Front subframe for a vehicle and vehicle

Abstract

The application relates to the technical field of vehicle front subframes, and discloses a front subframe for a vehicle and the vehicle, wherein the front subframe comprises a first longitudinal beam, a second longitudinal beam, a first cross beam and a second cross beam; the first longitudinal beam and the second longitudinal beam both extend along the front-rear direction of the vehicle; the first longitudinal beam and the second longitudinal beam are oppositely arranged and spaced apart along the left-right direction of the vehicle; the first cross beam extends along the left-right direction of the vehicle, and the first cross beam is connected to the front end of the first longitudinal beam and the front end of the second longitudinal beam; the second cross beam extends along the left-right direction of the vehicle, and the second cross beam is connected to the rear end of the first longitudinal beam and the rear end of the second longitudinal beam; the left end of the second cross beam is provided with a first opening, the right end of the second cross beam is provided with a second opening, part of the first longitudinal beam penetrates through the first opening to extend into the interior of the second cross beam, and part of the second longitudinal beam penetrates through the second opening to extend into the interior of the second cross beam. The technical problems of complex structure, large weight, high manufacturing cost and insufficient rigidity of the front subframe are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle front subframe, and particularly relates to a front subframe for a vehicle and the vehicle. BACKGROUND

[0002] With the maturity and development of vehicle technology, people have higher and higher requirements for the control performance and driving stability of vehicles. The front subframe of a vehicle, as an important part of the suspension of a modern vehicle, not only affects the control performance and driving stability of the vehicle, but also relates to the safety and comfort of passengers. However, in the related art, the front subframe has a complex structure, is heavy, has a high manufacturing cost, and is insufficient in rigidity. SUMMARY

[0003] The present application provides a front subframe for a vehicle and the vehicle, which solves the technical problem of a complex structure, heavy weight, high manufacturing cost, and insufficient rigidity of the front subframe.

[0004] In order to achieve the above-mentioned purpose, the main technical scheme adopted by the present application comprises:

[0005] In a first aspect, the present application provides a front subframe for a vehicle, the front subframe comprising a first longitudinal beam, a second longitudinal beam, a first cross beam, and a second cross beam, the first longitudinal beam and the second longitudinal beam both extending in a front-rear direction of the vehicle, and the first longitudinal beam and the second longitudinal beam being oppositely and spacedly arranged in a left-right direction of the vehicle; the first cross beam extending in the left-right direction of the vehicle, and the first cross beam being connected to a front end of the first longitudinal beam and a front end of the second longitudinal beam; the second cross beam extending in the left-right direction of the vehicle, and the second cross beam being connected to a rear end of the first longitudinal beam and a rear end of the second longitudinal beam; wherein a left end of the second cross beam is provided with a first opening, a right end of the second cross beam is provided with a second opening, a part of the first longitudinal beam penetrates through the first opening to extend into an interior of the second cross beam, and a part of the second longitudinal beam penetrates through the second opening to extend into the interior of the second cross beam.

[0006] The front subframe provided by the present application embodiment can be used for the front subframe of a vehicle, and the front subframe comprises a first longitudinal beam, a second longitudinal beam, a first cross beam, and a second cross beam. The first longitudinal beam and the second longitudinal beam both extend in a front-rear direction of the vehicle, and the first longitudinal beam and the second longitudinal beam are oppositely and spacedly arranged in a left-right direction of the vehicle. The first cross beam extends in the left-right direction of the vehicle, and the first cross beam is connected to a front end of the first longitudinal beam and a front end of the second longitudinal beam. The second cross beam extends in the left-right direction of the vehicle, and the second cross beam is connected to a rear end of the first longitudinal beam and a rear end of the second longitudinal beam. A left end of the second cross beam is provided with a first opening, a right end of the second cross beam is provided with a second opening, a part of the first longitudinal beam penetrates through the first opening to extend into an interior of the second cross beam, and a part of the second longitudinal beam penetrates through the second opening to extend into the interior of the second cross beam.

[0007] Optionally, the front end of the first longitudinal beam has a third opening in the front-rear direction of the vehicle, and the front end of the second longitudinal beam has a fourth opening in the front-rear direction of the vehicle, and the first cross beam passes through the third opening to extend into the first longitudinal beam, and the first cross beam passes through the fourth opening to extend into the second longitudinal beam.

[0008] The first cross beam is connected to the first longitudinal beam through the third opening, and the first cross beam is connected to the second longitudinal beam through the fourth opening, the contact area between the first cross beam and the first longitudinal beam is increased, and the contact area between the second longitudinal beam and the first cross beam is increased, which can make the connection between the first longitudinal beam and the first cross beam and the connection between the second longitudinal beam and the first cross beam more firm, and improve the structural strength and rigidity of the front subframe. The third opening and the fourth opening are provided, which reduces the material of the second cross beam at the third opening and the fourth opening, so that the unnecessary material use can be reduced while ensuring the structural strength of the front subframe, thereby realizing the light weight of the front subframe, and helping to improve the performance of the vehicle and reduce the energy loss of the vehicle.

[0009] Optionally, the front end of the first longitudinal beam includes a first flange and a second flange, and the first flange and the second flange are arranged opposite and spaced apart in the up-down direction of the vehicle, and the first flange and the second flange define a third opening, and the first flange is overlapped on the upper side of the first cross beam, and the second flange is overlapped on the lower side of the first cross beam; the front end of the second longitudinal beam includes a third flange and a fourth flange, and the third flange and the fourth flange are arranged opposite and spaced apart in the up-down direction of the vehicle, and the third flange and the fourth flange define a fourth opening, and the third flange is overlapped on the upper side of the first cross beam, and the fourth flange is overlapped on the lower side of the first cross beam.

[0010] The design of the first flange, the second flange, the third flange and the fourth flange increases the connection area of the first cross beam with the first longitudinal beam and the second longitudinal beam, respectively, so that the connection between the first cross beam and the first longitudinal beam and the second longitudinal beam becomes more stable, and a more firm connection structure is formed through the overlapping of the upper and lower flanges.

[0011] Optionally, the first cross beam includes a first middle section, a first mounting section and a second mounting section, and the first mounting section and the second mounting section are arranged at two ends of the first middle section in the left-right direction of the vehicle, and the first flange and the second flange are overlapped on the upper side and the lower side of the first mounting section, respectively, and the third flange and the fourth flange are overlapped on the upper side and the lower side of the second mounting section, respectively; one end of the first mounting section in the length direction is connected to the first middle section, and the other end extends towards the rear, and one end of the second mounting section in the length direction is connected to the first middle section, and the other end extends towards the rear, and the first mounting section and the second mounting section are respectively provided with a first mounting position, and the first mounting position is used to connect the front subframe and the vehicle body.

[0012] The first mounting position can be arranged at the other end of the first mounting section and the second mounting section, that is, the first mounting position can be located at the rear of the first intermediate section. When the vehicle is in a collision, the first mounting position is arranged at the rear of the first intermediate section, and the first intermediate section can first bear the collision energy in the collision, thereby reducing the risk of the first mounting position being directly impacted, improving the stability of the connection between the front subframe and the vehicle body, and further improving the stability of the vehicle in driving.

[0013] Optionally, the front subframe further comprises a second mounting position and a third mounting position, both of which are used to connect the front subframe and the vehicle body; the second mounting position is two and is arranged on the first longitudinal beam and the second longitudinal beam respectively, and along the front-rear direction of the vehicle, the second mounting position is located between the first transverse beam and the second transverse beam; the third mounting position is two and is arranged at the rear end of the first longitudinal beam and the rear end of the second longitudinal beam respectively, and along the front-rear direction of the vehicle, the second mounting position is located in front of the third mounting position.

[0014] Such a layout can ensure that the front subframe and the vehicle body are connected at multiple points. Multiple-point connection not only improves the stability of the connection and reduces the overall structural loosening or deformation caused by single-point failure, but also more effectively disperses the impact force in a collision, thereby improving the safety of the vehicle.

[0015] Optionally, the front subframe further comprises a plurality of steering mounting positions, all of which are used to connect the front subframe and the steering system, and all of which are arranged on the second transverse beam.

[0016] Concentrating the plurality of steering mounting positions on the second transverse beam can enhance the rigidity of the second transverse beam, which can enhance the resistance to force and torque from the steering system, reduce deformation and wear of the front subframe, and prolong the service life of the front subframe.

[0017] Optionally, the plurality of steering mounting positions comprises a first steering mounting position, a second steering mounting position and a third steering mounting position, the first steering mounting position is located at the left end of the second transverse beam, and the third steering mounting position is located at the right end of the second transverse beam; along the front-rear direction of the vehicle, the third steering mounting position is located in front of the first steering mounting position and the second steering mounting position, and along the left-right direction of the vehicle, the third steering mounting position is located between the first steering mounting position and the second steering mounting position.

[0018] The first steering mounting position is located at the left end of the second steering mounting position, and the third steering mounting position is located at the right end of the second steering mounting position, and along the left-right direction of the vehicle, the first steering mounting position, the second steering mounting position and the third steering mounting position are arranged at intervals. Such an evenly distributed design helps to ensure that the connection of the steering system on the front subframe is more stable, and reduces the structural deformation or damage caused by excessive force on a single point.

[0019] Optionally, in the up-down direction of the vehicle, the projection of the first steering mounting point falls on the first longitudinal beam, and the projection of the third steering mounting point falls on the second longitudinal beam.

[0020] The projection of the first steering mounting point falls on the first longitudinal beam, and the projection of the third steering mounting point falls on the second longitudinal beam, thereby connecting the cross beam and the longitudinal beam in one body, providing high mounting rigidity, stable overall layout structure, good strength, meeting the stability and reliability requirements of the steering system, not needing additional mounting brackets to provide mounting points for the steering engine, reducing the number of parts and welding, achieving good lightweight effect, and improving the connection strength of the front subframe.

[0021] Optionally, the front subframe further comprises a first suspension bracket and a second suspension bracket, and in the front-rear direction of the vehicle, the second cross beam has a first side surface facing the first cross beam, the first suspension bracket is mounted on the first side surface, and the second suspension bracket is mounted on the first longitudinal beam and the first side surface.

[0022] The first suspension bracket is mounted on the first side surface, and the second suspension bracket is mounted on the first longitudinal beam and the first side surface, which can improve the structural strength and rigidity of the front subframe.

[0023] Optionally, the front subframe comprises a first front control arm bracket and a second front control arm bracket, the first front control arm bracket connects the first mounting section and the front end of the first longitudinal beam, and the second front control arm bracket connects the second mounting section and the front end of the second longitudinal beam; in the front-rear direction of the vehicle, at least part of the first front control arm bracket and the second front control arm bracket is located between the first cross beam and the second cross beam, and in the left-right direction of the vehicle, at least part of the first front control arm bracket and the second front control arm bracket is located between the first longitudinal beam and the second longitudinal beam.

[0024] The first front control arm bracket and the second front control arm bracket are at least partially located between the first cross beam and the second cross beam and between the longitudinal beams in the left-right direction of the vehicle, which not only enhances the structural strength, but also effectively utilizes the limited space at the bottom of the vehicle, helps to optimize the overall layout of the vehicle, makes the structure of the front subframe more compact, and improves the rigidity of the front subframe.

[0025] Optionally, the first front control arm bracket is provided with two first holes, the front end of the first longitudinal beam is provided with one first hole, the second front control arm bracket is provided with two second holes, and the front end of the second longitudinal beam is provided with one second hole, the first hole being used for connecting the first front control arm, and the second hole being used for connecting the second front control arm.

[0026] The arrangement of the plurality of first holes and the plurality of second holes also helps to improve the connection accuracy, and through accurate alignment and fixation of the holes, the connection between the control arm bracket and the longitudinal beam can be ensured to be more stable, and performance degradation or safety hazards caused by installation errors can be reduced.

[0027] Optionally, the front subframe comprises a first rear control arm bracket and a second rear control arm bracket, the first rear control arm bracket is arranged on the first longitudinal beam and located between the first cross beam and the second cross beam, and the second rear control arm bracket is arranged on the second longitudinal beam and located between the first cross beam and the second cross beam.

[0028] In this way, the control arm can be more firmly and stably fixed on the front subframe, the connection between the control arm and the front subframe is more stable, and the handling performance of the automobile is improved.

[0029] Optionally, the front subframe further comprises a plurality of first positioning holes, the plurality of first positioning holes are arranged on the second cross beam, in the up-down direction of the vehicle, the plurality of first positioning holes are located on the lower side of the second cross beam, and in the left-right direction of the vehicle, the plurality of first positioning holes are arranged at intervals; and the front subframe further comprises a plurality of first observation holes, the plurality of first observation holes are arranged on the second cross beam, in the up-down direction of the vehicle, the plurality of first observation holes are located on the upper side of the second cross beam, and in the left-right direction of the vehicle, the plurality of first observation holes are arranged at intervals.

[0030] Since the front subframe needs to be transported by a transportation robot after production, a corresponding tooling is arranged on the transportation robot, the plurality of first positioning holes arranged on the second cross beam cooperate with the tooling on the transportation robot, and the front subframe is more firmly installed on the transportation robot.

[0031] Optionally, the front subframe comprises a first stabilizer bar mounting position and a second stabilizer bar mounting position, the first stabilizer bar mounting position and the second stabilizer bar mounting position are arranged on the second cross beam, and in the left-right direction of the vehicle, the first stabilizer bar mounting position and the second stabilizer bar mounting position are arranged at intervals.

[0032] Since the first stabilizer bar mounting position and the second stabilizer bar mounting position are both arranged on the second cross beam, it is not necessary to additionally weld a stabilizer bar bracket, the number of brackets on the front subframe is reduced, the front subframe is more lightweight, and the first stabilizer bar mounting position and the second stabilizer bar mounting position arranged on the second cross beam can also improve the mounting precision of the stabilizer bar and improve the stability and reliability of the connection between the stabilizer bar and the front subframe.

[0033] In a second aspect, the embodiments of the present application also provide a vehicle, which comprises the front subframe according to any one of the embodiments of the present application.

[0034] The vehicle provided by the embodiment of the present application, at least part of the first longitudinal beam can pass through the first opening, at least part of the first longitudinal beam can be lapped on the left end of the second transverse beam, at least part of the second longitudinal beam can pass through the second opening, and at least part of the second longitudinal beam can be lapped on the right end of the second transverse beam. The contact area of the first longitudinal beam and the second transverse beam is increased, and the contact area of the second longitudinal beam and the second transverse beam is increased, so that the first longitudinal beam and the second transverse beam and the second longitudinal beam and the second transverse beam are connected more firmly, and the structural strength and rigidity of the front subframe are improved. The first opening and the second opening are arranged, the material of the second transverse beam at the first opening and the second opening is reduced, so that the structural strength of the front subframe is ensured while unnecessary material is reduced, thereby realizing the light weight of the front subframe, and helping to improve the performance of the vehicle and reduce the energy loss of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the specific embodiments of the present application or the prior art, the drawings needed to be used in the description of the specific embodiments or the prior art will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0036] Figure 1 The structure schematic diagram of the vehicle provided by the embodiment of the present application and the front subframe is shown;

[0037] Figure 2 The structure schematic diagram of the front subframe provided by the embodiment of the present application is shown;

[0038] Figure 3 The structure and position of the first hole and the second hole are shown;

[0039] Figure 4 The structure and position of the first front control arm support are shown;

[0040] Figure 5 The structure and position of the second front control arm support are shown;

[0041] Figure 6 The structure and position of the first positioning hole are shown;

[0042] Figure 7 The structure and position of the second suspension support are shown;

[0043] Figure 8 The structure and position of the first suspension support are shown;

[0044] Figure 9 The structure and position of the second rear control arm support are shown;

[0045] Figure 10The structure and position of the upper high-strength steel sheet and the lower high-strength steel sheet are shown.

[0046] [Explanation of Reference Signs]

[0047] Vehicle body 100;

[0048] Front subframe 110;

[0049] First longitudinal beam 120; first flange 122; second flange 123;

[0050] Second longitudinal beam 130; third flange 132; fourth flange 133;

[0051] First cross beam 140; first intermediate section 141; first mounting section 142; second mounting section 143; second cross beam 150; first side surface 153;

[0052] First mounting site 160;

[0053] Second mounting site 170;

[0054] Third mounting site 180;

[0055] First steering mounting site 190; second steering mounting site 191; third steering mounting site 192; first suspension bracket 200; second suspension bracket 210;

[0056] First front control arm bracket 220; first hole 221;

[0057] Second front control arm bracket 230; second hole 231;

[0058] First rear control arm bracket 240;

[0059] Second rear control arm bracket 250;

[0060] First positioning hole 260; first observation hole 261;

[0061] First stabilizer bar mounting site 270; second stabilizer bar mounting site 271;

[0062] Upper high-strength steel sheet 280;

[0063] Lower high-strength steel sheet 290;

[0064] Front-rear direction X; left-right direction Y; up-down direction Z. DETAILED DESCRIPTION

[0065] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0066] Unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs; the terms used in the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "include" and "have" and any variations thereof in the specification and claims of the present application and the above description of drawings are intended to cover non-exclusive inclusion. The terms "first", "second" and the like in the specification and claims of the present application and the above description of drawings are used to distinguish different objects, not to describe a particular order or primary and secondary relationship.

[0067] In the present application, the phrase "embodiments" means that the specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The phrase appears at various places in the specification does not necessarily all refer to the same embodiments, nor are they necessarily mutually exclusive or alternative embodiments to each other. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in the present application can be combined with other embodiments.

[0068] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mount", "connect", "connection", "attach" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be direct connection, or indirect connection through intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0069] In the present application, the term "and / or" is only a description of the association relationship between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " in the present application generally represents an "or" relationship between the front and rear associated objects.

[0070] In the present application, "multiple" means two or more (including two), and similarly, "multiple groups" means two or more groups (including two groups), and "multiple pieces" means two or more pieces (including two pieces).

[0071] With the maturity and development of vehicle technology, people have higher and higher requirements for the control performance and driving stability of vehicles. The front subframe of a vehicle, as an important component of the suspension of a modern vehicle, not only affects the control performance and driving stability of the vehicle, but also relates to the safety and comfort of passengers.

[0072] The front subframe is a key component of the chassis system, which needs to provide installation space and installation points for multiple system layouts, and also needs to transfer force and torque. It is also the link between the frame and the chassis system, and needs to be fully designed for reliability. It needs to meet the requirements of space, strength, stiffness, modal, reliability, NVH, etc. The use of cast aluminum alloy structure has the advantage of weight reduction > 30%, but the cost is high, the development cost is high, the development cycle is long, and the product qualification rate is low. Therefore, the design performance meets the demand, and the front subframe made of high-strength steel with light weight is still the key research direction of the chassis system.

[0073] However, in the related art, the front subframe structure made of high-strength steel is complex, heavy, high in manufacturing cost, and insufficient in stiffness.

[0074] Therefore, the embodiment of the present application proposes a front subframe, which comprises a first longitudinal beam, a second longitudinal beam, a first cross beam and a second cross beam.

[0075] The first longitudinal beam and the second longitudinal beam both extend along the front-rear direction of the vehicle, and the first longitudinal beam and the second longitudinal beam are arranged opposite and spaced apart along the left-right direction of the vehicle; the first cross beam extends along the left-right direction of the vehicle, and the first cross beam is connected to the front end of the first longitudinal beam and the front end of the second longitudinal beam; the second cross beam extends along the left-right direction of the vehicle, and the second cross beam is connected to the rear end of the first longitudinal beam and the rear end of the second longitudinal beam; wherein the left end of the second cross beam is provided with a first opening, the right end of the second cross beam is provided with a second opening, part of the first longitudinal beam passes through the first opening to extend into the interior of the second cross beam, and part of the second longitudinal beam passes through the second opening to extend into the interior of the second cross beam.

[0076] In the above scheme, at least part of the first longitudinal beam can pass through the first opening, at least part of the first longitudinal beam can be lapped on the left end of the second cross beam, at least part of the second longitudinal beam can pass through the second opening, and at least part of the second longitudinal beam can be lapped on the right end of the second cross beam. In this way, the structural strength of the front subframe can be ensured while reducing unnecessary material use, thereby realizing the lightweight of the front subframe, helping to improve the performance of the vehicle and reduce the energy consumption of the vehicle, and also making the connection of the first longitudinal beam and the second cross beam and the second longitudinal beam and the second cross beam more firm, improving the structural strength and rigidity of the front subframe.

[0077] The first front control arm support and the second front control arm support disclosed in the embodiment of the present application are used to connect the first front control arm and the second front control arm of the vehicle suspension system.

[0078] The first rear control arm bracket and the second rear control arm bracket disclosed by the embodiments of the present application are used to connect the first rear control arm and the second rear control arm of the vehicle suspension system.

[0079] The following embodiments are described by taking the front subframe of an embodiment of the present application as an example for the convenience of description.

[0080] Figure 1 A structure diagram of the vehicle connected with the front subframe provided by the embodiments of the present application is shown; Figure 2 A structure diagram of the front subframe provided by the embodiments of the present application is shown; Figure 3 The structure and position of the first hole and the second hole are shown; Figure 4 The structure and position of the first front control arm bracket are shown; Figure 5 The structure and position of the second front control arm bracket are shown; Figure 6 The structure and position of the first positioning hole are shown; Figure 7 The structure and position of the second suspension bracket are shown; Figure 8 The structure and position of the first suspension bracket are shown; Figure 9 The structure and position of the second rear control arm bracket are shown; Figure 10 The structure and position of the upper high-strength steel sheet and the lower high-strength steel sheet are shown.

[0081] Please refer to Figure 1 and Figure 2 In the embodiment, the front subframe 110 includes a first longitudinal beam 120, a second longitudinal beam 130, a first cross beam 140 and a second cross beam 150. The first longitudinal beam 120 and the second longitudinal beam 130 both extend along the front-rear direction X of the vehicle, and are arranged opposite to and spaced apart from each other along the left-right direction Y of the vehicle. The first cross beam 140 extends along the left-right direction Y of the vehicle, and is connected to the front end of the first longitudinal beam 120 and the front end of the second longitudinal beam 130. The second cross beam 150 extends along the left-right direction Y of the vehicle, and is connected to the rear end of the first longitudinal beam 120 and the rear end of the second longitudinal beam 130. The left end of the second cross beam 150 is provided with a first opening, and the right end of the second cross beam 150 is provided with a second opening. Part of the first longitudinal beam 120 penetrates through the first opening to extend into the interior of the second cross beam 150, and part of the second longitudinal beam 130 penetrates through the second opening to extend into the interior of the second cross beam 150.

[0082] The length extension direction of the first longitudinal beam 120 and the second longitudinal beam 130 is parallel to the front-rear direction X of the vehicle, and the length extension direction of the first transverse beam 140 and the second transverse beam 150 is parallel to the left-right direction Y of the vehicle. Along the front-rear direction X of the vehicle, the first transverse beam 140 and the second transverse beam 150 are spaced and oppositely arranged, the first transverse beam 140 is connected with the front end of the first longitudinal beam 120 and the second longitudinal beam 130 respectively, and the second transverse beam 150 is connected with the rear end of the first longitudinal beam 120 and the second longitudinal beam 130 respectively, forming a solid rectangular frame structure, which enhances the overall rigidity and strength of the front subframe 110 and helps to improve the stability and safety of the vehicle.

[0083] The left end of the second transverse beam 150 is provided with a first opening, and the right end of the second transverse beam 150 is provided with a second opening. Along the left-right direction Y of the vehicle, the opening directions of the first opening and the second opening are opposite to each other. It can be understood that the opening directions of the first opening and the second opening are both directed outward. At least part of the first longitudinal beam 120 can pass through the first opening, and at least part of the first longitudinal beam 120 can be lapped on the left end of the second transverse beam 150. At least part of the second longitudinal beam 130 can pass through the second opening, and at least part of the second longitudinal beam 130 can be lapped on the right end of the second transverse beam 150. In this way, the structural strength of the front subframe 110 can be ensured while reducing unnecessary material use, thereby realizing the lightweight of the front subframe 110, which helps to improve the performance of the vehicle and reduce the energy loss of the vehicle.

[0084] Moreover, part of the first longitudinal beam 120 passes through the first opening to extend into the interior of the second transverse beam 150, and part of the second longitudinal beam 130 passes through the second opening to extend into the interior of the second transverse beam 150, so that the connection between each component of the front subframe 110 is more direct and explicit, which is beneficial to improve the efficiency and accuracy in the manufacturing and assembly process, simplifies the assembly steps of the front subframe 110, and reduces the probability of errors in the assembly of the front subframe 110.

[0085] The first longitudinal beam 120 passes through the first opening, and the first longitudinal beam 120 is enveloped by the second transverse beam 150, that is, the upper and lower sides of the first longitudinal beam 120 are respectively abutted or welded with the upper and lower sides of the second transverse beam 150, which increases the contact area of the first longitudinal beam 120 and the second transverse beam 150. Along the front-rear direction X of the vehicle, the length of the abutment or welding between the second transverse beam 150 and the first longitudinal beam 120 can be one third of the length of the first longitudinal beam 120, which makes the connection between the first longitudinal beam 120 and the second transverse beam 150 more firm, and further improves the structural strength of the front subframe 110.

[0086] Similarly, the second longitudinal beam 130 passes through the second opening, and the second longitudinal beam 130 is enveloped by the second cross beam 150, that is, the upper and lower sides of the second longitudinal beam 130 respectively abut or are welded with the upper and lower sides of the second cross beam 150, and the abutment or welding length of the second cross beam 150 with the second longitudinal beam 130 in the front-rear direction X of the vehicle can be one-third of the length of the second longitudinal beam 130, so that the connection between the second longitudinal beam 130 and the second cross beam 150 is more firm, thereby improving the structural strength of the front subframe 110.

[0087] Since the first longitudinal beam 120 passes through the first opening and the second longitudinal beam 130 passes through the second opening, the first longitudinal beam 120 only needs to be welded or abutted with the upper and lower sides of the first opening, and the second longitudinal beam 130 only needs to be abutted or welded with the upper and lower sides of the second opening, so that the opening of the first opening and the second opening (that is, the position where the first longitudinal beam 120 and the second longitudinal beam 130 pass through) can reduce the arrangement of materials, and if the first opening and the second opening are not arranged on the second cross beam 150, the opening of the first opening and the second opening needs to be blocked, which to some extent increases the use of materials.

[0088] Please refer to Figure 1 and Figure 2 In the embodiment, the front end of the first longitudinal beam 120 has a third opening in the front-rear direction X of the vehicle, and the front end of the second longitudinal beam 130 has a fourth opening, and the first cross beam 140 passes through the third opening to extend into the interior of the first longitudinal beam 120, and the first cross beam 140 passes through the fourth opening to extend into the interior of the second longitudinal beam 130.

[0089] The third opening and the fourth opening are respectively located at the front end of the first longitudinal beam 120 and the second longitudinal beam 130, and the openings of the third opening and the fourth opening are both directed towards the front of the vehicle. The first cross beam 140 passes through the third opening and the fourth opening respectively arranged at the front end of the first longitudinal beam 120 and the second longitudinal beam 130, and exemplarily, the portion of the first cross beam 140 extending into the first longitudinal beam 120 can be abutted or welded in the first longitudinal beam 120, and the portion of the first cross beam 140 extending into the second longitudinal beam 130 can be abutted or welded in the second longitudinal beam 130, so as to expand the contact area between the first cross beam 140 and the first longitudinal beam 120 and the second longitudinal beam 130, so that a more firm connection is established between the first cross beam 140 and the first longitudinal beam 120 and the second longitudinal beam 130. This connection not only enhances the stability of the front subframe 110 in the front-rear direction X of the vehicle, but also improves the rigidity of the front subframe 110 in the left-right direction Y of the vehicle, so that the entire front subframe 110 is more structurally firm and durable, and the dynamic performance of the vehicle during driving is improved, including handling stability, steering response, and ride comfort.

[0090] When the vehicle is in a collision, the front subframe 110 can better absorb and disperse the impact force. The part of the first cross beam 140 extending into the inside of the first and second longitudinal beams 120 and 130 can serve as an additional energy absorption area, reducing the probability of damage to passengers or other components inside the vehicle.

[0091] The first cross beam 140 is connected to the first longitudinal beam 120 through the third opening and to the second longitudinal beam 130 through the fourth opening, which can also save manufacturing materials for the first and second longitudinal beams 120 and 130, reducing the manufacturing cost of the front subframe 110.

[0092] Please refer to Figures 2 to 5 In this embodiment, the front end of the first longitudinal beam 120 includes a first flange 122 and a second flange 123, which are oppositely and spacedly arranged along the up-down direction Z of the vehicle, and define the third opening, the first flange 122 overlaps the upper side of the first cross beam 140, and the second flange 123 overlaps the lower side of the first cross beam 140. The front end of the second longitudinal beam 130 includes a third flange 132 and a fourth flange 133, which are oppositely and spacedly arranged along the up-down direction Z of the vehicle, and define the fourth opening, the third flange 132 overlaps the upper side of the first cross beam 140, and the fourth flange 133 overlaps the lower side of the first cross beam 140.

[0093] The first and second flanges 122 and 123 are both located at the front end of the first longitudinal beam 120, and the projections of the first and second flanges 122 and 123 along the up-down direction Z of the vehicle can coincide, and the first and second flanges 122 and 123 together define the third opening, and the projections of the first and second flanges 122 and 123 along the left-right direction Y of the vehicle do not coincide, it can be understood that the first cross beam 140 can enter the third opening from the left-right direction Y of the vehicle. The first flange 122 is welded to the upper side of the first cross beam 140, and the second flange 123 can be welded to the lower side of the first cross beam 140, so that the first cross beam 140 is more firmly connected to the first longitudinal beam 120.

[0094] The third flange 132 and the fourth flange 133 are both located at the front end of the second longitudinal beam 130, and the projections of the third flange 132 and the fourth flange 133 can coincide in the up-down direction Z of the vehicle. The third flange 132 and the fourth flange 133 jointly define a fourth opening, and the projections of the third flange 132 and the fourth flange 133 do not coincide in the left-right direction Y of the vehicle. It can be understood that the first cross beam 140 can enter the fourth opening from the left-right direction Y of the vehicle. The third flange 132 is welded to the upper side of the first cross beam 140, and the fourth flange 133 can be welded to the lower side of the first cross beam 140, so that the first cross beam 140 is more firmly connected with the second longitudinal beam 130.

[0095] The design of the first flange 122, the second flange 123, the third flange 132 and the fourth flange 133 increases the connection area of the first cross beam 140 with the first longitudinal beam 120 and the second longitudinal beam 130 respectively, so that the connection between the first cross beam 140 and the first longitudinal beam 120 and the second longitudinal beam 130 becomes more stable. In addition, the lap joint of the upper and lower flanges forms a more stable connection structure.

[0096] Please refer to Figures 2 to 5 and Figure 10 In the present embodiment, the first cross beam 140 includes a first intermediate section 141, a first mounting section 142 and a second mounting section 143. The first mounting section 142 and the second mounting section 143 are respectively arranged at both ends of the first intermediate section 141 in the left-right direction Y of the vehicle. The first flange 122 and the second flange 123 are respectively lap-jointed to the upper side and the lower side of the first mounting section 142. The third flange 132 and the fourth flange 133 are respectively lap-jointed to the upper side and the lower side of the second mounting section 143. The first mounting section 142 is connected to the first intermediate section 141 at one end in the length direction thereof and extends towards the rear at the other end. The second mounting section 143 is connected to the first intermediate section 141 at one end in the length direction thereof and extends towards the rear at the other end. The first mounting section 142 and the second mounting section 143 are respectively provided with first mounting positions 160 for connecting the front subframe 110 and the vehicle body 100.

[0097] The first intermediate section 141 is located in front of the first mounting section 142 and the second mounting section 143 along the front-rear direction X of the vehicle, and the projections of the first mounting section 142 and the second mounting section 143 coincide along the left-right direction Y of the vehicle, that is, the first mounting section 142 and the second mounting section 143 can be symmetrically arranged at both ends of the first intermediate section 141. The first mounting section 142 is connected with the first longitudinal beam 120, and the second mounting section 143 is connected with the second longitudinal beam 130. The first flange 122 is located above the second flange 123 along the up-down direction Z of the vehicle, and the third flange 132 is located above the fourth flange 133. Therefore, the first flange 122 is overlapped on the upper side of the first mounting section 142, the second flange 123 is overlapped on the lower side of the first mounting section 142, the third flange 132 is overlapped on the upper side of the second mounting section 143, and the fourth flange 133 is overlapped on the lower side of the second mounting section 143. The overlapping manner can be welding or other connection manner, and the embodiments of the present application do not limit the overlapping manner.

[0098] Along the length direction of the first mounting section 142, one end of the first mounting section 142 is connected to the first intermediate section 141, and the other end of the first mounting section 142 extends towards the rear of the vehicle. It can be understood that the other end of the first mounting section 142 is located behind the first intermediate section 141. Similarly, along the length direction of the second mounting section 143, one end of the second mounting section 143 is connected to the first intermediate section 141, and the other end of the second mounting section 143 extends towards the rear of the vehicle. The other end of the second mounting section 143 is located behind the first intermediate section 141.

[0099] The first mounting section 142 and the second mounting section 143 are both provided with the first mounting position 160, and the vehicle body 100 and the front subframe 110 are connected through the first mounting position 160. Specifically, the first mounting position 160 can be arranged at the other end of the first mounting section 142 and the second mounting section 143, that is, the first mounting position 160 can be located behind the first intermediate section 141. In this way, when the vehicle collides, the first mounting position 160 is arranged behind the first intermediate section 141, and the first intermediate section 141 can first bear the collision energy absorption during the collision, thereby reducing the risk of the first mounting position 160 being directly impacted, improving the stability of the connection between the front subframe 110 and the vehicle body 100, and further improving the stability of the vehicle during driving.

[0100] In some embodiments, the first cross beam 140, the second cross beam 150, the first longitudinal beam 120 and the second longitudinal beam 130 can be welded by an upper high-strength steel sheet 280 and a lower high-strength steel sheet 290. The first intermediate section 141 is also welded by an upper high-strength steel sheet and a lower high-strength steel sheet. It can be understood that increasing the space of the first intermediate section 141 in the up-down direction Z of the vehicle can increase the energy absorption area of the first intermediate section 141 and improve the collision energy absorption space of the first intermediate section 141 when the first intermediate section 141 is subjected to collision and impact, thereby further reducing the probability of damage to the first mounting position 160 during collision and improving the safety of the vehicle.

[0101] Please refer to Figure 1 and Figure 2 In the present embodiment, the front subframe 110 further comprises a second mounting position 170 and a third mounting position 180, both of which are used to connect the front subframe 110 and the vehicle body 100. The second mounting position 170 is two and is arranged on the first longitudinal beam 120 and the second longitudinal beam 130, respectively. Along the front-rear direction X of the vehicle, the second mounting position 170 is located between the first cross beam 140 and the second cross beam 150. The third mounting position 180 is two and is arranged at the rear end of the first longitudinal beam 120 and the rear end of the second longitudinal beam 130, respectively. Along the front-rear direction X of the vehicle, the second mounting position 170 is located in front of the third mounting position 180.

[0102] The second mounting position 170 and the third mounting position 180 are also used to connect the front subframe 110 and the vehicle body 100. The second mounting position 170 is two and is arranged on the first longitudinal beam 120 and the second longitudinal beam 130. The second mounting position 170 is located between the first cross beam 140 and the second cross beam 150. The third mounting position 180 is arranged at the rear end of the first longitudinal beam 120 and the second longitudinal beam 130. The third mounting position 180 can be arranged at the rear side of the second cross beam 150. Such a layout can ensure that the front subframe 110 and the vehicle body 100 are connected at multiple points. Multiple-point connection not only improves the stability of the connection and reduces the overall structural looseness or deformation caused by single-point failure, but also more effectively disperses the impact force during collision, thereby improving the safety of the vehicle.

[0103] The arrangement of the second mounting position 170 and the third mounting position 180 helps to optimize the mechanical transmission path. During vehicle driving, especially in dynamic conditions such as turning, accelerating or braking, the front subframe 110 will be subjected to complex forces from the wheels and the suspension system. Through multiple-point connection, these forces can be more evenly distributed to the vehicle body 100, reducing local stress concentration and prolonging the service life of the components.

[0104] The arrangement of the second mounting point 170 and the third mounting point 180 makes the assembly process of the front subframe 110 and the vehicle body 100 more flexible. The appropriate mounting points can be selected for connection according to actual needs to meet different vehicle design and performance requirements. At the same time, the multi-point connection also helps to improve the assembly accuracy and ensure the relative position between the front subframe 110 and the vehicle body 100 is accurate.

[0105] In some embodiments, the length of the abutment or welding between the second cross beam 150 and the first longitudinal beam 120 can be one third of the first longitudinal beam 120. In this way, the distance between the second cross beam 150 and the second mounting point 170 and the third mounting point 180 can be closer, and the structural strength at the second mounting point 170 and the third mounting point 180 is enhanced, providing more reliable support for the second mounting point 170 and the third mounting point 180.

[0106] The length of the abutment or welding between the second cross beam 150 and the second longitudinal beam 130 can be one third of the second longitudinal beam 130. In this way, the distance between the second cross beam 150 and the second mounting point 170 and the third mounting point 180 can be closer, and the structural strength at the second mounting point 170 and the third mounting point 180 is enhanced, providing more reliable support for the second mounting point 170 and the third mounting point 180.

[0107] In some embodiments, the length of the abutment or welding between the second cross beam 150 and the first longitudinal beam 120 can be one third of the first longitudinal beam 120, and the length of the abutment or welding between the second cross beam 150 and the second longitudinal beam 130 can be one third of the second longitudinal beam 130. In this way, the distance between the second cross beam 150 and the first rear control arm bracket 240 and the second rear control arm bracket 250 can be closer, providing stable support for the first rear control arm and the second rear control arm.

[0108] Please refer to Figure 2 In the present embodiment, the front subframe 110 further comprises a plurality of steering mounting points, each of which is used to connect the front subframe 110 and a steering system, and each of which is arranged on the second cross beam 150.

[0109] The steering mounting points are used to connect the front subframe 110 and the steering system. By arranging a plurality of steering mounting points on the second cross beam 150, on the one hand, the structure design of the front subframe 110 can be simplified, and the connection of the steering system can be more concentrated and efficient. This layout helps to reduce unnecessary connecting parts and assembly steps, and improves production efficiency. On the other hand, by arranging a plurality of steering mounting points on the second cross beam 150, it helps to reduce maintenance time and cost when the steering system is repaired or replaced, and improves the availability and reliability of the vehicle.

[0110] Moreover, the multiple steering mounting positions are centrally arranged on the second cross beam 150, which can enhance the rigidity of the second cross beam 150, thereby enhancing the resistance to the force and torque from the steering system, reducing the deformation and wear of the front subframe 110, and prolonging the service life of the front subframe 110.

[0111] For reference Figure 2 In the embodiment, the multiple steering mounting positions include a first steering mounting position 190, a second steering mounting position 191, and a third steering mounting position 192. The first steering mounting position 190 is located at the left end of the second cross beam 150, and the third steering mounting position 192 is located at the right end of the second cross beam 150. In the front-rear direction X of the vehicle, the third steering mounting position 192 is located in front of the first steering mounting position 190 and the second steering mounting position 191, and in the left-right direction Y of the vehicle, the third steering mounting position 192 is located between the first steering mounting position 190 and the second steering mounting position 191.

[0112] The first steering mounting position 190 is located at the left end of the second steering mounting position 191, and the third steering mounting position 192 is located at the right end of the second steering mounting position 191. In the left-right direction Y of the vehicle, the first steering mounting position 190, the second steering mounting position 191, and the third steering mounting position 192 are arranged in an equidistant manner. This balanced distribution design helps to ensure that the connection of the steering system on the front subframe 110 is more stable, and reduces the structural deformation or damage caused by excessive force on a single point.

[0113] For reference Figure 2 In the embodiment, in the up-down direction Z of the vehicle, the projection of the first steering mounting position 190 falls on the first longitudinal beam 120, and the projection of the third steering mounting position 192 falls on the second longitudinal beam 130.

[0114] For example, the first steering mounting position 190, the second steering mounting position 191, and the third steering mounting position 192 can be configured as a sleeve structure. As a kind of mechanical part, the sleeve structure has the characteristics of simple structure, easy manufacturing, and wear resistance, can provide firm connection, and ensure the stability and reliability of the connection between the steering system and the front subframe 110. This structure can effectively resist the impact and vibration from the road surface, prevent the loosening or damage of the connecting parts, thereby improving the driving safety and stability of the vehicle.

[0115] In the up-down direction Z of the vehicle, the projection of the first steering mounting site 190 falls on the first longitudinal beam 120, for example, the first steering mounting site 190 can penetrate the second cross beam 150 and the first longitudinal beam 120, and in the same way, in the up-down direction Z of the vehicle, the projection of the second steering mounting site 191 can fall on the second longitudinal beam 130, that is, the sleeve structure of the first mounting site 160 can be embedded in the second cross beam 150 and the first longitudinal beam 120, and the sleeve structure of the second mounting site 170 can be embedded in the second cross beam 150 and the second longitudinal beam 130, so as to connect the cross beam and the longitudinal beam in one body, provide high mounting rigidity, the overall layout structure is stable, good in strength, meets the stability and reliability requirements of the steering system, does not need additional mounting brackets to provide mounting points for the steering machine, reduces the number of parts and welding, has a good lightweight effect, and improves the connection strength of the front subframe 110.

[0116] Please refer to Figures 2 to 5 In the embodiment, the front subframe 110 further comprises a first suspension bracket 200 and a second suspension bracket 210, and in the front-rear direction X of the vehicle, the second cross beam 150 has a first side surface 153 facing the first cross beam 140, and the first suspension bracket 200 is mounted on the first side surface 153, and the second suspension bracket 210 is mounted on the first side surface 153 and the first longitudinal beam 120.

[0117] The first suspension bracket 200 and the second suspension bracket 210 provide suspension mounting points for the power system, and in the left-right direction Y of the vehicle, the first suspension bracket 200 is arranged to the right of the second suspension bracket 210, and the second suspension bracket 210 is arranged to the left of the first suspension bracket 200. The first suspension bracket 200 is mounted on the first side surface 153, for example, the first suspension bracket 200 can be welded to the first side surface 153, and the first suspension bracket 200 can also be welded to the upper side surface and the lower side surface of the second cross beam 150.

[0118] The second suspension bracket 210 is mounted on the first side surface 153, and the second suspension bracket 210 can be welded to the first side surface 153, and the second suspension bracket 210 can also be welded to the upper side surface and the lower side surface of the second cross beam 150. At the same time, the second suspension bracket 210 can also be welded to the first longitudinal beam 120, which can weld the first longitudinal beam 120 and the second cross beam 150 together, further improve the connection stability of the first longitudinal beam 120 and the second cross beam 150, improve the utilization rate of materials, and improve the structural strength of the front subframe 110.

[0119] Please refer to Figures 2 to 5In the embodiment, the front subframe 110 includes a first front control arm support 220 and a second front control arm support 230, the first front control arm support 220 connects the first mounting section 142 and the front end of the first longitudinal beam 120, and the second front control arm support 230 connects the second mounting section 143 and the front end of the second longitudinal beam 130; at least part of the first front control arm support 220 and the second front control arm support 230 are located between the first cross beam 140 and the second cross beam 150 in the front-rear direction X of the vehicle, and at least part of the first front control arm support 220 and the second front control arm support 230 are located between the first longitudinal beam 120 and the second longitudinal beam 130 in the left-right direction Y of the vehicle.

[0120] For example, the first front control arm support 220 can be welded with the upper side of the first longitudinal beam 120, and the first front control arm support 220 can be welded with the lower side of the first longitudinal beam 120; the second front control arm support 230 can be welded with the upper side of the second longitudinal beam 130, and the second front control arm support 230 can be welded with the lower side of the second longitudinal beam 130.

[0121] By connecting the first front control arm support 220 to the first mounting section 142 and the front end of the first longitudinal beam 120, and connecting the second front control arm support 230 to the second mounting section 143 and the front end of the second longitudinal beam 130, the overall structural rigidity of the front subframe 110 is enhanced. At least part of the first front control arm support 220 and the second front control arm support 230 are located between the first cross beam 140 and the second cross beam 150, and between the longitudinal beams in the left-right direction Y of the vehicle, not only enhancing the structural strength, but also effectively utilizing the limited space at the bottom of the vehicle, helping to optimize the overall layout of the vehicle, making the structure of the front subframe 110 more compact, and improving the rigidity of the front subframe 110.

[0122] Please refer to Figures 2 to 5 In the embodiment, the first front control arm support 220 is provided with two first holes 221, the front end of the first longitudinal beam 120 is provided with one first hole 221, the second front control arm support 230 is provided with two second holes 231, and the front end of the second longitudinal beam 130 is provided with one second hole 231, the first hole 221 is used to connect the first front control arm, and the second hole 231 is used to connect the second front control arm.

[0123] The first hole 221 is used for penetrating a bolt structure, and the first front control arm bracket 220 and the second front control arm bracket 230 are connected with the front control arm through bolt connection. The arrangement of multiple first holes 221 can enhance the stability of the connection between the front subframe 110 and the front control arm. The front end of the first longitudinal beam 120 is provided with a first hole 221, and the first hole 221 is supported by the first longitudinal beam 120, which is structurally stable and reliable. Two second holes 231 are arranged on the first front control arm bracket 220 to provide mounting points for the front control arm. The arrangement of multiple first holes 221 also helps to improve the connection accuracy. By accurately aligning and fixing these hole positions, the connection between the control arm bracket and the longitudinal beam can be more stable, and the performance decline or safety hazards caused by installation errors can be reduced.

[0124] In some embodiments, the hard point refers to a connection point position between parts in the design of the automobile chassis (especially the suspension system), which is fixed in space. The position of these points is determined by the overall design layout and performance requirements of the automobile. According to the hard point position of the front control arm, the first front control arm bracket 220 and the second front control arm bracket 230 are arranged below the first longitudinal beam 120 and the second longitudinal beam 130 in the up-down direction Z of the vehicle, so that the first longitudinal beam 120 and the second longitudinal beam 130 are maximized close to the hard point of the front control arm. The first front control arm bracket 220 is connected to the triangular area at the connection between the first longitudinal beam 120 and the first transverse beam 140, so that the connection between the first control arm bracket 220 and the first longitudinal beam 120 and the first transverse beam 140 is more stable. The second front control arm bracket 230 is connected to the triangular area at the connection between the second longitudinal beam 130 and the first transverse beam 140, so that the connection between the second front control arm bracket 230 and the second longitudinal beam 130 and the first transverse beam 140 is more stable. This further enhances the stability of the structure of the front subframe 110.

[0125] Please refer to Figure 2 and Figure 9 In the present embodiment, the front subframe 110 includes a first rear control arm bracket 240 and a second rear control arm bracket 250. The first rear control arm bracket 240 is arranged on the first longitudinal beam 120, and the first rear control arm bracket 240 is located between the first transverse beam 140 and the second transverse beam 150. The second rear control arm bracket 250 is arranged on the second longitudinal beam 130, and the second rear control arm bracket 250 is located between the first transverse beam 140 and the second transverse beam 150.

[0126] The first rear control arm bracket 240 and the second rear control arm bracket 250 are used to connect the front subframe 110 and the control arm, the first rear control arm bracket 240 is configured as a winged U-shaped structure, along the front-rear direction X of the vehicle, the first rear control arm bracket 240 has two sides, two flanges are respectively arranged on the two sides, and the two flanges are overlapped (connected in a manner such as welding) with the first longitudinal beam 120, along the up-down direction Z of the vehicle, at least part of the projection of the two flanges coincides with the front subframe 110.

[0127] The first rear control arm bracket 240 further comprises a top surface, a mounting hole is arranged on the top surface, and the top surface is overlapped (connected in a manner such as welding) with the first longitudinal beam 120, along the up-down direction Z of the vehicle, at least part of the projection of the top surface coincides with the first longitudinal beam 120, so that the connection between the first rear control arm bracket 240 and the first longitudinal beam 120 is more firm, and the structural stability and strength of the front subframe 110 are improved.

[0128] Similarly, the second rear control arm bracket 250 is configured as a winged U-shaped structure, along the front-rear direction X of the vehicle, the second rear control arm bracket 250 has two sides, two flanges are respectively arranged on the two sides, and the two flanges are overlapped (connected in a manner such as welding) with the first longitudinal beam 120, along the up-down direction Z of the vehicle, at least part of the projection of the two flanges coincides with the front subframe 110.

[0129] The second rear control arm bracket 250 further comprises a top surface, a mounting hole is arranged on the top surface, and the top surface is overlapped (connected in a manner such as welding) with the first longitudinal beam 120, along the up-down direction Z of the vehicle, at least part of the projection of the top surface coincides with the first longitudinal beam 120, so that the connection between the second rear control arm bracket 250 and the second longitudinal beam 130 is more firm, and the structural stability and strength of the front subframe 110 are improved.

[0130] In this way, the control arm can be more firmly and stably fixed on the front subframe 110, the connection between the control arm and the front subframe 110 is more stable, and the handling performance of the automobile is improved.

[0131] Please refer to Figure 2 and Figure 6In the embodiment, the front subframe 110 further comprises a plurality of first positioning holes 260, the plurality of first positioning holes 260 are arranged on the second cross beam 150, along the up-down direction Z of the vehicle, the plurality of first positioning holes 260 are arranged on the lower side of the second cross beam 150, along the left-right direction Y of the vehicle, the plurality of first positioning holes 260 are arranged at intervals.

[0132] Since the front subframe 110 needs to be transported by a transport robot after production, a corresponding tooling is arranged on the transport robot, the plurality of first positioning holes 260 arranged on the second cross beam 150 cooperate with the tooling on the transport robot, so that the front subframe 110 is more firmly installed on the transport robot.

[0133] The plurality of first positioning holes 260 are arranged on the second cross beam 150, for example, the plurality of first positioning holes 260 can be arranged on the lower side of the second cross beam 150, so that the plurality of first positioning holes 260 are arranged on the same component, reducing the probability of deviation caused by welding deformation, and improving the positioning accuracy during assembly and transportation.

[0134] The plurality of first observation holes 261 are arranged on the upper side of the second cross beam 150, for example, along the up-down direction Z of the vehicle, the first observation hole 261 can be arranged opposite to the first positioning hole 260, and the first observation hole 261 can be used to observe whether the front subframe 110 is accurately positioned with the transport robot.

[0135] Please refer to Figure 2 In the embodiment, the front subframe 110 comprises a first stabilizer bar mounting position 270 and a second stabilizer bar mounting position 271, the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 are arranged on the second cross beam 150, along the left-right direction Y of the vehicle, the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 are arranged at intervals.

[0136] The stabilizer bar, also known as the roll bar, is an elastic device connecting the left and right wheels, and is mainly used to reduce the roll of the vehicle when turning and improve the stability of the vehicle. By arranging the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 on the front subframe 110, the installation efficiency of the stabilizer bar can be improved, the stability of the vehicle when turning can be enhanced, and excessive lateral roll of the vehicle body 100 can be prevented.

[0137] Since the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 are both arranged on the second cross beam 150, no additional stabilizer bar bracket needs to be welded, the number of brackets on the front subframe 110 is reduced, the front subframe 110 is more lightweight, and the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 arranged on the second cross beam 150 can also improve the mounting precision of the stabilizer bar and improve the stability and reliability of the connection between the stabilizer bar and the front subframe 110.

[0138] Please refer to Figures 1 to 10 The embodiment of the application further provides a vehicle, which comprises the front subframe 110 according to any one of the embodiments of the application.

[0139] The vehicle provided by the embodiment of the application can make the first longitudinal beam 120 and the second cross beam 150 and the second longitudinal beam 130 and the second cross beam 150 more firmly connected, and improve the structural strength and rigidity of the front subframe 110. In addition, the first opening and the second opening are arranged to reduce the material of the second cross beam at the first opening and the second opening, so that the structural strength of the front subframe 110 can be ensured while unnecessary material is reduced, thereby realizing the lightweight of the front subframe 110 and helping to improve the performance of the vehicle and reduce the energy loss of the vehicle.

[0140] It should be further noted that the terms "comprising", "containing" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or apparatus that includes a list of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent in such a process, method, article or apparatus. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article or apparatus that includes the element.

[0141] Each of the embodiments in the specification is described in a progressive manner, and the same or similar parts between each of the embodiments can be referred to each other. Each of the embodiments mainly describes the difference 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 part of the method embodiment.

[0142] The above merely provides an example of the present application, but is not intended to limit the present application. The present application can have various modifications and changes for those skilled in the art. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application shall be included in the scope of claims of the present application.

[0143] Although the embodiments of the present application are described with reference to the drawings, various modifications and changes can be made by those skilled in the art without departing from the spirit and scope of the present application, and such modifications and changes shall fall within the scope defined by the appended claims.

Claims

1. A front subframe for a vehicle, characterized by, The front subframe comprises: a first longitudinal beam and a second longitudinal beam, each extending in a front-rear direction of the vehicle, and arranged opposite and spaced apart in a left-right direction of the vehicle; a first transverse beam extending in the left-right direction of the vehicle, and connected to front ends of the first longitudinal beam and the second longitudinal beam; a second transverse beam extending in the left-right direction of the vehicle, and connected to rear ends of the first longitudinal beam and the second longitudinal beam; wherein a left end of the second transverse beam is provided with a first opening, a right end of the second transverse beam is provided with a second opening, a portion of the first longitudinal beam passes through the first opening to extend into an interior of the second transverse beam, and a portion of the second longitudinal beam passes through the second opening to extend into the interior of the second transverse beam; the front subframe further comprises a plurality of steering mounting positions, each of which is used to connect the front subframe and a steering system, and each of which is arranged on the second transverse beam; the plurality of steering mounting positions comprises a first steering mounting position, a second steering mounting position, and a third steering mounting position, the first steering mounting position is located at the left end of the second transverse beam, and the third steering mounting position is located at the right end of the second transverse beam; in an up-down direction of the vehicle, a projection of the first steering mounting position falls on the first longitudinal beam, and a projection of the third steering mounting position falls on the second longitudinal beam.

2. The front subframe according to claim 1, characterized by in the front-rear direction of the vehicle, a front end of the first longitudinal beam is provided with a third opening, a front end of the second longitudinal beam is provided with a fourth opening, a portion of the first transverse beam passes through the third opening to extend into an interior of the first longitudinal beam, and a portion of the first transverse beam passes through the fourth opening to extend into an interior of the second longitudinal beam.

3. The front subframe of claim 2, wherein the front end of the first longitudinal beam comprises a first flange and a second flange, which are arranged opposite and spaced apart in the up-down direction of the vehicle, and define the third opening, the first flange overlaps an upper side of the first transverse beam, and the second flange overlaps a lower side of the first transverse beam; the front end of the second longitudinal beam comprises a third flange and a fourth flange, which are arranged opposite and spaced apart in the up-down direction of the vehicle, and define the fourth opening, the third flange overlaps an upper side of the first transverse beam, and the fourth flange overlaps a lower side of the first transverse beam.

4. The front subframe of claim 3, wherein the first transverse beam comprises a first intermediate section, a first mounting section, and a second mounting section, which are arranged at two ends of the first intermediate section in the left-right direction of the vehicle, the first flange and the second flange overlap upper and lower sides of the first mounting section, and the third flange and the fourth flange overlap upper and lower sides of the second mounting section. The first mounting section is connected to the first intermediate section at one end in the length direction thereof and extends rearward at the other end, the second mounting section is connected to the first intermediate section at one end in the length direction thereof and extends rearward at the other end, and the first mounting section and the second mounting section are respectively provided with first mounting positions for connecting the front subframe and the vehicle body.

5. The front subframe of claim 1, wherein The front subframe further comprises second mounting positions and third mounting positions, and the second mounting positions and the third mounting positions are both used for connecting the front subframe and the vehicle body. The second mounting positions are two and are respectively arranged on the first longitudinal beam and the second longitudinal beam, and are located between the first cross beam and the second cross beam in the front-rear direction of the vehicle, and the third mounting positions are two and are respectively arranged on the rear end of the first longitudinal beam and the rear end of the second longitudinal beam, and are located in front of the second mounting positions in the front-rear direction of the vehicle.

6. The front subframe of claim 1, wherein The second steering mounting position is located in front of the first steering mounting position and the third steering mounting position in the front-rear direction of the vehicle, and is located between the first steering mounting position and the third steering mounting position in the left-right direction of the vehicle.

7. The front subframe of claim 1, wherein The front subframe further comprises first suspension supports and second suspension supports, and the second cross beam has a first side face facing the first cross beam in the front-rear direction of the vehicle, the first suspension supports are arranged on the first side face, and the second suspension supports are arranged on the first longitudinal beam and the first side face.

8. The front subframe of claim 4, wherein The front subframe comprises first front control arm supports and second front control arm supports, the first front control arm supports are connected to the front end of the first longitudinal beam and the first mounting section, and the second front control arm supports are connected to the front end of the second longitudinal beam and the second mounting section. At least part of the first front control arm supports and the second front control arm supports is located between the first cross beam and the second cross beam in the front-rear direction of the vehicle, and at least part of the first front control arm supports and the second front control arm supports is located between the first longitudinal beam and the second longitudinal beam in the left-right direction of the vehicle.

9. The front subframe of claim 8, wherein The first front control arm supports are provided with two first holes, the front end of the first longitudinal beam is provided with one first hole, the second front control arm supports are provided with two second holes, and the front end of the second longitudinal beam is provided with one second hole, the first holes are used for connecting first front control arms, and the second holes are used for connecting second front control arms.

10. The front subframe of claim 8, wherein The front subframe comprises first rear control arm supports and second rear control arm supports, the first rear control arm supports are arranged on the first longitudinal beam and are located between the first cross beam and the second cross beam, and the second rear control arm supports are arranged on the second longitudinal beam and are located between the first cross beam and the second cross beam.

11. The front subframe of claim 1, wherein The front subframe further comprises a plurality of first positioning holes, the plurality of first positioning holes are arranged on the second cross beam, along the up-down direction of the vehicle, the plurality of first positioning holes are located on the lower side of the second cross beam, along the left-right direction of the vehicle, the plurality of first positioning holes are arranged at intervals. The front subframe further comprises a plurality of first observation holes, the plurality of first observation holes are arranged on the second cross beam, along the up-down direction of the vehicle, the plurality of first observation holes are located on the upper side of the second cross beam, along the left-right direction of the vehicle, the plurality of first observation holes are arranged at intervals.

12. The front subframe of claim 1, wherein, The front subframe comprises a first stabilizer bar mounting position and a second stabilizer bar mounting position, the first stabilizer bar mounting position and the second stabilizer bar mounting position are arranged on the second cross beam, along the left-right direction of the vehicle, the first stabilizer bar mounting position and the second stabilizer bar mounting position are arranged at intervals.

13. A vehicle characterized by comprising: A front subframe as claimed in any one of claims 1 to 12.

Images