Frame structure and vehicle

Abstract

The application relates to the technical field of vehicle chassis, and provides a vehicle frame structure and a vehicle. The vehicle frame structure comprises two vehicle frame longitudinal beams and multiple vehicle frame cross beams, the multiple vehicle frame cross beams are arranged between the two vehicle frame longitudinal beams along the length direction of the vehicle frame longitudinal beams; wherein the front section of each vehicle frame longitudinal beam is provided with multiple front supports for being connected with a front suspension assembly, and the rear section of each vehicle frame longitudinal beam is provided with multiple rear supports for being connected with or limited by a rear axle assembly; among the multiple front supports and the multiple rear supports, at least part of the front supports and at least part of the rear supports are provided with a reinforcing structure, the reinforcing structure comprises at least one of a welding bead reinforcing structure and a reinforcing piece reinforcing structure. In the mode of optimizing the welding bead and / or additionally arranging the reinforcing piece, the risk of cracking and open welding at the connecting position of the vehicle frame longitudinal beam and the front suspension assembly and the connecting or limiting position of the vehicle frame longitudinal beam and the rear axle assembly is reduced, so that the vehicle can be better applied to areas with poor market working conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and more particularly to a frame structure and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry, the car sales market is no longer limited to the domestic market and has gradually expanded to overseas markets. Therefore, the vehicles produced need to meet the needs of different regional market conditions, especially in areas with harsh market conditions, which place higher demands on vehicle performance.

[0003] The chassis is a crucial load-bearing component of a vehicle, typically consisting of two longitudinal beams and multiple crossbeams connecting the two longitudinal beams. Most of the vehicle's components or assemblies are mounted on the chassis, thus requiring the chassis to possess sufficient strength and rigidity to withstand the vehicle's loads and the impact forces transmitted from the wheels.

[0004] However, when the vehicle is driven in areas with harsh operating conditions, the vibration energy generated by the ground excitation results in a large impact force transmitted from the front wheels to the frame longitudinal beams via the front suspension assembly, and a large impact force transmitted from the rear wheels to the frame longitudinal beams via the rear axle assembly. This large impact force can easily cause the entire frame to twist, leading to cracking and welding problems at the connection points between the frame longitudinal beams and the front suspension assembly, as well as at the connection or limiting points between the frame longitudinal beams and the rear axle assembly. Utility Model Content

[0005] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this application provides a frame structure and vehicle to improve the structural strength of the connection parts between the frame longitudinal beam and the front suspension assembly, and the connection or limiting parts between the frame longitudinal beam and the rear axle assembly, and reduce the risk of cracking and welding failure.

[0006] The first aspect of this application provides a vehicle frame structure, including:

[0007] Two frame longitudinal beams;

[0008] Multiple frame crossbeams are spaced apart between two frame longitudinal beams along the length of the frame longitudinal beams;

[0009] Each of the frame longitudinal beams has multiple front brackets at the front for connecting to the front suspension assembly, and multiple rear brackets at the rear for connecting to or limiting the rear axle assembly.

[0010] In the plurality of said front brackets and the plurality of said rear brackets, at least a portion of said front brackets and at least a portion of said rear brackets are provided with reinforcing structures, said reinforcing structures including at least one of weld reinforcement structures and reinforcement member reinforcement structures.

[0011] The frame structure provided in this application has multiple front supports at the front end of each frame longitudinal beam, and the frame longitudinal beam is connected to the front suspension assembly through the multiple front supports. Each frame longitudinal beam also has multiple rear supports at the rear end, and the frame longitudinal beam is connected to or limited by the multiple rear supports. By providing reinforcing structures on at least some of the front and rear supports, and these reinforcing structures include at least one of weld reinforcement structures and reinforcement member reinforcement structures, the connection strength between the frame longitudinal beam and the front supports, and between the frame longitudinal beam and the rear supports, is increased through optimized welds and / or the addition of reinforcement members. This improves the structural strength of the connection points between the frame longitudinal beam and the front supports, and between the frame longitudinal beam and the rear supports, thereby reducing the risk of cracking and weld failure at the connection points between the frame longitudinal beam and the front suspension assembly, and between the frame longitudinal beam and the rear axle assembly. This allows vehicles with this frame structure to be better suited for use in areas with harsh market conditions.

[0012] Optionally, both the front bracket and the rear bracket are referred to as connecting brackets, and a weld reinforcement structure is provided between some of the connecting brackets and the longitudinal beams of the frame, and / or, some of the connecting brackets include two interconnected split parts, and a weld reinforcement structure is provided between the two split parts;

[0013] The weld reinforcement structure includes curved weld segments.

[0014] This design utilizes curved weld bead segments to increase the length and directionality of the weld bead, thereby better dispersing stress, improving the fatigue strength of the weld bead, and reducing the risk of weld cracking.

[0015] Optionally, both the front bracket and the rear bracket are referred to as connecting brackets. Some of the connecting brackets include a bracket body, and the reinforcing structure includes a reinforcing plate. The reinforcing plate is welded to the bracket body and to the longitudinal beam of the vehicle frame.

[0016] This design utilizes reinforcing plates to enhance the overall structural strength of the connecting bracket and the connection strength between the connecting bracket and the longitudinal beam of the frame, thereby reducing the risk of cracking and weld failure at the connection point between the connecting bracket and the longitudinal beam of the frame.

[0017] Optionally, the front suspension assembly includes a steering knuckle, a lower control arm, an upper control arm, and a shock absorber, wherein the steering knuckle is connected to the lower control arm and the upper control arm, and the shock absorber is connected to the lower control arm;

[0018] The plurality of front brackets include a shock absorber bracket, a lower control arm front bracket, and a lower control arm rear bracket. The lower control arm is connected to the vehicle frame longitudinal beam through the lower control arm front bracket and the lower control arm rear bracket. The shock absorber is connected to the vehicle frame longitudinal beam through the shock absorber bracket. The upper control arm is connected to the shock absorber bracket.

[0019] The reinforcing structure is provided on at least one of the shock absorber support, the front support of the lower control arm, and the rear support of the lower control arm.

[0020] When a vehicle is driven in harsh conditions, the impact force is transmitted from the front wheels to the steering knuckle, then to the lower control arm, upper control arm, and shock absorber, then to the front and rear lower control arm supports and shock absorber mounts, and finally to the frame longitudinal beams. This results in the frame longitudinal beams being subjected to significant impact, making it prone to cracking and weld defects in areas such as the shock absorber mounts, the front lower control arm support, and the rear lower control arm support. By installing reinforcement structures at least one of these components, the connection strength of these parts can be increased, reducing the risk of cracking and weld defects.

[0021] Optionally, the shock absorber support includes a support body, the lower end of which forms a downwardly open first mounting opening, and the support body is mounted on the longitudinal beam of the vehicle frame through the first mounting opening;

[0022] A flange is formed on the support body along the edge of the first mounting opening. The flange fits against the top surface and two opposite vertical sides of the frame longitudinal beam. The edge of the flange is provided with a first weld bead for welding to the frame longitudinal beam. The first weld bead includes a first curved weld bead segment welded to the vertical side of the frame longitudinal beam. The first curved weld bead segment includes at least two arc-shaped segments protruding in opposite directions. The reinforcing structure includes the first curved weld bead segment.

[0023] This design ensures a large contact area between the support body and the frame longitudinal beam, thereby improving the robustness of the connection between the support body and the frame longitudinal beam. Furthermore, the edge of the flange plate is provided with a first weld bead for welding to the frame longitudinal beam. The first weld bead includes a first curved weld bead segment, which includes at least two arc-shaped segments that bulge in opposite directions, so that the two arc-shaped segments roughly form an S-shaped weld bead. The arc-shaped segments can increase the length of the weld bead, and the fact that at least two arc-shaped segments bulge in opposite directions can better disperse stress and prevent excessive stress concentration at the end of the first weld bead, thus preventing cracking. This enhances the connection strength between the shock absorber support and the frame longitudinal beam and reduces the risk of cracking and weld failure.

[0024] Optionally, the support body has two upright side plates and a top plate connecting the two side plates, and the top plate has mounting holes for mounting the shock absorber.

[0025] The reinforcing structure also includes a first reinforcing plate, which is vertically disposed between the two side plates. The two opposite edges of the first reinforcing plate are welded to the two side plates respectively. The first reinforcing plate is provided with a first opening. The first reinforcing plate is connected to the vertical side of the frame longitudinal beam through a second weld bead provided along the wall of the first opening.

[0026] This configuration utilizes the first reinforcing plate to enhance the overall structural strength of the shock absorber support. Furthermore, the first reinforcing plate is connected to the vertical side of the frame longitudinal beam via a second weld along the wall of the first opening. This allows the load to be better transmitted in multiple directions along the wall of the first opening when subjected to impact, thereby better dispersing stress and improving the connection strength between the first reinforcing plate and the frame longitudinal beam, as well as the fatigue strength of the weld.

[0027] Optionally, the first opening has two vertically opposite side walls and two horizontally opposite side walls, and adjacent side walls are connected by a rounded transition.

[0028] The second weld bead includes two second weld bead segments spaced apart. The two second weld bead segments are respectively arranged along the horizontally opposite two sides of the hole wall, and the two ends of each second weld bead segment extend through the rounded corners to the vertically opposite two sides of the hole wall.

[0029] This design increases the length and directionality of each second weld segment, thereby better dispersing stress and improving the robustness of the connection between the first reinforcing plate and the longitudinal beam of the frame through the second weld.

[0030] Optionally, the lower control arm front bracket includes an inner bracket plate and an outer bracket plate, the inner bracket plate and the outer bracket plate are connected to each other and together form a hollow channel, and the upper ends of the inner bracket plate and the outer bracket plate are welded to the longitudinal beam of the vehicle frame.

[0031] The inner support plate has an inclined plate segment extending from top to bottom relative to the vertical side of the frame longitudinal beam, and a vertical plate segment that smoothly transitions and connects with the inclined plate segment. The outer support plate follows the same trend as the inner support plate.

[0032] This design allows the hollow channel formed by the inner and outer support plates to have a larger lateral cross-sectional area, resulting in higher structural strength.

[0033] Optionally, the two opposite sides of the inner support plate are connected to the two opposite sides of the outer support plate by a third weld bead, the third weld bead including a second curved weld bead segment, at least part of the trend of the second curved weld bead segment being consistent with the trend of the outer support plate, and the reinforcing structure including the second curved weld bead segment.

[0034] This design allows the weld bead arrangement at the overlap position of the inner and outer support plates to follow the trend of the outer support plate. The main force direction of the weld bead is consistent with the force direction of the outer support plate, which greatly improves the overall structural strength and reduces the risk of cracking and weld failure.

[0035] Optionally, the rear axle assembly includes a rear axle and a leaf spring connected to the rear axle, and a rear axle limiting block is provided on the rear axle;

[0036] The plurality of rear brackets include leaf spring mounting brackets and rear axle limiting brackets. The front end of the leaf spring is connected to the longitudinal beam of the vehicle frame through the leaf spring mounting bracket, and the rear end of the leaf spring is connected to the longitudinal beam of the vehicle frame through a connecting bracket and connecting bolts. The rear axle limiting bracket corresponds vertically to the rear axle limiting block.

[0037] The reinforcing structure is provided on at least one of the leaf spring mounting bracket and the rear axle limiting bracket.

[0038] When a vehicle is driven in harsh conditions, the impact force from the ground is transmitted from the rear wheel to the rear axle, then to the leaf spring and rear axle limiter, then to the leaf spring mounting bracket and rear axle limiter, and finally to the frame longitudinal beams. This causes the frame longitudinal beams to be subjected to significant impact, making parts such as the leaf spring mounting bracket and rear axle limiter prone to cracking and weld defects. By installing a reinforcing structure at least one of the leaf spring mounting bracket and rear axle limiter, the connection strength of the above-mentioned parts can be increased, reducing the risk of cracking and weld defects.

[0039] Optionally, the leaf spring mounting bracket includes a bracket plate configured to form a mounting groove opening toward the rear end of the frame longitudinal beam for inserting the leaf spring;

[0040] The reinforcing structure also includes a second reinforcing plate, which includes a first plate segment and a second plate segment connected at an angle. The first plate segment is attached to and welded to the bottom surface of the frame longitudinal beam. The second plate segment is raised in a direction away from the bottom surface of the frame longitudinal beam. The two opposite sides of the second plate segment are welded to the two opposite groove walls of the mounting groove, respectively.

[0041] This design enhances the overall structural strength of the leaf spring mounting bracket through the second reinforcing plate, as well as the firmness of the connection between the leaf spring mounting bracket and the longitudinal beam of the frame, thereby reducing the risk of cracking and weld failure.

[0042] Optionally, the edge of the first plate segment is provided with a fourth weld bead that is welded to the bottom surface of the frame longitudinal beam, and the first plate segment is provided with a second opening. The first plate segment is welded to the bottom surface of the frame longitudinal beam through a fifth weld bead provided in the second opening.

[0043] And / or, the end of the second plate segment away from the first plate segment is formed with a clearance groove for avoiding the leaf spring.

[0044] This design creates a double weld structure between the second reinforcing plate and the longitudinal beam of the frame, thereby enhancing the welding strength between the second reinforcing plate and the longitudinal beam of the frame and reducing the risk of cracking and weld failure. By forming an avoidance groove on the second plate segment, the added second reinforcing plate does not affect the normal assembly of the leaf spring and the bracket plate of the leaf spring mounting bracket.

[0045] A second aspect of this application provides a vehicle including a frame structure as described in any of the preceding claims. Attached Figure Description

[0046] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0047] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 A schematic diagram of the assembly structure of the vehicle frame structure, front suspension assembly, and rear axle assembly provided in the embodiments of this application;

[0049] Figure 2 for Figure 1 A top view of the structure shown;

[0050] Figure 3 for Figure 1 A side view of the structure shown;

[0051] Figure 4 for Figure 1 A bottom view of the structure shown;

[0052] Figure 5 for Figure 1 A partially enlarged structural diagram of the front suspension assembly shown;

[0053] Figure 6 for Figure 1A partially enlarged structural diagram of the rear axle assembly shown in the diagram.

[0054] Figure 7 This is a schematic diagram of the assembly structure of the vehicle frame and cargo box provided in an embodiment of this application;

[0055] Figure 8 for Figure 7 A side view of the structure shown;

[0056] Figure 9 for Figure 7 A bottom view of the structure shown;

[0057] Figure 10 This is a schematic diagram of the front section of the vehicle frame structure provided in an embodiment of this application;

[0058] Figure 11 A top view structural schematic diagram of the rear section of the vehicle frame structure provided in the embodiments of this application;

[0059] Figure 12 A bottom-view structural schematic diagram of the rear section of the vehicle frame structure provided in an embodiment of this application;

[0060] Figure 13 for Figure 7 A partially enlarged structural diagram of section A (at the shock absorber support);

[0061] Figure 14 for Figure 7 A partially enlarged structural diagram of section B (front support of the lower control arm);

[0062] Figure 15 for Figure 14 The diagram shows a cross-sectional view of the lower control arm front support and the frame longitudinal beam.

[0063] Figure 16 for Figure 9 A partially enlarged structural diagram of section C (where the leaf spring mounting bracket is located);

[0064] Figure 17 This is a schematic diagram of the rear axle limiting bracket of the vehicle frame structure provided in the embodiments of this application.

[0065] Among them, 1. Frame longitudinal beam; 11. Front section; 12. Middle section; 13. Rear section;

[0066] 2. Frame crossbeam; 21. Second crossbeam; 22. Third crossbeam; 23. Fourth crossbeam;

[0067] 3. Front support; 31. Shock absorber support; 311. Support body; 3111. Flanged plate; 3112. Side plate; 3113. Top plate; 3114. Mounting hole; 3115. Curved side plate section; 312. First weld bead; 3121. First curved weld bead section; 313. First reinforcing plate; 3131. First opening; 314. Second weld bead; 3141. Second weld bead section; 32. Lower control arm front support; 321. Inner support plate; 3211. Inclined plate section; 3212. Vertical plate section; 322. Outer support plate; 323. Third weld bead; 3231. Second curved weld bead section; 33. Lower control arm rear support;

[0068] 4. Rear support; 41. Leaf spring mounting bracket; 411. Bracket plate; 412. Second reinforcing plate; 4121. First plate segment; 4122. Second plate segment; 4123. Second opening; 4124. Clearance groove; 413. Fourth weld; 414. Fifth weld; 42. Rear axle limiting bracket; 421. Limiting plate; 4211. Base plate; 4212. Side plate; 422. Third reinforcing plate; 4221. Plate body; 4222. Side flange; 4223. Third opening; 423. Sixth weld; 43. Connecting frame; 44. Connecting bolt;

[0069] 5. Front suspension assembly; 51. Steering knuckle; 52. Lower control arm; 53. Upper control arm; 54. Shock absorber;

[0070] 6. Rear axle assembly; 61. Rear axle; 62. Leaf spring; 63. Rear axle limit block;

[0071] 7. Supporting structure;

[0072] 8. Cargo box. Detailed Implementation

[0073] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0074] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0075] The chassis is a crucial load-bearing component of a vehicle, typically comprising two longitudinal beams and multiple crossbeams connecting them. Most vehicle components and assemblies are mounted on the chassis, such as the front suspension assembly, rear axle assembly, powertrain, and cargo box. Therefore, the chassis needs sufficient strength and rigidity to withstand the vehicle's loads and impacts transmitted from the wheels. However, when a vehicle travels in harsh conditions, the vibration energy generated by the ground excitation results in significant impact forces transmitted from the front wheels to the longitudinal beams via the front suspension assembly, and from the rear wheels to the longitudinal beams via the rear axle assembly. These large impact forces can easily cause the chassis to twist, leading to cracking and weld defects at the connections between the longitudinal beams and the front suspension assembly, as well as at the connections or limiting points between the longitudinal beams and the rear axle assembly.

[0076] Taking the cross-axle driving condition that is often encountered during off-road driving as an example, under this driving condition, the adhesion force on the four wheels of the vehicle is completely different. Under extreme conditions, one pair of diagonal wheels will be compressed to the limit, while the other pair of diagonal wheels will be completely suspended in the air. This results in one pair of diagonal wheels being subjected to a large upward impact force, while the other pair of diagonal wheels are subjected to a downward force. This condition will increase the impact force on the longitudinal beams of the frame and aggravate the torsional deformation of the frame.

[0077] by Figure 1 Taking the frame structure shown as an example, under cross-axle driving conditions, the left front wheel and right rear wheel may be compressed, while the right front wheel and left rear wheel are suspended in the air. This results in the left front wheel and right rear wheel experiencing a large upward impact force. The left front wheel transmits the upward impact force to the front section 11 of the left frame longitudinal beam 1 through the front suspension assembly 5 (refer to...). Figure 1 The left front of the frame structure (vertically upward arrow) transmits upward impact force from the right rear wheel to the rear section 13 of the right-side frame longitudinal beam 1 via the rear axle assembly 6 (see reference). Figure 1 The vertically upward arrow at the right rear of the frame structure is shown, while the forces on the right front wheel and left rear wheel are downward. The right front wheel transmits the downward force to the front section 11 of the right-side frame longitudinal beam 1 through the front suspension assembly 5 (refer to...). Figure 1 The right front of the frame structure (vertically downward arrow) transmits downward force from the left rear wheel to the rear section 13 of the left-side frame longitudinal beam 1 via the rear axle assembly 6 (see reference). Figure 1 The vertical downward arrow at the left rear of the frame structure (as shown) results in a large impact force on the frame longitudinal beam 1, which aggravates the torsional deformation of the frame and causes cracking and welding problems at the connection between the frame longitudinal beam 1 and the front suspension assembly 5, as well as at the connection or limiting part between the frame longitudinal beam 1 and the rear axle assembly 6.

[0078] Furthermore, for heavy-duty vehicles like pickup trucks, the impact force of the cargo box 8 will also be transmitted to the longitudinal beams of the chassis 1, so that... Figure 7Taking the chassis structure with the cargo box 8 as an example, both the left and right longitudinal beams of the chassis are equipped with support structures 7. The cargo box 8 is fixed and supported on the longitudinal beams of the chassis through the support structures 7. When the vehicle is driving in areas with harsh working conditions, the cargo box 8 will transmit a downward impact force to the longitudinal beams of the chassis through the support structures 7 due to the vibration energy generated by the ground excitation (see reference). Figure 7 (As shown by the vertical downward arrow), which intensifies the impact on the frame, increases the deformation of the frame, and further increases the risk of cracking and welding failure at the connection between the frame longitudinal beam 1 and the front suspension assembly 5, as well as at the connection or limiting part between the frame longitudinal beam 1 and the rear axle assembly 6.

[0079] Based on this, some embodiments of this application provide a frame structure that improves the structural strength of the connection between the frame longitudinal beam 1 and the front suspension assembly 5, and the connection or limiting part between the frame longitudinal beam 1 and the rear axle assembly 6 by providing reinforcing structures at the connection points. This reduces the risk of cracking and weld failure at the connection points between the frame longitudinal beam 1 and the front suspension assembly 5, and the connection or limiting part between the frame longitudinal beam 1 and the rear axle assembly 6, making vehicles with this frame structure better suited for areas with harsh market conditions.

[0080] Reference Figures 1 to 12 As shown, some embodiments of this application provide a frame structure, including: two frame longitudinal beams 1 and a plurality of frame crossbeams 2, wherein the plurality of frame crossbeams 2 are spaced apart between the two frame longitudinal beams 1 along the length direction of the frame longitudinal beams 1.

[0081] Among them, reference Figure 5 and Figure 6 As shown, each frame longitudinal beam 1 has a plurality of front brackets 3 for connecting to the front suspension assembly 5 at its front end 11, and a plurality of rear brackets 4 for connecting to or limiting the rear axle assembly 6 at its rear end 13. At least some of the front brackets 3 and the plurality of rear brackets 4 are provided with reinforcing structures, including at least one of weld reinforcement structures and reinforcement member reinforcement structures.

[0082] It should be noted that the frame longitudinal beam 1 extends along the longitudinal direction of the vehicle. The frame longitudinal beam 1 typically includes a front section 11 and a rear section 13. The front section 11 of the frame longitudinal beam 1 connects to the front suspension assembly 5, and the rear section 13 of the frame longitudinal beam 1 connects to the rear axle assembly 6. The frame longitudinal beam 1 may also include a middle section 12, which connects the front section 11 and the rear section 13 of the frame longitudinal beam 1. Furthermore, the front section 11 and the middle section 12, as well as the middle section 12 and the rear section 13, can be welded together. (Refer to...) Figure 1As shown in the figure, the direction pointed to by the double-headed arrow a is the front-to-back direction of the vehicle, that is, the front-to-back direction of the frame longitudinal beam 1; the direction pointed to by the double-headed arrow b is the width direction of the vehicle, that is, the width direction of the frame longitudinal beam 1.

[0083] The frame structure provided in this application embodiment includes a plurality of front supports 3 on the front section 11 of each frame longitudinal beam 1. The frame longitudinal beam 1 is connected to the front suspension assembly 5 through the plurality of front supports 3. The positions of the plurality of front supports 3 on the frame longitudinal beam 1 form the connection points between the frame longitudinal beam 1 and the front suspension assembly 5. The plurality of front supports 3 can be welded to the frame longitudinal beam 1. The rear section 13 of each frame longitudinal beam 1 includes a plurality of rear supports 4. The frame longitudinal beam 1 is connected to or limited by the plurality of rear supports 4. The positions of the plurality of rear supports 4 on the frame longitudinal beam 1 form the connection points between the frame longitudinal beam 1 and the rear axle assembly 6. The plurality of rear supports 4 can be welded to the frame longitudinal beam 1. Through at least part of... The front support 3 and at least part of the rear support 4 are provided with a reinforcing structure, which includes at least one of a weld reinforcement structure and a reinforcement component reinforcement structure. That is, by optimizing the weld and / or adding reinforcement components, the connection strength between the frame longitudinal beam 1 and the front support 3, and between the frame longitudinal beam 1 and the rear support 4 is increased, and the structural strength of the connection between the frame longitudinal beam 1 and the front support 3, and between the frame longitudinal beam 1 and the rear support 4 is improved. This reduces the risk of cracking and weld failure at the connection between the frame longitudinal beam 1 and the front suspension assembly 5, and at the connection or limiting part between the frame longitudinal beam 1 and the rear axle assembly 6, so that vehicles with this frame structure can be better suited for areas with harsh market conditions.

[0084] In some embodiments, both the front bracket 3 and the rear bracket 4 are referred to as connecting brackets. A weld reinforcement structure is provided between a portion of the connecting bracket and the longitudinal beam 1 of the frame, and / or, a portion of the connecting bracket includes two interconnected parts, with a weld reinforcement structure provided between the two parts. That is, a weld reinforcement structure can be provided between the connecting bracket and the longitudinal beam 1 of the frame, or a weld reinforcement structure can be provided between the two parts of the connecting bracket.

[0085] The weld reinforcement structure includes curved weld segments. This utilizes the curved weld segments to increase the length and directionality of the weld, thereby better dispersing stress, improving the fatigue strength of the weld, and reducing the risk of weld cracking.

[0086] In some embodiments, both the front bracket 3 and the rear bracket 4 are referred to as connecting brackets. A portion of the connecting bracket includes a bracket body, and the reinforcing structure includes a reinforcing plate. The reinforcing plate is welded to the bracket body and also welded to the longitudinal beam 1 of the vehicle frame. This utilizes the reinforcing plate to improve the overall structural strength of the connecting bracket and the connection strength between the connecting bracket and the longitudinal beam 1 of the vehicle frame.

[0087] Specifically, the reinforcing plate is connected to the main body of the bracket by at least one of plug welding and edge welding, and the reinforcing plate is connected to the longitudinal beam 1 of the frame by at least one of plug welding and edge welding. This allows the reinforcing plate to be connected to the main body of the bracket, and / or to the longitudinal beam 1 of the frame, through a combination of plug welding and edge welding, forming a double-weld structure. This effectively ensures the robustness of the connection between the two components and reduces the risk of cracking or weld failure.

[0088] In some embodiments, refer to Figures 1 to 5 , Figure 10 As shown, the front suspension assembly 5 includes a steering knuckle 51, a lower control arm 52, an upper control arm 53, and a shock absorber 54. The steering knuckle 51 is connected to the lower control arm 52 and the upper control arm 53, and the shock absorber 54 is connected to the lower control arm 52. Multiple front brackets 3 include a shock absorber support 31, a lower control arm front bracket 32, and a lower control arm rear bracket 33. The lower control arm 52 is connected to the frame longitudinal beam 1 through the lower control arm front bracket 32 ​​and the lower control arm rear bracket 33. The shock absorber 54 is connected to the frame longitudinal beam 1 through the shock absorber support 31, and the upper control arm 53 is connected to the shock absorber support 31.

[0089] Specifically, the steering knuckle 51 is used to connect to the front wheel. One end of the lower control arm 52 is connected to the steering knuckle 51, and the other end of the lower control arm 52 is formed into two separate connecting ends. One of the two connecting ends of the lower control arm 52 is connected to the front support 32 of the lower control arm, and the other is connected to the rear support 33 of the lower control arm. The lower end of the shock absorber 54 is connected to the lower control arm 52, and the upper end of the shock absorber 54 is connected to the shock absorber support 31. One end of the upper control arm 53 is connected to the steering knuckle 51, and the other end of the upper control arm 53 is connected to the shock absorber support 31. In this way, the front wheel is connected to the longitudinal beam of the frame 1 through the front suspension assembly 5.

[0090] Reference Figure 5 and Figure 10 As shown, the multiple frame crossbeams 2 include a second crossbeam 21, a third crossbeam 22, a fourth crossbeam 23, etc. arranged sequentially from front to back. The lower control arm front bracket 32 ​​can be connected to the end of the second crossbeam 21 along the length direction, and the lower control arm rear bracket 33 can be connected to the end of the third crossbeam 22 along the length direction. The vehicle's power system can be installed and supported on the fourth crossbeam 23.

[0091] Among them, the shock absorber support 31, the lower control arm front bracket 32 ​​and the lower control arm rear bracket 33 form the connection part between the vehicle frame longitudinal beam 1 and the front suspension assembly 5. The shock absorber support 31, the lower control arm front bracket 32 ​​and the lower control arm rear bracket 33 are all welded to the vehicle frame longitudinal beam 1. At least one of the shock absorber support 31, the lower control arm front bracket 32 ​​and the lower control arm rear bracket 33 is provided with a reinforcing structure.

[0092] When the vehicle is driven in areas with harsh working conditions, the impact force is transmitted from the front wheels to the steering knuckle 51, then to the lower control arm 52, upper control arm 53 and shock absorber 54, then to the lower control arm front bracket 32, lower control arm rear bracket 33 and shock absorber support 31, and finally to the frame longitudinal beam 1. This causes the frame longitudinal beam 1 to be subjected to a large impact, making it prone to cracking and weld failure in parts such as the shock absorber support 31, lower control arm front bracket 32, and lower control arm rear bracket 33. By providing a reinforcing structure at at least one of the shock absorber support 31, lower control arm front bracket 32 ​​and lower control arm rear bracket 33, the connection strength of the above parts is increased, and the risk of cracking and weld failure in the above parts is reduced.

[0093] In some embodiments, refer to Figure 13 As shown, the shock absorber support 31 includes a support body 311. The lower end of the support body 311 forms a downwardly opening first mounting port. The support body 311 is mounted on the longitudinal beam 1 of the vehicle frame through the first mounting port. A flange plate 3111 is formed on the support body 311 along the edge of the first mounting port. The flange plate 3111 is in contact with the top surface and two opposite vertical sides of the longitudinal beam 1 of the vehicle frame. The edge of the flange plate 3111 is provided with a first weld bead 312 for welding to the longitudinal beam 1 of the vehicle frame. The first weld bead 312 includes a first curved weld bead segment 3121 that is welded to the vertical side of the longitudinal beam 1 of the vehicle frame. The first curved weld bead segment 3121 includes at least two arc-shaped segments that protrude in opposite directions. The reinforcing structure includes the first curved weld bead segment 3121.

[0094] The flange plate 3111 is designed to ensure a large contact area between the support body 311 and the frame longitudinal beam 1, thereby improving the firmness of the connection between the support body 311 and the frame longitudinal beam 1. Furthermore, the edge of the flange plate 3111 is provided with a first weld bead 312 for welding to the frame longitudinal beam 1. The first weld bead 312 includes a first curved weld bead segment 3121, which includes at least two arc-shaped segments that bulge in opposite directions, so that the two arc-shaped segments roughly form an S-shaped weld bead. The arc-shaped segments can increase the length of the weld bead, and the fact that at least two arc-shaped segments bulge in opposite directions can better disperse stress and prevent the stress at the end of the first weld bead 312 from becoming too concentrated and cracking. This improves the connection strength between the shock absorber support 31 and the frame longitudinal beam 1 and reduces the risk of cracking and weld failure.

[0095] In some embodiments, refer to Figure 13As shown, the support body 311 has two upright side plate portions 3112 and a top plate portion 3113 connecting the two side plate portions 3112. The top plate portion 3113 has a mounting hole 3114 for mounting a shock absorber 54. A receiving cavity for accommodating the shock absorber 54 can be formed between the two side plate portions 3112 and the top plate portion 3113. The shock absorber 54 is located in the receiving cavity, and the upper end of the shock absorber 54 is connected to the top plate portion 3113 through the mounting hole 3114 on the top plate portion 3113.

[0096] Each side plate portion 3112 has a flange plate 3111 formed on its outer side, and each flange plate 3111 has a first curved weld bead segment 3121 formed on its edge. Each side plate portion 3112 also has a curved side plate segment 3115 with the same shape as the first curved weld bead segment 3121 on the flange plate 3111 on the same side. The curved side plate segment 3115 can effectively improve the structural strength of the part of the side plate portion 3112 corresponding to the first curved weld bead segment 3121, thereby enabling this part to better withstand impact forces and reducing the risk of cracking or weld failure at the end of the first weld bead 312.

[0097] In some embodiments, refer to Figure 13 As shown, the reinforcing structure also includes a first reinforcing plate 313, which is vertically disposed between two side plate portions 3112. The two opposite edges of the first reinforcing plate 313 are welded to the two side plate portions 3112 respectively. The first reinforcing plate 313 is provided with a first opening 3131, which is also a hole provided on the first reinforcing plate 313. The first reinforcing plate 313 is connected to the vertical side of the frame longitudinal beam 1 through a second weld 314 provided along the hole wall of the first opening 3131.

[0098] This configuration utilizes the first reinforcing plate 313 to enhance the overall structural strength of the shock absorber support. Furthermore, the first reinforcing plate 313 is connected to the vertical side of the frame longitudinal beam 1 via a second weld 314 provided along the hole wall of the first opening 3131. This allows the load to be better transmitted in multiple directions along the hole wall of the first opening 3131 when subjected to impact, thereby better dispersing stress and improving the connection strength between the first reinforcing plate 313 and the frame longitudinal beam 1, as well as the fatigue strength of the weld.

[0099] Continue to refer to Figure 13As shown, the first opening 3131 has two vertically opposite side walls and two horizontally opposite side walls, with adjacent side walls connected by rounded corners. The second weld 314 includes two spaced-apart second weld segments 3141, which are respectively arranged along the horizontally opposite side walls, and both ends of each second weld segment 3141 extend to the vertically opposite side walls via rounded corners. This makes each second weld segment 3141 approximately C-shaped, increasing the length and directionality of each second weld segment 3141, thereby better dispersing stress and improving the firmness of the connection between the first reinforcing plate 313 and the frame longitudinal beam 1 through the second weld 314.

[0100] In some embodiments, refer to Figure 14 As shown, the lower control arm front bracket 32 ​​includes an inner bracket plate 321 and an outer bracket plate 322. The inner bracket plate 321 and the outer bracket plate 322 are interconnected and together form a hollow channel. The upper ends of both the inner bracket plate 321 and the outer bracket plate 322 are welded to the frame longitudinal beam 1. Specifically, the inner bracket plate 321 and the outer bracket plate 322 can be connected by butt joints along the width direction of the frame longitudinal beam 1. The inner bracket plate 321 is relatively closer to the inner side of the frame longitudinal beam 1, and the outer bracket plate 322 is relatively closer to the outer side of the frame longitudinal beam 1.

[0101] Among them, reference Figure 15 As shown, the inner support plate 321 has an inclined plate segment 3211 extending from top to bottom relative to the vertical side of the frame longitudinal beam 1, and a vertical plate segment 3212 smoothly connected to the inclined plate segment 3211. The outer support plate 322 follows the same trend as the inner support plate 321. This makes the upper part of both the inner support plate 321 and the upper part of the outer support plate 322 inclined at a certain angle relative to the vertical side of the frame longitudinal beam 1. For example, a preset included angle α (the value of α can be 30° or other values) can be formed between the inclined plate segment 3211 of the inner support plate 321 and the vertical side of the frame longitudinal beam 1. This setting allows the hollow channel formed by the inner support plate 321 and the outer support plate 322 to have a larger lateral cross-sectional area, thereby achieving higher structural strength.

[0102] In some embodiments, refer to Figure 14As shown, the two opposite sides of the inner support plate 321 are connected to the two opposite sides of the outer support plate 322 by a third weld 323. The third weld 323 includes a second curved weld segment 3231, at least part of which follows the trend of the outer support plate 322. The reinforcing structure includes the second curved weld segment 3231. This arrangement ensures that the overlap position of the inner support plate 321 and the outer support plate 322 is designed with welds following the trend of the outer support plate 322. The main force direction of the weld is consistent with the force direction of the outer support plate 322, greatly improving the overall structural strength and reducing the risk of cracking and weld failure at the connection between the inner support plate 321 and the outer support plate 322.

[0103] It should be noted that the lower control arm rear support 33 may also be provided with corresponding reinforcement structures as needed to enhance the connection strength between the lower control arm rear support 33 and the frame longitudinal beam 1, and reduce the risk of cracking and welding failure at the connection point. This application does not make specific limitations in this regard.

[0104] In some embodiments, refer to Figures 1 to 4 , Figure 6 , Figure 11 and Figure 12 As shown, the rear axle assembly 6 includes a rear axle 61 and a leaf spring 62 connected to the rear axle 61. A rear axle limiting block 63 is provided on the rear axle 61. Multiple rear brackets 4 include leaf spring mounting brackets 41 and rear axle limiting brackets 42. The front end of the leaf spring 62 is connected to the longitudinal beam 1 of the vehicle frame through the leaf spring mounting bracket 41, and the rear end of the leaf spring 62 is connected to the longitudinal beam 1 of the vehicle frame through the connecting bracket 43 and the connecting bolt 44. The rear axle limiting bracket 42 and the rear axle limiting block 63 are vertically corresponding.

[0105] Specifically, the rear axle 61 is used to connect to the rear wheels. A leaf spring 62 extends along the longitudinal direction of the vehicle. The middle of the leaf spring 62 is connected to the rear axle 61, the front end of the leaf spring 62 is connected to the leaf spring mounting bracket 41, and the rear end of the leaf spring 62 is connected to the longitudinal beam 1 of the vehicle frame via a connecting bracket 43 and connecting bolts 44. The connecting bracket 43 is fixed to the longitudinal beam 1 of the vehicle frame by passing through one end of the connecting bracket 43 and the connecting bolts 44, and the leaf spring 62 is connected to the connecting bracket 43 by passing through the other end of the connecting bracket 43 and the connecting bolts 44. A rear axle limiting block 63 is provided on the rear axle 61. The rear axle limiting block 63 is located in the middle of the leaf spring 62 and is fixed to the leaf spring 62 by clamps. The rear axle limiting bracket 42 is installed at the bottom of the longitudinal beam 1 of the vehicle frame and corresponds vertically to the rear axle limiting block 63. When the vehicle jumps up and down a large range, the rear axle limiting block 63 will hit the rear axle limiting bracket 42, thereby using the rear axle limiting bracket 42 to limit the range of the vehicle's vertical jump.

[0106] The leaf spring mounting bracket 41 and the connecting bracket 43 form the connection between the rear axle assembly 6 and the longitudinal beam 1 of the frame, the rear axle limiting bracket 42 forms the limiting part between the rear axle assembly 6 and the longitudinal beam 1 of the frame, the connecting bracket 43 is bolted to the longitudinal beam 1 of the frame, the leaf spring mounting bracket 41 and the rear axle limiting bracket 42 are both welded to the longitudinal beam 1 of the frame, and at least one of the leaf spring mounting bracket 41 and the rear axle limiting bracket 42 is provided with a reinforcing structure.

[0107] When the vehicle is driving in areas with harsh working conditions, the impact force is transmitted from the rear wheel to the rear axle 61, then to the leaf spring 62 and the rear axle limiting block 63, then to the leaf spring mounting bracket 41 and the rear axle limiting bracket 42, and finally to the frame longitudinal beam 1. This causes the frame longitudinal beam 1 to be subjected to a large impact, making parts such as the leaf spring mounting bracket 41 and the rear axle limiting bracket 42 prone to cracking and weld failure. By providing a reinforcing structure at least one of the leaf spring mounting bracket 41 and the rear axle limiting bracket 42, the connection strength of the above-mentioned parts is increased, and the risk of cracking and weld failure in the above-mentioned parts is reduced.

[0108] In some embodiments, refer to Figure 16 As shown, the leaf spring mounting bracket 41 includes a bracket plate 411, which is configured to form a mounting groove open towards the rear end of the frame longitudinal beam 1 for inserting the leaf spring 62. The reinforcing structure also includes a second reinforcing plate 412, which comprises a first plate segment 4121 and a second plate segment 4122 connected at an angle. The first plate segment 4121 is attached to and welded to the bottom surface of the frame longitudinal beam 1, while the second plate segment 4122 is raised away from the bottom surface of the frame longitudinal beam 1. The two opposite sides of the second plate segment 4122 are welded to the two opposite walls of the mounting groove. This arrangement enhances the overall structural strength of the leaf spring mounting bracket 41 and the robustness of the connection between the leaf spring mounting bracket 41 and the frame longitudinal beam 1, reducing the risk of cracking and weld failure.

[0109] In some embodiments, refer to Figure 16 As shown, the edge of the first plate segment 4121 is provided with a fourth weld bead 413 for welding to the bottom surface of the frame longitudinal beam 1, and the first plate segment 4121 is provided with a second opening 4123. The first plate segment 4121 is welded to the bottom surface of the frame longitudinal beam 1 through a fifth weld bead 414 provided in the second opening 4123. With this arrangement, the fourth weld bead 413 can form an edge weld bead, and the fifth weld bead 414 can form a plug weld bead, so that the second reinforcing plate 412 is connected to the frame longitudinal beam 1 through a combination of plug weld and edge weld bead, thereby forming a double weld structure between the second reinforcing plate 412 and the frame longitudinal beam 1, thereby enhancing the welding firmness between the second reinforcing plate 412 and the frame longitudinal beam 1 and reducing the risk of cracking and weld failure.

[0110] In some embodiments, refer to Figure 16 As shown, the end of the second plate segment 4122 away from the first plate segment 4121 has a clearance groove 4124 for avoiding the leaf spring 62. This is arranged so that the added second reinforcing plate 412 does not affect the normal assembly of the leaf spring 62 with the bracket plate 411 of the leaf spring mounting bracket 41.

[0111] In some embodiments, refer to Figure 17 As shown, the rear axle limiting bracket 42 includes a limiting plate 421, which includes a bottom plate portion 4211 and two side plate portions 4212. The two side plate portions 4212 are respectively connected to the opposite two side edges of the bottom plate portion 4211 and together with the bottom plate portion 4211, they form a groove-shaped structure. The two side plate portions 4212 are respectively welded to the two opposite vertical sides of the frame longitudinal beam 1.

[0112] The reinforcing structure also includes a third reinforcing plate 422, which is welded and fixed inside the channel structure. The third reinforcing plate 422 includes a plate body 4221 and two side flanges 4222. The two side flanges 4222 are respectively connected to the opposite two sides of the plate body 4221 and extend upward relative to the plate body 4221. The two side flanges 4222 are arranged opposite to each other along the length direction of the frame longitudinal beam 1 and are welded to the bottom surface of the frame longitudinal beam 1.

[0113] This configuration utilizes the third reinforcing plate 422 to enhance the overall structural strength of the rear axle limiting bracket 42, and utilizes the two side flanges 4222 of the third reinforcing plate 422 to connect with the bottom of the frame longitudinal beam 1, increasing the connection points between the rear axle limiting bracket 42 and the frame longitudinal beam 1. This disperses the force at the connection between the limiting plate 421 and the frame longitudinal beam 1, thereby improving the connection strength between the rear axle limiting bracket 42 and the frame longitudinal beam 1, and effectively reducing the risk of cracking and weld failure at the connection between the rear axle limiting bracket 42 and the frame longitudinal beam 1.

[0114] In some embodiments, refer to Figure 17As shown, the main body 4221 of the third reinforcing plate 422 is fitted to the bottom plate 4211 of the limiting plate 421. The main body 4221 is provided with a third opening 4223. The third reinforcing plate 422 and the limiting plate 421 are connected by a sixth weld 423 provided in the third opening 4223. This configuration effectively ensures the contact area between the third reinforcing plate 422 and the limiting plate 421. Plug welding ensures a reliable connection between the main body 4221 of the third reinforcing plate 422 and the bottom plate 4211 of the limiting plate 421. This allows the bottom plate 4211 of the limiting plate 421 to form a double-layer structure, effectively improving the structural strength of the limiting plate 421 and enabling it to better withstand the impact of the rear axle limiting block 63. Furthermore, plug welding allows the load to be transmitted in multiple directions along the wall of the third opening 4223, better dispersing stress and improving the welding strength and fatigue life of the weld between the third reinforcing plate 422 and the limiting plate 421, ensuring the reliability of the connection between them.

[0115] In some embodiments, refer to Figure 6 and Figure 17 As shown, the groove-shaped structure formed on the limiting plate 421 has two opposing slots along the length of the longitudinal beam 1 of the frame. The two side flanges 4222 of the third reinforcing plate 422 are located at the two slots of the groove-shaped structure, so that the limiting plate 421 and the third reinforcing plate 422 together form a cavity structure with four surrounding walls. This arrangement allows a cavity structure with four surrounding walls to be formed between the rear axle limiting bracket 42 and the longitudinal beam 1 of the frame. When the rear axle limiting bracket 42 is impacted by the rear axle limiting block 63, the cavity structure can absorb the impact energy and reduce the transmission of impact force, thereby more effectively improving the structural strength of the rear axle limiting bracket 42 and effectively reducing the impact force transmitted to the longitudinal beam 1 of the frame.

[0116] To better verify the effectiveness of the frame structure provided in this application embodiment, finite element analysis was performed on the damage at locations such as the shock absorber support, lower control arm front bracket, leaf spring mounting bracket, and rear axle limiting bracket of the traditional frame structure and the frame structure provided in this application embodiment. The finite element analysis results show that: 1) The maximum damage value at the shock absorber support of the traditional frame structure is 3.27, while the maximum damage value at the shock absorber support 31 of the frame structure provided in this application embodiment is 0.44. This comparison shows that the performance of the frame structure provided in this application embodiment at the shock absorber support 31 is improved by 7.4 times. 2) The maximum damage value at the lower control arm front bracket of the traditional frame structure is 3.35, while the maximum damage value at the lower control arm front bracket 32 ​​of the frame structure provided in this application embodiment is 0.55. This comparison shows that the performance of the frame structure provided in this application embodiment at the lower control arm front bracket 32 ​​is improved by 6.1 times. 3) The maximum damage value at the leaf spring mounting bracket of the traditional frame structure is 2.7, while the maximum damage value at the leaf spring mounting bracket 41 of the frame structure provided in this embodiment is 0.9. This shows that the performance of the frame structure provided in this embodiment at the leaf spring mounting bracket 41 is improved by 3 times. 4) The maximum damage value at the rear axle limiting bracket of the traditional frame structure is 1.22, while the maximum damage value at the rear axle limiting bracket 42 of the frame structure provided in this embodiment is 0.76. This shows that the performance of the frame structure provided in this embodiment at the rear axle limiting bracket 42 is improved by 1.6 times.

[0117] Other embodiments of this application provide a vehicle including a frame structure as described in any of the above embodiments, thus having the beneficial effects of the frame structure described in any of the above embodiments, which will not be repeated here.

[0118] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0119] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle frame structure, characterized in that, include: Two frame longitudinal beams; Multiple frame crossbeams are spaced apart between two frame longitudinal beams along the length of the frame longitudinal beams; Each of the frame longitudinal beams has multiple front brackets at the front for connecting to the front suspension assembly, and multiple rear brackets at the rear for connecting to or limiting the rear axle assembly. In the plurality of said front brackets and the plurality of said rear brackets, at least a portion of said front brackets and at least a portion of said rear brackets are provided with reinforcing structures, said reinforcing structures including at least one of weld reinforcement structures and reinforcement member reinforcement structures.

2. The frame structure according to claim 1, characterized in that, Both the front bracket and the rear bracket are referred to as connecting brackets. A weld reinforcement structure is provided between some of the connecting brackets and the longitudinal beams of the frame, and / or, some of the connecting brackets include two interconnected split parts, with the weld reinforcement structure provided between the two split parts. The weld reinforcement structure includes curved weld segments.

3. The frame structure according to claim 1, characterized in that, Both the front bracket and the rear bracket are referred to as connecting brackets. Some of the connecting brackets include a bracket body. The reinforcing structure includes a reinforcing plate, which is welded to the bracket body and to the longitudinal beam of the vehicle frame.

4. The frame structure according to any one of claims 1 to 3, characterized in that, The front suspension assembly includes a steering knuckle, a lower control arm, an upper control arm, and a shock absorber. The steering knuckle is connected to the lower control arm and the upper control arm, and the shock absorber is connected to the lower control arm. The plurality of front brackets include a shock absorber bracket, a lower control arm front bracket, and a lower control arm rear bracket. The lower control arm is connected to the vehicle frame longitudinal beam through the lower control arm front bracket and the lower control arm rear bracket. The shock absorber is connected to the vehicle frame longitudinal beam through the shock absorber bracket. The upper control arm is connected to the shock absorber bracket. The reinforcing structure is provided on at least one of the shock absorber support, the front support of the lower control arm, and the rear support of the lower control arm.

5. The frame structure according to claim 4, characterized in that, The shock absorber support includes a support body, the lower end of which forms a first mounting opening that opens downwards, and the support body is mounted on the longitudinal beam of the vehicle frame through the first mounting opening; A flange is formed on the support body along the edge of the first mounting opening. The flange fits against the top surface and two opposite vertical sides of the frame longitudinal beam. The edge of the flange is provided with a first weld bead for welding to the frame longitudinal beam. The first weld bead includes a first curved weld bead segment welded to the vertical side of the frame longitudinal beam. The first curved weld bead segment includes at least two arc-shaped segments protruding in opposite directions. The reinforcing structure includes the first curved weld bead segment.

6. The frame structure according to claim 5, characterized in that, The support body has two upright side plates and a top plate connecting the two side plates. The top plate has mounting holes for installing the shock absorber. The reinforcing structure also includes a first reinforcing plate, which is vertically disposed between the two side plates. The two opposite edges of the first reinforcing plate are welded to the two side plates respectively. The first reinforcing plate is provided with a first opening. The first reinforcing plate is connected to the vertical side of the frame longitudinal beam through a second weld bead provided along the wall of the first opening.

7. The frame structure according to claim 6, characterized in that, The first opening has two vertically opposite side walls and two horizontally opposite side walls, and adjacent side walls are connected by rounded corners. The second weld bead includes two second weld bead segments spaced apart. The two second weld bead segments are respectively arranged along the horizontally opposite two sides of the hole wall, and the two ends of each second weld bead segment extend through the rounded corners to the vertically opposite two sides of the hole wall.

8. The frame structure according to claim 4, characterized in that, The lower control arm front bracket includes an inner bracket plate and an outer bracket plate. The inner bracket plate and the outer bracket plate are connected to each other and together form a hollow channel. The upper ends of the inner bracket plate and the upper ends of the outer bracket plate are welded to the longitudinal beam of the vehicle frame. The inner support plate has an inclined plate segment extending from top to bottom relative to the vertical side of the frame longitudinal beam, and a vertical plate segment that smoothly transitions and connects with the inclined plate segment. The outer support plate follows the same trend as the inner support plate.

9. The frame structure according to claim 8, characterized in that, The two opposite sides of the inner support plate are connected to the two opposite sides of the outer support plate by a third weld bead. The third weld bead includes a second curved weld bead segment, and at least part of the trend of the second curved weld bead segment is consistent with the trend of the outer support plate. The reinforcing structure includes the second curved weld bead segment.

10. The frame structure according to any one of claims 1 to 3, characterized in that, The rear axle assembly includes a rear axle and a leaf spring connected to the rear axle, and a rear axle limit block is provided on the rear axle; The plurality of rear brackets include leaf spring mounting brackets and rear axle limiting brackets. The front end of the leaf spring is connected to the longitudinal beam of the vehicle frame through the leaf spring mounting bracket, and the rear end of the leaf spring is connected to the longitudinal beam of the vehicle frame through a connecting bracket and connecting bolts. The rear axle limiting bracket corresponds vertically to the rear axle limiting block. The reinforcing structure is provided on at least one of the leaf spring mounting bracket and the rear axle limiting bracket.

11. The frame structure according to claim 10, characterized in that, The leaf spring mounting bracket includes a bracket plate configured to form a mounting groove that opens toward the rear end of the frame longitudinal beam for inserting the leaf spring. The reinforcing structure also includes a second reinforcing plate, which includes a first plate segment and a second plate segment connected at an angle. The first plate segment is attached to and welded to the bottom surface of the frame longitudinal beam. The second plate segment is raised in a direction away from the bottom surface of the frame longitudinal beam. The two opposite sides of the second plate segment are welded to the two opposite groove walls of the mounting groove, respectively.

12. The vehicle frame structure according to claim 11, characterized in that, The edge of the first plate segment is provided with a fourth weld bead that is welded to the bottom surface of the frame longitudinal beam, and the first plate segment is provided with a second opening. The first plate segment is welded to the bottom surface of the frame longitudinal beam through a fifth weld bead provided in the second opening. And / or, the end of the second plate segment away from the first plate segment is formed with a clearance groove for avoiding the leaf spring.

13. A vehicle, characterized in that, Includes the frame structure as described in any one of claims 1 to 12.

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