Subframe and vehicle

Abstract

The application relates to the technical field of vehicle chassis, and provides a subframe and a vehicle. The subframe comprises two main longitudinal beams arranged oppositely left and right and a cross beam connected between the two main longitudinal beams. One end of the main longitudinal beam is integrated with a vehicle body longitudinal beam connecting frame, the other end of the main longitudinal beam is integrated with a connecting part for connecting a passenger compartment floor, and a suspension swing arm mounting part is integrally formed on the main longitudinal beam. The subframe can be reliably assembled under the engine compartment of the vehicle by integrating the vehicle body longitudinal beam connecting frame and the connecting part on the main longitudinal beam, the suspension swing arm mounting part integrally formed on the main longitudinal beam can be used to mount the wheel and the suspension thereof; since the vehicle body longitudinal beam connecting frame, the connecting part and the suspension swing arm mounting part are all integrated on the beam body, the integration degree of the subframe can be effectively improved, and the number of parts and the assembly workload of the subframe can be reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to a subframe and vehicle. Background Technology

[0002] In the field of vehicle manufacturing, the subframe is an indispensable part of the vehicle suspension system. It not only bears the weight of the vehicle body but also affects the vehicle's handling and safety. However, traditional subframe designs often suffer from insufficient precision in the components due to the large number of parts, which also increases the overall weight and manufacturing cost of the subframe.

[0003] Because traditional subframes consist of multiple parts, the assembly complexity of connecting and disassembling these parts is increased. Moreover, the parts need to be connected and assembled using methods such as steel plate welding or bolting, which inevitably leads to an increase in the overall weight of the subframe, making it difficult to achieve the goal of vehicle lightweighting. Utility Model Content

[0004] In view of this, this application aims to propose a subframe to improve the integration of the subframe and reduce the number of subframe parts and assembly workload.

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

[0006] A subframe includes two main longitudinal beams arranged opposite each other on the left and right, and a crossbeam connecting the two main longitudinal beams; one end of each main longitudinal beam is integrated with a vehicle body longitudinal beam connecting frame, the other end of each main longitudinal beam is integrated with a connecting part for connecting the passenger compartment floor, and a suspension swing arm mounting part is integrally formed on the main longitudinal beam.

[0007] Furthermore, the subframe is integrally die-cast from aluminum, and multiple cavities are formed on both the main longitudinal beam and the cross beam, with each cavity separated by reinforcing ribs integrally formed on the beam body.

[0008] Furthermore, the body longitudinal beam connecting frame extends upward from the end of the main longitudinal beam, and the top of the body longitudinal beam connecting frame is provided with a first connecting hole for connecting the engine compartment longitudinal beam.

[0009] Furthermore, the connecting part includes a main body extending from the rear end of the main longitudinal beam toward the inner side of the subframe, and a reinforcing plate connecting the main body and the side of the main longitudinal beam; the main body is provided with a second connecting hole for connecting the driver and passenger compartment floor.

[0010] Furthermore, there are two second connecting holes spaced apart, and the main board body is provided with a positioning post located between the two second connecting holes, the positioning post being positioned and engaged with the driver and passenger compartment floor.

[0011] Furthermore, a steering gear mounting bracket is provided at the top of the main longitudinal beam, and / or a chassis guard plate mounting bracket is provided at the bottom of the main longitudinal beam.

[0012] Furthermore, the suspension arm mounting portion includes a plurality of first mounting holes spaced apart on the side of the main longitudinal beam facing the outside of the vehicle.

[0013] Furthermore, the crossbeam includes a main crossbeam connected between the middle portions of the two main longitudinal beams, and an end crossbeam connected between the ends of the two main longitudinal beams where the vehicle body longitudinal beam connecting frame is located; the side of the main crossbeam is provided with a suspension mounting bracket for mounting the powertrain, the suspension mounting bracket extends upward from the side of the main crossbeam near the end crossbeam and is inclined toward the end crossbeam.

[0014] Furthermore, a reinforcing longitudinal beam is provided between the end crossbeam and the main crossbeam, and / or a radiator guide shroud mounting part is provided on the end crossbeam, and / or a pipeline fixing part is provided on the main crossbeam and the main longitudinal beam.

[0015] Compared with related technologies, this application has the following advantages:

[0016] (1) The subframe of this application adopts a main structure of crossbeams and main longitudinal beams. By integrating the body longitudinal beam connecting frame and connecting part on the main longitudinal beam, the subframe can be reliably assembled under the engine compartment of the vehicle, providing a reliable installation base for the installation of wheels and their suspensions. The suspension swing arm mounting part integrally formed on the main longitudinal beam can realize the installation of wheels and their suspensions. Since the body longitudinal beam connecting frame, connecting part and suspension swing arm mounting part are all integrated on the beam, the integration of the subframe can be effectively improved, and the number of parts and assembly workload of the subframe can be reduced.

[0017] (2) The aluminum material is used for integral die casting, which can not only efficiently process the main longitudinal beam and cross beam, as well as the body longitudinal beam connecting frame, connecting part and suspension swing arm mounting part located on the main longitudinal beam, but also greatly reduce the overall weight of the subframe while ensuring the structural performance of the subframe by forming hollow cavities and reinforcing ribs on each beam, thereby improving the lightweight design level of the vehicle.

[0018] (3) The body longitudinal beam connecting frame located at the end of the main longitudinal beam is designed to extend upwards, which can compensate for the height difference between the engine compartment longitudinal beam and the subframe, thereby reliably hoisting and fixing the end of the subframe to the engine compartment longitudinal beam; the body longitudinal beam connecting frame is provided with a first connecting hole, which can be fastened between the body longitudinal beam connecting frame and the engine compartment longitudinal beam by bolts, ensuring the reliability of the connection between the main longitudinal beam and the engine compartment longitudinal beam.

[0019] (4) Designing the main body of the connecting part as a laterally extending plate shape can effectively increase the contact area between the connecting part and the passenger compartment floor, thereby improving the connection stability between the connecting part and the passenger compartment floor. By setting a reinforcing plate between the main body and the side of the main longitudinal beam, a triangular support structure can be formed between the reinforcing plate, the main body and the main longitudinal beam. While improving the structural stability of the connecting part, a cavity structure that can reduce the weight of the subframe can also be formed between the reinforcing plate, the main body and the main longitudinal beam.

[0020] (5) A positioning post is set between the two second connecting holes. When assembling the connecting part on the driver and passenger compartment floor, the positioning post can be used to accurately position the connecting part on the driver and passenger compartment floor in advance. This not only helps to improve the assembly alignment efficiency of the second connecting holes, but also helps to improve the connection stability of the connecting part on the driver and passenger compartment floor.

[0021] (6) By integrating the steering gear mounting bracket and chassis guard plate mounting bracket on the main longitudinal beam, the number of subframe parts can be further reduced. While meeting the installation requirements of steering gear, chassis guard plate, etc., the level of integrated design of subframe can be further improved.

[0022] (7) The suspension arm mounting part adopts the structure of mounting holes, which not only makes it easy to directly form on the main longitudinal beam, but also allows the suspension arm to be easily assembled to the outer side of the main longitudinal beam by fasteners such as bolts.

[0023] (8) Two crossbeams, the end crossbeam and the main crossbeam, are set at intervals. The main longitudinal beam and the crossbeam can form a stable frame structure. At the same time, a suspension mounting bracket is set on the main crossbeam, which can make full use of the hollow area between the end crossbeam and the main crossbeam to complete the arrangement of the powertrain. The suspension mounting bracket adopts an arrangement that is inclined towards one side of the end crossbeam, which is suitable for the setting position of the powertrain and can well meet the needs of the powertrain suspension position.

[0024] (9) A reinforcing longitudinal beam is set between the end crossbeam and the main crossbeam to further improve the overall structural stability of the subframe; a radiator guide shroud mounting part is set on the end crossbeam to realize the installation and fixation of the radiator guide shroud; a pipeline fixing part is set on the main crossbeam and the main longitudinal beam to provide good conditions for the arrangement and fixation of radiator pipelines, high-voltage wiring harnesses, etc.

[0025] Another object of this application is to provide a vehicle that employs the subframe described in this application. The vehicle of this application possesses the technical advantages of the aforementioned subframe. Attached Figure Description

[0026] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application. The directional terms such as front / back, up / down, etc., used therein are only used to indicate relative positional relationships and do not constitute an improper limitation of this application. In the accompanying drawings:

[0027] Figure 1 This is a three-dimensional structural diagram of the subframe described in the embodiments of this application;

[0028] Figure 2 This is a rear view of the subframe described in an embodiment of this application;

[0029] Figure 3 This is a top view of the subframe described in the embodiments of this application;

[0030] Figure 4 This is a bottom view of the subframe described in the embodiment of this application;

[0031] Figure 5 This is a side view of the subframe described in an embodiment of this application.

[0032] Explanation of reference numerals in the attached figures:

[0033] 1. Main longitudinal beam; 10. First reinforcing rib plate; 100. First cavity; 11. Body longitudinal beam connecting frame; 110. First connecting hole; 12. Steering gear mounting frame; 120. Third mounting hole; 13. Chassis guard plate mounting frame; 14. Suspension control arm mounting part; 140. First mounting hole; 15. Second pipeline fixing hole;

[0034] 2. End crossbeam; 20. Second reinforcing rib plate; 200. Second cavity; 21. Lug; 210. Second mounting hole;

[0035] 3. Main crossbeam; 30. Third reinforcing rib plate; 300. Third cavity; 31. Suspension mounting bracket; 310. Suspension mounting hole; 32. First pipeline fixing hole; 33. Third chamber;

[0036] 4. Connecting part; 40. Main body; 41. Reinforcing plate; 410. First chamber; 42. Second connecting hole; 43. Positioning post; 44. Second chamber;

[0037] 5. Reinforced longitudinal beam; 50. Fourth reinforcing rib; 500. Fourth cavity;

[0038] 60. Central hollow area; 61. Side hollow area; 7. Weight reduction hole. Detailed Implementation

[0039] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

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

[0041] Furthermore, it should be stated in the description of this application that if terms indicating orientation or positional relationship, such as "up," "down," "left," "right," "front," "rear," "inner," and "outer," appear, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and for clarity and conciseness of expression, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this application. Taking the vehicle described in this application as an example, the directional terms such as "up," "down," "left," "right," "front," and "rear" used in the embodiments are defined based on the vehicle's vertical direction (also known as the height direction), horizontal direction (also known as the width direction), and front-back direction (also known as the length direction). Specifically, as shown in the accompanying drawings, the X direction is the vehicle's front-back direction, where the side pointed by the arrow is "front," and the opposite is "rear." The Y direction is the vehicle's horizontal direction, where the side pointed by the arrow is "left," and the opposite is "right." The Z direction is the vehicle's vertical direction, where the side pointed by the arrow is "up," and the opposite is "down." "," "Inner" and "outer" are defined based on the outline of the corresponding component. For example, "inner" and "outer" are defined based on the outline of the vehicle. The side of the vehicle outline closer to the middle of the vehicle is "inner", and the other side is "outer".

[0042] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joint," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances. The qualifying terms such as "first," "second," "A," "B," "C," and "D" appearing in the description of this application are merely for distinguishing similar features in different locations, attributions, or uses, in order to avoid ambiguity and confusion, and should not be construed as indicating or implying relative importance.

[0043] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0044] In related technologies, traditional subframes, composed of multiple parts, increase the complexity of assembly, including connection and disassembly. This leads to a cumbersome assembly process and increases the likelihood of assembly errors. The design of multiple parts not only increases the cost of individual manufacturing but also necessitates the use of steel plate welding or bolting for connection and assembly, inevitably increasing the overall weight of the subframe. This hinders the achievement of vehicle lightweighting goals and negatively impacts fuel efficiency and handling performance.

[0045] In view of the above-mentioned problems in the related technologies, this application innovatively proposes a brand-new subframe that can improve the integration of the subframe and reduce the number of subframe parts and assembly workload.

[0046] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0047] An embodiment of the first aspect of this application provides a subframe that can be applied to the bottom of a vehicle's engine compartment to facilitate the mounting of wheels and their suspensions; one exemplary structure is as follows: Figure 1 , Figure 2 and Figure 3 As shown.

[0048] Overall, the subframe includes two main longitudinal beams 1 arranged opposite each other on the left and right, and a crossbeam connecting the two main longitudinal beams 1. One end of the main longitudinal beam 1 is integrated with a body longitudinal beam connecting frame 11, and the other end of the main longitudinal beam 1 is integrated with a connecting part 4 for connecting the passenger compartment floor. Furthermore, a suspension control arm mounting part 14 is integrally formed on the main longitudinal beam 1.

[0049] Based on the above overall design concept, the main structure adopts a crossbeam and a main longitudinal beam 1. By integrating the body longitudinal beam connecting frame 11 and the connecting part 4 on the main longitudinal beam 1, the subframe can be reliably assembled under the vehicle's engine compartment, providing a reliable installation foundation for the installation of wheels and their suspension. The suspension swing arm mounting part 14, which is integrally formed on the main longitudinal beam 1, can realize the installation of wheels and their suspension. Since the body longitudinal beam connecting frame 11, the connecting part 4, and the suspension swing arm mounting part 14 are all integrated on the beam, the integration of the subframe can be effectively improved, and the number of subframe parts and assembly workload can be reduced.

[0050] Based on the above overall design concept, such as Figure 1 , Figure 2 and combined Figure 3 As shown, in terms of overall design, the subframe of this embodiment mainly consists of two parts: the main longitudinal beam 1 and the crossbeam.

[0051] It should be noted that, based on the above-mentioned overall design concept, the technical solution of this application can adopt a variety of different specific implementation structures, forms, or configuration sequences. For example, one or more crossbeams can be provided; the body longitudinal beam connecting frame 11 and connecting part 4 on the main longitudinal beam 1 can also adopt various different structural forms; in application, the specific assembly sequence and assembly method of the subframe and surrounding engine compartment longitudinal beams, passenger compartment floor, and powertrain can also be flexibly adjusted. For the parts required for the implementation of the overall solution but not covered in the above overall settings, reasonable and flexible designs can be made by referring to mature setting methods in the field and the actual situation during implementation, which will not be elaborated here. The specific implementation schemes described below in this embodiment are only one of the many solutions that can be formed by the above-mentioned combinations and variations. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many solutions that can be formed by the above-mentioned combinations and variations, as well as the specific implementation schemes of this embodiment, are all within the protection scope of this application.

[0052] It should also be noted that the subframe of this application can be used at the front of a vehicle. Correspondingly, the engine compartment can be the front engine compartment of the vehicle. In this case, the subframe is specifically located at the bottom of the front engine compartment and used as a front subframe. In this situation, the body longitudinal beam connecting frame 11 is located at the front end of the main longitudinal beam 1 to connect the front engine compartment longitudinal beam, and the connecting part 4 is located at the rear end of the main longitudinal beam 1 to connect the front end of the passenger compartment floor. Simultaneously, the subframe of this application can also be used at the rear of a vehicle as a rear subframe. In this case, the body longitudinal beam connecting frame 11 is located at the rear end of the main longitudinal beam 1 to connect the longitudinal beams at the rear of the vehicle body, and the connecting part 4 is located at the front end of the main longitudinal beam 1 to connect the rear end of the passenger compartment floor. In this embodiment, the case of the subframe of this application being used as a front subframe is used as an example for explanation.

[0053] Of course, the subframe of this application can be made by stamping the main longitudinal beam 1 and the cross beam separately from steel plates, and then welding the main longitudinal beam 1 and the cross beam together. However, in some preferred exemplary embodiments, the subframe of this embodiment is made by die-casting aluminum, and multiple cavities are formed on both the main longitudinal beam 1 and the cross beam, with each cavity separated by reinforcing ribs integrally formed on the beam body. By using aluminum material for integral die-casting, not only can the main longitudinal beam 1 and the cross beam, as well as the body longitudinal beam connecting frame 11, the connecting part 4 and the suspension swing arm mounting part 14 located on the main longitudinal beam 1, be efficiently integrated, but also, by forming hollow cavities and reinforcing ribs on each beam body to improve structural strength, the overall weight of the subframe can be greatly reduced while ensuring the structural performance of the subframe, thereby improving the lightweight design level of the vehicle.

[0054] Specifically, such as Figure 1 and Figure 4 , Figure 5 As shown, in some preferred exemplary embodiments, the crossbeam of this embodiment includes a main crossbeam 3 connecting the middle of the two main longitudinal beams 1, and an end crossbeam 2 connecting the two main longitudinal beams 1 at one end where the body longitudinal beam connecting frame 11 is located. The main crossbeam 3 has a side portion provided with a suspension mounting bracket 31 for mounting the powertrain. The suspension mounting bracket 31 extends upward from the side of the main crossbeam 3 near the end crossbeam 2 and is inclined towards the end crossbeam 2. Simultaneously, the suspension mounting bracket 31 has suspension mounting holes 310, and bolts passing through the suspension mounting holes 310 can be used to mount the suspension onto the suspension mounting bracket 31.

[0055] Two crossbeams, end crossbeam 2 and main crossbeam 3, are set at intervals. The main longitudinal beam 1 and the crossbeams can form a stable frame structure. At the same time, a suspension mounting bracket 31 is set on the main crossbeam 3, which can make full use of the hollow area between the end crossbeam 2 and the main crossbeam 3 to complete the arrangement of the powertrain. The suspension mounting bracket 31 adopts an arrangement that is inclined towards one side of the end crossbeam 2, which is suitable for the setting position of the powertrain and can well meet the needs of the powertrain's suspension position.

[0056] Based on the above configuration, the main longitudinal beam 1 has a first reinforcing rib plate 10 integrally formed in the internal cavity, which is staggered and divided into multiple first cavities 100; the end crossbeam 2 has a second reinforcing rib plate 20 integrally formed in the internal cavity, which is staggered and divided into multiple second cavities 200; similarly, the main crossbeam 3 has a third reinforcing rib plate 30 integrally formed in the internal cavity, which is staggered and divided into multiple third cavities 300.

[0057] Furthermore, in some preferred exemplary embodiments, a reinforcing longitudinal beam 5 is also provided between the end crossbeam 2 and the main crossbeam 3 in this embodiment. Providing a reinforcing longitudinal beam 5 between the end crossbeam 2 and the main crossbeam 3 can further improve the overall structural stability of the subframe. Similarly, the internal cavity of the reinforcing longitudinal beam 5 is integrally formed with staggered fourth reinforcing ribs 50, each fourth reinforcing rib 50 dividing into multiple fourth cavities 500. Preferably, as... Figure 4 As shown, two reinforcing longitudinal beams 5 are spaced apart in the width direction of the subframe (i.e., the width direction of the vehicle), dividing the hollow area between the end crossbeam 2 and the main crossbeam 3 into three parts: a central hollow area 60 in the middle and two side hollow areas 61 on both sides. The central hollow area 60 can provide good space for the installation of powertrain components such as motors and engines, while avoiding the bottom structure of the powertrain.

[0058] Given that the end beam 2 is located below the vehicle's air conditioning radiator, this embodiment provides a radiator shroud mounting part on the end beam 2 to achieve the installation and fixation of the radiator shroud. Of course, the aforementioned radiator shroud mounting part can take various forms such as fixing holes, clips, or fixing brackets; in this embodiment, for example... Figure 1 As shown, the radiator shroud mounting part consists of a plurality of lugs 21 evenly distributed along the width direction of the subframe. Each lug 21 protrudes upward from the top of the end crossbeam 2, and a second mounting hole 210 is provided on the lug 21. The radiator shroud can be fastened to each second mounting hole 210 by bolts.

[0059] Additionally, pipeline fixing parts can be installed on the main crossbeam 3 and the main longitudinal beam 1. For example... Figure 3 As shown, in specific installations, a first pipeline fixing hole 32 can be opened at the intersection of the third reinforcing rib plate 30 arranged on the main crossbeam 3, in conjunction with the third reinforcing rib plate 30; simultaneously, a second pipeline fixing hole 15 can be opened at the top of the main longitudinal beam 1, and the radiator pipes and high-voltage wiring harnesses can be fixed to the main crossbeam 3 or the main longitudinal beam 1 with the help of pipeline fixing seats. The pipeline fixing parts on the main crossbeam 3 and the main longitudinal beam 1 provide good conditions for the arrangement and fixing of radiator pipes, high-voltage wiring harnesses, etc.

[0060] As mentioned above, there are naturally many different structural options available for the specific arrangement of the vehicle body longitudinal beam connecting frame 11; for example, the vehicle body longitudinal beam connecting frame 11 can be designed as a boss-shaped box structure. In this embodiment, such as Figure 1As shown, in some preferred exemplary embodiments, the body longitudinal beam connecting frame 11 is formed by a plate integrally molded on the main longitudinal beam 1, and has reinforcing ribs and cavities formed inside. The body longitudinal beam connecting frame 11 extends upward from the end of the main longitudinal beam 1, and the top of the body longitudinal beam connecting frame 11 is provided with a first connecting hole 110 for connecting to the engine compartment longitudinal beam. The body longitudinal beam connecting frame 11 located at the end of the main longitudinal beam 1 extends upward, which can compensate for the height difference between the engine compartment longitudinal beam and the subframe, thereby reliably hoisting and fixing the end of the subframe to the engine compartment longitudinal beam. The first connecting hole 110 on the body longitudinal beam connecting frame 11 allows for fastening between the body longitudinal beam connecting frame 11 and the engine compartment longitudinal beam by bolts, ensuring the reliability of the connection between the main longitudinal beam 1 and the engine compartment longitudinal beam.

[0061] Continue as Figures 1 to 3 and combined Figure 4 As shown, in some preferred exemplary embodiments, the connecting part 4 of this embodiment includes a main body 40 extending from the rear end of the main longitudinal beam 1 toward the inner side of the subframe, and a reinforcing plate 41 connecting the main body 40 and the side of the main longitudinal beam 1; and the main body 40 is provided with a second connecting hole 42 for connecting the driver and passenger compartment floor.

[0062] Designing the main body 40 of the connecting part 4 as a laterally extending plate shape effectively increases the contact area between the connecting part 4 and the passenger compartment floor, thereby improving the connection stability between the connecting part 4 and the passenger compartment floor. By setting a reinforcing plate 41 between the main body 40 and the side of the main longitudinal beam 1, a triangular support structure can be formed between the reinforcing plate 41, the main body 40, and the main longitudinal beam 1. While improving the structural stability of the connecting part 4, a first chamber 410 can also be formed between the reinforcing plate 41, the main body 40, and the main longitudinal beam 1, which can reduce the weight of the subframe. The main body 40 is also connected to the passenger compartment floor using connecting holes, and the connection between the connecting part 4 and the passenger compartment floor can also be secured with bolts, thereby ensuring the connection reliability between the main longitudinal beam 1 and the passenger compartment floor.

[0063] Continue as Figure 1 and Figure 3 As shown, in some preferred exemplary embodiments, the main board body 40 has two spaced-apart second connection holes 42, and the main board body 40 is provided with a positioning post 43 located between the two second connection holes 42. The positioning post 43 is positioned and engaged with the passenger compartment floor. By providing the positioning post 43 between the two second connection holes 42, the connection part 4 can be accurately positioned on the passenger compartment floor in advance during the assembly of the connection part 4 on the passenger compartment floor. This not only improves the assembly alignment efficiency of the second connection holes 42, but also helps to improve the connection stability of the connection part 4 on the passenger compartment floor.

[0064] In addition, the main longitudinal beam 1 in this embodiment is provided with a steering gear mounting bracket 12 at the top and a chassis skid plate mounting bracket 13 at the bottom. By integrating the steering gear mounting bracket 12 and the chassis skid plate mounting bracket 13 on the main longitudinal beam 1, the number of subframe components can be further reduced. While meeting the installation requirements of the steering gear, chassis skid plate, etc., the integration and unibody design level of the subframe can be further improved.

[0065] Of course, a third mounting hole 120 can be opened on the steering gear mounting bracket 12, and mounting holes can also be opened on the chassis guard plate mounting bracket 13 to realize the installation of steering gear, chassis guard plate, etc.

[0066] Still Figure 4 As shown, in addition to the reinforcing ribs and cavities provided on the main longitudinal beam 1, end crossbeam 2, main crossbeam 3, and reinforcing longitudinal beam 5, a large number of weight-reducing holes 7 can be opened on the bottom plate of the subframe to further reduce the weight of the subframe while ensuring the overall structural strength of the subframe. For the connecting part 4, in addition to providing a first chamber 410 between the main body 40 and the reinforcing plate 41, a second chamber 44 can be provided at the bottom of the main body 40; for the suspension mounting bracket 31, a third chamber 33 can be formed on the main crossbeam 3 at the bottom of the suspension mounting bracket 31 to further improve the lightweight level of the subframe.

[0067] For the specific configuration of the suspension arm mounting part 14, there are naturally many different structural solutions to choose from; for example, it can be designed as a fixed seat, bracket, etc. In this embodiment, such as Figure 5 As shown, in some preferred exemplary embodiments, the suspension arm mounting portion 14 includes a plurality of first mounting holes 140 spaced apart on the side of the main longitudinal beam 1 facing the vehicle exterior. The mounting hole structure of the suspension arm mounting portion 14 facilitates direct molding onto the main longitudinal beam 1 and allows for convenient assembly of the wheel's suspension arm to the outer side of the main longitudinal beam 1 using fasteners such as bolts. In cases where the main longitudinal beam 1 has a fourth reinforcing rib 50, it is preferable to position each of the first mounting holes 140 at the intersection of the fourth reinforcing rib 50 to ensure the structural reliability of the suspension arm mounting portion 14.

[0068] Based on the above exemplary embodiments, as a preferred combination of the exemplary solutions, refer to Figures 1 to 5 As shown, taking the front subframe as an example, the following overall implementation scheme can be referenced when implementing the subframe of this application:

[0069] In response to the large number of components in traditional subframes, the difficulty in ensuring the connection accuracy and strength between components, and the cumbersome assembly or maintenance process, the specific implementation plan adopts a three-horizontal and four-vertical beam structure, uses an integrated die-casting process, and selects lightweight aluminum alloy material to complete the integrated and lightweight one-piece molding of the subframe.

[0070] The end crossbeam 2 provides a mounting point for the central radiator shroud. The end crossbeam 2 has a second reinforcing rib 20 and a second cavity 200 internally, improving the overall dynamic rigidity of the subframe in the vehicle's Y-direction. The main crossbeam 3 provides a mounting point for the motor mount and also has a first pipeline fixing hole 32, providing mounting points for the high-voltage wiring harness and cooling pipes. The main crossbeam 3 has a third reinforcing rib 30 and a third cavity 300 internally, further improving the dynamic rigidity of the subframe in the vehicle's Y-direction. The connecting parts 4 are two symmetrically arranged on the left and right, providing a total of four mounting connection points. They connect to the passenger compartment floor, and the two raised positioning posts 43 in the middle serve as positioning structures to ensure the installation accuracy between the connecting parts 4 and the passenger compartment floor.

[0071] The main longitudinal beam 1 connects to the front engine compartment longitudinal beam in the Z-direction of the vehicle, and also provides a mounting base for the front suspension control arms, steering gear, etc. Two reinforcing longitudinal beams 5 connect the end crossbeams 2 and the main crossbeam 3, and also serve as force transmission channels to transfer the force of a head-on collision to the central channel;

[0072] The main longitudinal beam 1, end crossbeam 2, main crossbeam 3, and reinforcing longitudinal beam 5 all adopt a hollow structure, with reinforcing ribs and cavities to enhance the weight reduction effect of the subframe; the central hollow area 60 enclosed by the reinforcing longitudinal beam 5, end crossbeam 2, and main crossbeam 3 can avoid the motor envelope; the side hollow area 61 located between the main longitudinal beam 1, reinforcing longitudinal beam 5, end crossbeam 2, and main crossbeam 3 can retain hand operation space for wiring harness insertion, and also has a weight reduction effect.

[0073] In summary, the subframe of this embodiment adopts a main structure of crossbeams and main longitudinal beams 1. By integrating the body longitudinal beam connecting frame 11 and connecting part 4 on the main longitudinal beam 1, the subframe can be reliably assembled under the vehicle's engine compartment, providing a reliable mounting base for the installation of wheels and their suspensions. The suspension swing arm mounting part 14, which is integrally formed on the main longitudinal beam 1, can realize the installation of wheels and their suspensions. Since the body longitudinal beam connecting frame 11, connecting part 4, and suspension swing arm mounting part 14 are all integrated on the beam, the integration of the subframe can be effectively improved, and the number of subframe parts and assembly workload can be reduced.

[0074] An embodiment of the second aspect of this application provides a vehicle that employs the subframe provided in Embodiment 1.

[0075] By using the subframe of this application on a vehicle, the number of subframe parts is reduced through an integrated design, thereby simplifying the installation process and reducing the weight of the subframe, achieving the goals of integration and lightweighting.

[0076] In terms of integrated design, the number of parts is reduced by integrating multiple traditional components into a single structure. Regarding the unibody die-casting process, high-pressure casting ensures the precision, structural strength, and quality of the unibody subframe. In terms of strength and durability, the integrated design and unibody molding also contribute to improved overall frame performance. In terms of production, integrated and modular manufacturing processes also enhance production efficiency and customization capabilities.

[0077] Meanwhile, the use of aluminum alloy reduces the weight and manufacturing cost of the subframe, improves fuel efficiency, and contributes to the overall vehicle's economy and environmental friendliness. Furthermore, the integrated die-cast design of the subframe simplifies installation and maintenance, reducing assembly time and labor costs.

[0078] The above description is merely a preferred embodiment of this application. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement this application, and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A subframe, characterized in that: It includes two main longitudinal beams (1) arranged opposite each other on the left and right, and a crossbeam connecting the two main longitudinal beams (1); One end of the main longitudinal beam (1) is integrated with a vehicle body longitudinal beam connecting frame (11), and the other end of the main longitudinal beam (1) is integrated with a connecting part (4) for connecting the driver and passenger compartment floor. The main longitudinal beam (1) is integrally formed with a suspension swing arm mounting part (14).

2. The subframe according to claim 1, characterized in that: The subframe is integrally die-cast from aluminum, and multiple cavities are formed on the main longitudinal beam (1) and the cross beam. Each cavity is separated by a reinforcing rib plate integrally formed on the beam body.

3. The subframe according to claim 1, characterized in that: The vehicle body longitudinal beam connecting frame (11) extends upward from the end of the main longitudinal beam (1), and the top of the vehicle body longitudinal beam connecting frame (11) is provided with a first connecting hole (110) for connecting the engine compartment longitudinal beam.

4. The subframe according to claim 1, characterized in that: The connecting part (4) includes a main body (40) extending from the rear end of the main longitudinal beam (1) toward the inner side of the subframe, and a reinforcing plate (41) connecting the main body (40) and the side of the main longitudinal beam (1). The main body (40) is provided with a second connection hole (42) for connecting to the driver and passenger compartment floor.

5. The subframe according to claim 4, characterized in that: The second connection hole (42) is two that are spaced apart, and the main body (40) is provided with a positioning post (43) located between the two second connection holes (42), and the positioning post (43) is positioned and engaged with the driver and passenger compartment floor.

6. The subframe according to claim 1, characterized in that: The main longitudinal beam (1) is provided with a steering gear mounting bracket (12) at the top, and / or the main longitudinal beam (1) is provided with a chassis guard plate mounting bracket (13) at the bottom.

7. The subframe according to claim 1, characterized in that: The suspension arm mounting part (14) includes a plurality of first mounting holes (140) spaced apart on the side of the main longitudinal beam (1) facing the outside of the vehicle.

8. The subframe according to any one of claims 1 to 7, characterized in that: The crossbeam includes a main crossbeam (3) connecting the middle of the two main longitudinal beams (1) and an end crossbeam (2) connecting the two main longitudinal beams (1) at one end where the vehicle body longitudinal beam connecting frame (11) is located. The side of the main crossbeam (3) is provided with a suspension mounting bracket (31) for mounting the powertrain. The suspension mounting bracket (31) extends upward from the side of the main crossbeam (3) near the end crossbeam (2) and is inclined toward the end crossbeam (2).

9. The subframe according to claim 8, characterized in that: A reinforcing longitudinal beam (5) is provided between the end crossbeam (2) and the main crossbeam (3), and / or, a radiator guide shroud mounting part is provided on the end crossbeam (2), and / or, a pipeline fixing part is provided on the main crossbeam (3) and the main longitudinal beam (1).

10. A vehicle, characterized in that: The vehicle adopts a subframe as described in any one of claims 1 to 9.

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