A sub-frame mechanism for a multi-form differential, a vehicle and a manufacturing method thereof

Abstract

The present application belongs to the technical field of subframe, and particularly, the present application relates to a subframe mechanism suitable for multiple forms of differential, a vehicle and a manufacturing method thereof; the subframe mechanism suitable for multiple forms of differential comprises a front beam and a rear beam, a longitudinal beam is connected between the front beam and the rear beam, a differential mounting adaptive structure is arranged on the front beam and the rear beam, and a differential fixing structure is arranged on the differential mounting adaptive structure; the installation positions of first and second fixed sleeves are flexibly adjusted within the range of first and second reserved planes to adapt to the installation of different differentials; the present application further provides a vehicle comprising the subframe mechanism suitable for multiple forms of differential; and the present application further provides a manufacturing method for the subframe mechanism suitable for multiple forms of differential, which is convenient for operators to understand and use.

Description

Technical Field

[0001] This invention belongs to the field of subframe technology. Specifically, this invention relates to a subframe mechanism adapted to multiple types of differentials and its manufacturing method. Background Technology

[0002] With the development of automotive chassis platforms, the same subframe needs to accommodate various models of differentials with different mounting points, placing higher demands on the versatility of the subframe. In existing technology, the mounting holes of the differential on the subframe are fixed. If different specifications of differentials need to be accommodated, new structural designs need to be developed for different differential mounting points. Corresponding molds need to be developed, and the tooling of welding fixtures also needs to be adjusted accordingly, increasing manufacturing costs and causing the overall vehicle cost to rise accordingly.

[0003] Therefore, there is an urgent need for a subframe mechanism that can be compatible with various types of differentials. Summary of the Invention

[0004] This invention is made to solve the above-mentioned problems, and aims to provide a subframe mechanism, vehicle, and manufacturing method adapted to various types of differentials. It can set reasonable fixing points on the subframe according to different models of differentials. To achieve the above objective, the technical solution adopted by this invention is as follows: a subframe mechanism adapted to various types of differentials, including a front subframe crossbeam and a rear subframe crossbeam, with a longitudinal beam connecting the front and rear subframe crossbeams. Differential mounting adapter structures are provided on the front and rear subframe crossbeams, and differential fixing structures are provided on the differential mounting adapter structures.

[0005] The differential mounting adapter structure includes a first reserved plane and a second reserved plane. The subframe front crossbeam includes a front crossbeam body and a rear crossbeam body, which are fixedly connected. The first reserved plane is set on the front crossbeam body. The subframe rear crossbeam includes a rear crossbeam body and a rear crossbeam body, and the second reserved plane is set on the rear crossbeam body. The front crossbeam body, the rear crossbeam body, the rear crossbeam body, and the rear crossbeam body are all integrally stamped structures.

[0006] The differential fixing structure includes a first fixing sleeve, which is disposed on a first reserved plane, and a second fixing sleeve is disposed on a second reserved plane. A first differential bushing is disposed inside the first fixing sleeve, and a second differential bushing is disposed inside the second fixing sleeve. The mounting position of the differential is fixed through and fixed in the inner holes of the first and second differential bushings.

[0007] The front crossbeam of the subframe is equipped with a right rear lower control arm bracket and a left rear lower control arm bracket, and the rear crossbeam of the subframe is equipped with a right rear upper control arm bracket and a left rear upper control arm bracket.

[0008] The front crossbeam of the subframe is provided with first shock-absorbing bushings at both ends, and the rear crossbeam of the subframe is provided with second shock-absorbing bushings at both ends.

[0009] The right rear lower control arm bracket, left rear lower control arm bracket, right rear upper control arm bracket and left rear upper control arm bracket all include a front plate and a rear plate, and one end of the front plate and one end of the rear plate are connected.

[0010] The front and rear panels have an L-shaped structure.

[0011] The first reserved plane and the second reserved plane are U-shaped planes.

[0012] The front section and the rear section of the front crossbeam form the first energy-absorbing cavity.

[0013] The front and rear sections of the rear crossbeam form a second energy-absorbing cavity.

[0014] The first differential bushing is press-fitted into the first fixed sleeve.

[0015] The second differential bushing is press-fitted into the second fixed sleeve.

[0016] The subframe front crossbeam has a recessed surface.

[0017] The front crossbeam, the rear crossbeam, the front rear crossbeam, and the rear rear crossbeam are all square open structures.

[0018] The openings of the front crossbeam and the rear crossbeam are connected by carbon dioxide gas shielded welding.

[0019] The openings of the front section of the rear crossbeam and the rear section of the rear crossbeam are connected by carbon dioxide gas shielded welding.

[0020] A vehicle includes: a subframe mechanism adapted to a multi-type differential.

[0021] A method for manufacturing a subframe mechanism adaptable to multiple types of differentials includes the following steps:

[0022] Step 101: Stamp the front crossbeam front piece, the front crossbeam rear piece, the rear crossbeam front piece, and the rear crossbeam rear piece separately; during the stamping process, stamp the first reserved plane in a Z-shape on the front crossbeam front piece, and stamp the second reserved plane in a Z-shape on the rear crossbeam front piece; weld the front crossbeam front piece and the front crossbeam rear piece together to obtain the subframe front crossbeam; weld the rear crossbeam front piece and the rear crossbeam rear piece together to obtain the subframe rear crossbeam.

[0023] Step 102: Stamp and form the front plate of the right rear lower control arm bracket, the rear plate of the right rear lower control arm bracket, the front plate of the left rear lower control arm bracket, the rear plate of the left rear lower control arm bracket, the front plate of the right rear upper control arm bracket, the rear plate of the right rear upper control arm bracket, the front plate of the left rear upper control arm bracket, and the rear plate of the left rear upper control arm bracket respectively. Weld one end of the front plate and one end of the rear plate of each bracket together to obtain the right rear lower control arm bracket, the left rear lower control arm bracket, the right rear upper control arm bracket, and the left rear upper control arm bracket respectively.

[0024] Step 103: Based on the installation point of the target differential, select a punching position on the first reserved plane of the front crossbeam of the subframe and weld the first fixing sleeve to the punching position; at the same time, select a punching position on the second reserved plane of the rear crossbeam of the subframe and weld the second fixing sleeve to the punching position.

[0025] Step 104: Weld the right rear lower control arm bracket and the left rear lower control arm bracket to the front crossbeam of the subframe respectively; weld the right rear upper control arm bracket and the left rear upper control arm bracket to the rear crossbeam of the subframe respectively.

[0026] Step 105: Fix the front crossbeam and rear crossbeam of the subframe to the longitudinal beams respectively to form the subframe frame;

[0027] Step 106: Press the first differential bushing into the first fixed sleeve, press the second differential bushing into the second fixed sleeve, insert the differential mounting position into the first differential bushing and the second differential bushing, and connect them with bolts.

[0028] Step 107: Press the first shock absorber bushing onto both ends of the front crossbeam of the subframe, and press the second shock absorber bushing onto both ends of the rear crossbeam of the subframe.

[0029] The technical advantages of this invention are as follows: a closed load-bearing frame is formed by the front crossbeam, rear crossbeam, and longitudinal beams of the subframe. The differential mounting adapter structure is provided with a first reserved plane and a second reserved plane, which overcomes the disadvantage of the traditional fixed mounting point of the differential on the subframe and its poor versatility.

[0030] It enables compatible installation of differentials of various specifications and forms, reducing vehicle modification costs and R&D cycles.

[0031] The installation positions of the first and second fixed sleeves can be flexibly adjusted within the range of the first and second reserved planes to adapt to the installation of different differentials.

[0032] The first differential bushing and the second differential bushing are press-fitted into the corresponding sleeves to form a flexible suspension mounting structure, which effectively buffers transmission vibration and road impact, and improves the NVH performance of the whole vehicle.

[0033] The front crossbeam of the subframe is equipped with the right rear lower control arm bracket and the left rear lower control arm bracket, while the rear crossbeam of the subframe is equipped with the right rear upper control arm bracket and the left rear upper control arm bracket. Each control arm bracket is formed by interlocking and welding L-shaped front and rear plates, resulting in high structural strength and stable load transmission, which can effectively ensure the suspension handling accuracy.

[0034] The first and second reserved planes, arranged in a zigzag shape, work in conjunction with the first and second energy-absorbing cavities to improve the bending and torsional resistance of the crossbeam, providing a good buffering and energy-absorbing effect and further optimizing the vibration reduction effect.

[0035] It has a compact overall structure, strong versatility, and high reliability, making it a valuable platform for promotion. Attached Figure Description

[0036] This manual includes the following figures, which illustrate the following:

[0037] Figure 1 This is an overall structural diagram of a subframe mechanism adapted to multiple types of differentials according to the present invention;

[0038] Figure 2 This is a schematic diagram of the connection between a subframe mechanism adapted to multiple types of differentials and the differential according to the present invention;

[0039] Figure 3 This is a schematic diagram of the subframe front crossbeam structure of a subframe mechanism adapted to multiple types of differentials according to the present invention;

[0040] Figure 4 This is the present invention. Figure 3 Enlarged view of point A in the middle;

[0041] Figure 5 This is a schematic diagram of the subframe rear crossbeam structure of a subframe mechanism adapted to multiple types of differentials according to the present invention;

[0042] Figure 6 This is the present invention. Figure 5 Enlarged view of point B in the middle;

[0043] Figure 7 This is a schematic diagram of the connection between the front and rear plates of a subframe mechanism adapted to multiple types of differentials according to the present invention.

[0044] The diagram is marked as follows:

[0045] 1. Front crossbeam of the subframe;

[0046] 101. Front crossbeam front section;

[0047] 102. Front crossbeam and rear body;

[0048] 103. First shock absorber bushing;

[0049] 2. Rear crossbeam of the subframe;

[0050] 201. Rear crossbeam front section;

[0051] 202. Rear crossbeam rear section;

[0052] 203. Second shock absorber bushing;

[0053] 3. Longitudinal beams;

[0054] 4. Differential mounting adapter structure;

[0055] 401. First reserved plane;

[0056] 402. Second reserved plane;

[0057] 5. Differential mounting structure;

[0058] 501. First fixed sleeve;

[0059] 502. Second fixed sleeve;

[0060] 503. First differential bushing;

[0061] 504. Second differential bushing;

[0062] 6. Right rear lower control arm bracket;

[0063] 601. Left rear lower control arm bracket;

[0064] 602. Right rear upper control arm bracket;

[0065] 603. Left rear upper control arm bracket;

[0066] 604, front panel;

[0067] 605. Rear panel;

[0068] 7. First energy-absorbing chamber;

[0069] 701. Second energy-absorbing chamber;

[0070] 8. Sunken surface. Detailed Implementation

[0071] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention, and to facilitate its implementation.

[0072] like Figures 1-7 As shown, a subframe mechanism for adapting to multiple types of differentials includes a front subframe crossbeam 1 and a rear subframe crossbeam 2, with a longitudinal beam 3 connecting the front subframe crossbeam 1 and the rear subframe crossbeam 2. Differential mounting adapter structures 4 are provided on the front subframe crossbeam 1 and the rear subframe crossbeam 2, and differential fixing structures 5 are provided on the differential mounting adapter structures 4.

[0073] This subframe mechanism, adaptable to various types of differentials, can accommodate traditional mechanical differentials, electronically controlled limited-slip differentials, hybrid integrated reducers, and pure electric four-wheel drive integrated differentials, completely solving the problems of traditional subframes, such as simple structure, poor adaptability, high modification costs, long R&D cycles, insufficient mass production versatility, poor chassis NVH performance, and weak durability and reliability. It constructs a high-performance, high-durability, and low-cost automotive chassis subframe assembly that is adaptable to all operating conditions and platforms, fully meeting the chassis requirements of passenger cars, light SUVs, hybrid vehicles, and new energy four-wheel drive vehicles, possessing extremely high engineering promotion and industrialization value.

[0074] The subframe front crossbeam 1, subframe rear crossbeam 2, and longitudinal beam 3 are interconnected to form an integrated closed subframe load-bearing frame. Two longitudinal beams 3 are symmetrically arranged on the left and right sides between the subframe front crossbeam 1 and the subframe rear crossbeam 2. The longitudinal beam 3 is a box-shaped closed section sheet metal part, and the two ends of the longitudinal beam 3 are welded and fixed to the subframe front crossbeam 1 and the subframe rear crossbeam 2, respectively.

[0075] The front crossbeam 1 and the rear crossbeam 2 of the subframe bear the differential installation load and the impact load transmitted by the chassis suspension. The longitudinal beam 3 provides a transverse connection and strengthens the connection between the front crossbeam 1 and the rear crossbeam 2 of the subframe, and can transmit forces to ensure the overall structural rigidity of the subframe.

[0076] By integrating differential mounting adapter structures 4 on the front crossbeam 1 and rear crossbeam 2 of the subframe, the limitations of fixed mounting points and lack of universality of traditional subframe differentials are overcome, enabling the system to adapt and be compatible with differentials of multiple models and specifications, thus achieving platform-based design.

[0077] Under the current trend of platformization, modularization, lightweighting, and cost reduction in the automotive industry, major OEMs are implementing a development strategy of one platform for multiple models and one chassis for multiple powertrains. The same chassis platform needs to be compatible with various powertrain forms such as gasoline, hybrid, plug-in hybrid, and pure electric four-wheel drive. The corresponding differential and reduction gear assemblies have significant differences in key parameters such as external dimensions, housing weight, mounting lug position, mounting hole spacing, mounting angle, and center of gravity height. Traditional subframes are custom-designed structures with mounting points, sheet metal surfaces, and clearance space all designed for a single differential. Once the powertrain model is updated, the subframe sheet metal molds, welding fixtures, and testing tools must be redeveloped. CAE strength simulation, bench durability testing, and vehicle calibration verification must be carried out simultaneously. The overall modification and development cycle can take 6-12 months, increasing the R&D investment and model iteration costs for automakers.

[0078] By reserving a large area of ​​adjustable mounting base, it achieves flexible adaptation without mold modification, structural alteration, or tooling replacement. It is compatible with the vast majority of passenger car differential and reducer assemblies on the market, truly enabling one chassis to adapt to multiple powertrain models across all platforms. This greatly improves the modularity of the chassis, reduces the platform development costs for automakers, and accelerates the pace of new model iteration and launch.

[0079] By setting a differential fixing structure 5 on the differential mounting adapter structure 4, stable and adjustable mounting support points can be provided for different types of differentials, ensuring that the differential is firmly installed and the force is evenly distributed. This effectively reduces the development cost and development cycle of the subframe, and improves the chassis assembly versatility and the overall vehicle NVH performance.

[0080] The differential mounting structure and its adapter structure form a modular, interconnected system. The mounting points are flexibly adjustable, the support strength is matchable, and the vibration damping effect is adaptable. Optimal mounting and support solutions can be matched for heavy-duty hybrid reducers, high-torque mechanical differentials, and lightweight electric drive differentials. The mounting points can be precisely adjusted according to the center of gravity, torque output characteristics, and housing stress characteristics of different differentials, achieving balanced force distribution and stable support across the entire differential range. This completely solves problems such as housing cracking and chassis noise caused by differential misalignment and uneven stress.

[0081] Meanwhile, the modular and adjustable structure reduces the types of subframe parts, simplifies material control on the production line, reduces investment in tooling fixtures and testing equipment, lowers mass production and after-sales maintenance costs, and the standardized assembly process can significantly improve mass production consistency, reduce vehicle defect rate, and enhance product market competitiveness.

[0082] The differential mounting adapter structure 4 includes a first reserved plane 401 and a second reserved plane 402. The subframe front crossbeam 1 includes a front crossbeam front piece 101 and a front crossbeam rear piece 102, which are fixedly connected. The first reserved plane 401 is set on the front crossbeam front piece 101. The subframe rear crossbeam 2 includes a rear crossbeam front piece 201 and a rear crossbeam rear piece 202, and the second reserved plane 402 is set on the rear crossbeam front piece 201. The front crossbeam front piece 101, the front crossbeam rear piece 102, the rear crossbeam front piece 201, and the rear crossbeam rear piece 202 are all integrally stamped structures.

[0083] The differential mounting adapter structure 4 consists of a first reserved plane 401 and a second reserved plane 402. The subframe front crossbeam 1 adopts a split-type combined structure, which is fixedly connected to the front crossbeam body 101 and the rear crossbeam body 102 by welding to form an integral structure, replacing the traditional one-piece tube beam structure. The structure is simple to form, has high forming accuracy and uniform structural rigidity. The first reserved plane 401 is integrally stamped on the surface of the front crossbeam body 101. The subframe rear crossbeam 2 also adopts a split-welded structure, which is fixedly connected to the rear crossbeam body 201 and the rear crossbeam body 202 by interlocking welding to form an integral load-bearing crossbeam. The second reserved plane 402 is integrally stamped on the surface of the rear crossbeam body 201.

[0084] Traditional integrated round tube crossbeams have an arc-shaped curved surface structure, which cannot be stamped to form a flat installation reference surface. The differential can only be fixed by local welding of bosses. Not only is the installation adjustable margin zero, but the welding positioning accuracy is poor and the perpendicularity is difficult to guarantee, which can easily cause the bushing to be subjected to eccentric stress and premature aging failure.

[0085] The integral tube beam has large bending and forming errors, poor wall thickness uniformity, and weak local stiffness, making it prone to deformation and collapse under long-term stress. The split stamped and welded crossbeam adopted in this invention, with the front crossbeam front piece 101, the front crossbeam rear piece 102, the rear crossbeam front piece 201, and the rear crossbeam rear piece 202 all integrally stamped using high-precision molds, has dimensional accuracy errors controlled within ±0.5mm, and extremely high surface flatness, with no warping, deformation, or splicing gaps.

[0086] The first reserved plane 401 and the second reserved plane 402 are integral sheet metal stamping structures, without secondary processing or subsequent splicing. The structure has extremely strong integrity and will not have problems such as plane warping or point offset after long-term stress. It provides a high-precision and high-stability installation benchmark for the differential fixing structure.

[0087] The split structure offers a high degree of design freedom, allowing for the integral molding of complex avoidance surfaces, reinforced structures, and large-area installation planes. This breaks through the limitations of traditional tube beam structures. At the same time, the stamping process is mature, with high production efficiency and good batch consistency, making it suitable for large-scale mass production needs.

[0088] Based on the large, continuous, flat mounting base of the first reserved plane 401 and the second reserved plane 402, the punching position and fixing point can be freely adjusted within the reserved plane range according to the differences in mounting hole positions, mounting spacing and mounting coordinates of different models of differentials, without the need to modify the main structure and stamping mold of the subframe front crossbeam 1 and the subframe rear crossbeam 2.

[0089] Both the first reserved plane 401 and the second reserved plane 402 have a large adjustable redundancy. The front and rear reserved planes can achieve a wide range of point adjustments of ±30mm in the lateral direction and ±25mm in the longitudinal direction, which fully covers the differential installation parameter range of all types of vehicles such as family cars, sports cars, compact SUVs and mid-size SUVs.

[0090] Whether it's the narrow hole spacing installation parameters of traditional mechanical differentials, the wide spacing and large size installation parameters of hybrid reducers, or the eccentric installation coordinates of new energy electric drive differentials, they can all be precisely adapted within the reserved plane range without any modification to the main sheet metal structure of the crossbeam, stamping dies, welding fixtures, or inspection equipment.

[0091] During vehicle model modification, powertrain upgrade, and configuration iteration, adaptation can be completed simply by adjusting the punching and welding positions, eliminating the need for lengthy structural simulation, mold modification, and sample verification processes. This reduces the vehicle model modification cycle from several months to several weeks, greatly improving the R&D efficiency of automakers.

[0092] The structural form of welding the front crossbeam 101 and the rear crossbeam 102 separately, and welding the front crossbeam 201 and the rear crossbeam 202 separately, ensures the overall structural strength of the crossbeam.

[0093] Two plates are interlocked and welded together to form a closed box-shaped cross-section structure. Compared with traditional single-layer plate beams and ordinary circular tube beams, the cross-sectional moment of inertia, bending strength, and torsional strength are significantly improved. This achieves higher structural strength with the same plate thickness and allows for thinner and lighter plates while maintaining the same strength requirements, perfectly balancing the dual design needs of high strength and lightweight chassis. It can effectively withstand combined loads under extreme conditions such as extreme vehicle steering, high-speed bump crossings, rough off-road driving, and emergency braking.

[0094] By utilizing the adjustable characteristics of the large-area reserved first reserved plane 401 and the second reserved plane 402, the installation of differentials of different specifications can be adapted, which effectively solves the technical defects of traditional subframe differentials, such as fixed installation points, poor versatility, high modification and development costs, and long development cycles, and improves the platform-based versatility of the subframe.

[0095] It solves the long-standing pain point of customized subframes in the industry, realizes the standardization, platformization and modularization of chassis subframe design, significantly improves the commonality rate of parts, reduces the types of parts that automakers keep in reserve, and reduces warehousing management costs, production line transformation costs and mold development costs.

[0096] Meanwhile, in the stages of new project initiation, scheme benchmarking, and prototype manufacturing, multiple versions of differential adapter prototypes can be quickly produced by adjusting the installation points, and bench tests and vehicle calibration can be carried out quickly, which greatly shortens the chassis structure iteration verification cycle and improves the success rate of new project development.

[0097] The differential fixing structure 5 includes a first fixing sleeve 501, which is disposed on a first reserved plane 401, and a second fixing sleeve 502 is disposed on a second reserved plane 402. A first differential bushing 503 is disposed inside the first fixing sleeve 501, and a second differential bushing 504 is disposed inside the second fixing sleeve 502. The mounting position of the differential is fixed in the inner hole of the first differential bushing 503 and the second differential bushing 504.

[0098] The differential mounting structure 5 consists of a first mounting sleeve 501, a second mounting sleeve 502, a first differential bushing 503, and a second differential bushing 504. Holes can be punched at any position on the first reserved plane 401 and the second reserved plane 402 to provide mounting positions for the first mounting sleeve 501 and the second mounting sleeve 502. The optimal assembly point can be flexibly selected according to the mounting hole spacing, mounting coordinates, and housing size of different specifications of differentials, realizing a modular and adjustable design of the mounting position.

[0099] The first fixed sleeve 501 and the first reserved plane 401 are connected by full penetration welding, and the second fixed sleeve 502 and the second reserved plane 402 are connected by full penetration welding. The strength of the welded joint is higher than that of the sheet metal body, and it can withstand the differential alternating torque and impact load for a long time without the weld cracking or falling off failure problem.

[0100] The welding and punching positions of the first fixed sleeve 501 and the second fixed sleeve 502 can be intelligently optimized based on the differential's center of gravity, force direction, and motion envelope. This effectively avoids motion interference areas of the differential housing, half-shafts, connecting rods, wiring harnesses, and pipelines, while optimizing the force-bearing points to ensure balanced force distribution across the differential and prevent uneven wear. The modular adjustable design is compatible with all differential sizes; adaptation can be achieved simply by adjusting the installation position, reducing aftermarket parts inventory costs.

[0101] The first fixed sleeve 501 and the second fixed sleeve 502 are set in pairs, so that the positions of the first fixed sleeve 501 and the second fixed sleeve 502 can be flexibly adjusted according to different differential installation requirements, effectively solving the defects of traditional subframe differential mounting hole positions, only being able to adapt to a single model of differential, and poor platform versatility.

[0102] The first fixed sleeve 501 and the second fixed sleeve 502, arranged in pairs symmetrically, form a dual-support parallel system, ensuring that the differential is subjected to completely symmetrical and balanced forces on the left and right sides and front and rear, avoiding the additional bending moment and shear stress caused by single-point support and asymmetrical support, and preventing cracking, deformation, oil leakage and other failures caused by long-term uneven load on the differential housing. The adjustable mounting points can be adapted to differential assemblies of different lengths and spans, and are compatible with the powertrain layout requirements of short-wheelbase cars and long-wheelbase SUVs, greatly expanding the platform's adaptability.

[0103] The first differential bushing 503 and the second differential bushing 504 are respectively assembled inside the first fixed sleeve 501 and the second fixed sleeve 502. The differential is locked and fixed to the first differential bushing 503 and the second differential bushing 504 by bolts, so that the flexible suspension is assembled between the front crossbeam 1 of the subframe and the rear crossbeam 2 of the subframe, so that the differential is in a floating flexible support state, which not only ensures the overall positioning accuracy of the assembly structure, but also retains a reasonable elastic buffer margin.

[0104] A rigid fixing scheme will cause differential vibration to be transmitted to the subframe and body, causing problems such as roaring, shaking and abnormal noise inside the vehicle. By forming a flexible isolation layer through the elastic body of the first differential bushing 503 and the second differential bushing 504, while ensuring the handling precision, a reasonable elastic deformation margin is reserved. This can adaptively compensate for the assembly error of the transmission system, the slight deformation of the frame, and the impact displacement of the road surface, effectively eliminating the additional stress of the half shaft and the wear of the universal joint, improving the service life of the transmission system, and optimizing the overall vehicle quietness and driving quality in all aspects.

[0105] The first fixed sleeve 501 and the second fixed sleeve 502 bear the assembly load of the first differential bushing 503 and the second differential bushing 504 with the differential. The first fixed sleeve 501 and the second fixed sleeve 502 adopt a closed tubular structure with a large bearing area and excellent bending and torsional resistance. They can form an all-round rigid constraint on the outer ring of the first differential bushing 503 and the second differential bushing 504, limit the excessive expansion and shear deformation of the first differential bushing 503 and the second differential bushing 504 during operation, ensure the structural strength and stability of the installation point, effectively disperse the concentrated load generated by the differential operation, avoid local stress concentration of the crossbeam, sheet metal cracking and permanent deformation, and greatly improve the structural durability and fatigue resistance of the differential installation point.

[0106] The enclosed first fixed sleeve 501 and second fixed sleeve 502 are formed from high-strength precision seamless steel pipes, with uniform wall thickness, dense structure, and no stress defects. Compared with the traditional plate-type limiting structure, the load-bearing capacity is significantly improved. The first fixed sleeve 501 and second fixed sleeve 502 can fully wrap the outer ring of the first differential bushing 503 and the second differential bushing 504, limiting the excessive stretching, shearing, and expansion deformation of the first differential bushing 503 and the second differential bushing 504 under high load conditions, and preventing premature aging, cracking, and delamination failure of the first differential bushing 503 and the second differential bushing 504.

[0107] Meanwhile, the first fixed sleeve 501 and the second fixed sleeve 502 can evenly spread the local concentrated load to the large area reserved plane, realize the full-domain distribution of load, solve the industry problem of concentrated load and sheet metal fatigue cracking in traditional structures, improve the durability and reliability of the chassis, and adapt to high-strength and long-mileage use scenarios.

[0108] The first differential bushing 503 and the second differential bushing 504 form a flexible buffer connection using their own rubber elastic structure. This connection can stably bear the weight of the differential and the torque load generated by the transmission operation. It can absorb and isolate the vibration of the differential operation and the impact of road bumps in real time, and prevent the vibration from being directly transmitted to the subframe and body. It can effectively attenuate the high-frequency vibration of the transmission system, starting impact, acceleration vibration and low-frequency resonance caused by bumpy roads, and comprehensively optimize the NVH performance of the whole vehicle.

[0109] The first differential bushing 503 and the second differential bushing 504 are made of highly weather-resistant modified rubber material, which has excellent anti-aging, anti-fatigue, high and low temperature resistance, and oil resistance. They can work stably in extreme temperature environments from -40℃ to 120℃ and are suitable for driving scenarios in all regions and climates across the country.

[0110] The first differential bushing 503 and the second differential bushing 504 can specifically filter multi-frequency vibrations: they can perform layered attenuation of high-frequency whistling vibrations generated by differential gear meshing, mid-frequency impact vibrations generated by vehicle starting and shifting, and low-frequency resonances caused by road bumps, thus solving common NVH problems in traditional vehicles such as acceleration shaking, idling roar, resonance when going over bumps, and chassis noises, thereby improving the quietness of the vehicle interior and ride comfort.

[0111] At the same time, different hardness first differential bushing 503 and second differential bushing 504 can be flexibly matched according to the vehicle positioning. High hardness first differential bushing 503 and second differential bushing 504 are selected for sports models to improve transmission rigidity and handling precision, while soft first differential bushing 503 and second differential bushing 504 are selected for family models to optimize quietness and comfort, adapting to the tuning needs of different models.

[0112] Meanwhile, the installation positions of the first fixed sleeve 501 and the second fixed sleeve 502 can be adjusted through the first reserved plane 401 and the second reserved plane 402 to accurately match differentials with different shapes and installation points, thereby improving the versatility and adaptability of the subframe. There is no need to redevelop molds or change the main structure of the subframe, which greatly reduces the R&D cost and production cycle of vehicle modification, and achieves the design goal of one frame adapting to multiple platform powertrains. This effectively reduces abnormal noises from the vehicle chassis and improves the NVH performance and chassis durability and reliability of the entire vehicle.

[0113] In response to the characteristics of hybrid and new energy vehicle reducers, such as irregular shape, offset installation points, and high center of gravity, this structure can precisely adjust the support points, optimize the center of gravity support layout, avoid the powertrain being suspended and subjected to force, and solve the common problems of poor NVH and weak durability of new energy vehicle chassis.

[0114] Meanwhile, the standardized structure significantly reduces automakers' fixed investments in mold development, testing and verification, and production line modifications. A single platform can save millions of yuan in R&D costs, and the model iteration cycle is shortened. The same subframe body can be supplied to multiple models, increasing the volume of parts procurement by OEMs, further reducing the overall vehicle material costs, and enhancing product market competitiveness.

[0115] When subsequent models undergo minor facelifts or powertrain performance upgrades, there is no need to make significant changes to the chassis basic structure. Verification can be completed simply by adjusting the welding positions of the first fixing sleeve 501 and the second fixing sleeve 502, reducing workload, reducing the investment in whole vehicle test prototypes, and further compressing the overall project capital investment.

[0116] The front crossbeam 1 of the subframe is equipped with a right rear lower control arm bracket 6 and a left rear lower control arm bracket 601, and the rear crossbeam 2 of the subframe is equipped with a right rear upper control arm bracket 602 and a left rear upper control arm bracket 603.

[0117] The right rear lower control arm bracket 6 and the left rear lower control arm bracket 601 are fixedly installed on the left and right sides of the front crossbeam 1 of the subframe, respectively. The right rear upper control arm bracket 602 and the left rear upper control arm bracket 603 are fixedly installed at the corresponding assembly positions on the rear crossbeam 2 of the subframe. The right rear lower control arm bracket 6 and the left rear lower control arm bracket 601 are independently welded to the front crossbeam 1 of the subframe, and the right rear upper control arm bracket 602 and the left rear upper control arm bracket 603 are independently welded to the rear crossbeam 2 of the subframe.

[0118] The right rear upper control arm bracket 602, left rear upper control arm bracket 603, right rear lower control arm bracket 6, and left rear lower control arm bracket 601 adopt an independent partitioned welding arrangement, which ensures precise installation position and high welding connection rigidity. This forms an independent and stable suspension force support point, avoiding the problem of local stress stacking caused by the centralized arrangement of multiple brackets. At the same time, the partitioned arrangement form has a simple assembly process, good welding accessibility, and high mass production consistency.

[0119] Traditional subframe designs often concentrate multiple suspension supports in the middle area of ​​the crossbeam, which is also the differential mounting area. The superposition of suspension load and differential load causes the stress peak in the middle of the crossbeam to increase exponentially. Under long-term alternating loads, sheet metal fatigue cracking is very likely to occur.

[0120] By arranging the upper control arm bracket on the rear crossbeam 2 of the subframe and the lower control arm bracket on the front crossbeam 1 of the subframe, the left and right brackets are separated from each other, and the suspension load is distributed along the length of the crossbeam to the two ends of the crossbeam and mechanically decoupled from the central differential mounting area. The two types of loads do not overlap, which greatly reduces the maximum stress amplitude of the crossbeam and extends the fatigue life of the subframe.

[0121] With the layout divided into zones, the welding robot's welding torch can reach all weld positions without obstruction, eliminating the need for complex tooling and obstacle avoidance structures. The welding process is completed in one step, reducing secondary transfer and welding processes, improving production line cycle time, and lowering mass production manufacturing costs.

[0122] The right rear lower control arm bracket 6 and the left rear lower control arm bracket 601 serve as hinge mounting points for the rear lower control arm, while the right rear upper control arm bracket 602 and the left rear upper control arm bracket 603 serve as mounting points for the rear upper control arm. They bear and transmit the longitudinal force, lateral force, and bump impact load generated during the wheel's movement, and can comprehensively bear the complex composite loads generated by the vehicle during straight driving, steering, braking, and bumpy road conditions.

[0123] The control arm bracket evenly transmits the load to the front crossbeam 1 of the front subframe, the rear crossbeam 2 of the subframe, and the entire subframe frame, achieving distributed force transmission. The right rear upper control arm bracket 602, the left rear upper control arm bracket 603, the right rear lower control arm bracket 6, and the left rear lower control arm bracket 601 are arranged independently, avoiding the differential installation area and preventing structural interference between them.

[0124] Meanwhile, the right rear upper control arm bracket 602, left rear upper control arm bracket 603, right rear lower control arm bracket 6, and left rear lower control arm bracket 601 are designed independently and can be flexibly matched to the installation position according to the suspension hard point parameters of different models. There is no need to modify the subframe structure, which improves the subframe adaptability and realizes the platform universality of the subframe. By simply adjusting the installation position of the control arm bracket, it can be adapted to models with different wheelbases and different suspension parameters, which significantly reduces development costs, enhances the chassis suspension connection rigidity, stabilizes wheel positioning, effectively suppresses wheel bounce, offset and roll deformation, improves chassis following and driving tightness, and effectively improves vehicle driving and handling stability and chassis durability.

[0125] When the vehicle is turning, the wheels generate a huge lateral force. This lateral force is transmitted through the upper and lower control arms to the right rear upper control arm bracket 602, the left rear upper control arm bracket 603, the right rear lower control arm bracket 6, and the left rear lower control arm bracket 601. The independent bracket structure can quickly guide the lateral force to the subframe front crossbeam 1 and the subframe rear crossbeam 2, and disperse it along the subframe closed-loop frame to avoid local stress concentration.

[0126] For vehicles with different tuning styles, such as those tuned for comfort and those tuned for sporty handling, the suspension stiffness parameters differ. Only the bracket welding positions need to be modified; the subframe crossbeam sheet metal and molds remain completely unchanged, greatly expanding the platform's adaptability. Wheel alignment parameters remain stable, resulting in smaller changes in wheel camber and toe-in over long-term use, reducing uneven tire wear, extending tire life, and lowering users' later maintenance costs.

[0127] The front crossbeam 1 of the subframe is provided with first damping bushings 103 at both ends, and the rear crossbeam 2 of the subframe is provided with second damping bushings 203 at both ends. The first damping bushings 103 and the second damping bushings 203 are both press-fitted to the ends of the crossbeams, forming a flexible connection component between the subframe and the vehicle body.

[0128] The first shock absorber bushing 103 and the second shock absorber bushing 203 are fixed by a high-precision interference fit process, with no assembly gaps, no loosening or movement, high assembly accuracy and strong connection stability, which can ensure the coaxiality and positioning accuracy of the subframe and body connection points for a long time, and eliminate loosening and abnormal noise problems.

[0129] When the vehicle is in motion, the subframe bears the vibration and road impact loads transmitted from the suspension and differential. The first damping bushing 103 and the second damping bushing 203 deform by their own rubber elasticity to buffer and absorb vibration and impact. They can specifically attenuate the low-frequency impact caused by road bumps, the medium-frequency vibration generated by the operation of the differential, and the high-frequency vibration caused by the reciprocating motion of the suspension, thereby achieving multi-frequency vibration filtering and blocking the vibration noise generated by the chassis from being directly transmitted to the body, thus avoiding abnormal noise caused by the rigid contact between the subframe and the body.

[0130] Meanwhile, the first damping bushing 103 and the second damping bushing 203 can disperse the force between the vehicle body and the subframe, effectively buffer the instantaneous impact load generated during vehicle start-up, braking and steering, weaken the overall vibration amplitude of the subframe, suppress chassis resonance, reduce stress concentration at the welded position of the crossbeam end, alleviate the alternating fatigue load at the connection position of the front crossbeam 1, the rear crossbeam 2 and the longitudinal beam 3 of the subframe, prevent cracking, detachment and permanent deformation of the welded parts, improve the service life and structural durability and safety of the subframe assembly, improve the overall vehicle ride comfort, and effectively improve the overall vehicle chassis quietness, ride smoothness and overall NVH performance.

[0131] The first damping bushing 103 and the second damping bushing 203 constitute a two-stage damping system between the subframe and the body, and together with the first differential bushing 503 and the second differential bushing 504, form a two-stage damping system. The first stage, consisting of the first differential bushing 503 and the second differential bushing 504, isolates the transmission vibration generated by the differential body; the second stage, consisting of the body connection at both ends of the crossbeam, connects the first damping bushing 103 and the second damping bushing 203, isolating the suspension impact vibration transmitted from the entire subframe assembly to the body.

[0132] The two-stage vibration damping structure works in tandem to broaden the vibration damping frequency band, resulting in a significant improvement in NVH optimization compared to a single-stage vibration damping solution. The first damping bushing 103 and the second damping bushing 203 are press-fitted using a servo press machine, which can collect press force and displacement curves in real time to achieve full inspection during the press-fitting process. This allows for the direct removal of defective parts, ensuring the press-fitting quality of the first damping bushing 103 and the second damping bushing 203 for each subframe assembly and avoiding after-sales failures caused by bushing loosening later.

[0133] When a vehicle collision occurs, the first shock absorber bushing 103 and the second shock absorber bushing 203 can absorb some of the impact energy, buffer the impact of the subframe on the vehicle body at the moment of collision, and help improve the passive safety performance of the whole vehicle.

[0134] The right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602, and left rear upper control arm bracket 603 all include a front plate 604 and a rear plate 605, with one end of the front plate 604 and one end of the rear plate 605 connected. The right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602, and left rear upper control arm bracket 603 all adopt a double-layer split structure design, uniformly composed of the front plate 604 and the rear plate 605 joined together.

[0135] Compared to single-piece stamped control arm brackets, the double-layer interlocking structure has a higher section modulus and structural stability, which can effectively resist torsional torque, shear force and bending load under complex suspension conditions, and avoid the control arm bracket from being twisted or deformed due to stress. At the same time, the split stamping process can ensure that the front plate 604 and the rear plate 605 have high forming accuracy, good bending consistency and small assembly and docking error, thus improving the overall assembly accuracy and forming quality of the control arm bracket.

[0136] During vehicle operation, the impact load, lateral force and longitudinal force on the suspension control arm can be evenly distributed to the front plate 604 and the rear plate 605 to bear the load together, avoiding excessive stress on a single plate and causing deformation and cracking.

[0137] The front plate 604 and the rear plate 605 are L-shaped structures. Both the front plate 604 and the rear plate 605 are stamped into L-shaped structures. The ends of the front plate 604 and the ends of the rear plate 605 are fixedly connected by welding, so that the two L-shaped plates interlock to form a closed support structure. This makes the support form a box-shaped load-bearing section, which greatly improves the torsional strength and effectively enhances the overall structural rigidity and load-bearing capacity of the support.

[0138] Meanwhile, the L-shaped plate structure is easy to form, easy to weld and position, and has strong adaptability to installation space. It can flexibly match plates of different thicknesses and strengths according to different suspension load requirements, improve the structural versatility of the subframe, adapt to the suspension load requirements of different vehicle classes, realize the modular and platform design of the bracket, eliminate the need to redevelop the control arm bracket mold, effectively reduce R&D and production costs, and improve the durability of the whole vehicle chassis.

[0139] After the two L-shaped plates are fastened together, they form a box-like closed section. Compared with the single-layer plate bracket, the torsional stiffness is increased by nearly 100%. When subjected to the lateral impact of the wheel, the torsional deformation of the right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602 and left rear upper control arm bracket 603 is significantly reduced, ensuring the stability of the suspension hard point.

[0140] Furthermore, the two L-shaped plates can be made of materials of different thicknesses. The inner plate uses a thicker plate to bear the main load, while the outer plate uses a thinner plate for auxiliary reinforcement, thus achieving a lightweight design for the bracket. The L-shaped bending structure has a mature stamping process and can be produced using ordinary stamping dies, resulting in low die costs.

[0141] When the vehicle's load requirements change, only the thickness of the L-shaped plate is adjusted, while the bracket's shape remains unchanged. This eliminates the need to modify the bracket mold, further reducing platform development costs. After welding, the right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602, and left rear upper control arm bracket 603 can undergo overall electrophoretic anti-corrosion treatment. The welds and plate edges are completely covered with an anti-corrosion coating, enhancing the corrosion resistance of the right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602, and left rear upper control arm bracket 603 in muddy, watery, and de-icing salt environments, thus extending the bracket's service life.

[0142] The first reserved plane 401 and the second reserved plane 402 are Z-shaped planes. The front crossbeam front piece 101 and the front crossbeam rear piece 102 form the first energy absorption cavity 7, and the rear crossbeam front piece 201 and the rear crossbeam rear piece 202 form the second energy absorption cavity 701.

[0143] Both the first reserved plane 401 and the second reserved plane 402 adopt a zigzag bent plane structure. The front crossbeam front piece 101 and the front crossbeam rear piece 102 are fixed by snap-fit ​​welding to form a closed first energy absorption cavity 7. Similarly, the rear crossbeam front piece 201 and the rear crossbeam rear piece 202 are also fixed by snap-fit ​​welding to form a closed second energy absorption cavity 701.

[0144] The Z-shaped planar structure is formed by stamping and bending, retaining a large flat mounting reference surface, ensuring that the differential fixing point can be flexibly adjusted to adapt to the installation requirements of different specifications of differentials, while avoiding interference with the differential.

[0145] The Z-shaped bending structure is integrally formed by stamping, resulting in high flatness of the reference surface and small structural deformation error. It can provide a high-precision and wide-range adjustable installation area for the first fixed sleeve 501 and the second fixed sleeve 502 of different specifications, greatly improving the platform adaptability of the subframe. At the same time, the stepped structure formed by the bending can actively avoid the maximum envelope trajectory of moving parts such as differential housing, half shaft, and transmission connecting rod, eliminating the risk of rigid friction and motion interference under bumpy, jumping, and steering conditions, and ensuring smooth and stable operation of the transmission system.

[0146] The Z-shaped bend design enhances the overall bending and torsional rigidity of the crossbeam, effectively avoiding the defects of insufficient rigidity and easy deformation of the flat structure. The closed first energy absorption cavity 7 and the second energy absorption cavity 701 formed by the interlocking of the two pieces of the front and rear crossbeams form a cavity box structure. When the vehicle is subjected to bumps, impacts or accidental collision loads, the cavity structure can evenly disperse and absorb the instantaneous impact energy, effectively protecting the differential. At the same time, the box-shaped cavity structure can improve the overall durability of the subframe without increasing the thickness of the plates and the overall weight.

[0147] The zigzag bend effectively forms a one-piece hidden reinforcing rib, significantly increasing the moment of inertia of the front crossbeam 1 and rear crossbeam 2 of the subframe. This effectively suppresses bending and torsional deformation of the crossbeams under alternating loads, solving the problems of weak rigidity, easy vibration, and fatigue collapse under long-term stress in traditional front and rear crossbeams. The closed first energy-absorbing chamber 7 and second energy-absorbing chamber 701 form a sealed box-shaped mechanical structure, ensuring uniform and continuous force flow without stress abrupt changes. Under normal driving conditions such as bumpy driving, impacts from bumps, and low-speed collisions, the chambers can absorb and dissipate impact energy through micro-deformation, buffering the impact damage of peak loads on the core components of the differential and improving the protection capability of the transmission system. At the same time, the lightweight chamber structure achieves high-strength load-bearing without the need for thickened plates, effectively controlling the overall weight of the subframe and achieving a dual improvement in lightweight and high strength, reducing overall vehicle fuel consumption, and further enhancing the durability limit of the chassis structure and driving safety.

[0148] The stepped surface with its zigzag bend structure allows for raising or lowering of the reserved plane, flexibly adjusting its spatial height to accommodate the layout requirements of differential housings of different heights, without altering the overall structure of the crossbeam. The first energy-absorbing cavity 7 and the second energy-absorbing cavity 701 are closed cavities. In addition to mechanical reinforcement, the interiors of these cavities can be coated with vibration-damping and noise-reducing coatings to further suppress vibration-radiated noise from the sheet metal and optimize chassis road noise.

[0149] Drainage holes can be reserved inside the first energy-absorbing chamber 7 and the second energy-absorbing chamber 701 to prevent mud and water from accumulating inside the chamber during driving, prevent the sheet metal inside the chamber from rusting, and improve long-term corrosion resistance.

[0150] In the whole vehicle CAE collision simulation, the first energy absorption chamber 7 and the second energy absorption chamber 701 can undergo progressive crushing deformation in a preset sequence to smoothly absorb collision energy, avoid brittle fracture at the moment of collision, prevent broken sheet metal parts from scratching the differential housing, half shaft and other precision transmission components, protect the powertrain and reduce collision repair costs.

[0151] The first differential bushing 503 is interference-fitted into the first fixed sleeve 501, and the second differential bushing 504 is interference-fitted into the second fixed sleeve 502. The first differential bushing 503 is interference-fitted into the first fixed sleeve 501, and the second differential bushing 504 is interference-fitted into the second fixed sleeve 502. The first differential bushing 503 and the first fixed sleeve 501 are fixedly connected by a zero-clearance interference fit; the second differential bushing 504 and the second fixed sleeve 502 are fixedly connected by a zero-clearance interference fit.

[0152] The interference fit structure eliminates the assembly gap between the bushing and the sleeve, preventing the differential from shifting, making noises, and misaligning due to dynamic loads. Simultaneously, the first fixed sleeve 501 provides rigid external support for the first differential bushing 503, and the second fixed sleeve 502 provides rigid external support for the second differential bushing 504, limiting excessive deformation of the first and second differential bushings 503 and 504. The first and second differential bushings 503 and 504, relying on their own elasticity and flexibility, bear the differential's own weight, transmission torque, and road impact vibrations, buffering, attenuating, and isolating alternating loads, optimizing chassis NVH performance. This allows for long-term maintenance of the assembly accuracy and damping function of the first and second differential bushings 503 and 504, effectively extending the service life of the differential suspension structure and improving the stability of the entire vehicle chassis.

[0153] The interference fit is calculated to ensure sufficient clamping force to prevent slippage of the first differential bushing 503 and the second differential bushing 504, while avoiding excessive interference that could lead to excessive pre-compression of the rubber bushings 503 and 504, causing the rubber to be under high stress for extended periods and accelerate aging. The outer metal sleeves and inner walls of the first differential bushing 503 and the second differential bushing 504 are completely fitted together, and the load is evenly distributed across the entire outer ring of the bushing, preventing localized stress concentration at point contact points.

[0154] During later maintenance and disassembly, special tools can be used to press out the first differential bushing 503 and the second differential bushing 504, and the first differential bushing 503 and the second differential bushing 504 can be replaced separately without replacing the entire bushing and subframe assembly, thus reducing after-sales maintenance costs.

[0155] The front crossbeam 1 of the subframe has a recessed surface 8. The bending structure of the recessed surface 8 can form a local reinforcing rib effect, improve the structural stiffness of the corresponding area of ​​the front crossbeam 1 of the subframe, disperse local stress, improve the bending and torsional performance of the crossbeam without increasing the thickness of the plate of the front crossbeam 1 of the subframe, improve the structural strength of the front crossbeam 1 of the subframe, and help improve the reliability of the chassis operation.

[0156] The sunken surface 8 is integrally stamped and bent, with the bending lines forming reinforcing ribs. This increases the bending stiffness of the local sheet metal without increasing weight, suppresses vibration of the thin sheet metal, and reduces sheet metal radiated noise. The surface of the sunken surface 8 has a smooth transition without sharp corners, avoiding stress concentration at corner positions and preventing fatigue cracks from initiating at sharp corners under alternating loads.

[0157] The front crossbeam front piece 101, the front crossbeam rear piece 102, the rear crossbeam front piece 201, and the rear crossbeam rear piece 202 are all square opening structures. The openings of the front crossbeam front piece 101 and the front crossbeam rear piece 102 are connected by carbon dioxide gas shielded welding, and the openings of the rear crossbeam front piece 201 and the rear crossbeam rear piece 202 are also connected by carbon dioxide gas shielded welding. The square opening structure facilitates the alignment and assembly of the front crossbeam front piece 101 and the rear crossbeam rear piece 102, as well as the alignment and assembly of the rear crossbeam front piece 201 and the rear crossbeam rear piece 202. During welding, a continuous welding bevel is formed, which is conducive to the formation of a continuous and uniform weld by CO2 gas shielded welding. After the openings of the front crossbeam front piece 101 and the rear crossbeam rear piece 102 are welded together, they form a closed box-shaped cavity, constituting the first energy-absorbing cavity 7. After the openings of the rear crossbeam front piece 201 and the rear crossbeam rear piece 202 are welded together, they form a closed box-shaped cavity, constituting the second energy-absorbing cavity 701. This structure does not require integral tubing forming, has low stamping processing difficulty, high CO2 gas shielded welding efficiency, and reliable weld strength, which can ensure that the overall connection of the crossbeam is firm and meet the load-bearing requirements of the automobile chassis under complex working conditions.

[0158] The regular square opening end face structure provides extremely high assembly datum precision, enabling two pieces to fit and align without deviation. This effectively avoids assembly misalignment and uneven splicing gaps, reduces assembly and debugging difficulty, and improves assembly consistency and production efficiency in mass production. The regular square opening bevel allows the weld pool to fill fully and with uniform penetration, effectively avoiding welding defects such as incomplete welds, slag inclusions, and porosity, ensuring the overall continuity and structural density of the weld.

[0159] The full-weld connection is achieved using CO2 gas shielded welding, resulting in stable heat input, high weld toughness, and excellent crack resistance. This makes it suitable for the long-term alternating load environment of the chassis, reducing the likelihood of weld fatigue cracking or weld failure. Furthermore, the split-type stamped square opening structure offers high design freedom, allowing for the integral molding of complex structures such as pre-reserved mounting planes and clearance surfaces. This overcomes the limitations of traditional integral tubing in forming complex assembly structures. While simplifying the manufacturing process and reducing mold costs, it also ensures lightweight, high-strength subframes and compatibility with multiple differential specifications, significantly improving the overall structural reliability and platform versatility of the subframe.

[0160] The bevel of the square opening can be pre-formed integrally during the stamping process, eliminating the need for secondary machining to create the bevel, thus saving processing steps and costs. The CO2 gas shielded welding process is mature, requires low equipment investment, and is suitable for large-scale mass production of chassis components in domestic OEMs. The weld seam is continuously arranged along the entire outline of the square opening, with sufficient weld length.

[0161] After welding is completed, the weld seam can be treated with electrophoretic corrosion protection along with the subframe assembly. A complete electrophoretic paint film forms on the weld metal surface, preventing corrosion at the weld location. The square-opening structure allows for higher material utilization during stamping and blanking, reducing steel scrap and lowering raw material costs. Furthermore, during the prototype manufacturing stage, the square-opening structure can be rapidly fabricated using laser cutting, eliminating the need for formal stamping dies. This allows for the quick production of prototypes for early-stage design verification, significantly shortening the early-stage prototype development cycle.

[0162] A vehicle includes a subframe mechanism adapted to a multi-type differential. The specific structure of this multi-type differential subframe mechanism can be seen in the accompanying drawings. Since the vehicle of the present invention includes the subframe mechanism described in the above embodiments, it possesses all the advantages of the aforementioned subframe mechanism.

[0163] With the subframe mechanism installed, the chassis platform's scalability is greatly enhanced. OEMs can quickly develop multiple powertrain versions of vehicles, including gasoline, hybrid, plug-in hybrid, and pure electric four-wheel drive models, based on the same chassis platform. They can also share chassis tooling, chassis fixtures, and chassis test databases, reducing investment in vehicle platform development.

[0164] Simultaneously, chassis rigidity, durability, and NVH performance are improved, resulting in enhanced handling, high-speed stability, ride quietness, and chassis lifespan, thus boosting the vehicle's overall product strength and market competitiveness. When the model undergoes annual facelifts or powertrain upgrades, the basic chassis structure remains unchanged, significantly reducing the workload of chassis calibration and shortening the overall vehicle calibration cycle.

[0165] By incorporating a subframe mechanism that adapts to various types of differentials, this vehicle chassis possesses strong platform compatibility, allowing for the matching of different models and installation parameters of differential assemblies according to vehicle configuration, effectively reducing the cost of vehicle development, iteration, and modification.

[0166] A method for manufacturing a subframe mechanism adaptable to multiple types of differentials includes the following steps:

[0167] Step 101: Stamp and form the front crossbeam front piece 101, the front crossbeam rear piece 102, the rear crossbeam front piece 201, and the rear crossbeam rear piece 202 respectively; during the stamping process, a first reserved plane 401 in the shape of a "Z" is integrally stamped on the front crossbeam front piece 101, and a second reserved plane 402 in the shape of a "Z" is integrally stamped on the rear crossbeam front piece 201; the front crossbeam front piece 101 and the front crossbeam rear piece 102 are then welded together to obtain the subframe front crossbeam 1; the rear crossbeam front piece 201 and the rear crossbeam rear piece 202 are then welded together to obtain the subframe rear crossbeam 2;

[0168] The front crossbeam front piece 101, the front crossbeam rear piece 102, the rear crossbeam front piece 201, and the rear crossbeam rear piece 202 are formed separately by independent stamping processes, so that each piece can be formed with a reserved plane in one go, with high forming accuracy and good structural consistency.

[0169] The front crossbeam front piece 101 and the front crossbeam rear piece 102, the rear crossbeam front piece 201 and the rear crossbeam rear piece 202 are welded together by snap-fitting, so that the pieces are enclosed to form a closed box-shaped crossbeam structure, and finally the subframe front crossbeam 1 and the subframe rear crossbeam 2 are assembled.

[0170] The process employs segmented stamping and interlocking welding, allowing for greater freedom in structural design and facilitating the creation of a single, integrated mounting surface. This provides suitable mounting points for subsequent installation of various differential sizes. The stamping process utilizes hot-rolled, pickled high-strength steel, which possesses high yield strength. This allows for thinning of the front crossbeam front section 101 and rear section 102, as well as the rear crossbeam front section 201 and rear section 202, while ensuring structural strength, thus achieving a lightweight subframe. Next, welding is performed. Before welding, the sheet metal welding areas are cleaned to remove oil and rust, preventing defects such as weld porosity and slag inclusions caused by oil and oxide scale, thereby improving weld quality.

[0171] Step 102: Stamp and form the front plate 604 of the right rear lower control arm bracket 6, the rear plate 605 of the right rear lower control arm bracket 6, the front plate 604 of the left rear lower control arm bracket 601, the rear plate 605 of the left rear lower control arm bracket 601, the front plate 604 of the right rear upper control arm bracket 602, the rear plate 605 of the right rear upper control arm bracket 602, the front plate 604 of the left rear upper control arm bracket 603, and the rear plate 605 of the left rear upper control arm bracket 603. Weld one end of the front plate 604 of each bracket to one end of the rear plate 605 of each bracket to obtain the right rear lower control arm bracket 6, the left rear lower control arm bracket 601, the right rear upper control arm bracket 602, and the left rear upper control arm bracket 603 respectively.

[0172] The L-shaped front plate 604 and rear plate 605 corresponding to each control arm bracket are processed by separate stamping, so that the structural dimensions of each piece are accurate and the structural strength is controllable.

[0173] The ends of the front plate 604 and the rear plate 605 of each bracket are aligned, attached, and welded together to form a high-strength closed bracket structure by the two L-shaped plates. The right rear lower control arm bracket 6, the left rear lower control arm bracket 601, the right rear upper control arm bracket 602 and the left rear upper control arm bracket 603 are mass-produced.

[0174] The welding forming process can avoid the problems of difficult forming of stamped control arm brackets, limited wall thickness, and insufficient strength. The formed control arm bracket has a larger load-bearing cross section and stronger resistance to deformation, which can adapt to different suspension installation hard point requirements.

[0175] After the right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602 and left rear upper control arm bracket 603 are welded, they are all subjected to electrophoretic anti-corrosion treatment to improve the corrosion resistance of the right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602 and left rear upper control arm bracket 603.

[0176] The right rear lower control arm bracket 6, left rear lower control arm bracket 601, right rear upper control arm bracket 602 and left rear upper control arm bracket 603 can be stored and put into production line as independent parts, making the production line layout more flexible. Different welding points can be selected for brackets according to different vehicle orders, realizing flexible mixed-line production. Multiple configuration subframe assemblies can be produced on the same production line, improving the utilization rate of the production line.

[0177] After the bracket welding is completed, post-weld correction is performed to eliminate dimensional deviations caused by welding heat deformation and ensure the positional accuracy of the bracket hinge holes. After welding, all brackets undergo electrophoretic anti-corrosion treatment to improve their corrosion resistance. Brackets can be stored and produced on separate production lines as independent components, allowing for more flexible production line layouts. Different bracket welding points can be selected based on different vehicle model orders, enabling flexible mixed-line production. Multiple subframe assemblies with different configurations can be produced on the same production line, improving production line utilization.

[0178] Step 103: Based on the installation point of the target differential, select a punching position on the first reserved plane 401 of the front crossbeam 1 of the subframe, and weld the first fixing sleeve 501 to the punching position.

[0179] Simultaneously, a punching position is selected on the second reserved plane 402 of the rear crossbeam 2 of the subframe, and the second fixing sleeve 502 is welded to the punching position; utilizing the large flat and machinable area of ​​the first reserved plane 401 of the front crossbeam and the second reserved plane 402 of the rear crossbeam, the optimal punching position is flexibly selected within the reserved plane range and the punching process is completed according to the actual mounting hole position, mounting spacing and mounting coordinate parameters of the target differential currently being assembled;

[0180] The first fixing sleeve 501 and the second fixing sleeve 502 are welded and fixed to the punched positions on the first reserved plane 401 and the second reserved plane 402 respectively; without modifying the structure of the crossbeam mold and the front crossbeam 1 and the rear crossbeam 2 of the subframe, various differentials of different sizes and different installation positions can be adapted by simply adjusting the welding points, thereby improving the versatility of the subframe and reducing the cost and cycle of vehicle modification development;

[0181] The punching process can be carried out by CNC plasma cutting or die punching. CNC cutting is used for small batch samples, and punching die is used for mass production. The welding of the first fixed sleeve 501 and the second fixed sleeve 502 is a full circumferential weld. The weld surrounds the outer ring of the first fixed sleeve 501 and the second fixed sleeve 502 to ensure that the first fixed sleeve 501 and the first reserved plane 401 are firmly connected, and the second fixed sleeve 502 and the second reserved plane 402 are firmly connected.

[0182] After welding is completed, the weld is inspected to check for internal welding defects and ensure the welding reliability of the first fixing sleeve 501 and the second fixing sleeve 502. This enables the subframe body to be universal, with different power versions of the vehicle sharing the same subframe crossbeam sheet metal. Only the positions of the first fixing sleeve 501 and the second fixing sleeve 502 are distinguished, which greatly improves the commonality of parts, reduces the types of sheet metal parts, and reduces the pressure of parts storage management.

[0183] Step 104: Weld the right rear lower control arm bracket 6 and the left rear lower control arm bracket 601 to the front crossbeam 1 of the subframe respectively, and weld the right rear upper control arm bracket 602 and the left rear upper control arm bracket 603 to the rear crossbeam 2 of the subframe respectively.

[0184] By using positioning welding, each control arm bracket and the crossbeam form a rigid integral connection, ensuring that the coordinates of the suspension mounting hard points are accurate and reliable. This allows the longitudinal force, lateral force and impact load on the suspension during vehicle operation to be evenly and stably transmitted to the subframe crossbeam, effectively dispersing stress and avoiding local stress concentration.

[0185] At the same time, the partitioned arrangement of each control arm support structure is staggered with the differential installation area to prevent structural interference and ensure that the suspension and transmission systems do not interfere with each other.

[0186] Step 105: Fix the front crossbeam 1 and the rear crossbeam 2 of the subframe to the longitudinal beam 3 respectively to form the subframe frame;

[0187] The front crossbeam 1, the rear crossbeam 2, and the longitudinal beam 3 of the subframe are rigidly connected to form a closed integral load-bearing frame structure, which makes the dispersed individual components form a complete load-bearing whole and improves the overall bending and torsional stiffness of the subframe.

[0188] The frame structure can evenly distribute the dynamic load transmitted by the differential and each control arm bracket to the overall structure of the subframe front crossbeam 1, subframe rear crossbeam 2 and longitudinal beam 3, avoiding stress concentration and fatigue deformation caused by a single component bearing the load alone, effectively improving the structural strength and durability stability of the subframe assembly; providing a stable and reliable mounting base for the chassis drive system and suspension system, ensuring the driving and handling accuracy of the whole vehicle and the reliability of chassis operation;

[0189] The front crossbeam 1, the rear crossbeam 2, and the longitudinal beam 3 of the subframe adopt an lap welding structure. The lap area increases the welding contact area and improves the connection rigidity between the front crossbeam 1, the rear crossbeam 2, and the longitudinal beam 3 of the subframe. After welding, sandblasting is performed to remove surface oxide scale and welding slag in preparation for subsequent electrophoretic spraying.

[0190] Step 106: Press the first differential bushing 503 into the first fixed sleeve 501, press the second differential bushing 504 into the second fixed sleeve 502, insert the differential mounting position into the first differential bushing 503 and the second differential bushing 504, and connect them with bolts.

[0191] The first differential bushing 503 and the second differential bushing 504 rely on their elasticity to achieve vibration reduction, buffering and noise reduction functions, effectively isolate differential working vibration and road impact, improve the NVH performance of the whole vehicle, and at the same time, they are easy to disassemble and maintain and have high assembly reliability.

[0192] The first differential bushing 503 and the second differential bushing 504 are press-fitted using a servo press-fitting machine, which records the pressure displacement curve throughout the process. When assembling the differential, the bolts are tightened step by step according to the specified torque to prevent the bolt torque from being too large and damaging the rubber of the first differential bushing 503 and the second differential bushing 504, and to prevent the bolts from loosening later due to insufficient torque.

[0193] Step 107: Press the first shock absorber bushing 103 onto both ends of the front crossbeam 1 of the subframe, and press the second shock absorber bushing 203 onto both ends of the rear crossbeam 2 of the subframe.

[0194] During the vehicle's operation, road bumps and chassis vibrations can be buffered and absorbed by the elastic deformation of the first damping bushing 103 and the second damping bushing 203, blocking the transmission of vibration to the vehicle body, reducing chassis noise and vibration noise, and at the same time alleviating the rigid impact at the connection point between the subframe and the vehicle body, effectively improving the durability of the subframe assembly and the overall vehicle ride comfort.

[0195] The first differential bushing 503 and the second differential bushing 504 are press-fitted after the subframe electrophoretic spraying is completed, in order to avoid contamination of the bushing rubber during the spraying process and to prevent contamination of the rubber coating from causing performance degradation of the first differential bushing 503 and the second differential bushing 504.

[0196] The role and effect of the embodiments

[0197] The subframe front crossbeam 1, subframe rear crossbeam 2, and longitudinal beam 3 form a closed load-bearing frame. The differential mounting adapter structure 4 is provided with a first reserved plane 401 and a second reserved plane 402. This overcomes the disadvantage of the traditional fixed mounting point of the differential on the subframe and poor versatility, and realizes the compatible installation of multi-specification and multi-form differentials, reducing the cost of vehicle modification and the development cycle.

[0198] The installation positions of the first fixed sleeve 501 and the second fixed sleeve 502 can be flexibly adjusted within the range of the first reserved plane 401 and the second reserved plane 402 to adapt to the installation of different differentials.

[0199] The first differential bushing 503 and the second differential bushing 504 are press-fitted into the corresponding sleeves to form a flexible suspension mounting structure, which effectively buffers transmission vibration and road impact, and improves the NVH performance of the whole vehicle.

[0200] The front crossbeam 1 of the subframe is equipped with the right rear lower control arm bracket 6 and the left rear lower control arm bracket 601. The rear crossbeam 2 of the subframe is equipped with the right rear upper control arm bracket 602 and the left rear upper control arm bracket 603. Each control arm bracket is formed by interlocking and welding the L-shaped front plate 604 and the rear plate 605. The structure has high strength and stable load transmission, which can effectively ensure the suspension handling accuracy.

[0201] The first reserved plane 401 and the second reserved plane 402, arranged in a U-shape, work in conjunction with the first energy-absorbing cavity 7 and the second energy-absorbing cavity 701 to improve the bending and torsional resistance of the crossbeam, providing a good buffering and energy absorption effect, and further optimizing the vibration reduction effect. The overall structure is compact, versatile, and highly reliable, making it a valuable platform for promotion.

[0202] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A subframe mechanism adaptable to multiple types of differentials, characterized in that, It includes a front crossbeam (1) of the subframe and a rear crossbeam (2) of the subframe, with a longitudinal beam (3) connecting the front crossbeam (1) and the rear crossbeam (2), and a differential mounting adapter structure (4) provided on the front crossbeam (1) and the rear crossbeam (2), and a differential fixing structure (5) provided on the differential mounting adapter structure (4). The differential mounting adapter structure (4) includes a first reserved plane (401) and a second reserved plane (402). The subframe front crossbeam (1) includes a front crossbeam front piece (101) and a front crossbeam rear piece (102). The front crossbeam front piece (101) and the front crossbeam rear piece (102) are fixedly connected. The first reserved plane (401) is set on the front crossbeam front piece (101). The subframe rear crossbeam (2) includes a rear crossbeam front piece (201) and a rear crossbeam rear piece (202). The second reserved plane (402) is set on the rear crossbeam front piece (201). The front crossbeam front piece (101), the front crossbeam rear piece (102), the rear crossbeam front piece (201), and the rear crossbeam rear piece (202) are all integrally stamped structures. The differential fixing structure (5) includes a first fixing sleeve (501), which is disposed on a first reserved plane (401), and a second fixing sleeve (502) is disposed on a second reserved plane (402). A first differential bushing (503) is disposed inside the first fixing sleeve (501), and a second differential bushing (504) is disposed inside the second fixing sleeve (502). The mounting position of the differential is fixed in the inner hole of the first differential bushing (503) and the second differential bushing (504).

2. The subframe mechanism for adapting to multi-type differentials according to claim 1, characterized in that: The front crossbeam (1) of the subframe is provided with a right rear lower control arm bracket (6) and a left rear lower control arm bracket (601), and the rear crossbeam (2) of the subframe is provided with a right rear upper control arm bracket (602) and a left rear upper control arm bracket (603).

3. The subframe mechanism for adapting to multiple types of differentials according to claim 1, characterized in that: The front crossbeam (1) of the subframe is provided with first shock absorber bushings (103) at both ends, and the rear crossbeam (2) of the subframe is provided with second shock absorber bushings (203) at both ends.

4. The subframe mechanism for adapting to multiple types of differentials according to claim 2, characterized in that: The right rear lower control arm bracket (6), left rear lower control arm bracket (601), right rear upper control arm bracket (602) and left rear upper control arm bracket (603) all include a front plate (604) and a rear plate (605), with one end of the front plate (604) and one end of the rear plate (605) connected.

5. The subframe mechanism for adapting to multiple types of differentials according to claim 4, characterized in that: The front plate (604) and the rear plate (605) are L-shaped structures.

6. The subframe mechanism for adapting to multi-type differentials according to claim 1, characterized in that: The first reserved plane (401) and the second reserved plane (402) are zigzag-shaped planes.

7. The subframe mechanism for adapting to multiple types of differentials according to claim 1, characterized in that: The front crossbeam front piece (101) and the front crossbeam rear piece (102) form the first energy-absorbing cavity (7).

8. The subframe mechanism for adapting to multi-type differentials according to claim 1, characterized in that: The front section (201) and the rear section (202) of the rear crossbeam form a second energy-absorbing cavity (701).

9. The subframe mechanism for adapting to multiple types of differentials according to claim 1, characterized in that: The first differential bushing (503) is press-fitted into the first fixed sleeve (501).

10. The subframe mechanism for adapting to multiple types of differentials according to claim 1, characterized in that: The second differential bushing (504) is press-fitted into the second fixed sleeve (502).

11. The subframe mechanism for adapting to multi-type differentials according to claim 1, characterized in that: The front crossbeam (1) of the subframe is provided with a sunken surface (8).

12. The subframe mechanism for adapting to multi-type differentials according to claim 1, characterized in that: The front crossbeam front piece (101), the front crossbeam rear piece (102), the rear crossbeam front piece (201), and the rear crossbeam rear piece (202) are all square open structures.

13. The subframe mechanism for adapting to multi-type differentials according to claim 12, characterized in that: The openings of the front crossbeam front piece (101) and the rear crossbeam rear piece (102) are connected by carbon dioxide gas shielded welding.

14. The subframe mechanism for adapting to multi-type differentials according to claim 12, characterized in that: The openings of the front section (201) and the rear section (202) of the rear crossbeam are connected by carbon dioxide gas shielded welding.

15. A vehicle, characterized in that, include: The subframe mechanism adapted to a multi-type differential as described in any one of claims 1-14.

16. A method for manufacturing a subframe mechanism adapted to a multi-type differential according to any one of claims 1 to 14, characterized in that: Includes the following steps: Step 101: Stamp and form the front crossbeam front piece (101), the front crossbeam rear piece (102), the rear crossbeam front piece (201), and the rear crossbeam rear piece (202) respectively; during the stamping process, the first reserved plane (401) in the shape of a zigzag is integrally stamped on the front crossbeam front piece (101), and the second reserved plane (402) in the shape of a zigzag is integrally stamped on the rear crossbeam front piece (201); the front crossbeam front piece (101) and the front crossbeam rear piece (102) are butt-welded together to obtain the subframe front crossbeam (1); the rear crossbeam front piece (201) and the rear crossbeam rear piece (202) are butt-welded together to obtain the subframe rear crossbeam (2). Step 102: Stamp and form the front plate (604) of the right rear lower control arm bracket (6), the rear plate (605) of the right rear lower control arm bracket (6), the front plate (604) of the left rear lower control arm bracket (601), the rear plate (605) of the left rear lower control arm bracket (601), the front plate (604) of the right rear upper control arm bracket (602), the rear plate (605) of the right rear upper control arm bracket (602), the front plate (604) of the left rear upper control arm bracket (603), and the rear plate (605) of the left rear upper control arm bracket (603). Weld one end of the front plate (604) and one end of the rear plate (605) of each bracket to obtain the right rear lower control arm bracket (6), the left rear lower control arm bracket (601), the right rear upper control arm bracket (602), and the left rear upper control arm bracket (603). Step 103: Based on the installation point of the target differential, select a punching position on the first reserved plane (401) of the front crossbeam (1) of the subframe, and weld the first fixing sleeve (501) to the punching position; at the same time, select a punching position on the second reserved plane (402) of the rear crossbeam (2) of the subframe, and weld the second fixing sleeve (502) to the punching position. Step 104: Weld the right rear lower control arm bracket (6) and the left rear lower control arm bracket (601) to the front crossbeam (1) of the subframe respectively, and weld the right rear upper control arm bracket (602) and the left rear upper control arm bracket (603) to the rear crossbeam (2) of the subframe respectively; Step 105: Fix the front crossbeam (1) and rear crossbeam (2) of the subframe to the longitudinal beam (3) respectively to form the subframe frame; Step 106: Press the first differential bushing (503) into the first fixed sleeve (501), press the second differential bushing (504) into the second fixed sleeve (502), insert the differential mounting position into the first differential bushing (503) and the second differential bushing (504), and connect them with bolts. Step 107: Press the first shock absorber bushing (103) onto both ends of the front crossbeam (1) of the subframe, and press the second shock absorber bushing (203) onto both ends of the rear crossbeam (2) of the subframe.

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