Auxiliary frame and vehicle

Abstract

The utility model discloses an auxiliary frame and a vehicle. The auxiliary frame is used for the vehicle, at least one part of the auxiliary frame comprises a first base plate, a first damping layer and a second base plate which are sequentially arranged in a stacked mode, and the first damping layer is connected with the first base plate and the second base plate. According to the embodiment, the first damping layer is arranged in the auxiliary frame, the first damping layer can effectively attenuate vibration of the auxiliary frame, noise transmission is reduced, and therefore the NVH performance of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a subframe and a vehicle. Background Technology

[0002] The subframe is a chassis structural component located under the front compartment of a car, housing parts such as suspension control arms, suspension stabilizer bars, steering gears, and engine mounts. In electric vehicles, compared to traditional internal combustion engine vehicles, the electric motor and gearbox gears rotate at speeds of tens of thousands of revolutions per minute. The excitation of the subframe by the electric motor can easily generate noise, which can be transmitted to the vehicle body, reducing the overall NVH (noise, vibration, and harshness) performance. Utility Model Content

[0003] In view of the above problems, this application provides a subframe and vehicle that can improve the NVH performance of automobiles.

[0004] In a first aspect, this application provides a subframe for a vehicle, at least a portion of which includes a first substrate, a first damping layer and a second substrate stacked sequentially, the first damping layer connecting the first substrate and the second substrate.

[0005] In the above embodiment, by providing a first damping layer in the subframe, the first damping layer can effectively attenuate the vibration of the subframe, reduce noise transmission, and thus improve the NVH performance of the vehicle.

[0006] In some embodiments, the first damping layer is a polymer resin damping layer.

[0007] In the above embodiment, the first damping layer can absorb vibrations, thereby achieving a vibration reduction effect.

[0008] In some implementations, the thickness of the first damping layer is 0.03 mm to 0.1 mm.

[0009] In the above embodiments, when the thickness of the first damping layer is within the above range, the subframe has a better shock absorption effect and can reduce the risk of the first damping layer falling off the first substrate or the second substrate due to gravity.

[0010] In some embodiments, the first damping layer is fixedly connected to the first substrate and / or the second substrate.

[0011] In the above embodiments, the connection stability between the first damping layer and the first substrate and the second substrate can be improved, the structural strength of the subframe can be increased, and the service life of the subframe can be extended.

[0012] In some embodiments, the first substrate and / or the second substrate is a steel plate or an aluminum plate.

[0013] In the above embodiments, the structural strength of the first substrate and the second substrate can be increased, thereby extending the service life of the subframe.

[0014] In some embodiments, the thickness of the first substrate and / or the second substrate is 0.15 mm to 1.6 mm.

[0015] In the above embodiments, when the thickness of the first substrate and / or the second substrate is within the above range, the subframe has higher structural strength, which is beneficial to extending the service life of the subframe and can reduce the risk of the first substrate and / or the second substrate falling off the first damping layer due to gravity.

[0016] In some embodiments, the subframe includes a second damping layer disposed on the side of the first substrate or the second substrate opposite to the first damping layer.

[0017] In the above embodiments, the double-layer damping layer can further attenuate the vibration of the subframe compared to the single-layer damping layer, which is beneficial to improving the NVH performance of the vehicle.

[0018] In some embodiments, the subframe includes a front crossbeam, a rear crossbeam, a left longitudinal beam, and a right longitudinal beam, the left and right longitudinal beams connecting the front and rear crossbeams, the front and rear crossbeams, the left and right longitudinal beams connecting to form a frame, and at least one of the front, rear, left, and right longitudinal beams having a first base plate, a first damping layer, and a second base plate.

[0019] In the above embodiments, the frame-type subframe can reduce the space occupied by the subframe, facilitate the connection between the subframe and other components, and make the subframe highly practical and applicable to most vehicle models.

[0020] In some embodiments, the front crossbeam and the rear crossbeam are provided with a first connecting portion, which is located at the end of the front crossbeam and the end of the rear crossbeam, and the front crossbeam and the rear crossbeam are connected to the vehicle body through the first connecting portion.

[0021] In the above embodiment, the first connecting part can improve the connection stability between the front crossbeam and the rear crossbeam and the vehicle body. Both the front crossbeam and the rear crossbeam are subjected to force, and the force is relatively uniform and reasonable. The uniform force can extend the service life of the subframe.

[0022] In some embodiments, the left and right longitudinal beams are provided with a second connecting portion, which is located between the front and rear crossbeams, and the left and right longitudinal beams are connected to the vehicle body through the second connecting portion.

[0023] In the above embodiment, the second connecting part can improve the connection stability between the left and right longitudinal beams and the vehicle body. Both the left and right longitudinal beams are subjected to force, and the force is relatively uniform and reasonable. The uniform force can extend the service life of the subframe.

[0024] Secondly, this application provides a vehicle comprising a body and a subframe, the subframe being mounted on the body.

[0025] In the above embodiments, the subframe can reduce the vibration transmitted to the vehicle body and reduce the noise generated by the vehicle body vibration, thereby improving the vehicle's NVH performance.

[0026] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0027] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0028] Figure 1 This is a schematic diagram of the vehicle structure according to some embodiments of this application;

[0029] Figure 2 This is a schematic diagram of the subframe structure of some embodiments of this application;

[0030] Figure 3 This is a schematic diagram of the subframe structure of some embodiments of this application.

[0031] Explanation of reference numerals in the attached drawings: 100, vehicle; 10, battery; 20, controller; 30, powertrain; 40, subframe; 41, first base plate; 42, first damping layer; 43, second base plate; 44, second damping layer; 45, front crossbeam; 46, rear crossbeam; 47, left longitudinal beam; 48, right longitudinal beam; 49, first connecting part; 50, second connecting part. Detailed Implementation

[0032] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0033] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0034] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0035] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0036] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0037] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple groups" refers to two or more (including two groups), and "multiple pieces" refers to two or more (including two pieces).

[0038] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to 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 the embodiments of this application.

[0039] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0040] As people's living standards improve, cars have become a common means of transportation. During the use of cars, the NVH performance of cars affects the user experience.

[0041] Electric vehicles are driven by electric motors, with the motor acting as the excitation source. The subframe is connected to the vehicle body. Since the main structure of the subframe is generally a hollow structure, and the subframe laminations are thin metal sheets, typically supported only by edge welding, the large span of the support resembles a drumhead. Under the excitation of vibrations and noise from surrounding parts, it easily produces a drum-like sound effect, generating noise. Compared to traditional internal combustion engine vehicles, the electric motor and gearbox gears in electric vehicles rotate at speeds of tens of thousands of revolutions per minute. When subjected to external excitation, the laminations and the acoustic cavity they form are prone to resonance, generating noise and reducing the overall NVH (noise, vibration, and harshness) performance of the vehicle.

[0042] To address the aforementioned issues, this application provides a subframe and a vehicle to attenuate subframe vibrations, reduce noise transmission, and thereby improve the vehicle's NVH performance.

[0043] Please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of a vehicle 100 provided in some embodiments of this application. The vehicle 100 mentioned in the embodiments of this application includes a battery 10, which can be disposed at the bottom, front, or rear of the vehicle 100. The battery 10 can be used to power the vehicle 100, for example, the battery 10 can be used as the operating power source of the vehicle 100.

[0044] The vehicle 100 also includes a controller 20 and a powertrain 30. The controller 20 is used to control the battery 10 to supply power to the powertrain 30, for example, for the power needs of the vehicle 100 during startup, navigation and driving.

[0045] In some embodiments of this application, the battery 10 can not only serve as the operating power source of the vehicle 100, but also as the driving power source of the vehicle 100, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 100.

[0046] Battery 10 may include one or more battery cells, which may include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries, or magnesium-ion batteries, etc. Battery cells may be cylindrical, flat, cuboid, or other shapes. Battery cells are generally classified into three types according to their packaging method: cylindrical battery cells, square battery cells, and pouch battery cells. Multiple battery cells may be connected in series, parallel, or a combination thereof; a combination thereof means that multiple battery cells are connected in both series and parallel.

[0047] In some embodiments, vehicle 100 includes a body and a subframe 40, which is mounted on the body. The subframe 40 is a chassis system component that provides mounting points for components such as suspension arms, powertrain 30, and stabilizer bars. The subframe 40 can reduce vibrations transmitted to the body and lower noise generated by body vibrations, thereby improving the NVH performance of vehicle 100.

[0048] Please refer to Figure 2 , Figure 2 This is a schematic diagram of the structure of a subframe 40 provided in some embodiments of this application. The subframe 40 of the embodiments of this application is used in a vehicle 100. At least a portion of the subframe 40 includes a first substrate 41, a first damping layer 42 and a second substrate 43 stacked sequentially, with the first damping layer 42 connecting the first substrate 41 and the second substrate 43.

[0049] The subframe 40 can form a closed hollow cavity. Alternatively, the first substrate 41 can be located on the inner wall of the hollow cavity, and the second substrate 43 on the outer wall, or the first substrate 41 can be located on the outer wall, and the second substrate 43 on the inner wall. In the event of a collision, the hollow cavity allows the subframe 40 to better absorb collision energy, thus improving the safety of the vehicle 100.

[0050] In the above embodiment, by providing a first damping layer 42 in the subframe 40, the first damping layer 42 can effectively attenuate the vibration of the subframe 40, reduce noise transmission, and thereby improve the NVH performance of the vehicle 100.

[0051] In some embodiments, the first damping layer 42 is a polymer resin damping layer.

[0052] For example, the first damping layer 42 can be made of materials such as polyester, polypropylene, nylon, or polytrimethylpentene. This allows the first damping layer 42 to absorb vibrations, thereby achieving a shock absorption effect.

[0053] In some embodiments, the thickness of the first damping layer 42 is 0.03 mm to 0.1 mm.

[0054] For example, the thickness of the first damping layer 42 can be 0.03mm, 0.04mm, 0.05mm, 0.06mm, 0.07mm, 0.08mm, 0.09mm, 0.1mm, etc.

[0055] If the thickness of the first damping layer 42 is less than 0.03 mm, the damping effect of the subframe 40 will be small. If the thickness of the first damping layer 42 is greater than 0.1 mm, the first damping layer 42 will detach from the first base plate 41 or the second base plate 43 due to gravity. The appropriate thickness of the first damping layer 42 can be selected according to different vehicles 100 or different subframes 40.

[0056] When the thickness of the first damping layer 42 is within the above range, the subframe 40 has a better shock absorption effect and can reduce the risk of the first damping layer 42 falling off the first substrate 41 or the second substrate 43 due to gravity.

[0057] Please refer to Figure 2 In some embodiments, the first damping layer 42 is fixedly connected to the first substrate 41 and / or the second substrate 43.

[0058] The first damping layer 42 can be fixed to the first substrate 41 or the second substrate 43 by manual adhesion or by spraying. For example, molten polymer resin is sprayed onto the second substrate 43 using an adhesive applicator, and then the first substrate 41 is placed on the molten polymer resin. After curing, the molten polymer resin forms the first damping layer 42, and the first damping layer 42 is fixedly connected to the first substrate 41 and the second substrate 43.

[0059] This can improve the connection stability between the first damping layer 42 and the first substrate 41 and the second substrate 43, increase the structural strength of the subframe 40, and thus extend the service life of the subframe 40.

[0060] In some embodiments, the first substrate 41 and / or the second substrate 43 are either steel plates or aluminum plates.

[0061] The first substrate 41 can be either a steel plate or an aluminum plate, or the second substrate 43 can be either a steel plate or an aluminum plate, or both the first substrate 41 and the second substrate 43 can be either a steel plate or an aluminum plate. The first substrate 41 can be a steel plate or an aluminum plate, and the second substrate 43 can be a steel plate or an aluminum plate.

[0062] The first substrate 41 and the second substrate 43 may be made of the same material or different materials. For example, the first substrate 41 and the second substrate 43 may both be steel plates, or the first substrate 41 and the second substrate 43 may both be aluminum plates. For another example, the first substrate 41 may be a steel plate and the second substrate 43 may be an aluminum plate, or the first substrate 41 may be an aluminum plate and the second substrate 43 may be a steel plate.

[0063] This increases the structural strength of the first substrate 41 and the second substrate 43, thereby extending the service life of the subframe 40.

[0064] In some embodiments, the thickness of the first substrate 41 and / or the second substrate 43 is 0.15 mm to 1.6 mm.

[0065] The thickness of the first substrate 41 can be 0.15mm-1.6mm, the thickness of the second substrate 43 can be 0.15mm-1.6mm, or the thickness of both the first substrate 41 and the second substrate 43 can be 0.15mm-1.6mm. The thickness of the first substrate 41 can be 0.15mm, 0.2mm, 0.4mm, 0.6mm, 0.8mm, 1.0mm, 1.2mm, 1.4mm, 1.6mm, etc. The thickness of the first substrate 41 and the thickness of the second substrate 43 can be the same or different. For example, the thickness of the first substrate 41 can be 0.7mm and the thickness of the second substrate 43 can be 1.3mm, or the thickness of both the first substrate 41 and the second substrate 43 can be 1.1mm.

[0066] If the thickness of the first substrate 41 and / or the second substrate 43 is less than 0.15 mm, the structural strength of the subframe 40 will be weak, affecting its service life. If the thickness of the first substrate 41 and / or the second substrate 43 is greater than 1.6 mm, the first substrate 41 and / or the second substrate 43 will detach from the first damping layer 42 due to gravity. Appropriate thicknesses of the first substrate 41 and the second substrate 43 can be selected according to different vehicles 100 or different subframes 40.

[0067] When the thickness of the first substrate 41 and / or the second substrate 43 is within the above range, the subframe 40 has higher structural strength, which is beneficial to extending the service life of the subframe 40 and can reduce the risk of the first substrate 41 and / or the second substrate 43 falling off the first damping layer 42 due to gravity.

[0068] Please refer to Figure 2 In some embodiments, the subframe 40 includes a second damping layer 44 disposed on the side of the first substrate 41 or the second substrate 43 opposite to the first damping layer 42.

[0069] The second damping layer 44 can be a polymer resin damping layer, such as polyester, polypropylene, nylon, polytrimethylpentene, etc. The material of the second damping layer 44 can be the same as or different from that of the first damping layer 42. For example, the first damping layer 42 can be made of polyester and the second damping layer 44 can be made of nylon, or both the first damping layer 42 and the second damping layer 44 can be made of polytrimethylpentene.

[0070] The thickness of the second damping layer 44 can be the same as or different from the thickness of the first damping layer 42. For example, the thickness of the first damping layer 42 is 0.05 mm and the thickness of the second damping layer 44 is 0.07 mm, or the thickness of both the first damping layer 42 and the second damping layer 44 is 0.06 mm. A suitable thickness of the second damping layer 44 can be selected according to different vehicles 100 or different subframes 40.

[0071] When the first substrate 41 is located on the inner wall surface of the hollow cavity, the second substrate 43 is located on the outer wall surface of the hollow cavity, and the second damping layer 44 is disposed on the side of the second substrate 43 away from the first damping layer 42; similarly, when the first substrate 41 is located on the outer wall surface of the hollow cavity, the second substrate 43 is located on the inner wall surface of the hollow cavity, and the second damping layer 44 is disposed on the side of the first substrate 41 away from the first damping layer 42.

[0072] Compared to a single-layer damping layer, the double-layer damping layer can further attenuate the vibration of the subframe 40, which is beneficial to improving the NVH performance of the vehicle 100.

[0073] Please refer to Figure 2 and Figure 3 , Figure 3 This is a schematic diagram of the subframe 40 provided in some embodiments of this application. In some embodiments, the subframe 40 includes a front crossbeam 45, a rear crossbeam 46, a left longitudinal beam 47, and a right longitudinal beam 48. The left longitudinal beam 47 and the right longitudinal beam 48 connect the front crossbeam 45 and the rear crossbeam 46. The front crossbeam 45, the rear crossbeam 46, the left longitudinal beam 47, and the right longitudinal beam 48 are connected to form a frame shape. At least one of the front crossbeam 45, the rear crossbeam 46, the left longitudinal beam 47, and the right longitudinal beam 48 has a first base plate 41, a first damping layer 42, and a second base plate 43.

[0074] The front crossbeam 45, rear crossbeam 46, left longitudinal beam 47, and right longitudinal beam 48 can be made of the same material. The left longitudinal beam 47 can be fixedly connected to the front crossbeam 45 and rear crossbeam 46 by welding, and the right longitudinal beam 48 can be fixedly connected to the front crossbeam 45 and rear crossbeam 46 by welding.

[0075] It is possible that at least one portion of the front crossbeam 45, rear crossbeam 46, left longitudinal beam 47, and right longitudinal beam 48 has a first substrate 41, a first damping layer 42, and a second substrate 43, or at least one of the front crossbeam 45, rear crossbeam 46, left longitudinal beam 47, and right longitudinal beam 48 has a first substrate 41, a first damping layer 42, and a second substrate 43. For example, the entire front crossbeam 45 is formed of the first substrate 41, the first damping layer 42, and the second substrate 43; as another example, the middle portion of the rear crossbeam 46 is formed of the first substrate 41, the first damping layer 42, and the second substrate 43; as yet another example, the entire left longitudinal beam 47 is formed of the first substrate 41, the first damping layer 42, and the second substrate 43, and the middle portion of the right longitudinal beam 48 is formed of the first substrate 41, the first damping layer 42, and the second substrate 43.

[0076] In the above embodiments, the frame-type subframe 40 can reduce the space occupied by the subframe 40, facilitate the connection of the subframe 40 with other components, and at the same time make the subframe 40 highly practical and applicable to most vehicle models.

[0077] Please refer to Figure 3 In some embodiments, the front crossbeam 45 and the rear crossbeam 46 are provided with a first connecting portion 49, which is located at the end of the front crossbeam 45 and the end of the rear crossbeam 46, and the front crossbeam 45 and the rear crossbeam 46 are connected to the vehicle body through the first connecting portion 49.

[0078] The number of first connecting parts 49 can be four, with the four first connecting parts 49 located at both ends of the front crossbeam 45 and both ends of the rear crossbeam 46, respectively.

[0079] In one embodiment, the first connecting part 49 includes a rigid outer tube, an elastic bushing, and fasteners. The rigid outer tube is connected to the crossbeam, and the elastic bushing is connected to the vehicle body. The elastic bushing has a certain elastic deformation capability; for example, the elastic bushing can be a rubber bushing, to block the vibration and noise generated by the powertrain 30 of the vehicle 100 and reduce the transmission of vibration and noise to the subframe 40. The elastic bushing is located inside the rigid outer tube, and the elastic bushing is interference-fitted with the rigid outer tube. On the one hand, this reduces the number of other connecting components, making installation convenient; on the other hand, it reduces the impact on the elastic bushing's ability to block vibration and noise.

[0080] The elastic bushing is threaded to the vehicle body via fasteners, such as bolts. The vehicle body has threaded holes, and the elastic bushing has a central connecting hole. The bolt passes through the connecting hole and is threaded into the threaded hole in the vehicle body, thus installing the elastic bushing to the vehicle body. The rigid outer tube is welded to the subframe 40. The welding operation is convenient and the connection is reliable, allowing the rigid outer tube to be securely connected to the subframe 40.

[0081] In the above embodiment, the first connecting part 49 can improve the connection stability between the front crossbeam 45 and the rear crossbeam 46 and the vehicle body. Both the front crossbeam 45 and the rear crossbeam 46 are subjected to force, and the force is relatively uniform and reasonable. The uniform force can extend the service life of the subframe 40.

[0082] Please refer to Figure 3 In some embodiments, the left longitudinal beam 47 and the right longitudinal beam 48 are provided with a second connecting part 50, which is located between the front cross beam 45 and the rear cross beam 46, and the left longitudinal beam 47 and the right longitudinal beam 48 are connected to the vehicle body through the second connecting part 50.

[0083] There can be two second connecting parts 50. The two second connecting parts 50 can be symmetrically distributed on the left longitudinal beam 47 and the right longitudinal beam 48. The second connecting parts 50 can be integrally formed with the longitudinal beam.

[0084] In one embodiment, the second connecting portion 50 includes two opposing side plates and a bottom plate. The bottom plate is connected to the longitudinal beam, and the side plates are perpendicular to the bottom plate. Bolt mounting holes are formed on the side plates, and bolts are installed in the two bolt mounting holes to fix the longitudinal beam and the vehicle body together.

[0085] In the above embodiment, the second connecting part 50 can improve the connection stability between the left longitudinal beam 47 and the right longitudinal beam 48 and the vehicle body. Both the left longitudinal beam 47 and the right longitudinal beam 48 are subjected to force, and the force is relatively uniform and reasonable. The uniform force can extend the service life of the subframe 40.

[0086] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A subframe for a vehicle, characterized in that, At least a portion of the subframe includes a first substrate, a first damping layer, and a second substrate stacked sequentially, wherein the first damping layer connects the first substrate and the second substrate.

2. The subframe according to claim 1, characterized in that, The first damping layer is a polymer resin damping layer.

3. The subframe according to claim 1, characterized in that, The thickness of the first damping layer is 0.03mm-0.1mm.

4. The subframe according to claim 1, characterized in that, The first damping layer is fixedly connected to the first substrate and / or the second substrate.

5. The subframe according to claim 1, characterized in that, The first substrate and / or the second substrate are either steel plates or aluminum plates.

6. The subframe according to claim 1, characterized in that, The thickness of the first substrate and / or the second substrate is 0.15mm-1.6mm.

7. The subframe according to claim 1, characterized in that, The subframe includes a second damping layer, which is disposed on the side of the first substrate or the second substrate opposite to the first damping layer.

8. The subframe according to claim 1, characterized in that, The subframe includes a front crossbeam, a rear crossbeam, a left longitudinal beam, and a right longitudinal beam. The left and right longitudinal beams connect the front and rear crossbeams. The front, rear, left, and right longitudinal beams are connected to form a frame. At least one of the front, rear, left, and right longitudinal beams has a first base plate, a first damping layer, and a second base plate.

9. The subframe according to claim 8, characterized in that, The front crossbeam and the rear crossbeam are provided with a first connecting part, which is located at the end of the front crossbeam and the end of the rear crossbeam. The front crossbeam and the rear crossbeam are connected to the vehicle body through the first connecting part.

10. The subframe according to claim 8, characterized in that, The left longitudinal beam and the right longitudinal beam are provided with a second connecting part, which is located between the front crossbeam and the rear crossbeam. The left longitudinal beam and the right longitudinal beam are connected to the vehicle body through the second connecting part.

11. A vehicle, characterized in that, include: Body; The subframe according to any one of claims 1-10, wherein the subframe is mounted on the vehicle body.

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