Subframe and vehicle
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-06-30
- Publication Date
- 2026-06-26
Smart Images
Figure CN224409377U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle chassis technology, and in particular to a subframe and a vehicle. Background Technology
[0002] The subframe is a crucial component of a car chassis, primarily serving to connect the chassis suspension and the body. The design and materials of the subframe significantly impact its function and performance. Currently, the subframes of new energy vehicles require the installation of steering stabilizer bars or other structures, necessitating the use of brackets and connecting structures. This results in a heavier subframe, hindering its installation on the vehicle and increasing costs, thus creating room for improvement. Utility Model Content
[0003] This utility model aims to solve at least one of the technical problems existing in the prior art. To this end, this utility model proposes a subframe that can reduce the investment in stamping dies and welding, reduce the development cost of parts, shorten the development cycle, and reduce the need for reinforcement structures, thereby reducing the overall weight of the subframe and facilitating its installation on the vehicle.
[0004] According to an embodiment of the present invention, the subframe includes: a front crossbeam; two longitudinal beams, the two longitudinal beams being spaced apart laterally along the vehicle, and the front ends of the two longitudinal beams being connected to the rear side of the front crossbeam; a middle crossbeam and a rear crossbeam, the middle crossbeam and the rear crossbeam being spaced apart laterally behind the front crossbeam, and the middle crossbeam and the rear crossbeam being connected between the two longitudinal beams; wherein the front crossbeam and the rear crossbeam are both constructed as square beams, the middle crossbeam and the two longitudinal beams are both constructed as round tubular beams, and the end of the middle crossbeam is connected to the longitudinal beams via a steering stabilizer bar mounting bracket.
[0005] According to the subframe of this utility model embodiment, the collision force can be transmitted and dissipated along the longitudinal direction of the vehicle through the frame longitudinal beams, and the collision force can be transmitted and dissipated along the lateral direction of the vehicle through the frame front crossbeam, frame middle crossbeam and frame rear crossbeam, effectively reducing the possibility of the collision force being transmitted into the passenger compartment. The front ends of the two frame longitudinal beams are respectively connected to the rear side of the frame front crossbeam, and the frame middle crossbeam and frame rear crossbeam are respectively connected between the two frame longitudinal beams, so that the subframe can be a whole structure, which can improve the structural strength and operational reliability of the subframe. Moreover, the end of the frame middle crossbeam is connected to the frame longitudinal beam through the steering stabilizer bar mounting bracket, which can reduce the number of parts and reduce the installation cost. Furthermore, constructing the front and rear crossbeams of the frame as square beams and the middle crossbeam and two longitudinal beams of the frame as round tube beams can reduce the investment in stamping dies and welding, reduce the development cost of parts, shorten the development cycle, and reduce the need for reinforcement structures, which is conducive to reducing the overall weight of the subframe and facilitating the installation of the subframe on the vehicle.
[0006] According to some embodiments of the present invention, in the subframe, the inner side of each of the frame longitudinal beams is connected to the end of the frame middle crossbeam via a steering stabilizer bar mounting bracket; wherein, the frame middle crossbeam, the frame rear crossbeam, and the two steering stabilizer bar mounting brackets together define a first weight reduction cavity, and the frame front crossbeam, the frame middle crossbeam, the two steering stabilizer bar mounting brackets, and the two frame longitudinal beams together define a second weight reduction cavity.
[0007] According to some embodiments of the present invention, in the subframe, at least a portion of the width of the steering stabilizer bar mounting bracket is configured to gradually decrease from the outside to the inside, so as to form an insertion interface at the inner end of the steering stabilizer bar mounting bracket, the insertion interface being inserted into the end of the crossbeam in the frame.
[0008] According to some embodiments of the present invention, a front reinforcing member is provided at the connection between the front crossbeam and the longitudinal beam of the frame, and the front reinforcing member protrudes into the second weight-reducing cavity; and / or, at least a portion of the steering stabilizer bar mounting bracket extends forward into the second weight-reducing cavity to form a rear reinforcing portion, and the rear reinforcing portion is connected to the inner side of the longitudinal beam of the frame.
[0009] According to some embodiments of the present invention, the inner side of the steering stabilizer bar mounting bracket forms an arc-shaped avoidance surface, the arc-shaped avoidance surface is constructed to be concave outward, and the first weight reduction cavity is formed between the two arc-shaped avoidance surfaces of the steering stabilizer bar mounting bracket.
[0010] According to some embodiments of the present invention, the subframe of the steering stabilizer bar includes an upper part and a lower part, which are connected vertically along the vehicle to jointly define an internal cavity.
[0011] According to some embodiments of the present invention, the subframe has at least one steering gear mounting point and at least one stabilizer bar mounting point on its upper part. The at least one steering gear mounting point and the at least one stabilizer bar mounting point are spaced apart along the longitudinal direction of the vehicle, and the steering gear mounting point is located in front of the stabilizer bar mounting point.
[0012] According to some embodiments of the present invention, in the subframe, the rear side of the upper part of the bracket overlaps the upper surface of the rear crossbeam of the frame, and the outer side of the upper part of the bracket overlaps the upper surface of the longitudinal beam of the frame; and / or, the rear side of the lower part of the bracket is connected to the front side of the rear crossbeam of the frame, and the outer side of the lower part of the bracket is connected to the inner side of the longitudinal beam of the frame.
[0013] According to some embodiments of the present invention, the subframe further includes a body connecting tube beam, one end of which is connected to the upper end of the front crossbeam of the frame, and the body connecting tube beam is bent outward relative to the front crossbeam of the frame. The upper end of the body connecting tube beam is provided with a front mounting point for the vehicle body; and / or, the rear end of the longitudinal beam of the frame is provided with a rear mounting point for the vehicle body; and / or, the outer side of the rear end of the longitudinal beam of the frame is provided with a swing arm large bushing mounting bracket; and / or, the outer side of the middle part of the longitudinal beam of the frame is provided with a swing arm small bushing mounting bracket.
[0014] According to some embodiments of the present invention, the subframe of the frame has at least two front motor mounting brackets on the front crossbeam, and the at least two front motor mounting brackets are spaced apart on the front crossbeam of the frame; and / or, the middle crossbeam of the frame has at least one rear motor mounting bracket.
[0015] According to some embodiments of the present invention, in the subframe, both of the two front motor mounting brackets are located above the front crossbeam of the frame, and at least a portion of the two front motor mounting brackets are correspondingly disposed in front of the two longitudinal beams of the frame; and / or, both rear motor mounting brackets are located above the middle crossbeam of the frame; and / or, in the longitudinal projection, the projection of the rear motor mounting bracket is located between the projections of the two front motor mounting brackets.
[0016] According to some embodiments of the present invention, the subframe further includes at least one intermediate support plate, wherein at least one of the intermediate support plates is connected between the middle crossbeam of the frame and the rear crossbeam of the frame.
[0017] This utility model also proposes a vehicle.
[0018] The vehicle according to the present invention includes the subframe described in any of the above embodiments.
[0019] The vehicle and the aforementioned subframe have the same advantages over the prior art, which will not be elaborated here.
[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:
[0022] Figure 1 This is a structural schematic diagram of the subframe according to an embodiment of the present utility model;
[0023] Figure 2 This is a partial structural diagram of the subframe according to an embodiment of the present utility model. Figure 1 ;
[0024] Figure 3 This is a partial structural diagram of the subframe according to an embodiment of the present utility model. Figure 2 ;
[0025] Figure 4 This is a partial structural diagram of the subframe according to an embodiment of the present utility model. Figure 3 ;
[0026] Figure 5 This is a partial structural diagram of the subframe according to an embodiment of the present utility model. Figure 4 ;
[0027] Figure 6 This is a partial structural diagram of the subframe according to an embodiment of the present utility model. Figure 5 .
[0028] Figure label:
[0029] Subframe 100,
[0030] The frame includes a crossbeam 1, a motor mounting bracket 11, a second weight-reducing chamber 12, and a first weight-reducing chamber 13.
[0031] 2. Rear crossbeam of the frame; 3. Front crossbeam of the frame; 31. Front mounting bracket for motor suspension.
[0032] Frame longitudinal beam 4, rear mounting point 41, front side reinforcement 42
[0033] Steering stabilizer bar mounting bracket 5, upper part of bracket 51, lower part of bracket 52, steering gear mounting point 53, stabilizer bar mounting point 54, arc-shaped avoidance surface 55, insertion interface 56, internal cavity 57, rear reinforcement 58.
[0034] Intermediate support plate 6, weight reduction hole 61, swing arm large bushing mounting bracket 7, swing arm large bushing mounting point 71, rear outer mounting point of the vehicle body 72, swing arm small bushing mounting bracket 8, swing arm small bushing mounting point 81, vehicle body connecting tube beam 9, and front mounting point of the vehicle body 91. Detailed Implementation
[0035] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.
[0036] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.
[0037] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0038] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.
[0039] In related technologies, the main frame of the subframe assembly of new energy vehicles is a sheet metal stamping and welding or hydraulic tube beam structure, which has the following drawbacks: ① The development cycle of complex molds for the main parts is too long, generally 3-5 months, which is not conducive to meeting the rapid iteration and upgrade planning of the model; ② Due to the investment in large molds and equipment, the cost of parts in the sheet metal stamping and welding structure is high, resulting in no market advantage for the product and the whole vehicle; ③ The structure of the constituent parts is complex, and the parts are overlapped and welded together, resulting in poor precision at the main installation points, making it difficult to ensure the four wheels, which affects the driving performance of the whole vehicle; ④ The sheet metal stamping and welding structure results in a high weight of the subframe due to the extra welding overlaps, which affects the driving range of the whole vehicle.
[0040] In view of this, this application provides a subframe 100, in which the front crossbeam 3 and the rear crossbeam 2 are both constructed as square beams, and the middle crossbeam 1 and the two longitudinal beams 4 are both constructed as round tube beams. Compared with the traditional sheet metal stamping and welding structure, both the square beams and the round tube beams can be cut and formed from raw materials, eliminating the need for stamping dies and welding fixtures and welding lines. This can shorten the development cycle, reduce weight and development costs, and result in fewer component parts, higher product dimensional accuracy, and improved overall vehicle competitiveness.
[0041] The following is for reference. Figures 1-6 The description of the subframe 100 according to the present utility model embodiment is as follows: by constructing the front crossbeam 3 and the rear crossbeam 2 of the frame as square beams, and the middle crossbeam 1 and the two longitudinal beams 4 of the frame as round tube beams, the investment in stamping dies and welding can be reduced, the development cost of parts can be reduced, the development cycle can be shortened, and the setting of reinforcement structures can be reduced, which is conducive to reducing the overall weight of the subframe 100 and facilitating the installation of the subframe 100 on the vehicle.
[0042] like Figure 1 As shown, a subframe 100 according to an embodiment of the present invention includes: a front crossbeam 3, two longitudinal beams 4, a middle crossbeam 1, and a rear crossbeam 2.
[0043] Two frame longitudinal beams 4 are spaced apart along the transverse direction of the vehicle, and the front ends of the two frame longitudinal beams 4 are respectively connected to the rear side of the front crossbeam 3 of the frame; the frame middle crossbeam 1 and the frame rear crossbeam 2 are spaced apart along the front-rear direction behind the frame front crossbeam 3, and the frame middle crossbeam 1 and the frame rear crossbeam 2 are respectively connected between the two frame longitudinal beams 4; wherein, the frame front crossbeam 3 and the frame rear crossbeam 2 are both constructed as square beams, the frame middle crossbeam 1 and the two frame longitudinal beams 4 are both constructed as round tube beams, and the end of the frame middle crossbeam 1 is connected to the frame longitudinal beam 4 through the steering stabilizer bar mounting bracket 5.
[0044] Specifically, the subframe 100 is an important component of the vehicle body structure, used to absorb and dissipate the enormous energy generated by the collision through its own deformation (such as bending, folding, etc.) when the vehicle is subjected to a frontal collision, thereby reducing the impact on the occupants.
[0045] The subframe 100 includes a front crossbeam 3, two longitudinal beams 4, a middle crossbeam 1, and a rear crossbeam 2. The longitudinal beams 4 are constructed to extend longitudinally along the vehicle and are used to transmit and dissipate the collision force along the longitudinal direction of the vehicle when the vehicle is subjected to a frontal collision. Since there are two longitudinal beams 4, the collision force can be transmitted and dissipated along the longitudinal direction of the vehicle by the two longitudinal beams 4 together, which can improve the reliability of the transmission and dissipation of the collision force along the longitudinal direction of the vehicle. Moreover, the two longitudinal beams 4 are distributed laterally along the vehicle, which can increase the transmission path of the collision force along the longitudinal direction of the vehicle, so that the collision force can be distributed to other parts of the vehicle body along different paths, effectively reducing the possibility of the collision force being transmitted into the passenger compartment.
[0046] The front crossbeam 3, the middle crossbeam 1, and the rear crossbeam 2 of the frame are all constructed to extend laterally along the vehicle. They are used to jointly transmit and dissipate the collision force along the lateral direction of the vehicle when the vehicle is subjected to a frontal collision. This can improve the reliability of transmitting and dissipating the collision force along the lateral direction of the vehicle. Furthermore, the middle crossbeam 1 and the rear crossbeam 2 are distributed in a front-rear direction behind the front crossbeam 3. This arrangement of the front crossbeam 3, the middle crossbeam 1, and the rear crossbeam 2 in a front-rear direction increases the transmission path of the collision force along the lateral direction of the vehicle. This allows the collision force to be dispersed to other parts of the vehicle body along different paths, effectively reducing the possibility of the collision force being transmitted into the passenger compartment.
[0047] Furthermore, the front ends of the two frame longitudinal beams 4 are respectively connected to the rear side of the frame front crossbeam 3, and the frame middle crossbeam 1 and frame rear crossbeam 2 are respectively connected between the two frame longitudinal beams 4, so that the subframe 100 can be a whole structure, improving the structural strength and operational reliability of the subframe 100, and the connection method can be welding.
[0048] The front crossbeam 3 and rear crossbeam 2 of the frame are both constructed as square beams. This means that the front crossbeam 3 and rear crossbeam 2 can be directly constructed as square beams using profile components, so that both the front crossbeam 3 and rear crossbeam 2 have square cross sections. Specifically, the raw materials of square steel profiles can be directly purchased according to the specifications of the front crossbeam 3 and rear crossbeam 2, and the final shape of the front crossbeam 3 and rear crossbeam 2 can be achieved through processes such as laser cutting of holes. This reduces the investment in stamping dies and welding, reduces the development cost of parts, shortens the development cycle, and reduces the bending structures on the front crossbeam 3 and rear crossbeam 2. In addition, it reduces the need for reinforcement structures in areas with low structural strength, which helps to reduce the weight of the front crossbeam 3 and rear crossbeam 2.
[0049] Meanwhile, the crossbeam 1 and the two longitudinal beams 4 of the frame are all constructed as circular tubular beams. This means that the crossbeam 1 and the two longitudinal beams 4 of the frame can be directly constructed as circular tubular beams using profile parts, so that the crossbeam 1 and the two longitudinal beams 4 of the frame have circular cross sections. Specifically, the raw materials of the profile tubular beams can be directly purchased according to the specifications of the crossbeam 1 and the two longitudinal beams 4 of the frame. The final shape of the crossbeam 1 and the two longitudinal beams 4 of the frame can be achieved through processes such as laser cutting holes. This can reduce the investment in stamping dies and welding, reduce the development cost of parts, shorten the development cycle, and reduce the bending structure on the crossbeam 1 and the two longitudinal beams 4 of the frame. This can reduce the need for reinforcement structures in places with low structural strength, which is conducive to reducing the weight of the crossbeam 1 and the two longitudinal beams 4 of the frame. In turn, it can effectively reduce the weight of the subframe 100, which is beneficial to the installation of the subframe 100 on the vehicle.
[0050] By combining and installing the beams of the subframe 100 with round tube beams and square beams, it is easier to connect the ends of the square beams to the outer periphery of the round tube beams. For example, by directly welding the ends of the square beams to the outer periphery of the round tube beams, it is beneficial to improve installation efficiency and reduce installation difficulty.
[0051] Furthermore, the steering stabilizer bar mounting bracket 5 is used to install the steering gear and stabilizer bar to fix them and ensure their reliable operation. By connecting the end of the crossbeam 1 in the frame to the longitudinal beam 4 of the frame through the steering stabilizer bar mounting bracket 5, the steering stabilizer bar mounting bracket 5 can be connected to both the end of the crossbeam 1 and the longitudinal beam 4 of the frame. This allows the steering stabilizer bar mounting bracket 5 to not only be used to install the steering gear and stabilizer bar, but also to connect the crossbeam 1 and the longitudinal beam 4 of the frame, reducing the number of parts and lowering the installation cost.
[0052] According to the subframe 100 of this utility model embodiment, the longitudinal beams 4 can transmit and dissipate collision forces along the longitudinal direction of the vehicle, and the front crossbeam 3, middle crossbeam 1, and rear crossbeam 2 can transmit and dissipate collision forces along the lateral direction of the vehicle, effectively reducing the possibility of collision forces being transmitted into the passenger compartment. The front ends of the two longitudinal beams 4 are respectively connected to the rear side of the front crossbeam 3, and the middle crossbeam 1 and rear crossbeam 2 are respectively connected between the two longitudinal beams 4, so that the subframe 100 can be a whole structure, which can improve the structure of the subframe 100. In addition to improving strength and operational reliability, connecting the end of the crossbeam 1 in the frame to the longitudinal beam 4 of the frame via the steering stabilizer bar mounting bracket 5 reduces the number of parts required and lowers installation costs. Furthermore, constructing both the front crossbeam 3 and the rear crossbeam 2 of the frame as square beams, and constructing the crossbeam 1 in the frame and both longitudinal beams 4 of the frame as round tubular beams, reduces the investment in stamping dies and welding, reduces the development costs of parts, shortens the development cycle, and reduces the need for reinforcement structures, which helps to reduce the overall weight of the subframe 100 and facilitates its installation on the vehicle.
[0053] In some embodiments, the inner side of each frame longitudinal beam 4 is connected to the end of the frame middle crossbeam 1 via a steering stabilizer bar mounting bracket 5; wherein, the frame middle crossbeam 1, the frame rear crossbeam 2, and the two steering stabilizer bar mounting brackets 5 together define the first weight reduction cavity 13, and the frame front crossbeam 3, the frame middle crossbeam 1, the two steering stabilizer bar mounting brackets 5, and the two frame longitudinal beams 4 together define the second weight reduction cavity 12.
[0054] Specifically, by connecting the inner side of each frame longitudinal beam 4 to the end of the frame crossbeam 1 via a steering stabilizer bar mounting bracket 5, two steering stabilizer bar mounting brackets 5 can be configured. These two brackets are then connected to the inner sides of two frame longitudinal beams 4, respectively, ensuring a one-to-one correspondence between the two brackets. This improves the reliability of installing and fixing the steering stabilizer bar mounting brackets 5. Furthermore, the two brackets 5 can be spaced apart laterally along the vehicle, allowing for simultaneous fixing of the steering gear and stabilizer bar at two locations, effectively enhancing the reliability and stability of fixing both the steering gear and stabilizer bar.
[0055] Furthermore, by connecting the two steering stabilizer bar mounting brackets 5 to both ends of the crossbeam 1 in the frame, each steering stabilizer bar mounting bracket 5 can be connected between the crossbeam 1 in the frame and the corresponding longitudinal beam 4 in the frame. This can reliably fix the steering stabilizer bar mounting bracket 5, improve its working reliability, and reduce the setting length of the crossbeam 1 in the frame, which is beneficial to reducing the overall weight of the subframe 100.
[0056] The front crossbeam 3, the middle crossbeam 1, the two steering stabilizer bar mounting brackets 5, and the two longitudinal beams 4 of the frame together define the second weight-reducing cavity 12. At least a portion of the steering stabilizer bar mounting bracket 5 can be extended to the front side of the middle crossbeam 1, allowing the front crossbeam 3, the middle crossbeam 1, the two steering stabilizer bar mounting brackets 5, and the two longitudinal beams 4 to jointly define the second weight-reducing cavity 12, thereby reducing the weight of the subframe 100. Simultaneously, the middle crossbeam 1, the rear crossbeam 2, and the two steering stabilizer bar mounting brackets 5... The stabilizer bar mounting bracket 5 together defines the first weight-reducing cavity 13, allowing at least a portion of the stabilizer bar mounting bracket 5 to extend from the middle crossbeam 1 of the frame to the rear crossbeam 2 of the frame. This allows the middle crossbeam 1, the rear crossbeam 2 of the frame, and the two stabilizer bar mounting brackets 5 to jointly define the first weight-reducing cavity 13, further reducing the weight of the subframe 100. Thus, the weight of the subframe 100 can be reduced by the second weight-reducing cavity 12 and the first weight-reducing cavity 13, which is beneficial for the installation of the subframe 100 on the vehicle.
[0057] In some embodiments, at least a portion of the longitudinal width of the steering stabilizer bar mounting bracket 5 is configured to gradually decrease from the outside to the inside, so as to form an insertion interface 56 at the inner end of the steering stabilizer bar mounting bracket 5, the insertion interface 56 being inserted into the end of the crossbeam 1 in the vehicle frame.
[0058] Specifically, the steering stabilizer bar mounting bracket 5 is connected between the longitudinal beam 4 of the vehicle frame and the crossbeam 1 of the vehicle frame. The width of at least a portion of the steering stabilizer bar mounting bracket 5 in the longitudinal direction is designed to gradually decrease from the outside to the inside. This allows the outer end of at least a portion of the steering stabilizer bar mounting bracket 5 to have a larger width along the vehicle's longitudinal direction, thereby increasing the connection area between the steering stabilizer bar mounting bracket 5 and the longitudinal beam 4 of the vehicle frame and improving the connection strength between the two. At the same time, the inner end of at least a portion of the steering stabilizer bar mounting bracket 5 can have a smaller width along the vehicle's longitudinal direction, forming a plug-in interface 56. The plug-in interface 56 can adapt to the end size of the crossbeam 1 of the vehicle frame, making it easy to extend at least a portion of the end of the crossbeam 1 of the vehicle frame into the steering stabilizer bar mounting bracket 5 through the plug-in interface 56 to achieve a plug-in connection between the two. The plug-in connection method can increase the mating area between the two and improve the connection reliability between them.
[0059] It should be noted that in actual design, welding can also be performed at the connection between the crossbeam 1 and the interface 56 in the frame, based on the plug-in connection, to effectively improve the connection strength between the steering stabilizer bar mounting bracket 5 and the crossbeam 1 in the frame at the interface 56.
[0060] In some embodiments, a front reinforcement 42 is provided at the connection between the front crossbeam 3 and the longitudinal beam 4 of the frame, and the front reinforcement 42 protrudes into the second weight reduction cavity 12; and / or, at least a portion of the steering stabilizer bar mounting bracket 5 extends forward into the second weight reduction cavity 12 to form a rear reinforcement 58, and the rear reinforcement 58 is connected to the inner side of the longitudinal beam 4 of the frame.
[0061] Specifically, such as Figure 1 , Figure 3 and Figure 5 As shown, the front end of the frame longitudinal beam 4 is connected to the rear side of the frame front crossbeam 3. A front reinforcement 42 is provided at the connection between the frame front crossbeam 3 and the frame longitudinal beam 4. The front reinforcement 42 can be welded to the frame front crossbeam 3 and the frame longitudinal beam 4 respectively, so that the front reinforcement 42 can provide structural reinforcement at the connection between the frame front crossbeam 3 and the frame longitudinal beam 4, which is beneficial to improve the structural strength of the subframe 100. The front reinforcement 42 is also protruding into the second weight reduction cavity 12, so that the space occupied by the front reinforcement 42 and the second weight reduction cavity 12 partially overlaps, which can reduce the need for additional installation space for the front reinforcement 42 and avoid interference between the front reinforcement 42 and other components on the vehicle.
[0062] Simultaneously, at least a portion of the steering stabilizer bar mounting bracket 5 is extended forward into the second weight-reducing cavity 12 to form a rear reinforcement 58. This allows at least a portion of the steering stabilizer bar mounting bracket 5 to extend forward from the crossbeam 1 of the vehicle frame into the second weight-reducing cavity 12, so that at least a portion of the steering stabilizer bar mounting bracket 5 can protrude into the second weight-reducing cavity 12 to form a rear reinforcement 58. The rear reinforcement 58 is connected to the inner side of the longitudinal beam 4 of the vehicle frame, thus connecting the rear reinforcement 58 to both the crossbeam 1 and the longitudinal beam 4 of the vehicle frame. This allows the rear reinforcement 58 to provide structural reinforcement at the connection between the crossbeam 1 and the longitudinal beam 4 of the vehicle frame, which helps to improve the structural strength of the subframe 100. Furthermore, the rear reinforcement 58 and the second weight-reducing cavity 12 partially overlap, reducing the need for additional installation space for the rear reinforcement 58 and preventing interference between the rear reinforcement 58 and other components on the vehicle.
[0063] It should be noted that both the front reinforcing member 42 and the rear reinforcing member 58 are arranged to protrude into the second weight-reducing cavity 12, so that the front reinforcing member 42 and the rear reinforcing member 58 can be used together to enhance the structural strength of the second weight-reducing cavity 12, and avoid the reduction of the structural strength of the subframe 100 due to the setting of the second weight-reducing cavity 12.
[0064] In some embodiments, an arcuate avoidance surface 55 is formed on the inner side of the steering stabilizer bar mounting bracket 5. The arcuate avoidance surface 55 is configured to be concave outward, and a first weight reduction cavity 13 is formed between the arcuate avoidance surfaces 55 of the two steering stabilizer bar mounting brackets 5.
[0065] Specifically, the steering stabilizer bar mounting bracket 5 has an arc-shaped avoidance surface 55. The arc-shaped avoidance surface 55 can evenly distribute the vertical pressure to the entire surface, avoiding local stress concentration. The arc-shaped avoidance surface 55 is formed on the inner side of the steering stabilizer bar mounting bracket 5. The arc-shaped avoidance surface 55 is constructed to be concave towards the outer side of the vehicle, with the outer side being the side away from the vehicle's centerline. This allows the arc-shaped avoidance surface 55 to play a certain avoidance role, avoiding other components located in the first weight reduction cavity 13, and ensuring the reliable operation of each component.
[0066] Furthermore, the middle crossbeam 1, the rear crossbeam 2, and the two steering stabilizer bar mounting brackets 5 together define the first weight reduction cavity 13. The first weight reduction cavity 13 is formed between the arc-shaped avoidance surfaces 55 of the two steering stabilizer bar mounting brackets 5. The arc-shaped avoidance surfaces 55 can extend from the middle crossbeam 1 towards the rear crossbeam 2, so that the middle crossbeam 1, the rear crossbeam 2, and the arc-shaped avoidance surfaces 55 of the two steering stabilizer bar mounting brackets 5 can jointly define the first weight reduction cavity 13. Moreover, by setting the arc-shaped avoidance surfaces 55, the setting area of the first weight reduction cavity 13 can be increased, thereby further reducing the weight of the subframe 100.
[0067] In some embodiments, the steering stabilizer bar mounting bracket 5 includes an upper bracket portion 51 and a lower bracket portion 52, which are connected vertically along the vehicle to jointly define an internal cavity 57.
[0068] Specifically, the steering stabilizer bar mounting bracket 5 includes an upper bracket 51 and a lower bracket 52. The upper bracket 51 and the lower bracket 52 are connected vertically along the vehicle. They can be connected by welding, making the steering stabilizer bar mounting bracket 5 a single structure. This improves the structural strength and operational reliability of the steering stabilizer bar mounting bracket 5. Furthermore, the upper bracket 51 and the lower bracket 52 can jointly define an internal cavity 57. This allows the steering stabilizer bar mounting bracket 5 to be constructed as a hollow structure with an internal cavity 57 defined within it. This reduces the weight of the steering stabilizer bar mounting bracket 5, thereby reducing the overall weight of the subframe 100.
[0069] In some embodiments, the upper part 51 of the bracket is provided with at least one steering gear mounting point 53 and at least one stabilizer bar mounting point 54, the at least one steering gear mounting point 53 and the at least one stabilizer bar mounting point 54 are spaced apart along the longitudinal direction of the vehicle, and the steering gear mounting point 53 is located in front of the stabilizer bar mounting point 54.
[0070] Specifically, the steering stabilizer bar mounting bracket 5 is used to install the steering gear and the stabilizer bar. The steering stabilizer bar mounting bracket 5 includes an upper bracket 51 and a lower bracket 52. The upper bracket 51 is provided with at least one steering gear mounting point 53. The steering gear mounting point 53 is used to install the steering gear, that is, to connect the steering gear to the steering stabilizer bar mounting bracket 5. The connection can be made by means of a connector. The number of steering gear mounting points 53 can be one, two, three or more. Thus, the steering gear can be connected to the steering stabilizer bar mounting bracket 5 at at least one steering gear mounting point 53 to achieve reliable installation of the steering gear.
[0071] Meanwhile, the upper part 51 of the bracket is provided with at least one stabilizer bar mounting point 54. The stabilizer bar mounting point 54 is used to install the stabilizer bar, that is, to connect the stabilizer bar to the steering gear stabilizer bar mounting bracket 5. If the connection can be made through a connector, the stabilizer bar mounting point 54 can be set to at least one, that is, the number of stabilizer bar mounting points 54 can be one, two, three or more. Thus, the stabilizer bar can be connected to the steering gear stabilizer bar mounting bracket 5 at at least one stabilizer bar mounting point 54 to achieve reliable installation of the stabilizer bar.
[0072] Furthermore, by distributing the steering gear mounting point 53 and the stabilizer bar mounting point 54 at intervals along the longitudinal direction of the vehicle, a certain distance can be maintained between them. This allows the steering gear and stabilizer bar to be connected to different positions on the steering gear and stabilizer bar mounting bracket 5, thus avoiding interference between the steering gear and stabilizer bar, which could prevent installation of the steering gear or stabilizer bar or result in poor installation reliability. Moreover, since the steering gear mounting point 53 is located in front of the stabilizer bar mounting point 54, the steering gear and stabilizer bar can be connected to the steering gear and stabilizer bar mounting bracket 5 at intervals along the longitudinal direction, ensuring that the steering gear and stabilizer bar will not interfere with each other and improving the reliability of their respective operations.
[0073] In such Figures 1-2 In the illustrated embodiment, there is one steering gear mounting point 53, through which the steering gear and the steering gear stabilizer bar mounting bracket 5 can be connected. Alternatively, a connector can be inserted through both the steering gear and the steering gear stabilizer bar mounting bracket 5 at the steering gear mounting point 53 to install the steering gear. Simultaneously, there are two stabilizer bar mounting points 54, through which the stabilizer bar and the steering gear stabilizer bar mounting bracket 5 can be connected. Alternatively, two connectors can be inserted through both stabilizer bar mounting points 54 at the two stabilizer bar mounting points 54 to reliably install the stabilizer bar. Furthermore, the two stabilizer bar mounting points 54 are spaced apart along the longitudinal direction of the vehicle, allowing the stabilizer bar and the steering gear stabilizer bar mounting bracket 5 to be connected at two locations simultaneously, thus improving the connection stability between the stabilizer bar and the steering gear stabilizer bar mounting bracket 5.
[0074] It should be noted that both the steering gear mounting point 53 and the stabilizer bar mounting point 54 can be constructed as connecting holes. The connecting holes can be constructed as through holes, that is, simultaneously penetrating the upper part 51 and the lower part 52 of the bracket. When installing the steering gear, the connector can be simultaneously inserted through the steering gear, the upper part 51 and the lower part 52 of the bracket to achieve a reliable connection between the steering gear and the steering gear stabilizer bar mounting bracket 5. When installing the stabilizer bar, the connector can be simultaneously inserted through the stabilizer bar, the upper part 51 and the lower part 52 of the bracket to achieve a reliable connection between the stabilizer bar and the steering gear stabilizer bar mounting bracket 5.
[0075] In some embodiments, the rear side of the upper bracket 51 overlaps with the upper surface of the rear crossbeam 2 of the frame, and the outer side of the upper bracket 51 overlaps with the upper surface of the longitudinal beam 4 of the frame; and / or, the rear side of the lower bracket 52 is connected to the front side of the rear crossbeam 2 of the frame, and the outer side of the lower bracket 52 is connected to the inner side of the longitudinal beam 4 of the frame.
[0076] Specifically, the steering stabilizer bar mounting bracket 5 is connected between the frame longitudinal beam 4 and the frame middle cross beam 1. By overlapping the rear side of the upper part 51 of the bracket with the upper surface of the frame rear cross beam 2, at least a portion of the upper part 51 of the bracket is configured to extend toward the frame rear cross beam 2, and the rear side of the upper part 51 of the bracket can extend to the upper surface of the frame rear cross beam 2 or form an overlapping flange there, thereby connecting the upper part 51 of the bracket to the frame rear cross beam 2. Moreover, by overlapping the outer side of the upper part 51 of the bracket with the upper surface of the frame longitudinal beam 4, at least a portion of the upper part 51 of the bracket extends toward the frame longitudinal beam 4, and the outer side of the upper part 51 of the bracket can extend to the upper surface of the frame longitudinal beam 4 or form an overlapping flange there, thereby connecting the upper part 51 of the bracket to the frame longitudinal beam 4. Thus, the upper part 51 of the bracket can be simultaneously connected to the frame longitudinal beam 4, the frame middle cross beam 1, and the frame rear cross beam 2, thereby achieving reliable fixation of the upper part 51 of the bracket.
[0077] Simultaneously, by connecting the rear side of the lower bracket 52 to the front side of the rear crossbeam 2 of the frame, at least a portion of the lower bracket 52 is configured to extend toward the rear crossbeam 2 of the frame, and the rear side of the lower bracket 52 can extend to the front side of the rear crossbeam 2 of the frame, thus connecting the lower bracket 52 to the rear crossbeam 2 of the frame. Furthermore, by connecting the outer side of the lower bracket 52 to the inner side of the longitudinal beam 4 of the frame, at least a portion of the lower bracket 52 extends toward the longitudinal beam 4 of the frame, and the outer side of the lower bracket 52 can extend to the inner side of the longitudinal beam 4 of the frame, thus connecting the lower bracket 52 to the longitudinal beam 4 of the frame. In this way, the lower bracket 52 can be simultaneously connected to the longitudinal beam 4 of the frame, the middle crossbeam 1 of the frame, and the rear crossbeam 2 of the frame, thereby achieving reliable fixation of the lower bracket 52. Thus, reliable installation of the steering stabilizer bar mounting bracket 5 can be achieved, improving the reliability of the steering stabilizer bar mounting bracket 5 in operation.
[0078] It should be noted that by attaching the rear side of the upper part 51 of the bracket to the upper surface of the rear crossbeam 2 of the vehicle frame, and connecting the rear side of the lower part 52 of the bracket to the front side of the rear crossbeam 2 of the vehicle frame, the steering stabilizer bar mounting bracket 5 can be connected to the rear crossbeam 2 of the vehicle frame at two positions simultaneously. At the same time, by attaching the outer side of the upper part 51 of the bracket to the upper surface of the longitudinal beam 4 of the vehicle frame, and connecting the outer side of the lower part 52 of the bracket to the inner side of the longitudinal beam 4 of the vehicle frame, the steering stabilizer bar mounting bracket 5 can be connected to the longitudinal beam 4 of the vehicle frame at two positions simultaneously, thus achieving reliable installation of the steering stabilizer bar mounting bracket 5.
[0079] In some embodiments, the subframe 100 further includes a body connecting tube beam 9, one end of which is connected to the upper end of the front crossbeam 3 of the frame, and the body connecting tube beam 9 is bent outward relative to the front crossbeam 3 of the frame. The upper end of the body connecting tube beam 9 is provided with a front mounting point 91; and / or, the rear end of the frame longitudinal beam 4 is provided with a rear mounting point 41; and / or, the outer side of the rear end of the frame longitudinal beam 4 is provided with a swing arm large bushing mounting bracket 7; and / or, the outer side of the middle part of the frame longitudinal beam 4 is provided with a swing arm small bushing mounting bracket 8.
[0080] Specifically, the body connecting tube beam 9 is used to connect the subframe 100 to the body. One end of the body connecting tube beam 9 is connected to the upper end of the front crossbeam 3 of the frame. If the connection can be made by welding, the body connecting tube beam 9 can be fixed. The body connecting tube beam 9 is bent outward relative to the front crossbeam 3 of the frame. A front mounting point 91 is set at the upper end of the body connecting tube beam 9. The front mounting point 91 is used to connect the subframe 100 to the body from the front side of the subframe 100. In this way, the body connecting tube beam 9 can be connected between the body and the front crossbeam 3 of the frame. That is, the subframe 100 can be connected to the body through the body connecting tube beam 9, so as to enhance the rigidity of the body, improve the handling stability, disperse and transmit the road impact load, and improve the ride comfort and safety.
[0081] By bending the body connecting tube beam 9 outward relative to the front crossbeam 3 of the frame, the front mounting point 91 of the body and the end of the front crossbeam 3 of the frame are spaced apart by a certain distance. This avoids interference between the two, preventing the subframe 100 from being unable to connect to the body or reducing the reliability of the connection. Furthermore, the body connecting tube beam 9 can be made of profile tube beam structure. This allows for the direct procurement of profile tube beam raw materials according to the specifications of the body connecting tube beam 9, and the final shape of the body connecting tube beam 9 can be achieved through processes such as laser cutting of holes. This reduces the investment in stamping dies and welding, reduces the development cost of parts, and shortens the development cycle.
[0082] Meanwhile, a rear mounting point 41 is provided at the rear end of the longitudinal beam 4 of the frame. The rear mounting point 41 is used to connect the subframe 100 to the body from the rear side of the subframe 100. Then, the front and rear sides of the subframe 100 can be connected to the body through the front mounting point 91 and the rear mounting point 41, respectively. This allows the subframe 100 and the body to be connected at different positions at the same time, which can improve the reliability and stability of the connection between the subframe 100 and the body.
[0083] Furthermore, a swing arm bushing mounting bracket 7 is provided on the outer rear end of the longitudinal beam 4 of the frame. The swing arm bushing mounting bracket 7 is used to fix the swing arm bushing. The swing arm bushing mounting bracket 7 is provided with a swing arm bushing mounting point 71, at which the swing arm bushing and the swing arm bushing mounting bracket 7 can be connected. For example, the connection can be made through a connector to fix the swing arm bushing. The swing arm bushing mounting bracket 7 is connected to the outer side of the longitudinal beam 4 of the frame. For example, the connection can be made by welding to fix the swing arm bushing mounting bracket 7 and improve its working reliability.
[0084] Among them, such as Figures 1-2 As shown, a rear outer mounting point 72 is also provided at the location of the swing arm bushing mounting bracket 7. The rear outer mounting point 72 is used to further connect the subframe 100 to the vehicle body at this location, so that the front mounting point 91, the rear mounting point 41, and the rear outer mounting point 72 can all be used to connect the subframe 100 to the vehicle body, so as to achieve reliable installation of the subframe 100. Furthermore, mounting sleeves can be installed at the front mounting point 91, the rear mounting point 41, and the rear outer mounting point 72 to improve the reliability of the connection between the subframe 100 and the vehicle body.
[0085] Furthermore, a swing arm bushing mounting bracket 8 is provided on the outer side of the middle part of the longitudinal beam 4 of the frame. The swing arm bushing mounting bracket 8 is used to fix the swing arm bushing. A swing arm bushing mounting point 81 is provided on the swing arm bushing mounting bracket 8, and the swing arm bushing and the swing arm bushing mounting bracket 8 can be connected at the swing arm bushing mounting point 81. For example, the connection can be made by connecting parts to fix the swing arm bushing. The swing arm bushing mounting bracket 8 is connected to the outer side of the longitudinal beam 4 of the frame. For example, the connection can be made by welding to fix the swing arm bushing mounting bracket 8 and improve its working reliability.
[0086] The small swing arm bushing mounting bracket 8 is located in the middle of the longitudinal beam 4 of the vehicle frame, and the large swing arm bushing mounting bracket 7 is located on the rear side of the longitudinal beam 4 of the vehicle frame. The small swing arm bushing mounting bracket 8 and the large swing arm bushing mounting bracket 7 are spaced apart along the longitudinal direction of the vehicle so as to fix the small swing arm bushing and the large swing arm bushing at different positions, thereby achieving reliable installation of the small swing arm bushing and the large swing arm bushing.
[0087] In some embodiments, the front crossbeam 3 of the frame is provided with at least two front motor mounting brackets 31, which are spaced apart and distributed on the front crossbeam 3 of the frame; and / or, the middle crossbeam 1 of the frame is provided with at least one rear motor mounting bracket 11.
[0088] Specifically, the front mounting bracket 31 of the motor mount is used to fix the motor mount. At least two front mounting brackets 31 are provided, that is, the number of front mounting brackets 31 can be two, three or more. Thus, the motor mount can be fixed at the same time by at least two front mounting brackets 31, which can improve the reliability of fixing the motor mount. Furthermore, by distributing at least two front mounting brackets 31 at intervals on the front crossbeam 3 of the vehicle frame, at least two front mounting brackets 31 can be connected to the front crossbeam 3 of the vehicle frame for fixing, which can improve the reliability of the operation of the front mounting brackets 31. Moreover, by fixing the motor mount at at least two positions at the same time by at least two front mounting brackets 31, the stability of fixing the motor mount can be improved.
[0089] Simultaneously, the rear mounting bracket 11 of the motor mount is also used to fix the motor mount. At least one rear mounting bracket 11 can be provided, meaning the number of rear mounting brackets 11 can be one, two, three, or more. This allows the motor mount to be fixed using at least one rear mounting bracket 11, and at least one rear mounting bracket 11 can be connected to the crossbeam 1 in the frame for fixation, improving the reliability of the rear mounting bracket 11's operation. Furthermore, the front mounting bracket 31 and the rear mounting bracket 11 can jointly install and fix the motor mount, further improving the reliability of fixing the motor mount and the overall reliability of the motor mount's operation.
[0090] In some embodiments, both front motor mounting brackets 31 are located above the front crossbeam 3 of the frame, and at least a portion of the two front motor mounting brackets 31 are correspondingly disposed in front of the two longitudinal beams 4 of the frame; and / or, both rear motor mounting brackets 11 are located above the middle crossbeam 1 of the frame; and / or, in the longitudinal projection, the projection of the rear motor mounting bracket 11 is located between the projections of the two front motor mounting brackets 31.
[0091] Specifically, two motor mounting brackets 31 can be placed above the front crossbeam 3 of the vehicle frame, thus connecting the motor mounts to the front crossbeam 3. At least a portion of each of the two motor mounting brackets 31 can be placed in front of the two longitudinal beams 4 of the vehicle frame, thus distributing the two motor mounting brackets 31 laterally along the vehicle frame on the front crossbeam 3. The motor mounts can be connected to the subframe 100 at two locations on the front crossbeam 3 via the motor mounting brackets 31, thus reliably fixing the motor mounts. Furthermore, by placing the motor mounting brackets 31 on the front crossbeam 3 and at least a portion of the motor mounting brackets 31 on the longitudinal beams 4, the motor mounting brackets 31 can be simultaneously connected to both the front crossbeam 3 and the longitudinal beams 4, thus reliably fixing the motor mounting brackets 31.
[0092] It should be noted that, for example Figure 1 As shown, at least a portion of the motor suspension front mounting bracket 31 can be overlapped above the front reinforcement member 42, thereby connecting at least a portion of the motor suspension front mounting bracket 31 to the front reinforcement member 42, which can further achieve reliable fixation of the motor suspension front mounting bracket 31.
[0093] Furthermore, the motor mounting bracket 11 can be placed above the crossbeam 1 of the frame, so that the motor can be connected to the crossbeam 1 of the frame. Then, the motor can be mounted above the subframe 100 through the front mounting bracket 31 and the rear mounting bracket 11, so as to connect the motor mounting to the motor.
[0094] Furthermore, in the projection along the longitudinal direction of the vehicle, the projection of the rear motor mounting bracket 11 is located between the projections of the two front motor mounting brackets 31, which means that the two front motor mounting brackets 31 and the rear motor mounting bracket 11 are arranged in a triangle. The stability principle of the triangle can be used to effectively improve the reliability of fixing the motor mount.
[0095] In some embodiments, the subframe 100 further includes at least one intermediate support plate 6, which is connected between the middle crossbeam 1 and the rear crossbeam 2 of the frame.
[0096] Specifically, the intermediate support plate 6 is connected between the middle crossbeam 1 and the rear crossbeam 2 of the frame. The intermediate support plate 6 can be constructed to extend longitudinally along the vehicle, so that the front end and the rear end of the intermediate support plate 6 can approach the middle crossbeam 1 and the rear crossbeam 2 of the frame, respectively, so that the front end and the rear end of the intermediate support plate 6 can be connected to the middle crossbeam 1 and the rear crossbeam 2 of the frame, respectively. For example, the connection can be made by welding, so that the intermediate support plate 6 can provide support between the middle crossbeam 1 and the rear crossbeam 2 of the frame, and at least a part of the intermediate support plate 6 can be located in the second weight reduction cavity 12, so that the intermediate support plate 6 can be used to improve the structural strength of the second weight reduction cavity 12, and avoid the reduction of the structural strength of the subframe 100 due to the setting of the second weight reduction cavity 12.
[0097] Among them, such as Figure 1 , Figure 4 and Figure 6 As shown, the front end of the intermediate support plate 6 overlaps above the middle crossbeam 1 of the frame, allowing the intermediate support plate 6 to extend forward to the top of the middle crossbeam 1 of the frame. This ensures that at least a portion of the front end of the intermediate support plate 6 can be closely connected to the middle crossbeam 1 of the frame, thereby improving the connection strength between the front end of the intermediate support plate 6 and the middle crossbeam 1 of the frame. Furthermore, the rear end of the intermediate support plate 6 is connected to the front side of the rear crossbeam 2 of the frame, allowing the intermediate support plate 6 to extend backward to the front side of the rear crossbeam 2 of the frame. This facilitates the connection between the intermediate support plate 6 and the front side of the rear crossbeam 2 of the frame, enabling the intermediate support plate 6 to be connected to both the middle crossbeam 1 and the rear crossbeam 2 of the frame simultaneously. This provides reliable support between the middle crossbeam 1 and the rear crossbeam 2 of the frame, effectively improving the structural strength of the subframe 100 at this location.
[0098] Furthermore, there is at least one intermediate support plate 6, meaning that the number of intermediate support plates 6 can be one, two, three, or more. This allows at least one intermediate support plate 6 to be supported between the middle crossbeam 1 and the rear crossbeam 2 of the frame. When the number of intermediate support plates 6 is greater than one, at least two intermediate support plates 6 can be spaced apart and supported between the middle crossbeam 1 and the rear crossbeam 2 of the frame to effectively improve the structural strength of the first weight-reducing cavity 13.
[0099] For example, such as Figures 1-2 As shown, there is one intermediate support plate 6, which can be connected between the middle of the crossbeam 1 of the frame and the middle of the rear crossbeam 2 of the frame, thereby improving the stability of the overall structure.
[0100] Furthermore, the intermediate support plate 6 has weight-reducing holes 61, which are used to reduce the weight of the intermediate support plate 6 and further reduce the weight of the subframe 100. By setting the weight-reducing holes 61 in the middle of the intermediate support plate 6, the key stress-bearing parts of the intermediate support plate 6 can be prevented from being excessively weakened due to the opening of the weight-reducing holes 61, and the stress can still be transmitted relatively evenly when the intermediate support plate 6 is under load, thus maintaining the structural strength and stability of the intermediate support plate 6.
[0101] It should be noted that, while ensuring the structural strength of the intermediate support plate 6, the area of the weight-reducing holes 61 or the number of weight-reducing holes 61 can be increased as much as possible to reduce the weight of the intermediate support plate 6 to a greater extent.
[0102] Furthermore, the front end of the intermediate support plate 6 is also connected to the motor mounting bracket 11, which can further improve the reliability of fixing the motor mounting bracket 11 and also help improve the structural strength of the subframe 100.
[0103] In actual design, the rear crossbeam 2 of the frame can be made to have a certain height along the vertical direction of the vehicle, and the bottom of the rear crossbeam 2 of the frame can be made lower than the bottom of the battery pack. This means that the bottom of the battery pack is further away from the ground relative to the rear crossbeam 2 of the frame. In this way, when the vehicle chassis collides with the road surface, the rear crossbeam 2 of the frame will contact the ground before the battery pack, which can avoid hitting the battery pack. The rear crossbeam 2 of the frame can play a certain role in protecting the battery pack, and the installation of a battery pack protective beam can be reduced, thus reducing the installation cost.
[0104] This utility model also proposes a vehicle.
[0105] The vehicle according to the embodiments of the present invention includes a subframe 100 of any of the above embodiments. By constructing the front crossbeam 3 and the rear crossbeam 2 of the subframe 100 as square beams, and constructing the middle crossbeam 1, the two longitudinal beams 4, and the body connecting tube beam 9 as round tube beams, the investment in stamping dies and welding can be reduced, the development cost of parts can be reduced, the development cycle can be shortened, and the setting of reinforcement structures can be reduced, which is conducive to reducing the overall weight of the subframe 100 and facilitating the installation of the subframe 100 on the vehicle. At the same time, by forming a second weight-reducing cavity 12 and a first weight-reducing cavity 13 in the subframe 100, and by forming an internal cavity 57 in the steering stabilizer bar mounting bracket 5, the weight of the subframe 100 can be effectively reduced, which is conducive to the installation of the subframe 100 on the vehicle.
[0106] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0107] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.
Claims
1. A subframe, characterized in that, include: Front crossbeam of the frame (3); Two frame longitudinal beams (4) are distributed laterally along the vehicle, and the front ends of the two frame longitudinal beams (4) are respectively connected to the rear side of the front crossbeam (3) of the frame. The frame has a middle crossbeam (1) and a rear crossbeam (2). The middle crossbeam (1) and the rear crossbeam (2) are spaced apart in the front-rear direction and located behind the front crossbeam (3). The middle crossbeam (1) and the rear crossbeam (2) are respectively connected between two longitudinal beams (4) of the frame. The front crossbeam (3) and the rear crossbeam (2) of the frame are both constructed as square beams, the middle crossbeam (1) of the frame and the two longitudinal beams (4) of the frame are both constructed as round tube beams, and the end of the middle crossbeam (1) of the frame is connected to the longitudinal beam (4) of the frame through the steering stabilizer bar mounting bracket (5).
2. The subframe according to claim 1, characterized in that, The inner side of each of the frame longitudinal beams (4) is connected to the end of the frame crossbeam (1) via a steering stabilizer bar mounting bracket (5); The frame middle crossbeam (1), the frame rear crossbeam (2), and the two steering stabilizer bar mounting brackets (5) together define the first weight reduction cavity (13), and the frame front crossbeam (3), the frame middle crossbeam (1), the steering stabilizer bar mounting brackets (5), and the frame longitudinal beam (4) together define the second weight reduction cavity (12).
3. The subframe according to claim 2, characterized in that, At least a portion of the steering stabilizer bar mounting bracket (5) is configured to gradually decrease in width from the outside to the inside to form an insertion interface (56) at the inner end of the steering stabilizer bar mounting bracket (5), the insertion interface (56) being inserted into the end of the crossbeam (1) in the frame.
4. The subframe according to claim 2, characterized in that, A front reinforcement member (42) is provided at the connection between the front crossbeam (3) of the frame and the longitudinal beam (4) of the frame, and the front reinforcement member (42) protrudes into the second weight reduction cavity (12); And / or, at least a portion of the steering stabilizer bar mounting bracket (5) is provided to extend forward into the second weight reduction cavity (12) to form a rear reinforcement (58), which is connected to the inside of the frame longitudinal beam (4).
5. The subframe according to claim 2, characterized in that, The inner side of the steering stabilizer bar mounting bracket (5) forms an arc-shaped avoidance surface (55), which is constructed to be concave outward, and the first weight reduction cavity (13) is formed between the arc-shaped avoidance surfaces (55) of the two steering stabilizer bar mounting brackets (5).
6. The subframe according to claim 2, characterized in that, The steering stabilizer bar mounting bracket (5) includes an upper bracket (51) and a lower bracket (52), which are connected vertically along the vehicle to define an internal cavity (57).
7. The subframe according to claim 6, characterized in that, The upper part (51) of the bracket is provided with at least one steering gear mounting point (53) and at least one stabilizer bar mounting point (54). The at least one steering gear mounting point (53) and the at least one stabilizer bar mounting point (54) are distributed at intervals along the longitudinal direction of the vehicle, and the steering gear mounting point (53) is located in front of the stabilizer bar mounting point (54).
8. The subframe according to claim 6, characterized in that, The rear side of the upper part (51) of the bracket overlaps the upper surface of the rear crossbeam (2) of the frame, and the outer side of the upper part (51) of the bracket overlaps the upper surface of the longitudinal beam (4) of the frame. And / or, the rear side of the lower part (52) of the bracket is connected to the front side of the rear crossbeam (2) of the frame, and the outer side of the lower part (52) of the bracket is connected to the inner side of the longitudinal beam (4) of the frame.
9. The subframe according to claim 1, characterized in that, It also includes a body connecting tube beam (9), one end of which is connected to the upper end of the front crossbeam (3) of the frame, and the body connecting tube beam (9) is bent outward relative to the front crossbeam (3) of the frame, and the upper end of the body connecting tube beam (9) is provided with a front mounting point (91). And / or, the rear end of the frame longitudinal beam (4) is provided with a rear mounting point (41) for the vehicle body; And / or, the rear side of the longitudinal beam (4) of the frame is provided with a swing arm bushing mounting bracket (7); And / or, a swing arm bushing mounting bracket (8) is provided on the outer side of the middle part of the longitudinal beam (4) of the frame.
10. The subframe according to claim 1, characterized in that, The front crossbeam (3) of the vehicle frame is provided with at least two front motor mounting brackets (31), and the at least two front motor mounting brackets (31) are spaced apart on the front crossbeam (3). And / or, the crossbeam (1) in the frame is provided with at least one motor mounting bracket (11).
11. The subframe according to claim 10, characterized in that, Both of the motor mounting brackets (31) are located above the front crossbeam (3) of the vehicle frame, and at least a portion of the two motor mounting brackets (31) are arranged in front of the two longitudinal beams (4) of the vehicle frame. And / or, the motor mounting bracket (11) is located above the crossbeam (1) in the frame; And / or, in the longitudinal projection, the projection of the rear motor mounting bracket (11) lies between the projections of the two front motor mounting brackets (31).
12. The subframe according to claim 1, characterized in that, It also includes at least one intermediate support plate (6), at least one of the intermediate support plates (6) being connected between the middle crossbeam (1) of the frame and the rear crossbeam (2) of the frame.
13. A vehicle, characterized in that, Includes the subframe as described in any one of claims 1-12.