Aluminum alloy front subframe
By combining low-pressure casting and extrusion molding of the aluminum alloy front subframe, the problems of high production cost and high maintenance cost of aluminum alloy front subframe are solved, achieving improvements in lightweighting and corrosion resistance, and providing environmental benefits.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHENZHI (CHONGQING) LIGHTWEIGHT TECHNOLOGY CO LTD
- Filing Date
- 2025-07-23
- Publication Date
- 2026-07-24
AI Technical Summary
Existing aluminum alloy front subframes are expensive to produce, heavy, and require high maintenance costs, making it difficult to achieve both lightweight design and corrosion resistance.
The front crossbeam, rear crossbeam, and longitudinal beam structure are made of aluminum alloy, and the design is simple to form by combining low-pressure casting and extrusion molding processes. This reduces the need for molds, increases welding strength and corrosion resistance, and simplifies the structure by using one-piece molding and bolt connection.
It achieves significant weight reduction, lowers production and maintenance costs, while improving corrosion resistance and structural strength, resulting in significant environmental benefits.
Smart Images
Figure CN224546084U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive parts technology, specifically to an aluminum alloy front subframe. Background Technology
[0002] The front subframe is a key structural component of modern automotive chassis. It plays a crucial role in connecting the suspension system (such as control arms, steering gear, stabilizer bars), powertrain (engine, motor, etc.) to the body-in-white, and in transmitting loads and isolating vibrations and noise.
[0003] High-strength steel remains the mainstream material for front subframes due to its low cost and high strength, but it results in a heavier finished product with more parts and a more complex manufacturing process. Magnesium alloy subframes are lighter than aluminum alloy products of the same volume, but their corrosion resistance still faces challenges. Aluminum alloy subframes are increasingly widely used in mid-to-high-end models that prioritize lightweight design. They can accommodate complex mounting points, brackets, or the entire subframe body, offering greater design freedom, integrating multiple functions, and achieving significant weight reduction (approximately 30-50% lighter than steel), while also exhibiting good corrosion resistance. Currently, commonly used aluminum alloy front subframes are typically produced through casting or welding, and to achieve lightweighting, the frame is often cast as a hollow structure. Casting requires numerous casting molds, leading to high casting costs; welded frames cannot guarantee frame strength. Furthermore, both types of frames usually require complete replacement when damaged, resulting in high repair costs. Summary of the Invention
[0004] The purpose of this invention is to address the shortcomings of existing technologies by providing an aluminum alloy front subframe. This front subframe has a simple structure, high versatility, significant weight reduction, and lower costs.
[0005] The purpose of this utility model is achieved by the following solution: an aluminum alloy front subframe, including a front crossbeam, a rear crossbeam, and longitudinal beams made of aluminum alloy. The left and right ends of the front and rear crossbeams are respectively connected and fixed by longitudinal beams. The space between the front and rear crossbeams and the longitudinal beams is clearance space for the powertrain. Front body connection points are provided at the left and right ends of the front crossbeam. Slantedly extending front control arm mounting brackets are provided on the oblique sides of the left and right ends of the front crossbeam. A rearwardly extending front cantilever mounting bracket is provided at the center of the rear side of the front crossbeam. Rear body connection points are provided on the left and right sides of the rear crossbeam. A rear cantilever mounting bracket is provided on the upper end face of the body connection point. The upper and lower ends of the longitudinal beam extend obliquely upward and are connected and fixed to the front crossbeam and the rear crossbeam respectively. A rear control arm mounting bracket extending to the left is provided on the middle section of the left side face of the left longitudinal beam, and a rear control arm mounting bracket extending to the right is provided on the middle section of the right side face of the right longitudinal beam. Two steering gear mounting points are provided on the front section of the upper end face of the longitudinal beam, and a stabilizer bar mounting point is provided on the lower end of the lower end face of the longitudinal beam. The front crossbeam is integrally cast, and the longitudinal beam and the rear crossbeam are extruded hollow structures. The front end of the longitudinal beam is welded to the welding joint of the front crossbeam.
[0006] Multiple reinforcing ribs are provided at the bottom of the front crossbeam.
[0007] The inner cavities of the longitudinal beams and the rear transverse beams are equipped with I-shaped reinforcing ribs.
[0008] The rear body connection points at both ends of the rear crossbeam are cellular rib structures.
[0009] The rear suspension mounting bracket is fixed to the rear crossbeam by bolts.
[0010] The front suspension mounting bracket is integrally cast with the front crossbeam.
[0011] The rear control arm mounting bracket is welded to the longitudinal beam, and the welded connection of the rear control arm mounting bracket has a "C" shaped structure.
[0012] The front crossbeam is formed by low-pressure casting.
[0013] The wall thickness of the extruded part of the longitudinal beam and the rear crossbeam is 3.5mm, and the thickness of the reinforcing ribs in the cavity of the longitudinal beam and the rear crossbeam is 4mm.
[0014] The steering gear mounting point and the stabilizer bar mounting point are formed by welding aluminum threaded sleeves.
[0015] The advantages of this invention are as follows: Compared to a steel front subframe, it reduces weight, fuel and electricity consumption, is more corrosion-resistant, and reduces the number of welded parts. The front crossbeam is formed by low-pressure casting, eliminating the need for a sand core structure, avoiding sand core gas generation, reducing harmful gases produced by the sand core resin during casting, eliminating waste sand disposal, and avoiding solid pollution, resulting in better environmental benefits. Simultaneously, the rear half of the subframe uses a profile structure, ensuring that the cross-sectional shape of the main beams forming the frame-type subframe remains consistent, saving on mold design costs and quantity. The hollow profiles also further reduce weight. Attached Figure Description
[0016] Figure 1 This is a top view of the present invention;
[0017] Figure 2 This is a bottom view of the present invention;
[0018] Figure 3 This is a side view of the present invention;
[0019] Figure 4 This is a front view of the present invention;
[0020] Figure 5 This is a sectional view along direction A;
[0021] Figure 6 This is a sectional view along direction B;
[0022] Figure 7 This is a sectional view along line C. Detailed Implementation
[0023] like Figures 1 to 7As shown, an aluminum alloy front subframe includes a front crossbeam 1, a rear crossbeam 6, and a longitudinal beam 4, all made of aluminum alloy. The left and right ends of the front crossbeam 1 and the rear crossbeam 6 are respectively connected and fixed by the longitudinal beam 4. The space between the front and rear crossbeams and the longitudinal beam 6 is a clearance space for the powertrain. Front body connection points 2 are provided at the left and right ends of the front crossbeam 1. Slantedly extending front control arm mounting brackets 8 are provided on the oblique sides of the left and right ends of the front crossbeam 1. A rearwardly extending front suspension mounting bracket 11 is provided at the center of the rear side of the front crossbeam 1. The front suspension mounting bracket 11 is integrally cast with the front crossbeam 1, making the front crossbeam 1 an "M" shaped frame. The "M" shaped frame can break first from the dent during a collision, and there is a buffer space before the force is transmitted to the rear section, which can improve the safety factor to a certain extent. Rear body connection points 5 are provided on both sides of the rear crossbeam 6. A rear suspension mounting bracket 10 is installed on the upper surface of each rear body connection point 5. The rear body connection points 5 at both ends of the rear crossbeam 6 have a cellular rib structure, which improves the strength and rigidity of the mounting position and also transmits force and absorbs energy, improving the overall energy absorption effect of the components. The rear suspension mounting bracket 10 is connected and fixed to the rear crossbeam 6 by bolts. The subframe can freely switch between two-wheel drive without a motor and four-wheel drive with a motor by whether or not the rear suspension bracket is installed. The left and right suspensions adopt a symmetrical structure, which saves on error prevention, and the chamfered shape prevents the bushing from being scratched during press-fitting. The upper and lower ends of the longitudinal beam 4 extend obliquely upwards and are connected and fixed to the front crossbeam 1 and the rear crossbeam 6 respectively. A rear control arm mounting bracket 9 extending to the left is provided on the middle section of the left side of the left longitudinal beam 4, and a rear control arm mounting bracket 9 extending to the right is provided on the middle section of the right side of the right longitudinal beam 4. The rear control arm mounting bracket 9 is welded to the longitudinal beam 4, and the welded connection of the rear control arm mounting bracket 9 has a "C" shaped structure. The contoured profile effectively increases the welding area, further ensuring welding strength. This structure can be directly extruded without machining, improving material utilization and reducing processing time. Two steering gear mounting points 3 are located on the upper end face of the longitudinal beam 4, and a stabilizer bar mounting point 7 is located on the lower end face. The steering gear mounting points 3 and stabilizer bar mounting points 7 are welded together using aluminum threaded sleeves, and the circumferential weld at the mounting points ensures greater strength. Simultaneously, the reinforcing ribs on the left and right longitudinal beams provide auxiliary positioning, facilitating accurate welding dimensions. The front crossbeam 1 is integrally cast using low-pressure casting, and multiple reinforcing ribs are located at its bottom to ensure its strength. The solid structure of the front crossbeam 1 reduces casting defects, improves internal quality, and eliminates the need for sand core design and manufacturing. This effectively reduces harmful gases generated during sand core manufacturing and lowers the cost of sand core quality control, thus improving production efficiency to some extent. The longitudinal beam 4 and the rear crossbeam 6 are extruded hollow structures. The front end of the longitudinal beam 4 is welded to the welding joint 12 of the front crossbeam 1. The inner cavities of the longitudinal beam 4 and the rear crossbeam 6 are equipped with I-shaped reinforcing ribs. The cross sections of the longitudinal beam and the rear crossbeam are exactly the same, requiring only one set of molds to be developed, thus ensuring the economic efficiency of the product.The extrusion molding section of the longitudinal beam 4 and the wall thickness of the rear crossbeam 6 are 3.5 mm, and the thickness of the reinforcing ribs in the cavities of the longitudinal beam 4 and the rear crossbeam 6 is 4 mm. This achieves lightweighting while meeting strength requirements.
[0024] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications made to the present utility model by those skilled in the art without departing from the spirit of the present utility model shall fall within the protection scope of the present utility model.
Claims
1. An aluminum alloy front subframe, comprising a front crossbeam (1), a rear crossbeam (6), and a longitudinal beam (4) made of aluminum alloy, wherein the left and right ends of the front crossbeam (1) and the rear crossbeam (6) are respectively connected and fixed by the longitudinal beam (4), and the space between the front and rear crossbeams and the longitudinal beam (6) is a clearance space for the powertrain, characterized in that: The front crossbeam (1) has front body connection points (2) at both ends. The obliquely extending front control arm mounting brackets (8) are provided on the oblique sides of the left and right ends of the front crossbeam (1). A rearward extending front cantilever mounting bracket (11) is provided at the center of the rear side of the front crossbeam (1). The rear crossbeam (6) has rear body connection points (5) on both sides. A rear cantilever mounting bracket (10) is provided on the upper surface of the rear body connection points (5). The longitudinal beam (4) extends obliquely upwards at both ends and is connected and fixed to the front crossbeam (1) and the rear crossbeam (6) respectively. The left... A rear control arm mounting bracket (9) extending to the left is provided in the middle section of the left side face of the longitudinal beam (4), and a rear control arm mounting bracket (9) extending to the right is provided in the middle section of the right side face of the longitudinal beam (4). Two steering gear mounting points (3) are provided in the front section of the upper end face of the longitudinal beam (4), and a stabilizer bar mounting point (7) is provided in the lower end face of the longitudinal beam (4). The front crossbeam (1) is integrally cast, and the longitudinal beam (4) and the rear crossbeam (6) are extruded hollow structures. The front end of the longitudinal beam (4) is welded to the welding joint (12) of the front crossbeam (1).
2. The aluminum alloy front subframe according to claim 1, characterized in that: Multiple reinforcing ribs are provided at the bottom end of the front crossbeam (1).
3. The aluminum alloy front subframe according to claim 1, characterized in that: The inner cavities of the longitudinal beam (4) and the rear transverse beam (6) are provided with I-shaped reinforcing ribs.
4. The aluminum alloy front subframe according to claim 1, characterized in that: The rear body connection points (5) at both ends of the rear crossbeam (6) are cellular rib structures.
5. The aluminum alloy front subframe according to claim 1, characterized in that: The rear suspension mounting bracket (10) is connected and fixed to the rear crossbeam (6) by bolts.
6. The aluminum alloy front subframe according to claim 1, characterized in that: The front suspension mounting bracket (11) and the front crossbeam (1) are integrally cast.
7. The aluminum alloy front subframe according to claim 1, characterized in that: The rear control arm mounting bracket (9) and the longitudinal beam (4) are welded together, and the welded connection of the rear control arm mounting bracket (9) is a "C" shaped structure.
8. The aluminum alloy front subframe according to claim 1, characterized in that: The front crossbeam (1) is formed by low-pressure casting.
9. The aluminum alloy front subframe according to claim 1, characterized in that: The wall thickness of the extruded part of the longitudinal beam (4) and the rear crossbeam (6) is 3.5 mm, and the thickness of the reinforcing ribs in the cavity of the longitudinal beam (4) and the rear crossbeam (6) is 4 mm.
10. The aluminum alloy front subframe according to claim 1, characterized in that: The steering gear mounting point (3) and the stabilizer bar mounting point (7) are formed by welding aluminum threaded sleeves.