Front auxiliary frame and automobile

Abstract

The utility model discloses a front subframe and an automobile, the front subframe comprises a rear mounting plate, two longitudinal beams and a front cross beam, the front ends of the two longitudinal beams are connected with the front cross beam, and the rear ends of the two longitudinal beams are connected with the rear mounting plate. Moreover, the front auxiliary frame further comprises a lower tie bar reinforcing piece, the lower tie bar reinforcing piece is arranged and connected to the lower side of the rear mounting plate, a lower tie bar connecting part is defined by the lower tie bar reinforcing piece and the lower surface of the rear mounting plate, the lower tie bar connecting part is used for mounting a motor, a steering avoiding part is formed on the upper surface of the rear mounting plate, and in the height direction of the vehicle body, the steering avoiding part is used for steering the motor. The connecting part of the lower tie bar and the steering avoiding part are partially staggered, vibration on the lower tie bar is transmitted by the rear mounting plate and is greatly weakened, and even if the vibration can be transmitted to the upper surface of the rear mounting plate, the steering gear arranged on the steering avoiding part cannot be seriously influenced, so that the mounting stability of the steering gear on the automobile is ensured, and the service life of the steering gear is prolonged. And the reliability of the automobile with the front auxiliary frame is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, in particular to a front subframe, which can be used for an automobile. Background Art

[0002] The front subframe, as the name implies, is a subframe located at the front of the vehicle. It is a bracket for supporting components such as the front axle and suspension, and is connected to the vehicle body in a specific manner. The front subframe is not a complete frame, but a bracket for suspension components such as axles, axles and differentials, forming an axle assembly.

[0003] The design and function of the front subframe play a crucial role in the handling, comfort and safety of the vehicle. The front subframe can effectively block the noise and vibration transmitted from the road surface and the powertrain to the whole vehicle, improving the riding comfort of the occupants in the vehicle. Moreover, as a carrier of chassis parts, the front subframe enables chassis parts (such as the suspension system, steering system, etc.) to be first installed on the subframe to form an assembly, and then the whole assembly is installed on the vehicle body, facilitating the assembly and load bearing of the whole vehicle. During a collision, the front subframe can absorb part of the collision energy, reduce the impact on the vehicle body and occupants, and improve the safety of the vehicle.

[0004] In the prior art, a Chinese patent (application number: CN212401349U) discloses a platform front subframe. The front subframe body is welded by a bottom plate and four upper plates, and the four upper plates enclose a groove for placing the steering gear at the center of the bottom plate. An installation hole for fixedly connecting with a pull rod in the rear mount assembly is arranged at the center of the front subframe body, and one end of the pull rod in the rear mount assembly can extend into the interior of the front upper plate through the installation hole and is finally fixed in two rubber bushings.

[0005] This kind of front subframe can reduce the vibration transmitted from the motor (through the rear mount assembly) to the subframe through the rubber bushings arranged in the installation holes. However, since the pull rod in the rear mount assembly is connected to the installation hole at the center of the front subframe body, and the steering gear of the steering system is installed in the groove at the center of the bottom plate, the vibration on the pull rod in the rear mount assembly may be transmitted to the bottom plate, and the steering gear arranged in the groove will be affected, thus affecting the normal operation of the steering gear. Summary of the Utility Model

[0006] The purpose of the utility model is to solve the technical problem in the prior art that the pull rod of the rear mount assembly is connected to the installation hole at the center of the front subframe, the steering gear of the steering system is installed in the groove at the center of the bottom plate, and the vibration on the pull rod in the rear mount assembly may be transmitted to the bottom plate, and the steering gear arranged in the groove will be affected, thus affecting the normal operation of the steering gear.

[0007] To solve the above technical problems, an embodiment of the present utility model discloses a front subframe. This front subframe includes a rear mounting plate, two longitudinal beams, and a front crossbeam. The rear mounting plate and the front crossbeam are spaced apart along the length direction of the vehicle body. The two longitudinal beams are spaced apart along the width direction of the vehicle body and extend along the length direction of the vehicle body. The front ends of the two longitudinal beams are joined to the front crossbeam, and the rear ends of the two longitudinal beams are joined to the rear mounting plate.

[0008] This front subframe further includes a lower tie bar reinforcement. The lower tie bar reinforcement is disposed and connected to the lower side of the rear mounting plate and forms a lower tie bar connection portion with the lower surface of the rear mounting plate. The lower tie bar connection portion is used for mounting the motor.

[0009] A steering avoidance portion is formed on the upper surface of the rear mounting plate. In the height direction of the vehicle body, the lower tie bar connection portion and the steering avoidance portion are partially staggered.

[0010] With the above technical solution, the lower tie bar is connected through the lower tie bar connection portion formed by enclosing the lower surface of the rear mounting plate and the lower tie bar reinforcement. On the one hand, by providing the lower tie bar reinforcement, the connection strength of the front subframe to the lower tie bar can be improved, thereby improving the connection reliability between the front subframe and the motor assembly. On the other hand, the lower tie bar is connected between the rear mounting plate and the lower tie bar reinforcement, while the steering gear of the steering system is disposed in the steering avoidance portion on the upper surface of the rear mounting plate. The two are partially staggered in the height direction of the vehicle body. The vibration on the lower tie bar is greatly weakened through the transmission of the rear mounting plate. Even if it can be transmitted to the upper surface of the rear mounting plate, it will not cause a serious impact on the steering gear disposed in the steering avoidance portion, thus ensuring the installation stability of the steering gear.

[0011] An embodiment of the present utility model also discloses a front subframe. A convex portion that is recessed upward is formed on the lower surface of the rear mounting plate at the position of the lower tie bar connection portion.

[0012] Moreover, the lower tie bar reinforcement is provided as a plate-like structure that is recessed downward. The edge of the lower tie bar reinforcement is fixedly connected to the lower surface of the rear mounting plate to form the lower tie bar connection portion with the convex portion. An installation cavity is formed in the lower tie bar connection portion and opens in a direction away from the front crossbeam.

[0013] With the above technical solution, a convex portion that is recessed upward is formed on the lower surface of the rear mounting plate and cooperates with the lower tie bar reinforcement that is recessed downward to form an installation cavity for installing the lower tie bar, improving the connection strength between the subframe and the lower tie bar.

[0014] An embodiment of the present utility model also discloses a front subframe. The steering avoidance portion extends along the width direction of the vehicle and has a downwardly concave V-shaped structure in the length direction of the vehicle. The steering avoidance portion extends at least to the left and right installation positions of the steering gear.

[0015] With the above technical solution, this steering avoidance portion is set as a downwardly concave V-shaped structure, which can provide sufficient avoidance space for the steering gear in the height direction. Moreover, this steering avoidance portion can be directly formed by die casting, having less impact on the structural strength of the rear mounting plate itself. In addition, this steering avoidance portion extends at least to the left and right mounting positions of the steering gear, capable of adapting to the avoidance requirements of steering gears at different mounting positions and expanding the applicability of this subframe.

[0016] An embodiment of the present invention also discloses a front subframe, and the steering avoidance portion further has a wire-controlled steering gear avoidance recess that is downwardly concave.

[0017] With the above technical solution, the downwardly concave wire-controlled steering gear avoidance recess formed on the steering avoidance portion of this front subframe can provide avoidance space for the installation of the wire-controlled steering gear, so that this front subframe can also be applicable to automobiles equipped with wire-controlled steering gears.

[0018] An embodiment of the present invention also discloses a front subframe, where the rear mounting plate and two longitudinal beams are integrally formed to constitute the subframe body.

[0019] With the above technical solution, compared with the full-frame subframe in the shape of a "mouth" in the prior art, this subframe body integrates the rear mounting plate and two longitudinal beams into one body. On the premise of ensuring the connection stiffness, the structure is simpler and more convenient for assembly.

[0020] An embodiment of the present invention also discloses a front subframe, and the subframe body includes a main body upper sheet and a main body lower sheet that are spliced with each other in the vehicle body height direction.

[0021] Moreover, the front crossbeam includes a front crossbeam upper sheet and a front crossbeam lower sheet that are spliced with each other in the vehicle body height direction, and the front crossbeam upper sheet is connected to the main body upper sheet, and the front crossbeam lower sheet is connected to the main body lower sheet.

[0022] With the above technical solution, the subframe body is spliced by the upper and lower sheets, and the front crossbeam is spliced by the front crossbeam upper sheet and the front crossbeam lower sheet, which will not reduce the strength of the front subframe in the horizontal direction, and reduces the weight of the subframe, which is beneficial to the lightweight of the whole vehicle. When the front crossbeam is impacted, it can collapse backward and play a role in anti-collision and energy absorption.

[0023] An embodiment of the present invention also discloses a front subframe, and on both sides of the rear mounting plate along the vehicle width direction, a first swing arm connecting portion and a second swing arm connecting portion are formed at intervals along the vehicle length direction.

[0024] With the above technical solution, through the first swing arm connecting portion and the second swing arm connecting portion on both sides, the rear mounting plate can be connected to the front lower swing arm with two fork arms, so as to be adapted to the double-wishbone suspension system.

[0025] An embodiment of the present utility model also discloses a front subframe, and body connection portions are formed at the front ends of two longitudinal beams and the rear end of a rear mounting plate.

[0026] Moreover, at the edge of the body connection portion of the rear mounting plate, a positioning flanging extending outwards is formed.

[0027] By adopting the above technical solution, through the positioning flanging provided at the edge of the body connection portion, the connection between the front subframe and the body can be positioned, improving the assembly accuracy between the front subframe and the body.

[0028] An embodiment of the present utility model also discloses a front subframe, and the front subframe further includes a connecting middle tower. Middle tower fixing portions are formed on the upper surfaces of two longitudinal beams, and the corresponding connecting middle towers are respectively fixed to the middle tower fixing portions of the two longitudinal beams.

[0029] By adopting the above technical solution, through the middle tower fixing portions provided on the two longitudinal beams, the installation of the connecting middle tower is facilitated, so that the connecting middle tower can be selectively assembled, making this front subframe adapt to the requirements of different bodies.

[0030] An embodiment of the present utility model also discloses a front subframe, and the front subframe further includes a battery anti-collision beam. The battery anti-collision beam is arranged between the rear mounting plate and the front cross beam, extends along the width direction of the body, and is respectively connected to the corresponding longitudinal beams at both ends.

[0031] By adopting the above technical solution, through the battery anti-collision beam arranged between the rear mounting plate and the front cross beam, the strength of the front subframe is enhanced, so that when the vehicle is impacted frontally, the battery pack at the rear side can be better protected.

[0032] An embodiment of the present utility model also discloses a vehicle, including the subframe of any one of the above.

[0033] By adopting the above technical solution, the steering gear of the steering system of this vehicle is arranged in the steering avoidance portion of the front subframe. In the height direction of the body, the lower tie rod connection portion and the steering avoidance portion are partially staggered, thereby ensuring the installation stability of the steering gear and improving the stability of the vehicle during use.

[0034] The beneficial effects of the present utility model are as follows:

[0035] The present utility model discloses a front subframe, which includes a rear mounting plate, two longitudinal beams, and a front cross beam. The rear mounting plate and the front cross beam are arranged at intervals along the length direction of the vehicle body. The two longitudinal beams are arranged at intervals along the width direction of the vehicle body and extend along the length direction of the vehicle body. The front ends of the two longitudinal beams are connected to the front cross beam, and the rear ends of the two longitudinal beams are connected to the rear mounting plate. Moreover, this front subframe further includes a lower tie rod reinforcement. The lower tie rod reinforcement is arranged and connected to the lower side of the rear mounting plate and encloses a lower tie rod connection part with the lower surface of the rear mounting plate. The lower tie rod connection part is used for installing a motor. A steering avoidance part is formed on the upper surface of the rear mounting plate. In the height direction of the vehicle body, the lower tie rod connection part and the steering avoidance part are partially staggered. The vibration on the lower tie rod is greatly weakened after being transmitted through the rear mounting plate. Even if it can be transmitted to the upper surface of the rear mounting plate, it will not cause a very serious impact on the steering gear arranged in the steering avoidance part, thus ensuring the installation stability of the steering gear. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 Schematic structural diagram of the front subframe (without installing and connecting the middle tower) provided by an embodiment of the present utility model;

[0037] Figure 2 Schematic structural diagram of the front subframe (installed and connected with the middle tower) provided by an embodiment of the present utility model;

[0038] Figure 3 Explosion schematic diagram of the front subframe provided by an embodiment of the present utility model;

[0039] Figure 4 Explosion schematic diagram of the main body upper sheet, main body lower sheet and lower tie rod reinforcement of the front subframe provided by an embodiment of the present utility model;

[0040] Figure 5 Schematic connection diagram of the lower tie rod connection part of the front subframe provided by an embodiment of the present utility model with two types of lower tie rods;

[0041] Figure 6 Cross-sectional schematic diagram of the lower tie rod connection part of the front subframe provided by an embodiment of the present utility model with two types of lower tie rods;

[0042] Figure 7 Assembly schematic diagram of the front subframe provided by an embodiment of the present utility model with a left-mounted steering gear, a right-mounted steering gear and a steer-by-wire steering gear respectively;

[0043] Figure 8 Cross-sectional schematic diagram of the main body upper sheet of the front subframe provided by an embodiment of the present utility model and the position of the main body upper sheet at the steering avoidance part (along the length direction of the vehicle body);

[0044] Figure 9Schematic cross-sectional views of the main upper plate of the front subframe provided by an embodiment of the present utility model, and the main upper plate at the steering avoidance portion and the lower tie rod mounting portion (along the vehicle body length direction);

[0045] Figure 10 Schematic cross-sectional views of the main upper plate of the front subframe provided by an embodiment of the present utility model, and the main upper plate at the steering avoidance portion (along the vehicle body width direction);

[0046] Figure 11 Partial schematic views of the vehicle body connection portion and the positioning flange of the front subframe provided by an embodiment of the present utility model;

[0047] Figure 12 Cross-sectional views of the vehicle body connection portion and the positioning flange of the front subframe provided by an embodiment of the present utility model;

[0048] Figure 13 Exploded view of the structure of the connection middle tower of the front subframe provided by an embodiment of the present utility model;

[0049] Figure 14 Assembly schematic view of the battery anti-collision beam of the front subframe provided by an embodiment of the present utility model;

[0050] Figure 15 Cross-sectional view of the connection between the battery anti-collision beam and the longitudinal beam of the front subframe provided by an embodiment of the present utility model;

[0051] Figure 16 Assembly schematic view of the front subframe and the stabilizer bar provided by an embodiment of the present utility model;

[0052] Figure 17 Cross-sectional view of the connection between the front subframe and the stabilizer bar provided by an embodiment of the present utility model;

[0053] Figure 18 Assembly schematic view of the front subframe and the front lower control arm provided by an embodiment of the present utility model;

[0054] Figure 19 Cross-sectional view of one of the connection points between the first swing arm connection portion of the front subframe and the front lower control arm provided by an embodiment of the present utility model;

[0055] Figure 20 Cross-sectional view of the other connection point between the second swing arm connection portion of the front subframe and the front lower control arm provided by an embodiment of the present utility model.

[0056] Figure 21 Assembly schematic view of the front subframe on the vehicle body provided by an embodiment of the present utility model.

[0057] Explanation of reference numerals

[0058] 10. Front subframe

[0059] 100. Subframe main body; 101. Upper main body piece; 102. Lower main body piece; 103. Body connection part

[0060] 104. Positioning flange

[0061] 110. Rear mounting plate; 111. Lower tie rod connection part; 112. Steering avoidance part

[0062] 113. Electric power steering gear avoidance recess

[0063] 114. First swing arm connection part; 115. Second swing arm connection part

[0064] 120. Longitudinal beam; 121. Middle tower fixing part; 122. Back plate

[0065] 200. Front cross beam; 210. Upper front cross beam piece; 220. Lower front cross beam piece

[0066] 300. Lower tie rod reinforcement

[0067] 400. Connecting middle tower; 410. Outer middle tower piece; 420. Inner middle tower piece

[0068] 500. Battery anti-collision beam; 510. Anti-collision beam bracket

[0069] 600. Stabilizer bar; 610. Stabilizer bar bracket

[0070] 700. Front lower swing arm; 710. First sleeve; 720. Second sleeve; 730. Swing arm bracket Detailed implementation mode

[0071] As an important structure for supporting motors, suspension systems and other chassis components, the front subframe needs to ensure sufficient stiffness and stability when connecting to the motor mounts, while meeting the requirements of shock absorption, sound insulation and vibration isolation. Common connection methods include bolt connection, welding connection and rubber bushings, etc.

[0072] However, since the front subframe not only needs to install the motor, and the relationship between the front subframe and the steering gear of the steering system is also very close. In the prior art, the front subframe connects the tie rod of the rear suspension assembly through the mounting hole set at the center, the steering gear of the steering system is installed in the groove at the center of the bottom plate, and the vibration on the tie rod in the rear suspension assembly may be transmitted to the bottom plate, and the steering gear set in the groove will be affected, thus affecting the normal operation of the steering gear.

[0073] Therefore, the present utility model provides a front subframe, which includes a rear mounting plate, two longitudinal beams, and a front cross beam. The front ends of the two longitudinal beams are joined to the front cross beam, and the rear ends of the two longitudinal beams are joined to the rear mounting plate. Moreover, this front subframe further includes a lower tie bar reinforcement. The lower tie bar reinforcement is disposed and connected to the lower side of the rear mounting plate, and encloses a lower tie bar connection portion with the lower surface of the rear mounting plate. The lower tie bar connection portion is used for installing a motor. A steering avoidance portion is formed on the upper surface of the rear mounting plate. In the height direction of the vehicle body, the lower tie bar connection portion and the steering avoidance portion are partially offset. The vibration on the lower tie bar is greatly weakened after being transmitted through the rear mounting plate. Even if it can be transmitted to the upper surface of the rear mounting plate, it will not cause a serious impact on the steering gear disposed on the steering avoidance portion, thereby ensuring the installation stability of the steering gear on the vehicle.

[0074] To make the objectives, technical solutions, and advantages of the present utility model clearer, the following will further describe the embodiments of the present utility model in detail with reference to the accompanying drawings.

[0075] As Figures 1 - 3 shown, an embodiment of the present utility model discloses a front subframe 10, which includes a rear mounting plate 110, two longitudinal beams 120, and a front cross beam 200. The rear mounting plate 110 and the front cross beam 200 are spaced apart in the length direction of the vehicle body. The two longitudinal beams 120 are spaced apart in the width direction of the vehicle body and both extend in the length direction of the vehicle body. The front ends of the two longitudinal beams 120 are joined to the front cross beam 200, and the rear ends of the two longitudinal beams 120 are joined to the rear mounting plate 110.

[0076] As Figure 5 shown, this front subframe 10 further includes a lower tie bar reinforcement 300. The lower tie bar reinforcement 300 is disposed and connected to the lower side of the rear mounting plate 110, and encloses a lower tie bar connection portion 111 with the lower surface of the rear mounting plate 110. The lower tie bar connection portion 111 is used for installing a motor. It should be noted that the lower side of the rear mounting plate 110 refers to the side closer to the ground in the height direction of the vehicle.

[0077] As Figure 3 and Figure 4 shown, specifically, a convex portion that is recessed upward is formed on the lower surface of the rear mounting plate 110 at the position of the lower tie bar connection portion 111.

[0078] Moreover, as Figure 4 shown, the lower tie bar reinforcement 300 is provided as a plate-like structure that is recessed downward. The edge of the lower tie bar reinforcement 300 is fixedly connected to the lower surface of the rear mounting plate 110 to form the lower tie bar connection portion 111 with the convex portion. An installation cavity is formed in the lower tie bar connection portion 111 with an opening formed in the direction away from the front cross beam 200, improving the connection strength between the subframe and the lower tie bar.

[0079] Furthermore, as Figures 7 - 9 shown, a steering avoidance portion 112 is formed on the upper surface of the rear mounting plate 110. In the height direction of the vehicle body, the lower tie rod connection portion 111 and the steering avoidance portion 112 are partially offset. The steering avoidance portion 112 extends along the vehicle width direction and has a downwardly concave V-shaped structure in the vehicle length direction. The steering avoidance portion 112 extends at least to the left and right mounting positions of the steering gear.

[0080] It should be noted that, as Figure 9 shown, the partial offset between the lower tie rod connection portion 111 and the steering avoidance portion 112 means that they are not completely aligned in the height direction, and there is a part of the lower tie rod connection portion 111 and the steering avoidance portion 112 that do not overlap in the height direction. For example, in this embodiment, the lowest part of the steering avoidance portion 112 corresponds to the connection edge of the lower tie rod reinforcement 300 and the rear mounting plate 110. One side of the steering avoidance portion 112 along the vehicle length direction corresponds to the lower tie rod reinforcement 300 in the height direction, while the other side of the steering avoidance portion 112 along the vehicle length direction is offset from the lower tie rod reinforcement 300 in the height direction. Of course, the lower tie rod connection portion 111 and the steering avoidance portion 112 can also be completely offset in the height direction. Those skilled in the art can design according to the actual situation and specific requirements, and this embodiment does not make specific limitations on this.

[0081] In one embodiment, as Figure 7 (a) shown, the steering avoidance portion 112 extends at least to the left and right mounting positions of the steering gear, and the steering gear is mounted on the left mounting position.

[0082] In another embodiment, as Figure 7 (b) shown, the steering avoidance portion 112 extends at least to the left and right mounting positions of the steering gear, and the steering gear is mounted on the right mounting position.

[0083] As Figures 7 - 9 shown, this steering avoidance portion 112 is set as a downwardly concave V-shaped structure, which can provide sufficient avoidance space for the steering gear in the height direction. Moreover, this steering avoidance portion 112 can be directly formed by die casting, and has little influence on the structural strength of the rear mounting plate 110 itself. In addition, this steering avoidance portion 112 extends at least to the left and right mounting positions of the steering gear, which can adapt to the avoidance requirements of steering gears in different mounting positions and expand the applicability of this subframe.

[0084] Furthermore, as Figure 7 (c) and Figure 10As shown in the figure, the steer-by-wire steering gear avoidance recess 113 which is recessed downward is further provided on the steering avoidance portion 112, which can provide an avoidance space for the installation of the steer-by-wire steering gear, so that the front subframe 10 can also be applicable to an automobile provided with a steer-by-wire steering gear.

[0085] It should be noted that, as Figure 7 shown in the figure, the above three steering structures are all fixedly connected to the rear mounting plate 110 through four connection points on both sides in the width direction, and specifically, bolt connection can be adopted. The present utility model does not make specific limitations thereto.

[0086] Specifically, this front subframe 10 is connected to the lower tie rod through the lower tie rod connection portion 111 formed by enclosing the lower surface of the rear mounting plate 110 and the lower tie rod reinforcing member 300. On the one hand, by providing the lower tie rod reinforcing member 300, the connection strength of the front subframe 10 to the lower tie rod can be improved, and further the connection reliability between the front subframe 10 and the motor assembly can be improved; on the other hand, the lower tie rod is connected between the rear mounting plate 110 and the lower tie rod reinforcing member 300, while the steering gear of the steering system is arranged in the steering avoidance portion 112 on the upper surface of the rear mounting plate 110, and the two are partially staggered in the height direction of the vehicle body. The vibration on the lower tie rod is greatly weakened after being transmitted through the rear mounting plate 110. Even if it can be transmitted to the upper surface of the rear mounting plate 110, it will not cause a very serious impact on the steering gear arranged in the steering avoidance portion 112, thus ensuring the installation stability of the steering gear.

[0087] Certainly, in another alternative embodiment, in the height direction of the vehicle body, the lower tie rod connection portion 111 and the steering avoidance portion 112 are completely staggered, which better weakens the vibration on the lower tie rod to the steering gear. The present utility model does not make a unique limitation thereto.

[0088] Next, the main structure of the subframe will be described.

[0089] As Figure 3 shown in the figure, the subframe main body 100 includes a main body upper piece 101 and a main body lower piece 102 which are spliced with each other in the height direction of the vehicle body. It should be noted that the steering avoidance portion 112 is located on the main body upper piece 101, and the lower surface of the rear mounting plate 110 at the position of the lower tie rod connection portion 111 forms a convex portion that is recessed upward, which is located on the main body lower piece 102, and a cavity is formed between the main body upper piece 101 and the main body lower piece 102.

[0090] Moreover, the front cross member 200 includes a front cross member upper piece 210 and a front cross member lower piece 220 which are spliced with each other in the height direction of the vehicle body, and the front cross member upper piece 210 is connected to the main body upper piece 101, and the front cross member lower piece 220 is connected to the main body lower piece 102.

[0091] It should be noted that the upper main body 101, the lower main body 102, the upper front cross beam 210 and the lower front cross beam 220 can be formed by stamping and are made of steel or aluminum. The present utility model does not make a unique limitation on this.

[0092] In one embodiment, as Figure 4 and Figure 5 (a) shows, for this front subframe 10, the edge of the lower main body 102 and the lower tie rod reinforcement 300 are connected to the lower main body 102 by welding. The upper main body 101, the lower main body 102 and the lower tie rod reinforcement 300 are arranged in a folded manner. An upwardly concave convex portion is formed on the lower main body 102, and an installation cavity surrounded by the lower tie rod reinforcement 300. The installation cavity is assembled with bolts to the lower tie rod of the two-wheel drive system's motor. And, a vibration damping component is also provided between the lower tie rod of the motor and the lower tie rod connection portion 111. The vibration damping component can be a commonly used rubber bushing, vibration damping gasket, etc. in the art. Those skilled in the art can design according to the actual situation and specific requirements, and this embodiment does not make a specific limitation on this.

[0093] Of course, as Figure 4 and Figure 5 (b) shows, due to the larger installation cavity, in another embodiment, it can also be connected to the lower tie rod in the four-wheel drive system. It should be noted that the motor power in the four-wheel drive system is greater. Therefore, the volume of the lower tie rod is larger to ensure higher structural strength.

[0094] Specifically, the subframe main body 100 is formed by splicing the upper and lower sheets, and the front cross beam 200 is formed by splicing the upper front cross beam 210 and the lower front cross beam 220, which does not reduce the strength of the front subframe 10 in the horizontal direction and reduces the weight of the subframe, which is beneficial to the lightweight of the whole vehicle. And when the front cross beam 200 is impacted, it can collapse backward to play a role in anti-collision and energy absorption.

[0095] It should be noted that, as Figure 3 shows, on the subframe main body 100, at the ends of the two longitudinal beams 120, a back plate 122 is provided.

[0096] As Figure 1 , Figure 2 , Figure 18 and Figure 21 show, on both sides of the rear mounting plate 110 along the vehicle width direction, first swing arm connection portions 114 and second swing arm connection portions 115 are formed at intervals along the vehicle length direction.

[0097] In this embodiment, the rear mounting plate 110 can be connected to the front lower swing arm 700 with two fork arms through the first swing arm connection portions 114 and the second swing arm connection portions 115 on both sides, so as to be adapted to the double-wishbone suspension system.

[0098] More specifically, as Figure 1 and Figure 2 shown, the second swing arm connecting portion 115 of the rear mounting plate 110 has an inwardly recessed avoidance space, which can provide an assembly space for the connecting end of the front lower swing arm 700.

[0099] Furthermore, as Figure 11 and Figure 12 shown, at the front ends of the two longitudinal beams 120 and at the rear end of the rear mounting plate 110, a vehicle body connecting portion 103 is formed. And, at the edge of the vehicle body connecting portion 103 of the rear mounting plate 110, a positioning flanging 104 extending outward is formed. Among them, the vehicle body and the vehicle body connecting portion 103 are connected by screwing, which is convenient for disassembly.

[0100] Specifically, by means of the positioning flanging 104 provided at the edge of the vehicle body connecting portion 103, this subframe can play a positioning role in the connection between the front subframe 10 and the vehicle body, improving the assembly accuracy between the front subframe 10 and the vehicle body.

[0101] More specifically, as Figure 12 shown, through holes are provided on the positioning flanging 104, and the through holes on the positioning flanging 104 are connected with the vehicle body in cooperation through pin columns.

[0102] As Figure 2 and Figure 3 shown, in this embodiment, the front subframe 10 further includes a connecting middle tower 400. Middle tower fixing portions 121 are formed on the upper surfaces of the two longitudinal beams 120, and the middle tower fixing portions 121 of the two longitudinal beams 120 respectively fix the corresponding connecting middle towers 400.

[0103] Furthermore, at the front ends of the two longitudinal beams 120, at the rear end of the rear mounting plate 110, a vehicle body connecting portion 103 is formed, and middle tower fixing portions 121 are formed on the upper surfaces of the two longitudinal beams 120, so that six connection points are formed on the front subframe 10 for connecting with the vehicle body.

[0104] Specifically, through the middle tower fixing portions 121 provided on the two longitudinal beams 120, it is convenient for the installation of the connecting middle tower 400, so that the connecting middle tower 400 can be selectively assembled, making this front subframe 10 adapt to the needs of different vehicle bodies.

[0105] It should be noted that, as Figure 13 shown, the connecting middle tower 400 is composed of a middle tower inner piece 420 and a middle tower outer piece 410. The middle tower inner piece 420 and the middle tower outer piece 410 are connected by welding, and a connecting through hole for connecting with the vehicle body is formed at the upper end of the connecting middle tower 400. The connecting through hole of the connecting middle tower 400 is connected with the vehicle body through a stud. Regarding the specific connection manner between the connecting middle tower 400 and the vehicle body, those skilled in the art can design according to the actual situation and specific requirements, and this embodiment does not make specific limitations on this.

[0106] As Figure 14 shown, in this embodiment, the front subframe 10 further includes a battery anti-collision beam 500. The battery anti-collision beam 500 is disposed between the rear mounting plate 110 and the front cross beam 200. The battery anti-collision beam 500 extends along the width direction of the vehicle body, and both ends are respectively connected to the corresponding longitudinal beam 120.

[0107] Specifically, by providing the battery anti-collision beam 500 between the rear mounting plate 110 and the front cross beam 200, the strength of the front subframe 10 is enhanced, so that when the vehicle is impacted frontally, the battery pack at the rear side is better protected.

[0108] More specifically. As Figure 15 shown, between the main body upper piece 101 and the main body lower piece 102, an anti-collision beam bracket 510 is provided. The end of the battery anti-collision beam 500 is mounted to the anti-collision beam bracket 510 by bolts to ensure the connection strength between the battery anti-collision beam 500 and the subframe main body 100.

[0109] Furthermore, as Figure 16 shown, the front subframe 10 is connected to a stabilizer bar 600, which is usually also referred to as an anti-roll bar, balance bar or lateral stabilizer bar 600, and is a key component in the vehicle suspension system. Its main function is to enhance the stability of the vehicle during turning, prevent excessive lateral roll of the vehicle body, and thus ensure the smoothness and safety of driving.

[0110] As Figure 16 and Figure 17 shown, the front subframe 10 is further provided with a stabilizer bar bracket 610. The main body lower piece 102 is formed with a sunk platform, which is adapted to the base of the stabilizer bar bracket 610. Two sleeves adapted to the stabilizer bar 600 are formed on the stabilizer bar bracket 610. The stabilizer bar 600 is sleeved within the sleeves. The base of the stabilizer bar bracket 610 and the main body lower piece 102 are connected by bolts, facilitating the detachable removal of the stabilizer bar bracket 610 when replacing the stabilizer bar 600 subsequently, without the need to remove the front subframe 10 again.

[0111] Furthermore, as Figure 18 shown, the front subframe 10 is connected to the front lower control arm 700, also known as the lower trailing arm or lower arm, which is an important component in the vehicle suspension system and is mainly located inside the front wheels of the vehicle. The front lower control arm 700 can support the weight of the vehicle body and ensure the stability of the vehicle during driving. In this embodiment, the front lower control arm 700 has two connection ends and is respectively connected to the subframe main body 100 by bolts.

[0112] Specifically, as Figure 19As shown, one connecting end of the front lower control arm 700 is sleeved in the first sleeve 710, and the first sleeve 710 is connected to the first control arm connecting portion 114. Specifically, the first sleeve 710 is fixedly connected to the first control arm connecting portion 114 by two bolts.

[0113] As Figure 20 shown, the other connecting end of the front lower control arm 700 is sleeved in the second sleeve 720. And, at the second control arm connecting portion 115 of the subframe main body 100, between the main body upper plate 101 and the main body lower plate 102, a control arm bracket 730 connected to the main body lower plate 102 by welding is provided. The second sleeve 720 is sequentially connected to the main body upper plate 101 and the control arm bracket 730 by bolts, thereby increasing the connection strength with the front lower control arm 700.

[0114] Of course, the connection manners of the first control arm connecting portion 114 and the second control arm connecting portion 115 of this front subframe 10 are not limited to the connection manner with the front lower control arm 700 in the above embodiments, and those skilled in the art can design according to actual situations and specific requirements.

[0115] And, buffer bushings are provided between the two connecting ends of the front lower control arm 700 and the subframe main body 100, and the two buffer bushings are both horizontally connected, thereby enhancing the connection strength and vibration isolation rate of the suspension structure.

[0116] As Figure 21 shown, the embodiment of the present utility model further provides an automobile, including the front subframe 10 of any one of the above. The steering gear of the steering system of this automobile is arranged in the steering avoidance portion 112 of the front subframe 10. In the height direction of the vehicle body, the lower tie rod connecting portion 111 is partially staggered with the steering avoidance portion 112, thereby ensuring the installation stability of the steering gear and improving the stability of the automobile during use.

[0117] And, while this front subframe 10 meets the assembly requirements and load-bearing capacity of each functional part, it also takes into account requirements such as vehicle collision, NVH, handling, and material cost and weight. At the same time, it has good manufacturability, maintainability, and anti-corrosion performance.

[0118] It should be noted that, in addition to the embodiments of the present utility model described in the above specific embodiments, those skilled in the art can easily understand other advantages and effects of the present utility model from the content disclosed in this specification. Although the description of the present utility model is introduced in combination with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of introducing the utility model in combination with the embodiment is to cover other alternatives or modifications that may extend based on the claims of the present utility model. In order to provide a deep understanding of the present utility model, many specific details are included in the above description, and the present utility model can also be implemented without using these details. In addition, in order to avoid confusion or obscuring the key points of the present utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of the present utility model can be combined with each other.

[0119] It should be noted that in this specification, similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0120] In the description of this embodiment, it should be noted that the orientation or positional relationship indicated by terms such as "upper", "lower", "inner", "bottom", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the utility model product is usually placed during use. It is 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 should not be construed as a limitation to the present utility model.

[0121] In the description of this embodiment, it should also be noted that unless otherwise clearly specified and limited, the terms "set", "connected", "connected to" 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 directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this embodiment can be understood according to specific situations.

[0122] Although the present utility model has been illustrated and described by referring to some preferred embodiments of the present utility model, those of ordinary skill in the art should understand that the above content is a further detailed description of the present utility model in combination with specific embodiments, and it cannot be determined that the specific implementation of the present utility model is only limited to these descriptions. Those skilled in the art can make various changes in form and detail, including making several simple deductions or substitutions, without departing from the spirit and scope of the present utility model.

Claims

1. A front subframe, comprising a rear mounting plate, two longitudinal beams, and a front cross beam. The rear mounting plate and the front cross beam are arranged at intervals along the length direction of the vehicle body. The two longitudinal beams are arranged at intervals along the width direction of the vehicle body and extend along the length direction of the vehicle body. The front ends of the two longitudinal beams are joined to the front cross beam, and the rear ends of the two longitudinal beams are joined to the rear mounting plate. It is characterized in that: The front subframe further includes a lower tie bar reinforcement. The lower tie bar reinforcement is disposed and connected to the lower side of the rear mounting plate, and encloses a lower tie bar connection portion with the lower surface of the rear mounting plate. The lower tie bar connection portion is used for mounting a motor; A steering avoidance portion is formed on the upper surface of the rear mounting plate. In the height direction of the vehicle body, the lower tie bar connection portion and the steering avoidance portion are partially offset.

2. The front subframe according to claim 1, characterized in that, On the lower surface of the rear mounting plate at the position of the lower tie bar connection portion, a convex portion that is recessed upward is formed. And, The lower tie bar reinforcement is provided as a plate-like structure that is recessed downward. The edge of the lower tie bar reinforcement is fixedly connected to the lower surface of the rear mounting plate to form the lower tie bar connection portion with the convex portion. An installation cavity is formed in the lower tie bar connection portion with an opening formed in the direction away from the front cross beam.

3. The front subframe according to claim 1, characterized in that, The steering avoidance portion extends along the width direction of the vehicle and is in a downwardly recessed V-shaped structure in the length direction of the vehicle. The steering avoidance portion extends at least to the left and right mounting positions of the steering gear.

4. The front subframe according to claim 3, characterized in that, The steering avoidance portion further has a steer-by-wire steering gear avoidance recess that is recessed downward.

5. The front subframe according to any one of claims 1-4, characterized in that, The rear mounting plate and the two longitudinal beams are integrally formed to constitute a subframe main body.

6. The front subframe according to claim 5, characterized in that, The subframe main body includes a main body upper piece and a main body lower piece that are spliced with each other in the height direction of the vehicle body; and, The front cross beam includes a front cross beam upper piece and a front cross beam lower piece that are spliced with each other in the height direction of the vehicle body. The front cross beam upper piece is joined to the main body upper piece, and the front cross beam lower piece is joined to the main body lower piece.

7. The front subframe according to any one of claims 1-4, characterized in that, On both sides of the rear mounting plate along the width direction of the vehicle, a first swing arm connection portion and a second swing arm connection portion that are arranged at intervals along the length direction of the vehicle are formed.

8. The front subframe according to any one of claims 1-4, characterized in that, Body connection portions are formed at the front ends of the two longitudinal beams and the rear end of the rear mounting plate; and, At the edge of the body connection portion of the rear mounting plate, a positioning flange that extends outward is formed.

9. The front subframe according to any one of claims 1-4, characterized in that, The front subframe further includes a connecting middle tower. Middle tower fixing portions are formed on the upper surfaces of the two longitudinal beams. The middle tower fixing portions of the two longitudinal beams respectively fix the corresponding connecting middle towers.

10. The front subframe according to any one of claims 1-4, characterized in that, The front subframe further includes a battery anti-collision beam. The battery anti-collision beam is disposed between the rear mounting plate and the front cross beam. The battery anti-collision beam extends along the width direction of the vehicle body, and both ends are respectively connected to the corresponding longitudinal beams.

11. A vehicle, characterized in that, Including the front subframe according to any one of claims 1-10.

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