Front auxiliary frame and vehicle

Abstract

The invention provides a front auxiliary frame and a vehicle. The front auxiliary frame comprises a first cross beam, a second cross beam, a first longitudinal beam and a second longitudinal beam, and the first cross beam and the second cross beam are arranged in a spaced mode in the first direction. The first longitudinal beam and the second longitudinal beam are arranged at intervals in the second direction, the first longitudinal beam is connected with the first cross beam and the second cross beam, and the second longitudinal beam is connected with the first cross beam and the second cross beam. The first longitudinal beam comprises a first section and a second section, the first section is connected to the first cross beam, the second section is connected to the end, away from the first cross beam, of the first section and is bent away from the ground in the third direction relative to the first section, and the first direction, the second direction and the third direction intersect pairwise. According to the front auxiliary frame, the collision performance and the applicability of the front auxiliary frame can be effectively improved.

Description

Technical Field

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

[0002] With the rapid development of the vehicle industry and the continuous improvement of people's living standards, the demand for and ownership of vehicles are also increasing, and people are paying more and more attention to the reliability of vehicles.

[0003] The front subframe of a vehicle is an important load-bearing component in the vehicle chassis system. Its collision performance is crucial to the reliability of the vehicle. Therefore, how to effectively improve the collision performance of the front subframe is an urgent problem to be solved in vehicle technology. Summary of the Invention

[0004] In view of the above problems, the present application provides a front subframe and a vehicle, which can effectively improve the collision performance and applicability of the front subframe.

[0005] In a first aspect, an embodiment of the present application provides a front subframe, comprising a first crossbeam, a second crossbeam, a first longitudinal beam, and a second longitudinal beam, wherein the first crossbeam and the second crossbeam are spaced apart along a first direction. The first longitudinal beam and the second longitudinal beam are spaced apart along a second direction, the first longitudinal beam connecting the first crossbeam and the second crossbeam, and the second longitudinal beam connecting the first crossbeam and the second crossbeam. The first longitudinal beam comprises a first section and a second section, wherein the first section is connected to the first crossbeam, and the second section is connected to an end of the first section away from the first crossbeam and bends relative to the first section along a third direction and away from the ground, wherein the first direction, the second direction, and the third direction intersect with each other.

[0006] The above technical solution enables the first section and the second section to form an induced bending structure. In the event of a collision, the bending structure can absorb more impact force through its own deformation. In addition, the inductive effect of the bending structure can cause the first longitudinal beam to deform in a direction close to the ground, thereby driving the supported parts connected to the front subframe to move toward the ground, so as to reduce the risk of the supported parts being ejected upward due to an impact and causing harm to vehicle occupants and external pedestrians. In this way, the collision performance of the front subframe can be effectively improved. Among them, the supported parts are the above-mentioned steering gear, swing arm, stabilizer, engine and other suspension structures. In addition, the bending angle between the first section and the second section can be flexibly adjusted according to different vehicle models and usage requirements to better adapt to various vehicle designs and performance requirements, significantly improving the applicability of the front subframe.

[0007] In some embodiments of the first aspect, in the direction from the first section to the second section, the first section is inclined along a trend gradually approaching the ground, and the second section is inclined along a trend gradually moving away from the ground.

[0008] In the above technical solution, when the vehicle collides, the first longitudinal beam will be more easily deformed in the direction close to the ground under the guidance of the first section, so as to further enhance the induction effect of the induced bending structure formed by the first section and the second section, thereby further enhancing the collision performance of the front subframe.

[0009] In some embodiments of the first aspect, a first bending angle a between the first segment and the second segment satisfies the range: 90°≤a≤175°. Optionally, the first bending angle a satisfies the range: 150°≤a≤160°.

[0010] The above technical solution can further improve the collision performance and applicability of the front subframe by setting the first bending angle a between the first section and the second section within the above range.

[0011] In some embodiments of the first aspect, the first longitudinal beam further includes a third section, the third section being connected to an end of the second section away from the first section and being bent relative to the second section along a third direction and close to the ground.

[0012] By providing the third section, the above technical solution enables the first longitudinal beam to form a wavy structure through the first, second, and third sections. This wavy structure effectively collapses and absorbs energy during a collision, further improving the collision performance of the front subframe. Furthermore, the bending angle between the second and third sections can be flexibly adjusted to suit different vehicle models and usage requirements, further enhancing the applicability of the front subframe.

[0013] In some embodiments of the first aspect, at least a portion of the third segment extends along the first direction.

[0014] In this way, when the vehicle encounters a head-on collision, the impact force along the first direction acts on the first longitudinal beam, and due to the supporting effect of the third section and the induced bending effect between the first section and the second section, the first longitudinal beam can be caused to deform more in the direction close to the ground, which is beneficial to further reduce the risk of the supported parts being ejected upward due to the impact and causing harm to the vehicle occupants and external pedestrians, thereby further improving the collision performance of the front subframe.

[0015] In some embodiments of the first aspect, a second bending angle b between the second segment and the third segment satisfies the range: 90°≤b≤175°. Optionally, the second bending angle b satisfies the range: 165°≤b≤175°.

[0016] The above technical solution can further improve the collision performance and applicability of the front subframe by setting the second bending angle b between the second section and the third section within the above range.

[0017] In some embodiments of the first aspect, the third section includes a first straight section and a second straight section, the first straight section is connected to the second section, the second straight section is connected to an end of the first straight section away from the second section and is bent relative to the first straight section along the second direction and away from the second longitudinal beam.

[0018] The bending design of the first straight section and the second straight section in the second direction of the above technical solution can increase the extension of the first longitudinal beam in the second direction to better adapt to various vehicle design requirements, thereby further improving the applicability of the front subframe.

[0019] In some embodiments of the first aspect, a third bending angle c between the first straight segment and the second straight segment satisfies the range: 90°≤c≤150°. Optionally, the third bending angle c satisfies the range: 130°≤c≤140°.

[0020] The above technical solution enables the front subframe to have both high applicability and good collision performance by setting the third bending angle c between the first straight section and the second straight section within the above range.

[0021] In some embodiments of the first aspect, the first longitudinal beam further includes a first arc segment, the first arc segment is connected between the first section and the second section, and the first arc segment is bent toward the ground.

[0022] The first arc segment smoothly connects the first and second segments to reduce stress concentration caused by sharp angles. Furthermore, the arc bend of the first arc segment itself provides excellent collision energy absorption, further enhancing the overall collision performance of the first longitudinal beam.

[0023] In some embodiments of the first aspect, the first beam includes a straight segment and two bent segments, wherein the two bent segments extend from two ends of the straight segment along the second direction and bend along the first direction and away from the second beam.

[0024] The above technical solution can not only further improve the collision effect of the front subframe, but also improve the anti-torsion ability of the front subframe.

[0025] In some embodiments of the first aspect, a recess is formed on the bending section, and the recess is recessed relative to at least one of two opposite sides of the bending section in the first direction.

[0026] The above technical solution, by providing a recess in the bent section, increases the section's ability to deform in the event of a side impact. This helps absorb more of the impact force during a side collision, mitigating the impact on the passenger compartment. Furthermore, the recess not only induces deformation during a collision—the desired induced deformation effect can be achieved by adjusting the recess's position—but also reduces the overall weight of the first crossmember, contributing to the lightweight design of the vehicle.

[0027] In some embodiments of the first aspect, the first longitudinal beam and the second longitudinal beam are both connected to the straight segment.

[0028] Connecting the first longitudinal beam and the second longitudinal beam to the straight section can reduce the impact of deformation caused by the bent section on the first longitudinal beam and the second longitudinal beam, help improve the stability of the first longitudinal beam and the second longitudinal beam, and further improve the overall structural strength of the front subframe.

[0029] In some embodiments of the first aspect, the first direction, the second direction, and the third direction are perpendicular to each other.

[0030] In some embodiments of the first aspect, the first longitudinal beam, the second longitudinal beam, the first transverse beam, and the second transverse beam are all extruded profile structures.

[0031] The above technical solution not only contributes to the lightweight design of the entire vehicle but also effectively reduces the manufacturing cost of the front subframe by manufacturing the first longitudinal beam, the second longitudinal beam, the first cross beam and the second cross beam through an extrusion molding process.

[0032] In a second aspect, the present application provides a vehicle comprising the front subframe provided by any embodiment of the first aspect.

[0033] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present application. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0035] Figure 1 A schematic top view of a front subframe provided in some embodiments of the present application;

[0036] Figure 2 A schematic diagram of a partial top view of a front subframe provided in some embodiments of the present application;

[0037] Figure 3 A schematic side view of the structure of a front subframe provided in some embodiments of the present application.

[0038] The accompanying drawings in the specific implementation manner are as follows:

[0039] 10. First crossbeam; 11. Straight segment; 12. Bend segment; 121. Concave portion;

[0040] 20. Second crossbar;

[0041] 30. First longitudinal beam; 31. First section; 32. Second section; 33. Third section; 331. First straight section; 332. Second straight section; 333. Third arc section; 34. First arc section; 35. Second arc section;

[0042] 40, second longitudinal beam; 41, fourth section; 42, fifth section; 43, sixth section; 431, third straight section; 432, fourth straight section; 433, sixth arc section; 44, fourth arc section; 45, fifth arc section;

[0043] 50. First control arm bracket; 60. Second control arm bracket; 70. Third crossbeam; 80. Third control arm bracket; 90. Fourth control arm bracket;

[0044] X, first direction; Y, second direction; Z, third direction. DETAILED DESCRIPTION

[0045] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0046] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0047] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments.

[0048] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," and "attached" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0049] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0050] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components in different embodiments are omitted. It should be understood that the thickness, length, width, and other dimensions of the various components in the embodiments of this application, as well as the overall thickness, length, width, and other dimensions of the integrated device shown in the drawings are merely illustrative and should not constitute any limitation on this application.

[0051] The term "plurality" used in this application refers to two or more (including two).

[0052] In this application, the term "parallel" includes not only the absolutely parallel situation, but also the roughly parallel situation conventionally recognized in engineering; at the same time, "vertical" also includes not only the absolutely vertical situation, but also the roughly vertical situation conventionally recognized in engineering.

[0053] With the rapid development of the automotive industry and the continuous improvement of people's living standards, the demand for and ownership of vehicles are constantly increasing, and people are paying more and more attention to vehicle reliability. The front subframe of a vehicle is a critical load-bearing component of the vehicle chassis system and is also the largest structural member of the vehicle chassis. The front subframe of a vehicle is usually located in the front cabin of the vehicle, supporting suspension structures such as the steering gear, swing arm, stabilizer, and engine. As a key load-bearing component in the vehicle chassis system, the crash performance of the front subframe is crucial to the vehicle's reliability.

[0054] Currently, the crossbeams and longitudinal beams in a vehicle's front subframe are generally designed to be straight, without any bends. This makes them unsuitable for vehicles with complex layouts. Furthermore, in the event of a collision, these crossbeams and longitudinal beams offer insufficient energy absorption and lack effective induced bending, resulting in poor collision performance and impacting overall vehicle reliability.

[0055] Based on the above considerations, the present application designs a front subframe, which includes a first crossbeam, a second crossbeam, a first longitudinal beam, and a second longitudinal beam. The first crossbeam and the second crossbeam are spaced apart along a first direction. The first longitudinal beam and the second longitudinal beam are spaced apart along a second direction. The first longitudinal beam connects the first crossbeam and the second crossbeam, and the second longitudinal beam connects the first crossbeam and the second crossbeam. The first longitudinal beam includes a first section and a second section. The first section is connected to the first crossbeam. The second section is connected to an end of the first section away from the first crossbeam and bends relative to the first section along a third direction and away from the ground. The first direction, the second direction, and the third direction intersect with each other.

[0056] The second section is connected to an end of the first section remote from the first crossbeam and bends relative to the first section in a third direction and away from the ground, thereby forming an induced bending structure between the first and second sections. The bending structure between the first and second sections can absorb more impact force in the event of a collision. Furthermore, the bending structure can deform toward the ground during a collision, causing the supported component on the side of the front subframe facing away from the ground to move toward the ground, thereby reducing the risk of injury to vehicle occupants from the supported component being ejected upward in the event of an impact.

[0057] In addition, the bending angle between the first section and the second section can be flexibly adjusted according to different vehicle models and usage requirements to better adapt to various vehicle designs and performance requirements, thereby increasing its market applicability.

[0058] The following first introduces the front subframe provided in the embodiment of the present application with reference to the accompanying drawings. Figure 1 This is a schematic diagram of a top view of a front subframe provided in some embodiments of the present application. Figure 2 This is a partial top view of a front subframe provided in some embodiments of the present application. Figure 3 A schematic side view of the structure of a front subframe provided in some embodiments of the present application.

[0059] like Figures 1 to 3 As shown, an embodiment of the present application provides a front subframe, which includes a first crossbeam 10, a second crossbeam 20, a first longitudinal beam 30, and a second longitudinal beam 40. The first crossbeam 10 and the second crossbeam 20 are spaced apart along a first direction X. The first longitudinal beam 30 and the second longitudinal beam 40 are spaced apart along a second direction Y. The first longitudinal beam 30 connects the first crossbeam 10 and the second crossbeam 20, and the second longitudinal beam 40 connects the first crossbeam 10 and the second crossbeam 20. The first longitudinal beam 30 includes a first section 31 and a second section 32. The first section 31 is connected to the first crossbeam 10, and the second section 32 is connected to an end of the first section 31 away from the first crossbeam 10 and bends relative to the first section 31 along a third direction Z and away from the ground. The first direction X, the second direction Y, and the third direction Z intersect with each other.

[0060] For example, based on the vehicle's forward direction, the front subframe refers to a support structure located at the front of the vehicle, used to connect and support suspension structures such as the steering gear, swing arm, stabilizer, and engine. Optionally, the first direction X, the second direction Y, and the third direction Z are perpendicular to each other. The first direction X can be understood as the front-to-back direction of the vehicle, the second direction Y can be understood as the left-to-right direction of the vehicle, and the third direction Z can be understood as the up-down direction of the vehicle.

[0061] The first cross member 10 may be closer to the front of the vehicle than the second cross member 20. Therefore, the first cross member 10 may also be referred to as a front cross member, and the second cross member 20 may also be referred to as a rear cross member. The first longitudinal members 30 and the second longitudinal members 40 are spaced apart in the left-right direction of the vehicle. That is, one of the first longitudinal member 30 and the second longitudinal member 40 may also be referred to as a left longitudinal member, and the other of the first longitudinal member 30 and the second longitudinal member 40 may also be referred to as a right longitudinal member.

[0062] In order to more clearly describe the embodiments of the present application, the following description is made by taking the first crossbeam 10 as the front crossbeam, the second crossbeam 20 as the rear crossbeam, the first longitudinal beam 30 as the left longitudinal beam, and the second longitudinal beam 40 as the right longitudinal beam as an example.

[0063] The first longitudinal beam 30 can be detachably connected to the first crossbeam 10, or can be integrally provided on the first crossbeam 10. The first longitudinal beam 30 can be directly connected to the first crossbeam 10, or can be restricted to the first crossbeam 10 by other components. As an example, the connection method between the first longitudinal beam 30 and the first crossbeam 10 can be, but is not limited to, bolt connection, welding, riveting or clamping, etc. It can be understood that the connection between the first longitudinal beam 30 and the second crossbeam 20 has the same principle as the connection between the first longitudinal beam 30 and the first crossbeam 10. For the specific connection details between the first longitudinal beam 30 and the second crossbeam 20, please refer to the description of the corresponding part in the connection relationship between the first longitudinal beam 30 and the first crossbeam 10 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0064] The second longitudinal beam 40 can be detachably connected to the first crossbeam 10, or can be integrally provided on the first crossbeam 10. The second longitudinal beam 40 can be directly connected to the first crossbeam 10, or can be restricted to the first crossbeam 10 by other components. As an example, the connection method between the second longitudinal beam 40 and the first crossbeam 10 can be, but is not limited to, bolt connection, welding, riveting or clamping, etc. It can be understood that the connection between the second longitudinal beam 40 and the second crossbeam 20 has the same principle as the connection between the second longitudinal beam 40 and the first crossbeam 10. For the specific connection details between the second longitudinal beam 40 and the second crossbeam 20, please refer to the description of the corresponding part in the connection relationship between the second longitudinal beam 40 and the first crossbeam 10 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0065] Optionally, the first cross beam 10 , the second cross beam 20 , the first longitudinal beam 30 and the second longitudinal beam 40 may all be made of, but not limited to, steel, iron, copper, copper alloy, aluminum or aluminum alloy.

[0066] Illustratively, the first section 31 and the second section 32 can be arranged in a variety of coordinated configurations, such that the second section 32 bends relative to the first section 31 along the third direction Z and away from the ground. For example, in one example, the first section 31 and the second section 32 are both linear structures. In the direction from the first section 31 to the second section 32, the first section 31 extends horizontally, while the second section 32 extends gradually away from the ground at an angle. In another example, the first section 31 and the second section 32 are both linear structures. In the direction from the first section 31 to the second section 32, the first section 31 extends gradually closer to the ground at an angle, while the second section 32 extends horizontally.

[0067] The second section 32 can be detachably connected to the first section 31 or integrally provided on the first section 31. The second section 32 can be directly connected to the first section 31 or secured to the first section 31 by other components. For example, the connection between the second section 32 and the first section 31 can be, but is not limited to, bolting, welding, riveting, or clamping.

[0068] Optionally, the first section 31 and the second section 32 are integrally formed. This simplifies the manufacturing process by eliminating the need for an additional joining process. Furthermore, the integral structure provides a stronger connection between the first section 31 and the second section 32 than would be achieved by an additional joining process.

[0069] The above technical solution enables the first section 31 and the second section 32 to form an induced bending structure. In the event of a collision, the bending structure absorbs more of the impact force through its own deformation. Furthermore, the inductive effect of the bending structure causes the first longitudinal beam 30 to deform closer to the ground, thereby driving the supported components connected to the front subframe toward the ground, thereby reducing the risk of the supported components being ejected upwards in response to an impact, potentially injuring vehicle occupants and pedestrians. This effectively improves the crash performance of the front subframe. The supported components include the aforementioned steering gear, swingarm, stabilizer, engine, and other suspension structures.

[0070] In addition, the bending angle between the first section 31 and the second section 32 can be flexibly adjusted according to different vehicle models and usage requirements to better adapt to various vehicle designs and performance requirements, thereby significantly improving the applicability of the front subframe.

[0071] In some embodiments, in the direction from the first section 31 to the second section 32 , the first section 31 is inclined gradually approaching the ground, and the second section 32 is inclined gradually away from the ground.

[0072] Exemplarily, the first section 31 and the second section 32 can both be linear structures. Starting from the connection point between the first section 31 and the first beam 10, the first section 31 is inclined toward the ground; starting from the connection point between the second section 32 and the first section 31, the second section 32 is inclined away from the ground.

[0073] In the above technical solution, when the vehicle collides, the first longitudinal beam 30 will be more easily deformed in the direction close to the ground under the guidance of the first section 31, so as to further enhance the inductive effect of the induced bending structure formed by the first section 31 and the second section 32, thereby further enhancing the collision performance of the front subframe.

[0074] In some embodiments, the first bending angle a between the first segment 31 and the second segment 32 satisfies the range: 90°≤a≤175°;

[0075] As an example, the first bending angle a can be but is not limited to 90°, 95°, 100°, 105°, 110°, 115°, 120°, 125°, 130°, 135°, 140°, 145°, 150°, 155°, 160°, 165°, 170°, 175°, etc.

[0076] It can be understood that, when the extension lengths of the first section 31 and the second section 32 remain unchanged, the larger the first bending angle a is, the smaller the space occupancy rate of the first section 31 and the second section 32 in the third direction Z is, so that the front subframe can adapt to more vehicle layout forms; and, when the vehicle collides, the deformation amount that can be generated by the first section 31 and the second section 32 in the direction close to the ground is also larger, so that the movable distance of the supported component connected to the front subframe toward the ground will also increase accordingly, thereby further reducing the risk of the supported component being ejected upward due to the impact and causing injury to the vehicle occupants and external pedestrians.

[0077] In this way, the above technical solution can further improve the collision performance and applicability of the front subframe by setting the first bending angle a between the first section 31 and the second section 32 within the above range.

[0078] Optionally, the first bending angle a satisfies the range: 150°≤a≤160°.

[0079] As an example, the first bending angle a can be but is not limited to 150°, 151°, 152°, 153°, 154°, 155°, 156°, 157°, 158°, 159°, 160°, etc.

[0080] In some embodiments, the first longitudinal beam 30 further includes a third section 33 , which is connected to an end of the second section 32 away from the first section 31 and is bent relative to the second section 32 along a third direction Z and close to the ground.

[0081] Illustratively, the second section 32 and the third section 33 can be arranged in a variety of coordinated configurations, such that the third section 33 bends relative to the second section 32 along the third direction Z and close to the ground. For example, in one example, the second section 32 and the third section 33 are both linear structures. In the direction from the first section 31 to the second section 32, the second section 32 extends gradually away from the ground and is tilted, while the third section 33 extends horizontally. In another example, the second section 32 and the third section 33 are both linear structures. In the direction from the first section 31 to the second section 32, the second section 32 extends gradually away from the ground and is tilted, while the third section 33 extends gradually close to the ground.

[0082] The second section 32 can be detachably connected to the first section 31 or integrally provided on the first section 31. The second section 32 can be directly connected to the first section 31 or secured to the first section 31 by other components. For example, the connection between the second section 32 and the first section 31 can be, but is not limited to, bolting, welding, riveting, or clamping.

[0083] Optionally, the first section 31 and the second section 32 are integrally formed. This simplifies the manufacturing process by eliminating the need for an additional joining process. Furthermore, the integral structure provides a stronger connection between the first section 31 and the second section 32 than would be achieved by an additional joining process.

[0084] By providing the third section 33, the first longitudinal beam 30 forms a wavy structure composed of the first section 31, the second section 32, and the third section 33. This wavy structure effectively collapses and absorbs energy during a collision, further enhancing the collision performance of the front subframe. Furthermore, the bending angle between the second section 32 and the third section 33 can be flexibly adjusted to suit different vehicle models and usage requirements, further enhancing the applicability of the front subframe.

[0085] In some embodiments, at least a portion of the third segment 33 extends along the first direction X.

[0086] Illustratively, a portion of the third section 33 extends along the first direction X, or the entire third section 33 extends along the first direction X. Furthermore, the entire first longitudinal beam 30 extends along the first direction X, that is, the first section 31 , the second section 32 , and the third section 33 of the first longitudinal beam 30 are sequentially arranged and connected along the first direction X.

[0087] The third section 33 extending along the first direction X is arranged horizontally relative to the ground, which can improve the resistance to impact force along the first direction X, so that the third section 33 can form a stronger support for the second section 32 when the vehicle encounters a head-on collision (collision along the first direction X), which is beneficial to reducing the displacement and deformation of the entire first longitudinal beam 30 in the first direction X.

[0088] In this way, when the vehicle encounters a head-on collision, the impact force along the first direction X acts on the first longitudinal beam 30, and due to the supporting effect of the third section 33 and the induced bending effect between the first section 31 and the second section 32, the first longitudinal beam 30 can be caused to deform more in the direction close to the ground, which is beneficial to further reduce the risk of the supported parts being ejected upward due to the impact and causing harm to the vehicle occupants and external pedestrians, thereby further improving the collision performance of the front subframe.

[0089] In some embodiments, the second bending angle b between the second segment 32 and the third segment 33 satisfies the range: 90°≤b≤175°.

[0090] As an example, the second bending angle b can be but is not limited to 90°, 95°, 100°, 105°, 110°, 115°, 120°, 125°, 130°, 135°, 140°, 145°, 150°, 155°, 160°, 165°, 170°, 175°, etc.

[0091] It can be understood that, when the extension lengths of the second section 32 and the third section 33 remain unchanged, the larger the second bending angle b is, the smaller the space occupancy of the second section 32 and the third section 33 in the third direction Z is, so that the front subframe can adapt to more vehicle layouts; and when the vehicle encounters a head-on collision, the supporting effect of the third section 33 on the second section 32 is better.

[0092] In this way, the above technical solution can further improve the collision performance and applicability of the front subframe by setting the second bending angle b between the second section 32 and the third section 33 within the above range.

[0093] Optionally, the second bending angle b satisfies the range: 165°≤b≤175°.

[0094] As an example, the first bending angle a can be but is not limited to 165°, 166°, 167°, 168°, 169°, 170°, 171°, 172°, 173°, 174°, 175°, etc.

[0095] In some embodiments, the third section 33 includes a first straight section 331 and a second straight section 332, the first straight section 331 is connected to the second section 32, the second straight section 332 is connected to an end of the first straight section 331 away from the second section 32 and is bent relative to the first straight section 331 along the second direction Y and away from the second longitudinal beam 40.

[0096] Illustratively, the first straight section 331 and the second straight section 332 can be arranged in a variety of coordinated configurations, such that the second straight section 332 bends relative to the first straight section 331 along the second direction Y and away from the second longitudinal beam 40. For example, in one example, the first straight section 331 and the second straight section 332 are both linear structures. In the directions of the first straight section 331 and the second straight section 332, the first straight section 331 extends along the first direction X, while the second straight section 332 extends gradually away from the second longitudinal beam 40 at an angle. In another example, the first straight section 331 and the second straight section 332 are both linear structures. In the directions of the first straight section 331 and the second straight section 332, the first straight section 331 extends gradually away from the second longitudinal beam 40 at an angle, while the second straight section 332 extends gradually away from the second longitudinal beam 40 at an angle starting from the end of the first straight section 331 away from the second section 32.

[0097] The second straight section 332 can be detachably connected to the first straight section 331 or integrally provided on the first straight section 331. The second straight section 332 can be directly connected to the first straight section 331 or secured to the first straight section 331 via other components. For example, the connection between the second straight section 332 and the first straight section 331 can be, but is not limited to, bolting, welding, riveting, or clamping.

[0098] Optionally, the first straight section 331 and the second straight section 332 are integrally formed. This simplifies the manufacturing process by eliminating the need for an additional joining process. Furthermore, the integral structure provides a stronger connection between the first and second straight sections 331, 332 than would be achieved by an additional joining process.

[0099] The bending design of the first straight section 331 and the second straight section 332 in the second direction Y of the above technical solution can increase the extension of the first longitudinal beam 30 in the second direction Y to better adapt to various vehicle design requirements, thereby further improving the applicability of the front subframe.

[0100] In some embodiments, the third bending angle c between the first straight segment 331 and the second straight segment 332 satisfies the range: 90°≤c≤150°.

[0101] As an example, the third bending angle c can be but is not limited to 90°, 95°, 100°, 105°, 110°, 115°, 120°, 125°, 130°, 135°, 140°, 145°, 150°, etc.

[0102] It can be understood that the larger the third bending angle c is, the better the overall resistance of the third section 33 to the impact force along the first direction X will be. That is to say, when the vehicle encounters a head-on collision, the smaller the deformation generated by the third section 33 will be, and the better the support effect of the third section 33 on the second section 32 will be.

[0103] In this way, the above technical solution can ensure that the front subframe has both high applicability and good collision performance by setting the third bending angle c between the first straight section 331 and the second straight section 332 within the above range.

[0104] Optionally, the third bending angle c satisfies the range: 130°≤c≤140°.

[0105] As an example, the third bending angle c can be but is not limited to 131°, 132°, 133°, 134°, 135°, 136°, 137°, 138°, 139°, 140°, etc.

[0106] In some embodiments, the first longitudinal beam 30 further includes a first arc segment 34 . The first arc segment 34 is connected between the first segment 31 and the second segment 32 , and the first arc segment 34 is bent toward the ground.

[0107] The first arc segment 34 bends toward the ground, which means that the top of the first arc segment 34 is close to the ground relative to the two ends, wherein the two ends can be understood as the two ends of the first arc segment 34 respectively connected to the first segment 31 and the second segment 32, and the top can be understood as the arc top located between the two ends of the first arc segment 34 along the extension direction of the first arc segment 34.

[0108] The first arc segment 34 smoothly connects the first segment 31 and the second segment 32 to reduce stress concentration caused by the sharp angle. Furthermore, the arc bend of the first arc segment 34 itself provides good collision energy absorption, further improving the overall collision performance of the first longitudinal beam 30.

[0109] In some embodiments, the first beam 10 includes a straight segment 11 and two bent segments 12 . The two bent segments 12 extend from two ends of the straight segment 11 along the second direction Y and bend along the first direction X and away from the second beam 20 .

[0110] For example, the straight section 11 and two curved sections 12 form a U-shaped structure for the first crossmember 10. The curved sections 12 help improve the front subframe's resistance to lateral impacts, thereby better protecting passengers in side collisions. Furthermore, this design enhances the strength and stability of the first crossmember 10 when connected to both sides of the vehicle body. The addition of the curved sections 12 helps absorb and disperse lateral forces generated during vehicle travel, particularly during cornering, thereby improving the entire front subframe's resistance to torsional forces.

[0111] The bent section 12 can be detachably connected to the straight section 11 or integrally formed on the straight section 11. The bent section 12 can be directly connected to the straight section 11 or secured to the straight section 11 by other components. For example, the connection between the bent section 12 and the straight section 11 can be, but is not limited to, bolting, welding, riveting, or clamping.

[0112] Optionally, the straight segment 11 and the bent segment 12 are integrally formed. This simplifies the manufacturing process by eliminating the need for an additional joining process. Furthermore, the integral structure provides a stronger connection between the straight segment 11 and the bent segment 12 than would be achieved by an additional joining process.

[0113] In this way, the above technical solution can not only further improve the collision effect of the front subframe, but also improve the anti-torsion ability of the front subframe.

[0114] In some embodiments, a recess 121 is formed on the bending section, and the recess 121 is recessed relative to at least one of two opposite sides of the bending section in the first direction X.

[0115] Exemplarily, the recess 121 may be recessed on the side surface of the bending section facing away from the second beam 20 in the first direction X; the recess 121 may also be recessed on the side surface of the bending section facing toward the second beam 20 in the first direction X; there may also be two recesses 121, one of the two recesses 121 is recessed on the side surface of the bending section facing away from the second beam 20 in the first direction X, and the other of the two recesses 121 is recessed on the side surface of the bending section facing toward the second beam 20 in the first direction X.

[0116] The above technical solution, by providing recessed portion 121 in the bent section, increases the section's ability to deform in the event of a side impact. This helps absorb more of the impact force during a side collision, mitigating the impact on the passenger compartment. Furthermore, recessed portion 121 not only induces deformation during a collision—the desired induced deformation effect can be achieved by adjusting the position of recessed portion 121—but also reduces the overall weight of first cross member 10, contributing to the lightweight design of the vehicle.

[0117] In some embodiments, the first longitudinal beam 30 and the second longitudinal beam 40 are both connected to the straight segment 11 .

[0118] As described above, it is understandable that the main function of the bent section 12 is to absorb more impact force by deforming itself when the vehicle encounters a side collision.

[0119] In this way, connecting the first longitudinal beam 30 and the second longitudinal beam 40 to the straight section 11 can reduce the impact of the deformation of the bent section 12 on the first longitudinal beam 30 and the second longitudinal beam 40, help improve the stability of the first longitudinal beam 30 and the second longitudinal beam 40, and further improve the overall structural strength of the front subframe.

[0120] In some embodiments, the front subframe further includes a first control arm bracket 50 and a second control arm bracket 60 . The first control arm bracket 50 is connected to the first cross member 10 and the first longitudinal member 30 , and the second control arm bracket 60 is connected to the first cross member 10 and the second longitudinal member 40 .

[0121] The first control arm bracket 50 and the second control arm bracket 60 are used to fix and support the front wheel control arm. The first control arm bracket 50 is connected to the first cross member 10 and the first longitudinal member 30 so that the first cross member 10 and the first longitudinal member 30 jointly bear the stress from the first control arm bracket 50, thereby improving the stability of the first control arm bracket 50. The second control arm bracket 60 is connected to the first cross member 10 and the second longitudinal member 40 so that the first cross member 10 and the second longitudinal member 40 jointly bear the stress from the second control arm bracket 60, thereby improving the stability of the first control arm bracket 50.

[0122] In some embodiments, the front subframe further includes a third cross member 70 . The third cross member 70 is connected to the first longitudinal member 30 and the second longitudinal member 40 , and the third cross member 70 is located between the first cross member 10 and the second cross member 20 .

[0123] The third crossbeam 70 can be detachably connected to the first longitudinal beam 30, or can be integrally provided on the first longitudinal beam 30. The third crossbeam 70 can be directly connected to the first longitudinal beam 30, or can be restricted to the first longitudinal beam 30 by other components. As an example, the connection method between the third crossbeam 70 and the first longitudinal beam 30 can be, but is not limited to, bolt connection, welding, riveting, or clamping. It is understandable that the connection between the third crossbeam 70 and the second longitudinal beam 40 is based on the same principle as the connection between the third crossbeam 70 and the first longitudinal beam 30. For the specific connection details between the third crossbeam 70 and the second longitudinal beam 40, please refer to the description of the corresponding part in the connection relationship between the third crossbeam 70 and the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0124] Optionally, the third cross beam 70 may be made of, but is not limited to, steel, iron, copper, copper alloy, aluminum, or aluminum alloy.

[0125] The above technical solution can further improve the overall structural strength of the front subframe by providing the third cross member 70 .

[0126] In some embodiments, the front subframe further includes a third control arm bracket 80 and a fourth control arm bracket 90 . The third control arm bracket 80 is connected to the first longitudinal beam 30 , and the fourth control arm bracket 90 is connected to the second longitudinal beam 40 . The third control arm bracket 80 and the fourth control arm bracket 90 are respectively located on both sides of the third cross beam 70 along the second direction Y.

[0127] The third and fourth control arm brackets 80 and 90 are used to secure and support the front wheel control arms. The locations on the first and second longitudinal members 30 and 40 near the third cross member 70 provide greater structural strength and deformation resistance. Therefore, the third and fourth control arm brackets 80 and 90 are located on either side of the third cross member 70 along the second direction Y, effectively improving their stability.

[0128] In some embodiments, the first longitudinal beam 30 , the second longitudinal beam 40 , the first transverse beam 10 , and the second transverse beam 20 are all extruded profile structures.

[0129] The first longitudinal beam 30, the second longitudinal beam 40, the first cross beam 10, and the second cross beam 20 are all manufactured using an extrusion process, which involves passing materials through a specifically shaped mold under high temperature and pressure. Because the mold can be designed into a variety of complex shapes, extruded profiles can have a wide variety of cross-sectional designs. Extruded profiles are typically lightweight while exhibiting good strength and rigidity. They can be further cut, drilled, welded, and assembled to suit a variety of applications. Furthermore, extrusion is generally a cost-effective process for high-volume production.

[0130] In this way, the above technical solution not only contributes to the lightweight design of the entire vehicle but also effectively reduces the manufacturing cost of the front subframe by manufacturing the first longitudinal beam 30, the second longitudinal beam 40, the first cross beam 10 and the second cross beam 20 through an extrusion molding process.

[0131] In some optional embodiments, the cross-sectional shapes of the first crossbeam 10, the first longitudinal beam 30 and the second longitudinal beam 40 are all in the shape of a field, the cross-sectional shape of the second crossbeam 20 is in the shape of a square, and the cross-sectional shape of the third crossbeam 70 is in the shape of a sun.

[0132] Because the first cross member 10 is located at the front of the vehicle, and the first longitudinal members 30 and second longitudinal members 40 extend from the front to the rear of the vehicle, they are required to withstand significant impact forces and multi-angle stresses during a collision. Therefore, the cross-sectional shape of the first cross member 10, first longitudinal members 30, and second longitudinal members 40 is configured as a "T-shaped" shape to provide them with high structural strength and meet collision performance requirements.

[0133] The third cross member 70 is located in the middle of the vehicle. Compared to the first cross member 10, the first longitudinal member 30, and the second longitudinal member 40, the third cross member 70 is subject to relatively less force in a collision. Therefore, the cross-sectional shape of the third cross member 70 is designed to be a "S" shape. This reduces the overall weight of the third cross member 70 while meeting collision performance requirements.

[0134] The second cross member 20 is located at the rear of the vehicle. Compared to the first cross member 10, the first longitudinal member 30, the second longitudinal member 40, and the third cross member 70, the second cross member 20 is subject to less force in a collision. Therefore, the cross-sectional shape of the second cross member 20 is configured as a square, which can further reduce the overall weight of the second cross member 20 while meeting its collision performance requirements.

[0135] In this way, the above technical solution can flexibly set the cross-sectional shapes of the first crossbeam 10, the second crossbeam 20, the third crossbeam 70, the first longitudinal beam 30 and the second longitudinal beam 40 according to the stress conditions at different positions of the front subframe, thereby meeting the collision performance requirements of the front subframe while reducing the overall weight of the front subframe, thereby contributing to the lightweight design of the entire vehicle.

[0136] In some optional embodiments, the first longitudinal beam 30 further includes a second arc segment 35 , the second arc segment 35 is connected between the second segment 32 and the third segment 33 , and the second arc segment 35 is bent away from the ground.

[0137] The second arc segment 35 smoothly connects the second segment 32 and the third segment 33 to reduce stress concentration caused by the sharp angle. Furthermore, the arc curvature of the second arc segment 35 itself provides good collision energy absorption, further improving the overall collision performance of the first longitudinal beam 30.

[0138] In some optional embodiments, the first longitudinal beam 30 further includes a third arc segment 333 , the third arc segment 333 is connected between the first straight segment 331 and the second straight segment 332 , and the third arc segment 333 is bent toward the second longitudinal beam 40 .

[0139] The third arc segment 333 smoothly connects the first straight segment 331 and the second straight segment 332 to reduce stress concentration caused by the sharp angle. Furthermore, the arc curvature of the third arc segment 333 itself provides good collision energy absorption, further improving the collision performance of the third segment 333.

[0140] In some optional embodiments, the second longitudinal beam 40 includes a fourth section 41 and a fifth section 42. The fourth section 41 is connected to the first cross beam 10, and the fifth section 42 is connected to an end of the fourth section 41 away from the first cross beam 10 and is bent relative to the fourth section 41 in a third direction Z and away from the ground. This can further improve the collision performance and applicability of the front subframe.

[0141] It can be understood that the second longitudinal beam 40 has a similar structure to the first longitudinal beam 30. The specific details of the fourth section 41 and the fifth section 42 of the second longitudinal beam 40 can be found in the description of the corresponding parts of the first section 31 and the second section 32 of the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0142] In some optional embodiments, the second longitudinal beam 40 further includes a sixth section 43 connected to an end of the fifth section 42 away from the fourth section 41 and bent relative to the fourth section 41 along the third direction Z and close to the ground. This can further improve the collision performance of the front subframe.

[0143] In some optional embodiments, the sixth section 43 includes a third straight section 431 and a fourth straight section 432. The third straight section 431 is connected to the fifth section 42. The fourth straight section 432 is connected to an end of the third straight section 431 away from the fifth section 42 and is bent relative to the third straight section 431 in the second direction Y and away from the first longitudinal beam 30. This can further improve the applicability of the front subframe.

[0144] It can be understood that the second longitudinal beam 40 has a similar structure to the first longitudinal beam 30. The specific details of the sixth section 43 of the second longitudinal beam 40 can be found in the description of the corresponding part of the third section 33 of the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0145] In some optional embodiments, the second longitudinal beam 40 further includes a fourth arc segment 44 , which is connected between the fourth segment 41 and the fifth segment 42 , and is bent toward the ground.

[0146] In some optional embodiments, the second longitudinal beam 40 further includes a fifth arc segment 45 , which is connected between the fifth segment 42 and the sixth segment 43 , and is bent away from the ground.

[0147] In some optional embodiments, the second longitudinal beam 40 further includes a sixth arc segment 433 . The sixth arc segment 433 is connected between the third straight segment 431 and the fourth straight segment 432 , and the sixth arc segment 433 is bent toward the first longitudinal beam 30 .

[0148] It can be understood that the second longitudinal beam 40 has a similar structure to the first longitudinal beam 30. The specific details of the fourth arc segment 44, the fifth arc segment 45 and the sixth arc segment 433 of the second longitudinal beam 40 can be found in the description of the corresponding parts of the first arc segment 34, the second arc segment 35 and the third arc segment 333 of the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0149] According to some embodiments of the present application, the present application also provides a vehicle, comprising a front subframe according to any of the above solutions.

[0150] To better understand the front subframe provided in the embodiment of the present application, based on the same inventive concept, an embodiment of the above-mentioned front subframe in actual application is provided herein for illustration.

[0151] The embodiment of the present application provides a front subframe, which includes a first crossbeam 10, a second crossbeam 20, a third crossbeam 70, a first longitudinal beam 30, and a second longitudinal beam 40. The first crossbeam 10 and the second crossbeam 20 are spaced apart along a first direction X. The first longitudinal beam 30 and the second longitudinal beam 40 are spaced apart along a second direction Y. The first longitudinal beam 30 connects the first crossbeam 10 and the second crossbeam 20, the second longitudinal beam 40 connects the first crossbeam 10 and the second crossbeam 20, and the third crossbeam 70 is connected to the first longitudinal beam 30 and the second longitudinal beam 40, and is located between the first crossbeam 10 and the second crossbeam 20. The first longitudinal beam 30, the second longitudinal beam 40, the first crossbeam 10, the second crossbeam 20, and the third crossbeam 70 are all extruded profile structures.

[0152] The first beam 10 includes a straight section 11 and two bent sections 12 . The two bent sections 12 extend from two ends of the straight section 11 along the second direction Y and bend along the first direction X away from the second beam 20 .

[0153] The first longitudinal beam 30 includes a first section 31, a first arc section 34, a second section 32, a second arc section 35, and a third section 33. The first section 31 is connected to the first crossbeam 10. The second section 32 is connected to the end of the first section 31 away from the first crossbeam 10 and bends relative to the first section 31 in a third direction Z and away from the ground. The first arc section 34 is connected between the first section 31 and the second section 32 and bends toward the ground. The first direction X, the second direction Y, and the third direction Z are perpendicular to each other. From the first section 31 to the second section 32, the first section 31 is inclined toward the ground, while the second section 32 is inclined away from the ground.

[0154] The third section 33 is connected to the end of the second section 32 away from the first section 31 and bends relative to the second section 32 along the third direction Z and close to the ground. The second arc section 35 is connected between the second and third sections 32, and bends away from the ground. The third section 33 includes a first straight section 331, a third arc section 333, and a second straight section 332. The first straight section 331 is connected to the second section 32. The second straight section 332 is connected to the end of the first straight section 331 away from the second section 32 and bends relative to the first straight section 331 along the second direction Y and away from the second longitudinal beam 40. The third arc section 333 is connected between the first and second straight sections 331, and bends toward the second longitudinal beam 40.

[0155] The second longitudinal beam 40 includes a fourth section 41, a fourth arc section 44, a fifth section 42, a fifth arc section 45, and a sixth section 43. The fourth section 41 is connected to the first crossbeam 10. The fifth section 42 is connected to the end of the fourth section 41 away from the first crossbeam 10 and bends relative to the fourth section 41 in a third direction Z and away from the ground. The fourth arc section 44 is connected between the fourth and fifth sections 41, 42, and bends toward the ground. From the fourth section 41 to the fifth section 42, the fourth section 41 is inclined, gradually approaching the ground, while the fifth section 42 is inclined, gradually moving away from the ground.

[0156] The sixth section 43 is connected to the end of the fifth section 42 away from the fourth section 41 and bends relative to the fourth section 41 in the third direction Z and close to the ground. The fifth arc section 45 is connected between the fifth and sixth sections 42, 43, and bends away from the ground. The sixth section 43 includes a third straight section 431, a sixth arc section 433, and a fourth straight section 432. The third straight section 431 is connected to the fifth section 42. The fourth straight section 432 is connected to the end of the third straight section 431 away from the fifth section 42 and bends relative to the third straight section 431 in the second direction Y and away from the first longitudinal beam 30. The sixth arc section 433 is connected between the third and fourth straight sections 431, 432, and bends toward the first longitudinal beam 30. This technical solution can effectively improve the crash performance and serviceability of the front subframe.

[0157] It should be noted that, unless there is any conflict, the embodiments and features in the embodiments of this application can be combined with each other.

[0158] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A front subframe, characterized in that: include: The first crossbeam and the second crossbeam are spaced apart along the first direction; a first longitudinal beam and a second longitudinal beam spaced apart along a second direction, the first longitudinal beam connecting the first transverse beam and the second transverse beam, and the second longitudinal beam connecting the first transverse beam and the second transverse beam; The first longitudinal beam includes a first section and a second section, the first section is connected to the first transverse beam, the second section is connected to an end of the first section away from the first transverse beam and is bent relative to the first section along a third direction and away from the ground, and the first direction, the second direction and the third direction intersect with each other.

2. The front subframe according to claim 1, characterized in that: In the direction from the first section to the second section, the first section is inclined so as to gradually approach the ground, and the second section is inclined so as to gradually move away from the ground.

3. The front subframe according to claim 1, characterized in that: The first bending angle a between the first section and the second section satisfies the range: 90°≤a≤175°; Optionally, the first bending angle a satisfies the range: 150°≤a≤160°.

4. The front subframe according to claim 1, characterized in that: The first longitudinal beam further includes a third section connected to an end of the second section away from the first section and bent relative to the second section along the third direction and close to the ground.

5. The front subframe according to claim 4, characterized in that: At least a portion of the third segment extends along the first direction.

6. The front subframe according to claim 4, characterized in that: The second bending angle b between the second section and the third section satisfies the range: 90°≤b≤175°; Optionally, the second bending angle b satisfies the range: 165°≤b≤175°.

7. The front subframe according to claim 4, characterized in that: The third section includes a first straight section and a second straight section. The first straight section is connected to the second section. The second straight section is connected to an end of the first straight section away from the second section and is bent relative to the first straight section along the second direction and away from the second longitudinal beam.

8. The front subframe according to claim 7, characterized in that: A third bending angle c between the first straight section and the second straight section satisfies the range: 90°≤c≤150°; Optionally, the third bending angle c satisfies the range: 130°≤c≤140°.

9. The front subframe according to claim 1, characterized in that: The first longitudinal beam further includes a first arc segment connected between the first section and the second section, and the first arc segment is bent toward the ground.

10. The front subframe according to claim 1, characterized in that: The first crossbeam includes a straight section and two bent sections. The two bent sections extend from two ends of the straight section along the second direction respectively and bend along the first direction and away from the second crossbeam.

11. The front subframe according to claim 10, characterized in that: A recess is formed on the bending section, and the recess is recessed relative to at least one of two sides of the bending section that are opposite to each other in the first direction.

12. The front subframe according to claim 10, characterized in that: The first longitudinal beam and the second longitudinal beam are both connected to the straight segment.

13. The front subframe according to any one of claims 1 to 12, characterized in that: The first direction, the second direction and the third direction are perpendicular to each other.

14. The front subframe according to any one of claims 1 to 12, characterized in that: The first longitudinal beam, the second longitudinal beam, the first cross beam and the second cross beam are all extruded profile structures.

15. A vehicle, characterized in that: Comprising the front subframe according to any one of claims 1-14.

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