Auxiliary frame assembly for vehicle and vehicle

Abstract

The utility model discloses an auxiliary frame assembly for a vehicle and the vehicle, the auxiliary frame assembly comprises a first plate body and a second plate body, the second plate body is arranged on the first plate body and is connected with the first plate body, and a structure cavity is defined between the second plate body and the first plate body; wherein a first equal-thickness part and a second equal-thickness part are sequentially formed on the first plate body and / or the second plate body from the center to the edge in the width direction of the vehicle, and the thickness h1 of the first equal-thickness part is smaller than the thickness h2 of the second equal-thickness part. According to the auxiliary frame assembly disclosed by the utility model, through the thickness difference of the first equal-thickness part and the second equal-thickness part, the auxiliary frame assembly can ensure the overall structural strength, realizes the light weight of the auxiliary frame, can better meet the performance requirements of a vehicle in different use environments, improves the rigidity and toughness of the auxiliary frame, and improves the service life of the auxiliary frame. And the controllability and the safety of the whole vehicle can be improved.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, in particular to a subframe assembly for a vehicle and the vehicle. Background Art

[0002] With the development of the automobile industry, the performance and safety requirements of vehicles are becoming increasingly higher. Among them, the subframe, as an important component of the vehicle chassis, its design and manufacturing have a great impact on the vehicle's handling, comfort and safety.

[0003] Traditional front subframes are usually formed with sheets of different thicknesses to meet the performance requirements of different parts. However, when a single sheet of equal thickness cannot meet the performance requirements, there are two traditional solutions: one is to increase the thickness of the entire sheet, and the other is to add reinforcements of appropriate thickness locally by welding.

[0004] Although these two methods can improve the performance of the subframe, they also bring a series of problems. First, increasing the thickness of the entire sheet will directly lead to an increase in the weight of the part, which is not conducive to the lightweight design of the vehicle and may also affect the fuel economy and handling performance of the vehicle. Secondly, although the structural strength can be enhanced locally by welding reinforcements, the increase in welds not only increases the complexity of the manufacturing process, but may also introduce new stress concentration points, affecting the overall stability of the structure. In addition, the presence of welds will also increase the weight of the vehicle, further exacerbating the contradiction between cost and performance.

[0005] For example, CN210116546U discloses a front subframe and a vehicle having the front subframe. The front subframe includes: a subframe body, the subframe body includes an upper plate and a lower plate, a cavity is formed between the upper plate and the lower plate; a reinforcing plate, the reinforcing plate is arranged in the cavity, and the reinforcing plate includes: two vertical plates and at least two horizontal plates, the upper end of each vertical plate is fixed to the upper plate, the lower end of each vertical plate is fixed to the lower plate, and the left end of the vertical plate extends toward the left end of the subframe body, and the right end of the vertical plate extends toward the right end of the subframe body, and the horizontal plate is arranged between the two vertical plates, and one end of each horizontal plate is fixed to one of the vertical plates, and the other end of each horizontal plate is fixed to the other vertical plate. Utility Model Content

[0006] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a subframe assembly. According to the subframe assembly of the utility model, by differentiating the thickness of the first equal-thickness portion and the second equal-thickness portion, the subframe assembly can achieve lightweight subframe while ensuring the overall structural strength, and can better meet the performance requirements of the vehicle in different use environments, improve the rigidity and toughness of the subframe, and help improve the handling and safety of the whole vehicle.

[0007] The utility model also provides a vehicle with the auxiliary frame assembly.

[0008] According to the utility model, a subframe assembly is used for a vehicle, and the subframe assembly includes: a first plate body; a second plate body, wherein the second plate body is arranged on the first plate body and connected to the first plate body to define a structural cavity between each other; wherein the first plate body and / or the second plate body are sequentially formed with a first equal thickness portion and a second equal thickness portion from the center to the edge in the width direction of the vehicle, and the thickness h1 of the first equal thickness portion is less than the thickness h2 of the second equal thickness portion.

[0009] According to the sub-frame assembly of the utility model, the first plate body is connected to the second plate body and defines a structural cavity between each other, so that the sub-frame assembly has a specific shape to meet the assembly requirements of the vehicle chassis. At the same time, by forming the first equal thickness portion and the second equal thickness portion on at least one of the first plate body and the second plate body, the thickness of the first equal thickness portion and the second equal thickness portion is constant and unequal, that is, the thickness of the first equal thickness portion is h1 and is not equal to the thickness of the second equal thickness portion is h2, so that the thickness of at least one of the first plate body and the second plate body at different locations is differentiated. The sub-frame assembly has different performance requirements at different locations, and the first plate body and the second plate body bear important structural support and functional division of labor. By setting the first equal thickness portion and the second equal thickness portion, the local thickness of at least one of the first plate body and the second plate body can be flexibly adjusted according to actual needs. For example, for a location that needs to withstand greater impact or vibration, a higher structural strength and rigidity are required, so a first equal thickness portion with a larger thickness can be set; while for other locations with relatively low strength requirements, a second equal thickness portion with a smaller thickness can be used to reduce the overall weight. Specifically, the first equal thickness portion is arranged adjacent to the center of the subframe assembly in the vehicle width direction, while the second equal thickness portion is arranged adjacent to the edge of the subframe assembly in the vehicle width direction. Since the subframe assembly has low requirements for structural strength at the center position adjacent to the vehicle width direction, the first equal thickness portion adopts a relatively thin thickness h1, which helps to reduce the overall weight, reduce material costs, and improve the fuel economy of the vehicle. However, the subframe assembly has high requirements for structural strength at the edge position adjacent to the vehicle width direction, and the second equal thickness portion adopts a relatively thick thickness h2, so that the subframe assembly can withstand greater stress and deformation at the edge position. The thicker thickness h2 can provide better rigidity and strength, maintain the integrity of the structure, and meet the vehicle's requirements for safety and durability.

[0010] According to some embodiments of the present invention, the thickness h1 of the first equal-thickness portion and the thickness h2 of the second equal-thickness portion satisfy: 1<h2 / h1≤1.25.

[0011] According to some embodiments of the present invention, the thickness h1 of the first equal-thickness portion and the thickness h2 of the second equal-thickness portion satisfy: 1.6 mm ≤ h1 ≤ 2.0 mm < h2 ≤ 2.6 mm.

[0012] According to some embodiments of the present invention, the first equal-thickness portion and the second equal-thickness portion are formed on the second plate body, and the first equal-thickness portion and the second equal-thickness portion are spaced apart in the width direction of the vehicle.

[0013] According to some embodiments of the present invention, a first transition portion is formed between the first equal-thickness portion and the second equal-thickness portion, and the thickness of the first transition portion gradually increases from the first equal-thickness portion to the second equal-thickness portion.

[0014] According to some embodiments of the present invention, the second equal-thickness portion is configured as two portions spaced apart from each other in the vehicle width direction, and the first equal-thickness portion on the second plate body is located between the two second equal-thickness portions.

[0015] According to some embodiments of the present invention, the first uniform thickness portion is configured as a plurality of first uniform thickness portions spaced apart from each other in the vehicle width direction, and thicknesses of two adjacent first uniform thickness portions are unequal.

[0016] According to some embodiments of the present invention, a second transition portion with gradually changing thickness is formed between two adjacent first equal-thickness portions of the second plate body, and the thickness of the second transition portion gradually decreases from the thick first equal-thickness portion to the thin first equal-thickness portion.

[0017] According to some embodiments of the present invention, the first plate body and the second plate body are respectively constructed as an integrally formed part.

[0018] The vehicle according to the present utility model is briefly described below.

[0019] The vehicle according to the utility model includes the subframe assembly described in any one of the above embodiments. Since the vehicle according to the utility model includes the subframe assembly described in any one of the above embodiments, the vehicle according to the utility model has an optimized structural design and lightweight characteristics, and by arranging the first equal-thickness portion and the second equal-thickness portion with differentiated thickness at different locations, a balance between structural strength and lightweight is achieved, thereby improving the fuel economy and performance of the whole vehicle.

[0020] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0022] Figure 1 is a structural schematic diagram of a subframe assembly according to an embodiment of the utility model;

[0023] Figure 2 It is a schematic plan view of a subframe assembly according to an embodiment of the utility model.

[0024] Reference numerals:

[0025] Subframe assembly 1;

[0026] A first plate 11;

[0027] The second plate body 12 has a first uniform thickness portion 121 , a second uniform thickness portion 122 , a first transition portion 123 , and a second transition portion 124 . DETAILED DESCRIPTION

[0028] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0029] In the description of the present utility model, it is necessary to understand that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0030] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0031] In the related art, the conventional front subframe is usually formed by using sheets with different thicknesses to meet the performance requirements of different parts. However, when a single sheet with the same thickness cannot meet the performance requirements, the conventional solution mainly includes two strategies: one is to increase the thickness of the entire sheet, and the other is to add a reinforcement with appropriate thickness locally by welding. Although these two methods can improve the performance of the subframe, they also bring a series of problems.

[0032] Reference below Figure 1 and Figure 2 A subframe assembly 1 according to an embodiment of the present invention is described.

[0033] like Figure 1 and Figure 2 As shown, the subframe assembly 1 according to the utility model is used for a vehicle, and the subframe assembly 1 includes a first plate body 11 and a second plate body 12, wherein the second plate body 12 is arranged on the first plate body 11 and connected to the first plate body 11 to define a structural cavity between each other; wherein the first plate body 11 and / or the second plate body 12 are sequentially formed with the first equal-thickness portion 121 and the second equal-thickness portion 122 from the center to the edge in the width direction of the vehicle, and the thickness h1 of the first equal-thickness portion 121 is less than the thickness h2 of the second equal-thickness portion 122.

[0034] According to the sub-frame assembly 1 of the utility model, the first plate body 11 and the second plate body 12 are connected and define a structural cavity between each other, so that the sub-frame assembly 1 has a specific shape to meet the assembly requirements of the vehicle chassis. At the same time, by forming the first equal thickness portion 121 and the second equal thickness portion 122 on at least one of the first plate body 11 and the second plate body 12, the thickness of the first equal thickness portion 121 and the second equal thickness portion 122 are constant and unequal, that is, the thickness of the first equal thickness portion 121 is h1 and the thickness of the second equal thickness portion 122 is h2, so that the thickness of at least one of the first plate body 11 and the second plate body 12 is differentiated at different locations. The sub-frame assembly 1 has different performance requirements at different locations, and the first plate body 11 and the second plate body 12 bear important structural support and functional division of labor. By setting the first equal thickness portion 121 and the second equal thickness portion 122, the local thickness of at least one of the first plate body 11 and the second plate body 12 can be flexibly adjusted according to actual needs. For example, for the parts that need to withstand greater impact or vibration, higher structural strength and rigidity are required, so a first equal thickness portion 121 with a larger thickness can be set; while for other parts with relatively low strength requirements, a second equal thickness portion 122 with a smaller thickness can be used to reduce the overall weight. Specifically, the first equal thickness portion 121 is arranged adjacent to the center of the subframe assembly 1 in the vehicle width direction, and the second equal thickness portion 122 is arranged adjacent to the edge of the subframe assembly 1 in the vehicle width direction. Since the subframe assembly 1 has low requirements for structural strength at the center position adjacent to the vehicle width direction, the first equal thickness portion 121 adopts a relatively thin thickness h1, which helps to reduce the overall weight, reduce material costs, and improve the fuel economy of the vehicle. While the subframe assembly 1 has high requirements for structural strength at the edge position adjacent to the vehicle width direction, the second equal thickness portion 122 adopts a relatively thick thickness h2, so that the subframe assembly 1 can withstand greater stress and deformation at the edge position. The thicker thickness h2 can provide better rigidity and strength, maintain the integrity of the structure, and meet the vehicle's requirements for safety and durability.

[0035] Therefore, according to the subframe assembly 1 of the present invention, by differentiating the thickness of the first equal-thickness portion 121 and the second equal-thickness portion 122, the subframe assembly 1 can achieve lightweight subframe while ensuring overall structural strength, and can better meet the performance requirements of the vehicle in different usage environments, thereby improving the rigidity and toughness of the subframe, and helping to improve the handling and safety of the entire vehicle.

[0036] According to some embodiments of the utility model, the thickness h1 of the first equal thickness portion 121 and the thickness h2 of the second equal thickness portion 122 satisfy: 1<h2 / h1≤1.25. 1<h2 / h1≤1.25 is used to limit the thickness ratio between the second equal thickness portion 122 and the first equal thickness portion 121. Specifically, 1<h2 / h1≤1.25 means that the thickness h2 of the second equal thickness portion 122 is more than 1 times the thickness h1 of the first equal thickness portion 121, but not more than 1.25 times. By limiting the ratio of h2 to h1 to between 1 and 1.25, it is possible to ensure that there is a suitable thickness difference between the second equal thickness portion 122 and the first equal thickness portion 121, thereby meeting specific functional requirements or structural requirements, which is conducive to reducing the risk of stress concentration caused by thickness differences, while improving the stability and durability of the overall structure.

[0037] According to some embodiments of the utility model, the thickness h1 of the first equal thickness portion 121 and the thickness h2 of the second equal thickness portion 122 satisfy: 1.6mm≤h1≤2.0mm<h2≤2.6mm. Regardless of the specific thickness of the first equal thickness portion 121 in a specific embodiment, the thickness h1 of the first equal thickness portion 121 must satisfy not less than 1.6mm and not greater than 2.0mm. In a specific embodiment, the thickness h2 of the second equal thickness portion 122 must be greater than the maximum thickness of the first equal thickness portion 121, that is, h2>2.0mm, and the value of h2 cannot exceed 2.6mm. Therefore, the range of h2 is greater than 2.0mm and less than or equal to 2.6mm. Specifically, by limiting the thickness h1 of the first equal thickness portion 121 to a smaller but sufficiently strong range (1.6mm to 2.0mm), the structural weight can be reduced and the material cost can be reduced while meeting the basic strength requirements. The thickness h2 of the second equal-thickness portion 122 is set within a slightly larger range (greater than 2.0 mm and less than or equal to 2.6 mm) to meet higher strength or rigidity requirements, especially in areas that need to withstand greater loads or stresses.

[0038] According to some embodiments of the present invention, Figure 2 As shown, the second plate body 12 is sequentially formed with a first equal thickness portion 121 and a second equal thickness portion 122 from the center to the edge in the vehicle width direction, and the thickness h1 of the first equal thickness portion 121 is less than the thickness h2 of the second equal thickness portion 122. The thickness of the second plate body 12 from the center to the edge in the vehicle width direction is variable, which can meet the requirements of both structural strength and weight. The first equal thickness portion 121 and the second equal thickness portion 122 on the second plate body 12 are arranged at intervals in the vehicle width direction. By arranging the first equal thickness portion 121 and the second equal thickness portion 122 at intervals, the stiffness, strength and stress distribution of the second plate body 12 in the vehicle width direction can be better controlled, thereby meeting the specific requirements of vehicle design, and at the same time, more flexibility and space can be provided for the installation and layout of other components.

[0039] According to some embodiments of the present invention, Figure 2 As shown, a first transition portion 123 is formed between the first equal thickness portion 121 and the second equal thickness portion 122, and the thickness of the first transition portion 123 gradually increases from the first equal thickness portion 121 to the second equal thickness portion 122. The thickness of the first transition portion 123 changes gradually. Since the thickness h1 of the first equal thickness portion 121 is less than the thickness h2 of the second equal thickness portion 122, the thickness of the first transition portion 123 gradually increases from the first equal thickness portion 121 to the second equal thickness portion 122, so that the second plate body 12 has a smooth and continuous thickness change in the vehicle width direction. By providing the first transition portion 123 between the first equal thickness portion 121 and the second equal thickness portion 122, the second plate body 12 is smoother when the thickness changes, which can reduce stress concentration, improve the structural strength and durability of the second plate body 12, and at the same time, the second plate body 12 can also better adapt to various loads and stress conditions of the vehicle during driving, and improve the performance of the overall structure.

[0040] According to some embodiments of the present invention, Figure 2 As shown, the second equal thickness portion 122 is constructed as two portions spaced apart from each other in the vehicle width direction, and the first equal thickness portion 121 on the second plate body 12 is located between the two second equal thickness portions 122. Specifically, a second equal thickness portion 122 is provided at one side edge of the second plate body 12 adjacent to the vehicle width direction, and a second equal thickness portion 122 is also provided at the other side edge of the second plate body 12 adjacent to the vehicle width direction, so that a second equal thickness portion 122 is provided at each of the two sides of the second plate body 12 in the area with high strength requirements, so as to meet the requirements of the second plate body 12 for high structural strength at the adjacent two side edges. The first equal thickness portion 121 is located between the two second equal thickness portions 122, and the thickness of the first equal thickness portion 121 is less than the thickness of the second equal thickness portion 122, so that the second plate body 12 reduces the amount of material used while maintaining sufficient structural strength, which helps to reduce the overall weight of the vehicle and improve fuel economy and power performance. The thickness of the two second equal-thickness portions 122 may be the same or different, but the thickness of any one of the second equal-thickness portions 122 is greater than the thickness of the first equal-thickness portion 121, thereby satisfying the requirement for high structural strength of the second plate body 12 at the edges adjacent to both sides, thereby achieving a balance between structural strength and lightness of the second plate body 12.

[0041] According to some embodiments of the present invention, Figure 2As shown, the first equal thickness portion 121 is constructed as a plurality of first equal thickness portions 121 spaced apart from each other in the vehicle width direction, and the thicknesses of two adjacent first equal thickness portions 121 are not equal. By arranging a plurality of first equal thickness portions 121 on the second plate body 12, the plurality of first equal thickness portions 121 are spaced apart in the vehicle width direction, and the thicknesses of two adjacent first equal thickness portions 121 are not equal, a more precise control of the performance of the second plate body 12 can be achieved. Specifically, there are two or more first equal thickness portions 121 on the second plate body 12. If there are two first equal thickness portions 121, the thicknesses of the two first equal thickness portions 121 are not equal to each other, and at this time, the structural strengths of the second plate body 12 at the two first equal thickness portions 121 are different. If there are more than two first equal thickness portions 121, there may be two first equal thickness portions 121 with equal thickness, but the two first equal thickness portions 121 with equal thickness are not adjacent, for example, there is a first equal thickness portion 121 with different thickness between two first equal thickness portions 121 with equal thickness. Since the thickness of the first equal thickness portion 121 at different positions is different, a targeted design can be performed according to the different requirements of the second plate body 12 for the structural strength at different positions. By rationally arranging the first equal thickness portions 121 of different thicknesses, the stress distribution of the second plate body 12 can be optimized, the stress concentration phenomenon can be reduced, and the weight of the second plate body 12 can be reduced as much as possible while satisfying the structural strength requirements of the second plate body 12 at different positions, thereby achieving a lightweight design of the second plate body 12 and reducing fuel consumption and emissions.

[0042] According to some embodiments of the present invention, Figure 2 As shown, the second plate body 12 is provided with a second transition portion 124 with a gradually changing thickness between two adjacent first equal thickness portions 121, and the thickness of the second transition portion 124 gradually decreases from the thick first equal thickness portion 121 to the thin first equal thickness portion 121. By arranging the second transition portion 124 between the two adjacent first equal thickness portions 121, the thickness of the first transition portion 123 gradually changes, so that the second plate body 12 has a smooth and continuous thickness change in the vehicle width direction. Specifically, the thickness of the second transition portion 124 gradually decreases from the first equal thickness portion 121 with a larger thickness to the first equal thickness portion 121 with a smaller thickness bottom, which can significantly reduce the stress concentration phenomenon that may be caused by the thickness change, and the structure of the second plate body 12 in the vehicle width direction is more coherent, which can better resist forces and moments from all directions, and improve the structural strength and durability.

[0043] According to some embodiments of the utility model, the first plate body 11 and the second plate body 12 are respectively constructed as an integrally formed part. The first plate body 11 and the second plate body 12 are respectively manufactured by an integrally formed method. An integrally formed part refers to a single whole, which is formed by a one-time or continuous processing process, rather than being composed of a plurality of parts combined or assembled. By constructing the first plate body 11 and the second plate body 12 as an integrally formed part, the integrally formed part has structural continuity and integrity, high strength and reduces potential failure points caused by assembly or connection.

[0044] According to some embodiments of the utility model, the first plate body 11 and the second plate body 12 are respectively constructed as an integral stamping part. An integral stamping part refers to a part made by an integral stamping method. Integral stamping is to place a metal sheet between a die using a stamping machine, and then apply pressure to cause the sheet to undergo plastic deformation, thereby obtaining a part of a desired shape and size. The first plate body 11 and the second plate body 12 are respectively manufactured by an integral stamping process, but in the subsequent assembly process, the first plate body 11 and the second plate body 12 will be combined into a sub-frame assembly 1. By constructing the first plate body 11 and the second plate body 12 as an integral stamping part, respectively, a first equal thickness portion 121 and a second equal thickness portion 122 can be conveniently formed on at least one of the first plate body 11 and the second plate body 12 to achieve a balance between structural strength and lightweight. Through the integral stamping process, it can be ensured that the first plate body 11 and the second plate body 12 have a high degree of dimensional accuracy and surface quality, thereby improving the overall performance of the sub-frame assembly 1. In addition, the integrated stamping process also allows complex shapes and details to be manufactured on the first plate body 11 and the second plate body 12 , further satisfying the design requirements of the subframe assembly 1 .

[0045] The vehicle according to the present utility model is briefly described below.

[0046] The vehicle according to the present invention includes the subframe assembly 1 in any one of the above embodiments. Since the vehicle according to the present invention includes the subframe assembly 1 in any one of the above embodiments, the vehicle according to the present invention has an optimized structural design and lightweight characteristics, and by providing the first equal-thickness portion 121 and the second equal-thickness portion 122 with differentiated thicknesses at different locations, a balance between structural strength and lightweight is achieved, thereby improving the fuel economy and performance of the entire vehicle.

[0047] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0048] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A subframe assembly for a vehicle, characterized in that: include: A first plate (11); A second plate body (12), the second plate body (12) being arranged on the first plate body (11) and connected to the first plate body (11) so as to define a structural cavity therebetween; The first plate body (11) and / or the second plate body (12) are sequentially formed with a first equal-thickness portion (121) and a second equal-thickness portion (122) from the center to the edge in the vehicle width direction, and the thickness h1 of the first equal-thickness portion (121) is smaller than the thickness h2 of the second equal-thickness portion (122).

2. The subframe assembly according to claim 1, characterized in that: The thickness h1 of the first equal-thickness portion (121) and the thickness h2 of the second equal-thickness portion (122) satisfy: 1<h2 / h1≤1.

25.

3. The subframe assembly according to claim 2, characterized in that: The thickness h1 of the first equal-thickness portion (121) and the thickness h2 of the second equal-thickness portion (122) satisfy: 1.6 mm ≤ h1 ≤ 2.0 mm < h2 ≤ 2.6 mm.

4. The subframe assembly according to claim 1, characterized in that: The second plate body (12) is formed with the first equal-thickness portion (121) and the second equal-thickness portion (122), and the first equal-thickness portion (121) and the second equal-thickness portion (122) are arranged at intervals in the width direction of the vehicle.

5. The subframe assembly according to claim 4, characterized in that: A first transition portion (123) is formed between the first equal-thickness portion (121) and the second equal-thickness portion (122), and the thickness of the first transition portion (123) gradually increases from the first equal-thickness portion (121) to the second equal-thickness portion (122).

6. The subframe assembly according to claim 5, characterized in that: The second equal-thickness portion (122) is configured as two portions spaced apart from each other in the vehicle width direction, and the first equal-thickness portion (121) on the second plate body (12) is located between the two second equal-thickness portions (122).

7. The subframe assembly according to claim 6, characterized in that: The first uniform thickness portion (121) is configured as a plurality of portions spaced apart from each other in the vehicle width direction, and the thicknesses of two adjacent first uniform thickness portions (121) are unequal.

8. The subframe assembly according to claim 7, characterized in that: The second plate body (12) forms a second transition portion (124) with a gradually changing thickness between two adjacent first equal-thickness portions (121), and the thickness of the second transition portion (124) gradually decreases from the thick first equal-thickness portion (121) to the thin first equal-thickness portion (121).

9. The subframe assembly according to claim 1, characterized in that: The first plate body (11) and the second plate body (12) are respectively constructed as an integrally formed part.

10. A vehicle, characterized in that: The invention comprises the subframe assembly as described in any one of claims 1 to 9.

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