Subframe and vehicle

Abstract

This utility model discloses a subframe and a vehicle. The subframe includes two longitudinal beams, two stabilizer bar brackets, and a crossbeam. The two longitudinal beams are spaced apart laterally along the vehicle. The two stabilizer bar brackets are connected one-to-one to the sides of the two longitudinal beams closest to each other. Each stabilizer bar bracket has a connector on its side facing each other, and both ends of the crossbeam are respectively engaged with the connectors of the two stabilizer bar brackets. In this embodiment of the subframe, the crossbeams are connected to the stabilizer bar brackets, meaning that part of the stabilizer bar brackets is integrated into the part where the crossbeams and longitudinal beams need to be connected. This improves the integration of the subframe, reduces weight, and increases the strength of the crossbeams.

Description

Technical Field

[0001] This utility model relates to the field of vehicle chassis technology, and in particular to a subframe and 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. Current new energy vehicle subframes require the installation of steering stabilizer bars or other structures, necessitating the use of brackets and connecting structures, resulting in low integration and high weight. 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 in which the crossbeam of the subframe is connected to the steering stabilizer bar bracket. That is, part of the steering stabilizer bar bracket is integrated into the part of the crossbeam and longitudinal beam of the frame that needs to be connected, thereby improving the integration of the subframe, reducing weight, and improving the strength of the crossbeam of the frame.

[0004] According to an embodiment of the present invention, the subframe includes: two frame longitudinal beams, two steering stabilizer bar brackets, and a frame center crossbeam; the two frame longitudinal beams are distributed at intervals along the transverse direction of the vehicle; the two steering stabilizer bar brackets are connected one-to-one to the sides of the two frame longitudinal beams closest to each other; each of the two steering stabilizer bar brackets has a connector on the side facing each other, and the two ends of the frame center crossbeam are respectively engaged with the connectors of the two steering stabilizer bar brackets.

[0005] According to the subframe of this utility model embodiment, the steering stabilizer bar bracket is used to connect the steering stabilizer bar. By connecting the steering stabilizer bar bracket to the crossbeam of the frame, that is, the part of the steering stabilizer bar bracket occupies the original connection part between the crossbeam and the longitudinal beam of the frame, and is connected to the crossbeam of the frame, the integration between the steering stabilizer bar bracket and the crossbeam and the longitudinal beam of the frame is improved, the structural complexity is reduced, and the weight is reduced.

[0006] According to the subframe of this utility model embodiment, the steering stabilizer bar bracket includes an upper bracket and a lower bracket connected vertically. After the upper bracket and the lower bracket are fastened together, they form an internal cavity. After the upper bracket and the lower bracket are fastened together, they form the insertion interface at the front of the steering stabilizer bar bracket. The crossbeam in the frame is inserted into the insertion interface and fixedly connected to the upper bracket and the lower bracket.

[0007] According to the subframe of this utility model embodiment, the upper bracket is connected to the crossbeam in the frame, with one end surface protruding upward to form a first reinforcing structure, and the lower bracket is connected to the crossbeam in the frame, with one end surface protruding downward to form a second reinforcing structure.

[0008] According to the subframe of this utility model embodiment, the internal cavity is provided with a support column extending vertically, and the projection of the support column along the transverse direction of the vehicle at least partially coincides with the projection of the crossbeam in the frame.

[0009] According to the subframe of this utility model embodiment, the steering stabilizer bar bracket is provided with a connecting flange on the side facing the longitudinal beam of the frame. The connecting flange includes an inner flange and an upper flange distributed in the front-rear direction. The inner flange is connected to the inner side of the longitudinal beam of the frame, and the upper flange is connected to the upper side of the longitudinal beam of the frame.

[0010] According to an embodiment of the present invention, at least a portion of the steering stabilizer bar bracket extends along the front side of the crossbeam in the frame and is connected to the longitudinal beam of the frame.

[0011] According to an embodiment of the present invention, the subframe further includes a rear crossbeam, which is located behind the middle crossbeam of the frame, and both ends of the rear crossbeam are respectively connected to the longitudinal beams of the frame on both sides. The rear end of the steering stabilizer bar bracket extends and is connected to the rear crossbeam of the frame, and a first weight reduction cavity is formed between the middle crossbeam of the frame, the rear crossbeam of the frame, and the two steering stabilizer bar brackets.

[0012] According to the subframe of this utility model embodiment, a portion of the rear part of the steering stabilizer bar bracket is connected to the front side of the rear crossbeam of the frame, and another portion overlaps the upper side of the rear crossbeam of the frame.

[0013] According to an embodiment of the present invention, the subframe further includes at least one intermediate support plate, which extends longitudinally along the vehicle and connects between the middle crossbeam and the rear crossbeam of the frame.

[0014] This utility model embodiment also discloses a vehicle, including the aforementioned subframe.

[0015] The advantages of the vehicle compared to existing technologies and the subframe compared to existing technologies are the same, and will not be elaborated here.

[0016] 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

[0017] 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:

[0018] Figure 1 This is a structural schematic diagram of the subframe from one perspective of an embodiment of this utility model;

[0019] Figure 2 This is a partial structural schematic diagram of the subframe according to an embodiment of the present utility model;

[0020] Figure 3 This is a schematic diagram of the steering stabilizer bar bracket from another direction according to an embodiment of the present invention;

[0021] Figure 4 This is a cross-sectional view of the connection between the steering stabilizer bar bracket and the rear crossbeam of the vehicle frame according to an embodiment of this utility model.

[0022] Figure label:

[0023] Subframe 100,

[0024] 1. Crossbeam of the frame, 11. Motor suspension mounting bracket, 12. First weight reduction cavity, 13. Second weight reduction cavity, 2. Rear crossbeam of the frame, 3. Longitudinal beam of the frame, 31. Rear inner mounting sleeve of the vehicle body, 4. Steering stabilizer bar bracket, 41. Upper bracket, 411. Stabilizer bar mounting point, 412. Rear flange, 413. First reinforcing structure, 414. Lower bracket, 42. Rear connecting part, 421. Inner flange, 43. Upper flange, 44. Insertion interface, 45. Steering gear mounting point, 46. Arc structure, 47. Internal cavity, 48. Intermediate support plate, 5. Weight reduction hole, 51. Small swing arm bushing mounting bracket, 6. Small swing arm bushing mounting point, 61. Large swing arm bushing mounting bracket, 7. Large swing arm bushing mounting point, 71. Rear outer mounting sleeve of the vehicle body, 8. Support column, 9. Front crossbeam, 10. Detailed Implementation

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] The following is for reference. Figures 1-4 According to the embodiment of the present utility model, the subframe 100 has a crossbeam 1 in the frame connected to the steering stabilizer bar bracket 4. That is, part of the steering stabilizer bar bracket 4 is integrated into the part of the frame where the crossbeam 1 and the frame longitudinal beam 3 need to be connected. This reduces the length of the original frame crossbeam 1 and the steering stabilizer bar bracket 4 does not need to occupy much additional space, thereby improving the integration of the subframe 100, reducing the weight, and improving the strength of the frame crossbeam 1. Furthermore, a first weight-reducing cavity 12 is formed between the middle crossbeam 1, the rear crossbeam 2, and the two steering stabilizer bar brackets 4, which can reduce the weight of the subframe 100, facilitate the installation of the subframe 100 on the vehicle, and improve the range of new energy vehicles. Moreover, an intermediate support plate 5 is connected between the middle crossbeam 1 and the rear crossbeam 2, and at least a portion of the intermediate support plate 5 is located within the first weight-reducing cavity 12, which can improve the structural strength of the subframe 100 at the first weight-reducing cavity 12 and prevent the structural strength of the subframe 100 from being reduced due to the installation of the first weight-reducing cavity 12.

[0030] like Figures 1-4 As shown, a subframe 100 according to an embodiment of the present invention includes: two frame longitudinal beams 3, two steering stabilizer bar brackets 4, and a frame middle crossbeam 1.

[0031] Two frame longitudinal beams 3 are distributed at intervals along the transverse direction of the vehicle; two steering stabilizer bar brackets 4 are connected one-to-one to the sides of the two frame longitudinal beams 3 closest to each other; each of the two steering stabilizer bar brackets 4 has a connector 45 on the side facing each other, and the two ends of the crossbeam 1 in the frame are respectively connected to the connectors 45 of the two steering stabilizer bar brackets 4.

[0032] Specifically, the subframe 100 is an important component of the vehicle body structure. It is used to absorb and dissipate the huge energy generated by the collision through its own deformation (such as bending, wrinkling, etc.) when the vehicle is subjected to a frontal collision, thereby reducing the impact force on the occupants. The steering stabilizer bar bracket 4 of the subframe 100 is connected between the longitudinal beam 3 of the frame and the middle cross beam 1 of the frame. The steering stabilizer bar bracket 4 is provided with stabilizer bar mounting points 411. The stabilizer bar mounting points 411 are used to install the stabilizer bar. That is, the two ends of the stabilizer bar are connected to the steering stabilizer bar bracket 4 on both sides of the subframe 100. The main function of the stabilizer bar is to prevent the vehicle body from rolling too much laterally when turning, thereby maintaining the vehicle body balance and improving the ride comfort.

[0033] The steering stabilizer bar bracket 4 connects to both the longitudinal beam 3 and the crossbeam 1 of the frame, thus saving the length of the crossbeam 1. This is equivalent to integrating a part of the structure of the steering stabilizer bar bracket 4 with the original crossbeam 1 of the frame. In this way, the steering stabilizer bar bracket 4 can be used to connect the stabilizer bar, and it can also achieve an indirect connection between the crossbeam 1 and the longitudinal beam 3 of the frame. For example, one end of the crossbeam 1 of the frame extends into the insertion interface 45 of the steering stabilizer bar bracket 4, and the crossbeam 1 and the steering stabilizer bar bracket 4 can be welded after it extends.

[0034] In other words, the steering stabilizer bar bracket 4 is first welded to the longitudinal beam 3 of the frame, and then the end of the crossbeam 1 of the frame is plugged into the insertion interface 45 of the steering stabilizer bar bracket 4, which improves the convenience of installation. After plugging, the steering stabilizer bar brackets 4 on both sides can support the crossbeam 1 of the frame, improving the stability of the crossbeam 1 of the frame. Moreover, when the crossbeam 1 of the frame needs to be replaced, the plugging connection method makes it easy to disassemble the crossbeam 1 of the frame from the steering stabilizer bar bracket 4, which facilitates the replacement of the crossbeam 1 of the frame. Furthermore, after the plugging is completed, that is, after the steering stabilizer bar brackets 4 on both sides can support the crossbeam 1 of the frame, the steering stabilizer bar bracket 4 and the crossbeam 1 of the frame can be welded together, thereby improving the reliability of the connection.

[0035] Therefore, this embodiment of the utility model connects the steering stabilizer bar bracket 4 and the crossbeam 1 of the frame, reducing the length of the crossbeam 1 of the frame. This is equivalent to integrating the original crossbeam 1 of the frame with the steering stabilizer bar bracket 4, improving the integration, saving space, and reducing the weight of the subframe 100.

[0036] In some embodiments, the steering stabilizer bar bracket 4 includes an upper bracket 41 and a lower bracket 42 that are fastened together vertically. After the upper bracket 41 and the lower bracket 42 are fastened together, they form an internal cavity 48. After the upper bracket 41 and the lower bracket 42 are fastened together, they are spliced ​​together at the front of the steering stabilizer bar bracket 4 to form an insertion interface 45. The crossbeam 1 in the vehicle frame is inserted into the insertion interface 45 and fixedly connected to the upper bracket 41 and the lower bracket 42.

[0037] In practice, the upper bracket 41 and the lower bracket 42 are fastened and welded together in the vertical direction, thereby forming an internal cavity 48 inside the steering stabilizer bar bracket 4. The internal cavity 48 can reduce the weight of the steering stabilizer bar bracket 4, and due to the setting of the steering stabilizer bar bracket 4, the length of the crossbeam 1 in the original frame is reduced, thereby reducing the weight of the entire subframe 100.

[0038] Furthermore, the steering stabilizer bar bracket 4 is connected by a snap-fit ​​method. During connection, the upper bracket 41 can be connected to the longitudinal beam 3 of the frame. After the upper bracket 41 is connected and stabilized, the lower bracket 42 can be snapped and welded to the upper bracket 41. At the same time, the lower bracket 42 is welded to the longitudinal beam 3 of the frame. The splicing method of the upper bracket 41 and the lower bracket 42 can be determined according to the outer diameter of the crossbeam 1 in the frame. The size of the insertion interface 45 formed after the upper bracket 41 and the lower bracket 42 are snapped together is determined by the outer diameter of the crossbeam 1 in the frame. The upper bracket 41 and the lower bracket 42 are then welded to the crossbeam 1 in the frame.

[0039] Additionally, it should be noted that the steering stabilizer bar bracket 4 is also used to install the steering gear. The upper bracket 41 is provided with at least one steering gear mounting point 46, which is used to install the steering gear. If the steering gear mounting point 46 can be connected by a connector, at least one steering gear mounting point 46 can be set. That is, the number of steering gear mounting points 46 can be one, two, three or more. Thus, the steering gear can be connected to the steering stabilizer bar bracket 4 at at least one steering gear mounting point 46 to achieve reliable installation of the steering gear.

[0040] Meanwhile, the upper bracket 41 is provided with at least one stabilizer bar mounting point 411, which is used to install the stabilizer bar. If it can be connected by a connector, the stabilizer bar mounting point 411 can be set to at least one, that is, the number of stabilizer bar mounting points 411 can be one, two, three or more. Thus, the stabilizer bar can be connected to the steering gear stabilizer bar bracket 4 at at least one stabilizer bar mounting point 411 to achieve reliable installation of the stabilizer bar.

[0041] Furthermore, by distributing the steering gear mounting point 46 and the stabilizer bar mounting point 411 longitudinally along the vehicle, a certain distance is maintained between them. This allows the steering gear and stabilizer bar to be connected to different positions on the steering gear stabilizer bar bracket 4, preventing interference between them and avoiding situations where installation of the steering gear or stabilizer bar is impossible or unreliable. Moreover, since the steering gear mounting point 46 is located in front of the stabilizer bar mounting point 411, the steering gear and stabilizer bar are separated in the longitudinal direction and connected to the steering gear stabilizer bar bracket 4, ensuring that the steering gear and stabilizer bar do not interfere with each other and improving their operational flexibility.

[0042] Furthermore, both the steering gear mounting point 46 and the stabilizer bar mounting point 411 can be constructed as connecting holes. The connecting holes can be constructed as through holes, that is, simultaneously penetrating the upper bracket 41 and the lower bracket 42. When installing the steering gear, the connecting parts can be simultaneously inserted through the steering gear, the upper bracket 41, and the lower bracket 42 to achieve a reliable connection between the steering gear and the steering gear stabilizer bar bracket 4. When installing the stabilizer bar, the connecting parts can be simultaneously inserted through the stabilizer bar, the upper bracket 41, and the lower bracket 42 to achieve a reliable connection between the stabilizer bar and the steering gear stabilizer bar bracket 4.

[0043] In some embodiments, the upper bracket 41 is connected to one end of the crossbeam 1 in the frame, which protrudes upward to form a first reinforcing structure 413, and the lower bracket 42 is connected to one end of the crossbeam 1 in the frame, which protrudes downward to form a second reinforcing structure 414.

[0044] Reference Figure 4 As shown, the first reinforcing structure 413 and the second reinforcing structure 414 are located near the connection between the steering stabilizer bar bracket 4 and the crossbeam 1 of the frame, thereby increasing the strength of the connection and avoiding the problem of deformation at the connection when the stress is concentrated, thus improving the reliability of the connection between the steering stabilizer bar bracket 4 and the crossbeam 1 of the frame.

[0045] In some embodiments, the internal cavity 48 is provided with a vertically extending support column 9, the projection of the support column 9 along the transverse direction of the vehicle at least partially coincides with the projection of the crossbeam 1 in the frame.

[0046] Combination Figure 4 As shown, the upper part of the support column 9 can be threaded to the upper bracket 41, and the lower part of the support column 9 can be threaded to the lower bracket 42. The support column 9 can support and strengthen the upper bracket 41 and the lower bracket 42 of the hollow steering stabilizer bar bracket 4, and also improve the overall integrity of the upper bracket 41 and the lower bracket 42. Furthermore, when the steering stabilizer bar bracket 4 of the subframe 100 is subjected to external forces, it can improve the structural strength of the steering stabilizer bar bracket 4 and reduce the risk of deformation of the steering stabilizer bar bracket 4.

[0047] Moreover, the projection of the support column 9 along the transverse direction of the vehicle at least partially coincides with the projection of the crossbeam 1 in the frame, which increases the strength of the area between the crossbeam 1 and the longitudinal beam 3 in the frame. The area between the crossbeam 1 and the longitudinal beam 3 in the frame is prone to stress concentration under the influence of external forces. By using the support column 9, the structural strength of the entire subframe 100 can be improved.

[0048] In some embodiments, the steering stabilizer bar bracket 4 has a connecting flange on the side facing the longitudinal beam. The connecting flange includes an inner flange 43 and an upper flange 44 distributed in the front-rear direction. The inner flange 43 is connected to the inner side of the frame longitudinal beam 3, and the upper flange 44 is connected to the upper side of the frame longitudinal beam 3.

[0049] In other words, the portion of the steering stabilizer bar bracket 4 facing the longitudinal beam 3 is connected to the inner side of the longitudinal beam 3 via the inner flange 43, and the other portion of the steering stabilizer bar bracket 4 facing the longitudinal beam 3 is connected to the upper side of the longitudinal beam 3 via the upper flange 44. This increases the connection area between the steering stabilizer bar bracket 4 and the longitudinal beam 3, and the connection positions are distributed on different sides of the longitudinal beam 3, thus achieving a reliable and stable connection between the longitudinal beam 3 and the steering stabilizer bar bracket 4.

[0050] In some embodiments, at least a portion of the steering stabilizer bar bracket 4 extends along the front side of the crossbeam 1 in the frame and is connected to the longitudinal beam 3 of the frame.

[0051] Reference Figure 1 As shown, the side of the steering stabilizer bar bracket 4 connected to the longitudinal beam 3 of the frame extends forward to the front side of the crossbeam 1 of the frame, while the side of the steering stabilizer bar bracket 4 connected to the longitudinal beam 3 of the frame extends backward. Thus, the steering stabilizer bar bracket 4 can effectively strengthen the area between the crossbeam 1 of the frame and the longitudinal beam 3 of the frame, especially improving the strength at the connection with the longitudinal beam 3 of the frame. Moreover, since the steering stabilizer bar bracket 4 extends forward along one end of the crossbeam 1 of the frame and backward along one end of the crossbeam 1 of the frame, it can improve the stress stability of the crossbeam 1 of the frame.

[0052] Among them, the steering stabilizer bar bracket 4 gradually increases in length along the longitudinal direction of the vehicle from one end of the crossbeam 1 connected to the frame to the end near the longitudinal beam 3 of the frame. In this way, when the front side of the longitudinal beam 3 of the frame is hit by a collision, the impact force can be dispersed, the stress on the crossbeam 1 of the frame can be reduced, and the structural stability can be improved.

[0053] In some embodiments, the subframe 100 further includes a rear crossbeam 2, which is located behind the middle crossbeam 1 and has its two ends connected to the longitudinal beams 3 on both sides. The rear end of the steering stabilizer bar bracket 4 extends and is connected to the rear crossbeam 2, and a first weight-reducing cavity 12 is formed between the middle crossbeam 1, the rear crossbeam 2, and the two steering stabilizer bar brackets 4.

[0054] Specifically, refer to Figure 1 As shown, the portions of the two steering stabilizer bar brackets 4 between the middle crossbeam 1 and the rear crossbeam 2 of the vehicle frame are recessed towards the outside of the vehicle to form an arc-shaped structure 47. The arc-shaped structure 47 can avoid force concentration, preventing the force from being concentrated at the connection between the steering stabilizer bar bracket 4 and the middle crossbeam 1 of the vehicle frame when the vehicle is hit, and also preventing the force from being concentrated at the connection between the steering stabilizer bar bracket 4 and the rear crossbeam 2 of the vehicle frame when the vehicle is hit, thus improving the impact resistance of the subframe 100.

[0055] When the front is hit, the force can be transmitted to the steering stabilizer bar bracket 4 along the longitudinal beam 3 of the frame. After the force is dispersed along the steering stabilizer bar bracket 4, part of the force is transmitted to the middle crossbeam 1 of the frame, and part of the force is transmitted to the rear crossbeam 2 of the frame along the longitudinal beam 3 of the frame and through the steering stabilizer bar bracket 4. Thus, the steering stabilizer bar bracket 4 can also absorb part of the force to dissipate the impact force and improve the structural strength and structural stability of the subframe 100.

[0056] Furthermore, the arc-shaped structure 47 is oriented towards the first weight-reducing cavity 12, which can play a certain role in avoiding obstacles and can also avoid other components located in the first weight-reducing cavity 12, so as to ensure the reliable operation of each component.

[0057] In addition, such as Figures 1-2 As shown, the arc-shaped structure 47 is designed to be concave from the inside to the outside along the transverse direction of the vehicle. By setting the arc-shaped structure 47, the cross-sectional area of ​​the first weight-reducing cavity 12 can be increased, thereby further reducing the weight of the subframe 100.

[0058] In some embodiments, a portion of the rear part of the steering stabilizer bar bracket 4 is connected to the front side of the rear crossbeam 2 of the vehicle frame, and another portion is connected to the upper side of the rear crossbeam 2 of the vehicle frame.

[0059] In practice, the rear of the steering stabilizer bar bracket 4 includes a connected rear flange 412 and a rear connecting part 421. The rear crossbeam 2 of the vehicle frame is a cuboid structure. The rear flange 412 is connected to the upper side of the rear crossbeam 2 of the vehicle frame, and the rear connecting part 421 is connected to the front side of the rear crossbeam 2 of the vehicle frame. This increases the connection points between the steering stabilizer bar bracket 4 and the rear crossbeam 2 of the vehicle frame. When the force is applied from the front side to the rear side of the steering stabilizer bar bracket 4, the force can be applied to the front side of the rear crossbeam 2 of the vehicle frame along the rear connecting part 421 of the steering stabilizer bar bracket 4, or it can be applied to the upper part of the rear crossbeam 2 of the vehicle frame along the rear flange 412 of the steering stabilizer bar bracket 4, thereby dispersing the force and improving the stability of the structure and the risk of collision.

[0060] In some embodiments, the subframe 100 further includes at least one intermediate support plate 5, which extends longitudinally along the vehicle and connects between the intermediate crossbeam 1 and the rear crossbeam 2 of the frame.

[0061] Specifically, the intermediate support plate 5 is connected between the middle crossbeam 1 and the rear crossbeam 2 of the frame. The intermediate support plate 5 is constructed to extend longitudinally along the vehicle, with its front end overlapping the upper part of the middle crossbeam 1. This allows the intermediate support plate 5 to extend forward to the upper part of the middle crossbeam 1, so that at least a portion of the front end of the intermediate support plate 5 can be fitted and connected to the middle crossbeam 1, thereby improving the connection strength between the front end of the intermediate support plate 5 and the middle crossbeam 1.

[0062] The rear end of the intermediate support plate 5 is connected to the front side of the rear crossbeam 2 of the frame. The intermediate support plate 5 can be extended rearward to the front side of the rear crossbeam 2 of the frame to connect the intermediate support plate 5 with the front side of the rear crossbeam 2 of the frame. In this way, the intermediate support plate 5 can be connected to both the middle crossbeam 1 and the rear crossbeam 2 of the frame, so that the intermediate support plate 5 can provide 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 point.

[0063] Furthermore, the intermediate support plate 5 has a weight reduction hole 51, which is used to reduce the weight of the intermediate support plate 5 to further reduce the weight of the subframe 100. By setting the weight reduction hole 51 in the middle of the intermediate support plate 5, the key stress-bearing parts of the intermediate support plate 5 can be avoided to a certain extent from being excessively weakened due to the opening of the weight reduction hole 51, and the stress can still be transmitted relatively evenly when the intermediate support plate 5 is bearing load, thus maintaining the structural strength and stability of the intermediate support plate 5.

[0064] It should be noted that, while ensuring the structural strength of the intermediate support plate 5, the area of ​​the weight-reducing hole 51 can be increased as much as possible to reduce the weight of the intermediate support plate 5 to a greater extent.

[0065] In addition, the number of intermediate support plates 5 can be set to one or more, further improving the connection strength between the middle crossbeam 1 and the rear crossbeam 2 of the frame; when there is more than one intermediate support plate 5, the two ends of the intermediate support plate 5 are not limited to connecting the middle crossbeam 1 and the rear crossbeam 2 of the frame, but can also be connected to the steering stabilizer bar bracket 4.

[0066] Furthermore, the rear crossbeam 2 of the frame is integrated with the battery pack protection beam. In the event of a bottoming-out incident, the rear crossbeam 2 of the frame provides safety protection for the battery pack. By extending downwards a certain distance, the ground clearance of the rear crossbeam 2 is lower than the gap between the battery pack and the ground, thus protecting the battery pack in the event of a bottoming-out incident and improving the overall vehicle safety. The extended rear crossbeam 2 fulfills the bottoming-out protection function, reducing the need for separately assembling the battery pack protection beam component, reducing component development, and lowering the overall vehicle development and management costs.

[0067] In addition, in this embodiment of the present invention, the crossbeam 1 in the frame is also provided with a motor mounting bracket 11. There are two motor mounting brackets 11, and the two motor mounting brackets 11 are respectively located on both sides of the middle support plate 5.

[0068] Specifically, the motor mounting bracket 11 is used to fix the motor mount. By setting two motor mounting brackets 11, the motor mount can be installed simultaneously through the two motor mounting brackets 11, which can improve the reliability of fixing the motor mount. Furthermore, by setting the two motor mounting brackets 11 on both sides of the middle support plate 5, the motor mount can be fixed at two positions simultaneously through the two motor mounting brackets 11, which can improve the stability of fixing it.

[0069] It should be noted that the motor mount can be connected to the motor mount mounting bracket 11 via a connector. In practice, at least a portion of the motor mount can extend between the two motor mount mounting brackets 11, and a connector can be inserted through both motor mount mounting brackets 11 and the motor mount simultaneously to achieve reliable fixation of the motor mount.

[0070] Furthermore, it should be noted that a small swing arm bushing mounting bracket 6 and a large swing arm bushing mounting bracket 7 are also connected to the outside of each frame longitudinal beam 3. The small swing arm bushing mounting bracket 6 is used to fix the small swing arm bushing, and the large swing arm bushing mounting bracket 7 is used to fix the large swing arm bushing. The small swing arm bushing mounting bracket 6 is provided with a small swing arm bushing mounting point 61, at which the small swing arm bushing and the small swing arm bushing mounting bracket 6 can be connected to fix the small swing arm bushing. The large swing arm bushing mounting bracket 7 is provided with a large swing arm bushing mounting point 71, at which the large swing arm bushing and the large swing arm bushing mounting bracket 7 can be connected to fix the large swing arm bushing.

[0071] The subframe 100 also includes a front crossbeam 10. The front ends of the two longitudinal beams 3 are connected to the rear side of the front crossbeam 10. The front crossbeam 10, the middle crossbeam 1, and the two longitudinal beams 3 form a second weight-reducing cavity 13. The front crossbeam 10, the middle crossbeam 1, the rear crossbeam 2, and the two longitudinal beams 3 together form the subframe 100, which can effectively improve the structural strength and operational reliability of the subframe 100. A rear inner mounting sleeve 31 is provided at the rear end of the longitudinal beam 3. The swing arm axle sleeve mounting bracket 7 is connected to a rear outer mounting sleeve 8. Both the rear inner mounting sleeve 31 and the rear outer mounting sleeve 8 are used to connect the subframe 100 to the vehicle body. The rear inner mounting sleeve 31 and the rear outer mounting sleeve 8 can be connected to the vehicle body through connectors to achieve reliable installation of the subframe 100. The rear inner mounting sleeve 31 and the rear outer mounting sleeve 8 are usually designed as welded threaded sleeve structures and connected to different positions on the vehicle body. By setting up mounting sleeves, the connection rigidity is improved, vibration and noise are isolated, bolts are prevented from falling off, and overall performance is enhanced.

[0072] Furthermore, both the front crossbeam 10 and the rear crossbeam 2 of the frame are constructed as square steel profiles. This allows for the direct procurement of square steel profiles based on the specifications of the front crossbeam 10 and the rear crossbeam 2. The final shape of the front crossbeam 10 and the 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 and management costs of parts, shortens the development cycle, and reduces bending structures on the front crossbeam 10 and the rear crossbeam 2. Consequently, it reduces the need for reinforcing structures in areas with lower structural strength, which helps to reduce the weight of the front crossbeam 10 and the rear crossbeam 2.

[0073] Meanwhile, the crossbeam 1 and the two longitudinal beams 3 of the frame are all constructed as profiled round tube beams. This allows for the direct procurement of raw materials for the profiled tube beams based on their specifications. The final shape of the crossbeam 1 and the two longitudinal beams 3 can be achieved through processes such as laser cutting of holes. This reduces the investment in stamping dies and welding, reduces the development and management costs of parts, shortens the development cycle, and reduces bending structures on the crossbeam 1 and the two longitudinal beams 3. Consequently, it reduces the need for reinforcement structures in areas with lower structural strength, which helps to reduce the weight of the crossbeam 1 and the two longitudinal beams 3. This, in turn, effectively reduces the weight of the subframe 100, facilitating its installation on the vehicle and improving the overall range of new energy vehicles.

[0074] This utility model embodiment also proposes a vehicle, including the aforementioned subframe 100. The crossbeam 1 of the subframe 100 is connected to the steering stabilizer bar bracket 4. That is, part of the steering stabilizer bar bracket 4 is integrated into the part where the crossbeam and the longitudinal beam 3 of the frame need to be connected. This reduces the length of the original crossbeam 1 in the frame, and the steering stabilizer bar bracket 4 does not need to occupy much additional space, thereby improving the integration of the subframe 100 and reducing its weight. Furthermore, by integrating the steering stabilizer bar bracket 4 and part of the crossbeam 1 in the frame, the strength of the crossbeam 1 in the frame is improved. This can also be understood as improving the integration and strength of the vehicle chassis, thereby improving driving stability and comfort.

[0075] 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.

[0076] 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 (100), characterized in that, include: Two frame longitudinal beams (3) are distributed at intervals along the transverse direction of the vehicle; Two steering stabilizer bar brackets (4) are connected one-to-one to the two frame longitudinal beams (3) on the side closest to each other; The crossbeam (1) of the frame and the two steering stabilizer bar brackets (4) each have a connector (45) on one side facing each other. The two ends of the crossbeam (1) of the frame are respectively connected to the connectors (45) of the two steering stabilizer bar brackets (4).

2. The subframe (100) according to claim 1, characterized in that The steering stabilizer bar bracket (4) includes an upper bracket (41) and a lower bracket (42) that are fastened together vertically. After the upper bracket (41) and the lower bracket (42) are fastened together, they form an internal cavity (48). After the upper bracket (41) and the lower bracket (42) are fastened together, they form the insertion interface (45) at the front of the steering stabilizer bar bracket (4). The crossbeam (1) in the frame is inserted into the insertion interface (45) and fixedly connected to the upper bracket (41) and the lower bracket (42).

3. The subframe (100) according to claim 2, characterized in that The upper bracket (41) is connected to the crossbeam (1) of the frame, with one end surface protruding upward to form a first reinforcing structure (413), and the lower bracket (42) is connected to the crossbeam (1) of the frame, with one end surface protruding downward to form a second reinforcing structure (414).

4. The subframe (100) according to claim 2, characterized in that The internal cavity (48) is provided with a vertically extending support column (9), the projection of the support column (9) along the transverse direction of the vehicle at least partially coincides with the projection of the crossbeam (1) in the frame.

5. The subframe (100) according to claim 1, characterized in that The steering stabilizer bar bracket (4) has a connecting flange on the side facing the frame longitudinal beam (3). The connecting flange includes an inner flange (43) and an upper flange (44) distributed in the front-rear direction. The inner flange (43) is connected to the inner side of the frame longitudinal beam (3), and the upper flange (44) is connected to the upper side of the frame longitudinal beam (3).

6. The subframe (100) according to claim 1, characterized in that At least a portion of the steering stabilizer bar bracket (4) extends along the front side of the crossbeam (1) of the frame and is connected to the longitudinal beam (3) of the frame.

7. The subframe (100) according to claim 1, characterized in that, It also includes a rear crossbeam (2) of the frame, which is located behind the middle crossbeam (1) of the frame, and the two ends of the rear crossbeam (2) of the frame are respectively connected to the longitudinal beams (3) of the frame on both sides. The rear end of the steering stabilizer bar bracket (4) extends and is connected to the rear crossbeam (2) of the frame, and a first weight reduction cavity (12) is formed between the middle crossbeam (1), the rear crossbeam (2) of the frame and the two steering stabilizer bar brackets (4).

8. The subframe (100) according to claim 7, characterized in that The rear part of the steering stabilizer bar bracket (4) is connected to the front side of the rear crossbeam (2) of the vehicle frame, and the other part overlaps the upper side of the rear crossbeam (2) of the vehicle frame.

9. The subframe (100) according to claim 8, characterized in that It also includes at least one intermediate support plate (5), which extends longitudinally along the vehicle and connects the middle crossbeam (1) of the frame and the rear crossbeam (2) of the frame.

10. A vehicle characterized by comprising: Includes the subframe (100) as described in any one of claims 1-9.

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