Auxiliary frame of vehicle, vehicle body assembly of vehicle and vehicle

Abstract

The invention discloses an auxiliary frame of a vehicle, a vehicle body assembly of the vehicle and the vehicle. The auxiliary frame comprises a first cross beam and a second cross beam which are arranged at intervals in the first direction of the auxiliary frame, and the first cross beam is located on the front side of the second cross beam; the multiple auxiliary frame longitudinal beams are arranged in the second direction of the auxiliary frame and connected with the first cross beam and the second cross beam. The third cross beam is located between the first cross beam and the second cross beam in the first direction, the third cross beam is connected with the multiple auxiliary frame longitudinal beams, the third cross beam is of an arc-shaped structure, and the third cross beam protrudes towards the second cross beam in the first direction. Compared with the prior art, the auxiliary frame has the advantages that the third cross beam is arranged and protrudes towards the second cross beam, so that the structural strength and rigidity of the auxiliary frame can be improved, and the deformation of the auxiliary frame is reduced when the vehicle collides.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a subframe of a vehicle, a body component having the subframe, and a vehicle having the body component. Background Art

[0002] In the related art, the front subframe of existing vehicles has poor structural strength and rigidity. When the vehicle collides, the front subframe is severely deformed. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a subframe that can improve the structural strength and rigidity of the subframe and reduce the deformation of the subframe when a vehicle collides.

[0004] The present invention further provides a vehicle body assembly having the above subframe.

[0005] The present invention further provides a vehicle having the above-mentioned body assembly.

[0006] The subframe of the vehicle according to the present invention comprises: a first crossbeam and a second crossbeam, wherein the first crossbeam and the second crossbeam are arranged at intervals along a first direction of the subframe, and the first crossbeam is located in front of the second crossbeam; a plurality of subframe longitudinal beams, wherein the plurality of subframe longitudinal beams are arranged along a second direction of the subframe, and the plurality of subframe longitudinal beams are all connected to the first crossbeam and the second crossbeam; a third crossbeam, wherein the third crossbeam is located between the first crossbeam and the second crossbeam along the first direction, and the third crossbeam is connected to the plurality of subframe longitudinal beams, and the third crossbeam is constructed as an arc structure, and protrudes toward the second crossbeam along the first direction.

[0007] According to the sub-frame of the vehicle of the present invention, by connecting multiple sub-frame longitudinal beams to the first cross beam and the second cross beam, and connecting the third cross beam to multiple sub-frame longitudinal beams, the sub-frame can present a frame-type structure, thereby improving the fatigue strength and rigidity of the sub-frame, and the third cross beam is constructed as an arc structure, and the third cross beam protrudes toward the second cross beam, which can further improve the structural strength and rigidity of the sub-frame, and reduce the deformation of the sub-frame when the vehicle collides.

[0008] According to some embodiments of the present invention, along the third direction of the subframe, the lower surface height of the second cross beam is lower than the lower surface height of the battery pack of the vehicle, wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0009] According to some embodiments of the present invention, a height difference between the lower surface of the second beam and the lower surface of the battery pack is H, which satisfies the relationship: 10 mm ≤ H ≤ 15 mm.

[0010] According to some embodiments of the present invention, the second cross beam is fixedly connected to the lower surface of each of the sub-frame longitudinal beams.

[0011] According to some embodiments of the present invention, both ends of the second cross beam form connecting ends, the connecting ends are formed with assembly notches, the assembly notches are adapted to the corresponding sub-frame longitudinal beams, and the connecting ends are fixedly connected to the lower surfaces of the corresponding sub-frame longitudinal beams.

[0012] According to some embodiments of the present invention, the connection length between the connection end and the corresponding sub-frame longitudinal beam is L3, which satisfies the relationship: 25mm≤L3≤35mm.

[0013] According to some embodiments of the present invention, along the third direction, the height of the upper surface of the second cross beam is flush with the height of the middle position of the sub-frame longitudinal beam.

[0014] According to some embodiments of the present invention, the cross-sectional dimension of the second crossbeam is a rectangle, and the long side dimension of the rectangle is L4, and the short side dimension of the rectangle is L5, satisfying the relationship: 50mm≤L4≤60mm, 30mm≤L5<50mm.

[0015] According to some embodiments of the present invention, at least one of the sub-frame longitudinal beams has a crush energy absorbing section, and a crush depression structure that is depressed toward the inside of the sub-frame longitudinal beam is formed on an upper surface of the crush energy absorbing section.

[0016] According to some embodiments of the present invention, along the first direction, the collapse recess structure has a first surface and a second surface adjacent to each other, and an angle is formed between the first surface and the second surface.

[0017] According to some embodiments of the present invention, the angle between the first surface and the second surface is α, which satisfies the relationship: 125°≤α≤150°.

[0018] According to some embodiments of the present invention, along the second direction, at least one side of the crush energy absorbing section protrudes from the corresponding subframe longitudinal beam.

[0019] According to some embodiments of the present invention, each of the sub-frame longitudinal beams has the crush energy absorbing section, and the crush energy absorbing sections of a plurality of the sub-frame longitudinal beams are correspondingly arranged along the second direction.

[0020] According to some embodiments of the present invention, along the first direction, the crush depression structure has a midpoint, and a line connecting the midpoints of the crush energy absorbing sections of a plurality of the subframe longitudinal beams forms a first straight line, and the first straight line is located in the middle of the powertrain of the vehicle.

[0021] According to some embodiments of the present invention, along the first direction, a spacing distance between the crush energy absorbing section and the first cross beam is smaller than a spacing distance between the crush energy absorbing section and the second cross beam.

[0022] According to some embodiments of the present invention, the subframe further includes: a first suspension mounting frame, a second suspension mounting frame and a third suspension mounting frame, wherein the first suspension mounting frame and the second suspension mounting frame are both fixed to the first cross beam and arranged along the second direction, and the third suspension mounting frame is arranged on the third cross beam.

[0023] According to some embodiments of the present invention, along the second direction, the third suspension mounting bracket is located between the first suspension mounting bracket and the second suspension mounting bracket.

[0024] According to some embodiments of the present invention, the third suspension mounting bracket is disposed at a middle position of the third cross beam.

[0025] According to some embodiments of the present invention, the first suspension mounting bracket and the second suspension mounting bracket both include: a connecting seat and a suspension mounting plate, the connecting seat and the suspension mounting plate are arranged along the second direction, the connecting seat and the suspension mounting plate are opposite and spaced apart to form a suspension mounting space, and the connecting seat is also suitable for being fixedly connected to the body longitudinal beam of the vehicle.

[0026] According to some embodiments of the present invention, the connecting seat is fixedly connected to the first cross beam and the corresponding longitudinal beam of the sub-frame.

[0027] According to some embodiments of the present invention, the connecting seat defines a first cavity structure, and along the second direction, the inner end wall of the connecting seat is a mounting end wall for mounting the suspension, and the mounting end wall is perpendicular to the first beam.

[0028] According to some embodiments of the present invention, the mounting end wall has a suspension mounting hole, the first cavity structure has a mounting ring, the mounting ring is arranged on the mounting end wall and corresponds to the suspension mounting hole, and the inner circumferential wall of the mounting ring has an internal thread.

[0029] According to some embodiments of the present invention, along the second direction, an outer end of the connecting seat is provided with a mounting portion, and the mounting portion is suitable for connecting with the longitudinal beam of the vehicle body.

[0030] According to some embodiments of the present invention, along the second direction, from the inner side to the outer side of the connecting seat, the cross-sectional area of ​​the connecting seat gradually decreases.

[0031] According to some embodiments of the present invention, the connection seat is formed with an avoidance groove structure, the avoidance groove structure is suitable for corresponding to a fastener connected to the suspension, and the avoidance groove structure is used to avoid a disassembly tool.

[0032] According to some embodiments of the present invention, the subframe further comprises: a plurality of connecting brackets, wherein the plurality of connecting brackets are respectively connected between the first cross beam and the corresponding subframe longitudinal beam, and the connecting brackets are located at the connecting corners between the first cross beam and the corresponding subframe longitudinal beam.

[0033] According to some embodiments of the present invention, at least one of the connecting seats is connected to the connecting bracket connected to the corresponding sub-frame longitudinal beam.

[0034] According to some embodiments of the present invention, along the second direction, the suspension mounting plate is located on the inner side of the corresponding connecting seat.

[0035] According to some embodiments of the present invention, the third suspension mounting bracket includes: a first mounting portion and a second mounting portion, the first mounting portion and the second mounting portion are opposite to and spaced apart along the second direction, the first mounting portion and the second mounting portion are both provided with a first mounting hole, and the first mounting portion and / or the second mounting portion are fixed with an annular assembly structure, the inner circumferential wall of the assembly structure has an internal thread and corresponds to the corresponding first mounting hole.

[0036] According to some embodiments of the present invention, the third suspension mounting bracket further includes: a connecting portion, which is connected between the first mounting portion and the second mounting portion, and the connecting portion is arranged close to the lower ends of the first mounting portion and the second mounting portion.

[0037] According to some embodiments of the present invention, the upper end of the first mounting portion and / or the second mounting portion has a bending portion, the bending portion is connected to the third beam, and the bending portion is bent toward the outside of the third beam along the second direction.

[0038] According to some embodiments of the present invention, at least one of the sub-frame longitudinal beams passes through the first cross beam, and the connecting seat corresponding to the sub-frame longitudinal beam passing through the first cross beam is located above the overlapping area of ​​the corresponding sub-frame longitudinal beam and the first cross beam.

[0039] According to some embodiments of the present invention, along the second direction, the outer side walls of the two outermost sub-frame longitudinal beams are connected with control arm front mounting frames, and the two ends of the third cross beam are respectively arranged corresponding to the control arm front mounting frames of the corresponding sub-frame longitudinal beams.

[0040] According to some embodiments of the present invention, two ends of the third cross beam are respectively disposed corresponding to rear ends of the corresponding control arm front mounting frames.

[0041] According to some embodiments of the present invention, the third cross beam includes: a first cross beam body, a second cross beam body and a third cross beam body, the second cross beam body is connected between the first cross beam body and the third cross beam body, the second cross beam body is constructed as an arc structure protruding toward the second cross beam, and the first cross beam body and the third cross beam body are respectively connected to the two outermost sub-frame longitudinal beams.

[0042] According to some embodiments of the present invention, a height dimension of the second beam body along the third direction is H1, and a width dimension of the second beam body along the first direction is H2, satisfying the relationship: H2

[0043] According to some embodiments of the present invention, the first cross beam body and / or the third cross beam body is a flat structure.

[0044] According to some embodiments of the present invention, along the third direction, an orthographic projection of the third cross beam is located at a rear side of an orthographic projection of a powertrain of the vehicle.

[0045] According to some embodiments of the present invention, the sub-frame further includes: a support frame, wherein the support frame is located between the third cross beam and the second cross beam along the first direction, and the support frame is connected between the third cross beam and the second cross beam.

[0046] According to some embodiments of the present invention, there are multiple support frames, and the multiple support frames are arranged along the second direction. The two outermost support frames are respectively arranged close to the two ends of the third cross beam and are respectively connected to the two outermost sub-frame longitudinal beams.

[0047] According to some embodiments of the present invention, the support frame has a steering gear mounting hole.

[0048] According to some embodiments of the present invention, the support frame includes: a first support frame plate and a second support frame plate, the first support frame plate and the second support frame plate are arranged and connected along the third direction, and the first support frame plate and the second support frame plate jointly define a second cavity structure.

[0049] ​According to some embodiments of the present invention, the length dimension of the third beam is L1, and along the length direction of the third beam, the connection length between the support frame and the third beam is L2, satisfying the relationship: 0.1L1≤L2≤0.3L1.

[0050] According to some embodiments of the present invention, the length dimension of the second beam is L8, and along the length direction of the second beam, the connection length dimension of the support frame and the second beam is L9, satisfying the relationship: 0.2L8≤L9≤0.25L8.

[0051] According to some embodiments of the present invention, a connection length between the support frame and the third crossbeam is greater than a connection length between the support frame and the second crossbeam.

[0052] 45. The vehicle subframe of claim 38, wherein at least a portion of the support frame overlaps an upper surface of the second cross beam.

[0053] According to some embodiments of the present invention, at least one of the subframe longitudinal beams passes through the first cross beam.

[0054] According to some embodiments of the present invention, the first cross beam has a longitudinal beam mounting hole, and the sub-frame longitudinal beams are inserted through the corresponding longitudinal beam mounting holes.

[0055] According to some embodiments of the present invention, along the first direction, at least one of the sub-frame longitudinal beams extends to the front side of the first cross beam.

[0056] According to some embodiments of the present invention, the length of the auxiliary frame longitudinal beam extending out of the front side of the first cross beam is L6, which satisfies the relationship: 8mm≤L6≤12mm.

[0057] According to some embodiments of the present invention, the cross section of the first crossbeam is a rectangle, two long sides of the rectangle are opposite and spaced apart along the first direction, and two short sides of the rectangle are opposite and spaced apart along the third direction of the sub-frame.

[0058] According to some embodiments of the present invention, the first crossbeam has a crossbeam front side wall and a crossbeam rear side wall that are opposite and spaced apart along the first direction, the subframe longitudinal beam passing through the first crossbeam passes through the crossbeam front side wall and the crossbeam rear side wall at the same time, and the subframe longitudinal beam is fixedly connected to both the crossbeam front side wall and the crossbeam rear side wall.

[0059] According to some embodiments of the present invention, along the second direction, the two outermost support frames are respectively located on the inner sides of the corresponding sub-frame longitudinal beams, the outer side of the outermost sub-frame longitudinal beam is connected to a control arm rear mounting frame, and the upper end of the outermost sub-frame longitudinal beam is connected to a stabilizer bar mounting bracket, and the stabilizer bar mounting bracket is connected to both the corresponding control arm rear mounting frame and the corresponding support frame.

[0060] According to some embodiments of the present invention, the stabilizer bar mounting bracket is overlapped on the upper end of the corresponding control arm rear mounting bracket and is also overlapped on the upper end of the corresponding support bracket.

[0061] According to some embodiments of the present invention, a reinforcing bracket is also connected to the outer side of the outermost subframe longitudinal beam, and the reinforcing bracket is suitable for being connected to the body longitudinal beam of the vehicle. Along the first direction, the reinforcing bracket is located on the rear side of the corresponding control arm rear mounting frame, and the reinforcing bracket is connected to the corresponding control arm rear mounting frame.

[0062] According to some embodiments of the present invention, an angle is formed between the reinforcing bracket and the corresponding sub-frame longitudinal beam.

[0063] According to some embodiments of the present invention, the subframe further includes: an anti-collision component, wherein the anti-collision component is disposed on the first crossbeam and is located at a front side of the first crossbeam.

[0064] According to some embodiments of the present invention, the anti-collision component comprises:

[0065] Anti-collision beam;

[0066] A plurality of energy absorbing members are fixedly connected to the anti-collision beam, the plurality of energy absorbing members are located at the rear side of the anti-collision beam, and the plurality of energy absorbing members are arranged along the second direction, and each of the energy absorbing members is fixedly connected to the first beam.

[0067] According to some embodiments of the present invention, the cross-sectional area of ​​the energy absorbing member gradually increases from the anti-collision beam to the first beam.

[0068] According to some embodiments of the present invention, the energy absorbing member has a crush groove.

[0069] The vehicle body assembly according to the embodiment of the present invention comprises: a vehicle body main body having a vehicle body longitudinal beam; and the above-mentioned sub-frame, wherein the sub-frame is fixedly mounted on the vehicle body longitudinal beam and is located below the vehicle body longitudinal beam.

[0070] A vehicle according to an embodiment of the present invention includes the vehicle body assembly described above.

[0071] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0073] Figure 1 is a schematic diagram of the three-dimensional structure of a subframe according to an embodiment of the present invention;

[0074] Figure 2 is a front view of a subframe according to an embodiment of the present invention;

[0075] Figure 3 is a side view of a subframe according to an embodiment of the present invention;

[0076] Figure 4 is a schematic diagram of the assembly of a subframe and a suspension according to an embodiment of the present invention;

[0077] Figure 5 yes Figure 4 Enlarged view of point A in the middle;

[0078] Figure 6 It is a schematic diagram of assembling a subframe and a vehicle body longitudinal beam according to an embodiment of the present invention.

[0079] Reference numerals:

[0080] Subframe 100;

[0081] First cross beam 10; longitudinal beam mounting hole 11; cross beam front side wall 12; cross beam rear side wall 13;

[0082] A second cross beam 20;

[0083] Subframe longitudinal beam 30; crush energy absorbing section 31; crush depression structure 310; first surface 311; second surface 312; control arm front mounting frame 32; control arm rear mounting frame 33; first mounting plate 331; second mounting plate 332; reinforcement bracket 34; first reinforcement bracket plate body 341; second reinforcement bracket plate body 342; first mounting sleeve 343; vehicle body mounting hole 344; second mounting sleeve 35;

[0084] The vehicle body 40; the vehicle body longitudinal beam 41; the energy absorbing structure 42;

[0085] Connecting seat 50; mounting end wall 51; suspension mounting hole 52; mounting ring 53; mounting portion 54; front end wall 55; avoidance groove structure 56; connecting bracket 57; suspension mounting plate 58;

[0086] The third cross beam 60; the first mounting portion 611; the second mounting portion 612; the first mounting hole 613; the assembly structure 614; the connecting portion 615; the bending portion 616; the first cross beam body 62; the second cross beam body 63; the third cross beam body 64; the first suspension mounting frame 65; the second suspension mounting frame 66; the third suspension mounting frame 67;

[0087] Support frame 70; steering gear mounting hole 71; first support frame plate 72; second support frame plate 73; first side connecting end 74; second side connecting end 75; third side connecting end 76;

[0088] Stabilizer bar mounting bracket 80; stabilizer bar mounting end wall 81; and connecting side wall 82; connecting end 90;

[0089] Power assembly 200; anti-collision beam 1; energy absorbing member 2; mounting base 3; crush groove 203; anti-collision assembly 300. DETAILED DESCRIPTION

[0090] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0091] Reference below Figure 1-Figure 6 The subframe 100 of a vehicle, the body assembly of the vehicle and the vehicle according to the embodiment of the present invention are described. The subframe 100 may be a front subframe of the vehicle, and the present application takes the subframe 100 as a front subframe as an example for description.

[0092] like Figure 1-Figure 6 As shown, the subframe 100 according to the embodiment of the present invention includes: a first crossbeam 10 and a second crossbeam 20, which are arranged at intervals along a first direction of the subframe 100, and the first crossbeam 10 is located in front of the second crossbeam 20; a plurality of subframe longitudinal beams 30, which are arranged along a second direction of the subframe 100, and the plurality of subframe longitudinal beams 30 are connected to the first crossbeam 10 and the second crossbeam 20; a third crossbeam 60, which is located between the first crossbeam 10 and the second crossbeam 20 along the first direction, and the third crossbeam 60 is connected to the plurality of subframe longitudinal beams 30, and the third crossbeam 60 is constructed as an arc structure, and the third crossbeam 60 protrudes toward the second crossbeam 20 along the first direction.

[0093] The sub-frame 100 can be formed by welding a circular cross-section, a waist-shaped cross-section, or a rectangular cross-section profile, without the need for a mold, which greatly saves mold costs and further reduces the manufacturing cost of the sub-frame 100. The sub-frame 100 can include: a first crossbeam 10 and a second crossbeam 20, the first crossbeam 10 and the second crossbeam 20 are arranged at intervals along a first direction of the sub-frame 100, and the first direction of the sub-frame 100 refers to Figure 1 In the X direction of the vehicle, the first crossbeam 10 and the second crossbeam 20 are spaced apart along the first direction. The subframe 100 may have a plurality of subframe longitudinal beams 30, for example, the subframe 100 may have two, three, four, etc., but the present invention is not limited thereto. The subframe 100 may also have other numbers of subframe longitudinal beams 30, as long as the subframe 100 has a plurality of subframe longitudinal beams 30. This application is described by taking the subframe 100 having two subframe longitudinal beams 30 as an example.

[0094] like Figure 1 The X direction shown in the figure can be the first direction, the Y direction can be the second direction, and the first direction and the second direction are perpendicular. A plurality of sub-frame longitudinal beams 30 extend along the first direction, and a plurality of sub-frame longitudinal beams 30 are arranged along the second direction of the sub-frame 100, and two adjacent sub-frame longitudinal beams 30 are spaced apart along the second direction, and each sub-frame longitudinal beam 30 is connected to both the first cross beam 10 and the second cross beam 20. It should be noted that the first direction refers to the length direction of the vehicle, and the second direction refers to the width direction of the vehicle.

[0095] Specifically, one end of the subframe longitudinal beam 30 is connected to the first cross beam 10, and the other end of the subframe longitudinal beam 30 is connected to the second cross beam 20. For example, the subframe longitudinal beam 30 and the first cross beam 10 and the second cross beam 20 can be welded, or the subframe longitudinal beam 30 and the first cross beam 10 and the second cross beam 20 can be bolted, but the present invention is not limited thereto. The subframe longitudinal beam 30 and the first cross beam 10 and the second cross beam 20 can also be connected in other ways, as long as multiple subframe longitudinal beams 30 are connected between the first cross beam 10 and the second cross beam 20. Thus, multiple subframe longitudinal beams 30 are connected between the first cross beam 10 and the second cross beam 20, and the third cross beam 60 is connected to multiple subframe longitudinal beams 30, so that the third cross beam 60, the subframe longitudinal beam 30, the first cross beam 10 and the second cross beam 20 form a frame structure, which can improve the structural rigidity and strength of the subframe 100, thereby improving the safety performance of the vehicle.

[0096] like Figure 1 and Figure 2As shown, the third cross beam 60 is configured as an arc structure, and along the first direction, the third cross beam 60 protrudes toward the second cross beam 20. The third cross beam 60 can be configured as a "C"-shaped structure or a substantially "C"-shaped structure. Such a configuration can further improve the structural strength and rigidity of the subframe 100, and when the vehicle collides, reduce the deformation of the subframe 100, thereby further improving the safety performance of the vehicle. Furthermore, the cross section of the third cross beam 60 can be an oblong, which can improve the rigidity of the third cross beam 60 in the height direction of the vehicle without increasing the weight of the third cross beam 60.

[0097] Therefore, by connecting multiple sub-frame longitudinal beams 30 to the first cross beam 10 and the second cross beam 20, and connecting the third cross beam 60 to multiple sub-frame longitudinal beams 30, the sub-frame 100 can present a frame structure, thereby improving the fatigue strength and rigidity of the sub-frame 100, and the third cross beam 60 is constructed as an arc structure, and the third cross beam 60 protrudes toward the second cross beam 20, which can further improve the structural strength and rigidity of the sub-frame 100, and reduce the deformation of the sub-frame 100 when the vehicle collides.

[0098] According to some embodiments of the present invention, along the third direction of the subframe 100 , the lower surface height of the second cross beam 20 is lower than the lower surface height of the battery pack of the vehicle, wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0099] Along the third direction of the subframe 100, the lower surface height of the second cross beam 20 is lower than the lower surface height of the battery pack of the vehicle. When the vehicle passes through a road with a raised obstacle, the obstacle first hits the second cross beam 20, and the second cross beam 20 deforms to absorb the impact energy, and the impact force is partially or completely absorbed by the second cross beam 20. The structural strength of the second cross beam 20 is set according to parameters such as the height of the battery pack. Such a setting allows the second cross beam 20 to effectively absorb the impact force, reduce the risk of obstacles crossing the second cross beam 20 and hitting the battery pack, provide effective protection for the battery pack, and further reduce the risk of fire accidents caused by obstacles hitting the battery pack.

[0100] Specifically, the first cross beam 10 and the second cross beam 20 are arranged in a spaced relationship along the X direction of the subframe 100, and the plurality of subframe longitudinal beams 30 are arranged along the Y direction of the subframe 100, and the plurality of subframe longitudinal beams 30 are connected between the first cross beam 10 and the second cross beam 20. Such an arrangement improves the strength and rigidity of the subframe 100, thereby improving the performance of the entire vehicle. When a vehicle collides, the first cross beam 10, the second cross beam 20, the subframe longitudinal beam 30 and the vehicle body longitudinal beam 41 together form an energy absorption and force transmission system, which reduces the intrusion into the passenger compartment and protects the lives of passengers. After the subframe 100 is installed on the vehicle, the subframe 100 is located in front of the battery pack, and the lower surface height of the second cross beam 20 is lower than the lower surface height of the vehicle battery pack. When the vehicle passes through a road with a raised obstacle, the obstacle first hits the second cross beam 20, and the impact force is partially or completely absorbed by the second cross beam 20, providing effective protection for the battery pack, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack, thereby improving the safety and reliability of vehicle driving.

[0101] Therefore, by making the lower surface height of the second cross beam 20 lower than the lower surface height of the vehicle's battery pack, when the vehicle passes through a road with a raised obstacle, the second cross beam 20 scrapes the obstacle first, and the second cross beam 20 is deformed and absorbs the impact energy, which can effectively protect the battery pack and reduce the risk of fire accidents caused by obstacles colliding with the battery pack, thereby improving the safety and reliability of vehicle driving.

[0102] According to some embodiments of the present invention, the height difference between the lower surface of the second beam 20 and the lower surface of the battery pack is H, which satisfies the relationship: 10 mm ≤ H ≤ 15 mm.

[0103] Among them, along the third direction, the height difference between the lower surface height of the second beam 20 and the lower surface height of the battery pack is H, and the height difference H satisfies the relationship: 10mm≤H≤15mm, and the height difference H between the lower surface height of the second beam 20 and the lower surface height of the battery pack can be set to 10mm, 13mm or 15mm, etc. This application takes the height difference H of the lower surface height of the second beam 20 and the lower surface height of the battery pack as 10mm as an example for explanation. The height difference H of the lower surface height of the second beam 20 and the lower surface height of the battery pack is 10mm, which can make the second beam 20 effectively absorb the impact force, and can reduce the risk of obstacles passing over the second beam 20 and hitting the battery pack due to the small height difference between the lower surface height of the second beam 20 and the lower surface of the battery pack, thereby providing effective protection for the battery pack, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack, and can also avoid the situation where the height of the second beam 20 is too low, resulting in poor vehicle passability, so that the height difference between the lower surface height of the second beam 20 and the lower surface of the battery pack is appropriate.

[0104] According to some embodiments of the present invention, Figure 1 , Figure 4 and Figure 6 As shown, the second cross member 20 is fixedly connected to the lower surface of each sub-frame longitudinal member 30 .

[0105] Among them, the second cross beam 20 is fixedly connected to the lower surface of each sub-frame longitudinal beam 30, and the second cross beam 20 and the lower surface of the sub-frame longitudinal beam 30 can be connected together by welding. The welding method can make the second cross beam 20 and the sub-frame longitudinal beam 30 tightly and firmly connected, thereby improving the overall structural stability of the sub-frame 100. The second cross beam 20 is fixedly connected to the lower surface of each sub-frame longitudinal beam 30. Through the sunken design, the second cross beam 20 can protect the battery pack when the vehicle is in a bottom-drag condition, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack.

[0106] According to some embodiments of the present invention, Figure 1 , Figure 4 and Figure 6 As shown, both ends of the second cross beam 20 form connecting ends 90 , and the connecting ends 90 are formed with assembly notches 91 . The assembly notches 91 are adapted to the corresponding sub-frame longitudinal beams 30 , and the connecting ends 90 are fixedly connected to the lower surface of the corresponding sub-frame longitudinal beams 30 .

[0107] Among them, connecting ends 90 are formed at both ends of the second crossbeam 20, and the connecting ends 90 are fixedly connected to the sub-frame longitudinal beam 30. The second crossbeam 20 is fixedly connected between the two sub-frame longitudinal beams 30 through the connecting ends 90. The connecting ends 90 are fixedly connected to the lower surfaces of the corresponding sub-frame longitudinal beams 30. The connecting ends 90 and the lower surfaces of the corresponding sub-frame longitudinal beams 30 can be fixedly connected by welding. The welding method can make the connecting ends 90 and the sub-frame longitudinal beams 30 tightly and firmly connected, thereby improving the connection reliability between the second crossbeam 20 and the sub-frame longitudinal beams 30. The connecting ends 90 are fixedly connected to the lower surface of each sub-frame longitudinal beam 30, so that the second crossbeam 20 can be designed to be sunken. The second crossbeam 20 can protect the battery pack when the vehicle is in a bottom-drag condition, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack.

[0108] The connection end 90 may be formed with an assembly notch 91, and the assembly notch 91 is used to assemble the corresponding sub-frame longitudinal beam 30, and the assembly notch 91 is adapted to the corresponding sub-frame longitudinal beam 30. The outer peripheral wall of the sub-frame longitudinal beam 30 may be set to be circular or rectangular, and the assembly notch 91 may be set to be arc-shaped or folded line-shaped to match it. For example, the outer peripheral wall of the sub-frame longitudinal beam 30 may be set to be circular, and the assembly notch 91 may be set to be arc-shaped. By setting the assembly notch 91 to match the corresponding sub-frame longitudinal beam 30, the connection end 90 and the corresponding sub-frame longitudinal beam 30 can be tightly connected, thereby improving the connection reliability between the connection end 90 and the corresponding sub-frame longitudinal beam 30, and thereby improving the structural strength of the sub-frame 100.

[0109] According to some embodiments of the present invention, Figure 1 , Figure 4 and Figure 6 As shown, the connection length between the connection end 90 and the corresponding sub-frame longitudinal beam 30 is L3, which satisfies the relationship: 25mm≤L3≤35mm.

[0110] Among them, the connecting end 90 is located at both ends of the second cross beam 20, and along the second direction, the connecting length between the connecting end 90 and the corresponding sub-frame longitudinal beam 30 is L3, and L3 satisfies the relationship: 25mm≤L3≤35mm. The connecting length L3 between the connecting end 90 and the corresponding sub-frame longitudinal beam 30 can be set to 25mm, 30mm or 35mm, etc. This application takes the connecting length L3 of 30mm between the connecting end 90 and the corresponding sub-frame longitudinal beam 30 as an example for explanation. The connecting length L3 of 30mm between the connecting end 90 and the corresponding sub-frame longitudinal beam 30 can effectively connect the connecting end 90 and the corresponding sub-frame longitudinal beam 30, so that the connecting end 90 and the corresponding sub-frame longitudinal beam 30 are reliably connected. On the one hand, it can avoid the increase in cost due to excessive connection length, and on the other hand, it can also reduce the risk of stress concentration caused by too short connection length, thereby reducing the risk of fracture of the connecting end 90 and improving the connection reliability.

[0111] According to some embodiments of the present invention, Figure 1 and Figure 6 As shown, along the third direction, the upper surface of the second cross beam 20 is flush with the middle position of the sub-frame longitudinal beam 30 .

[0112] Among them, along the third direction, that is, Figure 6 In the Z direction, the upper surface of the second cross beam 20 is flush with the middle position of the sub-frame longitudinal beam 30. Through the sunken design, when the vehicle passes through a road with a raised obstacle, the obstacle first hits the second cross beam 20, and the impact force is partially or completely absorbed by the second cross beam 20. The second cross beam 20 effectively absorbs the impact force, which can reduce the risk of obstacles crossing the second cross beam 20 and hitting the battery pack, providing effective protection for the battery pack, thereby reducing the risk of fire accidents caused by obstacles hitting the battery pack. In addition, by making the upper surface height of the second cross beam 20 flush with the middle position of the sub-frame longitudinal beam 30, part of the structure of the second cross beam 20 can be arranged between two adjacent sub-frame longitudinal beams 30, which can further improve the structural strength and rigidity of the sub-frame 100.

[0113] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the cross-sectional dimension of the second crossbeam 20 is a rectangle, and the long side dimension of the rectangle is L4, and the short side dimension of the rectangle is L5, satisfying the relationship: 50mm≤L4≤60mm, 30mm≤L5<50mm.

[0114] Among them, the two long sides of the rectangle are opposite and spaced apart along the first direction, the two short sides of the rectangle are opposite and spaced apart along the third direction, the cross-sectional dimension of the second crossbeam 20 is a rectangle, and the long side dimension of the rectangle is L4, and the short side dimension of the rectangle is L5. The long side dimension L4 of the rectangle satisfies the relationship: 50mm≤L4≤60mm, and the short side dimension L5 of the rectangle satisfies the relationship 30mm≤L5<50mm. The long side dimension L4 of the rectangle can be set to 50mm, 55mm or 60mm, and the short side dimension L5 of the rectangle can be set to 30mm, 40mm or 50mm. The present application takes the case where the long side dimension L4 of the rectangle is set to 60mm and the short side dimension L5 of the rectangle is set to 40mm as an example for explanation. The long side dimension L4 of the rectangle is set to 60mm and the short side dimension L5 of the rectangle is set to 40mm, which can better adapt to the sub-frame longitudinal beam 30, reduce the risk of fracture at the connection between the second cross beam 20 and the sub-frame longitudinal beam 30 due to the cross-sectional dimension of the second cross beam 20 being too large or too small, improve the connection reliability between the second cross beam 20 and the corresponding sub-frame longitudinal beam 30, and thereby improve the safety of vehicle use.

[0115] Furthermore, the strength of the second beam 20 can be set according to a number of structural parameters. If the structural strength of the second beam 20 is too great, the impact energy cannot be well absorbed by the second beam 20, and the obstacle may pass over the second beam 20 and hit the battery pack; if the structural strength of the second beam 20 is too weak, it will deform too quickly after the impact and cannot fully absorb the impact force, nor can it provide effective protection for the battery pack. By setting 50mm≤L4≤60mm and 30mm≤L5<50mm, the cross-sectional size of the second beam 20 can be made appropriate, so that the structural strength of the second beam 20 is appropriate. When the second beam 20 is hit, it can effectively absorb the collision energy, reduce the risk of obstacles passing over the second beam 20 and hitting the battery pack, and also reduce the deformation speed of the second beam 20 when it is hit, providing effective protection for the battery pack.

[0116] In some embodiments of the present invention, Figure 1-Figure 4 As shown, the outer side wall of the outermost sub-frame longitudinal beam 30 is provided with a control arm front mounting frame 32 , and along the second direction, the second cross beam 20 corresponds to the control arm front mounting frame 32 .

[0117] Among them, along the second direction, the outer wall of the outermost subframe longitudinal beam 30 is provided with a control arm front mounting frame 32, one of the two outermost subframe longitudinal beams 30 is provided with a control arm front mounting frame 32, or the two outermost subframe longitudinal beams 30 are both provided with a control arm front mounting frame 32. The present application takes the two outermost subframe longitudinal beams 30 are both provided with a control arm front mounting frame 32 as an example for explanation. Along the second direction, the second cross beam 20 is correspondingly arranged with the control arm front mounting frame 32. Along the second direction, the orthographic projection of the second cross beam 20 and the orthographic projection of the control arm front mounting frame 32 may have an overlapping area. The second cross beam 20 can provide lateral stiffness support for the control arm front mounting frame 32, and at the same time decompose and transmit the load transmitted from the control arm front mounting frame 32, thereby improving the road noise transmission problem at the position of the control arm front mounting frame 32 during driving and the fatigue strength problem of this area.

[0118] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, at least one of the sub-frame longitudinal beams 30 has a crush energy absorbing section 31 , and a crush depression structure 310 that is depressed toward the inside of the sub-frame longitudinal beam 30 is formed on an upper surface of the crush energy absorbing section 31 .

[0119] Among them, at least one subframe longitudinal beam 30 has a crush energy absorbing section 31, for example: the subframe 100 may have one subframe longitudinal beam 30 with a crush energy absorbing section 31, or the subframe 100 may have two subframe longitudinal beams 30 with a crush energy absorbing section 31, or the subframe 100 may have three subframe longitudinal beams 30 with a crush energy absorbing section 31, but the present invention is not limited thereto, and the subframe 100 may also have other numbers of subframe longitudinal beams 30 with a crush energy absorbing section 31, as long as at least one subframe longitudinal beam 30 has a crush energy absorbing section 31, and the present application takes each subframe longitudinal beam 30 as an example for explanation. Therefore, the subframe longitudinal beam 30 has a crush energy absorbing section 31, and when the vehicle collides, the crush energy absorbing section 31 can absorb energy, reduce the intrusion amount of the passenger compartment, reduce the squeezing of the occupants in the passenger compartment, and thus improve the safety performance of the vehicle.

[0120] The upper surface of the crush energy absorbing section 31 may be formed with a crush depression structure 310 that is concave toward the inside of the sub-frame longitudinal beam 30. When the vehicle collides, stress concentration is generated at the crush depression structure 310. The crush depression structure 310 guides the sub-frame longitudinal beam 30 to deform at the crush energy absorbing section 31, so that the sub-frame longitudinal beam 30 can quickly collapse to absorb the impact energy, reduce the impact load transmitted to the passenger compartment, reduce the intrusion into the passenger compartment, reduce the squeezing of the occupants in the passenger compartment, protect the lives of the occupants, and thus improve the safety performance of the vehicle.

[0121] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, along a first direction, that is, along the length direction of the sub-frame longitudinal beam 30 , the collapse recess structure 310 has a first surface 311 and a second surface 312 adjacent to each other, and an angle is formed between the first surface 311 and the second surface 312 .

[0122] Among them, along the length direction of the sub-frame longitudinal beam 30, that is, along the first direction, the collapse recess structure 310 can be a circular tube sinking structure design, thereby forming a V-shaped collapse recess structure 310, the collapse recess structure 310 has a first surface 311 and a second surface 312 adjacent to each other, and an angle is formed between the first surface 311 and the second surface 312, for example: the angle formed between the first surface 311 and the second surface 312 can be an obtuse angle, a right angle, etc., but the present invention is not limited thereto, and the angle formed between the first surface 311 and the second surface 312 can also be other types of angles, as long as an angle is formed between the first surface 311 and the second surface 312. Therefore, when the vehicle collides, the angle formed between the first surface 311 and the second surface 312 can further guide the deformation and energy absorption of the sub-frame longitudinal beam 30, further reduce the intrusion amount of the passenger compartment, better protect the life safety of the occupants, and further improve the safety performance of the vehicle.

[0123] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, the angle between the first surface 311 and the second surface 312 is α, which satisfies the relationship: 125°≤α≤150°.

[0124] Among them, the angle between the first surface 311 and the second surface 312 is α, and α can satisfy the relationship: 125°≤α≤150°. For example, α can be 125°, 126°, 130°, 131°, 145°, 150° and other values, but the present invention is not limited thereto, and α can also be other values, as long as α satisfies the relationship: 125°≤α≤150°. Specifically, the size of the angle α between the first surface 311 and the second surface 312 can be set and adjusted according to actual conditions. Therefore, the angle α between the first surface 311 and the second surface 312 is conducive to guiding the deformation of the sub-frame longitudinal beam 30 at the crushing depression structure 310 when the vehicle collides, and can make the sub-frame longitudinal beam 30 deform to absorb energy, further reduce the intrusion amount of the passenger compartment, protect the life safety of the occupants, and further improve the safety performance of the vehicle.

[0125] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, along the second direction, at least one side of the crush energy absorbing section 31 protrudes out of the corresponding subframe longitudinal beam 30 .

[0126] In the second direction, at least one side of the crush energy absorbing section 31 protrudes from the side of the corresponding sub-frame longitudinal beam 30, for example, one side of the crush energy absorbing section 31 may protrude from the side of the corresponding sub-frame longitudinal beam 30, or both sides of the crush energy absorbing section 31 may protrude from the side of the corresponding sub-frame longitudinal beam 30. Therefore, by at least one side of the crush energy absorbing section 31 protruding from the side of the corresponding sub-frame longitudinal beam 30, on the basis of ensuring that the crush energy absorbing section 31 meets the structural strength and rigidity, when the vehicle collides, it is more conducive to deforming the sub-frame longitudinal beam 30 at the crush depression structure 310, so that the sub-frame longitudinal beam 30 deforms quickly to absorb energy, further reducing the intrusion amount of the passenger compartment, protecting the life safety of the occupants, and further improving the safety performance of the vehicle.

[0127] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, along the second direction, the height of the crush energy absorbing section 31 protruding from the corresponding sub-frame longitudinal beam 30 may be D1, satisfying the relationship: 5mm≤D1≤10mm.

[0128] Among them, along the second direction, the height D1 of the crush energy absorbing section 31 protruding from the side of the corresponding sub-frame longitudinal beam 30 can be, and D1 can satisfy the relationship of 5mm≤D1≤10mm, for example: D1 can be 5mm, 5.1mm, 6mm, 7mm, 8mm, 10mm and other values, but the present invention is not limited thereto, and D1 can also be other values ​​in the relationship of 5mm≤D1≤10mm, as long as D1 is a value in the relationship of 5mm≤D1≤10mm. Specifically, the height D1 of the crush energy absorbing section 31 protruding from the side of the corresponding sub-frame longitudinal beam 30 can be set and adjusted according to actual conditions.

[0129] Therefore, the height of the crush energy absorbing section 31 protruding from the side of the corresponding subframe longitudinal beam 30 is set to 5mm-10mm, which can make the height of the crush energy absorbing section 31 protruding from the side of the corresponding subframe longitudinal beam 30 appropriate. On the basis of ensuring that the crush energy absorbing section 31 meets the structural strength and rigidity, when the vehicle collides, it is more conducive to deforming the subframe longitudinal beam 30 at the crush depression structure 310, so that the subframe longitudinal beam 30 can deform quickly to absorb energy, further reduce the intrusion amount of the passenger compartment, protect the life safety of the occupants, and thus further improve the safety performance of the vehicle.

[0130] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, the lower surface of the sub-frame longitudinal beam 30 can be a plane. Such a configuration can make the lower surface of the sub-frame longitudinal beam 30 flat, which can prevent the sub-frame longitudinal beam 30 from being scratched by other components below, reduce the risk of damage to the sub-frame longitudinal beam 30, and thus improve the safety performance of the vehicle.

[0131] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, along the length direction of the sub-frame longitudinal beam 30, the length dimension of the collapse recess structure 310 is L1, which satisfies the relationship: 100mm≤L1≤105mm.

[0132] Among them, along the length direction of the sub-frame longitudinal beam 30, that is, along the first direction, the length dimension of the crushing recess structure 310 can be L1, and L1 can be any value in the relationship: 100mm≤L1≤105mm, for example: L1 can be 100mm, 101.1mm, 102mm, 103mm, 105mm and other values, but the present invention is not limited thereto, L1 can also be other values ​​in 100mm≤L1≤105mm, as long as L1 satisfies the relationship: 100mm≤L1≤105mm. Specifically, the length dimension of the crushing recess structure 310 can be set and adjusted according to actual conditions.

[0133] Therefore, the length dimension of the crush depression structure 310 is set to L1, satisfying the relationship: 100mm≤L1≤105mm, so that the length dimension of the crush depression structure 310 is appropriate. On the basis of ensuring that the subframe longitudinal beam 30 meets the structural strength and rigidity, when the vehicle collides, the crush depression structure 310 can absorb more energy, further reduce the intrusion amount of the passenger compartment, protect the lives of the occupants, and thus further improve the safety performance of the vehicle.

[0134] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, each sub-frame longitudinal beam 30 may have a crush energy absorbing section 31 , and the crush energy absorbing sections 31 of the plurality of sub-frame longitudinal beams 30 are correspondingly arranged along the second direction.

[0135] Among them, each subframe longitudinal beam 30 can have a crush energy absorbing section 31, and the crush energy absorbing sections 31 of multiple subframe longitudinal beams 30 are correspondingly arranged along the second direction, which can make the crush energy absorbing sections 31 evenly distributed. When the vehicle collides, multiple crush energy absorbing sections 31 of multiple subframe longitudinal beams 30 can deform and absorb energy at the same time, which can absorb more collision energy, further reduce the intrusion amount of the passenger compartment, protect the lives of the occupants, and thus further improve the safety performance of the vehicle.

[0136] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, along the first direction, i.e., along the length direction of the sub-frame longitudinal beam 30, the crush depression structure 310 has a midpoint, and the line connecting the midpoints of the crush energy absorbing sections 31 of the plurality of sub-frame longitudinal beams 30 forms a first straight line, which is located in the middle position of the powertrain of the vehicle.

[0137] Among them, each subframe longitudinal beam 30 can be provided with a crush energy absorbing section 31, and the multiple crush energy absorbing sections 31 of the multiple subframe longitudinal beams 30 are arranged opposite to each other along the second direction. Along the length direction of the subframe longitudinal beam 30, that is, along the first direction, the crush depression structure 310 of the crush energy absorbing section 31 has a midpoint, and the line connecting the midpoints of the crush energy absorbing sections 31 of the multiple subframe longitudinal beams 30 can form a first straight line. The powertrain of the vehicle is installed on the subframe 100 and is located above the subframe 100. Along the first direction, the first straight line is located in the middle position of the powertrain of the vehicle. With this arrangement, when the vehicle collides, the crush energy absorbing section 31 can guide the subframe 100 to deform downward with the powertrain of the vehicle, thereby reducing the risk of the subframe 100 and the powertrain of the vehicle being stuck in the cabin, and reducing the risk of the subframe 100 and the powertrain invading the passenger cabin, thereby further improving the safety performance of the vehicle.

[0138] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, along the first direction, the spacing distance between the crush energy absorbing section 31 and the first cross beam 10 is smaller than the spacing distance between the crush energy absorbing section 31 and the second cross beam 20 .

[0139] Among them, after the subframe 100 is installed on the vehicle, the first cross beam 10 is located in front of the second cross beam 20, and along the first direction, the spacing distance between the crush energy absorbing section 31 and the first cross beam 10 can be smaller than the spacing distance between the crush energy absorbing section 31 and the second cross beam 20. Such a configuration can make the distance between the crush energy absorbing section 31 and the passenger compartment farther. When the vehicle collides, the intrusion amount of the passenger compartment can be further reduced, protecting the lives of the passengers, thereby further improving the safety performance of the vehicle.

[0140] According to some embodiments of the present invention, Figure 6 As shown, the subframe 100 is suitable for being installed under the vehicle body longitudinal beam 41 and is suitable for being fixed to the vehicle body longitudinal beam 41. The vehicle body longitudinal beam 41 has a plurality of energy absorbing structures 42 arranged along the length direction of the vehicle body longitudinal beam 41. Along the first direction, the plurality of energy absorbing structures 42 are respectively located on both sides of the crush energy absorbing section 31.

[0141] The subframe 100 is suitable for being installed under the vehicle body longitudinal beam 41, and the subframe 100 is suitable for being fixed to the vehicle body longitudinal beam 41, for example, the subframe 100 and the vehicle body longitudinal beam 41 can be welded or bolted, but the present invention is not limited thereto, and the subframe 100 and the vehicle body longitudinal beam 41 can also be connected in other ways, as long as the subframe 100 is installed under the vehicle body longitudinal beam 41 and fixed to the vehicle body longitudinal beam 41.

[0142] The vehicle body longitudinal beam 41 has a plurality of energy absorbing structures 42 arranged along the length direction of the vehicle body longitudinal beam 41. When the vehicle collides, the energy absorbing structures 42 of the vehicle body longitudinal beam 41 can absorb the energy generated by the collision, thereby improving the safety performance of the vehicle. Along a first direction, the plurality of energy absorbing structures 42 are respectively located on both sides of the crush energy absorbing section 31, so that the energy absorbing structures 42 and the crush energy absorbing section 31 are connected in parallel, and the energy absorption strength of the energy absorbing structures 42 is less than the energy absorption strength of the crush energy absorbing section 31.

[0143] Specifically, when the vehicle encounters a minor collision, the energy absorbing structure 42 of the vehicle body longitudinal beam 41 absorbs the collision energy, and the crush energy absorbing section 31 of the sub-frame longitudinal beam 30 does not need to crush to absorb energy. When the vehicle encounters a major collision, the energy absorbing structure 42 of the vehicle body longitudinal beam 41 first crushes to absorb a portion of the impact energy, and then further compresses the sub-frame longitudinal beam 30. After the crush energy absorbing section 31 of the sub-frame longitudinal beam 30 is subjected to the impact squeezing force, the crush energy absorbing section 31 crushes along the crush recess structure 310, causing the sub-frame longitudinal beam 30 to deform and absorb energy, thereby reducing the amount of intrusion into the passenger compartment, protecting the lives of the occupants, and further improving the safety performance of the vehicle.

[0144] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the subframe 100 may further include: a first suspension mounting frame 65, a second suspension mounting frame 66 and a third suspension mounting frame 67, wherein the first suspension mounting frame 65 and the second suspension mounting frame 66 are both fixedly mounted on the first cross beam 10 and arranged along the second direction, and the third suspension mounting frame 67 is disposed on the third cross beam 60.

[0145] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are both fixedly mounted on the first beam 10 and arranged along the second direction. For example, the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the first beam 10 can be welded, or the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the first beam 10 can be bolted, but the present invention is not limited to this. The first suspension mounting bracket 65, the second suspension mounting bracket 66 and the first beam 10 can also be connected in other ways, as long as the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are both fixedly mounted on the first beam 10 and arranged along the second direction.

[0146] The third suspension mounting bracket 67 is disposed on the third cross beam 60. For example, the third suspension mounting bracket 67 and the third cross beam 60 may be welded or bolted, but the present invention is not limited thereto. The third suspension mounting bracket 67 and the third cross beam 60 may be connected in other ways, as long as the third suspension mounting bracket 67 is disposed on the third cross beam 60. Therefore, by arranging the first suspension mounting frame 65 and the second suspension mounting frame 66 on the first cross beam 10 and arranging the third suspension mounting frame 67 on the third cross beam 60, a plurality of mounting points can be provided on the subframe 100 for the powertrain 200 of the vehicle, so that the powertrain 200 can be assembled on the subframe 100, and the mounting point rigidity of the powertrain 100 is improved. The subframe 100 can provide sufficient fatigue strength and rigidity for the powertrain 200, and when the vehicle collides, the risk of the powertrain 200 squeezing into the passenger compartment is reduced, and the intrusion amount of the powertrain 200 into the passenger compartment is reduced, thereby improving the safety performance of the vehicle.

[0147] According to some embodiments of the present invention, Figure 1 As shown, along the second direction, the third suspension mounting bracket 67 is located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 .

[0148] Among them, along the second direction, the third suspension mounting bracket 67 is located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66, for example: the third suspension mounting bracket 67 can be located at the middle position between the first suspension mounting bracket 65 and the second suspension mounting bracket 66, or the third suspension mounting bracket 67 can also be located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 close to the first suspension mounting bracket 65, or the third suspension mounting bracket 67 can also be located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 close to the second suspension mounting bracket 66, but the present invention is not limited to this, the third suspension mounting bracket 67 can also be located at other positions between the first suspension mounting bracket 65 and the second suspension mounting bracket 66, as long as the third suspension mounting bracket 67 is located between the first suspension mounting bracket 65 and the second suspension mounting bracket 66 along the second direction.

[0149] As a result, a triangular positional relationship can be formed among the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67, and the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 can provide mounting points for the vehicle's powertrain 200. After the powertrain 200 is suspended and mounted on the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67, the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 can reliably support the powertrain 200 by utilizing the triangle stability principle, thereby improving the fatigue strength and stiffness of the vehicle's powertrain 200 and the subframe 100, and effectively suppressing the vehicle's powertrain 200 from transmitting vibration and howling sound to the passenger compartment, thereby improving the vehicle's safety performance.

[0150] According to some embodiments of the present invention, Figure 1 As shown, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are respectively connected to the corresponding sub-frame longitudinal beam 30 .

[0151] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 can be connected to the corresponding sub-frame longitudinal beam 30 respectively, for example: the first suspension mounting bracket 65 and the corresponding sub-frame longitudinal beam 30 can be welded, or the first suspension mounting bracket 65 and the corresponding sub-frame longitudinal beam 30 can be bolted, the second suspension mounting bracket 66 and the corresponding sub-frame longitudinal beam 30 can be welded, or the second suspension mounting bracket 66 and the corresponding sub-frame longitudinal beam 30 can be bolted, but the present invention is not limited to this, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 can also be connected to the corresponding sub-frame longitudinal beam 30 respectively by other means, as long as the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are connected to the corresponding sub-frame longitudinal beam 30 respectively. Thus, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 are respectively connected to the corresponding subframe longitudinal beam 30, which can improve the stiffness of the first suspension mounting bracket 65 and the second suspension mounting bracket 66, thereby further suppressing the transmission of vibration and howling sound from the vehicle's powertrain 200 to the passenger compartment, thereby improving the comfort of the vehicle.

[0152] According to some embodiments of the present invention, Figure 1 As shown, the third suspension mounting bracket 67 may be disposed at a middle position of the third cross beam 60 .

[0153] Among them, the third suspension mounting frame 67 can be arranged in the middle position of the third cross beam 60. Such an arrangement can evenly distribute the load of the vehicle's powertrain 200 to the third cross beam 60, and can also improve the supporting stiffness of the third suspension mounting frame 67, thereby improving the safety performance of the vehicle. In addition, a triangular positional relationship can be formed between the third suspension mounting bracket 67 and the first suspension mounting bracket 65 and the second suspension mounting bracket 66 on the first cross beam 10. By utilizing the triangle stability principle, the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 can provide mounting points for the vehicle's powertrain 200. After the powertrain 200 is suspended and mounted on the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67, by utilizing the triangle stability principle, the first suspension mounting bracket 65, the second suspension mounting bracket 66 and the third suspension mounting bracket 67 can reliably support the powertrain 200, thereby improving the fatigue strength and stiffness of the vehicle's powertrain 200 and the subframe 100, effectively suppressing the vehicle's powertrain 200 from transmitting vibration and howling sound to the passenger compartment, thereby improving the vehicle's safety performance.

[0154] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 both include: a connecting seat 50 and a suspension mounting plate 58, the connecting seat 50 and the suspension mounting plate 58 are arranged along the second direction, the connecting seat 50 and the suspension mounting plate 58 are opposite and spaced apart to form a suspension mounting space, and the connecting seat 50 is also suitable for being fixedly connected to the vehicle body longitudinal beam 41.

[0155] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 both include: a connecting seat 50 and a suspension mounting plate 58. Specifically, the first suspension mounting bracket 65 can be located at the left end of the first beam 10 in the second direction, and the first suspension mounting bracket 65 includes the connecting seat 50 and the suspension mounting plate 58. The second suspension mounting bracket 66 can be located at the right end of the first beam 10 in the second direction, and the second suspension mounting bracket 66 includes the connecting seat 50 and the suspension mounting plate 58. The connecting seat 50 and the suspension mounting plate 58 are arranged along the second direction, and the connecting seat 50 and the suspension mounting plate 58 are opposite and spaced apart to form a suspension mounting space. Specifically, along the second direction, the connecting seat 50 can be located on the outside of the suspension mounting plate 58, and the connecting seat 50 and the suspension mounting plate 58 are correspondingly arranged and spaced apart to form a suspension mounting space. The suspension mounting space is used to install the suspension, so that the suspension is more stably installed in the suspension mounting space. By installing the suspension in the suspension mounting space, the bolts pass through the suspension mounting plate 58 and the suspension is connected to the connecting seat 50, so that the suspension is more stably installed on the sub-frame 100, thereby improving the installation stability of the suspension.

[0156] The connection base 50 is also suitable for being fixedly connected to the vehicle body longitudinal beam 41, for example, the connection base 50 and the vehicle body longitudinal beam 41 can be welded or bolted, but the present invention is not limited thereto, as long as the connection base 50 and the vehicle body longitudinal beam 41 are fixedly connected. Thus, by fixing the connection base 50 to the vehicle body longitudinal beam 41, the rigidity of the connection base 50 can be improved, thereby improving the rigidity of the subframe 100, and further improving the safety performance of the vehicle.

[0157] According to some embodiments of the present invention, Figure 1 As shown, the connecting seat 50 can be fixedly connected to the first cross beam 10 and the corresponding sub-frame longitudinal beam 30 .

[0158] The connection seat 50 can be fixedly connected to the first cross beam 10 and the corresponding sub-frame longitudinal beam 30. For example, the connection seat 50 and the first cross beam 10 and the corresponding sub-frame longitudinal beam 30 can be welded, or the connection seat 50 and the first cross beam 10 and the corresponding sub-frame longitudinal beam 30 can be bolted, but the present invention is not limited thereto. The connection seat 50 and the first cross beam 10 and the corresponding sub-frame longitudinal beam 30 can also be connected in other ways, as long as the connection seat 50 and the first cross beam 10 and the corresponding sub-frame longitudinal beam 30 are fixedly connected. Thus, the connection seat 50 and the first cross beam 10 and the corresponding sub-frame longitudinal beam 30 are fixedly connected to form a rigid fixed connection structure, thereby improving the rigidity of the sub-frame 100 and further improving the safety performance of the vehicle.

[0159] According to some embodiments of the present invention, Figure 1 As shown, the connection seat 50 can define a first cavity structure. Along the second direction, the inner end wall of the connection seat 50 is a mounting end wall 51 for mounting the suspension, and the mounting end wall 51 is perpendicular to the first beam 10 .

[0160] Among them, the connecting seat 50 can define a first cavity structure, which can improve the rigidity and structural strength of the connecting seat 50. Specifically, the first cavity structure of the connecting seat 50 can be formed by stamping and folding two plates, which has a simple structure and can reduce the components of the connecting seat 50, thereby reducing the manufacturing cost of the connecting seat 50, thereby reducing the manufacturing cost of the subframe 100. Along the second direction, the connecting seat 50 is arranged at the end position close to the first crossbeam 10, and the end wall of the connecting seat 50 on one side close to the midpoint position of the first crossbeam 10 can be the inner end wall, and the inner end wall of the connecting seat 50 is the mounting end wall 51 for mounting the suspension, and the mounting end wall 51 is perpendicular to the first crossbeam 10. Such a setting can improve the rigidity of the connecting seat 50. After the suspension is installed on the connecting seat 50, it can more effectively suppress the powertrain 200 from transmitting vibration and noise to the passenger compartment, thereby further improving the riding comfort of passengers.

[0161] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, the mounting end wall 51 may have a suspension mounting hole 52, and the first cavity structure of the connecting seat 50 has a mounting ring 53, which is arranged on the mounting end wall 51 and corresponds to the suspension mounting hole 52, and the inner circumferential wall of the mounting ring 53 has an internal thread.

[0162] The mounting end wall 51 may have a suspension mounting hole 52 for mounting the suspension. Specifically, a bolt may pass through the suspension mounting hole 52 to mount the suspension, and there may be multiple suspension mounting holes 52, so that the suspension can be more firmly mounted on the mounting end wall 51. A mounting ring 53 may be provided in the first cavity structure, and the mounting ring 53 may be a nut, or the mounting ring 53 may also be other annular structures, as long as the first cavity structure has a mounting ring 53. The mounting ring 53 may be welded to the mounting end wall 51, and the mounting ring 53 corresponds to the suspension mounting hole 52, and the inner circumferential wall of the mounting ring 53 has an internal thread. When the suspension is mounted on the mounting end wall 51, it is convenient for the bolt to pass through the suspension mounting hole 52 and the mounting ring 53 in sequence, so that the bolt is assembled and fixed with the internal thread of the mounting ring 53, so that the suspension is mounted on the connecting seat 50.

[0163] According to some embodiments of the present invention, Figure 1 and Figure 3 As shown, along the second direction, the outer end of the connecting seat 50 is provided with a mounting portion 54 , and the mounting portion 54 is suitable for connecting with the vehicle body longitudinal beam 41 .

[0164] Among them, along the second direction, the outer end of the connection seat 50 may be provided with a mounting portion 54, for example, the connection seat 50 and the mounting portion 54 may be welded or bolted, but the present invention is not limited thereto, the connection seat 50 and the mounting portion 54 may be connected in other ways, as long as the outer end of the connection seat 50 is provided with the mounting portion 54. The mounting portion 54 is connected to the vehicle body longitudinal beam 41, for example, the mounting portion 54 and the vehicle body longitudinal beam 41 may be plug-in connected, or the mounting portion 54 and the vehicle body longitudinal beam 41 may be bolted, but the present invention is not limited thereto, the mounting portion 54 and the vehicle body longitudinal beam 41 may be connected in other ways, as long as the mounting portion 54 and the vehicle body longitudinal beam 41 are connected.

[0165] Therefore, the connecting seat 50 can be connected to the vehicle body longitudinal beam 41 through the mounting portion 54. Since the rigidity of the vehicle body longitudinal beam 41 is very large, the connection between the connecting seat 50 and the vehicle body longitudinal beam 41 can form a strong rigid fixed structure, thereby improving the rigidity and strength of the subframe 100, thereby improving the safety performance of the vehicle.

[0166] According to some embodiments of the present invention, Figure 1 As shown, the mounting portion 54 may be a mounting tube.

[0167] Among them, the mounting portion 54 can be a mounting tube. When the connecting seat 50 is connected to the vehicle body longitudinal beam 41, the bolt can pass through the mounting tube and connect to the vehicle body longitudinal beam 41, and connect and fix the connecting seat 50 to the vehicle body longitudinal beam 41, thereby achieving the connection effect between the connecting seat 50 and the vehicle body longitudinal beam 41, and further realizing the connection between the subframe 100 and the vehicle body longitudinal beam 41.

[0168] According to some embodiments of the present invention, Figure 1 , Figure 2 and Figure 6 As shown, along the first direction, the front end wall 55 of the connecting seat 50 may be arc-shaped.

[0169] Among them, along the first direction, the front end wall 55 of the connecting seat 50 can be arc-shaped. Specifically, the front end wall 55 can be an arc-shaped plate, and the remaining four faces can be formed by folding a plate through stamping. Therefore, the connecting seat 50 can be a pentahedral structure composed of two plate bodies welded together. The structure is simple and can simplify the component composition of the sub-frame 100, thereby reducing the manufacturing cost of the sub-frame 100.

[0170] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, along the second direction, from the inside to the outside of the connection seat 50, the cross-sectional area of ​​the connection seat 50 gradually decreases.

[0171] Among them, along the second direction, the connecting seat 50 is set at the end position close to the first cross beam 10, and the end wall of the side of the connecting seat 50 close to the midpoint position of the first cross beam 10 can be an inner end wall. Along the second direction, from the inner end wall of the connecting seat 50 to the outer end direction of the connecting seat 50, the cross-sectional area of ​​the connecting seat 50 can be gradually reduced. Under the premise of not affecting the connection effect of the connecting seat 50, the cross-sectional area of ​​the connecting seat 50 is gradually reduced from the inner end wall of the connecting seat 50 to the outer end direction of the connecting seat 50, which can reduce the volume of the connecting seat 50, which is beneficial to reducing the volume of the sub-frame 100. After the sub-frame 100 is installed on the vehicle, it can save installation space and can also reduce the weight of the connecting seat 50, thereby reducing the weight of the sub-frame 100, which is beneficial to the lightweight design of the vehicle.

[0172] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, the cross-sectional shape of the connection seat 50 is a polygon. The cross-sectional shape of the connection seat 50 can be a polygon, for example, the cross-sectional shape of the connection seat 50 can be a trapezoid, a pentagon, etc., which is conducive to improving the rigidity of the connection seat 50.

[0173] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the connection seat 50 may be formed with an avoidance groove structure 56 , which is suitable for corresponding to the fastener of the connection suspension, and the avoidance groove structure 56 is used to avoid the disassembly tool.

[0174] Among them, the connecting seat 50 can be formed with an avoidance groove structure 56, and the avoidance groove structure 56 can be formed on the outer peripheral wall of the connecting seat 50. The avoidance groove structure 56 can be a groove structure in the shape of an arc groove, a square groove, etc., but the present invention is not limited to this. The avoidance groove structure 56 can also be a groove structure in other shapes, as long as the avoidance groove structure 56 can play an avoidance role.

[0175] The power assembly 200 and the suspension are connected by fasteners, which may be bolts. Along the second direction, the avoidance groove structure 56 is arranged corresponding to the fasteners connecting the suspension and the power assembly 200. When the power assembly 200 mounted on the suspension needs to be disassembled, the avoidance groove structure 56 can be used to avoid the disassembly tool. For example, when the suspension needs to be repaired, the power assembly 200 of the vehicle can be suspended and lifted by a mobile lifting device, and then the disassembly tool can be used to disassemble the fasteners between the suspension and the power assembly 200 of the vehicle at the position of the avoidance groove structure 56, and then the connection between the suspension and the connecting seat 50 can be removed, so that the suspension can be replaced without disassembling the subframe 100, and the number of disassembled parts and the maintenance man-hour cost can be reduced, thereby reducing the maintenance cost of the vehicle, and avoiding the risk of the disassembly tool causing collisions with parts in other parts, thereby improving the safety performance of the vehicle.

[0176] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the subframe 100 may further include: a plurality of connecting brackets 57 , which are respectively connected between the first cross beam 10 and the corresponding subframe longitudinal beam 30 , and the connecting brackets 57 are located at the connecting corners of the first cross beam 10 and the corresponding subframe longitudinal beam 30 .

[0177] The sub-frame 100 may further include: a plurality of connecting brackets 57, for example: the connecting brackets 57 may be two, three, four, five, etc., but the present invention is not limited thereto, and the connecting brackets 57 may also have other numbers, as long as the sub-frame 100 has a plurality of connecting brackets 57. The plurality of connecting brackets 57 are respectively connected between the first crossbeam 10 and the corresponding sub-frame longitudinal beam 30, that is, the connecting brackets 57 are connected to the first crossbeam 10 and the corresponding sub-frame longitudinal beam 30, for example: the connecting brackets 57 and the first crossbeam 10 and the corresponding sub-frame longitudinal beam 30 may be connected by welding, or the connecting brackets 57 and the first crossbeam 10 and the corresponding sub-frame longitudinal beam 30 may be connected by bolts, but the present invention is not limited thereto, and the connecting brackets 57 and the first crossbeam 10 and the corresponding sub-frame longitudinal beam 30 may also be connected by other means, as long as the plurality of connecting brackets 57 are respectively connected between the first crossbeam 10 and the corresponding sub-frame longitudinal beam 30. The connecting bracket 57 is located at the connecting corner between the first cross beam 10 and the corresponding sub-frame longitudinal beam 30. In the present application, a connecting bracket 57 is connected between each sub-frame longitudinal beam 30 and the first cross beam 10. For example, there are two connecting brackets 57 and two sub-frame longitudinal beams 30, and the two connecting brackets 57 are respectively connected between the first cross beam 10 and the two sub-frame longitudinal beams 30. By providing the connecting bracket 57, the rigidity and strength of the sub-frame 100 can be improved, thereby improving the safety performance of the vehicle.

[0178] According to some embodiments of the present invention, Figure 1 As shown, at least one connecting bracket 50 is connected to a connecting bracket 57 connected to the corresponding subframe longitudinal beam 30 .

[0179] Among them, the first suspension mounting bracket 65 and the second suspension mounting bracket 66 may each include a connecting seat 50, and at least one connecting seat 50 among the multiple connecting seats 50 of the first suspension mounting bracket 65 and the second suspension mounting bracket 66 is connected to the connecting bracket 57 connected to the corresponding sub-frame longitudinal beam 30. For example: there may be one connecting seat 50 connected to the connecting bracket 57 connected to the corresponding sub-frame longitudinal beam 30, or there may be two connecting seats 50 connected to the connecting bracket 57 connected to the corresponding sub-frame longitudinal beam 30.

[0180] The present application takes the example of a connection between a connection seat 50 and a connection bracket 57 connected to a corresponding sub-frame longitudinal beam 30. Specifically, due to insufficient connection positions, in the second direction, the connection seat 50 at the left position is connected to the connection bracket 57 connected to the corresponding sub-frame longitudinal beam 30, and the connection seat 50 at the right position is not connected to the connection bracket 57 connected to the corresponding sub-frame longitudinal beam 30.

[0181] The present application takes the example that two connection seats 50 are provided, and one connection seat 50 is connected to the connection bracket 57 connected to the corresponding sub-frame longitudinal beam 30. Specifically, the two connection seats 50 are respectively provided near the two ends of the first cross beam 10. After the sub-frame 100 is installed on the vehicle, due to insufficient installation space on the left side, the connection seat 50 located at the left end of the sub-frame 100 is connected to the connection bracket 57 connected to the corresponding sub-frame longitudinal beam 30 along the second direction, so that the connection seat 50 on the left side is closer to the middle of the sub-frame 100, and the connection seat 50 located at the right end of the sub-frame 100 is not connected to the connection bracket 57 connected to the corresponding sub-frame longitudinal beam 30, so that the sub-frame 100 can be smoothly installed on the vehicle. In addition, the connection seat 50 is connected to the connection bracket 57 connected to the corresponding sub-frame longitudinal beam 30, which can further improve the rigidity of the connection seat 50, thereby effectively suppressing the transmission of vibration and noise from the powertrain 200 of the vehicle to the passenger compartment, thereby improving the riding comfort of the passengers.

[0182] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, along the second direction, the suspension mounting plate 58 is located on the inner side of the corresponding connecting seat 50 .

[0183] Among them, along the second direction, the suspension mounting plate 58 can be located on the inner side of the corresponding connecting seat 50, so that the suspension mounting plate 58 and the connecting seat 50 are opposite to each other to form a suspension mounting space for installing the suspension, and the suspension can be more stably installed on the sub-frame 100, thereby improving the installation stability of the suspension and further improving the safety performance of the vehicle.

[0184] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, the third suspension mounting bracket 67 includes: a first mounting portion 611 and a second mounting portion 612, the first mounting portion 611 and the second mounting portion 612 are opposite and spaced apart along the second direction, the first mounting portion 611 and the second mounting portion 612 are both provided with a first mounting hole 613, and the first mounting portion 611 and / or the second mounting portion 612 are fixedly provided with an annular assembly structure 614, the inner circumferential wall of the assembly structure 614 has an internal thread and corresponds to the corresponding first mounting hole 613.

[0185] Among them, the suspension mounting frame may include: a first mounting portion 611 and a second mounting portion 612, the first mounting portion 611 and the second mounting portion 612 may be arranged opposite to and spaced apart along the second direction, and the first mounting portion 611 and the second mounting portion 612 may have the same shape and size, the first mounting portion 611 and the second mounting portion 612 may both be provided with a first mounting hole 613, and the first mounting hole 613 on the first mounting portion 611 and the first mounting hole 613 on the second mounting portion 612 may be arranged correspondingly, further, a fastener may be provided through the first mounting hole 613 on the first mounting portion 611 and the first mounting hole 613 on the second mounting portion 612 to install the suspension.

[0186] The first mounting portion 611 and / or the second mounting portion 612 are fixedly provided with an annular assembly structure 614. Specifically, the first mounting portion 611 and the second mounting portion 612 may both be fixedly provided with an annular assembly structure 614, or the first mounting portion 611 may be fixedly provided with an annular assembly structure 614, or the second mounting portion 612 may be fixedly provided with an annular assembly structure 614. This application is described by taking the example that the first mounting portion 611 and the second mounting portion 612 are both fixedly provided with an annular assembly structure 614.

[0187] The annular assembly structure 614 can be an assembly structure 614 such as a nut, an annular metal sheet, etc., but the present invention is not limited to this. The annular assembly structure 614 can also be other assembly structures 614, and the first mounting part 611, the second mounting part 612 and the annular assembly structure 614 can be welded, or the first mounting part 611, the second mounting part 612 and the annular assembly structure 614 can also be integrally formed, but the present invention is not limited to this. The first mounting part 611 and the second mounting part 612 can also be connected to the annular assembly structure 614 in other ways, as long as the first mounting part 611 and the second mounting part 612 are fixed with the annular assembly structure 614.

[0188] The inner peripheral wall of the assembly structure 614 may have an internal thread, and the assembly structure 614 corresponds to the corresponding first mounting hole 613, so that a fastener can pass through the first mounting hole 613 and the assembly structure 614 in sequence and install the suspension between the first mounting portion 611 and the second mounting portion 612. In other words, it is convenient to install the suspension on the suspension mounting frame of the third cross beam 60, so that the third cross beam 60 can provide a mounting point for the suspension of the vehicle's powertrain 200, and can also disperse the load of the vehicle's powertrain 200, and can also improve the support stiffness of the suspension mounting frame, thereby improving the safety performance of the vehicle.

[0189] According to some embodiments of the present invention, Figure 1 and Figure 4As shown, the third suspension mounting bracket 67 further includes: a connecting portion 615 , which is connected between the first mounting portion 611 and the second mounting portion 612 , and is disposed close to the lower ends of the first mounting portion 611 and the second mounting portion 612 .

[0190] Among them, the connecting part 615 is connected between the first mounting part 611 and the second mounting part 612, and the connecting part 615 is arranged close to the lower end of the first mounting part 611 and the lower end of the second mounting part 612, for example: the connecting part 615 is connected to the lower end of the first mounting part 611 and the lower end of the second mounting part 612, the connecting part 615 and the lower end of the first mounting part 611 and the lower end of the second mounting part 612 can be welded, or the connecting part 615 and the lower end of the first mounting part 611 and the lower end of the second mounting part 612 can also be integrally formed, but the present invention is not limited to this, the connecting part 615 and the lower end of the first mounting part 611 and the lower end of the second mounting part 612 can also be connected by other means, as long as the connecting part 615 is connected between the first mounting part 611 and the second mounting part 612.

[0191] Thus, the connection portion 615 is connected between the first mounting portion 611 and the second mounting portion 612 , so that the lower end of the suspension mounting frame is a closed structure, thereby further improving the support stiffness of the suspension mounting frame and further improving the safety performance of the sub-frame 100 .

[0192] According to some embodiments of the present invention, Figure 1 As shown, the upper end of the first mounting portion 611 and / or the second mounting portion 612 has a bending portion 616 , which is connected to the third beam 60 and is bent toward the outside of the third beam 60 along the second direction.

[0193] Among them, the upper end of the first mounting portion 611 and / or the upper end of the second mounting portion 612 may have a bending portion 616, specifically, the upper end of the first mounting portion 611 and the upper end of the second mounting portion 612 may both have a bending portion 616, or the upper end of the first mounting portion 611 may have a bending portion 616, or the upper end of the second mounting portion 612 may have a bending portion 616. The present application takes the upper end of the first mounting portion 611 and the upper end of the second mounting portion 612 both having a bending portion 616 as an example for explanation, and the bending portion 616 is connected to the third beam 60, for example: the bending portion 616 and the third beam 60 may be welded, or the bending portion 616 and the third beam 60 may be bolted, but the present invention is not limited to this, the bending portion 616 and the third beam 60 may also be connected in other ways, as long as the bending portion 616 is connected to the third beam 60.

[0194] The bending portion 616 is bent along the second direction toward the outside of the third cross beam 60. Such an arrangement can make the upper end of the suspension mounting frame extend to both sides of the third cross beam 60 in an "eight" shape, which can better support the structural rigidity of the suspension mounting frame, and is beneficial to distributing the load of the vehicle's powertrain 200 to both sides of the third cross beam 60, which can further enhance the supporting rigidity of the suspension mounting frame.

[0195] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, at least one sub-frame longitudinal beam 30 is passed through the first cross beam 10 , and the connecting seat 50 corresponding to the sub-frame longitudinal beam 30 passed through the first cross beam 10 is located above the overlapping area of ​​the corresponding sub-frame longitudinal beam 30 and the first cross beam 10 .

[0196] Among them, at least one sub-frame longitudinal beam 30 can be passed through the first cross beam 10, for example: there are two sub-frame longitudinal beams 30, along the second direction, the sub-frame longitudinal beam 30 located on the left side is passed through the first cross beam 10 or the sub-frame longitudinal beam 30 located on the right side is passed through the first cross beam 10, or both sub-frame longitudinal beams 30 are passed through the first cross beam 10, and this application is described by taking the example that both sub-frame longitudinal beams 30 are passed through the first cross beam 10. Therefore, the sub-frame longitudinal beam 30 passing through the first cross beam 10 can improve the rigidity and strength of the sub-frame 100, thereby improving the safety performance of the vehicle.

[0197] The connection seat 50 corresponding to the sub-frame longitudinal beam 30 passing through the first cross beam 10 is located above the overlapping area of ​​the corresponding sub-frame longitudinal beam 30 and the first cross beam 10. Such an arrangement can further improve the rigidity of the sub-frame 100, thereby improving the safety performance of the vehicle.

[0198] According to some embodiments of the present invention, Figure 1 and Figure 6 As shown, along the third direction of the sub-frame 100, the orthographic projection of the sub-frame longitudinal beam 30 and the orthographic projection of the first cross beam 10 have a projection overlap area, the orthographic projection of the connecting seat 50 and the corresponding projection overlap area have an overlap area, and the third direction, the first direction and the second direction are perpendicular to each other.

[0199] Among them, Figure 1 and Figure 6 As shown, the first direction can be Figure 1 The X direction in the second direction can be Figure 1 The Y direction in the figure, the third direction can be Figure 6 The third direction, the first direction and the second direction are perpendicular to each other.

[0200] Along the third direction of the sub-frame 100, the orthographic projection of the sub-frame longitudinal beam 30 and the orthographic projection of the first cross beam 10 may have a projection overlap area, that is, the sub-frame longitudinal beam 30 and the first cross beam 10 have an overlapping area, thereby improving the rigidity of the sub-frame 100, and the orthographic projection of the connecting seat 50 has an overlapping area with the corresponding projection overlap area, that is, the connecting seat 50 and the sub-frame longitudinal beam 30 and the first cross beam 10 all have overlapping areas, which can further improve the rigidity of the sub-frame 100, thereby improving the safety performance of the vehicle.

[0201] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, along the second direction, the outer side walls of the two outermost sub-frame longitudinal beams 30 are connected with the control arm front mounting frames 32 , and the two ends of the third cross beam 60 are respectively arranged corresponding to the control arm front mounting frames 32 of the corresponding sub-frame longitudinal beams 30 .

[0202] Among them, the outer side walls of the sub-frame longitudinal beams 30 located at the outermost side along the second direction are all connected with the control arm front mounting frame 32. For example, the sub-frame longitudinal beams 30 and the control arm front mounting frame 32 can be welded or bolted, but the present invention is not limited thereto. The sub-frame longitudinal beams 30 and the control arm front mounting frame 32 can also be connected in other ways, as long as the outer side walls of the sub-frame longitudinal beams 30 located at the outermost side along the second direction are all connected with the control arm front mounting frame 32. Therefore, the fatigue load of the control arm front mounting frame 32 can be better dispersed to the sub-frame longitudinal beams 30.

[0203] The two ends of the third cross beam 60 are respectively arranged corresponding to the control arm front mounting frame 32 of the corresponding sub-frame longitudinal beam 30. In this way, the third cross beam 60 can support the control arm front mounting frame 32 of the corresponding sub-frame longitudinal beam 30. The lateral support of the third cross beam 60 can improve the rigidity of the control arm front mounting frame 32, reduce the road noise transmitted to the passenger compartment through the control arm front mounting frame 32, thereby reducing the vehicle driving noise and improving the vehicle riding comfort. In addition, it can facilitate the fatigue load of the control arm front mounting frame 32 to be better dispersed to the third cross beam 60, and then facilitate the fatigue load of the control arm front mounting frame 32 to be better dispersed to the entire sub-frame 100, thereby improving the fatigue durability of the control arm front mounting frame 32.

[0204] According to some embodiments of the present invention, Figure 1As shown, the two ends of the third cross beam 60 are respectively arranged corresponding to the rear ends of the corresponding control arm mounting frames 32. In the second direction, the end of the third cross beam 60 is arranged corresponding to the rear ends of the corresponding control arm mounting frames 32, and the first direction is the front-rear direction of the sub-frame 100. Such an arrangement enables the third cross beam 60 to reliably support the control arm mounting frame 32, further improve the rigidity of the control arm mounting frame 32, further reduce the transmission of road noise through the control arm mounting frame 32 to the passenger compartment, thereby further reducing the vehicle driving noise, and further improving the vehicle riding comfort.

[0205] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the third cross beam 60 may include: a first cross beam body 62, a second cross beam body 63 and a third cross beam body 64, the second cross beam body 63 is connected between the first cross beam body 62 and the third cross beam body 64, the second cross beam body 63 is constructed as an arc structure protruding toward the second cross beam 20, and the first cross beam body 62 and the third cross beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30.

[0206] Among them, the third cross beam 60 may include: a first cross beam body 62, a second cross beam body 63 and a third cross beam body 64, the second cross beam body 63 is connected between the first cross beam body 62 and the third cross beam body 64, that is, the two ends of the second cross beam body 63 are respectively connected to the first cross beam body 62 and the third cross beam body 64, for example: the second cross beam body 63 and the first cross beam body 62 and the third cross beam body 64 can be welded, or the second cross beam body 63 and the first cross beam body 62 and the third cross beam body 64 can be integrally formed, but the present invention is not limited to this, the second cross beam body 63 and the first cross beam body 62 and the third cross beam body 64 can also be connected in other ways, as long as the second cross beam body 63 is connected between the first cross beam body 62 and the third cross beam body 64.

[0207] The first cross beam body 62 and the third cross beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30. For example, the first cross beam body 62 and the third cross beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30 by welding, or the first cross beam body 62 and the third cross beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30 by bolts, but the present invention is not limited thereto. The first cross beam body 62 and the third cross beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30 by other means, as long as the first cross beam body 62 and the third cross beam body 64 are respectively connected to the two outermost sub-frame longitudinal beams 30.

[0208] The second cross beam body 63 is configured as an arc-shaped structure protruding toward the second cross beam 20. Specifically, the second cross beam body 63 can be configured as a "C" shape or a substantially "C" shape, and the cross section of the second cross beam body 63 can be an oblong. With such a configuration, the rigidity of the third cross beam 60 in the height direction of the vehicle can be increased without increasing the weight of the third cross beam 60, thereby increasing the rigidity of the subframe 100 and further improving the safety performance of the vehicle.

[0209] According to some embodiments of the present invention, Figure 1 and Figure 6 As shown, the height dimension of the second cross beam body 63 along the third direction of the sub-frame 100 can be H1, and the width dimension of the second cross beam body 63 along the first direction of the sub-frame 100 is H2, satisfying the relationship: H2

[0210] Among them, Figure 3 The Z direction shown in the figure may be a third direction, which is a height direction of the vehicle. The height dimension of the second cross beam body 63 along the third direction of the sub-frame 100 may be H1, and the width dimension of the second cross beam body 63 along the first direction of the sub-frame 100 is H2, satisfying the relationship: H2

[0211] According to some embodiments of the present invention, 70 mm ≤ H1 ≤ 90 mm.

[0212] The height dimension H1 of the second cross beam body 63 along the third direction of the sub-frame 100 can be any value between 70mm≤H1≤90mm, for example, H1 can be 70mm, 70.1mm, 71mm, 72mm, 80mm, 90mm, etc., but the present invention is not limited thereto, H1 can also be other values ​​between 70mm≤H1≤90mm, as long as H1 is a value between 70mm≤H1≤90mm. Thus, the height dimension H1 of the second cross beam body 63 along the third direction of the sub-frame 100 is between 70mm≤H1≤90mm, which can improve the rigidity of the third cross beam 60 in the height direction of the vehicle without increasing the weight of the third cross beam 60, thereby improving the rigidity of the sub-frame 100, and further improving the safety performance of the vehicle.

[0213] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the first beam body 62 and / or the third beam body 64 are flat structures. ​​

[0214] The first cross beam body 62 and / or the third cross beam body 64 are flat structures. Specifically, the first cross beam body 62 and the third cross beam body 64 may both be flat structures, or the first cross beam body 62 may be flat structures, or the third cross beam body 64 may be flat structures. This application is described by taking the first cross beam body 62 and the third cross beam body 64 as flat structures. Thus, by setting the first cross beam body 62 and the third cross beam body 64 as flat structures, it is convenient to connect the first cross beam body 62 and the third cross beam body 64 to the corresponding subframe longitudinal beam 30, respectively. Specifically, the connection points between the first cross beam body 62, the third cross beam body 64 and the corresponding sub-frame longitudinal beam 30 are respectively arranged corresponding to the corresponding control arm front mounting frame 32, which can improve the rigidity of the control arm front mounting frame 32, thereby reducing the transmission of noise by the mounting point of the control arm front mounting frame 32, and the control arm front mounting frame 32 can better disperse the fatigue load to the sub-frame 100 through the third cross beam 60, thereby improving the fatigue durability of the sub-frame 100.

[0215] According to some embodiments of the present invention, Figure 1 and Figure 6 As shown, along the third direction of the subframe 100 , the orthographic projection of the third cross member 60 is located at the rear side of the orthographic projection of the powertrain of the vehicle.

[0216] Among them, along the third direction of the sub-frame 100, the orthographic projection of the third cross beam 60 can be located at the rear side of the orthographic projection of the powertrain 200 of the vehicle, that is, the third cross beam 60 is located at the rear end of the powertrain 200 of the vehicle, which can facilitate the sub-frame 100 to provide a mounting point for the suspension of the powertrain 200 of the vehicle, and then distribute the load of the powertrain 200 of the vehicle to both sides of the third cross beam 60, so as to further improve the supporting stiffness of the sub-frame 100.

[0217] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the sub-frame 100 further includes: a support frame 70 , which is located between the third cross beam 60 and the second cross beam 20 along the first direction, and the support frame 70 is connected between the third cross beam 60 and the second cross beam 20 .

[0218] Among them, the support frame 70 is located between the third beam 60 and the second beam 20 along the first direction, and the support frame 70 is connected between the third beam 60 and the second beam 20. For example, the support frame 70 and the third beam 60 and the second beam 20 can be welded, or the support frame 70 and the third beam 60 and the second beam 20 can be bolted, but the present invention is not limited to this. The support frame 70 and the third beam 60 and the second beam 20 can also be connected in other ways, as long as the support frame 70 is located between the third beam 60 and the second beam 20 along the first direction, and the support frame 70 is connected between the third beam 60 and the second beam 20.

[0219] Thus, the support frame 70 is connected between the third cross beam 60 and the second cross beam 20, and can provide support for the third cross beam 60 in the length direction (i.e., front and rear) of the vehicle, thereby improving the rigidity of the third cross beam 60 in the length direction of the vehicle, and further improving the rigidity of the subframe 100 in the length direction of the vehicle. After the suspension mounting frame is installed on the subframe 100, the longitudinal rigidity of the suspension mounting frame can be improved, the transmission of the whistling sound of the powertrain 200 of the vehicle in the length direction of the vehicle can be reduced, and the transmission of vibration and noise from the powertrain 200 to the passenger compartment can be effectively suppressed, thereby improving the riding comfort of passengers.

[0220] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, there are multiple support frames 70, which are arranged along the second direction. The two outermost support frames 70 are respectively arranged close to the two ends of the third cross beam 60, and the two outermost support frames 70 are respectively connected to the two outermost sub-frame longitudinal beams 30.

[0221] There may be multiple support frames 70, for example, there may be two, three, four, etc. support frames 70, but the present invention is not limited thereto, and there may be other numbers of support frames 70, as long as there are multiple support frames 70. Multiple support frames 70 are arranged along the second direction, and the two support frames 70 located on the outermost sides are respectively arranged close to the two ends of the third beam 60, for example, the support frames 70 and the third beam 60 may be welded, or the support frames 70 and the third beam 60 may be bolted, but the present invention is not limited thereto, and the support frames 70 and the third beam 60 may also be connected in this way, as long as the two support frames 70 located on the outermost sides are respectively arranged close to the two ends of the third beam 60. The two outermost support frames 70 are connected to the two outermost sub-frame longitudinal beams 30 respectively. For example, the support frames 70 and the sub-frame longitudinal beams 30 can be welded or bolted, but the present invention is not limited thereto. The support frames 70 and the sub-frame longitudinal beams 30 can also be connected in this way, as long as the two outermost support frames 70 are connected to the two outermost sub-frame longitudinal beams 30 respectively.

[0222] Thus, the two outermost support frames 70 are respectively arranged near the two ends of the third cross beam 60, which can provide support for the third cross beam 60 in the length direction of the vehicle, greatly improving the rigidity of the third cross beam 60 in the length direction of the vehicle, and further improving the rigidity of the subframe 100 in the length direction of the vehicle. In addition, the two outermost support frames 70 are respectively connected to the two outermost subframe longitudinal beams 30, which can further strengthen the structural connection strength of the subframe 100, avoid the phenomenon of stress concentration on the subframe 100, and further improve the fatigue strength of the subframe 100.

[0223] According to some embodiments of the present invention, Figure 1 As shown, the cross-sectional shape of the support frame 70 may be a triangle.

[0224] The cross-sectional shape of the support frame 70 may be a triangle, or the cross-sectional shape of the support frame 70 is approximately a triangle, and the cross-sectional shape of the support frame 70 taken along the XY plane is a triangle. Specifically, there are two support frames 70, and the two support frames 70 are arranged spaced apart along the second direction. The two support frames 70 are respectively arranged at both ends of the third crossbeam 60, and the front end of each support frame 70 is welded to the third crossbeam 60, and the outer side of each support frame 70 is welded to the inner side wall of the corresponding sub-frame longitudinal beam 30, and the rear end of each support frame 70 is welded to the second crossbeam 20. The support frame 70 uses the principle of triangular stability to provide support for the third crossbeam 60 in the length direction of the vehicle, which greatly improves the stiffness of the third crossbeam 60 in the length direction of the vehicle, thereby improving the stiffness of the sub-frame 100 in the length direction of the vehicle.

[0225] Furthermore, the support frame 70 is simultaneously connected between the second cross beam 20 , the third cross beam 60 and the sub-frame longitudinal beam 30 , which can further strengthen the structural connection strength of the sub-frame 100 , avoid stress concentration on the sub-frame 100 , and further improve the fatigue strength of the sub-frame 100 .

[0226] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the support frame 70 may have a steering gear mounting hole 71 .

[0227] The support frame 70 may have a steering gear mounting hole 71, and the steering gear mounting hole 71 may be located at the center of the support frame 70, or the steering gear mounting hole 71 may also be located at a corner of the support frame 70, but the present invention is not limited thereto, and the steering gear mounting hole 71 may also be located at other positions of the support frame 70, as long as the support frame 70 has the steering gear mounting hole 71. Thus, the support frame 70 has the steering gear mounting hole 71 to facilitate the installation of the steering gear.

[0228] According to some embodiments of the present invention, Figure 1 and Figure 4 As shown, the support frame 70 may include: a first support frame plate 72 and a second support frame plate 73, the first support frame plate 72 and the second support frame plate 73 are arranged and connected along the third direction of the sub-frame 100, and the first support frame plate 72 and the second support frame plate 73 jointly define a second cavity structure.

[0229] Among them, Figure 3 As shown in , the third direction can be the Z direction, in other words, the third direction can be the height direction of the vehicle, the first direction is the length direction of the vehicle, the second direction is the width direction of the vehicle, and the first direction, the second direction and the third direction are perpendicular to each other.

[0230] The support frame 70 may include: a first support frame plate 72 and a second support frame plate 73. Specifically, the first support frame plate 72 and the second support frame plate 73 may be made of two identical channel steel plates so that the first support frame plate 72 and the second support frame plate 73 can jointly define a second cavity structure. The first support frame plate 72 and the second support frame plate 73 are arranged and connected along the third direction of the sub-frame 100. The first support frame plate 72 and the second support frame plate 73 may be welded, or the first support frame plate 72 and the second support frame plate 73 may be bolted, but the present invention is not limited thereto. The first support frame plate 72 and the second support frame plate 73 may also be connected in other ways, as long as the first support frame plate 72 and the second support frame plate 73 are arranged and connected along the third direction of the sub-frame 100. Therefore, setting the support frame 70 as a second cavity structure connected by two plates can reduce the weight of the support frame 70, thereby reducing the weight of the sub-frame 100, thereby reducing the manufacturing cost of the sub-frame 100, and can also improve the stability and strength of the support frame 70, thereby improving the durability of the support frame 70.

[0231] According to some embodiments of the present invention, Figure 1 As shown, the support frame 70 has a first side connecting end 74 and a second side connecting end 75 opposite to each other. The first side connecting end 74 is fixedly connected to the third cross beam 60 , and the second side connecting end 75 is fixedly connected to the second cross beam 20 .

[0232] The first side connection end 74 and the second side connection end 75 are arranged opposite to each other along the first direction, and the first side connection end 74 is fixedly connected to the third cross beam 60, for example, the first side connection end 74 and the third cross beam 60 may be welded, or the first side connection end 74 and the third cross beam 60 may be bolted, but the present invention is not limited thereto, and the first side connection end 74 and the third cross beam 60 may be connected in other ways, as long as the first side connection end 74 and the third cross beam 60 are fixedly connected. Thus, the first side connection end 74 is fixedly connected to the third cross beam 60, which can provide support for the third cross beam 60 in the front-rear direction of the vehicle, thereby improving the longitudinal rigidity of the third cross beam 60 in the front-rear direction of the vehicle.

[0233] The second side connection end 75 is fixedly connected to the second cross beam 20, for example, the second side connection end 75 and the second cross beam 20 can be welded or bolted, but the present invention is not limited thereto, the second side connection end 75 and the second cross beam 20 can also be connected in other ways, as long as the second side connection end 75 and the second cross beam 20 are fixedly connected. The support frame 70 is suitable for being installed between the third cross beam 60 and the second cross beam 20 of the sub-frame 100 and is suitable for being connected between the third cross beam 60 and the second cross beam 20, which can strengthen the structural connection strength of the sub-frame 100, avoid stress concentration, thereby improving the fatigue strength of the sub-frame 100, and reduce the transmission of noise of the powertrain 200 of the vehicle in the front and rear directions of the vehicle, thereby reducing the noise pollution of the vehicle.

[0234] According to some embodiments of the present invention, Figure 1 As shown, the support frame 70 also has a third side connecting end 76, which is located between the first side connecting end 74 and the second side connecting end 75, and the third side connecting end 76 is adjacent to the first side connecting end 74 and the second side connecting end 75. Along the second direction, the inner side surface of the outermost sub-frame longitudinal beam 30 is fixedly connected to the third side connecting end 76 of the corresponding support frame 70.

[0235] The third side connection end 76 is located between the first side connection end 74 and the second side connection end 75 , and the third side connection end 76 is adjacent to both the first side connection end 74 and the second side connection end 75 .

[0236] The third side connection end 76 is fixedly connected to the inner side surface of the corresponding sub-frame longitudinal beam 30 located at the outermost side. For example, the third side connection end 76 and the inner side surface of the corresponding sub-frame longitudinal beam 30 can be welded or bolted, but the present invention is not limited thereto. The third side connection end 76 and the inner side surface of the corresponding sub-frame longitudinal beam 30 can also be connected in other ways, as long as the third side connection end 76 is fixedly connected to the inner side surface of the corresponding sub-frame longitudinal beam 30 of the sub-frame 100. Thus, the support frame 70 is connected between the third cross beam 60, the second cross beam 20 and the corresponding sub-frame longitudinal beam 30. By utilizing the principle of triangle stability, the connection strength of the sub-frame 100 structure can be enhanced, and the stress concentration phenomenon on the sub-frame 100 can be avoided, thereby improving the stability and fatigue strength of the sub-frame 100.

[0237] According to some embodiments of the present invention, Figure 1 As shown, the length dimension of the third beam 60 is L1, and along the length direction of the third beam 60, the connection length between the support frame 70 and the third beam 60 is L2, satisfying the relationship: 0.1L1≤L2≤0.3L1.

[0238] Among them, along the length direction of the third cross beam 60, the connection length of the support frame 70 and the third cross beam 60 is L2, and L2 can be any value in the relationship: 0.1L1≤L2≤0.3L1, for example: L2 can be 0.1L1, 0.11L1, 0.12L1, 0.15L1, 0.2L1, 0.3L1 and other values, but the present invention is not limited thereto, L2 can also be other values ​​in the relationship: 0.1L1≤L2≤0.3L1, as long as the value of L2 satisfies the relationship: 0.1L1≤L2≤0.3L1. Therefore, the value of L2 satisfies the relationship: 0.1L1≤L2≤0.3L1, which can make the support frame 70 and the third cross beam 60 firmly connected, thereby improving the rigidity of the third cross beam 60, and will not make the volume of the support frame 70 too large to affect other structures, thereby improving the structural compactness of the subframe 100, and further reducing the manufacturing cost of the subframe 100.

[0239] According to some embodiments of the present invention, Figure 1 As shown, the length dimension of the second beam 20 is L8, and along the length direction of the second beam 20, the connection length dimension of the support frame 70 and the second beam 20 is L9, satisfying the relationship: 0.2L8≤L9≤0.25L8.

[0240] Among them, along the length direction of the second cross beam 20, the connection length of the support frame 70 and the second cross beam 20 can be L9, and L9 can be any value in the relationship: 0.2L8≤L9≤0.25L8, for example: L9 can be 0.2L8, 0.21L8, 0.22L8, 0.25L8, etc., but the present invention is not limited thereto, and L9 can also be other values ​​in the relationship: 0.2L8≤L9≤0.25L8, as long as the value of L9 satisfies the relationship: 0.2L8≤L9≤0.25L8. Therefore, the value of L9 satisfies the relationship: 0.2L8≤L9≤0.25L8, which can make the support frame 70 and the second cross beam 20 firmly connected, thereby improving the rigidity of the second cross beam 20, and will not make the volume of the support frame 70 too large to affect other structures, thereby improving the structural compactness of the sub-frame 100, and further reducing the manufacturing cost of the sub-frame 100.

[0241] According to some embodiments of the present invention, Figure 1 As shown, the connection length between the support frame 70 and the third cross beam 60 is greater than the connection length between the support frame 70 and the second cross beam 20 .

[0242] Among them, the connection length between the support frame 70 and the third cross beam 60 can be greater than the connection length between the support frame 70 and the second cross beam 20. Therefore, the support frame 70 can provide more support force for the third cross beam 60, thereby further improving the stiffness of the third cross beam 60 in the front and rear directions of the vehicle.

[0243] According to some embodiments of the present invention, Figure 1 As shown, at least a portion of the support frame 70 overlaps the upper surface of the second cross beam 20 .

[0244] Among them, at least part of the support frame 70 overlaps the upper surface of the second cross beam 20, for example: the support frame 70 is entirely overlapped on the upper surface of the second cross beam 20, or at least half of the support frame 70 overlaps the upper surface of the second cross beam 20, or at least one third of the support frame 70 overlaps the upper surface of the second cross beam 20, but the present invention is not limited thereto, and other proportions of the support frame 70 may also overlap the upper surface of the second cross beam 20, as long as at least part of the support frame 70 overlaps the upper surface of the second cross beam 20. Such a configuration can make the connection between the support frame 70 and the second cross beam 20 more firmly, thereby further improving the connection strength of the sub-frame 100 structure, and further improving the safety performance of the vehicle.

[0245] According to some embodiments of the present invention, Figure 1 As shown, at least one sub-frame longitudinal beam 30 can be passed through the first cross beam 10, for example: there are two sub-frame longitudinal beams 30, along the second direction, the sub-frame longitudinal beam 30 located on the left side is passed through the first cross beam 10 or the sub-frame longitudinal beam 30 located on the right side is passed through the first cross beam 10, or both sub-frame longitudinal beams 30 are passed through the first cross beam 10, and this application is described by taking the example that both sub-frame longitudinal beams 30 are passed through the first cross beam 10. Therefore, the sub-frame longitudinal beam 30 passing through the first cross beam 10 can improve the rigidity and strength of the sub-frame 100, thereby improving the safety performance of the vehicle.

[0246] In some embodiments of the present invention, Figure 2 As shown, the first cross beam 10 has a longitudinal beam mounting hole 11 , and the sub-frame longitudinal beam 30 is passed through the corresponding longitudinal beam mounting hole 11 .

[0247] The first crossbeam 10 has a longitudinal beam mounting hole 11, and the longitudinal beam mounting hole 11 is used to assemble the sub-frame longitudinal beam 30, and the sub-frame longitudinal beam 30 is inserted into the corresponding longitudinal beam mounting hole 11. The sub-frame longitudinal beam 30 and the first crossbeam 10 can be connected by welding. Specifically, the sub-frame longitudinal beam 30 is first passed through the corresponding longitudinal beam mounting hole 11, and welding can be performed on the front and rear intersection surfaces of the sub-frame longitudinal beam 30 and the first crossbeam 10, and the sub-frame longitudinal beam 30 and the first crossbeam 10 are fixedly connected by welding. The nested connection between the sub-frame longitudinal beam 30 and the first crossbeam 10 can constrain the degrees of freedom of the two surfaces of the first crossbeam 10, improve the longitudinal stiffness of the first crossbeam 10 in the first direction, reduce the risk of swinging of the first crossbeam 10 when subjected to a load in the first direction, and improve the overall structural stability of the sub-frame 100. The longitudinal beam mounting hole 11 is provided on the first cross beam 10 , so that the longitudinal beam 30 of the sub-frame is passed through the first cross beam 10 , which facilitates the assembly of the first cross beam 10 and the longitudinal beam 30 of the sub-frame, and improves the production efficiency of the sub-frame 100 .

[0248] In some embodiments of the present invention, Figure 2 As shown, the cross-sectional shape of the subframe longitudinal beam 30 is adapted to the shape of the longitudinal beam mounting hole 11 .

[0249] The cross-sectional shape of the sub-frame longitudinal beam 30 can be set to a rectangular or circular shape, etc., and the shape of the longitudinal beam mounting hole 11 is set to a rectangular or circular shape corresponding to the cross-sectional shape of the sub-frame longitudinal beam 30. This application takes the cross-sectional shape of the sub-frame longitudinal beam 30 as an example to illustrate, the cross-sectional shape of the sub-frame longitudinal beam 30 can be a circular cross-sectional structure of φ60mm, and the shape of the longitudinal beam mounting hole 11 is set to a circular shape corresponding to the cross-sectional shape of the sub-frame longitudinal beam 30. Such an arrangement can make the cross-sectional shape of the sub-frame longitudinal beam 30 and the shape of the longitudinal beam mounting hole 11 adaptable. When the sub-frame longitudinal beam 30 is inserted into the corresponding longitudinal beam mounting hole 11, the assembly tightness of the sub-frame longitudinal beam 30 and the first cross beam 10 can be improved. When the sub-frame longitudinal beam 30 and the first cross beam 10 are welded, it is beneficial to improve the welding quality, reduce the risk of the sub-frame longitudinal beam 30 breaking and falling off at the longitudinal beam mounting hole 11, and improve the reliability of the nested connection between the sub-frame longitudinal beam 30 and the first cross beam 10, thereby further improving the overall structural stability of the sub-frame 100.

[0250] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, at least one subframe longitudinal beam 30 extends to the front side of the first cross beam 10 along the first direction.

[0251] Among them, along the first direction, that is, Figure 1In the X direction, at least one sub-frame longitudinal beam 30 extends to the front side of the first cross beam 10. Taking two sub-frame longitudinal beams 30 as an example, the sub-frame longitudinal beam 30 on the left side extends to the front side of the first cross beam 10, or the sub-frame longitudinal beam 30 on the right side extends to the front side of the first cross beam 10, or the sub-frame longitudinal beam 30 on the left side and the sub-frame longitudinal beam 30 on the right side both extend to the front side of the first cross beam 10. The present application is explained by taking the example that the sub-frame longitudinal beam 30 located on the left side and the sub-frame longitudinal beam 30 located on the right side both extend to the front side of the first cross beam 10. When the sub-frame longitudinal beam 30 and the first cross beam 10 are assembled and connected by welding, the sub-frame longitudinal beam 30 extends to the front side of the first cross beam 10 to facilitate stable clamping, improve the stability of welding, and help improve the quality of welding, further reduce the risk of the sub-frame longitudinal beam 30 breaking and falling off at the longitudinal beam mounting hole 11, and further improve the reliability of the nested connection between the sub-frame longitudinal beam 30 and the first cross beam 10.

[0252] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, the length dimension of the auxiliary frame longitudinal beam 30 extending out from the front side of the first cross beam 10 is L6, which satisfies the relationship: 8mm≤L6≤12mm.

[0253] Among them, the length dimension of the sub-frame longitudinal beam 30 extending from the front side of the first cross beam 10 is L6, and the length dimension L6 of the sub-frame longitudinal beam 30 extending from the front side of the first cross beam 10 satisfies the relationship: 8mm≤L6≤12mm. The length dimension L6 of the sub-frame longitudinal beam 30 extending from the front side of the first cross beam 10 can be 8mm, 10mm or 12mm, etc., and this application takes L6 of 10mm as an example for explanation. The length dimension L6 of the sub-frame longitudinal beam 30 extending from the front side of the first cross beam 10 is 10mm, which is conducive to the chamfering of the extended end. On the one hand, the extended length of 10mm is more convenient for stable clamping, improves the stability of welding, reduces the risk of unstable clamping caused by too short extended length, is conducive to improving the quality of welding, further reduces the risk of the sub-frame longitudinal beam 30 breaking and falling off at the longitudinal beam mounting hole 11, and further improves the reliability of the nested connection between the sub-frame longitudinal beam 30 and the first cross beam 10. On the other hand, it reduces the risk of interference with other body components due to too long extended length, and improves assembly efficiency.

[0254] In some embodiments of the present invention, Figure 3 As shown, the cross section of the first cross beam 10 is a rectangle, two long sides of the rectangle are opposite and spaced apart along a first direction, and two short sides of the rectangle are opposite and spaced apart along a third direction of the sub-frame 100 .

[0255] Among them, the cross-sectional dimension of the second cross beam 20 is a rectangle, and the two long sides of the rectangle are spaced apart and arranged along the X direction of the sub-frame 100, and the two long sides of the rectangle are arranged oppositely along the X direction. The two short sides of the rectangle are spaced apart and arranged along the Z direction of the sub-frame 100, and the two short sides of the rectangle are arranged oppositely along the height direction of the sub-frame 100, so that the second cross beam 20 and the sub-frame longitudinal beam 30 can be better adapted, reduce the risk of the connecting end being broken due to the cross-sectional dimension of the first cross beam 10 being too large or too small, improve the connection reliability of the longitudinal beam mounting hole 11 and the corresponding sub-frame longitudinal beam 30, and thus improve the use safety of the vehicle.

[0256] Specifically, the long side dimension of the rectangle may be L7, and the short side dimension of the rectangle may be L8. The long side dimension L7 of the rectangle satisfies the relationship: 70mm≤L7≤85mm, and the short side dimension L8 of the rectangle satisfies the relationship 50mm≤L8<65mm, and the short side dimension L8 of the rectangle extends along the X direction. The long side dimension L7 of the rectangle may be set to 70mm, 75mm or 85mm, etc., and the short side dimension L8 of the rectangle may be set to 50mm, 55mm or 65mm, etc. This application takes the long side dimension L7 of the rectangle as 80mm and the short side dimension L8 of the rectangle as 60mm as an example for explanation. The long side dimension L7 of the rectangle is set to 80mm and the short side dimension L8 of the rectangle is set to 60mm, which can better match the auxiliary frame longitudinal beam 30, reduce the risk of the connection end being broken due to the cross-sectional dimension of the first cross beam 10 being too large or too small, improve the connection reliability between the longitudinal beam mounting hole 11 and the corresponding auxiliary frame longitudinal beam 30, and thus improve the use safety of the vehicle.

[0257] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, the first cross beam 10 has a cross beam front side wall 12 and a cross beam rear side wall 13 which are opposite and spaced apart along a first direction, and the sub-frame longitudinal beam 30 which passes through the first cross beam 10 passes through both the cross beam front side wall 12 and the cross beam rear side wall 13, and the sub-frame longitudinal beam 30 is fixedly connected to both the cross beam front side wall 12 and the cross beam rear side wall 13.

[0258] Among them, the first crossbeam 10 has a front side wall 12 and a rear side wall 13, the front side wall 12 and the rear side wall 13 are arranged opposite to each other along the first direction, and the front side wall 12 and the rear side wall 13 are arranged separately, the subframe longitudinal beam 30 passing through the first crossbeam 10 is passed through the front side wall 12 and the rear side wall 13 of the crossbeam at the same time, and the subframe longitudinal beam 30 is fixedly connected to the front side wall 12 and the rear side wall 13 of the crossbeam, such an arrangement further improves the stability of the connection between the subframe longitudinal beam 30 and the first crossbeam 10, further reduces the risk of the subframe longitudinal beam 30 breaking and falling off at the longitudinal beam mounting hole 11, and reliably constrains the freedom of the first crossbeam 10. When the first crossbeam 10 is hit, the swing of the subframe 100 in the first direction is further reduced.

[0259] According to some embodiments of the present invention, Figure 1 As shown, along the second direction, the two outermost support frames 70 are respectively located on the inner sides of the corresponding sub-frame longitudinal beams 30, the outer side of the outermost sub-frame longitudinal beam 30 is connected to the control arm rear mounting frame 33, and the upper end of the outermost sub-frame longitudinal beam 30 is connected to the stabilizer bar mounting bracket 80, and the stabilizer bar mounting bracket 80 is connected to both the corresponding control arm rear mounting frame 33 and the corresponding support frame 70.

[0260] Among them, along the second direction, the two outermost support frames 70 are respectively located on the inner side of the corresponding sub-frame longitudinal beam 30. For example, the inner side wall of the outermost sub-frame longitudinal beam 30 and the support frame 70 can be welded, or the inner side wall of the outermost sub-frame longitudinal beam 30 and the support frame 70 can also be bolted, but the present invention is not limited to this. The inner side wall of the outermost sub-frame longitudinal beam 30 and the support frame 70 can also be connected in other ways, as long as the support frame 70 is connected to the inner side of the outermost sub-frame longitudinal beam 30.

[0261] The outer side of the outermost sub-frame longitudinal beam 30 is connected with the control arm rear mounting frame 33, for example, the outer side wall of the outermost sub-frame longitudinal beam 30 and the control arm rear mounting frame 33 may be welded, or the outer side wall of the outermost sub-frame longitudinal beam 30 and the control arm rear mounting frame 33 may be bolted, but the present invention is not limited thereto, the outer side wall of the outermost sub-frame longitudinal beam 30 and the control arm rear mounting frame 33 may be connected in other ways, as long as the outer side wall of the outermost sub-frame longitudinal beam 30 is connected with the control arm rear mounting frame 33. In this way, the fatigue load of the control arm rear mounting frame 33 can be dispersed to the sub-frame 100, thereby improving the fatigue strength of the control arm rear mounting frame 33, and further improving the fatigue strength of the sub-frame 100.

[0262] A stabilizer bar mounting bracket 80 is connected to the upper end of the outermost sub-frame longitudinal beam 30. For example, the outermost sub-frame longitudinal beam 30 and the stabilizer bar mounting bracket 80 may be welded or bolted, but the present invention is not limited thereto. The outermost sub-frame longitudinal beam 30 and the stabilizer bar mounting bracket 80 may be connected in other ways, as long as the outermost sub-frame longitudinal beam 30 is fixedly provided with the stabilizer bar mounting bracket 80.

[0263] The stabilizer bar mounting bracket 80 is connected to the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70. For example, the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 can be welded, or the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 can be bolted, but the present invention is not limited to this. The stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 can also be connected in other ways, as long as the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70 are connected.

[0264] Therefore, by connecting the stabilizer bar mounting bracket 80 to the corresponding control arm rear mounting bracket 33 and the corresponding support bracket 70, and the stabilizer bar mounting bracket 80 is also connected to the corresponding sub-frame longitudinal beam 30, the connection strength among the stabilizer bar mounting bracket 80, the corresponding control arm rear mounting bracket 33, the corresponding support bracket 70, and the corresponding sub-frame longitudinal beam 30 can be strengthened, thereby guiding the load on the stabilizer bar mounting bracket 80 to be dispersed to the sub-frame 100, thereby avoiding stress concentration on the stabilizer bar mounting bracket 80, thereby improving the fatigue strength and rigidity of the sub-frame 100, and also reducing the road noise transmitted to the passenger compartment through the stabilizer bar mounting bracket 80, further improving the vehicle ride comfort.

[0265] According to some embodiments of the present invention, Figure 1 As shown, the stabilizer bar mounting bracket 80 is overlapped on the upper end of the corresponding control arm rear mounting bracket 33 and is also overlapped on the upper end of the corresponding support bracket 70 .

[0266] Among them, the stabilizer bar mounting bracket 80 can be overlapped on the upper end of the corresponding control arm rear mounting bracket 33, and the stabilizer bar mounting bracket 80 can also be overlapped on the upper end of the corresponding support frame 70. Such an arrangement can further improve the connection tightness between the stabilizer bar mounting bracket 80 and the corresponding control arm rear mounting bracket 33 and the corresponding support frame 70, thereby further strengthening the connection strength between the stabilizer bar mounting bracket 80, the corresponding control arm rear mounting bracket 33, and the corresponding support frame 70, and guiding the load on the stabilizer bar mounting bracket 80 to be dispersed to the sub-frame 100, thereby avoiding stress concentration on the stabilizer bar mounting bracket 80, the control arm rear mounting bracket 33, and the support frame 70, thereby further improving the fatigue strength and rigidity of the sub-frame 100.

[0267] According to some embodiments of the present invention, Figure 1 As shown, the stabilizer bar mounting bracket 80 may include: a stabilizer bar mounting end wall 81 and a connecting side wall 82, the connecting side wall 82 is arranged around the circumferential edge of the stabilizer bar mounting end wall 81 to define a groove structure, the connecting side wall 82 is connected between the corresponding subframe longitudinal beam 30 and the stabilizer bar mounting end wall 81, and the connecting side wall 82 is also connected to the corresponding control arm rear mounting frame 33 and the corresponding support frame 70, and the stabilizer bar mounting end wall 81 is used to install the stabilizer bar.

[0268] Among them, the stabilizer bar mounting bracket 80 may include: a stabilizer bar mounting end wall 81 and a connecting side wall 82, the stabilizer bar mounting end wall 81 is used to mount the stabilizer bar, the connecting side wall 82 is arranged around the circumferential edge of the stabilizer bar mounting end wall 81 to define a groove structure, the connecting side wall 82 is connected between the corresponding sub-frame longitudinal beam 30 and the stabilizer bar mounting end wall 81, and the connecting side wall 82 is also connected to the corresponding control arm rear mounting frame 33 and the corresponding support frame 70. In this way, the stabilizer bar mounting bracket 80 can be connected to the corresponding sub-frame longitudinal beam 30, the corresponding control arm rear mounting frame 33 and the corresponding support frame 70, so that the stabilizer bar mounting bracket 80 can be stably installed on the sub-frame 100, and the connecting side wall 82 can reliably support the stabilizer bar mounting end wall 81, improve the rigidity of the stabilizer bar mounting end wall 81, and make the stabilizer bar stably installed on the stabilizer bar mounting bracket 80.

[0269] According to some embodiments of the present invention, Figure 1 As shown, the control arm rear mounting frame 33 may include: a first mounting plate 331 and a second mounting plate 332 connected to each other, the first mounting plate 331 is located above the second mounting plate 332, and an assembly space for mounting the control arm is formed between the first mounting plate 331 and the second mounting plate 332.

[0270] The control arm rear mounting frame 33 may include: a first mounting plate 331 and a second mounting plate 332 connected to each other. For example, the first mounting plate 331 and the second mounting plate 332 may be integrally formed, or the first mounting plate 331 and the second mounting plate 332 may be welded to each other, but the present invention is not limited thereto. The first mounting plate 331 and the second mounting plate 332 may also be connected in other ways, as long as the first mounting plate 331 and the second mounting plate 332 are connected. The first mounting plate 331 may be located above the second mounting plate 332, and an assembly space for mounting the control arm is formed between the first mounting plate 331 and the second mounting plate 332, so that the control arm can be easily mounted in the assembly space formed by the first mounting plate 331 and the second mounting plate 332, thereby facilitating the assembly of the control arm and the control arm rear mounting frame 33.

[0271] Furthermore, both the first mounting plate 331 and the second mounting plate 332 may be provided with assembly holes. After the control arm is installed in the assembly space, the assembly effect of the control arm and the control arm rear mounting frame 33 can be achieved by passing bolts through the assembly holes and the control arm.

[0272] According to some embodiments of the present invention, Figure 1 As shown, the stabilizer bar mounting bracket 80 may be connected to the first mounting plate 331 of the corresponding control arm rear mounting bracket 33 .

[0273] The stabilizer bar mounting bracket 80 may be connected to the first mounting plate 331 of the corresponding control arm rear mounting frame 33, for example, the stabilizer bar mounting bracket 80 and the first mounting plate 331 of the corresponding control arm rear mounting frame 33 may be welded, or the stabilizer bar mounting bracket 80 and the first mounting plate 331 of the corresponding control arm rear mounting frame 33 may be bolted, but the present invention is not limited thereto, the stabilizer bar mounting bracket 80 and the first mounting plate 331 of the corresponding control arm rear mounting frame 33 may be connected in other ways, as long as the stabilizer bar mounting bracket 80 and the first mounting plate 331 of the corresponding control arm rear mounting frame 33 are connected. Thus, the stabilizer bar mounting bracket 80 is connected to the first mounting plate 331 of the corresponding control arm rear mounting frame 33, which facilitates the assembly of the stabilizer bar mounting bracket 80 and the first mounting plate 331, thereby facilitating the assembly of the stabilizer bar mounting bracket 80 and the control arm rear mounting frame 33, reducing the assembly difficulty of the sub-frame 100, and thus improving the production efficiency of the sub-frame 100.

[0274] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, a reinforcing bracket 34 may also be connected to the outer side of the outermost subframe longitudinal beam 30. The reinforcing bracket 34 is suitable for connecting to the vehicle body longitudinal beam 41. Along the first direction, the reinforcing bracket 34 is located at the rear side of the corresponding control arm rear mounting frame 33, and the reinforcing bracket 34 is connected to the corresponding control arm rear mounting frame 33.

[0275] Among them, the outer side of the outermost sub-frame longitudinal beam 30 may be connected with a reinforcing bracket 34, for example, the outer side of the outermost sub-frame longitudinal beam 30 and the reinforcing bracket 34 may be welded, or the outer side of the outermost sub-frame longitudinal beam 30 and the reinforcing bracket 34 may be bolted, but the present invention is not limited thereto, the outer side of the outermost sub-frame longitudinal beam 30 and the reinforcing bracket 34 may be connected in other ways, as long as the outer side of the outermost sub-frame longitudinal beam 30 is connected with the reinforcing bracket 34. The reinforcing bracket 34 is suitable for connecting with the vehicle body longitudinal beam 41, for example, the body longitudinal beam 41 and the reinforcing bracket 34 may be welded, or the body longitudinal beam 41 and the reinforcing bracket 34 may be bolted, but the present invention is not limited thereto, the body longitudinal beam 41 and the reinforcing bracket 34 may be connected in other ways, as long as the body longitudinal beam 41 is connected with the reinforcing bracket 34.

[0276] When the vehicle collides, the energy absorbing structure 42 of the vehicle body 40 and the crushing energy absorbing section 31 of the subframe longitudinal beam 30 can crush to absorb the impact energy, but part of the impact force will also be transmitted to the vehicle body 40 and the passenger compartment along the subframe longitudinal beam 30 and the vehicle body longitudinal beam 41. Connecting the reinforcing bracket 34 to the outer side of the outermost subframe longitudinal beam 30 and connecting the vehicle body longitudinal beam 41 to the reinforcing bracket 34 can disperse the impact force, thereby avoiding deformation of the vehicle body 40 and the passenger compartment caused by excessive single-point load, protecting the safety of the occupants, and further improving the safety performance of the vehicle.

[0277] Along the first direction, the reinforcing bracket 34 may be located at the rear side of the corresponding control arm rear mounting frame 33, and the reinforcing bracket 34 is connected to the corresponding control arm rear mounting frame 33, for example, the corresponding control arm rear mounting frame 33 and the reinforcing bracket 34 may be integrally formed, or the corresponding control arm rear mounting frame 33 and the reinforcing bracket 34 may be welded, but the present invention is not limited thereto, and the corresponding control arm rear mounting frame 33 and the reinforcing bracket 34 may be connected in other ways, as long as the corresponding control arm rear mounting frame 33 is connected with the reinforcing bracket 34. This application is described by taking the corresponding control arm rear mounting frame 33 and the reinforcing bracket 34 being integrally formed as an example, thus, the reinforcing bracket 34 is integrally formed with the corresponding control arm rear mounting frame 33, which can improve the rigidity of the control arm rear mounting frame 33, thereby effectively suppressing the transmission of noise on the control arm rear mounting frame 33.

[0278] According to some embodiments of the present invention, Figure 1 As shown, the reinforcement bracket 34 and the corresponding subframe longitudinal beam 30 may form an angle.

[0279] Among them, an angle can be formed between the reinforcing bracket 34 and the corresponding subframe longitudinal beam 30, so that a "human" shaped structure can be formed between the reinforcing bracket 34 and the corresponding subframe longitudinal beam 30. When the vehicle collides, the reinforcing bracket 34 can divide the impact force into two paths and transmit it to the vehicle body 40, so that the reinforcing bracket 34 disperses the impact force, thereby avoiding excessive single-point load causing deformation of the vehicle body 40 and the passenger compartment, protecting the safety of the occupants, and thus improving the safety performance of the vehicle.

[0280] According to some embodiments of the present invention, Figure 1 As shown, a third cavity structure can be formed in the reinforcing bracket 34. Such a configuration can improve the structural strength and rigidity of the reinforcing bracket 34, and can also reduce the weight of the reinforcing bracket 34 on the basis of satisfying the strength of the reinforcing bracket 34, thereby reducing the manufacturing cost of the reinforcing bracket 34, and further reducing the manufacturing cost of the subframe 100.

[0281] According to some embodiments of the present invention, Figure 1 As shown, the reinforcing bracket 34 may include: a first reinforcing bracket plate 341 and a second reinforcing bracket plate 342 connected to each other, the first reinforcing bracket plate 341 is located above the second reinforcing bracket plate 342 and defines a third cavity structure together with the second reinforcing bracket plate 342 .

[0282] The reinforcing bracket 34 may include: a first reinforcing bracket plate 341 and a second reinforcing bracket plate 342 connected to each other. For example, the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 may be integrally formed, or the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 may be welded to each other, but the present invention is not limited thereto. The first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 may also be connected in other ways, as long as the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 are connected. The first reinforcing bracket plate 341 may be located above the second reinforcing bracket plate 342 and define a third cavity structure together with the second reinforcing bracket plate 342, so as to reduce the mass of the reinforcing bracket 34 while satisfying the strength of the reinforcing bracket 34, thereby reducing the manufacturing cost of the reinforcing bracket 34, and further reducing the manufacturing cost of the subframe 100.

[0283] According to some embodiments of the present invention, Figure 1 As shown, the second reinforcing bracket plate 342 and the corresponding control arm rear mounting frame 33 can be integrally formed, which can further improve the rigidity of the control arm rear mounting frame 33, thereby effectively suppressing the transmission of noise on the control arm rear mounting frame 33.

[0284] According to some embodiments of the present invention, Figure 1As shown, the edge of the second reinforcing bracket plate 342 can be formed with a flange structure, and the flange structure can be bent toward the bottom of the sub-frame 100. Such a configuration can improve the rigidity and strength of the second reinforcing bracket plate 342, ensuring that the second reinforcing bracket plate 342 has good rigidity and strength.

[0285] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, the subframe 100 may further include: a first mounting sleeve 343, the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 both have a vehicle body mounting hole 344 connected to the third cavity structure, the first mounting sleeve 343 is located in the third cavity structure and supported between the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342, and the first mounting sleeve 343 and the vehicle body mounting hole 344 are arranged correspondingly.

[0286] Among them, the subframe 100 can also include: a first mounting sleeve 343, the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342 both have a vehicle body mounting hole 344 connected to the third cavity structure, the first mounting sleeve 343 is located in the third cavity structure and supported between the first reinforcing bracket plate 341 and the second reinforcing bracket plate 342, so as to improve the rigidity of the reinforcing bracket 34, and the first mounting sleeve 343 is arranged corresponding to the vehicle body mounting hole 344. In this way, the first mounting sleeve 343 can be installed in the reinforcing bracket 34 to save space, and it is also convenient for bolts to pass through the first mounting sleeve 343 and connect with the vehicle body longitudinal beam 41, so as to fix the reinforcing bracket 34 to the corresponding vehicle body longitudinal beam 41.

[0287] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, along the first direction, the rear end of each sub-frame longitudinal beam 30 is fixedly provided with a second mounting sleeve 35, and the second mounting sleeve 35 can penetrate the sub-frame longitudinal beam 30 along the third direction. The second mounting sleeve 35 is penetrated in the corresponding sub-frame longitudinal beam 30, and the second mounting sleeve 35 is used to be connected with the vehicle body longitudinal beam 41. Specifically, a bolt can be passed through the second mounting sleeve 35 to connect the sub-frame longitudinal beam 30 with the corresponding vehicle body longitudinal beam 41, so that the sub-frame 100 is assembled on the vehicle body longitudinal beam 41.

[0288] According to some embodiments of the present invention, Figure 6 As shown, the sub-frame 100 may include: an anti-collision component 300, which is arranged on the first cross beam 10 and is located in front of the first cross beam 10. When the vehicle collides, the obstacle first hits the anti-collision component 300, and after a certain buffering, the impact force is extended to the sub-frame 100, which can reduce the impact force on the sub-frame 100, thereby protecting the sub-frame 100 and improving the safety performance of the vehicle.

[0289] According to some embodiments of the present invention, Figure 6 As shown, the anti-collision component 300 may include: an anti-collision beam 1; a plurality of energy absorbing parts 2, each of which is fixedly connected to the anti-collision beam 1, and each of which is located at the rear side of the anti-collision beam 1, and the plurality of energy absorbing parts 2 are arranged along the second direction, and each of which is fixedly connected to the first beam 10.

[0290] Among them, the anti-collision component 300 includes an anti-collision beam 1 and multiple energy absorbing parts 2. The anti-collision beam 1 is arranged at the front end of the energy absorbing part 2. The energy absorbing part 2 can be set to two, three or more. The present application takes the energy absorbing part 2 as an example for explanation. The two energy absorbing parts 2 are both fixedly connected to the anti-collision beam 1. The energy absorbing parts 2 can be fixedly connected to the anti-collision beam 1 by welding. The two energy absorbing parts 2 are both located on the rear side of the anti-collision beam 1, and the two energy absorbing parts 2 are arranged along the length direction of the anti-collision beam 1. The energy absorbing parts 2 are respectively arranged near the two ends of the anti-collision beam 1. The two energy absorbing parts 2 are respectively arranged near the two ends of the anti-collision beam 1 to evenly absorb the impact force. The two energy absorbing parts 2 are both suitable for connection with the front end of the subframe 100.

[0291] When a vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1. The energy absorbing member 2 absorbs the impact force to a certain extent, reducing the risk of the impact force being directly transmitted to the sub-frame 100 and causing damage to the sub-frame 100, thereby improving the stability and safety of the vehicle. The two energy absorbing members 2 are detachably connected to the sub-frame 100. The energy absorbing members 2 and the sub-frame 100 can be connected by screwing or riveting. The present application takes the screwing of the energy absorbing member 2 and the sub-frame 100 as an example for explanation. The anti-collision assembly 300 is suitable for vehicles with a large weight and a large size in the structure. When the sub-frame 100 is installed on a vehicle with a light weight and a small size under the same structure, the safety design standard can be met without assembling the anti-collision assembly 300. Therefore, the anti-collision assembly 300 can be removed from the sub-frame 100, and then the sub-frame 100 can be adapted to the use requirements of different models by disassembling and assembling the anti-collision assembly 300, thereby improving the versatility of the sub-frame 100 and reducing the production cost of the sub-frame 100.

[0292] According to some embodiments of the present invention, Figure 6As shown, the cross-sectional area of ​​the energy absorbing member 2 gradually increases from the anti-collision beam 1 to the first cross beam 10, and the energy absorbing member 2 can be composed of two "U"-shaped pieces, which are arranged opposite to each other and connected by welding to form the energy absorbing member 2. The cross-sectional area of ​​the energy absorbing member 2 gradually increases from the anti-collision beam 1 to the first cross beam 10, which can make the energy absorbing member 2 have a similar cone-shaped structure, further improve the structural stability of the energy absorbing member 2, and also improve the energy absorbing effect of the energy absorbing member 2, so that the energy absorbing member 2 can be reliably supported between the sub-frame 100 and the anti-collision beam 1. When the anti-collision beam 1 is hit, the energy absorbing member 2 can absorb more energy, thereby reducing the impact force transmitted to the sub-frame 100.

[0293] In some embodiments of the present invention, Figure 6 As shown, the energy absorbing member 2 has a crush groove 203 .

[0294] Among them, the energy absorbing member 2 has a crush groove 203, which can crush and absorb energy. When the vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1. The energy absorbing member 2 crushes under the force to absorb the impact force, thereby reducing the risk of the impact force being directly transmitted to the subframe 100 and causing damage to the subframe 100, thereby improving the stability and safety of vehicle use.

[0295] In some embodiments of the present invention, Figure 6 As shown, along the length direction of the anti-collision beam 1, the side wall of the energy absorbing member 2 has a collapse groove 203.

[0296] Among them, along the length direction of the anti-collision beam 1, that is, Figure 1 In the Y direction, each energy absorbing member 2 has two side walls, each energy absorbing member 2 has a left side wall and a right side wall, and the left side wall and the right side wall of the two energy absorbing members 2 have a crush groove 203. When the vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1, and the crush grooves 203 on the left side wall and the right side wall of the energy absorbing member 2 are forced to collapse and absorb the impact force, thereby reducing the risk of the impact force being directly transmitted to the sub-frame 100 and causing damage to the sub-frame 100, thereby further improving the stability and safety of vehicle use.

[0297] In some embodiments of the present invention, Figure 6 As shown, the energy absorbing member 2 has a plurality of crush grooves 203 , and the plurality of crush grooves 203 are arranged in sequence along the length direction of the energy absorbing member 2 .

[0298] Each energy absorbing member 2 has a plurality of crush grooves 203, and the plurality of crush grooves 203 are respectively arranged on the left side wall and the right side wall of each energy absorbing member 2. The left side wall and the right side wall of the energy absorbing member 2 are both provided with a plurality of crush grooves 203, and the plurality of crush grooves 203 are sequentially arranged along the length direction of the energy absorbing member 2 on each side wall. The length direction of the energy absorbing member 2 refers to Figure 1In the X direction, by providing a plurality of crush grooves 203, when a vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1, and the plurality of crush grooves 203 on the energy absorbing member 2 are simultaneously compressed to absorb the impact force, thereby further reducing the risk of the impact force being directly transmitted to the sub-frame 100 and causing damage to the sub-frame 100, thereby further improving the stability and safety of the vehicle.

[0299] In some embodiments of the present invention, Figure 6 As shown, the energy absorbing member 2 has a load-relieving hole.

[0300] Among them, the energy absorbing member 2 has a unloading hole, which can absorb the impact force to a certain extent. By designing the unloading hole, the energy absorbing member 2 is protected from being easily damaged, so that the energy absorbing member 2 can absorb energy normally, and the risk of the energy absorbing member 2 being crushed due to a smaller impact force is reduced, which is beneficial to the normal energy absorption of the anti-collision component 300, so that the anti-collision component 300 can effectively protect the sub-frame 100 of the sub-frame 100, and can also extend the service life of the anti-collision component 300.

[0301] In some embodiments of the present invention, Figure 6 As shown, a mounting base 3 is fixedly provided at the end of each energy absorbing member 2 away from the anti-collision beam 1 , and the mounting base 3 is suitable for connecting with the sub-frame 100 .

[0302] Among them, each energy absorbing member 2 is fixedly provided with a mounting base 3 at the end away from the anti-collision beam 1, that is, the second end 202 of the energy absorbing member 2 is fixedly provided with a mounting base 3, and the mounting base 3 can be fixedly connected to the second end 202 of the energy absorbing member 2 by welding, thereby improving the connection reliability between the mounting base 3 and the energy absorbing member 2, reducing the risk of breakage of the mounting base 3 and the energy absorbing member 2, and thereby improving the stability of the anti-collision component 300. The mounting base 3 is suitable for connecting with the subframe 100, and the anti-collision component 300 is connected to the subframe 100 of the subframe 100 through the mounting base 3. The mounting base 3 and the subframe 100 can be connected by screwing or riveting. The present application takes the screwing of the mounting base 3 and the subframe 100 as an example for explanation. The mounting base 3 and the subframe 100 can be detachably assembled by screwing, thereby realizing the detachable assembly of the anti-collision component 300 and the subframe 100. The anti-collision component 300 is suitable for vehicles with heavier weight and larger size in the structure. When the subframe 100 is installed on a vehicle with lighter weight and smaller size under the same structure, the safety design standard can be met without assembling the anti-collision component 300. Therefore, the anti-collision component 300 can be removed from the subframe 100, and then the safety design standards of vehicles of different magnitudes can be adapted to the disassembly and assembly of the anti-collision component 300, so that the subframe 100 can adapt to the use requirements of different models, improve the versatility of the subframe 100, and reduce the production cost of the subframe 100.

[0303] In some embodiments of the present invention, Figure 6As shown, the mounting base 3 is adapted to be detachably connected to the sub-frame 100 .

[0304] Among them, the mounting base 3 can be detachably connected to the subframe 100, so that the anti-collision component 300 can be detachably connected to the subframe 100 of the subframe 100 through the mounting base 3, and the mounting base 3 and the subframe 100 can be connected by screwing or riveting. The present application takes the screwing of the mounting base 3 and the subframe 100 as an example for explanation. The mounting base 3 and the subframe 100 can be detachably assembled by screwing, thereby realizing the detachable assembly of the anti-collision component 300 and the subframe 100. The anti-collision component 300 is suitable for vehicles with heavier weight and larger size in the structure. When the subframe 100 is installed on a vehicle with lighter weight and smaller size under the same structure, the safety design standard can be met without assembling the anti-collision component 300. Therefore, the anti-collision component 300 can be removed from the subframe 100, and then the safety design standards of vehicles of different magnitudes can be adapted to the disassembly and assembly of the anti-collision component 300, so that the subframe 100 can adapt to the use requirements of different models, improve the versatility of the subframe 100, and reduce the production cost of the subframe 100.

[0305] In some embodiments of the present invention, Figure 6 As shown, the anti-collision beam 1 is an arc-shaped structure.

[0306] The anti-collision beam 1 can be configured as an arc-shaped structure, or the anti-collision beam 1 can be configured as an elliptical arc-shaped structure, and the arc-shaped structure can be protruded toward the front end of the vehicle along the length direction of the vehicle. By configuring the anti-collision beam 1 as an arc-shaped structure, when the vehicle is hit head-on, the contact area between the anti-collision beam 1 and the collision object will gradually increase, so that the anti-collision beam 1 can gradually absorb the impact force, improve the anti-collision ability of the anti-collision beam 1, and thus help improve the safety of the vehicle.

[0307] In some embodiments of the present invention, Figure 6 As shown, the cross-sectional shape of the anti-collision beam 1 is circular.

[0308] Among them, the cross-sectional shape of the anti-collision beam 1 is circular, and the circular anti-collision beam 1 has better force-bearing performance. By constructing the cross-sectional shape of the anti-collision beam 1 to be circular, when a vehicle collides, the circular anti-collision beam 1 collapses and absorbs part of the impact force first, so that the anti-collision component 300 can better play an energy-absorbing role, thereby better protecting the subframe 100 of the subframe 100 and improving the stability and safety of the subframe 100.

[0309] In some embodiments of the present invention, Figure 6 As shown, the energy absorbing member 2 defines a fourth cavity structure.

[0310] The energy absorbing member 2 is composed of two "U"-shaped pieces, which are arranged opposite to each other and connected by welding to form the energy absorbing member 2. The two "U"-shaped pieces are connected by welding to form a fourth cavity structure, and the energy absorbing member 2 defines the fourth cavity structure. When the vehicle collides, the impact force is transmitted to the energy absorbing member 2 through the anti-collision beam 1, and the energy absorbing member 2 absorbs the impact force to a certain extent. The energy absorbing member 2 collapses toward the inside of the fourth cavity structure to absorb the impact force, reducing the risk of damage to the subframe 100 caused by the impact force being directly transmitted to the subframe 100 through the energy absorbing member 2, thereby improving the stability and safety of vehicle use.

[0311] In some embodiments of the present invention, Figure 6 As shown, the anti-collision component 300 is installed after the subframe 100, and the anti-collision component 300 is located below the vehicle body energy absorption box 400. The vehicle body energy absorption box 400 is provided with an energy absorption structure 42. Along the front and rear direction of the vehicle, the rear end of the anti-collision component 300 is located behind the vehicle body energy absorption box 400.

[0312] The anti-collision assembly 300 is installed after the sub-frame 100, and is located below the vehicle body energy absorption box 400. Along the front-rear direction of the vehicle, the rear end of the anti-collision assembly 300 is located behind the vehicle body energy absorption box 400. The anti-collision assembly 300 is a supplement to the vehicle body energy absorption box 400, the vehicle body longitudinal beam 41 crush structure, and the sub-frame 100 longitudinal beam groove crush structure. The anti-collision assembly 300 can cooperate with the vehicle body energy absorption box 400, the vehicle body longitudinal beam 41 crush structure, and the sub-frame 100 longitudinal beam groove crush structure to improve the overall energy absorption of the vehicle.

[0313] The vehicle body assembly according to the embodiment of the present invention includes: a vehicle body 40, the vehicle body 40 having a vehicle body longitudinal beam 41; and also includes a subframe 100 of the above embodiment, the subframe 100 is fixedly arranged on the vehicle body longitudinal beam 41 and is located below the vehicle body longitudinal beam 41, which can improve the fatigue strength and rigidity of the subframe 100, thereby improving the safety performance of the vehicle.

[0314] The vehicle according to the embodiment of the present invention, including the vehicle body assembly of the above-mentioned embodiment, can improve the fatigue strength and rigidity of the subframe 100, thereby improving the safety performance of the vehicle.

[0315] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0316] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A subframe of a vehicle, characterized in that: include: a first crossbeam and a second crossbeam, wherein the first crossbeam and the second crossbeam are arranged at intervals along a first direction of the subframe, and the first crossbeam is located in front of the second crossbeam; A plurality of sub-frame longitudinal beams, wherein the plurality of sub-frame longitudinal beams are arranged along the second direction of the sub-frame, and the plurality of sub-frame longitudinal beams are connected to the first cross beam and the second cross beam; A third cross beam is located between the first cross beam and the second cross beam along the first direction, and the third cross beam is connected to a plurality of the sub-frame longitudinal beams. The third cross beam is constructed as an arc structure, and protrudes toward the second cross beam along the first direction.

2. The vehicle subframe according to claim 1, characterized in that: Along the third direction of the subframe, a lower surface height of the second cross beam is lower than a lower surface height of a battery pack of the vehicle, wherein the first direction, the second direction and the third direction are perpendicular to each other.

3. The vehicle subframe according to claim 2, characterized in that: The height difference between the lower surface of the second beam and the lower surface of the battery pack is H, which satisfies the relationship: 10mm≤H≤15mm.

4. The vehicle subframe according to claim 2, characterized in that: The second cross beam is fixedly connected to the lower surface of each of the auxiliary frame longitudinal beams.

5. The vehicle subframe according to claim 4, characterized in that: Both ends of the second cross beam form connecting ends, and the connecting ends are formed with assembly notches, and the assembly notches are adapted to the corresponding auxiliary frame longitudinal beams, and the connecting ends are fixedly connected to the lower surface of the corresponding auxiliary frame longitudinal beams.

6. The vehicle subframe according to claim 5, characterized in that: The connection length between the connection end and the corresponding auxiliary frame longitudinal beam is L3, which satisfies the relationship: 25mm≤L3≤35mm.

7. The vehicle subframe according to claim 2, characterized in that: Along the third direction, the upper surface of the second cross beam is flush with the middle portion of the sub-frame longitudinal beam.

8. The vehicle subframe according to any one of claims 1 to 7, characterized in that: The cross-sectional dimension of the second crossbeam is a rectangle, the long side dimension of the rectangle is L4, and the short side dimension of the rectangle is L5, satisfying the relationship: 50mm≤L4≤60mm, 30mm≤L5<50mm.

9. The vehicle subframe according to any one of claims 1 to 7, characterized in that: At least one of the sub-frame longitudinal beams has a crush energy absorbing section, and an upper surface of the crush energy absorbing section is formed with a crush depression structure that is depressed toward the inside of the sub-frame longitudinal beam.

10. The vehicle subframe according to claim 9, characterized in that: Along the first direction, the collapse recess structure has a first surface and a second surface adjacent to each other, and an angle is formed between the first surface and the second surface.

11. The vehicle subframe according to claim 10, characterized in that: The angle between the first surface and the second surface is α, which satisfies the relationship: 125°≤α≤150°.

12. The vehicle subframe according to claim 9, characterized in that: Along the second direction, at least one side of the crush energy absorbing section protrudes from the corresponding subframe longitudinal beam.

13. The vehicle subframe according to claim 9, characterized in that: Each of the sub-frame longitudinal beams has the crush energy absorbing section, and the crush energy absorbing sections of the plurality of sub-frame longitudinal beams are correspondingly arranged along the second direction.

14. The vehicle subframe according to claim 13, characterized in that: Along the first direction, the crush depression structure has a midpoint, and a line connecting the midpoints of the crush energy absorbing sections of a plurality of the subframe longitudinal beams forms a first straight line, and the first straight line is located in the middle of the powertrain of the vehicle.

15. The vehicle subframe according to claim 9, characterized in that: Along the first direction, a spacing distance between the crush energy absorbing section and the first cross beam is smaller than a spacing distance between the crush energy absorbing section and the second cross beam.

16. The vehicle subframe according to any one of claims 1 to 7, characterized in that: Also includes: A first suspension mounting bracket, a second suspension mounting bracket and a third suspension mounting bracket, wherein the first suspension mounting bracket and the second suspension mounting bracket are both fixedly mounted on the first cross beam and arranged along the second direction, and the third suspension mounting bracket is mounted on the third cross beam.

17. The vehicle subframe according to claim 16, characterized in that: Along the second direction, the third suspension mounting bracket is located between the first suspension mounting bracket and the second suspension mounting bracket.

18. The vehicle subframe according to claim 16, characterized in that: The third suspension mounting bracket is arranged at the middle position of the third cross beam.

19. The vehicle subframe according to claim 16, characterized in that: The first suspension mounting bracket and the second suspension mounting bracket both include: a connecting seat and a suspension mounting plate, the connecting seat and the suspension mounting plate are arranged along the second direction, the connecting seat and the suspension mounting plate are opposite and spaced apart to form a suspension mounting space, and the connecting seat is also suitable for being fixedly connected to the body longitudinal beam of the vehicle.

20. The vehicle subframe according to claim 19, characterized in that: The connecting seat is fixedly connected to the first cross beam and the corresponding auxiliary frame longitudinal beam.

21. The vehicle subframe according to claim 19, characterized in that: The connecting seat defines a first cavity structure, and along the second direction, the inner end wall of the connecting seat is a mounting end wall for mounting the suspension, and the mounting end wall is perpendicular to the first crossbeam.

22. The vehicle subframe according to claim 21, characterized in that: The mounting end wall has a suspension mounting hole, and the first cavity structure has a mounting ring therein. The mounting ring is arranged on the mounting end wall and corresponds to the suspension mounting hole, and the inner peripheral wall of the mounting ring has an internal thread.

23. The vehicle subframe according to claim 19, characterized in that: Along the second direction, an outer end of the connecting seat is provided with a mounting portion, and the mounting portion is suitable for connecting with the longitudinal beam of the vehicle body.

24. The vehicle subframe according to claim 19, characterized in that: Along the second direction, from the inner side to the outer side of the connecting seat, the cross-sectional area of ​​the connecting seat gradually decreases.

25. The vehicle subframe according to claim 19, characterized in that: The connection seat is formed with an avoidance groove structure, the avoidance groove structure is suitable for corresponding to the fastener connected to the suspension, and the avoidance groove structure is used to avoid disassembly tools.

26. The vehicle subframe according to claim 19, characterized in that: Also includes: A plurality of connecting brackets are respectively connected between the first cross beam and the corresponding longitudinal beam of the sub-frame, and the connecting brackets are located at the connecting corners between the first cross beam and the corresponding longitudinal beam of the sub-frame.

27. The vehicle subframe according to claim 26, characterized in that: At least one of the connecting seats is connected to the connecting bracket connected to the corresponding auxiliary frame longitudinal beam.

28. The vehicle subframe according to claim 19, characterized in that: Along the second direction, the suspension mounting plate is located on the inner side of the corresponding connecting seat.

29. The vehicle subframe according to claim 16, characterized in that: The third suspension mounting frame includes: a first mounting portion and a second mounting portion, the first mounting portion and the second mounting portion are opposite and spaced apart along the second direction, the first mounting portion and the second mounting portion are both provided with a first mounting hole, and the first mounting portion and / or the second mounting portion are fixed with an annular assembly structure, the inner peripheral wall of the assembly structure has an internal thread and corresponds to the corresponding first mounting hole.

30. The vehicle subframe according to claim 29, characterized in that: The third suspension mounting bracket further includes a connecting portion connected between the first mounting portion and the second mounting portion, and the connecting portion is disposed close to a lower end of the first mounting portion and a lower end of the second mounting portion.

31. The vehicle subframe according to claim 29, characterized in that: The upper end of the first mounting portion and / or the second mounting portion has a bending portion, the bending portion is connected to the third cross beam, and the bending portion is bent toward the outside of the third cross beam along the second direction.

32. The vehicle subframe according to claim 20, characterized in that: At least one of the sub-frame longitudinal beams is passed through the first cross beam, and the connecting seat corresponding to the sub-frame longitudinal beam passed through the first cross beam is located above the overlapping area of ​​the corresponding sub-frame longitudinal beam and the first cross beam.

33. The vehicle subframe according to any one of claims 1 to 7, characterized in that: Along the second direction, the outer side walls of the two outermost auxiliary frame longitudinal beams are connected with control arm front mounting frames, and the two ends of the third cross beam are respectively arranged corresponding to the control arm front mounting frames of the corresponding auxiliary frame longitudinal beams.

34. The vehicle subframe according to claim 33, characterized in that: The two ends of the third cross beam are respectively arranged corresponding to the rear ends of the corresponding control arm front mounting frames.

35. The vehicle subframe according to claim 33, characterized in that: The third cross beam includes: a first cross beam body, a second cross beam body and a third cross beam body, the second cross beam body is connected between the first cross beam body and the third cross beam body, the second cross beam body is constructed as an arc structure protruding toward the second cross beam, and the first cross beam body and the third cross beam body are respectively connected to the two outermost sub-frame longitudinal beams.

36. The vehicle subframe according to claim 35, characterized in that: A height dimension of the second beam body along the third direction is H1, and a width dimension of the second beam body along the first direction is H2, satisfying the relationship: H2<H1.

37. The vehicle subframe according to claim 35, characterized in that: The first cross beam body and / or the third cross beam body are flat structures.

38. The vehicle subframe according to any one of claims 1 to 7, characterized in that: Along the third direction, an orthographic projection of the third cross beam is located at a rear side of an orthographic projection of a powertrain of the vehicle.

39. The vehicle subframe according to any one of claims 1 to 7, characterized in that: Also includes: A support frame, wherein the support frame is located between the third cross beam and the second cross beam along the first direction, and the support frame is connected between the third cross beam and the second cross beam.

40. The vehicle subframe according to claim 39, characterized in that: There are multiple support frames, and the multiple support frames are arranged along the second direction. The two outermost support frames are respectively arranged close to the two ends of the third cross beam and are respectively connected to the two outermost sub-frame longitudinal beams.

41. The vehicle subframe according to claim 39, characterized in that: The support frame has a steering gear mounting hole.

42. The vehicle subframe according to claim 39, characterized in that: The support frame includes: a first support frame plate body and a second support frame plate body, the first support frame plate body and the second support frame plate body are arranged and connected along a third direction, and the first support frame plate body and the second support frame plate body jointly define a second cavity structure.

43. The vehicle subframe according to claim 39, characterized in that: The length dimension of the third cross beam is L1. Along the length direction of the third cross beam, the connection length between the support frame and the third cross beam is L2, satisfying the relationship: 0.1L1≤L2≤0.3L1.

44. The vehicle subframe according to claim 39, characterized in that: The length dimension of the second crossbeam is L8. Along the length direction of the second crossbeam, the connection length dimension of the support frame and the second crossbeam is L9, satisfying the relationship: 0.2L8≤L9≤0.25L8.

45. The vehicle subframe according to claim 39, characterized in that: The connection length between the support frame and the third crossbeam is greater than the connection length between the support frame and the second crossbeam.

46. ​​The vehicle subframe of claim 39, wherein: At least a portion of the support frame overlaps the upper surface of the second crossbeam.

47. The subframe of a vehicle according to any one of claims 1 to 7, characterized in that: At least one of the auxiliary frame longitudinal beams passes through the first cross beam.

48. The vehicle subframe according to claim 47, characterized in that: The first cross beam has a longitudinal beam mounting hole, and the auxiliary frame longitudinal beam is passed through the corresponding longitudinal beam mounting hole.

49. The vehicle subframe according to claim 48, characterized in that: Along the first direction, at least one of the subframe longitudinal beams extends out to the front side of the first cross beam.

50. The vehicle subframe according to claim 49, characterized in that: The length of the auxiliary frame longitudinal beam extending out from the front side of the first cross beam is L6, which satisfies the relationship: 8mm≤L6≤12mm.

51. The vehicle subframe of claim 47, wherein: The cross section of the first cross beam is a rectangle, two long sides of the rectangle are opposite and spaced apart along the first direction, and two short sides of the rectangle are opposite and spaced apart along the third direction of the sub-frame.

52. The vehicle subframe of claim 47, wherein: The first cross beam has a cross beam front side wall and a cross beam rear side wall which are opposite and spaced apart along the first direction, the sub-frame longitudinal beam penetrating the first cross beam is simultaneously penetrated through the cross beam front side wall and the cross beam rear side wall, and the sub-frame longitudinal beam is fixedly connected to both the cross beam front side wall and the cross beam rear side wall.

53. The vehicle subframe of claim 40, wherein: Along the second direction, the two outermost support frames are respectively located on the inner sides of the corresponding sub-frame longitudinal beams, the outer side of the outermost sub-frame longitudinal beam is connected to a control arm rear mounting frame, and the upper end of the outermost sub-frame longitudinal beam is connected to a stabilizer bar mounting bracket, and the stabilizer bar mounting bracket is connected to both the corresponding control arm rear mounting frame and the corresponding support frame.

54. The vehicle subframe according to claim 53, characterized in that: The stabilizer bar mounting bracket is overlapped on the upper end of the corresponding control arm rear mounting bracket and is also overlapped on the upper end of the corresponding support bracket.

55. The vehicle subframe of claim 53, wherein: A reinforcing bracket is also connected to the outer side of the outermost subframe longitudinal beam, and the reinforcing bracket is suitable for being connected to the vehicle body longitudinal beam. Along the first direction, the reinforcing bracket is located on the rear side of the corresponding control arm rear mounting frame, and the reinforcing bracket is connected to the corresponding control arm rear mounting frame.

56. The vehicle subframe of claim 55, wherein: An angle is formed between the reinforcing bracket and the corresponding auxiliary frame longitudinal beam.

57. The subframe of a vehicle according to any one of claims 1 to 7, characterized in that: Also includes: An anti-collision component is arranged on the first crossbeam and is located at the front side of the first crossbeam.

58. The vehicle subframe of claim 57, wherein: The anti-collision component comprises: Anti-collision beam; A plurality of energy absorbing members are fixedly connected to the anti-collision beam, the plurality of energy absorbing members are located at the rear side of the anti-collision beam, and the plurality of energy absorbing members are arranged along the second direction, and each of the energy absorbing members is fixedly connected to the first beam.

59. The vehicle subframe of claim 58, wherein: From the anti-collision beam to the first beam, the cross-sectional area of ​​the energy absorbing member gradually increases.

60. The vehicle subframe of claim 58, wherein: The energy absorbing member has a crush groove.

61. A vehicle body component, characterized in that: include: A vehicle body having a vehicle body longitudinal beam; A subframe, wherein the subframe is fixed to the vehicle body longitudinal beam and is located below the vehicle body longitudinal beam, and the subframe is a subframe of a vehicle according to any one of claims 1-60.

62. A vehicle, characterized in that: A body assembly for a vehicle comprising the vehicle of claim 61 .

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