Auxiliary frame and vehicle

Abstract

The utility model provides an auxiliary frame and a vehicle, and relates to the technical field of vehicle frames, the auxiliary frame comprises auxiliary frame longitudinal beams which are respectively arranged on two sides of a vehicle body, and an auxiliary frame cross beam which is connected between the auxiliary frame longitudinal beams on the two sides, the auxiliary frame longitudinal beam on each side comprises a longitudinal beam front section, a longitudinal beam middle section and a longitudinal beam rear section which are sequentially connected in the front-back direction of the whole vehicle, a first guide part is arranged between the longitudinal beam front section and the longitudinal beam middle section, and / or a second guide part is arranged between the longitudinal beam middle section and the longitudinal beam rear section. According to the auxiliary frame, the longitudinal beams of the auxiliary frame can be guided to be partially bent, the auxiliary frame of the structure is installed on the lower portion of a vehicle body assembly, when a vehicle is subjected to collision force, the auxiliary frame more participates in energy absorption, and therefore the collision force transmitted into the vehicle body assembly is reduced, and the purpose of protecting passengers in the vehicle is achieved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle frame technology, and in particular to a subframe. It also relates to vehicles using this subframe. Background Technology

[0002] In a vehicle, the subframe can be seen as the skeleton of the front and rear axles. It is not a complete frame, but a support that supports the front and rear axles and suspension, allowing the axles and suspension to be connected to the "main frame" in the body assembly through it. It is conventionally called the "subframe".

[0003] The subframe is connected to the lower part of the body assembly. Existing subframes are structurally reliable, and the connection between the subframe and the body assembly is robust. However, when the vehicle is subjected to a collision, the subframe and the body assembly share the impact force, which is detrimental to the safety of the occupants inside the body assembly. Utility Model Content

[0004] In view of this, the present invention aims to provide a subframe with better energy absorption effect, which is beneficial to protecting the safety of occupants inside the vehicle.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A subframe includes subframe longitudinal beams disposed on both sides of the vehicle body, and a subframe crossbeam connecting the two subframe longitudinal beams.

[0007] Each of the subframe longitudinal beams on each side includes a front section, a middle section, and a rear section of the longitudinal beam connected sequentially along the front-rear direction of the vehicle.

[0008] A first guide portion is provided between the front section and the middle section of the longitudinal beam, and / or a second guide portion is provided between the middle section and the rear section of the longitudinal beam;

[0009] The first guide portion is used to guide the connection between the front section and the middle section of the longitudinal beam to bend when the subframe longitudinal beam is subjected to a collision impact, and the second guide portion is used to guide the connection between the middle section and the rear section of the longitudinal beam to bend when the subframe longitudinal beam is subjected to a collision impact.

[0010] Furthermore, the first guide section includes a first bent section connecting the front section and the middle section of the longitudinal beam; the first bent section has an arc-shaped structure that arches downwards and forwards from the vehicle.

[0011] Furthermore, the second guide portion includes a second bent section connecting the middle section and the rear section of the longitudinal beam; the cross-sectional area of ​​the second bent section is smaller than the cross-sectional areas of the middle section and the rear section of the longitudinal beam.

[0012] Furthermore, the cross-sectional area of ​​the rear section of the longitudinal beam is smaller than the cross-sectional area of ​​the middle section of the longitudinal beam.

[0013] Furthermore, each of the longitudinal beams on each side is provided with a central connecting bracket that connects to the vehicle body longitudinal beam; the central connecting bracket is provided with a first vehicle body connecting hole, and a first notch is provided on one side of the first vehicle body connecting hole.

[0014] Furthermore, each of the subframe longitudinal beams on each side is provided with a swing arm mounting bracket that is connected to the body longitudinal beam; the swing arm mounting bracket is provided with a second body connection hole, and a second notch is provided on one side of the second body connection hole.

[0015] Furthermore, the first notch is positioned outward along the left-right direction of the vehicle, and / or the second notch is positioned towards the front side of the vehicle.

[0016] Compared with the prior art, this utility model has the following advantages:

[0017] The subframe described in this utility model has a first guide and a second guide provided on it. Both can be used to guide the subframe longitudinal beam to bend partially when it is subjected to a collision impact. This type of subframe is installed at the lower part of the vehicle body assembly. When the vehicle is subjected to a collision force, the subframe participates more in absorbing energy, thereby reducing the collision force transmitted to the vehicle body assembly and thus achieving the purpose of protecting the occupants.

[0018] Furthermore, the first guide section is designed as a first bending section, and the first bending section has an arc-shaped structure that arches downwards and forwards from the vehicle. When the subframe longitudinal beam is subjected to a collision impact, it can guide the connection between the front section and the middle section of the longitudinal beam to bend and move downwards, which can absorb energy better and prevent the bending process from affecting the vehicle body assembly. The second guide section is designed with a cross-sectional area smaller than that of the middle section and the rear section of the longitudinal beam, so that the connection between the middle section and the rear section of the longitudinal beam can be bent relatively, thereby allowing the middle section and the rear section of the longitudinal beam to collapse and deform, thus achieving a better energy absorption effect.

[0019] Making the cross-sectional area of ​​the rear section of the longitudinal beam smaller than that of the middle section of the longitudinal beam can reduce the structural strength of the rear part of the subframe longitudinal beam, which is conducive to the second guide part guiding the connection between the middle section and the rear section of the longitudinal beam to bend, so that the subframe can withstand more collision force.

[0020] In addition, the central connecting bracket can improve the reliability of the connection between the subframe and the body longitudinal beam. The central connecting bracket is provided with a first body connection hole and a first notch on one side of the first body connection hole. When the subframe longitudinal beam deforms to a certain extent, the central connecting bracket can be separated from the body longitudinal beam, which is conducive to the bending and energy absorption of the subframe longitudinal beam.

[0021] Furthermore, the swing arm mounting bracket has a second notch on one side of the second body connection hole, which facilitates the detachment of the swing arm mounting bracket from the body longitudinal beam and allows the subframe longitudinal beam to bend and absorb energy. The orientation of both the first and second notches is designed to ensure that the parts of the subframe connected to the body longitudinal beam can be smoothly detached from the body longitudinal beam, thus facilitating subframe deformation and enhancing the energy absorption effect of the subframe.

[0022] Another objective of this utility model is to provide a vehicle in which the vehicle body has longitudinal body beams disposed on the left and right sides, and a subframe as described above is provided between the longitudinal body beams on both sides.

[0023] Furthermore, each of the vehicle body longitudinal beams includes a front part, a middle part, and a rear part of the longitudinal beam connected sequentially along the front-rear direction of the vehicle; viewed from the vertical direction of the vehicle, the middle part of the longitudinal beam is offset towards the inward side of the vehicle relative to the front part and the rear part of the longitudinal beam.

[0024] Furthermore, the offset L of the middle part of the longitudinal beam toward the inward side of the vehicle is less than 40mm.

[0025] The vehicle described in this utility model has the same beneficial effects as the aforementioned subframe compared to the prior art. In addition, by offsetting the middle part of the longitudinal beam relative to the front and rear parts of the longitudinal beam towards the inward side of the vehicle, and limiting the offset L of the middle part of the longitudinal beam towards the inward side of the vehicle to be less than 40mm, it is beneficial to ensure the smooth force transmission of the vehicle body longitudinal beam, and thus to ensure the safety performance of the vehicle. Attached Figure Description

[0026] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0027] Figure 1 This is a structural schematic diagram of the subframe in application state according to Embodiment 1 of this utility model;

[0028] Figure 2 This is a schematic diagram of the subframe structure described in Embodiment 1 of this utility model;

[0029] Figure 3 for Figure 2 Enlarged view of section A;

[0030] Figure 4 This is a structural schematic diagram of the subframe described in Embodiment 1 of this utility model from another perspective;

[0031] Figure 5 for Figure 4 Enlarged view of B in the middle;

[0032] Figure 6 This is a schematic diagram of the structure of the vehicle body longitudinal beam described in an embodiment of the present utility model.

[0033] Explanation of reference numerals in the attached figures:

[0034] 1. Subframe longitudinal beam; 2. Subframe crossbeam; 3. Central connecting bracket; 4. Swing arm mounting bracket; 5. Body longitudinal beam; 6. First mounting bracket; 7. Second mounting bracket;

[0035] 101. Front section of longitudinal beam; 102. Middle section of longitudinal beam; 103. Rear section of longitudinal beam; 104. First guide section; 105. Second guide section;

[0036] 201. Front crossbeam of subframe; 202. Middle crossbeam of subframe; 203. Rear crossbeam of subframe; 204. Connecting plate for middle and rear crossbeams;

[0037] 301. First body connection hole; 302. First notch;

[0038] 401. Second body connection hole; 402. Second notch;

[0039] 501. Front part of the longitudinal beam; 502. Middle part of the longitudinal beam; 503. Rear part of the longitudinal beam. Detailed Implementation

[0040] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0041] In the description of this utility model, it should be noted that the terms "upper" and "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0042] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0043] In the accompanying drawings of this utility model, the front-to-back direction refers to the vehicle's front-to-back direction, typically indicating the vehicle's length; the left-to-right direction refers to the vehicle's left-to-right direction, typically indicating the vehicle's width; and the up-down direction refers to the vehicle's height. In the drawings: the arrows point forward to the front of the vehicle, the arrows backward to the rear of the vehicle, the arrows upward to the top of the vehicle, and the arrows downward to the bottom of the vehicle. When sitting in the driver's seat facing the front of the vehicle, the side with your left hand is the left side, and the side with your right hand is the right side. In the drawings, the arrows point left to the left side of the vehicle and right to the right side. The terms "inner" and "outer" are relative. "Inner" refers to the interior space of the vehicle, while "outer" refers to the exterior of the vehicle, that is, the area away from the interior space.

[0044] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] Example 1

[0046] This embodiment relates to a subframe that, by improving its structure, can better absorb energy when the vehicle is subjected to impact force, thereby reducing the impact force transmitted to the vehicle body assembly and thus achieving the purpose of protecting the occupants inside the vehicle.

[0047] Based on the above design concept, an exemplary structure of the subframe in this embodiment is as follows: Figure 1 and Figure 2 As shown, in terms of overall structure, the subframe of this embodiment includes subframe longitudinal beams 1 disposed on both sides of the vehicle body, and subframe crossbeams 2 connecting the subframe longitudinal beams 1 on both sides.

[0048] Each subframe longitudinal beam 1 includes a front section 101, a middle section 102, and a rear section 103 connected sequentially along the front-rear direction of the vehicle. In this embodiment, a first guide section 104 is provided between the front section 101 and the middle section 102. The first guide section 104 is used to guide the connection between the front section 101 and the middle section 102 to bend when the subframe longitudinal beam 1 is subjected to a collision impact.

[0049] A second guide section 105 is provided between the middle section 102 and the rear section 103 of the longitudinal beam. The second guide section 105 is used to guide the connection between the middle section 102 and the rear section 103 of the longitudinal beam to bend when the subframe longitudinal beam 1 is subjected to a collision impact.

[0050] It should be noted that simultaneously providing the first guide portion 104 and the second guide portion 105 on the subframe longitudinal beam 1 is only a preferred embodiment, which facilitates the bending deformation of the subframe longitudinal beam 1, thereby improving the energy absorption effect of the subframe. It should be understood that providing only the first guide portion 104 on the subframe longitudinal beam 1, or only the second guide portion 105 on the subframe longitudinal beam 1, is also feasible.

[0051] The structure of the aforementioned subframe crossbeam 2 refers to existing structures, or as in this embodiment, refers to... Figure 2 As shown, the subframe has a front crossbeam 201 at the front and a rear crossbeam 203 at the rear, with a middle crossbeam 202 located towards the rear. The front, middle, and rear crossbeams all extend along the left-right direction of the vehicle, and a middle-rear crossbeam connecting plate 204 connects the middle and rear crossbeams. It should be noted that in this embodiment, most of the components of the subframe are connected by MIG welding.

[0052] As a preferred implementation method, such as Figure 2 and Figure 4 As shown, the first guide section 104 includes a first bent section connecting the front section 101 and the middle section 102 of the longitudinal beam. The first bent section has an arc-shaped structure that arches downwards and forwards from the vehicle.

[0053] Specifically, in this embodiment, the first guide portion 104 is positioned approximately in the middle of the subframe longitudinal beam 1 in the longitudinal direction of the vehicle. Furthermore, in a preferred embodiment, the radius of the first bending segment is between 40mm and 60mm, such as 40mm, 50mm, or 60mm.

[0054] In this embodiment, the radius of the first bending section is set to be relatively small, so that the transition between the front section 101 and the middle section 102 of the longitudinal beam is relatively abrupt. This section can guide the bending of the connection between the front section 101 and the middle section 102 of the longitudinal beam, so that the shape of the subframe longitudinal beam 1 after bending is "Z".

[0055] Here, the first guide section 104 is set as the first bending section, and the first bending section is an arc-shaped structure that arches downwards and forwards of the vehicle. When the subframe longitudinal beam 1 is subjected to a collision impact, it can guide the connection between the front section 101 and the middle section 102 of the longitudinal beam to bend and move downwards, which can absorb energy better and prevent the vehicle body assembly from being affected during the bending process.

[0056] Continue to refer to Figure 2 and Figure 4 As shown, in a preferred embodiment, the second guide portion 105 includes a second bent section connecting the middle section 102 and the rear section 103 of the longitudinal beam, and the cross-sectional area of ​​the second bent section is smaller than the cross-sectional areas of the middle section 102 and the rear section 103 of the longitudinal beam.

[0057] In this embodiment, the rear section 103 of the longitudinal beam extends approximately along the left-right direction of the entire vehicle, and a second bending section is formed between the rear section 103 and the middle section 102 of the longitudinal beam. Furthermore, when viewed from the vertical direction of the entire vehicle, the included angle between the rear section 103 and the middle section 102 of the longitudinal beam is greater than 90°. In this embodiment, the included angle between the rear section 103 and the middle section 102 of the longitudinal beam can be, for example, 100°, 110°, etc.

[0058] More specifically, for example, the width dimension of the cross-section of the middle section 102 of the longitudinal beam is between 100mm and 105mm, such as 100mm, 102mm, 105mm, etc., and the height dimension is between 50mm and 55mm, such as 50mm, 53mm, 55mm, etc.

[0059] The width of the cross-sectional dimensions of the rear section 103 of the longitudinal beam is between 95mm and 100mm, such as 95mm, 98mm, 100mm, etc., and the height is between 45mm and 50mm, such as 45mm, 47.5mm, 50mm, etc.

[0060] The width of the cross-section of the second bending section is between 75mm and 85mm, such as 75mm, 80mm, 85mm, etc., and the height is between 35mm and 45mm, such as 35mm, 40mm, 45mm, etc.

[0061] It should be noted that the width dimensions mentioned above are all measured from the vertical direction of the entire vehicle, and the height dimensions are all measured along the vertical direction of the entire vehicle.

[0062] In the above structure, the cross-sectional area of ​​the second guide section 105 is limited to that of the middle section 102 and the rear section 103 of the longitudinal beam, so that the connection between the middle section 102 and the rear section 103 of the longitudinal beam can be bent and collapsed to achieve a better energy absorption effect.

[0063] In the existing subframe, viewed from the vertical direction of the vehicle, the rear section of the subframe longitudinal beam 1 on each side has a large cross section, resulting in greater strength and rigidity. The front section is a separate design with welded connections, while the swing arm mounting bracket 4 is not connected to the vehicle body but is completely connected to the subframe. When the vehicle is involved in a collision, the rear section of the subframe longitudinal beam 1 on each side is not easy to deform, which leads to greater stress on the body assembly and increases the design difficulty of the body assembly.

[0064] Therefore, as a preferred embodiment, the cross-sectional area of ​​the rear section 103 of the longitudinal beam is smaller than that of the middle section 102 of the longitudinal beam. The cross-sectional area of ​​the middle section 102 of the longitudinal beam is consistent with the existing structure, such as the exemplary dimensions mentioned above. This structure can reduce the structural strength of the rear part of the subframe longitudinal beam 1, which is conducive to the second guide 105 guiding the connection between the middle section 102 and the rear section 103 of the longitudinal beam to bend, so that the subframe can withstand more collision forces.

[0065] It should also be noted that, due to the cross-sectional area of ​​the rear section 103 of the longitudinal beam, there is only one body connection point on the rear section 103 of the longitudinal beam. Compared with the existing structure that sets two body connection points on the rear section 103 of the longitudinal beam, setting only one connection point can reduce the strength and stiffness of this part, making the first guide part 104 prone to bending during the collision, while the second guide part 5 is prone to bending and collapsing to absorb energy.

[0066] It should also be noted that, in the preferred embodiment, the front section 101 of the longitudinal beam is positioned higher than the middle section 102 of the longitudinal beam in the vertical direction of the entire vehicle. The height difference between the two can be, for example, between 130mm and 140mm, such as 130mm, 140mm, or 150mm. This arrangement facilitates the bending at the first guide section 104.

[0067] Meanwhile, in the preferred embodiment, the middle section 102 of the longitudinal beam is arranged higher than the rear section 103 of the longitudinal beam in the vertical direction of the whole vehicle. The height difference between the two can be between 25mm and 35mm, such as 25mm, 30mm, 35mm, etc., which makes the second guide part 105 prone to bending and collapse.

[0068] To facilitate the deformation and energy absorption of the subframe longitudinal beam 1, such as Figure 2 and Figure 3 As shown, in a preferred embodiment, each side longitudinal beam has a central connecting bracket 3 on its middle section 102 that connects to the body longitudinal beam 5, wherein the body longitudinal beam 5 is the main force transmission component of the body assembly. Specifically, the central connecting bracket 3 has a first body connection hole 301, and a first notch 302 is provided on one side of the first body connection hole 301.

[0069] In this embodiment, the difference between the width of the first notch 302 and the diameter of the first body connecting hole 301 is between 5mm and 8mm. For example, if the diameter of the first body connecting hole 301 is 16mm and the width of the first notch 302 is 10mm, it is beneficial for the middle connecting bracket 3 to be smoothly detached from the body longitudinal beam 5.

[0070] The central connecting bracket 3 is provided here to improve the reliability of the connection between the subframe and the body longitudinal beam 5. A first body connection hole 301 is provided on the central connecting bracket 3, and a first notch 302 is provided on one side of the first body connection hole 301. When the subframe longitudinal beam 1 is deformed to a certain extent, the central connecting bracket 3 can be separated from the body longitudinal beam 5, which is conducive to the bending and energy absorption of the subframe longitudinal beam 1.

[0071] In a preferred embodiment, the first notch 302 is positioned outward along the left-right direction of the vehicle, so that during the deformation of the subframe longitudinal beam 1, the central connecting bracket 3 can easily detach from the vehicle body longitudinal beam 5 in the vertical direction of the vehicle.

[0072] like Figure 4 and Figure 5 As shown, in a preferred embodiment, each side subframe longitudinal beam 1 is provided with a swing arm mounting bracket 4 connected to the body longitudinal beam 5. The swing arm mounting bracket 4 is provided with a second body connection hole 401, and a second notch 402 is provided on one side of the second body connection hole 401.

[0073] In this embodiment, the difference between the width of the second notch 402 and the diameter of the second body connection hole 401 is between 6mm and 10mm. For example, if the diameter of the second body connection hole 401 is 14mm and the width of the second notch 402 is 6mm, it is convenient for the swing arm mounting bracket 4 to be smoothly detached from the body longitudinal beam 5.

[0074] In this embodiment, the swing arm mounting bracket 4 is provided with a second notch 402 on one side of the second body connection hole 401, which facilitates the swing arm mounting bracket 4 to detach from the body longitudinal beam 5 and facilitates the bending and energy absorption of the subframe longitudinal beam 1.

[0075] In a preferred embodiment, the second notch 402 is positioned facing the front side of the vehicle; specifically, the second notch 402 faces the outer front side of the vehicle. Viewed vertically from the vehicle's perspective, the angle between the centerline of the width direction of the second notch 402 and the straight line along the vehicle's longitudinal direction is between 25° and 30°, such as 25°, 27°, 30°, etc.

[0076] It should be noted that, in the above structure, the orientation of the first notch 302 and the second notch 402 is limited so that the parts on the subframe that are connected to the body longitudinal beam 5 can be smoothly detached from the body longitudinal beam 5, which is conducive to the deformation of the subframe and thus achieves the purpose of improving the energy absorption effect of the subframe.

[0077] It should also be noted that in this embodiment, the swing arm mounting bracket 4 is generally made by casting process, such as cast aluminum or cast steel. Due to the limitations of the material, the swing arm mounting bracket 4 and the subframe longitudinal beam 5 are connected by bolt pairs.

[0078] In the longitudinal direction of the vehicle, the swing arm mounting bracket 4 of this embodiment is arranged near the rear section 103 of the longitudinal beam, and the two ends of the swing arm mounting bracket 4 are connected to the subframe longitudinal beam 1 and the body longitudinal beam 5 respectively. On the one hand, it can reinforce the rear part of the subframe longitudinal beam 1, and on the other hand, it does not affect the bending and collapse at the second guide part 105.

[0079] Finally, it should be noted that in this embodiment, each side of the subframe longitudinal beam 1 is provided with four body connection points, and each body connection point is connected to the body longitudinal beam 5 by bolt pairs. Specifically, the front connection point is close to the front end of the subframe longitudinal beam 1, and the rear connection point is close to the rear end of the subframe longitudinal beam 1. There is no need to provide notches around the body connection holes at these two connection points. The other two connection points are the body connection holes on the aforementioned middle connecting bracket 3 and swing arm mounting bracket 4, and their specific structures are as described above.

[0080] The subframe of this invention features a first guide portion 104 and a second guide portion 105, both of which can guide the subframe longitudinal beam 1 to partially bend when it is subjected to a collision impact. This type of subframe is installed at the lower part of the vehicle body assembly. When the vehicle is subjected to a collision force, the subframe longitudinal beam 1 can bend and deform, allowing the subframe to participate more in energy absorption, thereby reducing the collision force transmitted to the vehicle body assembly and ultimately protecting the occupants.

[0081] Furthermore, the first notch 302 and the second notch 402 provided in the above structure allow the two body connection points in the middle of the vehicle body along the front-rear direction of the subframe longitudinal beam 1 to detach from the body longitudinal beam 5 after bending and deformation, and the second guide part 105 to bend and collapse, thereby further reducing the collision force transmitted to the body assembly and reducing the design difficulty of the body assembly.

[0082] Example 2

[0083] This embodiment relates to a vehicle, still referring to... Figure 1 As shown, the vehicle body has longitudinal beams 5 on the left and right sides, and a subframe as in Embodiment 1 is provided between the longitudinal beams 5 on both sides.

[0084] Depend on Figure 1 Combination Figure 6 As shown, in a preferred embodiment, each side of the vehicle's longitudinal beam 5 includes a front portion 501, a middle portion 502, and a rear portion 503 connected sequentially along the longitudinal direction of the vehicle. Viewed vertically, the middle portion 502 is offset towards the inward side of the vehicle relative to the front portion 501 and the rear portion 503, which helps ensure smooth force transmission of the longitudinal beams 5 and thus enhances vehicle safety performance.

[0085] As a preferred embodiment, the offset L of the middle part 502 of the longitudinal beam toward the in-vehicle side is less than 40mm, such as 25mm, 30mm, 35mm, etc.

[0086] like Figure 1 As shown, to facilitate connection with the subframe, each side of the vehicle body longitudinal beam 5 is equipped with a first mounting bracket 6 and a second mounting bracket 7. Both the first mounting bracket 6 and the second mounting bracket 7 form a cavity with the vehicle body longitudinal beam 5, which helps to improve the strength of these two mounting points. The first mounting bracket 6 is used to connect to the rearmost body connection point on the corresponding side of the subframe longitudinal beam 1, and the second mounting bracket 7 is used to connect to the body connection point on the swing arm mounting bracket 4.

[0087] In the above structure, the first mounting bracket 6 and the second mounting bracket 7 are provided so that the vehicle body assembly at these two mounting points is not easily damaged during a collision. In addition, the subframe of Embodiment 1 is applied to further reduce the stress on the vehicle body.

[0088] In a preferred embodiment, the first mounting bracket 6 and the second mounting bracket 7 each have 2 to 4 weld points, which can be appropriately increased or decreased depending on the available space. Both the first mounting bracket 6 and the second mounting bracket 7 are spot-welded to the vehicle body longitudinal beam 5 through three overlapping surfaces. The number of overlapping surfaces and the number of weld points connecting to the vehicle body assembly can be appropriately increased or decreased depending on the available space.

[0089] Specifically, in this embodiment, both the first mounting bracket 6 and the second mounting bracket 7 are simultaneously connected to the side walls on both the left and right sides of the vehicle body longitudinal beam 5. Due to structural limitations, both the first mounting bracket 6 and the second mounting bracket 7 are connected to the bottom wall of the vehicle body longitudinal beam 5 on either the front or rear side. Alternatively, the front side of the first mounting bracket 6 is connected to the bottom wall of the vehicle body longitudinal beam 5, and the rear side of the second mounting bracket 7 is connected to the bottom wall of the vehicle body longitudinal beam 5.

[0090] In this embodiment, the longitudinal beam 5 of the vehicle body is the main force transmission component of the vehicle body assembly. The specific structure of the vehicle body assembly refers to the existing structure, and its various components are connected by spot welding to ensure the connection strength and smooth force transmission under the condition of a frontal collision.

[0091] As for the first mounting bracket 6 and the second mounting bracket 7, they can be made of thicker materials, making their structure more stable. This can better ensure the structural strength of the subframe mounting point, improve the vehicle's collision resistance, and facilitate the removal of the two body connection points in the middle of the aforementioned subframe.

[0092] It should be understood that the first mounting bracket 6 and the second mounting bracket 7 can be increased or decreased in thickness as needed. Furthermore, the first mounting bracket 6 and the second mounting bracket 7 are preferably made of HC340 / 590DPD+Z material, which has corrosion resistance; however, it is certainly feasible to use other materials for the first mounting bracket 6 and the second mounting bracket 7.

[0093] The vehicle in this embodiment, by applying the subframe of Embodiment 1, can improve the energy absorption effect of the subframe, which is beneficial to ensuring the safety of the occupants and has good practicality.

[0094] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A subframe, characterized in that: It includes subframe longitudinal beams (1) located on both sides of the vehicle body, and subframe crossbeams (2) connecting the subframe longitudinal beams (1) on both sides; Each of the subframe longitudinal beams (1) on each side includes a front section (101), a middle section (102), and a rear section (103) of the longitudinal beam connected sequentially along the front-rear direction of the vehicle. A first guide portion (104) is provided between the front section (101) and the middle section (102) of the longitudinal beam, and / or a second guide portion (105) is provided between the middle section (102) and the rear section (103) of the longitudinal beam; The first guide (104) is used to guide the connection between the front section (101) and the middle section (102) of the longitudinal beam to bend when the subframe longitudinal beam (1) is subjected to a collision impact, and the second guide (105) is used to guide the connection between the middle section (102) and the rear section (103) of the longitudinal beam to bend when the subframe longitudinal beam (1) is subjected to a collision impact.

2. The subframe according to claim 1, characterized in that: The first guide section (104) includes a first bent section connecting the front section (101) and the middle section (102) of the longitudinal beam; The first bend has an arc-shaped structure that arches downwards and forwards from the vehicle.

3. The subframe according to claim 1, characterized in that: The second guide section (105) includes a second bent section connecting the middle section (102) and the rear section (103) of the longitudinal beam; The cross-sectional area of ​​the second bending section is smaller than the cross-sectional area of ​​the middle section (102) and the rear section (103) of the longitudinal beam.

4. The subframe according to claim 3, characterized in that: The cross-sectional area of ​​the rear section (103) of the longitudinal beam is smaller than the cross-sectional area of ​​the middle section (102) of the longitudinal beam.

5. The subframe according to any one of claims 1 to 4, characterized in that: Each of the longitudinal beams on each side is provided with a central connecting bracket (3) that connects to the longitudinal beam of the vehicle body (5); The central connecting bracket (3) is provided with a first body connecting hole (301), and a first notch (302) is provided on one side of the first body connecting hole (301).

6. The subframe according to claim 5, characterized in that: Each of the subframe longitudinal beams (1) on each side is provided with a swing arm mounting bracket (4) that is connected to the body longitudinal beam (5); The swing arm mounting bracket (4) is provided with a second body connection hole (401), and a second notch (402) is provided on one side of the second body connection hole (401).

7. The subframe according to claim 6, characterized in that: The first opening (302) is provided facing outward along the left-right direction of the vehicle, and / or the second opening (402) is provided facing the front side of the vehicle.

8. A vehicle, characterized in that: The vehicle body has longitudinal beams (5) on the left and right sides, and a subframe as described in any one of claims 1-7 is provided between the longitudinal beams (5) on both sides.

9. The vehicle according to claim 8, characterized in that: Each of the vehicle body longitudinal beams (5) includes a front part (501), a middle part (502) and a rear part (503) of the longitudinal beam connected sequentially along the front-rear direction of the vehicle. Viewed from the vertical direction of the vehicle, the middle part (502) of the longitudinal beam is offset towards the inside of the vehicle relative to the front part (501) and the rear part (503) of the longitudinal beam.

10. The vehicle according to claim 9, characterized in that: The offset L of the middle part (502) of the longitudinal beam toward the inside of the vehicle is less than 40mm.

Images