and a third inducing groove, the first inducing groove and the third inducing groove are both arranged on the first end surface, and the second inducing groove is arranged on the second end surface.

[0007] Further preferably, the front subframe structure also includes a middle cross beam, which is connected to the two longitudinal beams along the X direction, and the middle cross beam is placed between the front cross beam and the rear cross beam, the first induction groove is placed between the front cross beam and the middle cross beam in the Y direction, and the third induction groove is placed between the middle cross beam and the rear cross beam in the Y direction.

[0008] Further preferably, the front cross beam is provided with a first mounting point for connecting to the vehicle body, the longitudinal beam is provided with a second mounting point and a third mounting point for connecting to the vehicle body, the second mounting point is located between the first induction groove and the second induction groove, and the third mounting point is provided at one end of the longitudinal beam away from the front cross beam.

[0009] Further preferably, the longitudinal beam is further provided with a rigid constraint structure member, the rigid constraint structure member is arranged between the first induction groove and the second induction groove, and the second mounting point is arranged on the rigid constraint structure member.

[0010] Further preferably, the rigid constraint structure is provided with a front mounting point of the swing arm, the second end face of the longitudinal beam is provided with a middle mounting point of the swing arm, the middle mounting point of the swing arm is located between the second induction groove and the third induction groove, and the end of the longitudinal beam away from the front cross beam is provided with a rear mounting point of the swing arm.

[0011] Further preferably, the rear cross beam comprises a tube beam and a connecting frame, the connecting frame is detachably provided at both ends of the tube beam, and the connecting frame is connected to the longitudinal beam.

[0012] Further preferably, the front subframe structure further comprises a steering gear mounting bracket, the steering gear mounting bracket is arranged at the connection between the connecting frame and the longitudinal beam, and the steering gear mounting bracket is detachably connected to the connecting frame and the longitudinal beam respectively.

[0013] Further preferably, the longitudinal beam comprises an upper beam body and a lower beam body, and the upper beam body and the lower beam body are buckled and connected to form a closed structure.

[0014] Further preferably, the second end surface of the longitudinal beam and the surface opposite to the second end surface are both provided with a stopper, and the stopper is placed at the connection between the upper beam body and the lower beam body.

[0015] The present invention also provides a vehicle, comprising a vehicle body and the front subframe structure as described above, wherein the front subframe structure is connected to the vehicle body.

[0016] Compared with the prior art, the front subframe structure and the vehicle provided by the present invention have the following beneficial effects:

[0017] The present invention provides an extension beam on the front cross beam, and provides at least one first induction portion on the extension beam, and provides at least one second induction portion on the first end face and the second end face of the longitudinal beam respectively. During a collision, the extension beam is first subjected to force, and under the induction of the first induction portion, the extension beam can deform and absorb energy. The arrangement of the extension beam can deform and absorb energy when the collision force is small to avoid the longitudinal beam directly participating in the deformation and energy absorption. When the deformation of the extension beam is not sufficient to completely absorb the impact, the longitudinal beam deforms and absorbs energy at the position of the second induction portion, and the second induction portion is distributed on the first end face and the second end face of the longitudinal beam, so that the longitudinal beam can deform and absorb energy in multiple directions to achieve effective guidance of the direction of collision force transmission, thereby improving the collision performance of the front subframe structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of a front subframe structure described in the present invention.

[0019] Figure 2 It is a structural schematic diagram of a front subframe structure of the present invention from another perspective.

[0020] Reference numerals:

[0021] 10. front cross beam; 11. first mounting point; 12. extension beam; 13. first induction part; 14. condenser mounting bracket;

[0022] 20. Middle beam;

[0023] 30. rear cross beam; 31. pipe beam; 32. connecting frame;

[0024] 40, longitudinal beam; 40a, first end face; 40b, second end face; 41, rigid restraining structure; 41a, fixing portion; 41b, bending portion; 41c, mounting portion; 42, second mounting point; 43, front mounting point of swing arm; 44, middle mounting point of swing arm; 45, rear mounting point of swing arm; 46, third mounting point; 47, stopper; 48, second induction portion; 48a, first induction groove; 48b, second induction groove; 48c, third induction groove;

[0025] 50. Steering gear mounting bracket. DETAILED DESCRIPTION

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

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

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

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

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

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

[0032] Example 1

[0033] like Figure 1-Figure 2 As shown, this embodiment provides a front subframe structure having an X direction, a Y direction and a Z direction.

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

[0035] The invention comprises a front cross beam 10, a middle cross beam 20, a rear cross beam 30 and two longitudinal beams 40, wherein the two longitudinal beams 40 are arranged opposite to each other in the X direction, the front cross beam 10, the middle cross beam 20 and the rear cross beam 30 are respectively connected between the two longitudinal beams 40 in the X direction, the front cross beam 10 is further provided with an extension beam 12 extending in the Y direction, the extension beam 12 is provided with at least one first induction portion 13, the longitudinal beam 40 has a first end face 40a and a second end face 40b, and the first end face 40a and the second end face 40b are respectively provided with at least one second induction portion 48; thus, by arranging the extension beam 12 on the front cross beam 10, and providing at least one first induction portion 13 on the extension beam 12, and at least one first induction portion 13 on the first end face 40a and the second end face 40b of the longitudinal beam 40 b are respectively provided with at least one second induction portion 48, so that during a collision, the extension beam 12 is first subjected to force, and under the induction of the first induction portion 13, the extension beam 12 can deform and absorb energy. The setting of the extension beam 12 can deform and absorb energy when the collision force is small to avoid the longitudinal beam 40 directly participating in the deformation and energy absorption. When the deformation of the extension beam 12 is not sufficient to completely absorb the impact, the longitudinal beam 40 deforms and absorbs energy at the position of the second induction portion 48, and the second induction portion 48 is distributed on the first end face 40a and the second end face 40b of the longitudinal beam 40, so that the longitudinal beam 40 can deform and absorb energy in multiple directions to achieve effective guidance of the direction of collision force transmission, thereby improving the collision performance of the front subframe structure.

[0036] It should be noted that "Anpeng" refers to the automobile safety collision test, which is a series of tests to evaluate the safety performance of the automobile under various collision situations, and "Anpengli" refers to the collision force that the automobile is subjected to during the safety collision test.

[0037] In some embodiments, the first induction portion 13 is a recessed induction groove, which is arranged around the circumference of the extension beam 12, so that the extension beam 12 can realize deformation energy absorption in different directions according to the force direction, and effectively realize the effective guidance of the transmission direction of the impact force.

[0038] In some embodiments, the extension beam 12 can be further connected to the vehicle body beam, which can not only improve the load-bearing capacity of the subframe structure, but also improve the connection strength between the vehicle body and the front subframe structure.

[0039] In some embodiments, the extension beam 12 may also be provided with a condenser mounting bracket 14 to facilitate the installation and fixation of the condenser.

[0040] In some embodiments, the first end face 40a and the second end face 40b of the longitudinal beam 40 are arranged to intersect, wherein the second induction portion 48 includes a first induction groove 48a, a second induction groove 48b and a third induction groove 48c, the first induction groove 48a and the third induction groove 48c are both arranged on the first end face 40a, and the second induction groove 48b is arranged on the second end face 40b, so that when the longitudinal beam 40 collides and is subjected to force, since the first induction groove 48a is arranged on the first end face 40a of the longitudinal beam 40, the longitudinal beam 40 can be moved along the first induction groove The second induction groove 48a is disposed on the second end face 40b, so that the longitudinal beam 40 can deform along the second induction groove 48b toward the outside of the longitudinal beam 40 to absorb energy. The third induction groove 48c is disposed on the first end face 40a, so that the longitudinal beam 40 can deform upward along the first induction groove 48a to absorb energy. The arrangement of the first induction groove 48a, the second induction groove 48b and the third induction groove 48c can effectively induce the collision force transmission of the longitudinal beam 40 from multiple directions, thereby improving the collision performance of the front subframe structure.

[0041] In some embodiments, the first induction groove 48a is placed between the front cross beam 10 and the middle cross beam 20 in the Y direction. Since the setting of the middle cross beam 20 increases the stiffness of the middle position of the longitudinal beam 40, when the longitudinal beam 40 collides and is subjected to force, the first induction groove 48a first deforms to absorb energy to ensure the integrity of the rear half of the longitudinal beam 40 and avoid affecting the performance of the suspension system. When the first induction groove 48a is not enough to absorb energy after deformation, the second induction groove 48b of the longitudinal beam 40 deforms to absorb energy; the third induction groove 48c is placed between the middle cross beam 20 and the rear cross beam 30 in the Y direction. When the collision force is too large and the first induction groove 48a and the second induction groove 48b cannot completely absorb the energy, the longitudinal beam 40 deforms and absorbs energy at the position of the third induction groove 48c; this setting can effectively induce the direction of collision force transmission, further improving the collision performance of the front subframe structure.

[0042] In some embodiments, the front cross beam 10 is provided with a first mounting point 11 for connecting to the vehicle body, and the longitudinal beam 40 is provided with a second mounting point 42 and a third mounting point 46 for connecting to the vehicle body, the second mounting point 42 corresponds to the middle cross beam 20 in the X direction, and the third mounting point 46 is provided at one end of the longitudinal beam 40 away from the front cross beam 10; thereby, six mounting points connected to the vehicle body are formed. The six-point installation method can improve the installation stability and connection strength of the front subframe structure and the vehicle body beam, so that the front subframe structure can form a constraint with the deformation of the vehicle body during the collision deformation process, thereby improving the vehicle's ability to absorb impact.

[0043] In some embodiments, the longitudinal beam 40 is further provided with a rigid constraint structure 41, and the rigid constraint structure 41 is arranged corresponding to the center cross beam 20 in the X direction, and the second mounting point 42 is arranged on the rigid constraint structure 41. It should be noted that the rigid constraint means that the second mounting point 42 is not provided with a bushing, so that the rigid constraint structure 41 and the vehicle body beam are rigidly constrained by threads, or the second mounting point 42 is directly welded to the vehicle body beam. The rigid constraint between the second mounting point 42 and the vehicle body beam can further enhance the connection strength and rigidity between the subframe structure and the vehicle body.

[0044] In some embodiments, the rigid constraint structure 41 includes a mounting portion 41a, a bending portion 41b and a mounting portion 41c, wherein the mounting portion 41a is fixedly connected to the longitudinal beam 40, one end of the bending portion 41b is connected to the mounting portion 41a, and the other end extends along the Z direction and is bent toward the outside of the longitudinal beam 40, the mounting portion 41c is arranged at one end of the bending portion 41b away from the mounting portion 41a, and the second mounting point 42 is arranged at the mounting portion 41c, and the function of the bending portion 41b is to move the second mounting point 42 outward to both sides of the longitudinal beam 40, so that the first mounting point 11, the second mounting point 42 and the third mounting point 46 are straighter in the second direction Y, reducing the bending degree and manufacturing requirements of the vehicle body beam, wherein the rigid constraint structure 41 can play a bearing role on the vehicle body beam, and can also transfer the force of the front subframe to the vehicle body beam, effectively realizing the decoupling of the force and improving the collision performance of the subframe structure.

[0045] In some embodiments, the rigid constraint structure 41 is provided with a swing arm front mounting point 43, wherein the swing arm front mounting point 43 is arranged on the rigid constraint structure 41, so that the force of the swing arm can be transmitted to the longitudinal beam 40 and the middle cross beam 20 in time, effectively realizing the decoupling of the force; at the same time, a part of the force can also be directly transmitted to the vehicle body through the rigid constraint structure 41, realizing the decoupling of the force in the X direction, the Y direction and the Z direction, and improving the force transmission path and the load-bearing capacity of the subframe structure.

[0046] In some embodiments, a middle mounting point 44 of a swing arm is provided on the second end surface 40b of the longitudinal beam 40. The middle mounting point 44 of the swing arm is provided on the second end surface 40b of the longitudinal beam 40 to avoid the problem of insufficient space between the longitudinal beam 40 and the vehicle body beam and inconvenient installation of the swing arm. The middle mounting point 44 of the swing arm is placed between the middle cross beam 20 and the rear cross beam 30 in the Y direction so as to be able to transmit the force of the swing arm to the middle cross beam 20 and the rear cross beam 30, so as to share the load of the front mounting point 43 of the swing arm, thereby further improving the decoupling of the force.

[0047] In some embodiments, a swing arm rear mounting point 45 is provided at one end of the longitudinal beam 40 away from the front cross beam 10, wherein the swing arm rear mounting point 45 is formed on the longitudinal beam 40 itself, eliminating the need for an additional swing arm mounting bracket, thereby improving installation efficiency and convenience.

[0048] In some embodiments, the rear cross beam 30 includes a tube beam 31 and a connecting frame 32. The connecting frame 32 is detachably arranged at both ends of the tube beam 31, and the connecting frame 32 is connected to the longitudinal beam 40. In this way, the connecting frame 32 and the longitudinal beam 40 can be integrated and then connected through the tube beam 31, which can avoid the shortcomings of the traditional front subframe due to the frame structure. The bulky structure and high manufacturing requirements.

[0049] In some embodiments, the front subframe structure also includes a steering gear mounting bracket 50, which is arranged at the connection between the connecting frame 32 and the longitudinal beam 40. The connecting frame 32 and the longitudinal beam 40 can provide a stable support for the steering gear mounting bracket 50, and the vibration of the steering gear mounting bracket 50 can be transmitted through the connecting frame 32 and the longitudinal beam 40, thereby effectively realizing force decoupling and avoiding force concentration on the longitudinal beam 40 and increasing the manufacturing requirements of the longitudinal beam 40. In this embodiment, the steering gear mounting bracket 50 is detachably connected to the connecting frame 32 and the longitudinal beam 40, respectively. Such a design can adapt different mounting brackets according to the type of steering gear, thereby improving assembly flexibility and reducing the manufacturing difficulty and precision of the longitudinal beam 40.

[0050] In some embodiments, the longitudinal beam 40 includes an upper beam body and a lower beam body, and the upper beam body and the lower beam body are buckled and connected to form a closed structure. This design allows the longitudinal beam 40 to pass through the front and rear installation points connecting the front, middle and rear cross beams and the swing arm. The buckling method of the upper beam body and the lower beam body can reduce the manufacturing requirements of the longitudinal beam 40 and improve the integrity of the subframe.

[0051] In some embodiments, since the longitudinal beam 40 is relatively long in the Y direction, in order to ensure the quality stability of the longitudinal beam 40, the second end face 40b of the longitudinal beam 40 and the surface opposite to the second end face 40b are provided with a stop 47, and the stop 47 is placed at the connection between the upper beam body and the lower beam body. By providing the stop 47, the upper beam body and the lower beam body are limited in the X direction and the Y direction before welding, and pre-welding can be performed through the stop 47. Even if the longitudinal beam 40 is relatively long in the Y direction, the deformation of the upper beam body and the lower beam body of the longitudinal beam 40 during welding can be effectively controlled, thereby improving the welding accuracy and quality stability of the longitudinal beam 40.

[0052] Example 2

[0053] The present embodiment provides a vehicle, comprising a vehicle body and a front subframe structure of Embodiment 1, wherein the front subframe structure is connected to the vehicle body; specifically, the front subframe structure is connected to the vehicle body via a first mounting point 11, a second mounting point 42, and a third mounting point 46. The front subframe structure of Embodiment 1 can improve the overall strength and crashworthiness of the vehicle, thereby enhancing the safety and quality stability of the vehicle.

[0054] In summary, the present invention provides a front subframe structure and a vehicle, which can effectively guide the transmission direction of the collision force by arranging an extension beam 12 on the front cross beam 10, and arranging at least one first induction portion 13 on the extension beam 12, and arranging at least one second induction portion 48 on the first end face 40a and the second end face 40b of the longitudinal beam 40, thereby improving the collision performance and enhancing the impact absorption capacity; in addition, arranging a rigid restraining structure 41 can enhance the connection strength between the front subframe structure and the vehicle body, and the ... The front mounting point 43 of the swing arm is provided, which can timely transmit the force of the swing arm to the longitudinal beam 40, the middle cross beam 20 and the vehicle body, effectively realize the decoupling of the force in the X direction, the Y direction and the Z direction, and improve the force transmission path and the load-bearing capacity of the subframe structure; the rear cross beam 30 is composed of a pipe beam 31 and a connecting frame 32, which can avoid the shortcomings of the traditional front subframe caused by the frame structure. The steering gear mounting bracket 50 is detachably connected with the connecting frame 32 and the longitudinal beam 40, which can adapt to the installation of different types of steering gears, reducing the manufacturing difficulty and precision.

[0055] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be regarded as the protection scope of the present invention. The basic principles, main features and advantages of the present invention are shown and described above. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above preferred embodiments. The embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the attached claims rather than the above description, so it is intended to include all changes within the meaning and scope of the equivalent elements of the claims in the present invention.

[0056] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in the embodiments may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A front subframe structure having two intersecting X, Y and Z directions, characterized in that: The invention comprises a front cross beam (10), a rear cross beam (30) and two longitudinal beams (40), wherein the two longitudinal beams (40) are arranged opposite to each other in the X direction, the front cross beam (10) and the rear cross beam (30) are respectively connected between the two longitudinal beams (40) along the X direction, the front cross beam (10) is also provided with an extension beam (12) extending along the Y direction, the extension beam (12) is provided with at least one first induction portion (13), and the longitudinal beam (40) has a first end face (40a) and a second end face (40b), and the first end face (40a) and the second end face (40b) are respectively provided with at least one second induction portion (48).

2. A front subframe structure according to claim 1, characterized in that: The second inducing portion (48) comprises a first inducing groove (48a), a second inducing groove (48b) and a third inducing groove (48c); the first inducing groove (48a) and the third inducing groove (48c) are both arranged on the first end surface (40a), and the second inducing groove (48b) is arranged on the second end surface (40b).

3. A front subframe structure according to claim 2, characterized in that: The front subframe structure also includes a middle cross beam (20), the middle cross beam (20) is connected to the two longitudinal beams (40) along the X direction, and the middle cross beam (20) is arranged between the front cross beam (10) and the rear cross beam (30), the first induction groove (48a) is arranged between the front cross beam (10) and the middle cross beam (20) in the Y direction, and the third induction groove (48c) is arranged between the middle cross beam (20) and the rear cross beam (30) in the Y direction.

4. The front subframe structure according to claim 2, characterized in that: The front cross beam (10) is provided with a first mounting point (11) for connecting to the vehicle body, and the longitudinal beam (40) is provided with a second mounting point (42) and a third mounting point (46) for connecting to the vehicle body, wherein the second mounting point (42) is located between the first induction groove (48a) and the second induction groove (48b), and the third mounting point (46) is located at an end of the longitudinal beam (40) away from the front cross beam (10).

5. The front subframe structure according to claim 4, characterized in that: The longitudinal beam (40) is also provided with a rigid restraining structure (41), wherein the rigid restraining structure (41) is arranged between the first induction groove (48a) and the second induction groove (48b), and the second mounting point (42) is arranged on the rigid restraining structure (41).

6. The front subframe structure according to claim 5, characterized in that: The rigid restraining structure (41) is provided with a swing arm front mounting point (43), the longitudinal beam (40) is provided with a swing arm middle mounting point (44), the swing arm middle mounting point (44) is located between the second induction groove (48b) and the third induction groove (48c), and the longitudinal beam (40) is provided with a swing arm rear mounting point (45) at one end away from the front cross beam (10).

7. The front subframe structure according to claim 1, characterized in that: The rear cross beam (30) comprises a tube beam (31) and a connecting frame (32); the connecting frame (32) is detachably arranged at both ends of the tube beam (31); and the connecting frame (32) is connected to the longitudinal beam (40).

8. The front subframe structure according to claim 7, characterized in that: The front sub-frame structure also includes a steering gear mounting bracket (50), which is arranged at the connection between the connecting frame (32) and the longitudinal beam (40), and the steering gear mounting bracket (50) is detachably connected to the connecting frame (32) and the longitudinal beam (40) respectively.

9. The front subframe structure according to claim 1, characterized in that: The longitudinal beam (40) comprises an upper beam body and a lower beam body, and the upper beam body and the lower beam body are buckled and connected to form a closed structure.

10. The front subframe structure according to claim 9, characterized in that: The second end surface (40b) of the longitudinal beam (40) and the surface opposite to the second end surface (40b) are both provided with a stopper (47), and the stopper (47) is located at the connection between the upper beam body and the lower beam body.

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

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