Auxiliary frame and vehicle provided with same

Abstract

The utility model provides an auxiliary frame and a vehicle provided with the auxiliary frame. The auxiliary frame comprises auxiliary frame longitudinal beams arranged on the left side and the right side respectively and a first auxiliary frame cross beam connected between the auxiliary frame longitudinal beams on the two sides. The auxiliary frame longitudinal beams on the two sides each comprise a longitudinal beam front section and a longitudinal beam rear section which are connected in a welded mode, the first auxiliary frame cross beam is connected between the longitudinal beam front sections on the two sides, and an anti-collision support is arranged on the first auxiliary frame cross beam. In the front-back direction of the whole vehicle, the anti-collision support is located on the front side of the first auxiliary frame cross beam, and the anti-collision support is arranged close to the auxiliary frame longitudinal beam on one side. The auxiliary frame disclosed by the utility model is beneficial to conduction of direct collision force, so that the collision coping capacity of the auxiliary frame can be improved, and the collision safety of the whole vehicle can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a subframe. Meanwhile, the utility model also relates to a vehicle provided with the subframe. Background Art

[0002] The front subframe is one of the important components of the vehicle. While playing a supporting role, it also provides installation points for peripheral components such as the steering gear, suspension, and mounting. When the vehicle is driving, the impact loads generated by acceleration, braking, climbing, steering, and various complex road surfaces will be transmitted to the front subframe through the surrounding components. Therefore, the front subframe needs to have high strength and rigidity.

[0003] However, the existing subframe generally absorbs and transmits the collision force through the subframe longitudinal beams on both sides and the cross beams between the longitudinal beams on both sides. The collision force absorption and transmission capabilities are still insufficient, which limits the improvement of the collision safety of the subframe. Utility Model Content

[0004] In view of this, the utility model aims to provide a subframe, which is beneficial to improving collision safety.

[0005] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0006] A sub-frame, comprising sub-frame longitudinal beams arranged on left and right sides, and a first sub-frame cross beam connected between the sub-frame longitudinal beams on both sides;

[0007] The auxiliary frame longitudinal beams on both sides include a longitudinal beam front section and a longitudinal beam rear section which are welded to each other, the first auxiliary frame cross beam is connected between the longitudinal beam front sections on both sides, and an anti-collision bracket is provided on the first auxiliary frame cross beam;

[0008] In the front-rear direction of the vehicle, the anti-collision bracket is located in front of the first sub-frame cross beam, and the anti-collision bracket is arranged close to the sub-frame longitudinal beam on one side.

[0009] Furthermore, in the left-right direction of the vehicle, an offset collision bracket is provided on the side of the front section of the longitudinal beam on both sides facing the outside of the vehicle, and the offset collision bracket on each side is arranged close to the front end of the front section of the longitudinal beam on the same side.

[0010] Furthermore, a body connecting bracket is respectively provided at one end of the rear section of the longitudinal beam on each side close to the front section of the longitudinal beam on the same side; a bolt connecting hole and an opening groove are provided at the top of the body connecting bracket, and the opening groove extends from the bolt connecting hole to the edge of the body connecting bracket, and the extension direction of the opening groove is inclined relative to the left and right direction of the whole vehicle and points to the side and front of the vehicle.

[0011] Furthermore, the vehicle body connecting bracket includes a bracket inner plate and a bracket outer plate that are snapped together; the bracket outer plate partially penetrates into the bracket inner plate and is connected to the side wall of the bracket inner plate, and the top of the bracket inner plate has an extension section extending outward relative to the top of the bracket outer plate; the bolt connection hole and the opening groove are arranged on the extension section.

[0012] Furthermore, it also includes a second sub-frame cross beam and a third sub-frame cross beam connected between the rear sections of the longitudinal beams on both sides; a cross beam connecting plate is connected between the bottoms of the second sub-frame cross beam and the third sub-frame cross beam, and a steering gear mounting bracket is provided in the area enclosed by the second sub-frame cross beam, the third sub-frame cross beam and the rear sections of the longitudinal beams on both sides, and a steering gear rear mounting point is provided on the steering gear mounting bracket.

[0013] Furthermore, the steering gear mounting bracket is arranged close to the second subframe cross beam and the rear section of the longitudinal beam on one side, and the rear end of the steering gear mounting bracket is connected to the rear section of the longitudinal beam on the same side, the front end of the steering gear mounting bracket is connected to the second subframe cross beam, and the bottom end of the steering gear mounting bracket is connected to the cross beam connecting plate.

[0014] Furthermore, the steering gear mounting bracket includes a bracket upper plate, and a bracket lower plate snap-fitted to the bottom of the bracket upper plate, the steering gear rear mounting point includes a steering gear mounting sleeve provided on the bracket upper plate, and the top of the steering gear mounting sleeve is connected to the bracket upper plate, and the bottom of the steering gear mounting sleeve is connected to the bracket lower plate; and / or, steering gear front mounting points are respectively provided on the rear sections of the longitudinal beams on both sides, and the connecting lines between the steering gear front mounting points and the steering gear rear mounting points on both sides are triangular.

[0015] Furthermore, an opening is provided on the crossbeam connecting plate; and / or, a front mounting point of a swing arm and a rear mounting point of a swing arm are provided on the rear sections of the longitudinal beams on both sides, and the front mounting point of the swing arm includes a swing arm mounting bracket in a swing arm mounting groove on the rear section of the longitudinal beam, and the rear mounting point of the swing arm includes a sleeve provided on the rear section of the longitudinal beam.

[0016] Furthermore, an exhaust hook is provided on the third subframe cross beam; the exhaust hook is bent into a subframe connecting section, an intermediate transition section and an exhaust ear mounting section which are connected in sequence; wherein, the extension lines of the subframe connecting section and the exhaust ear mounting section can intersect, and the angle formed between the extension lines of the two is between 40° and 50°; and / or, a limiting structure is provided on the exhaust ear mounting section, an installation space is defined between the limiting structure and the anti-detachment structure at the end of the exhaust ear mounting section, the installation space is used to install the exhaust ear, and the limiting structure and the anti-detachment structure jointly constrain the exhaust ear within the installation space.

[0017] Compared with the prior art, the utility model has the following advantages:

[0018] The sub-frame described in the utility model, by making the sub-frame longitudinal beams consist of front and rear sections welded together, can not only facilitate the preparation of the sub-frame longitudinal beams, but also facilitate the collapse and energy absorption of the sub-frame longitudinal beams during a collision. By arranging an anti-collision bracket, the head-on collision performance of the sub-frame can be increased, which is beneficial to the transmission of the head-on collision force, thereby improving the collision response capability of the sub-frame and enhancing the collision safety of the sub-frame.

[0019] In addition, by setting an offset collision bracket, the collision force conduction performance during offset collision can be increased, and the collision safety can be improved. By setting the open groove at the bolt connection hole, the subframe connection bolt can be disengaged from the bolt connection hole during a collision, so that the subframe is separated from the body, reducing the intrusion of the subframe into the passenger compartment, which helps to improve the collision safety of the vehicle. The bolt connection hole and the open groove are located on the extension section of the bracket upper plate, so that the body connection point position can be a single-plate structure, which is conducive to the formation of the open groove and is also conducive to the bolt disengagement of the bolt connection hole during a collision. The second subframe crossbeam and the third subframe crossbeam are connected by a crossbeam connecting plate, which can increase the overall stiffness of the rear part of the subframe. The steering gear mounting bracket is set in the area enclosed by the second and third subframe crossbeams and the rear sections of the longitudinal beams on both sides, which can facilitate the arrangement of the rear mounting point of the steering gear in the subframe.

[0020] In addition, the steering gear mounting bracket is connected to the sub-frame longitudinal beam and the second sub-frame cross beam respectively, and the stiffness of the rear mounting point of the steering gear can be increased by means of the sub-frame longitudinal beam and the second sub-frame cross beam. At the same time, the connection between the sub-frame longitudinal beam and the second sub-frame cross beam can be used to increase the force transmission path of the rear mounting point of the steering gear, which is conducive to the dispersion of collision force and helps to improve collision safety. The steering gear mounting bracket is composed of a bracket upper and lower plates that are connected by buckling, which can make the steering mounting bracket have a good structural strength, and the top of the steering gear mounting sleeve is connected to the bracket upper plate, and the bottom is connected to the bracket lower plate, which can not only reduce the opening stress of the sleeve mounting point of the bracket upper plate, but also shorten the sleeve length, which is conducive to the weight reduction and verticality control of the sleeve. Furthermore, the connection line between the front and rear mounting points of the steering gear is triangular, which can ensure the stability of the steering gear installation.

[0021] In addition, the opening on the crossbeam connecting plate can facilitate the plug-in operation of the steering motor harness. The use of a built-in swing arm mounting bracket at the front mounting point of the swing arm and a sleeve at the rear mounting point of the swing arm can ensure the rigidity of the swing arm mounting point and improve the stability of the swing arm installation. The three-section structure of the exhaust hook and the angle setting between the subframe connecting section and the exhaust ear mounting section can increase the exhaust hook mode and avoid increasing the hook diameter, which is conducive to its lightweight. At the same time, by setting a limiting structure and limiting the exhaust ear together with the anti-slip structure at the end, the movement of the exhaust ear can also be effectively limited, which is conducive to reducing the safety and disaster prevention risks of the exhaust system.

[0022] Another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the subframe as described above.

[0023] The vehicle described in the utility model is provided with the above-mentioned subframe, which can facilitate the collapse energy absorption of the subframe longitudinal beam during a collision and the transmission of the head-on collision force, thereby improving the collision response capability of the subframe and facilitating the improvement of the safety quality of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0025] Figure 1 It is a schematic diagram of the overall structure of the subframe according to an embodiment of the utility model;

[0026] Figure 2 for Figure 1 The enlarged view of point A in the middle;

[0027] Figure 3 for Figure 1 The enlarged view of point B in the middle;

[0028] Figure 4 This is a schematic diagram of the structure of the anti-collision bracket according to an embodiment of the utility model;

[0029] Figure 5 This is a schematic structural diagram of an offset collision bracket according to an embodiment of the utility model;

[0030] Figure 6 This is a schematic structural diagram of the vehicle body connecting bracket according to an embodiment of the utility model when it is assembled on a sub-frame;

[0031] Figure 7 for Figure 6 A top view of the structure shown in;

[0032] Figure 8 for Figure 7The enlarged view of point D in the middle;

[0033] Fig. 9 This is a schematic diagram of the structure of the vehicle body connecting bracket according to an embodiment of the utility model;

[0034] Fig.10 and Fig.11 It is a schematic diagram of the structure of the inner plate of the bracket according to the embodiment of the utility model at different viewing angles;

[0035] Fig.12 This is a schematic diagram of the structure of the outer plate of the bracket according to an embodiment of the utility model;

[0036] Fig.13 It is a structural schematic diagram of the vehicle body connecting bracket and the vehicle body longitudinal beam when assembled according to an embodiment of the utility model;

[0037] Fig.14 for Fig.13 A schematic diagram of the structure from another perspective of the structure shown in ;

[0038] Fig.15 This is a schematic diagram of the structure of the threaded pipe according to an embodiment of the utility model;

[0039] Fig.16 and Fig.17 It is a schematic diagram of the structure of the reinforcing plate according to the embodiment of the utility model at different viewing angles;

[0040] Fig.18 for Figure 1 A top view of the structure shown in;

[0041] Fig.19 for Fig.18 Enlarged view of point C in the middle;

[0042] Fig. 20 and Fig.21 It is a schematic diagram of the structure of the steering gear mounting bracket according to the embodiment of the utility model at different viewing angles;

[0043] Fig. 22 This is a schematic diagram of the structure of the upper plate of the bracket according to an embodiment of the utility model;

[0044] Fig.23 This is a schematic diagram of the structure of the lower plate of the bracket according to an embodiment of the utility model;

[0045] Fig.24 It is a structural schematic diagram of the steering gear mounting sleeve according to an embodiment of the utility model;

[0046] Fig.25 It is a schematic diagram of the structure when the exhaust hook and the third sub-frame cross beam according to the embodiment of the utility model are assembled;

[0047] Fig.26 This is a schematic diagram of the structure of the exhaust hook according to an embodiment of the utility model;

[0048] Description of reference numerals:

[0049] 1. Subframe longitudinal beam; 10. Swing arm mounting groove; 11. Front section of longitudinal beam; 12. Rear section of longitudinal beam; 13. Swing arm mounting bracket; 14. Anti-collision beam connecting plate; 15. Steering gear front mounting sleeve; 16. Swing arm rear mounting sleeve; 17. Offset collision bracket;

[0050] 21. First sub-frame cross beam; 22. Second sub-frame cross beam; 23. Third sub-frame cross beam; 24. Anti-collision bracket; 25. Cross beam connecting plate;

[0051] 3. Car body connecting bracket; 31. Bracket inner plate; 311. Extension section; 3111. Bolt connection hole; 3112. Opening groove; 32. Bracket outer plate; 321. Outer plate lower part; 322. Outer plate upper part; 3221. Avoidance groove;

[0052] 4. Vehicle body longitudinal beam; 41. Reinforcement plate; 411. Reinforcement plate body; 4110. Accommodation groove; 412. Side flange; 431. Lower flange; 42. Threaded pipe; 43. Connecting bolt;

[0053] 5. Steering gear mounting bracket; 50. Cavity; 51. Bracket upper plate; 510. Avoidance gap; 511. Upper plate top wall; 5111. First connecting hole; 512. Upper plate side wall; 513. Reinforcement rib; 514. First top wall flange; 515. First side wall flange; 516. Second top wall flange; 517. Second side wall flange; 52. Bracket lower plate; 521. Lower plate bottom wall; 5211. Second connecting hole; 522. Lower plate side wall; 53. Cavity; 54. Steering gear mounting sleeve; 541. Boss;

[0054] 6. Exhaust system; 61. Exhaust lifting lug;

[0055] 7. Exhaust hook; 71. Subframe connection section; 711. Extension line a; 72. Intermediate transition section; 73. Exhaust lifting ear installation section; 731. Extension line b; 74. Limiting protrusion; 75. Anti-slip boss; 76. Installation space;

[0056] h, width of the opening slot; o, center of the bolt connection hole; R, diameter of the bolt connection hole; α, first angle; β, second angle. DETAILED DESCRIPTION

[0057] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0058] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0059] In the description of the present invention, it should be noted that if there are terms such as "upper", "lower", "inner", "outer" and the like indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention 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 limiting the present invention. In addition, if there are terms such as "first" and "second", they are also used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0060] Taking the vehicle in which the subframe described in the utility model is located as an example, the directional words such as "up, down, left, right, front, and back" used in the embodiment are defined based on the up and down direction (also called the height direction, or the Z direction of the whole vehicle), the left and right direction (also called the width direction, or the Y direction of the whole vehicle), and the front and rear direction (also called the length direction, or the X direction of the whole vehicle) of the vehicle. "Inside and outside" are defined based on the contour of the corresponding parts. For example, "inside" and "outside" are defined based on the contour of the vehicle, and the side of the vehicle contour close to the middle of the vehicle is "inside", and the opposite is "outside".

[0061] In addition, in the description of the present invention, unless otherwise clearly defined, the mating parts may be connected by conventional connection structures in the art. Moreover, the terms "installation", "connection", "connection" and "connector" 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 internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0062] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0063] Embodiment 1

[0064] The present embodiment relates to a subframe, which is not only easy to prepare, but also convenient for transmitting the force of a head-on collision, thereby improving the collision response capability and thus improving the safety of the entire vehicle.

[0065] In terms of overall structure, Figure 1As shown, the subframe of this embodiment includes a subframe longitudinal beam 1 disposed on the left and right sides, and a first subframe cross beam 21 connected between the two side subframe longitudinal beams 1. The two side subframe longitudinal beams 1 each include a longitudinal beam front section 11 and a longitudinal beam rear section 12 connected by welding, the first subframe cross beam 21 is connected between the two side longitudinal beam front sections 11, and an anti-collision bracket 24 is provided on the first subframe cross beam 21.

[0066] Furthermore, in the front-rear direction of the vehicle, the anti-collision bracket 24 is located in front of the first sub-frame cross beam 21 , and the anti-collision bracket 24 is arranged close to the sub-frame longitudinal beam 1 on one side.

[0067] At this time, as set above, by making the sub-frame longitudinal beam 1 consist of front and rear sections welded together, it is not only convenient to prepare the sub-frame longitudinal beam 1, and thus beneficial to the overall preparation of the sub-frame, but also beneficial to the crushing energy absorption of the sub-frame longitudinal beam 1 during a collision. At the same time, the anti-collision bracket 24 is set to increase the head-on collision performance of the sub-frame, facilitate the transmission of the head-on collision force, and thus improve the collision response capability of the sub-frame.

[0068] Based on the above overall introduction, in detail, in this embodiment, in the specific implementation, the above-mentioned subframe is preferably the front subframe in the vehicle, and correspondingly, the first subframe cross beam 21 is the front cross beam of the subframe. At the same time, the above-mentioned anti-collision bracket 24 is preferably arranged close to the subframe longitudinal beam 1 on the main driving side, that is, the subframe longitudinal beam 1 on the left side.

[0069] At the same time, the anti-collision bracket 24 can be Figure 4 As shown, it is formed by integrally bending a plate, and the cross section is generally U-shaped. The advantage of such a setting is that a buffer cavity can be formed between the first sub-frame cross beam 21, so as to improve the head-on collision performance of the sub-frame and the whole vehicle.

[0070] In this embodiment, as a preferred implementation form, in the left and right directions of the vehicle, the outer sides of the longitudinal beam front sections 11 on both sides are provided with offset collision brackets 17, and the offset collision brackets 17 on each side are arranged close to the front end of the longitudinal beam front section 11 on the same side. In this way, the collision force transmission performance during offset collision can be increased, thereby facilitating the improvement of the collision safety of the vehicle.

[0071] It is worth mentioning that in this embodiment, during the specific implementation, the front ends of the front sections 11 of the longitudinal beams on both sides are provided with anti-collision beam connecting plates 14. At the same time, the offset collision bracket 17 can be roughly triangular in design when viewed from the upper and lower directions of the vehicle. Specifically, at this time, one right-angled side of the offset collision bracket 17 is connected to the side of the front section 11 of the longitudinal beam on the same side, and the other right-angled side of the offset collision bracket 17 is connected to the anti-collision beam connecting plate 14 on the same side, so as to utilize the high stability of the triangular structure to improve the collision force conduction performance.

[0072] Moreover, if Figure 5As shown, the above-mentioned offset collision bracket 17 can also be formed by integrally bending a plate and having a top plate and a bottom plate, and a side connecting plate connected between the top plate and the bottom plate. The advantage of such a setting is that a buffer cavity can be formed between the offset collision bracket 17 and the longitudinal beam front section 11 on the same side and the anti-collision beam connecting plate 14 on the same side, thereby improving the collision performance.

[0073] In addition, in this embodiment, as a preferred implementation form, Figure 1 , Figures 6 to 8 As shown in , a body connection bracket 3 is respectively provided at one end of each side longitudinal beam rear section 12 close to the same side longitudinal beam front section 11. In addition, a bolt connection hole 3111 and an opening slot 3112 are provided at the top of the body connection bracket 3. The opening slot 3112 extends from the bolt connection hole 3111 to the edge of the body connection bracket 3, and the extension direction of the opening slot 3112 is inclined relative to the left and right direction of the whole vehicle and points to the side and front of the vehicle.

[0074] The advantage of such a configuration is that, based on the configuration of the opening slot 3112 tilted in the extension direction, the connecting bolt 43 can be disengaged from the bolt connecting hole 3111 during a collision, so that the subframe is separated from the vehicle body, reducing the intrusion of the subframe into the passenger compartment, thereby helping to improve the collision safety of the vehicle.

[0075] In a specific implementation, the connecting bolt 43 is used to connect the vehicle body connecting bracket 3 and the vehicle body, thereby forming a connection between the sub-frame and the vehicle body. Specifically, the connecting bolt 43 passes through the bolt connecting hole 3111 from bottom to top and is screwed to the vehicle body.

[0076] Moreover, considering that the structural structures of the left body connection bracket 3 (and the left subframe longitudinal beam 1) and the right body connection bracket 3 (and the right subframe longitudinal beam 1) are basically the same, and the two can be regarded as mirror images of each other, in order to facilitate a clear description of the specific structure of the subframe, in this embodiment, the left body connection bracket 3 (and the left subframe longitudinal beam 1) is taken as an example to specifically describe the relevant contents, and no further details are given below.

[0077] Furthermore, in this embodiment, as a preferred implementation form, combined with Figures 8 to 12 As shown, the vehicle body connection bracket 3 includes a bracket inner plate 31 and a bracket outer plate 32 that are buckled together. The bracket outer plate 32 partially penetrates into the bracket inner plate 31 and is connected to the side wall of the bracket inner plate 31, and the top of the bracket inner plate 31 has an extension section 311 extending outward relative to the top of the bracket outer plate 32. At the same time, a bolt connection hole 3111 and an opening groove 3112 are provided on the extension section 311.

[0078] The bolt connection hole 3111 and the opening groove 3112 are located on the extension section 311 of the bracket inner plate 31, so that the vehicle body connection point position can be a single-plate structure, which is conducive to the formation of the opening groove 3112 and also facilitates the connection bolt 43 to escape from the bolt connection hole 3111 during a collision.

[0079] The body connection bracket 3 is connected to the top of the longitudinal beam rear section 12, and the bracket inner plate 31 and the bracket outer plate 32 are buckled together along the left-right direction of the vehicle. This facilitates the arrangement of the body connection bracket 3 on the subframe longitudinal beam 1 and also facilitates the body connection bracket 3 to have better Z-direction rigidity.

[0080] In specific implementation, as a preferred implementation form, in this embodiment, the cross section of the bracket inner plate 31 is "n" shaped when viewed from the upper and lower directions of the whole vehicle, and the bracket outer plate 32 has an outer plate lower portion 321 that partially penetrates the bracket inner plate 31, and an outer plate upper portion 322 that completely enters the bracket inner plate 31. Moreover, when viewed from the upper and lower directions of the whole vehicle, the cross section of the outer plate lower portion 321 is "U" shaped.

[0081] Here, the cross-section of the bracket inner panel 31 is designed to be in an "n" shape, and the cross-section of the outer panel lower portion 321 is designed to be in a "U" shape, and the outer panel lower portion 321 of the bracket outer panel 32 partially penetrates into the bracket inner panel 31, and the outer panel upper portion 322 completely enters into the bracket inner panel 31, which can facilitate the buckling connection between the bracket inner and outer panels and ensure the overall structural strength of the vehicle body connection bracket 3.

[0082] It should be noted that, in the present embodiment, viewed from the up and down direction of the vehicle, the cross section of the bracket inner panel 31 is in an "n" shape, which means that the cross section of the bracket inner panel 31 is roughly in an "n" shape in the overall structure, and does not refer to the shape of the letter "n" in a strict sense. In the specific structure, the bracket inner panel 31 may also have a certain shape trend for being adapted and connected with peripheral parts such as the bracket outer panel 32 and the subframe longitudinal beam 1.

[0083] Similarly, in the present embodiment, viewed from the upper and lower directions of the vehicle, the cross section of the outer panel lower portion 321 is "U"-shaped, which does not mean that the cross section of the outer panel lower portion 321 must be in the shape of the letter "U" in a strict sense, but it may also have a certain shape that can be compatible with surrounding parts such as the bracket inner panel 31 and the rear section 12 of the longitudinal beam.

[0084] Furthermore, in this embodiment, as a preferred implementation form, the cross section of the outer plate upper part 322 is "M" shaped when viewed from the upper and lower directions of the vehicle, and an avoidance groove 3221 is formed on the outer plate upper part 322 below the extension section 311. The main advantage of this arrangement is that it can facilitate the operation of the connecting bolt 43 and can also increase the rigidity of the connection position with the vehicle body.

[0085] Of course, the cross-section of the upper portion 322 of the outer plate is in an "M" shape, which means that the cross-section of the upper portion 322 of the outer plate is roughly in an "M" shape in the overall structure, and does not mean that the cross-section of the upper portion 322 of the outer plate must be in the shape of the letter "M" in a strict sense. It can have a certain shape trend in order to achieve a better adaptation effect with the surrounding parts such as the bracket inner plate 31 and the connecting bolts 43.

[0086] In addition, in this embodiment, as a preferred implementation form, still refer to Fig.10 As shown, the width h of the opening groove 3112 is smaller than the diameter R of the bolt connection hole 3111 , so that the reliability of the bolt connection can be ensured while the bolt is disengaged.

[0087] It can be understood that, based on the setting of the opening groove 3112, the connecting bolt 43 can cause the extension section 311, especially the portion of the extension section 311 corresponding to the opening groove 3112 and the bolt connecting hole 3111 to deform during a collision. For example, the two opposite groove walls of the opening groove 3112 are deformed to increase the width h of the opening groove 3112, approaching or even exceeding the diameter R of the bolt connecting hole 3111 (that is, the diameter of the connecting bolt 43), thereby causing the connecting bolt 43 to fall out.

[0088] In addition, in this embodiment, as a preferred implementation form, see Figure 7 and Figure 8 As shown, the first angle α between the extending direction of the opening slot 3112 and the left-right direction of the vehicle is between 15° and 25°. Here, the first angle α between the extending direction of the opening slot 3112 and the left-right direction of the vehicle is set between 15° and 25°, which is conducive to the connection bolt 43 being disengaged along the side front direction of the vehicle during a collision, thereby facilitating the subframe to be separated from the vehicle body.

[0089] It should be mentioned that, in order to facilitate the illustration of the first angle α, in this embodiment Figure 8 In the figure, the center of the bolt connection hole 3111 is indicated as o, the center line in the horizontal state is the left-right direction of the vehicle, and the center line in the inclined state is the extension direction of the opening slot 3112. Furthermore, in a specific implementation, the first angle α can be specifically set to 20° or 25°, so that the connection bolt 43 can be disengaged from the bolt connection hole 3111 and through the opening slot 3112 in the event of a collision.

[0090] In addition, as described above, the vehicle body connecting bracket 3 is connected to the vehicle body longitudinal beam 4 through the connecting bolts 43 provided in the bolt connecting holes 3111. Figure 6 , Fig.13 and Fig.14Only a partial structure of the vehicle body longitudinal beam 4 is shown. The vehicle body longitudinal beam 4 and related structural parts not mentioned in the vehicle body of this embodiment can all refer to the vehicle body structure well known to those skilled in the art. For example, the vehicle body longitudinal beam 4 is two vehicle body longitudinal beams 4 arranged opposite to each other in the left-right direction of the vehicle. Each vehicle body longitudinal beam 4 is respectively connected to the vehicle body connecting bracket 3 on the same side. At the same time, each vehicle body longitudinal beam 4 is mainly composed of two sheet metal parts that are buckled and connected in the left-right direction of the vehicle, and a reinforcing sheet metal part may also be provided in the space enclosed by the two sheet metal parts.

[0091] Furthermore, considering that the structures of the left and right vehicle body longitudinal beams 4 are substantially the same and the two can be regarded as mirror images of each other, in order to facilitate the detailed description of the relevant contents, in this embodiment, the left vehicle body longitudinal beam 4 and the left vehicle body connecting bracket 3 are taken as examples for the specific description of the relevant contents, and no further description is given below.

[0092] At this time, in this embodiment, as a preferred implementation form, combined with Figure 2 , Figures 13 to 15 As shown, a threaded tube 42 is provided in the vehicle body longitudinal beam 4 , a connecting bolt 43 is connected to the threaded tube 42 , and a reinforcing plate 41 connected to the threaded tube 42 is provided in the vehicle body longitudinal beam 4 .

[0093] In this way, the threaded tube 42 can be provided to facilitate the connection between the sub-frame and the vehicle body, and the reinforcement plate 41 can also be provided to increase the stability of the threaded tube 42 .

[0094] In the specific implementation, in this embodiment, as a preferred implementation form, refer to Fig.14 , Fig.16 and Fig.17 As shown in , the reinforcing plate 41 has a reinforcing plate body 411 and side flanges 412 located on both sides of the reinforcing plate body 411. In the specific structure, the threaded tube 42 is connected to the reinforcing plate body 411, and the side flanges 412 on both sides are respectively connected to two opposite side walls of the vehicle body longitudinal beam 4.

[0095] It is understandable that the benefit of providing the side flange 412 is mainly that it can ensure the reliability of the reinforcement plate 41 in the vehicle body longitudinal beam 4, and at the same time, it can also further improve the stability of the threaded tube 42.

[0096] Furthermore, as a preferred implementation form, in this embodiment, a lower flange 413 is provided at the bottom of the reinforcing plate body 411, and the lower flange 413 is connected to the bottom wall of the vehicle body longitudinal beam 4, thereby improving the connection strength between the reinforcing plate 41 and the vehicle body longitudinal beam 4, so as to increase the structural reinforcement effect of the reinforcing plate 41.

[0097] At the same time, in this embodiment, as a preferred implementation form, a receiving groove 4110 matching the shape of the threaded tube 42 is provided on the reinforcing plate body 411, and a portion of the threaded tube 42 is located in the receiving groove 4110. In this way, it is not only convenient to connect the threaded tube 42 and the reinforcing plate 41, but also can improve the reliability of the connection between the two.

[0098] In this embodiment, during specific implementation, the connecting bolt 43 can be passed through the bolt connecting hole 3111 and the bottom wall of the vehicle body longitudinal beam 4 in sequence and then screwed into the threaded tube 42. At the same time, the threaded tube 42 and the reinforcing plate body 411, the side flanges 412 on both sides and the two opposite side walls of the vehicle body longitudinal beam 4, and the lower flange 413 and the bottom wall of the vehicle body longitudinal beam 4 can all be connected using a connection method commonly used by technicians in this field, such as welding.

[0099] In addition, as a preferred embodiment, see Figure 1 , Fig.18 and Fig.19 As shown in FIG. 1 , the subframe of the present embodiment further includes a second subframe crossbeam 22 and a third subframe crossbeam 23 connected between the rear sections 12 of the longitudinal beams on both sides.

[0100] In addition, a beam connecting plate 25 is connected between the bottom of the second subframe cross beam 22 and the third subframe cross beam 23, and a steering gear mounting bracket 5 is provided in the area surrounded by the second subframe cross beam 22, the third subframe cross beam 23 and the rear sections of the longitudinal beams on both sides, and a steering gear rear mounting point is provided on the steering gear mounting bracket 5.

[0101] Here, the second subframe cross beam 22 and the third subframe cross beam 23 are connected by the cross beam connecting plate 25, so that the overall rigidity of the rear part of the subframe can be increased, and the steering gear mounting bracket 5 is arranged in the area surrounded by the second and third subframe cross beams and the rear sections 12 of the longitudinal beams on both sides, which can facilitate the arrangement of the rear mounting point of the steering gear in the subframe.

[0102] It is worth mentioning that, as mentioned above, the subframe is generally the front subframe of the vehicle, the first subframe crossbeam 21 is the front subframe crossbeam, and correspondingly, the second subframe crossbeam 22 is the middle subframe crossbeam, and the third subframe crossbeam 23 is the rear subframe crossbeam.

[0103] Furthermore, the cross beam connecting plate 25 can be a connecting plate independently arranged between the second sub-frame cross beam 22 and the third sub-frame cross beam 23, or when both the second sub-frame cross beam 22 and the third sub-frame cross beam 23 adopt an upper and lower plate buckling structure, the cross beam connecting plate 25 and the cross beam lower plate of the two can be an integrated structure.

[0104] In this embodiment, as a preferred implementation form, Fig.19As shown, the steering gear mounting bracket 5 is arranged close to the second sub-frame cross beam 22 and the rear section 12 of the longitudinal beam on one side, and the rear end of the steering gear mounting bracket 5 is connected to the rear section 12 of the longitudinal beam on the same side, the front end of the steering gear mounting bracket 5 is connected to the second sub-frame cross beam 22, and the bottom end of the steering gear mounting bracket 5 is connected to the cross beam connecting plate 25.

[0105] By connecting the steering gear mounting bracket 5 to the sub-frame longitudinal beam 1 and the second sub-frame cross beam 22 respectively, the stiffness of the rear mounting point of the steering gear can be increased with the help of the sub-frame longitudinal beam 1 and the second sub-frame cross beam 22. At the same time, the connection between the sub-frame longitudinal beam 1 and the second sub-frame cross beam 22 can also be used to increase the force transmission path of the rear mounting point of the steering gear, which is beneficial to the dispersion of the collision force and helps to improve the collision safety.

[0106] In specific implementation, the rear end of the steering gear mounting bracket 5 is preferably connected to the rear section 12 of the left longitudinal beam, that is, the steering gear mounting bracket 5 is located on the inner side of the left subframe longitudinal beam 1, and at the same time, the front end of the steering gear mounting bracket 5 is connected to the second subframe cross beam 22.

[0107] Secondly, as a preferred implementation form, in this embodiment, combined with Figure 20 to Figure 22 As shown, the steering gear mounting bracket 5 includes a bracket upper plate 51, and a bracket lower plate 52 which is snap-fitted to the bottom of the bracket upper plate 51, and the steering gear rear mounting point includes a steering gear mounting sleeve 54 provided on the bracket upper plate 51, and the top of the steering gear mounting sleeve 54 is connected to the bracket upper plate 51, and the bottom of the steering gear mounting sleeve 54 is connected to the bracket lower plate 52.

[0108] Such an arrangement can make the steering gear mounting bracket 5 have better structural strength, and the top of the steering gear mounting sleeve 54 is connected to the bracket upper plate 51, and the bottom is connected to the bracket lower plate 52, which can not only reduce the opening stress of the sleeve mounting point of the bracket upper plate 51, but also shorten the sleeve length, which is beneficial to the weight reduction and verticality control of the sleeve.

[0109] In detail, the rear end of the bracket upper plate 51 is connected to the rear section 12 of the longitudinal beam on the same side, the front end of the bracket upper plate 51 is connected to the second sub-frame cross beam 22, the bottom end of the bracket upper plate 51 is connected to the cross beam connecting plate 25, and a cavity 50 is formed between the bracket upper plate 51, the second sub-frame cross beam 22, the cross beam connecting plate 25, and the rear section 12 of the longitudinal beam on the same side.

[0110] It can be understood that the steering gear mounting bracket 5 includes a bracket upper plate 51, and a cavity 50 is formed between the bracket upper plate 51 and the subframe longitudinal beam 1, the second subframe cross beam 22 and the cross beam connecting plate 25, which can ensure the structural strength of the steering gear mounting bracket 5, and further help to ensure the rigidity of the rear mounting point of the steering gear.

[0111] Furthermore, as a preferred implementation form, in this embodiment, an avoidance notch 510 is provided on the bracket upper plate 51 near the position where the rear section 12 of the longitudinal beam on the same side is connected to the second sub-frame cross beam 22, and a reinforcing rib 513 is provided on the bracket upper plate 51 surrounding the avoidance notch 510.

[0112] By configuring in this way, the avoidance gap 510 can be provided to facilitate the arrangement of the bracket upper plate 51 in the sub-frame, and the reinforcing ribs 513 can be provided to reduce the influence of the avoidance gap 510 on the structural strength of the bracket upper plate 51 while ensuring the overall rigidity of the steering gear mounting bracket 5.

[0113] In addition, in this embodiment, as a preferred implementation form, continue to refer to Fig. 20 As shown, the bracket lower plate 52 is located in the cavity 50, and the bracket lower plate 52 is connected to the bottom of the bracket upper plate 51, so as to further increase the overall structural strength of the steering gear mounting bracket 5, and thereby enhance the rigidity of the steering gear mounting point.

[0114] Furthermore, in this embodiment, as a preferred implementation form, combined with Fig. 20 , Fig.21 and Fig.24 As shown, the steering gear mounting sleeve 54 adopts a T-shaped sleeve, and a radially outwardly extending boss 541 is provided on the top of the steering gear mounting sleeve 54. Specifically, the boss 541 overlaps the top of the bracket upper plate 51, and the bottom of the steering gear mounting sleeve 54 is arranged across the bracket lower plate 52.

[0115] Here, based on the steering gear mounting sleeve 54 adopting a T-shaped sleeve, the top boss 541 overlaps the top of the bracket upper plate 51, and also makes the bottom of the sleeve cross the bracket lower plate 52. The structural design can ensure the reliability of the steering gear mounting sleeve 54 on the steering gear mounting bracket 5.

[0116] In addition, in this embodiment, as a preferred implementation form, the bracket upper plate 51 and the bracket lower plate 52 are integrally stamped. Fig. 22 and Fig.23 As shown in the figure, the bracket upper plate 51 has an upper plate top wall 511 and an upper plate side wall 512, the bracket lower plate 52 has a lower plate bottom wall 521 and a lower plate side wall 522, and the lower plate bottom wall 521 is connected to the upper plate side wall 512, the lower plate side wall 522 is connected to the upper plate top wall 511, and a cavity 53 is formed between the bracket upper plate 51 and the bracket lower plate 52.

[0117] The main advantage of such a configuration is that by integrally stamping the upper plate 51 and the lower plate 52 of the bracket, the preparation of both can be facilitated. At the same time, a cavity 53 is formed between the upper and lower plates of the bracket, which can better improve the structural strength of the steering gear mounting bracket 5, thereby improving the rigidity of the rear mounting point of the steering gear.

[0118] It is worth mentioning that in this embodiment, during the specific implementation, a first connecting hole 5111 is provided on the top wall 511 of the upper plate for the steering gear mounting sleeve 54 to pass through and overlap, and a second connecting hole 5211 corresponding to the first connecting hole 5111 is provided on the bottom wall 521 of the lower plate to cooperate with the bottom of the steering gear mounting sleeve 54.

[0119] Secondly, the front end of the upper plate top wall 511 of this embodiment is also provided with a first top wall flange 514 for connecting with the top of the second sub-frame cross beam 22, and the rear end of the upper plate top wall 511 is provided with a second top wall flange 516 for connecting with the top of the same-side longitudinal beam rear section 12. At the same time, the front end of the upper plate side wall 512 of this embodiment is provided with a first side wall flange 515 for connecting with the side of the second sub-frame cross beam 22, and the rear end of the upper plate side wall 512 is provided with a second side wall flange 517 for connecting with the side of the same-side longitudinal beam rear section 12. In this way, the connection area between the bracket upper plate 51 and the same-side longitudinal beam rear section 12 and the second sub-frame cross beam 22 can be increased, so as to improve the connection strength of the bracket upper plate 51.

[0120] At the same time, in this embodiment, as a preferred implementation form, the rear sections 12 of the longitudinal beams on both sides are respectively provided with front mounting points of the steering gear, and the connecting lines between the front mounting points of the steering gear and the rear mounting points of the steering gear on both sides are in a triangle shape. Thus, the high stability of the triangular structure can be utilized to ensure the stability of the steering gear installation.

[0121] In the specific structure, the front mounting point of the steering gear on each side includes a front mounting sleeve 15 of the steering gear arranged on the rear section 12 of the longitudinal beam on the same side, and each front mounting sleeve 15 of the steering gear is used to be screwed and connected to the corresponding mounting position on the steering gear.

[0122] In addition, in this embodiment, as a preferred implementation form, Fig.19 As shown, an opening is provided on the crossbeam connecting plate 25 to facilitate the plug-in operation of the steering motor wiring harness.

[0123] At the same time, in this embodiment, as a preferred implementation form, combined with Figure 1 and Fig.19 As shown, a front mounting point of a swing arm and a rear mounting point of a swing arm are provided on the rear sections 12 of the longitudinal beams on both sides, and the front mounting point of the swing arm includes a swing arm mounting bracket 13 arranged in a swing arm mounting groove 10 on the rear section 12 of the longitudinal beam, and the rear mounting point of the swing arm includes a sleeve arranged on the rear section 12 of the longitudinal beam.

[0124] It is understandable that the front mounting point of the swing arm adopts the built-in swing arm mounting bracket 13, and the rear mounting point of the swing arm adopts the sleeve, which can ensure the rigidity of the swing arm mounting point and improve the stability of the swing arm installation. At the same time, in the specific implementation, the sleeve can preferably adopt a T-shaped sleeve to ensure the reliability of the sleeve on the rear section 12 of the longitudinal beam and improve the rigidity of the rear mounting point of the swing arm.

[0125] In this embodiment, in order to distinguish the T-shaped sleeve in the rear mounting point of the swing arm from the steering gear mounting sleeve 54 using the T-shaped sleeve, the T-shaped sleeve in the rear mounting point of the swing arm is named as the swing arm rear mounting sleeve 16, that is, the rear mounting point of the swing arm is connected to the subframe through the swing arm rear mounting sleeve 16.

[0126] As a preferred implementation form, in this embodiment, multiple swing arm rear mounting points, that is, multiple swing arm rear mounting sleeves 16, are provided on the rear sections 12 of the longitudinal beams on both sides. From the left and right direction of the vehicle, the steering gear mounting bracket 5 is arranged corresponding to one of the swing arm rear mounting sleeves 16 on the rear section 12 of the longitudinal beam on the same side.

[0127] It is understandable that by arranging the steering gear mounting bracket 5 corresponding to one of the swing arm rear mounting sleeves 16 , the steering gear mounting bracket 5 can be used to increase the rigidity of the swing arm rear mounting point, thereby facilitating the improvement of the stability of the swing arm installation.

[0128] Of course, the number and arrangement of the swing arm rear mounting points (that is, the swing arm rear mounting sleeve 16) on the rear section 12 of each side longitudinal beam can be set and adjusted accordingly according to the actual installation requirements of the swing arm. For example, each longitudinal beam rear section 12 is provided with three swing arm rear mounting points arranged at intervals along its own length direction, and the swing arm rear mounting point located at the front is arranged corresponding to the steering gear mounting bracket 5 on the same side.

[0129] Moreover, it is still necessary to mention that the swing arm mounting groove 10 of this embodiment can be specifically arranged on the outer side wall of the longitudinal beam rear section 12 along the left-right direction of the whole vehicle, and the swing arm mounting bracket 13 can be set and adjusted according to the actual installation requirements of the swing arm during specific implementation, for example, it includes a top plate, and a first side plate and a second side plate respectively arranged on the front and rear sides of the top plate, and is in the shape of a "J" as a whole, the bottom of the first side plate and the bottom of the second side plate are both connected to the bottom of the longitudinal beam rear section 12, and the left and right sides of the first side plate and the second side plate are respectively connected to the side of the longitudinal beam rear section 12. At the same time, a bolt assembly for mounting the swing arm is also provided on the swing arm mounting bracket 13.

[0130] In addition, in this embodiment, as a preferred implementation form, Fig.25 As shown, an exhaust hook 7 is provided on the third sub-frame cross beam 23 , and the exhaust hook 7 is bent into a sub-frame connecting section 71 , a middle transition section 72 and an exhaust ear mounting section 73 which are connected in sequence.

[0131] The extension lines of the sub-frame connecting section 71 and the exhaust hanging ear mounting section 73 can intersect, and the angle formed between the extension lines of the two is between 40° and 50°. Through the three-section structure of the exhaust hook 7 and the angle setting between the sub-frame connecting section 71 and the exhaust hanging ear mounting section 73, the exhaust hook 7 mode can be increased without adding a sub-hook, and the hook diameter can be avoided from being increased, which is conducive to its lightweight.

[0132] At the same time, in this embodiment, as a preferred implementation form, combined with Fig.19 , Fig.25 and Fig.26 As shown, a limiting structure is provided on the exhaust lifting ear mounting section 73, and an installation space 76 is defined between the limiting structure and the anti-slip structure at the end of the exhaust lifting ear mounting section 73. The installation space 76 is used to install the exhaust lifting ear 61, and the limiting structure and the anti-slip structure jointly constrain the exhaust lifting ear 61 in the installation space 76.

[0133] By setting the limiting structure, the exhaust lifting ear 61 is limited together with the anti-detachment structure at the end, and the movement of the exhaust lifting ear 61 can also be effectively limited, which is beneficial to reducing the safety and disaster prevention risks of the exhaust system 6.

[0134] Specifically, in this embodiment, the extension line of the sub-frame connecting section 71 is named as extension line a711, the extension line of the exhaust lifting ear mounting section 73 is named as extension line b731, and the angle between the extension lines of the sub-frame connecting section 71 and the exhaust lifting ear mounting section 73 is named as the second angle β, so as to facilitate the distinction from the first angle α and to facilitate the illustration and introduction of the relevant content of the second angle β.

[0135] At the same time, Fig.25 As shown in , the second angle β is formed between the extension line a711 and the extension line b731. The value of the second angle β can be set and adjusted accordingly according to the actual modal requirements of the exhaust hanger 61. For example, the second angle β can be specifically 40°, 45° or 50°.

[0136] In this embodiment, as a preferred implementation form, the diameters of the subframe connecting section 71 , the middle transition section 72 and the exhaust hanging ear mounting section 73 are the same to facilitate the preparation of the exhaust hanging hook 7 .

[0137] In addition, as a preferred embodiment, the exhaust hook 7 is arranged horizontally on the sub-frame, or the exhaust hook 7 is arranged nearly horizontally on the sub-frame, and the exhaust hook mounting section 73 is arranged along the left and right direction of the vehicle. In this way, the exhaust system 6 can be better adapted to the situation of front and rear movement, and the safety of the exhaust system 6 can be improved.

[0138] Of course, the approach to horizontality described in this embodiment means that there is a small inclination angle between the exhaust hook 7 and the horizontal plane, and the exhaust ear 61 is close to a horizontal state, and the specific value of the above-mentioned inclination angle can be, for example, less than 10°.

[0139] In addition, in this embodiment, as a preferred implementation form, the anti-slip structure includes an anti-slip boss 75 provided at the end of the exhaust lifting ear mounting section 73, and the outer diameter of the anti-slip boss 75 is gradually reduced in the direction away from the mounting space 76.

[0140] The main advantage of such a configuration is that it not only has a simple structure, but also allows the outer diameter of the anti-slip boss 75 to be gradually reduced, which can also facilitate the installation of the exhaust lifting ear 61.

[0141] Furthermore, as a preferred implementation form, the limiting structure of this embodiment includes a limiting protrusion 74 provided on the outer peripheral wall of the exhaust lifting ear mounting section 73, and the limiting protrusion 74 is a circle arranged circumferentially around the exhaust lifting ear mounting section 73. Here, the limiting structure adopts the limiting protrusion 74, which has a simple structure, and the limiting protrusion 74 is a circle, which can ensure the limiting effect on the exhaust lifting ear 61.

[0142] In the specific implementation, in this embodiment, as a preferred implementation form, the anti-slip boss 75 and the limiting protrusion 74 are integrally formed on the exhaust hook mounting section 73. In this way, the molding of the two can be facilitated, the overall structure of the exhaust hook 7 is relatively simple, and the stability of the anti-slip structure and the limiting structure can be ensured.

[0143] The sub-frame of the present embodiment is composed of the front and rear sections of the sub-frame longitudinal beam 1 welded together, which not only facilitates the preparation of the sub-frame longitudinal beam 1, but also facilitates the collapse and energy absorption of the sub-frame longitudinal beam 1 during a collision. By providing an anti-collision bracket 24, the head-on collision performance of the sub-frame can be increased, which is beneficial to the transmission of the head-on collision force, thereby improving the collision response capability of the sub-frame and enhancing the collision safety of the sub-frame.

[0144] Embodiment 2

[0145] This embodiment relates to a vehicle, in which the subframe in the first embodiment is provided.

[0146] The vehicle of this embodiment, by providing the subframe in the first embodiment, can facilitate the crushing energy absorption of the subframe longitudinal beam 1 during a collision, as well as the transmission of the head-on collision force, thereby improving the collision safety performance of the subframe, thereby improving the safety quality and market competitiveness of the entire vehicle.

[0147] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A subframe, characterized in that: It comprises auxiliary frame longitudinal beams (1) arranged on the left and right sides, and a first auxiliary frame cross beam (21) connected between the auxiliary frame longitudinal beams (1) on the two sides; The auxiliary frame longitudinal beams (1) on both sides each comprise a longitudinal beam front section (11) and a longitudinal beam rear section (12) connected by welding, the first auxiliary frame cross beam (21) is connected between the longitudinal beam front sections (11) on both sides, and an anti-collision bracket (24) is provided on the first auxiliary frame cross beam (21); In the front-rear direction of the vehicle, the anti-collision bracket (24) is located in front of the first sub-frame cross beam (21), and the anti-collision bracket (24) is arranged close to the sub-frame longitudinal beam (1) on one side.

2. The subframe according to claim 1, characterized in that: In the left-right direction of the vehicle, an offset collision bracket (17) is provided on the side of the longitudinal beam front section (11) on both sides facing the outside of the vehicle, and the offset collision bracket (17) on each side is arranged close to the front end of the longitudinal beam front section (11) on the same side.

3. The subframe according to claim 1, characterized in that: A vehicle body connecting bracket (3) is provided at one end of the longitudinal beam rear section (12) on each side close to the longitudinal beam front section (11) on the same side; The top of the vehicle body connection bracket (3) is provided with a bolt connection hole (3111) and an opening groove (3112), the opening groove (3112) extends from the bolt connection hole (3111) to the edge of the vehicle body connection bracket (3), and the extension direction of the opening groove (3112) is inclined relative to the left and right direction of the vehicle and points to the side and front of the vehicle.

4. The subframe according to claim 3, characterized in that: The vehicle body connection bracket (3) comprises a bracket inner plate (31) and a bracket outer plate (32) which are buckled together; The support outer plate (32) partially penetrates into the support inner plate (31) and is connected to the side wall of the support inner plate (31), and the top of the support inner plate (31) has an extension section (311) extending outward relative to the top of the support outer plate (32); The bolt connection hole (3111) and the opening groove (3112) are arranged on the extension section (311).

5. The subframe according to any one of claims 1 to 4, characterized in that: It also includes a second sub-frame cross beam (22) and a third sub-frame cross beam (23) connected between the rear sections (12) of the longitudinal beams on both sides; A crossbeam connecting plate (25) is connected between the bottoms of the second subframe crossbeam (22) and the third subframe crossbeam (23), and a steering gear mounting bracket (5) is provided in an area enclosed by the second subframe crossbeam (22), the third subframe crossbeam (23) and the rear sections (12) of the longitudinal beams on both sides, and a steering gear rear mounting point is provided on the steering gear mounting bracket (5).

6. The subframe according to claim 5, characterized in that: The steering gear mounting bracket (5) is arranged close to the second sub-frame cross beam (22) and the longitudinal beam rear section (12) on one side, and the rear end of the steering gear mounting bracket (5) is connected to the longitudinal beam rear section (12) on the same side, the front end of the steering gear mounting bracket (5) is connected to the second sub-frame cross beam (22), and the bottom end of the steering gear mounting bracket (5) is connected to the cross beam connecting plate (25).

7. The subframe according to claim 6, characterized in that: The steering gear mounting bracket (5) comprises a bracket upper plate (51), and a bracket lower plate (52) snap-fitted to the bottom of the bracket upper plate (51), the steering gear rear mounting point comprises a steering gear mounting sleeve (54) provided on the bracket upper plate (51), and the top of the steering gear mounting sleeve (54) is connected to the bracket upper plate (51), and the bottom of the steering gear mounting sleeve (54) is connected to the bracket lower plate (52); and / or, The rear sections (12) of the longitudinal beams on both sides are respectively provided with front mounting points of the steering gear, and the connecting lines between the front mounting points of the steering gear and the rear mounting points of the steering gear on both sides are in the form of a triangle.

8. The subframe according to claim 5, characterized in that: The crossbeam connecting plate (25) is provided with an opening; and / or, A swing arm front mounting point and a swing arm rear mounting point are provided on the rear sections (12) of the longitudinal beams on both sides, and the swing arm front mounting point includes a swing arm mounting bracket (13) arranged in a swing arm mounting groove (10) on the rear section (12) of the longitudinal beam, and the swing arm rear mounting point includes a sleeve arranged on the rear section (12) of the longitudinal beam.

9. The subframe according to claim 5, characterized in that: An exhaust hook (7) is provided on the third auxiliary frame cross beam (23); The exhaust hook (7) is bent into a sub-frame connecting section (71), a middle transition section (72) and an exhaust lifting ear mounting section (73) which are connected in sequence; in, The extension lines of the sub-frame connecting section (71) and the exhaust hanging ear mounting section (73) can intersect, and the angle formed between the extension lines of the two is between 40° and 50°; and / or, A limiting structure is provided on the exhaust lifting ear mounting section (73), and an installation space (76) is defined between the limiting structure and the anti-slip structure at the end of the exhaust lifting ear mounting section (73). The installation space (76) is used to install the exhaust lifting ear (61), and the limiting structure and the anti-slip structure jointly constrain the exhaust lifting ear (61) within the installation space (76).

10. A vehicle, characterized in that: The vehicle is provided with the subframe according to any one of claims 1 to 9.

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