A frame structure, a body suspension assembly, and a manufacturing method thereof

Abstract

The application discloses a kind of vehicle frame structure, vehicle body suspension assembly and its manufacturing method, belong to vehicle body structure technical field.The vehicle frame structure includes inner high-pressure girder body, second suspension left mounting plate and second suspension left mounting reinforcing plate that are mutually buckled and form large cavity structure by welding, and high-strength reinforcing plate is arranged on the inner surface of mounting plate, and the large cavity structure forms closed annular connection structure with the inner high-pressure girder body.The vehicle body suspension assembly includes suspension upper gasket, suspension welding sleeve, suspension stamping outer plate, suspension cushion and suspension lower gasket, wherein the upper gasket is connected with the outer plate by vulcanization process after whole-circle welding of the welding sleeve, and the edge rubber of the upper gasket and the rubber of the outer plate form Z-direction limiting gap.The manufacturing method includes welding, vulcanization and assembly steps.The application improves the strength of suspension mounting point and the durability and reliability of the whole vehicle by the synergistic effect of the closed annular cavity structure of vehicle frame side and the internal limiting structure of suspension assembly.

Description

Technical Field

[0001] This invention relates to the field of vehicle body structure technology, specifically to a vehicle frame structure, a vehicle body suspension assembly, and a method for manufacturing the same. Background Technology

[0002] In the field of automotive design and manufacturing, the suspension system between the chassis and the body is a key component connecting the body and the chassis. Its main functions are to support the body, isolate the vibration and impact transmitted from the chassis to the body, and ensure that the relative displacement between the body and the chassis is within a controllable range under extreme conditions such as vehicle collisions, so as to protect the body structure and the safety of the occupants.

[0003] With the increasing popularity of off-road vehicles and high-performance vehicles, driving conditions are becoming increasingly complex, placing higher demands on the structural strength of the chassis and the reliability of the suspension system. In existing technologies, the structural strength of the chassis at the suspension mounting points is often insufficient, especially under collision safety conditions, where the strength near the mounting points struggles to meet target values ​​(e.g., less than 315 MPa). Under fatigue conditions, the stress level often exceeds the 0.1 MPa limit. Furthermore, traditional suspension assemblies typically use 2 to 3 mounting points, and the outer suspension sheet metal is relatively thin (usually 4 mm), with the welding sleeve thickness only 3 to 4 mm. This makes the suspension system susceptible to structural damage under strong impacts, affecting the overall vehicle durability and reliability. Simultaneously, traditional suspension assemblies lack effective restraint structures, allowing unpredictable relative movement between the vehicle body and chassis under harsh conditions, leading to problems such as abnormal noises, wear, and even structural interference.

[0004] Therefore, there is an urgent need in this field to provide a new type of vehicle frame structure and body suspension assembly design method to solve the problems of insufficient strength, poor fatigue performance, lack of limiting function and low assembly reliability in the above-mentioned prior art. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle frame structure, a body suspension assembly, and a method for manufacturing the same, in order to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a vehicle frame structure, characterized in that it comprises: The main body of the internal high-pressure beam; The second suspension left mounting plate is a thermoformed plate; The second left mounting reinforcement plate is a thermoformed plate. The second left mounting plate and the second left mounting reinforcement plate are interlocked and fixedly connected by welding to form a large cavity structure. This large cavity structure is welded to the inner high-pressure beam body to form a closed-loop connection structure. A high-strength reinforcing plate is disposed on the inner surface of the second suspension left mounting plate.

[0007] Preferably, the high-strength reinforcing plate is made of duplex steel or hot-formed steel.

[0008] Preferred, including: Suspension pad; A suspension welding sleeve is provided, wherein the upper suspension gasket and the upper end of the suspension welding sleeve are fixedly connected by full-circle welding to form a welding assembly; Suspended stamped outer panel; The suspension pad is vulcanized to connect the welded assembly to the suspension stamped outer plate, forming a vulcanized assembly; and A lower suspension gasket is disposed at the bottom of the vulcanized assembly.

[0009] Preferably, the vehicle body mounting assembly is fixedly connected to the vehicle frame by four M10 bolts.

[0010] Preferably, the vehicle body mount assembly is fixedly connected to the mount mounting point sleeve on the side of the vehicle body by M14 bolts, and the M14 bolts are installed from bottom to top.

[0011] Preferably, the suspension pad is made of natural rubber, neoprene rubber, or EPDM rubber.

[0012] Preferably, the thickness of the suspended welding sleeve is between 5mm and 6mm, and its end is provided with a draft angle of 5° to 15°. Preferably, the edge rubber of the upper suspension pad and the corresponding rubber area of ​​the outer suspension stamping plate form a limiting gap of 5mm-15mm in the Z direction. This invention also discloses a novel vehicle frame structure and a method for manufacturing a vehicle body suspension assembly, comprising the following steps: The first step is to fix the upper suspension gasket to the upper end of the suspension welding sleeve by welding the entire circle to form a welding assembly; The second step is to vulcanize the suspension pad, the suspension stamped outer plate, and the welding components together to form a vulcanized assembly through a vulcanization process. The third step is to assemble the lower suspension pad onto the bottom of the vulcanized assembly to form the vehicle body suspension assembly. Fourth step: On the frame side, the second left mounting plate and the second left mounting reinforcement plate are interlocked and fixedly connected by welding to form a large cavity structure. Then, the large cavity structure is welded to the inner high-pressure beam body to form a closed ring structure, and a high-strength reinforcement plate is added to the inner surface of the second left mounting plate. Fifth step: Mount the vehicle body mount assembly to the second left mount plate of the vehicle frame using four bolts; and The sixth step is to securely connect the vehicle body to the vehicle suspension assembly from bottom to top using bolts. Preferably, the edge rubber of the upper suspension pad and the corresponding rubber area of ​​the outer suspension stamping plate form a limiting gap in the Z direction, so that when there is relative displacement in the Z direction during vehicle operation, the edge rubber of the upper suspension pad and the rubber area on the outer suspension stamping plate form an elastic limiting contact.

[0013] Compared with existing technologies, the beneficial effects of this invention are as follows: The frame structure provided by this invention, by interlocking and welding two thermoformed plates to form a large cavity structure, and then welding this cavity structure to the inner high-pressure beam body to form a closed annular connection structure, significantly improves the structural rigidity and torsional strength of the suspension mounting points. This closed annular structure can evenly distribute the load transmitted by the suspension assembly to the beam body, effectively avoiding stress concentration. At the same time, by adding a high-strength reinforcing plate to the inner surface of the second suspension left mounting plate, the local strength of the mounting area is further strengthened, ensuring that the mounting point does not undergo plastic deformation or tearing under collision conditions, thereby greatly improving the collision safety performance and fatigue durability of the entire vehicle. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the suspension assembly structure of the present invention; Figure 2 This is a schematic diagram of the vehicle frame structure of the present invention; Figure 3 This is a schematic diagram of the mounting structure of the suspension assembly of the present invention; Figure 4 for Figure 3 A cross-sectional view. Detailed Implementation

[0015] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that these embodiments are merely illustrative of the invention and do not constitute a limitation on the scope of protection of the invention. Any non-substantial modifications, substitutions, or variations made by those skilled in the art to the following embodiments based on their understanding of the technical solutions of the present invention should fall within the scope of protection of the present invention.

[0016] This invention provides a novel design method for a vehicle frame structure and body mount assembly. Its core lies in optimizing the internal structure, limiting design, key component thickness, and installation method of the body mount assembly, combined with a high-strength cavity structure and reinforcement design on the frame side, to form a complete technical solution. This solution addresses problems in existing technologies such as insufficient strength of mount mounting points, poor fatigue performance, lack of limiting function, and low assembly reliability. The specific embodiments of this invention will be described in detail below with reference to the accompanying drawings.

[0017] like Figure 1 As shown, the vehicle body mount assembly in this embodiment mainly includes an upper mount gasket 1, a mount welding sleeve 2, a mount soft pad 3, a mount stamped outer plate 4, and a lower mount gasket 5. These five components are combined into an integrated mount assembly through welding, vulcanization, and assembly processes. Its specific structure and connection relationship are as follows.

[0018] The upper suspension gasket 1 is formed by stamping high-strength steel plate, with a mounting hole at its center that matches the upper end of the suspended welded sleeve 2. The suspended welded sleeve 2 is a hollow tubular structure made of high-quality carbon structural steel or low-alloy high-strength steel, with a wall thickness of 5mm-6mm (5.75mm in one specific embodiment). Compared to the 3-4mm wall thickness of traditional suspended welded sleeves, this significantly improves its radial stiffness and shear resistance. After the upper end of the suspended welded sleeve 2 is inserted into the mounting hole of the upper suspension gasket 1, it is fixedly connected by a full-circle welding process. Full-circle welding refers to continuous welding on the contact circumference of the upper suspension gasket 1 and the suspended welded sleeve 2, forming a continuous weld. Compared to spot welding or intermittent welding, this welding method has the advantages of high connection strength, uniform stress distribution, and good sealing performance, effectively avoiding the risk of weld cracking under long-term alternating loads.

[0019] Furthermore, the end of the suspension welding sleeve 2 is provided with a 10° draft angle. The so-called draft angle refers to the slight taper formed between the outer wall surface of the end of the suspension welding sleeve 2 and the axial direction. The main considerations for setting this draft angle are as follows: On the one hand, during the vulcanization process, the end with the draft angle is conducive to the uniform flow and coverage of the suspension pad 3 material, avoiding defects such as air bubbles or insufficient filling; on the other hand, during vehicle assembly, the end of the suspension welding sleeve 2 and the suspension mounting point sleeve 10 on the side of the vehicle body form a conical surface fit. This fit can automatically center the system and ensure assembly accuracy. At the same time, under collision conditions, the conical surface fit can effectively transfer and disperse radial loads, reduce the relative displacement between the suspension welding sleeve 2 and the side sleeve 10 of the vehicle body, thereby reducing the risk of damage to the overall suspension structure.

[0020] The suspension pad 3 is made of natural rubber or synthetic rubber (such as neoprene rubber, EPDM rubber, etc.), possessing good elasticity and aging resistance. During the vulcanization process, the aforementioned welded components (i.e., the welded assembly of the upper suspension pad 1 and the suspension welded sleeve 2) and the suspension stamped outer plate 4 are first placed in the predetermined position of the vulcanization mold. Then, rubber material is injected, and vulcanization is carried out under specific temperature (usually 150℃-180℃), pressure (usually 10MPa-20MPa), and time (usually 5-15 minutes). After vulcanization, the suspension pad 3 firmly bonds the welded components and the suspension stamped outer plate 4 together, forming a vulcanized assembly.

[0021] During the vulcanization process, the suspension pad 3 not only acts as an elastic element to isolate vibration, but also covers the edge area of ​​the upper suspension pad 1, forming a rubber-edged structure. This rubber-edged structure has the following technical effects: first, it protects the metal edge of the upper suspension pad 1, preventing it from failing due to wear or corrosion during long-term use; second, it forms a component of the limiting structure inside the suspension assembly, which will be explained in detail later.

[0022] The outer suspension plate 4 is made of 5mm thick high-strength steel plate, which significantly improves tensile strength and impact resistance compared to the traditional 4mm thickness of the outer suspension plate. The outer suspension plate 4 has a bowl-shaped or cup-shaped structure, which forms a space to accommodate the welding components and the suspension pad 3. Multiple mounting holes are provided at its bottom for bolting connection with the second suspension left mounting plate 6 on the side of the frame.

[0023] The lower suspension shim 5 is an independent metal shim, typically made of stamped steel sheet, with a rust-proof surface treatment. The lower suspension shim 5 is not bonded to the assembly during vulcanization; rather, it is installed at the bottom of the suspension assembly during vehicle assembly at the OEM (Original Equipment Manufacturer), between the suspension assembly and the vehicle body. The main functions of the lower suspension shim 5 are: firstly, to adjust the installation height of the suspension assembly and compensate for manufacturing tolerances; and secondly, to provide a uniform bearing surface when bolts are tightened, preventing damage to the suspension pad 3 or the body sheet metal due to localized stress concentration.

[0024] The vehicle body mount assembly in this embodiment has a unique internal limiting structure. Specifically, the rubber edging of the upper mount pad 1 and the corresponding rubber area on the outer mount stamped plate 4 form a 9mm limiting gap in the Z-direction. Here, the Z-direction refers to the vehicle's height direction, i.e., the direction perpendicular to the ground.

[0025] The working principle of this limiting structure is as follows: Under normal driving conditions, the relative displacement between the vehicle body and the frame is small. A 9mm gap is maintained between the upper suspension pad 1 and the outer suspension stamped plate 4, preventing contact between them. The suspension pad 3 is within its elastic working range, effectively isolating vibrations and impacts from the frame. When the vehicle is driven under extreme conditions (such as off-road surfaces or high-impact surfaces) or in a collision, the relative displacement between the vehicle body and the frame increases. When the displacement reaches 9mm, the rubber edging of the upper suspension pad 1 contacts the rubber area on the outer suspension stamped plate 4 first, forming an elastic limit. At this time, the suspension assembly itself contacts the frame before other parts of the vehicle body (such as the floor, longitudinal beams, and side panels), thus limiting further displacement within a controllable range and preventing rigid collisions between other structural components of the vehicle body and the frame, effectively preventing abnormal noises, wear, and structural damage.

[0026] Compared to traditional solutions that rely on other parts of the vehicle body for limiting, this "self-limiting" design has significant technical advantages: First, the limiting position is precise and controllable, avoiding unpredictable interference; second, the limiting contact surface is rubber-rubber contact, which has a buffering and energy absorption effect, resulting in low impact noise; third, the limiting structure is integrated inside the suspension assembly, without adding external parts, resulting in a compact structure and low cost.

[0027] like Figure 3 As shown, the frame structure matching the aforementioned body mount assembly mainly includes the inner high-pressure beam body, the second mount left mounting plate 6, the second mount left mounting reinforcement plate 7, and the high-strength reinforcement plate 8. These components are formed into a closed ring structure through welding to provide sufficient strength and rigidity.

[0028] The inner high-pressure beam body is the core load-bearing component of the vehicle frame and is typically manufactured using an inner high-pressure forming process. Inner high-pressure forming is an advanced manufacturing technology that uses a liquid medium to apply high pressure inside a tube or sheet metal, causing it to undergo plastic deformation within a mold. Beam bodies formed using this process have advantages such as complex cross-sectional shapes, high dimensional accuracy, high material utilization, and good strength. In this embodiment, the inner high-pressure beam body has a pre-reserved interface structure at the corresponding position of the suspension mounting point for welding with the second suspension left mounting plate 6.

[0029] The cavity structure of the second left mounting plate 6 and the second left mounting reinforcing plate 7: Both the second left mounting plate 6 and the second left mounting reinforcing plate 7 are made of hot-formed steel plates. The hot-forming process involves heating the steel plate to its austenitizing temperature (typically 900℃-950℃), then rapidly forming it in a mold and quenching it to obtain an ultra-high-strength martensitic structure. The tensile strength of the hot-formed steel plate can reach over 1500MPa, which is 2-3 times that of ordinary high-strength steel plates.

[0030] The second left mounting plate 6 and the second left mounting reinforcement plate 7 interlock to form a large cavity structure. "Interlocking" refers to the two plates overlapping and fitting tightly at their edges, forming a closed or semi-closed cavity. Compared to single-layer plate structures, this cavity structure has a higher moment of inertia and greater bending and torsional stiffness. After interlocking, the two plates are fixedly connected by welding to form a single integral component. Welding, specifically CO2 gas shielded welding or argon arc welding, offers advantages such as high weld quality, a small heat-affected zone, and minimal deformation.

[0031] The cavity structure is further connected to the inner high-pressure beam body by welding to form a closed ring connection structure. The term "closed ring" refers to the continuous, closed weld seam formed at the connection point between the cavity structure and the inner high-pressure beam body, making the cavity structure an organic extension of the beam body, and together they form a complete load-bearing ring. This design can evenly distribute the load borne by the suspension mounting point onto the beam body, avoiding stress concentration and significantly improving collision safety performance.

[0032] The high-strength reinforcing plate 8 is further added to the inner surface of the second left mounting plate 6. This reinforcing plate is also made of high-strength steel (such as duplex DP780 or hot-formed steel), and its shape matches the contour of the inner surface of the second left mounting plate 6. It is fixedly connected to the second left mounting plate 6 by spot welding or welding. The addition of the high-strength reinforcing plate 8 is equivalent to adding local reinforcement to the original cavity structure, further improving the structural rigidity of the mounting point area. Under collision conditions, this reinforcing plate can effectively resist the impact load transmitted by the mounting assembly, preventing plastic deformation or tearing of the mounting plate and ensuring the installation reliability of the mounting system.

[0033] like Figure 4 As shown, the vehicle body mount assembly is fixedly connected to the second mount left mounting plate 6 of the frame by four M10 bolts. Specifically, the bottom of the mount stamped outer plate 4 is provided with four mounting holes, and the second mount left mounting plate 6 is provided with four corresponding threaded holes or welded nuts. The M10 bolts pass through the mounting holes of the mount stamped outer plate 4 and are screwed into the threaded holes of the second mount left mounting plate 6, and are tightened to the specified torque (usually 45Nm-55Nm).

[0034] Compared to the traditional suspension assembly design with only 2-3 mounting points, this embodiment uses four mounting points. Its technical advantages are: first, it increases the connection stiffness and reduces the relative displacement between the suspension assembly and the vehicle frame; second, it improves the redundancy of the connection, so that even if individual bolts loosen or fail under extreme conditions, the remaining bolts can still maintain the basic connection function, thus improving the reliability of the system; and third, the load distribution is more uniform, reducing the stress on individual bolts and extending the fatigue life of the bolts.

[0035] Regarding the connection between the suspension assembly and the vehicle body, this embodiment employs a design completely different from existing technologies. In existing technologies, the connection between the suspension assembly and the vehicle body typically uses M12 long bolts with a mechanical grade of 10.9, and the installation direction is from top to bottom. This installation method has the following problems: First, when the long bolt is installed from top to bottom, the bolt head is located inside the vehicle body. Under collision conditions, the bolt shank bears a large tensile and shear load, which can easily lead to breakage at the root of the thread or at the shank. Second, when installed from top to bottom, the tightening space of the bolt is limited, which is not conducive to assembly efficiency and torque control.

[0036] To address the aforementioned issues, this embodiment employs M14 bolts 11 to securely connect the suspension assembly to the vehicle body, with the bolt installed from bottom to top. Compared to M12 bolts, M14 bolts have a larger nominal diameter, a larger effective cross-sectional area, and correspondingly improved tensile and shear strength. The mechanical grade is 10.9, indicating a tensile strength of not less than 1000 MPa and a yield strength ratio of 0.9. The bottom-up installation method offers the following advantages: First, with the bolt head located on the frame side and the nut or threaded hole on the body side, the bolt shank primarily bears tensile loads under collision conditions, with smaller shear loads, reducing the risk of breakage. Second, bottom-up installation provides more open assembly space, facilitating precise tightening with a torque wrench and ensuring assembly quality. Third, during maintenance or replacement, the suspension assembly can be removed from below the frame without disassembling internal body trim, improving maintenance convenience.

[0037] In addition, the 10° draft angle set at the end of the suspension welding sleeve 2 forms a conical surface fit with the suspension mounting point sleeve 10 on the side of the vehicle body. During assembly, it has an automatic centering and guiding function, ensuring the coaxiality of the suspension assembly and the mounting point on the side of the vehicle body, and avoiding additional stress on the suspension pad 3 due to assembly eccentricity.

[0038] During the vehicle assembly process, the various components on the frame side (second suspension left mounting plate 6, second suspension left mounting reinforcement plate 7, high-strength reinforcement plate 8) are first welded to the inner high-pressure beam body to form a complete frame assembly. Then, the body suspension assembly is pre-installed onto the second suspension left mounting plate 6 of the frame using four M10 bolts and tightened to the specified torque. Next, the body is hoisted above the frame, aligning the conical surfaces of the body-side suspension mounting point sleeve 10 and the suspension welding sleeve 2. Finally, an M14 bolt 11 is inserted from below the frame, passing sequentially through the suspension welding sleeve 2 and the body-side sleeve 10, and screwed and tightened with the internal threaded parts on the body side.

[0039] During normal vehicle operation, the suspension assembly functions as a vibration damper. Road surface excitation and engine vibration from the chassis are absorbed and attenuated by the elastic deformation of the suspension pads 3, significantly reducing the vibration transmitted to the vehicle body and ensuring ride comfort. When the vehicle is traveling on off-road terrain or encounters a large impact, a significant relative displacement occurs between the vehicle body and the chassis. When the relative displacement in the Z direction reaches 9mm, the rubber edging of the upper suspension pad 1 contacts the rubber area on the outer suspension stamped plate 4, forming an elastic limit to prevent further displacement and thus protecting components such as the chassis floor, fenders, and doors from rigid collisions with the chassis.

[0040] In the event of a frontal or offset collision, the massive impact load is transferred to the suspension assembly through the vehicle body. At this point, the 5.75mm thick welded suspension sleeve 2 and the 5mm thick stamped outer suspension plate 4 provide sufficient structural strength to resist deformation. The 10° draft angle at the end of the welded suspension sleeve 2, in conjunction with the tapered surface of the side sleeve 10, effectively guides load transfer, reducing shear deformation of the suspension assembly. The bottom-up installation of the M14 bolts 11 ensures they primarily bear tensile loads rather than shear loads during a collision, reducing the risk of bolt breakage. Simultaneously, the closed cavity structure formed by the second left suspension mounting plate 6 and the second left suspension reinforcing plate 7 on the frame side, along with the local reinforcement of the high-strength reinforcing plate 8, ensures that the suspension mounting points do not undergo plastic deformation or tearing. This allows the suspension assembly to effectively transfer the load to the frame, ensuring the orderly absorption of collision energy and the integrity of the transmission path, thereby protecting the survival space of the passenger compartment.

[0041] Through the above structural design and assembly process, the present invention has achieved the following beneficial effects compared with the prior art: Improved strength of the suspension assembly: The thickness of the suspension welding sleeve 2 is increased to 5.75mm, the thickness of the suspension stamped outer plate 4 is increased to 5mm, and the number of mounting points is increased from 2-3 to 4, which significantly improves the structural strength of the suspension assembly when subjected to off-road impact and collision load, and meets the requirements of collision safety strength target value of less than 315MPa and fatigue stress of less than 0.1MPa.

[0042] The limiting function is perfect: by forming a 9mm limiting gap in the Z direction between the edge rubber of the upper pad 1 and the rubber area on the outer stamped plate 4 of the suspension, the internal self-limiting of the suspension assembly is realized, ensuring that the suspension contacts the frame before other parts of the vehicle body under harsh working conditions, avoiding unpredictable collisions, abnormal noises and wear.

[0043] Improved radial stiffness and collision safety: The 10° draft angle at the end of the suspension welding sleeve 2 matches the tapered surface of the body side sleeve 10, effectively reducing the relative displacement between the body and the frame during a collision and lowering the risk of damage to the suspension assembly. The bottom-up installation method of the M14 bolts effectively prevents bolt breakage during a collision, improving the reliability of the suspension system.

[0044] Enhanced frame mounting point strength: A large cavity structure formed by welding two hot-formed plates together forms a closed ring structure with the inner high-pressure beam body. High-strength reinforcing plates are added to the inner surface of the mounting plate, which greatly improves the structural rigidity and collision safety factor of the suspension mounting point, ensuring the installation reliability of the suspension assembly under extreme working conditions.

[0045] In summary, this invention provides a novel frame structure and body suspension assembly design method that is compact, high-strength, reliable in positioning, and easy to assemble. It is applicable to various off-road vehicles and vehicles with high requirements for the strength of the frame and suspension system, and has broad application prospects.

[0046] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural modifications made based on the inventive concept of the present invention and the description and drawings, or direct / indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A vehicle frame structure, characterized in that, include: The main body of the internal high-pressure beam; The second suspension left mounting plate is a thermoformed plate; The second suspension left mounting reinforcement plate is a thermoformed plate. The second suspension left mounting plate and the second suspension left mounting reinforcement plate are interlocked and fixedly connected by welding to form a large cavity structure. The large cavity structure and the inner high-pressure beam body are connected by welding to form a closed ring connection structure. as well as A high-strength reinforcing plate is disposed on the inner surface of the second suspension left mounting plate.

2. The frame structure according to claim 1, characterized in that, The high-strength reinforcing plate is made of duplex steel or hot-formed steel.

3. A vehicle body mounting assembly, applied to the frame structure as described in claim 1 or 2, characterized in that, include: Suspension pad; A suspension welding sleeve is provided, wherein the upper suspension gasket and the upper end of the suspension welding sleeve are fixedly connected by full-circle welding to form a welding assembly; Suspended stamped outer panel; The suspension pad is vulcanized to connect the welded assembly to the suspension stamped outer plate, forming a vulcanized assembly; and A lower suspension gasket is disposed at the bottom of the vulcanized assembly.

4. The vehicle body mounting assembly according to claim 3, characterized in that, The body mount assembly is fixedly connected to the vehicle frame by four bolts.

5. The vehicle body mount assembly according to claim 3, characterized in that, The vehicle body mount assembly is fixedly connected to the mount mounting point sleeve on the side of the vehicle body by bolts, and the bolts are installed from bottom to top.

6. The vehicle body mount assembly according to claim 3, characterized in that, The suspension pad is made of natural rubber, neoprene rubber, or EPDM rubber.

7. The vehicle body mounting assembly according to claim 3, characterized in that, The thickness of the suspended welding sleeve is between 5mm and 6mm, and its end is provided with a draft angle of 5° to 15°.

8. The vehicle body mounting assembly according to claim 3, characterized in that, The edge rubber of the upper suspension pad and the corresponding rubber area of ​​the outer suspension stamping plate form a limiting gap of 5mm-15mm in the Z direction.

9. A method for manufacturing a novel vehicle frame structure and body suspension assembly, characterized in that, Includes the following steps: The first step is to fix the upper suspension gasket to the upper end of the suspension welding sleeve by welding the entire circle to form a welding assembly; The second step is to vulcanize the suspension pad, the suspension stamped outer plate, and the welding components together to form a vulcanized assembly through a vulcanization process. The third step is to assemble the lower suspension pad onto the bottom of the vulcanized assembly to form the vehicle body suspension assembly. Fourth step: On the frame side, the second left mounting plate and the second left mounting reinforcement plate are interlocked and fixedly connected by welding to form a large cavity structure. Then, the large cavity structure is welded to the inner high-pressure beam body to form a closed ring structure, and a high-strength reinforcement plate is added to the inner surface of the second left mounting plate. Fifth step: Mount the vehicle body mount assembly to the second left mount plate of the vehicle frame using four bolts; and The sixth step is to securely connect the vehicle body to the vehicle suspension assembly from bottom to top using bolts.

10. The manufacturing method according to claim 9, characterized in that, The edge rubber of the upper suspension pad and the corresponding rubber area of ​​the outer suspension stamping plate form a limiting gap in the Z direction, so that when the relative displacement in the Z direction reaches a certain value during vehicle operation, the edge rubber of the upper suspension pad and the rubber area on the outer suspension stamping plate form an elastic limiting contact.

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