Front subframe and vehicle

Abstract

The utility model discloses a front subframe and vehicle relates to vehicle chassis technical field, the front subframe includes: two frame longitudinal beams, two frame longitudinal beams are spaced apart distribution, and the rear end of frame longitudinal beam is equipped with the first connecting portion that links with the car body, frame rear crossbeam is connected between two frame longitudinal beams, two connecting supports, two connecting supports are connected respectively in the rear side of the both ends of frame rear crossbeam, and connecting support structure is inclined extension to the rear outwards relative to frame rear crossbeam, and the middle part of connecting support has the weakened deformation area, and the rear end of connecting support is equipped with the second connecting portion that links with the car body. The front subframe of the utility model, after the vehicle is hit, and connecting support is collapsed deformation through weakened deformation area, can make the front subframe move to the rear, can increase the deformation range of front subframe, is favorable to absorb more collision energy, and the crash performance of front subframe is promoted.

Description

Technical Field

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

[0002] In the automotive industry, the front subframe is a crucial component of the chassis system. It bears loads, ensures the rigidity of the suspension system, isolates vibrations, filters noise, and guarantees vehicle handling and comfort. Some related technologies employ a dual-point connection between the rear end of the front subframe and the body structure. However, this limits the deformation range of the front subframe after a collision, hindering effective energy absorption and reducing the vehicle's crash performance. Therefore, there is 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 front subframe that, after a vehicle is involved in a collision, the connecting bracket is prone to collapse and deformation, allowing the front subframe to move rearward. This increases the deformation range of the front subframe, which is beneficial for absorbing more collision energy and improving the collision performance of the front subframe. Furthermore, the increased deformation range reduces the impact force on the passenger compartment and improves occupant safety.

[0004] According to an embodiment of the present invention, a front subframe includes: two frame longitudinal beams, which are spaced apart and have a first connecting portion connected to the vehicle body at their rear ends; a rear frame crossbeam connected between the two frame longitudinal beams; and two connecting brackets, which are respectively connected to the rear sides of both ends of the rear frame crossbeam. The connecting brackets are configured to extend backward and outward relative to the rear frame crossbeam, and have a weakened deformation area in the middle. The rear ends of the connecting brackets are provided with a second connecting portion connected to the vehicle body.

[0005] According to the embodiment of this utility model, the front subframe is provided with connecting brackets at the rear sides of both ends of the rear crossbeam of the frame. The rear ends of the connecting brackets and the rear ends of the longitudinal beams of the frame are respectively connected to the vehicle body. This improves the reliability of the connection between the rear end of the front subframe and the vehicle body. Furthermore, the connecting brackets are provided with a weakened deformation area in the middle, which makes it easier for the middle part of the connecting brackets to collapse and deform after the front of the vehicle is hit. This allows the front subframe to move rearward, increasing the deformation range of the front subframe. This helps to absorb more collision energy and improve the collision performance of the front subframe. In addition, the increased deformation range reduces the impact force on the passenger compartment and improves the safety of the occupants.

[0006] According to some embodiments of the present invention, the front subframe includes at least one hollowed-out groove, and a deformation space is formed in the hollowed-out groove.

[0007] According to some embodiments of the present invention, the front subframe has multiple hollowed-out slots, which are distributed sequentially along the length of the connecting bracket, and adjacent hollowed-out slots are separated by partition ribs.

[0008] According to some embodiments of the present invention, the front subframe of the hollowed-out groove has a triangular cross-section.

[0009] And / or, the hollowed-out groove is constructed to extend through the thickness direction of the connecting bracket.

[0010] According to some embodiments of the present invention, in the front subframe, the front end of the connecting bracket is inserted and connected to the rear side of the rear crossbeam of the frame.

[0011] According to some embodiments of the present invention, the front subframe of the connecting bracket has a forward-opening insertion space at its front end, and at least a portion of the rear side of the rear crossbeam of the frame extends into the insertion space.

[0012] According to some embodiments of the present invention, the front subframe of the connecting bracket is provided with two oppositely distributed plug-in fixing plates. The two plug-in fixing plates are oppositely distributed and together define the plug-in space. The two plug-in fixing plates are respectively connected and fixed to the top wall and bottom wall of the rear crossbeam of the frame.

[0013] According to some embodiments of the present utility model, in the front subframe, the first connecting part is adapted to be connected to the vehicle body via a first connecting member, the second connecting part is adapted to be connected to the vehicle body via a second connecting member, and the connecting bracket is adapted to be connected to the rear crossbeam of the frame via a third connecting member.

[0014] The first connector, the second connector, and the third connector are all constructed as M16.

[0015] According to some embodiments of the present invention, the front subframe, wherein the connecting bracket is made of aluminum.

[0016] This utility model also proposes a vehicle.

[0017] The vehicle according to the present invention includes the front subframe of any of the above embodiments.

[0018] The vehicle described above and the aforementioned front subframe have the same advantages over existing technologies, which will not be repeated here.

[0019] Additional aspects and advantages of this invention will be set forth in the description which follows, and will become apparent from the description or may be learned by practice of the invention. Attached Figure Description

[0020] 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:

[0021] Figure 1 This is a structural schematic diagram of the front subframe according to an embodiment of the present utility model;

[0022] Figure 2 This is a partial schematic diagram of the front subframe according to an embodiment of the present utility model.

[0023] Figure label:

[0024] Front subframe 100,

[0025] Frame longitudinal beam 1, first connecting part 11,

[0026] Rear crossbeam 2 of the frame,

[0027] Connecting bracket 3, weakened deformation area 31, hollow groove 311, deformation space 312, partition rib 313, second connecting part 32, insertion space 33, insertion fixing plate 34, third connecting part 35. Detailed Implementation

[0028] 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.

[0029] 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.

[0030] 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 a connection within 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.

[0031] 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.

[0032] The following is for reference. Figures 1-2 The front subframe 100 according to an embodiment of the present invention features a weakened deformation region 31 in the middle of the connecting bracket 3. After a vehicle collision, the connecting bracket 3 is prone to collapse and deformation, allowing the front subframe 100 to move rearward. This increases the deformation range of the front subframe 100, which is beneficial for absorbing more collision energy and improving the collision performance of the front subframe 100. Furthermore, the increased deformation range reduces the impact force on the passenger compartment and improves the safety of the occupants.

[0033] like Figures 1-2 As shown, a front subframe 100 according to an embodiment of the present invention includes: two frame longitudinal beams 1, a frame rear crossbeam 2, and two connecting brackets 3.

[0034] Two frame longitudinal beams 1 are spaced apart, and the rear end of the frame longitudinal beam 1 is provided with a first connecting part 11 connected to the vehicle body; the rear cross beam 2 of the frame is connected between the two frame longitudinal beams 1.

[0035] Specifically, the front subframe 100 is an important component of the vehicle chassis system, capable of bearing loads. The front subframe 100 is located in the front chassis area of ​​the vehicle and is directly connected to the front suspension system (such as multi-link, torsion beam, etc.). It is fixed to the main body structure by bolts or welding. In this way, the front subframe 100 can ensure the connection rigidity of the suspension system, as well as block vibration and filter noise, thus ensuring the vehicle's handling and comfort.

[0036] The front subframe 100 includes two longitudinal beams 1. These two longitudinal beams 1 can extend in the longitudinal direction, allowing for the transmission of longitudinal forces at each beam. Alternatively, they can be spaced apart laterally along the vehicle's side, enabling the transmission and dissipation of longitudinal forces at two points along the vehicle's lateral direction. In practical design, the two longitudinal beams 1 can extend in the direct longitudinal direction or at an angle to the longitudinal direction. Each longitudinal beam 1 has a first connecting portion 11 at its rear end, connecting to the vehicle body via these first connecting portions 11, thus securing the longitudinal beams to the vehicle body.

[0037] In this way, the rear end of the frame longitudinal beam 1 is connected to the vehicle body through the first connecting part 11, which allows the force acting on the frame longitudinal beam 1 to be transmitted to the vehicle body, realizing the transmission and dissipation of force.

[0038] It should be noted that the rear end of the frame longitudinal beam 1 can be detachably connected to the vehicle body at the first connection part 11 by fasteners such as bolts, and the connection method is simple and convenient to operate.

[0039] The front subframe 100 also includes a rear crossbeam 2, which can be configured to extend in the left and right direction, so that lateral forces can be transmitted in the rear crossbeam 2. The rear crossbeam 2 is connected between two longitudinal beams 1, so that the two longitudinal beams 1 and the rear crossbeam 2 support each other in the left and right direction, thereby improving the structural stability of the two longitudinal beams 1 and the rear crossbeam 2, and thus improving the overall strength and stability of the front subframe 100.

[0040] In this way, after the front of the vehicle is hit by a collision, the force is transmitted in the front-to-back direction and in the left-to-right direction through the two frame longitudinal beams 1 and the frame rear cross beam 2, respectively, so as to realize the transmission and dissipation of the collision force and improve the force transmission reliability of the front subframe 100.

[0041] It should be noted that the two transverse ends of the rear crossbeam 2 of the frame can be connected to the two longitudinal beams 1 of the frame respectively by welding, which can improve the strength of the connection between the two longitudinal beams 1 and the rear crossbeam 2 of the frame, and thus improve the overall structural strength of the front subframe 100.

[0042] Two connecting brackets 3 are respectively connected to the rear sides of both ends of the rear crossbeam 2 of the frame. The connecting brackets 3 are constructed to extend backward and outward relative to the rear crossbeam 2 of the frame, and the middle part of the connecting brackets 3 has a weakened deformation area 31. The rear end of the connecting brackets 3 is provided with a second connecting part 32 connected to the vehicle body.

[0043] Specifically, the connecting bracket 3 is used to connect the rear crossbeam 2 of the frame to the vehicle body. There are two connecting brackets 3, which are distributed laterally along the vehicle. The front ends of the two connecting brackets 3 can be connected to the rear sides of the two lateral ends of the rear crossbeam 2 of the frame, which can fix the front ends of the two connecting brackets 3. The connecting brackets 3 are set to extend backward and outward, which can transmit the force at the rear crossbeam 2 of the frame backward and outward along the connecting brackets 3, realizing the outward transmission and diffusion of force.

[0044] In the specific design, the connecting bracket 3 can be constructed to extend in a straight line from front to back and outward, or the connecting bracket 3 can be constructed to extend in an arc from front to back and outward. Both of these methods can achieve the connecting bracket 3 to extend in a backward and outward tilt. The setting methods are diverse and can be flexibly selected.

[0045] Furthermore, the connecting bracket 3 has a weakened deformation region 31 in its middle section. The weakened deformation region 31 has a relatively weak structure, allowing the middle structure of the connecting bracket 3 to deform and absorb energy, thus dissipating and absorbing the impact force. Through the weakened deformation region 31, the connecting bracket 3 can easily undergo collapse deformation under significant forces, allowing the front subframe 100 to move rearward. This increases the deformation range of the front subframe 100, facilitating the absorption of more impact energy and improving its collision performance. The increased deformation range also reduces the impact force on the passenger compartment, enhancing occupant safety. Additionally, by absorbing energy through deformation in the weakened deformation region 31, the structural deformation at the ends of the connecting bracket 3 can be reduced, thereby reducing damage to other structures and lowering post-collision repair work and costs.

[0046] Furthermore, the rear end of the connecting bracket 3 is provided with a second connecting part 32, through which the connecting bracket 3 can be connected to the vehicle body, thereby realizing the connection and fixation between the rear crossbeam 2 of the frame and the vehicle body. The connecting bracket 3 is configured to extend outwards from front to back, allowing the rear end of the connecting bracket 3 to be positioned closer to the outer side. This brings the second connecting part 32 closer to the position where it connects to the vehicle body, facilitating the connection between the second connecting part 32 and the vehicle body. Furthermore, positioning the second connecting part 32 closer to the outer side allows for installation at existing mounting locations on the vehicle body, improving the utilization rate of mounting points and reducing development costs.

[0047] The two connecting brackets 3 can be symmetrically distributed along the lateral side of the vehicle, meaning they can be symmetrically connected to both ends of the rear side of the rear crossbeam 2 of the frame. This allows the force acting on the rear crossbeam 2 to be transmitted to the vehicle body via the two connecting brackets 3, achieving effective force transmission and dispersion. Furthermore, after a collision, the front subframe 100 can move rearward through the deformation of the two connecting brackets 3, effectively absorbing the collision force.

[0048] Furthermore, the rear end of the connecting bracket 3 is connected to the vehicle body through the second connecting part 32, and the rear end of the frame longitudinal beam 1 is connected to the vehicle body through the first connecting part 11. This allows the rear end of the front subframe 100 to be connected to the vehicle body in two locations, improving the reliability of the connection between the front subframe 100 and the vehicle body and meeting NVH and CAE performance requirements.

[0049] It should be noted that the rear end of the connecting bracket 3 can be detachably connected to the vehicle body at the second connecting part 32 via bolts or other fasteners. The connection method is simple and the operation is convenient.

[0050] According to the embodiment of the present utility model, the front subframe 100 is provided with connecting brackets 3 at the rear sides of both ends of the rear crossbeam 2 of the frame, and the rear ends of the connecting brackets 3 and the rear ends of the longitudinal beam 1 of the frame are respectively connected to the vehicle body. This can improve the connection reliability between the rear end of the front subframe 100 and the vehicle body. Furthermore, the connecting brackets 3 are provided with a weakened deformation area 31 in the middle, which makes it easy for the middle part of the connecting brackets 3 to collapse and deform after the front of the vehicle is hit. This allows the front subframe 100 to move backward, which can increase the deformation range of the front subframe 100, which is conducive to absorbing more collision energy and improving the collision performance of the front subframe 100. In addition, the increased deformation range can reduce the impact force on the passenger compartment and improve the safety of the occupants.

[0051] In some embodiments, the weakened deformation region 31 includes at least one hollow groove 311, and a deformation space 312 is formed in the hollow groove 311. That is, the structure of the weakened deformation region 31 can be weakened by at least one hollow groove 311, so that the weakened deformation region 31 can undergo collapse deformation at the hollow groove 311.

[0052] Specifically, the hollow grooves 311 at the weakened deformation area 31 can be set to one, two, three, four, etc. The hollow grooves 311 form deformation spaces 312, which are used to realize the deformation of the weakened deformation area 31. In this way, after the connecting bracket 3 is subjected to a large impact force, the weakened deformation area 31 deforms within the deformation space 312 of the hollow grooves 311, thereby absorbing the impact force. Moreover, the hollow grooves 311 are hollow cavities, which can effectively weaken the structural strength of the middle part of the connecting bracket 3 and improve the reliability of the collapse deformation of the middle part of the connecting bracket 3 during a vehicle collision.

[0053] Thus, by weakening the energy absorption of the deformation region 31, the front subframe 100 can be moved rearward, which can improve the energy absorption effect during the collision process and thus improve the collision performance of the front subframe 100. Furthermore, by providing at least one hollow groove 311 in the weakened deformation region 31, the weight of the weakened deformation region 31 can be reduced, which can achieve weight reduction of the connecting bracket 3, thereby reducing the weight of the front subframe 100.

[0054] In some embodiments, a plurality of hollowed-out grooves 311 are provided, and the plurality of hollowed-out grooves 311 are distributed sequentially in the length direction of the connecting bracket 3, and adjacent two hollowed-out grooves 311 are separated by a partition rib 313.

[0055] In this way, by distributing multiple hollowed-out grooves 311 along the length of the connecting bracket 3, the connecting bracket 3 can form multiple deformation spaces 312 in its length direction, which can effectively weaken the structure of the weakened deformation area 31, thereby improving the reliability of the collapse deformation of the middle structure of the connecting bracket 3 during vehicle collision.

[0056] Specifically, the connecting bracket 3 is configured to extend backward and outward relative to the rear crossbeam 2 of the frame. Multiple hollow slots 311 are distributed sequentially along the length of the connecting bracket 3, that is, multiple hollow slots 311 are distributed sequentially from front to back and outward. A partition rib 313 is provided between two adjacent hollow slots 311. That is, the partition rib 313 can separate two adjacent hollow slots 311, and the two ends of the partition rib 313 can be connected to the side wall of the hollow slot 311 respectively. This allows the partition rib 313 to support the side wall of the hollow slot 311, thereby strengthening the structure of the weakened deformation area 31, and thus improving the structural strength of the connecting bracket 3 to meet the normal use requirements of the connecting bracket 3.

[0057] Furthermore, by providing a separating rib 313 between two adjacent hollow slots 311, the force at the hollow slot 311 can be transmitted through the separating rib 313, which can improve the uniformity of the force distribution of the connecting bracket 3 and improve the stability of the overall structure.

[0058] Therefore, by setting multiple hollow grooves 311 in the weakened deformation area 31 and setting a partition rib 313 between two adjacent hollow grooves 311, the energy absorption requirement of the collision process can be met, the strength requirement during normal vehicle use can be guaranteed, and the structure is simple and the processing cost is low.

[0059] In this embodiment, as Figure 2 As shown, there are three hollow grooves 311 and two partition ribs 313. The two partition ribs 313 are distributed at intervals, so that the three hollow grooves 311 are distributed sequentially along the length direction of the connecting bracket 3.

[0060] In some embodiments, the cross-section of the hollow groove 311 is a triangular cross-section, that is, the hollow groove 311 can be processed into a triangular hollow groove 311. In this way, a triangular deformation space 312 can be formed inside the hollow groove 311. After the connecting bracket 3 is subjected to a collision force, the middle structure of the connecting bracket 3 collapses and deforms in the triangular deformation space 312, thereby absorbing the energy of the collision force.

[0061] Among them, such as Figure 2As shown, the triangular hollow grooves 311 are separated by partition ribs 313, allowing adjacent triangular hollow grooves 311 to be distributed relative to each other along the partition ribs 313. This results in a larger cavity space for the multiple triangular hollow grooves 311 formed in the central region of the connecting bracket 3, which is beneficial for effectively weakening the structure of the weakened deformation region 31 and improving the reliability of the collapse deformation of the weakened deformation region 31. Furthermore, the structure of the multiple hollow grooves 311 is distributed in an orderly and neat manner.

[0062] Furthermore, the triangular hollow groove 311 has sufficient structural strength, which can enhance the strength of the middle structure of the connecting bracket 3, thereby reducing the deformation of the connecting bracket 3 during normal vehicle use, improving the structural stability of the connecting bracket 3, and thus enhancing the connection strength and stability between the rear crossbeam 2 of the frame and the vehicle body.

[0063] In other embodiments, the perforated groove 311 is constructed to penetrate along the thickness direction of the connecting bracket 3, thus forming two open sides. The two open sides are respectively open along the thickness direction of the connecting bracket 3. In this way, the perforated groove 311 can release collision energy along the thickness direction of the connecting bracket 3. Moreover, the through-hole groove 311 is easier to process, reducing the processing cost. Furthermore, the through-hole groove 311 can form a hollow area in the middle structure of the connecting bracket 3, which can reduce the overall weight of the connecting bracket 3 to meet the requirements of lightweight design.

[0064] In some embodiments, the front end of the connecting bracket 3 is inserted into the rear side of the rear crossbeam 2 of the vehicle frame. In this way, the connecting bracket 3 and the rear crossbeam 2 of the vehicle frame can be connected through the insertion. The insertion of the front end of the connecting bracket 3 into the rear side of the rear crossbeam 2 of the vehicle frame increases the mating area between the connecting bracket 3 and the rear crossbeam 2 of the vehicle frame, thereby improving the connection reliability and stability between the two. In addition, the insertion connection method is simple and facilitates the connection and fixation of the connecting bracket 3 and the rear crossbeam 2 of the vehicle frame, thereby improving the assembly efficiency of the connecting bracket 3 and the rear crossbeam 2 of the vehicle frame.

[0065] Specifically, the front end of the connecting bracket 3 can be inserted into the rear crossbeam 2 of the frame, or the rear structure of the rear crossbeam 2 of the frame can be inserted into the front end of the connecting bracket 3. Both of these methods can achieve the insertion and cooperation between the connecting bracket 3 and the rear crossbeam 2 of the frame. The method of setting is not limited and can be flexibly selected according to the actual space requirements.

[0066] By inserting the front end of the connecting bracket 3 into the rear side of the rear crossbeam 2 of the frame, the connecting bracket 3 and the rear crossbeam 2 of the frame can be inserted into each other in the front-rear direction, which can increase the connection area between the connecting bracket 3 and the rear crossbeam 2 of the frame in the front-rear direction and improve the connection reliability between the two in the front-rear direction.

[0067] Furthermore, the rear end of the connecting bracket 3 is connected to the vehicle body, and the rear crossbeam 2 of the frame can transmit force to the vehicle body through the connecting bracket 3. In actual use, after the front of the vehicle is hit by a collision, the collision force at the rear crossbeam 2 of the frame can be transmitted from the connecting bracket 3 to the rear of the vehicle body, thus realizing the transmission and dispersion of the collision force.

[0068] In some embodiments, the front end of the connecting bracket 3 forms a forward-opening insertion space 33, and at least a portion of the rear side of the rear crossbeam 2 of the frame extends into the insertion space 33.

[0069] By setting the insertion space 33 to open forward, the open side of the front end of the connecting bracket 3 is brought closer to the rear crossbeam 2 of the frame, facilitating the insertion and mating of the rear part of the rear crossbeam 2 with the connecting bracket 3 in the front-rear direction. Furthermore, the open side improves the ease of connection between the connecting bracket 3 and the rear crossbeam 2, increasing assembly efficiency. Moreover, by ensuring at least a portion of the rear crossbeam 2 extends into the insertion space 33, the connecting bracket 3 can limit the rear crossbeam 2 in the front-rear direction from the rear side of the insertion space 33, enhancing the reliability of the connection between the two.

[0070] Specifically, such as Figure 1 and Figure 2 As shown, the insertion space 33 is located at the front end of the connecting bracket 3. The insertion space 33 is matched with the outer contour of the rear crossbeam 2 of the frame. That is, when the rear crossbeam 2 of the frame is a square beam, the insertion space 33 can be constructed as a square cavity, which facilitates the insertion and engagement between the connecting bracket 3 and the rear crossbeam 2 of the frame. The size of the insertion space 33 needs to be larger than the outer contour size of the rear crossbeam 2 of the frame, so that the rear crossbeam 2 of the frame can be extended into the insertion space 33, thereby improving the reliability of the insertion and engagement between the two.

[0071] In actual design, the rear part of the structure of the rear crossbeam 2 of the frame can be set to extend into the insertion space 33, or the entire structure of the rear side of the rear crossbeam 2 of the frame can be set to extend into the insertion space 33. Both can realize the insertion and cooperation between the rear crossbeam 2 of the frame and the connecting bracket 3 in the front and rear directions. The setting method is not limited and can be flexibly selected.

[0072] In some embodiments, the front end of the connecting bracket 3 is provided with two oppositely distributed plug-in fixing plates 34. The two plug-in fixing plates 34 are oppositely distributed and together define the plug-in space 33. The two plug-in fixing plates 34 are respectively connected and fixed to the top wall and bottom wall of the rear crossbeam 2 of the frame.

[0073] In this way, after the rear crossbeam 2 of the frame extends into the insertion space 33 formed by the two insertion fixing plates 34, the top of the connecting bracket 3 can be connected to the top wall of the rear crossbeam 2 of the frame through the two insertion fixing plates 34 respectively, and the bottom of the connecting bracket 3 can be connected to the bottom wall of the rear crossbeam 2 of the frame. This allows the connecting bracket 3 to clamp the rear crossbeam 2 of the frame in the vertical direction, improving the reliability of the connection between the two.

[0074] Specifically, such as Figure 2 As shown, the front end of the connecting bracket 3 is provided with two insertion fixing plates 34. The two insertion fixing plates 34 are spaced apart and distributed relative to each other, which can define an insertion space 33 between the two insertion fixing plates 34. This space is used to enable the front end of the connecting bracket 3 to be inserted into the rear crossbeam 2 of the frame. The two insertion fixing plates 34 can be spaced apart and distributed relative to each other in the vertical direction. This allows the insertion space 33 to form open sides on the front and left and right sides respectively, so that the front and left and right sides of the insertion space 33 can avoid the rear crossbeam 2 of the frame. This allows the rear crossbeam 2 of the frame to extend into the insertion space 33 in the front-rear direction, so as to realize the insertion of the rear crossbeam 2 of the frame into the connecting bracket 3. The structure is simple and the processing cost is low.

[0075] In practical design, two plug-in fixing plates 34 can be set to be attached to the top wall and bottom wall of the rear crossbeam 2 of the frame, respectively. That is, the upper plug-in fixing plate 34 can be attached to the top wall of the rear crossbeam 2 of the frame, and the lower plug-in fixing plate 34 can be attached to the bottom wall of the rear crossbeam 2 of the frame. This can improve the connection area and flatness between the upper plug-in fixing plate 34 and the top wall of the rear crossbeam 2 of the frame, and the lower plug-in fixing plate 34 and the bottom wall of the rear crossbeam 2 of the frame. This improves the connection reliability between the top of the connecting bracket 3 and the top wall of the rear crossbeam 2 of the frame, and between the bottom of the connecting bracket 3 and the bottom wall of the rear crossbeam 2 of the frame, thereby effectively improving the connection reliability and stability between the connecting bracket 3 and the rear crossbeam 2 of the frame, and improving the force transmission stability between the two.

[0076] It should be noted that the two plug-in fixing plates 34 of the connecting bracket 3 can be connected to the rear crossbeam 2 of the frame by welding, or the two plug-in fixing plates 34 of the connecting bracket 3 can be connected to the rear crossbeam 2 of the frame by bolts or other fasteners. The connection methods are diverse and can be flexibly selected.

[0077] In some embodiments, the first connecting part 11 is adapted to be connected to the vehicle body via a first connecting member, the second connecting part 32 is adapted to be connected to the vehicle body via a second connecting member, and the connecting bracket 3 is adapted to be connected to the rear crossbeam 2 of the frame via a third connecting member.

[0078] In this way, the first connecting part 11 can be connected to the vehicle body through the first connecting member, so that the frame longitudinal beam 1 can be detachably connected to the vehicle body. The second connecting part 32 can be connected to the vehicle body through the second connecting member, so that the rear end of the connecting bracket 3 can be detachably connected to the vehicle body. Furthermore, the front end of the connecting bracket 3 is connected to the rear cross beam 2 of the frame through the third connecting member, thereby connecting the rear cross beam 2 of the frame to the vehicle body. Thus, the front subframe 100 can be connected to the vehicle body at multiple positions on the rear side, which can improve the reliability of the connection between the rear of the front subframe 100 and the vehicle body.

[0079] Specifically, the first, second, and third connecting members can be constructed as connecting bolts, and both the first connecting portion 11 and the second connecting portion 32 are configured as connecting holes for the connecting bolts to pass through. The vehicle body has a first mounting hole and a second mounting hole, with the first mounting hole corresponding to the first connecting portion 11 and the second mounting hole corresponding to the second connecting portion 32. Thus, by passing the connecting bolt through the first connecting portion 11 and the first mounting hole, the first connecting portion 11 can be connected to the vehicle body, and by passing the connecting bolt through the second connecting portion 32 and the second mounting hole, the second connecting portion 32 can be connected to the vehicle body. Alternatively, a third connecting portion 35 can be provided on each of the two insertion fixing plates 34 of the connecting bracket 3. Correspondingly, the rear crossbeam 2 of the vehicle frame has a third mounting hole. Thus, by passing the connecting bolt through the third connecting portion 35 and the third mounting hole of one insertion fixing plate 34 and the other insertion fixing plate 34, the connecting bracket 3 can be connected to the vehicle body, making the connection process simple and convenient.

[0080] The first, second, and third connecting parts are all constructed with M16 bolts. This means that the rear end of the frame longitudinal beam 1 is connected to the vehicle body with M16 bolts. The M16 bolts are reliable in strength and can meet the connection strength and reliability requirements between the frame longitudinal beam 1 and the vehicle body, thereby reducing abnormal noise at the connection point. Similarly, the rear end of the connecting bracket 3 is connected to the vehicle body with M16 bolts. The M16 bolts can meet the connection strength and reliability requirements between the connecting bracket 3 and the vehicle body, thereby reducing abnormal noise at the connection point. Furthermore, the front end of the connecting bracket 3 is connected to the rear crossbeam 2 of the frame with M16 bolts. The M16 bolts can meet the connection strength and reliability requirements between the connecting bracket 3 and the rear crossbeam 2 of the frame, thereby improving the connection strength between the rear end of the front subframe 100 and the vehicle body, thus avoiding the risk of abnormal noise during driving and meeting NVH and CAE performance requirements.

[0081] In some embodiments, the connecting bracket 3 is made of aluminum. The structural strength of aluminum is lower than that of steel, meaning that aluminum is more prone to deformation than steel. Thus, when the connecting bracket 3 is made of aluminum, its strength is relatively weak. It can collapse and deform to absorb energy after being subjected to a large external force. The connecting bracket 3 is connected between the rear crossbeam 2 of the frame and the vehicle body. After the front of the vehicle is hit by a collision, the connecting bracket 3 collapses and deforms, which can achieve the deformation setting of the front subframe 100 moving backward. This increases the deformation range of the front subframe 100, which is conducive to absorbing more collision energy and improving the collision performance of the front subframe 100.

[0082] The connecting bracket 3 is made of aluminum, which not only meets certain structural strength requirements, but also facilitates effective crumpling deformation on the rear side of the rear crossbeam 2 of the frame after a collision. By crumpling and absorbing energy at a set position, deformation and damage to other structures can be reduced, thus lowering later maintenance costs.

[0083] Meanwhile, the aluminum material is lighter, which can reduce the weight of the connecting bracket 3, and thus reduce the weight of the front subframe 100, meeting the lightweight requirements of the vehicle.

[0084] This utility model also proposes a vehicle.

[0085] The vehicle according to the present invention includes a front subframe 100 of any of the above embodiments. The front subframe 100 is connected to the front chassis area of ​​the vehicle and can support and install the front structure of the vehicle. The front subframe 100 includes two frame longitudinal beams 1, a frame rear crossbeam 2, and two connecting brackets 3. By setting connecting brackets 3 on the rear sides of both ends of the frame rear crossbeam 2, and setting the rear ends of the connecting brackets 3 and the rear ends of the frame longitudinal beams 1 to the vehicle body respectively, the connection reliability between the rear ends of the front subframe 100 and the vehicle body can be improved. Furthermore, a weakened deformation zone is provided in the middle of the connecting bracket 3. Domain 31 allows the middle part of the connecting bracket 3 to easily collapse and deform after a collision with the front of the vehicle, which allows the front subframe 100 to move rearward, increasing the deformation range of the front subframe 100. This helps absorb more collision energy, improves the collision performance of the front subframe 100, and the increased deformation range reduces the impact force on the passenger compartment, improving the vehicle's collision performance and occupant safety. Furthermore, the rear end of the connecting bracket 3 and the rear end of the frame longitudinal beam 1 are connected to the vehicle body with M16 bolts, which increases the connection strength between the rear end of the front subframe 100 and the vehicle body, thereby avoiding the risk of abnormal noises during driving.

[0086] 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.

[0087] 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 front subframe characterized by, include: Two frame longitudinal beams (1) are spaced apart, and the rear end of each frame longitudinal beam (1) is provided with a first connecting part (11) connected to the vehicle body; The rear crossbeam (2) of the frame is connected between the two longitudinal beams (1) of the frame; Two connecting brackets (3) are respectively connected to the rear sides of both ends of the rear crossbeam (2) of the vehicle frame. The connecting brackets (3) are constructed to extend backward and outward relative to the rear crossbeam (2) of the vehicle frame, and the middle part of the connecting brackets (3) has a weakened deformation area (31). The rear end of the connecting brackets (3) is provided with a second connecting part (32) connected to the vehicle body.

2. The front subframe according to claim 1, characterized by The weakened deformation region (31) includes at least one hollow groove (311), and a deformation space (312) is formed in the hollow groove (311).

3. The front subframe of claim 2, wherein The hollowed-out grooves (311) are provided in multiple ways, and the multiple hollowed-out grooves (311) are distributed sequentially in the length direction of the connecting bracket (3), and adjacent two hollowed-out grooves (311) are separated by a partition rib (313).

4. The front subframe of claim 2, wherein The cross-sectional structure of the hollow groove (311) is a triangular cross-section; And / or, the cutout groove (311) is configured to penetrate along the thickness direction of the connecting bracket (3).

5. The front subframe of claim 1, wherein The front end of the connecting bracket (3) is inserted and connected to the rear side of the rear crossbeam (2) of the vehicle frame.

6. The front subframe of claim 5, wherein The front end of the connecting bracket (3) forms a forward-open insertion space (33), and at least a portion of the rear side of the rear crossbeam (2) of the frame extends into the insertion space (33).

7. The front subframe of claim 6, wherein The front end of the connecting bracket (3) is provided with two oppositely distributed plug-in fixing plates (34). The two plug-in fixing plates (34) are oppositely distributed and jointly define the plug-in space (33). The two plug-in fixing plates (34) are respectively connected and fixed to the top wall and bottom wall of the rear crossbeam (2) of the frame.

8. The front subframe of claim 1, wherein The first connecting part (11) is adapted to be connected to the vehicle body through the first connecting member, the second connecting part (32) is adapted to be connected to the vehicle body through the second connecting member, and the connecting bracket (3) is adapted to be connected to the rear crossbeam (2) of the frame through the third connecting member; The first connector, the second connector, and the third connector are all constructed as M16.

9. The front subframe of claim 1, wherein The connecting bracket (3) is made of aluminum.

10. A vehicle characterized by comprising: Includes the front subframe as described in any one of claims 1-9.

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