Subframe reinforcement structure and vehicle

Abstract

The utility model relates to a kind of auxiliary frame reinforcing structure, belong to the technical field of automobile assembly, auxiliary frame reinforcing structure includes: frame body, control arm support and bracket.The one end of control arm support is connected with the longitudinal beam;The one end of bracket is connected with the longitudinal beam;Wherein, the one end of control arm support away from longitudinal beam is connected with the one end of bracket away from longitudinal beam.It also relates to a kind of vehicle, including vehicle body, vehicle body has frame, auxiliary frame reinforcing structure is set in the frame.By connecting the one end of control arm support with longitudinal beam, the other end is connected with bracket, and bracket is also connected with longitudinal beam, so that control arm support, bracket and longitudinal beam form a stable triangle structure, the triangle structure forms strengthening in longitudinal beam middle part, improves the rigidity of longitudinal beam middle section.

Description

Technical Field

[0001] This application relates to the technical field of automobiles, and more particularly to a subframe reinforcement structure and a vehicle. Background Technology

[0002] As a modern means of transportation, automobiles have complex structures and diverse functions. Among them, the chassis, as a key load-bearing component, plays a vital role in the overall performance and safety of the vehicle. The chassis not only supports the various assemblies and components of the vehicle, but also needs to have sufficient rigidity and strength to withstand various alternating loads from the road surface, ensuring the stability and reliability of the vehicle during driving.

[0003] In current automotive design, assembly components are typically mounted between the two longitudinal beams of the subframe. The upper control arm mounting bracket is an important structure on the subframe, and it is usually a cantilever structure.

[0004] However, the current subframe and control arm bracket structure has some problems. The lack of a crossbeam welded to the middle section of the subframe longitudinal beams reduces the stiffness of this section. The welded connection points between the upper control arm mounting bracket and the longitudinal beams lack durability, failing to meet the requirements of automobiles under complex operating conditions and prone to weld cracking, thus affecting the vehicle's driving safety and reliability. Utility Model Content

[0005] This utility model aims to at least partially solve one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a subframe reinforcement structure and vehicle, with a new structural design for the control arm mounting bracket on the subframe, which improves the stiffness of the middle section of the longitudinal beam and the stability of the upper control arm mounting bracket without adding additional structures, in order to solve the problems of decreased stiffness of the middle section of the longitudinal beam and easy weld cracking of the upper control arm mounting bracket when subjected to Y-direction load in the prior art.

[0007] To achieve the above objectives, in a first aspect, this application provides a subframe reinforcement structure, comprising:

[0008] The frame body, which is equipped with longitudinal beams;

[0009] Control arm bracket, one end of which is connected to the longitudinal beam;

[0010] The bracket has one end connected to the longitudinal beam.

[0011] The end of the control arm bracket furthest from the longitudinal beam is connected to the end of the bracket furthest from the longitudinal beam.

[0012] In the technical solution, in the existing technology, in four-wheel drive vehicles, the rear subframe is typically used to mount the powertrain. The rear subframe typically includes a front crossbeam, a rear crossbeam, and two longitudinal beams. Both the front and rear crossbeams are positioned in the X-direction of the horizontal direction, and both longitudinal beams are positioned in the Y-direction of the horizontal direction. The two longitudinal beams are positioned between the front and rear crossbeams, and the powertrain is typically positioned in the space between the front and rear crossbeams and between the two longitudinal beams. The two ends of the longitudinal beams are connected to the front and rear crossbeams respectively, thus providing support for both in the Y-direction. The middle of the longitudinal beam... Because one side of the space is occupied by the powertrain, the middle section of the longitudinal beam lacks crossbeam alignment and support in the Y direction, resulting in a decrease in the stiffness of the middle section of the longitudinal beam. In addition, the rear upper control arm mounting bracket is also set on the longitudinal beam of the rear subframe. When the rear upper control arm mounting bracket bears a Y-direction load, the entire Y-direction load is transferred to the longitudinal beam through the welded connection point between the rear upper control arm mounting bracket and the longitudinal beam. The welded connection point between the rear upper control arm mounting bracket and the longitudinal beam is difficult to withstand large load transfer for a long time, which can easily lead to cracking and affect the driving safety and reliability of the vehicle. The present application, through the aforementioned solution, connects one end of the control arm bracket to the longitudinal beam and the other end to the bracket, which is also connected to the longitudinal beam. This creates a stable triangular structure where the control arm bracket, bracket, and longitudinal beam form a stable triangular structure. This triangular structure strengthens the middle section of the longitudinal beam, increasing its rigidity. Furthermore, a portion of the Y-axis load borne by the control arm bracket can be transferred to the longitudinal beam through the bracket, thereby reducing load transfer at the welded connection between the control arm bracket and the longitudinal beam. This reduces the risk of weld cracking between the control arm bracket and the longitudinal beam, improving the safety and reliability of vehicle operation.

[0013] In some embodiments of this application, the upper part of the control arm bracket is arranged horizontally, and the end of it away from the longitudinal beam is connected to the bracket; the lower part of the control arm bracket is arranged vertically.

[0014] One side of the bottom end of the control arm bracket is attached to the horizontal surface of the longitudinal beam near the control arm bracket.

[0015] In the existing technology, the rear upper control arm mounting bracket typically extends horizontally away from the longitudinal beam in one part and is arranged vertically in the Z direction in the other part, forming a cantilever structure. The distance from one end of the rear upper control arm mounting bracket to the other is relatively long. The rear upper control arm mounting bracket not only bears Y-direction loads but also Z-direction loads. After the Z-direction load acts on the rear upper control arm mounting bracket, it acts as a lever arm, causing the weld between the rear upper support arm mounting bracket and the longitudinal beam to bear the torsional force of the Z-direction load. At the same time, the weld between the rear upper support arm mounting bracket and the longitudinal beam also bears Y-direction loads. Ultimately, under the action of these two loads, the weld between the rear upper support arm mounting bracket and the longitudinal beam is more prone to weld cracking. The above-mentioned solution in this application, with the upper part of the control arm bracket being horizontal and the lower part being vertical, enables the control arm bracket to form a cantilever structure, which can better adapt to the vehicle structure and provide a suitable installation position and angle for the control arm. On the other hand, with one side of the bottom end of the control arm bracket attached to the side of the longitudinal beam, the Y-direction load borne by the control arm bracket can be directly applied to the longitudinal beam along the Y direction, reducing the load transmitted at the welded connection between the control arm bracket and the longitudinal beam, thereby further reducing the risk of weld cracking.

[0016] In some embodiments of this application, the bottom end of the control arm bracket is welded to the longitudinal beam in the cross-sectional direction of the longitudinal beam, and the weld length is [missing information]. The perimeter of the cross-section at the welded connection between the longitudinal beam and the control arm bracket is... ;

[0017] .

[0018] In the technical solution, the structural design specifies the welding length of the bottom end of the control arm bracket in the longitudinal beam section direction and the relationship between the perimeter of the section of the longitudinal beam and the weld between the control arm bracket and the longitudinal beam. This ensures that the welding length is sufficient, making the welding connection between the control arm bracket and the longitudinal beam more reliable, preventing weld cracking, and ensuring the stability and safety of the subframe during vehicle operation.

[0019] In some embodiments of this application, a welding hole is provided at the bottom end of the control arm bracket, and the welding hole is attached to the longitudinal beam in a horizontal direction so that the control arm bracket can be plug-welded to the longitudinal beam through the welding hole; the welding hole is provided along the length direction of the longitudinal beam.

[0020] In this technical solution, the structural design incorporates welding holes at the bottom of the control arm bracket for plug welding connection with the longitudinal beam. These holes are positioned along the length of the longitudinal beam, resulting in two Y-direction welds and one X-direction weld between the control arm bracket and the longitudinal beam. This design not only fully utilizes the surface space of the longitudinal beam to create more welds, thereby enhancing the welded connection strength between the control arm bracket and the longitudinal beam, but also ensures that the plug weld is located at the bottom of the control arm bracket, where it rests against the side of the longitudinal beam. This vertically positions the plug weld, allowing the longitudinal beam to provide vertical support to the control arm bracket through the plug weld connection. This further enhances the stability of the control arm bracket in the Z-direction and better resists the torque transmitted from the Z-direction load to the welded connection.

[0021] In some embodiments of this application, a control arm mounting plate is provided on the control arm bracket; two control arm mounting plates are spaced apart along the length of the longitudinal beam.

[0022] The lower part of the control arm mounting plate is connected to the lower part of the control arm bracket, and the upper part of the control arm mounting plate is connected to the upper part of the control arm bracket.

[0023] In the technical solution, this structural design not only provides a connection point for the movable connection of the control arm by the control arm mounting plate, but also allows the upper part of the horizontally extending control arm bracket and the lower part of the vertically extending control arm bracket to be connected through the control arm mounting plate. This strengthens the control arm bracket of the cantilever structure by the control arm mounting plate, improves the bending resistance of the control arm bracket itself, enhances the stability and reliability of vehicle driving, and the control arm mounting plate can also connect the control arm bracket more stably, improving the connection stability of the control arm.

[0024] In some embodiments of this application, a weight-reducing groove is provided on the control arm support, and the weight-reducing groove is located on the upper part of the control arm support.

[0025] In the technical solution, the structural design reduces the weight of the control arm support while maintaining the structural integrity of the lower part of the control arm support, ensuring that the control arm support is firmly connected to the longitudinal beams without affecting its overall strength and rigidity, and that the control arm support remains stable under Y-axis and Z-axis loads.

[0026] In some embodiments of this application, the control arm support includes:

[0027] The support body has its upper part arranged horizontally and its lower part arranged vertically.

[0028] Upper reinforcing plate, which connects to the upper part of the bracket body;

[0029] The lower reinforcing plate is connected to the lower part of the bracket body;

[0030] The upper part of the lower reinforcing plate is set horizontally and connected to the upper part of the support body near the longitudinal beam.

[0031] In the technical solution, the structural design makes the control arm bracket assembled from three steel plates, forming a double-layer stamped steel plate structure. This gives the control arm bracket itself high rigidity, and the bracket body extends from one end of the control arm bracket to the other end, allowing the load and stress on the control arm bracket to be smoothly transferred and distributed, further improving the structural stability and reliability. On the other hand, the lower reinforcing plate extends and connects to the upper part of the bracket body, so that the lower reinforcing plate can simultaneously form vertical support for the upper part of the bracket body, improving the bending resistance of the control arm bracket.

[0032] In some embodiments of this application, the bracket body, the upper reinforcing plate and the lower reinforcing plate are all provided with reinforcing ribs, and the end of the upper reinforcing plate near the longitudinal beam is stacked on the upper side of the lower reinforcing plate.

[0033] In the technical solution, the structural design enhances the structural strength of the control arm bracket at various locations by setting reinforcing ribs. On the other hand, the upper reinforcing plate is stacked on the upper side of the lower reinforcing plate at the end near the longitudinal beam, further optimizing the internal structure of the control arm bracket. This allows the lower reinforcing plate to support the upper reinforcing plate in the Z direction, enhancing the bracket's resistance to deformation under complex working conditions, ensuring the stability and reliability of the control arm mounting location, and also improving the structural strength and fatigue life of the entire subframe.

[0034] In some embodiments of this application, it further includes:

[0035] The steel sleeve passes through the end of the control arm bracket away from the longitudinal beam, and the bracket body and the upper reinforcing plate are both welded to the steel sleeve.

[0036] In the technical solution, the structural design allows the upper reinforcing plate and the bracket body to be welded together to the steel sleeve connecting the frame, which on the one hand improves the connection strength between the reinforcing plate and the bracket body, and on the other hand ensures the connection strength between the subframe and the frame.

[0037] Secondly, this application provides a vehicle, including:

[0038] The vehicle body, which includes a frame;

[0039] The subframe reinforcement structure described above is mounted on the vehicle frame.

[0040] In the technical solution, this structural design enables the vehicle to effectively improve the rigidity, strength and durability of the vehicle subframe after adopting the above-mentioned subframe reinforcement structure, reduce vibration and abnormal noise during driving, improve the vehicle's handling stability and ride comfort, reduce maintenance costs and extend the vehicle's service life.

[0041] As can be seen from the above technical solutions, additional aspects and advantages of this application 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 this application. Attached Figure Description

[0042] Figure 1 This is a schematic diagram of the overall structure of the subframe reinforcement structure according to the embodiments of this application. Figure 1 ;

[0043] Figure 2 This is a top view of the subframe reinforcement structure according to an embodiment of this application;

[0044] Figure 3 This is a schematic diagram of the overall structure of the subframe reinforcement structure according to the embodiments of this application. Figure 2 ;

[0045] Figure 4 This is a partial enlargement of the subframe reinforcement structure according to an embodiment of this application. Figure 1 ;

[0046] Figure 5 This is a schematic diagram of the overall structure of the subframe reinforcement structure according to the embodiments of this application. Figure 3 ;

[0047] Figure 6 This is a partial enlargement of the subframe reinforcement structure according to an embodiment of this application. Figure 2 ;

[0048] Figure 7 This is a schematic diagram of the overall structure of the control arm bracket of the subframe reinforcement structure according to the embodiments of this application. Figure 1 :

[0049] Figure 8 This is a schematic diagram of the overall structure of the control arm bracket of the subframe reinforcement structure according to the embodiments of this application. Figure 2 :

[0050] In the above figures: 100, chassis body; 101, front crossbeam; 102, rear crossbeam; 103, longitudinal beam; 104, lower crossbeam; 105, mounting bracket; 200, control arm bracket; 201, welding hole; 202, control arm mounting plate; 203, weight reduction groove; 204, bracket body; 205, upper reinforcing plate; 206, lower reinforcing plate; 207, reinforcing rib; 300, bracket; 400, steel sleeve. Detailed Implementation

[0051] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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 application.

[0052] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0053] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0054] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0055] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0056] It's important to note that in the automotive industry, the chassis, subframe, and control arms are all critical structural components, each with its own function, working together to ensure the vehicle's driving performance and overall safety. The chassis, like the car's skeleton, is the basic supporting structure of the entire vehicle. It possesses sufficient strength and rigidity to support numerous assemblies and components such as the body, engine, and suspension system, providing them with a mounting base. The subframe is often used to support critical and heavier components such as the powertrain, commonly found in four-wheel-drive vehicles. It cleverly connects the chassis and the powertrain, distributing the weight and stress of the powertrain to the chassis, acting as a buffer, reducing the direct impact of the powertrain on the chassis during operation, protecting the chassis from excessive stress damage, while simultaneously enhancing the vehicle's overall rigidity and improving handling stability. The control arm is one of the core components of the suspension system. One end is connected to the wheel, and the other end is mounted on the frame or subframe. It enables the wheel to move according to the designed trajectory, precisely maintaining a reliable connection between the wheel and the vehicle body during vertical jumps, turns, and other processes, ensuring good contact between the wheel and the road surface, and directly affecting the vehicle's stability, handling, and safety.

[0057] In the prior art, the rear subframe typically includes a front crossbeam 101, a rear crossbeam 102, and two longitudinal beams 103. Both the front and rear crossbeams 101 and 102 are positioned in the horizontal X-direction, while the two longitudinal beams 103 are positioned in the horizontal Y-direction. The two longitudinal beams 103 are positioned between the front and rear crossbeams 101 and 102. The rear subframe is typically used to mount the powertrain, so the powertrain is usually housed in the space between the front and rear crossbeams 101 and 102, and between the two longitudinal beams 103. The two ends of the longitudinal beams 103 are connected to the front and rear crossbeams 101 and 102 respectively, thus providing support for both in the Y-direction. Because one side of the longitudinal beam 103 is occupied by the powertrain, the middle section of the longitudinal beam 103 lacks alignment support with the crossbeams in the Y-direction, resulting in a decrease in the stiffness of the middle section of the longitudinal beam 103. In addition, the rear upper control arm mounting bracket is also installed on the longitudinal beam 103 of the rear subframe. When the rear upper control arm mounting bracket bears a Y-direction load, the entire Y-direction load is transferred to the longitudinal beam 103 through the welded connection point between the rear upper control arm mounting bracket and the longitudinal beam 103. The welded connection point between the rear upper control arm mounting bracket and the longitudinal beam 103 is difficult to withstand a large load transfer for a long time, which can easily lead to weld cracking, affecting the driving safety and reliability of the vehicle.

[0058] In the prior art, the rear upper control arm mounting bracket typically extends horizontally away from the longitudinal beam 103 in one part and is arranged vertically in the Z direction in the other part, making the rear upper control arm mounting bracket a cantilever structure. The distance from one end of the rear upper control arm mounting bracket to the other end is relatively long. The rear upper control arm mounting bracket not only bears Y-direction loads but also Z-direction loads. After the Z-direction load acts on the rear upper control arm mounting bracket, the rear upper control arm mounting bracket acts as a lever arm, and the weld between the rear upper support arm mounting bracket and the longitudinal beam 103 also bears the torsional force of the Z-direction load. At the same time, the weld between the rear upper support arm mounting bracket and the longitudinal beam 103 also bears Y-direction loads. Ultimately, under the action of the two loads, the weld between the rear upper support arm mounting bracket and the longitudinal beam 103 is more prone to weld cracking.

[0059] Based on this, this application proposes a subframe reinforcement structure, which aims to improve the stiffness of the middle section of the longitudinal beam 103 and the stability of the upper control arm mounting bracket without adding additional structures, so as to solve the problems of decreased stiffness of the middle section of the longitudinal beam 103 and easy weld cracking of the upper control arm mounting bracket when subjected to Y-direction load in the prior art.

[0060] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0061] See Figures 1 to 3 as well as Figure 5 In one illustrative embodiment of the subframe reinforcement structure of this application, the subframe reinforcement structure includes a frame body 100. The frame body 100 is the main structure of the subframe and typically includes a front crossbeam 101, a rear crossbeam 102, and two longitudinal beams 103. Both the front crossbeam 101 and the rear crossbeam 102 are positioned in the X-direction of the horizontal direction, and both longitudinal beams 103 are positioned in the Y-direction of the horizontal direction. Both longitudinal beams 103 are positioned between the front crossbeam 101 and the rear crossbeam 102, such that both ends of the longitudinal beam 103 are respectively connected to the front crossbeam 101 and the rear crossbeam 102. The powertrain is typically located in the space between the front crossbeam 101 and the rear crossbeam 102 and between the two longitudinal beams 103. In order to install and support the powertrain, the frame body 100 typically also includes a lower crossbeam 104. The lower crossbeam 104 is lower than the front and rear crossbeams and longitudinal beams 103 in the Z direction. The two ends of the lower crossbeam 104 are typically connected to the middle of the two longitudinal beams 103 respectively by a mounting bracket 105. The powertrain rests on the lower crossbeam 104.

[0062] See Figures 1 to 5In some embodiments, the subframe reinforcement structure also includes a control arm bracket 200. Control arm brackets 200 are typically provided on both sides of the frame body 100. One end of the control arm bracket 200 is typically welded to the longitudinal beam 103 on the frame body 100 via a bracket 300, and the other end of the control arm bracket 200 typically extends in the Y direction away from the longitudinal beam 103, so that the control arm bracket 200 is positioned closer to the wheel than the frame body 100. The control arm bracket 200 is used to connect the control arm, thereby connecting the control arm to the subframe.

[0063] See Figures 1 to 6 In some embodiments, the subframe reinforcement structure also includes a bracket 300. Brackets 300 are typically provided on both sides of the frame body 100. One end of the bracket 300 is typically connected to the longitudinal beam 103 by welding, and the other end of the bracket 300 typically extends in the Y direction away from the longitudinal beam 103, so that the bracket 300 is positioned closer to the suspension bracket than the frame body 100. The bracket 300 is typically configured as a tray structure for connecting shock absorber springs. The end of the shock absorber spring away from the tray is connected to the suspension bracket. The wheel is typically mounted on the suspension bracket, causing the suspension bracket to swing up and down with the wheel's movement. The shock absorber spring cushions the wheel's movement through the suspension bracket.

[0064] See Figures 1 to 6In some embodiments, the end of the control arm bracket 200 away from the longitudinal beam 103 is connected to the end of the bracket 300 away from the longitudinal beam 103. In the prior art, since the control arm bracket 200 usually needs to connect the control arm and the bracket 300 usually needs to connect the shock absorber spring, both need to extend in the Y direction away from the subframe. The control arm bracket 200 and the bracket 300 are usually perpendicular to the longitudinal beam 103, so that the control arm bracket 200 and the bracket 300 are in a roughly parallel state, with a time interval between them. This structural design connects one end of the control arm bracket 200 to the longitudinal beam 103 and the other end to the bracket 300. The bracket 300 is also connected to the longitudinal beam 103. This allows the control arm bracket 200 and the bracket 300, which are usually parallel to each other and have a fixed distance between them, to be connected. The control arm bracket 200, the bracket 300, and the longitudinal beam 103 form a stable triangular structure, which is roughly horizontal. Since there is no crossbeam to support the middle section of the longitudinal beam 103 in the Y direction, this triangular structure specifically increases the bending resistance of the middle section of the longitudinal beam 103 in the Y direction, strengthens the middle part of the longitudinal beam 103, and improves the stiffness of the middle section of the longitudinal beam 103. In addition, the Y-direction load transmitted from the control arm to the control arm bracket 200 is partly transmitted from the control arm bracket 200 to the longitudinal beam 103 along the Y direction, and partly transmitted from the bracket 300 to the longitudinal beam 103 along the Y direction. This allows the connection between the control arm bracket 200 and the longitudinal beam 103 and the connection between the bracket 300 and the longitudinal beam 103 to share the Y-direction load, thereby reducing the load on the welded connection between the control arm bracket 200 and the longitudinal beam 103, reducing the risk of weld cracking between the control arm bracket 200 and the longitudinal beam 103, and improving the safety and reliability of vehicle operation.

[0065] See Figure 1 , Figures 3 to 6In some embodiments, the control arm bracket 200 is typically divided into upper and lower parts. The lower part of the control arm bracket 200 is vertically positioned, such that the upper part of the control arm bracket 200 is higher than the longitudinal beam 103 in the Z direction. The upper part of the control arm bracket 200 is horizontally positioned, such that the upper part of the control arm bracket 200 extends away from the longitudinal beam 103, and the control arm bracket 200 has a cantilever structure. The end of the upper part of the control arm bracket 200 away from the longitudinal beam 103 is connected to the bracket 300, thereby connecting the control arm bracket 200 to the bracket 300. One side of the bottom end of the control arm bracket 200 is attached to the horizontal surface of the longitudinal beam 103 near the control arm bracket 200, that is, one side of the bottom end of the control arm bracket 200 is attached to the side of the longitudinal beam 103 along the Y direction towards the longitudinal beam 103. This structural design allows the longitudinal beam 103 to provide vertical support for the control arm bracket 200 while also providing Y-axis support. When the control arm bracket 200 is subjected to Z-axis load, a torsional force is generated on the longitudinal beam 103. The center of this torsional force is approximately at the center of the cross-section of the longitudinal beam 103, and the direction of the torsional force is downward and extends towards the longitudinal beam 103. The control arm bracket 200 is typically connected to the longitudinal beam 103 on both sides in the X-axis direction by welding. Part of this torsional force is transmitted to the upper surface of the longitudinal beam 103 through the two welded connection points in the X-axis direction, and another part is transmitted to the side of the longitudinal beam 103 through one side of the bottom end of the control arm bracket 200. This reduces the load transmitted at the two welded points, i.e., reduces the stress on the two welded points, thereby further reducing the risk of weld cracking.

[0066] See Figure 4 and Figure 6 In some embodiments, the bottom end of the control arm bracket 200 is welded to the longitudinal beam 103 in the cross-sectional direction, such that the control arm bracket 200 is typically welded to the longitudinal beam 103 on both sides in the X direction, with the weld extending in the Y direction and the weld length on each side being [missing information]. The perimeter of the cross-section at the welded connection between the longitudinal beam 103 and the control arm bracket 200 is... ;

[0067] .

[0068] The structural design specifies the welding length of the bottom end of the control arm bracket 200 in the direction of the longitudinal beam 103 section and the relationship between the perimeter of the section where the longitudinal beam 103 and the control arm bracket 200 are welded. This ensures that more than half of the circumference of the longitudinal beam 103 section is welded to the control arm bracket 200, guaranteeing sufficient welding length between the control arm bracket 200 and the longitudinal beam 103. This makes the welding connection between the control arm bracket 200 and the longitudinal beam 103 more reliable, prevents weld cracking, and ensures the stability and safety of the subframe during vehicle operation. On the other hand, because the welding length exceeds half of the cross-sectional perimeter, the bottom end of the control arm bracket 200 can also extend from the upper surface of the longitudinal beam 103 to the side, allowing the longitudinal beam 103 to provide longitudinal support for the control arm bracket 200. This extends the control arm bracket 200 away from the longitudinal beam 103, preventing the control arm bracket 200 from encroaching on the installation space of the inner powertrain for the sake of more welding length.

[0069] See Figure 4 and Figure 8 In some embodiments, the bottom end of the control arm bracket 200 is provided with a welding hole 201, which is attached to the longitudinal beam 103 in a horizontal direction. The control arm bracket 200 is plug-welded to the longitudinal beam 103 through the welding hole 201, that is, the welding material fills the welding hole 201 and connects the control arm bracket 200 and the longitudinal beam 103. The welding hole 201 is located both along the side of the longitudinal beam 103 where the control arm bracket 200 is attached and along the length of the longitudinal beam 103. This structural design not only allows for a more secure weld connection between the bottom end of the control arm bracket 200 and the longitudinal beam 103 through plug welding, but also, because the plug welding is located on the vertical contact surface between the control arm bracket 200 and the longitudinal beam 103, there are not only two Y-direction welds but also one X-direction weld between the control arm bracket 200 and the longitudinal beam 103. This fully utilizes the space on the upper surface and side of the longitudinal beam 103 to provide more welds, thereby improving the weld connection strength between the control arm bracket 200 and the longitudinal beam 103. In addition, while the plug weld extends along the X direction, it is also in the Z direction, so that the longitudinal beam 103 forms vertical support for the control arm support 200 through the plug weld connection, which further improves the stability of the control arm support 200 in the Z direction and better resists the torque transmitted to the welded joint by the Z direction load through the control arm support 200, reducing the risk of weld cracking.

[0070] See Figure 4 , Figures 6 to 8In some embodiments, a control arm mounting plate 202 is provided on the control arm bracket 200. Two control arm mounting plates 202 are spaced apart along the length of the longitudinal beam 103, allowing the control arm to be positioned between the two control arm mounting plates 202. The lower part of the control arm mounting plate 202 is connected to the lower part of the control arm bracket 200, such that the vertical edge of the control arm mounting plate 202 near the longitudinal beam 103 is connected to the control arm bracket 200. The upper part of the control arm mounting plate 202 is connected to the upper part of the control arm bracket 200, such that the top horizontal edge of the control arm mounting plate 202 is connected to the control arm bracket 200. This structural design not only provides a connection point for the movable connection of the control arm with the control arm mounting plate 202, but also connects the control arm mounting plate 202 to both the upper horizontally extending part and the lower vertically extending part of the control arm bracket 200. This allows the control arm mounting plate 202 to act as a reinforcing rib, strengthening the control arm bracket 200 of the cantilever structure, improving the bending resistance of the control arm bracket 200 itself, and enhancing the stability and reliability of vehicle driving. Furthermore, the control arm mounting plate 202 can also connect to the control arm bracket 200 more stably, improving the connection stability of the control arm.

[0071] See Figure 6 In some embodiments, a weight-reducing groove 203 is provided on the control arm bracket 200. The weight-reducing groove 203 is typically a hollow structure on the control arm bracket 200, removing part of the structure and thus reducing the weight of the control arm bracket 200. The weight-reducing groove 203 is located on the upper part of the control arm bracket 200, so that the weight-reducing groove 203 is in the horizontally oriented part of the control arm bracket 200. This structural design allows the weight-reducing groove 203 to reduce the weight of the control arm bracket 200 while maintaining the integrity of the vertical lower structure of the control arm bracket 200. Since the control arm bracket 200 bears a relatively large amount of Z-axis load transmitted by the control arm, the control arm bracket 200 remains stable under a larger Z-axis load and ensures that the control arm bracket 200 is firmly connected to the longitudinal beam 103. The creation of the weight-reducing groove 203 does not affect its overall strength and rigidity.

[0072] See Figure 4 , Figures 6 to 8 In some embodiments, the control arm support 200 includes a support body 204, which serves as the main structure of the control arm support 200 and is divided into upper and lower parts. The lower part of the support body 204 is arranged vertically, such that the upper part of the support body 204 is higher than the longitudinal beam 103 in the Z direction. The upper part of the support body 204 is arranged horizontally, such that the support body 204 extends away from the longitudinal beam 103.

[0073] See Figure 4 , Figures 7 to 8In some embodiments, the control arm support 200 further includes an upper reinforcing plate 205. The upper reinforcing plate 205 is connected to the upper part of the support body 204, so that the upper reinforcing plate 205 and the upper part of the support body 204 form a double-layer steel plate structure, and the upper part of the control arm support 200 has high strength.

[0074] See Figure 4 , Figures 7 to 8 In some embodiments, the control arm bracket 200 further includes a lower reinforcing plate 206. The lower reinforcing plate 206 is connected to the lower part of the bracket body 204, so that the lower reinforcing plate 206 and the lower part of the bracket body 204 form a double-layer steel plate structure, and the lower part of the control arm bracket 200 has high strength.

[0075] Furthermore, the support body 204, upper reinforcing plate 205, and lower reinforcing plate 206 are typically stamped parts, resulting in smooth chamfered vertical bends at the edges of the support body 204, upper reinforcing plate 205, and lower reinforcing plate 206. The bent portion of the upper edge of the support body 204 fits into the bent portion of the upper reinforcing plate 205 and is connected by welding; the bent portion of the lower edge of the support body 204 fits into the bent portion of the lower reinforcing plate 206 and is connected by welding, making the upper and lower parts of the control arm support 200 hollow double-layer steel plate structures, which are not only high in strength but also lightweight. The upper reinforcing plate 205 is typically located on the lower side of the upper part of the support body 204, and the lower reinforcing plate 206 is typically located on the lower side of the support body 204 away from the longitudinal beam 103. This structural design allows the control arm support 200 to be assembled from three steel plates, forming a double-layer stamped steel plate structure. This gives the control arm support 200 high rigidity. Furthermore, the support body 204 extends from one end of the control arm support 200 to the other end, allowing the load and stress on the control arm support 200 to be smoothly transmitted and distributed, further improving the structural stability and reliability.

[0076] Furthermore, the upper part of the lower reinforcing plate 206 is arranged horizontally, extending to the upper part of the support body 204 and connecting to one end of the upper part of the support body 204 near the longitudinal beam 103. This structural design allows the lower reinforcing plate 206 to simultaneously provide vertical support to the upper part of the support body 204, preventing the upper part of the control arm support 200 from deforming downwards, improving the bending resistance of the control arm support 200, and stably bearing Z-axis loads.

[0077] See Figure 4 , Figures 6 to 8In some embodiments, reinforcing ribs 207 are provided on the support body 204, the upper reinforcing plate 205, and the lower reinforcing plate 206. The reinforcing ribs 207 are protruding joints stamped onto the support body 204, the upper reinforcing plate 205, and the lower reinforcing plate 206, which can directly reinforce the corresponding parts. Furthermore, when the control arm support 200 is provided with a weight-reducing groove 203, the weight-reducing groove 203 is usually located on the upper part of the support body 204, so that the lower side of the upper part of the control arm support 200 is still reinforced by the reinforcing ribs 207 of the upper reinforcing plate 205, maintaining the stability of the horizontal portion of the control arm support 200.

[0078] The upper reinforcing plate 205, with one end near the longitudinal beam 103, is stacked on the upper side of the lower reinforcing plate 206 and welded together. This structural design optimizes the internal structure of the control arm bracket 200, enabling the lower reinforcing plate 206 to support the upper reinforcing plate 205 in the Z direction, enhancing the bracket's resistance to deformation under complex working conditions, ensuring the stability and reliability of the control arm mounting location, and also improving the structural strength and fatigue life of the entire subframe.

[0079] See Figure 4 In some embodiments, the subframe reinforcement structure further includes a steel sleeve 400 for mounting and connecting to the frame. The steel sleeve 400 penetrates the end of the control arm bracket 200 away from the longitudinal beam 103, thus penetrating both the upper end of the bracket body 204 and the upper reinforcing plate 205. Both the bracket body 204 and the upper reinforcing plate 205 are welded to the steel sleeve 400, thereby increasing the strength of the connection between the upper part of the bracket body 204 and the upper reinforcing plate 205. The steel sleeve 400 also connects the two parts of the control arm bracket 200 to the frame, enhancing the connection strength between the subframe and the frame.

[0080] Furthermore, this application also provides a vehicle, which includes a body. The body is the core structure of the vehicle, including a chassis and body panels. The chassis provides basic support and driving functions for the vehicle, while the body panels constitute the vehicle's appearance and protect internal components. The chassis typically includes a frame, and the vehicle further includes the subframe reinforcement structure described above. The subframe reinforcement structure is mounted on the frame, thereby forming the main structure of the chassis together with the frame. By integrating the optimized subframe structure into the vehicle, the stiffness, strength, and durability of the vehicle's subframe can be effectively improved, vibration and abnormal noise during vehicle operation can be reduced, the vehicle's handling stability and ride comfort can be improved, maintenance costs can be reduced, and the vehicle's service life can be extended.

[0081] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A subframe reinforcement structure, characterized in that, include: The frame body (100) is provided with longitudinal beams; A control arm bracket (200), one end of which is connected to the longitudinal beam; A bracket (300), one end of which is connected to the longitudinal beam; The end of the control arm bracket (200) away from the longitudinal beam is connected to the end of the bracket (300) away from the longitudinal beam.

2. The subframe reinforcement structure according to claim 1, characterized in that, The upper part of the control arm bracket (200) is arranged horizontally, and its end away from the longitudinal beam is connected to the bracket (300); the lower part of the control arm bracket (200) is arranged vertically. One side of the bottom end of the control arm bracket (200) is attached to the horizontal surface of the longitudinal beam near the control arm bracket (200).

3. The subframe reinforcement structure according to claim 2, characterized in that, The bottom end of the control arm bracket (200) is welded to the longitudinal beam in the cross-sectional direction of the longitudinal beam, and the weld length is [missing information]. The perimeter of the cross-section at the welded connection between the longitudinal beam and the control arm bracket (200) is... ; 。 4. The subframe reinforcement structure according to claim 2, characterized in that, The bottom end of the control arm bracket (200) is provided with a welding hole (201). The welding hole (201) is attached to the longitudinal beam in the horizontal direction so that the control arm bracket (200) can be plug-welded to the longitudinal beam through the welding hole (201). The welding hole (201) is set along the length direction of the longitudinal beam.

5. The subframe reinforcement structure according to claim 2, characterized in that, The control arm bracket (200) is provided with a control arm mounting plate (202); two control arm mounting plates (202) are provided at intervals along the length of the longitudinal beam; The lower part of the control arm mounting plate (202) is connected to the lower part of the control arm bracket (200), and the upper part of the control arm mounting plate (202) is connected to the upper part of the control arm bracket (200).

6. The subframe reinforcement structure according to claim 2, characterized in that, The control arm support (200) is provided with a weight reduction groove (203), which is located on the upper part of the control arm support (200).

7. The subframe reinforcement structure according to claim 1, characterized in that, The control arm support (200) includes: The support body (204) has its upper part arranged horizontally and its lower part arranged vertically. Upper reinforcing plate (205), the upper reinforcing plate (205) is connected to the upper part of the bracket body (204); Lower reinforcing plate (206), the lower reinforcing plate (206) is connected to the lower part of the bracket body (204); The upper part of the lower reinforcing plate (206) is arranged in a horizontal direction and is connected to the upper part of the bracket body (204) near the longitudinal beam.

8. The subframe reinforcement structure according to claim 7, characterized in that, The support body (204), the upper reinforcing plate (205) and the lower reinforcing plate (206) are all provided with reinforcing ribs (207), and the upper reinforcing plate (205) is stacked on the upper side of the lower reinforcing plate (206) at one end near the longitudinal beam.

9. The subframe reinforcement structure according to claim 7, characterized in that, Further includes: A steel sleeve (400) passes through one end of the control arm bracket (200) away from the longitudinal beam. The bracket body (204) and the upper reinforcing plate (205) are both welded to the steel sleeve (400).

10. A vehicle, characterized in that, include: The vehicle body has a frame; The subframe reinforcement structure as described in any one of claims 1 to 9 is disposed on the frame.

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