Subframe assembly and vehicle

Abstract

This application discloses a subframe assembly and a vehicle. The subframe assembly includes longitudinal beams and a rear crossbeam. Two longitudinal beams extend in the longitudinal direction and are spaced apart in the left-right direction. The rear crossbeam extends in the left-right direction and is connected to the two longitudinal beams. At least a portion of the rear crossbeam is bent forward to form a curved section for powertrain connection. According to the subframe assembly of this application, a portion of the rear crossbeam bends forward, allowing both ends of the rear crossbeam to be connected to the vehicle body, and the forward-bent portion to be connected to the powertrain. This satisfies the connection requirements of the rear crossbeam while reducing its width, thereby meeting the need for lightweighting.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a subframe assembly and a vehicle. Background Technology

[0002] With the development of technology and the improvement of people's living standards, vehicles have become an indispensable means of transportation. The subframe is a key load-bearing component in the automotive chassis system. Its core function is to connect the body and chassis components to achieve structural support, vibration isolation and performance optimization. However, in order to meet the connection requirements, the front subframe in related technologies has a wider rear crossbeam, which makes it difficult to meet the requirements of lightweighting. Utility Model Content

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, one object of this application is to provide a subframe assembly and a vehicle including this subframe assembly, said subframe assembly being able to reduce the width of the rear crossbeam, thereby meeting the requirements for lightweighting.

[0004] In a first aspect, embodiments of this application provide a subframe assembly, which includes longitudinal beams and a rear crossbeam. The longitudinal beams extend in the longitudinal direction and there are two of them. The two longitudinal beams are spaced apart in the left-right direction. The rear crossbeam extends in the left-right direction and is connected to the two longitudinal beams. In the left-right direction, at least a portion of the rear crossbeam is bent forward to form a curved section. The curved section is used for powertrain connection. The rear crossbeam also includes mounting sections connected to both ends of the curved section. The mounting sections are used for connection to the vehicle body.

[0005] In the above-mentioned technical method, by bending part of the rear crossbeam forward, both ends of the rear crossbeam can be connected to the vehicle body, and the forward-bent part of the rear crossbeam can be connected to the powertrain. This satisfies the connection requirements of the rear crossbeam while reducing the width of the rear crossbeam, thereby meeting the requirements for lightweighting.

[0006] In some embodiments, the ends of the two longitudinal beams are respectively connected to the two ends of the curved section.

[0007] In the above-mentioned technical method, by connecting the ends of the two longitudinal beams to the two ends of the bending section, the load transmission path can be shortened, energy loss can be reduced, stress concentration can be reduced, deformation damage can be avoided, and there is no need to widen the crossbeam, thus balancing strength and lightweight.

[0008] In some embodiments, the subframe assembly further includes a reinforcing plate disposed between at least one of the longitudinal beams and the rear crossbeam.

[0009] In the above-mentioned technical approach, the reinforcing plate can improve the connection strength between the longitudinal beam and the rear crossbeam, and at the same time facilitate the transmission of force between the longitudinal beam and the rear crossbeam. This not only ensures the reliability of the connection between the longitudinal beam and the rear crossbeam, but also helps to improve the structural compactness of the subframe assembly.

[0010] In some embodiments, the reinforcing plate has a first groove with an opening facing the longitudinal beam, and two opposite sidewalls of the first groove respectively overlap two opposite sides of the longitudinal beam; the reinforcing plate has a second groove with an opening facing the rear crossbeam, and two opposite sidewalls of the second groove respectively overlap two opposite sides of the rear crossbeam.

[0011] In the above-mentioned technical method, the first groove and the second groove can play a pre-positioning role for the longitudinal beam and the rear cross beam, and can also increase the contact area between the reinforcing plate and the longitudinal beam and the rear cross beam. This not only improves the connection stiffness, but also, through the limiting effect of the first groove and the second groove, enables the three to form a whole that works together to bear the load when subjected to force, thus avoiding local stress concentration caused by relative displacement.

[0012] In some embodiments, the reinforcing plate includes a first plate and a second plate stacked together in a vertical direction, with the first groove and the second groove formed between the periphery of the first plate and the periphery of the second plate.

[0013] In the above-mentioned technical method, the reinforcing plate constructed by the stacked first and second plates can effectively improve the structural strength. At the same time, it can also effectively construct the first and second grooves, thereby improving the positioning accuracy of the reinforcing plate with the longitudinal beam and the rear cross beam, providing convenience for subsequent welding and other connection processes, and improving the overall assembly efficiency.

[0014] In some embodiments, the reinforcing plate is triangular in shape within a projection plane perpendicular to the vertical direction.

[0015] Among the above-mentioned technical methods, the triangular structure has strong stability and can evenly distribute the load transmitted by the longitudinal beam and the rear cross beam along the three sides, reduce local stress concentration, and improve the overall resistance to deformation, thereby helping to improve the stability of the subframe assembly.

[0016] In some embodiments, the first side of the triangular reinforcing plate is connected to the longitudinal beam, the second side of the triangular reinforcing plate is connected to the rear crossbeam, and the length of the third side of the triangular reinforcing plate is greater than the length of the first side and the length of the second side, respectively, and the third side is an arc-shaped side.

[0017] In the above-mentioned technical approach, by making the third side a curved edge, the load can be distributed more evenly, and it can collapse in an orderly manner during deformation, thereby reducing damage to adjacent components.

[0018] In some embodiments, at least a portion of the curved segment bends upward to create a receiving space below the curved segment.

[0019] In the above-mentioned technical approach, by making the curved section bend upwards, the space under the subframe assembly can be utilized better, which is beneficial to improving the compactness of the vehicle component layout.

[0020] In some embodiments, the subframe assembly further includes a first suspension assembly, the first suspension assembly including a first mounting bracket and a first suspension bracket, at least a portion of the first mounting bracket being mounted in the receiving space, and the first suspension bracket being connected between the first mounting bracket and the powertrain.

[0021] In the above-mentioned technical approach, by making the rear crossbeam have a forward-curving section that also curves upward to avoid the exhaust pipe, it is not only beneficial for the assembly with the powertrain, but also makes better use of the space below the rear transverse side, which is beneficial for the assembly of the first suspension component and can improve the compactness of the subframe assembly structure.

[0022] In some embodiments, a limiting groove is provided on the lower surface of the upwardly curved region of the curved section, the limiting groove extending in the front-rear direction, and at least a portion of the exhaust pipe is located within the limiting groove.

[0023] In the above-mentioned technical method, by setting the limiting groove, it is not only beneficial to position the exhaust pipe and avoid the position displacement of the exhaust pipe due to vibration or road bumps, but also to reduce the collision and friction between the exhaust pipe and the subframe assembly and surrounding components, and to reduce the generation of noise and abnormal sounds.

[0024] In some embodiments, the subframe assembly further includes a second suspension assembly, the second suspension assembly including a second mounting bracket and a second suspension bracket, the second mounting bracket being connected to the lower side of the curved section and spaced apart from the limiting groove in the left-right direction, and the second suspension bracket being connected between the second mounting bracket and the powertrain.

[0025] In the above-mentioned technical method, by arranging the first mounting bracket and the limiting groove at intervals in the left and right directions, the bushing extending in the Z direction can be arranged better, while also reducing interference with the exhaust pipe in the limiting groove, which is beneficial to the assembly of the range-extended powertrain.

[0026] In some embodiments, a crumple groove extending in a left-right direction is provided on the surface of the rear crossbeam, and at least one crumple groove is provided.

[0027] In the aforementioned technical approach, when a vehicle collides, the crumple zone can serve as a pre-set fracture point to guide the orderly deformation of the rear crossbeam. It absorbs collision energy through its own crumple, reducing the impact force transmitted to the longitudinal beams and the vehicle body. Simultaneously, the crumple zone can control the deformation path of the rear crossbeam, preventing irregular deformation from compressing the powertrain or exhaust pipe, thus protecting critical components. Furthermore, it eliminates the need to increase the crossbeam thickness, balancing protective performance with lightweight requirements.

[0028] In some embodiments, at least a portion of the two longitudinal beams bends toward each other in a front-to-back direction.

[0029] In the aforementioned technical approach, in the front-to-rear direction, the two longitudinal beams are at least partially bent towards each other and connected at the ends of the bent sections. This optimizes spatial layout and force transmission. Specifically, this bending design reduces the rear-end spacing of the longitudinal beams, adapts to the lateral dimensions of the bent sections, and improves chassis space utilization. Simultaneously, the bending structure makes the connection between the longitudinal beams and the bent sections smoother, forming a gradual force transmission path, reducing stress concentration, enhancing the overall rigidity of the subframe, and balancing a compact layout with structural strength.

[0030] In some embodiments, the rear crossbeam and the two longitudinal beams are symmetrical along the same line of symmetry in a projection plane perpendicular to the vertical direction.

[0031] In the aforementioned technical approach, the symmetrical structure formed by the rear crossbeam and the two longitudinal beams can effectively improve the overall stability, torsional resistance, and fatigue life of the subframe, and also provides convenient conditions for the central arrangement of core components such as the powertrain and exhaust pipe.

[0032] Secondly, embodiments of this application provide a vehicle that includes the subframe assembly of the first aspect of this application.

[0033] In the above technical approach, by setting the subframe assembly of the above embodiment, the connection requirements of the rear crossbeam can be better met while reducing the width of the rear crossbeam, thereby meeting the requirements of lightweighting.

[0034] Furthermore, for range-extended powertrains and pure electric powertrains, the size of the range-extended powertrain is larger than that of the pure electric powertrain, and the mounting between the powertrain and the rear crossbeam generally requires the bushing axis to be in the Z direction of the vehicle. In contrast, the pure electric powertrain is smaller, and the mounting between the powertrain and the rear crossbeam generally requires the bushing axis to be in the X or Y direction of the vehicle. The subframe assembly of this application constructs a accommodating space by making the rear crossbeam have a forward-curved section that also curves upward, which is beneficial for assembly with both range-extended and pure electric powertrains. This allows both range-extended and pure electric powertrains to share the subframe assembly of the above embodiment, thereby improving the practicality of the subframe assembly.

[0035] 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

[0036] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0037] Figure 1 This is a structural schematic diagram of the subframe assembly and powertrain (pure electric type) from the first angle of one embodiment of this application.

[0038] Figure 2 This is a structural schematic diagram of the subframe assembly and powertrain (range extender) according to an embodiment of this application from the first angle.

[0039] Figure 3 This is a structural schematic diagram of the subframe assembly and powertrain (pure electric type) according to an embodiment of this application from a second angle.

[0040] Figure 4 This is a structural schematic diagram of the subframe assembly and powertrain (range extender) according to an embodiment of this application from a second angle.

[0041] Figure 5 This is a structural schematic diagram of the subframe assembly and powertrain (pure electric type) from a third angle for some embodiments of this application.

[0042] Figure 6 This is a structural schematic diagram of the subframe assembly and powertrain (range extender) according to an embodiment of this application from a third angle.

[0043] Figure label:

[0044] 100. Subframe assembly; 1. Longitudinal beam; 2. Rear crossbeam; 21. Bending section; 211. Limiting groove; 22. Mounting section; 23. Crushing groove; 3. Reinforcing plate; 31. First layer plate; 32. Second layer plate; 33. First side; 34. Second side; 35. Third side; 4. First suspension assembly; 41. First mounting bracket; 42. First suspension bracket; 5. Second suspension assembly; 51. Second mounting bracket; 52. Second suspension bracket; 6. Front crossbeam; O. Symmetry line; 200. Powertrain; 7. Exhaust pipe. Detailed Implementation

[0045] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0046] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0047] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0048] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0049] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0050] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two).

[0051] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0052] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" 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 or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0053] With the development of technology and the improvement of people's living standards, vehicles have become an indispensable means of transportation. The subframe is a key load-bearing component in the automotive chassis system. Its core function is to connect the body and chassis components to achieve structural support, vibration isolation and performance optimization. However, in order to meet the connection requirements, the front subframe in related technologies has a wider rear crossbeam, which makes it difficult to meet the requirements of lightweighting.

[0054] Based on the above considerations, in order to meet the lightweight requirements of the vehicle, the applicant, after in-depth research, designed a subframe assembly in which part of the rear crossbeam bends forward, so that both ends of the rear crossbeam can be connected to the vehicle body, and the forward-bent part of the rear crossbeam can be connected to the powertrain. This satisfies the connection requirements of the rear crossbeam while reducing the width of the rear crossbeam, thereby meeting the lightweight requirements.

[0055] Please refer to Figure 1 and Figure 2 , Figure 1 This is a structural schematic diagram of the subframe assembly 100 and powertrain 200 (pure electric type) from the first angle according to an embodiment of this application. Figure 2 This is a structural schematic diagram of the subframe assembly 100 and powertrain 200 (range extender) according to an embodiment of this application from the first angle.

[0056] According to an embodiment of this application, the subframe assembly 100 includes longitudinal beams 1 and a rear crossbeam 2. Two longitudinal beams 1 extend in the longitudinal direction and are spaced apart in the left-right direction. The rear crossbeam 2 extends in the left-right direction and is connected to the two longitudinal beams 1. At least a portion of the rear crossbeam 2 is bent forward to form a curved section 21, which is used for connection to the powertrain 200. The rear crossbeam 2 also includes mounting sections 22 connected to both ends of the curved section 21, which are used for connection to the vehicle body.

[0057] like Figure 1In the example shown, the middle part of the rear crossbeam 2 bends forward in the left-right direction, so that it can be close to the powertrain 200. It can be better connected to the powertrain 200 through the suspension and other structures, so that the powertrain 200 can be better connected to the subframe assembly 100. The left and right ends of the rear crossbeam 2 are located at the original installation positions connected to the body, which can be easily connected to the body. Therefore, the rear crossbeam 2 in this application does not need to be widened to meet the assembly requirements. Under the premise of meeting the dual connection requirements of the powertrain 200 and the body, the width of the rear crossbeam 2 is reduced, the amount of material used is reduced, and the weight of the rear crossbeam 2 can be reduced, which is conducive to the lightweight design of the rear crossbeam 2, and thus conducive to the lightweight design of the vehicle.

[0058] It should be noted that the rear crossbeam 2 can be a one-piece molded beam. For the sake of describing this application, the part that bends forward is referred to as the bending section 21, and the part used to connect with the vehicle body is referred to as the mounting section 22.

[0059] For example, in the left-right direction, the curved part of the rear crossbeam 2 can be at the exact center, that is, the entire rear crossbeam 2 can be symmetrically arranged along a line of symmetry O, which is beneficial to the stability of the rear crossbeam 2. Alternatively, the curved part of the rear crossbeam 2 may not be located at the exact center, that is, to prioritize assembly and lightweight requirements. If it is also necessary to meet the weight balance of the rear crossbeam 2 in the left-right direction, counterweights can be installed on the rear crossbeam 2 accordingly. Counterweight structures can be added at corresponding positions when the rear crossbeam 2 is integrally formed. This application does not limit this.

[0060] For example, the bending segment 21 can be bent along an arc, so that the force can be evenly distributed when the bending segment 21 is under stress, which is beneficial to the stability of the bending segment 21. The bending segment 21 can also be bent in a broken line, so that the stress concentration position of the bending segment 21 can be better controlled, so that the rear crossbeam 2 can collapse and deform along a predetermined trajectory when the vehicle is side-impacted. The bending segment 21 and the mounting segment 22 can be transitioned by an arc, so that the area between the bending segment 21 and the mounting segment 22 is more reliable and less likely to be damaged due to stress concentration.

[0061] In the example above, by bending a portion of the rear crossbeam 2 forward, both ends of the rear crossbeam 2 can be connected to the vehicle body, and the forward-bent portion of the rear crossbeam 2 can be connected to the powertrain 200. This satisfies the connection requirements of the rear crossbeam 2 while reducing the width of the rear crossbeam 2, thereby meeting the requirements for lightweighting.

[0062] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the ends of the two longitudinal beams 1 are respectively connected to the two ends of the curved section 21.

[0063] In other words, the load transmitted by the powertrain 200 through the bending section 21 can be directly applied to the longitudinal beam 1, forming a short-path transmission chain of "powertrain 200 - bending section 21 - longitudinal beam 1", avoiding energy loss caused by the excessively long lever arm of traditional wide beams. The bending structure of the bending section 21 can decompose the longitudinal impact force into lateral components along the bending profile, which are quickly dispersed through the longitudinal beams 1 at both ends, reducing the load-bearing pressure of the local structure.

[0064] The connection between the ends of the longitudinal beam 1 and the curved section 21 can balance the lateral torque through two-point support, reducing stress concentration in the middle of the rear crossbeam 2. Compared with the dispersed stress caused by the large-area connection of traditional wide crossbeams, the rigid connection between the curved section 21 and the longitudinal beam 1 in this structure can release stress evenly along the extension direction of the longitudinal beam 1, avoiding deformation or fatigue damage to the rear crossbeam 2 due to excessive local stress.

[0065] Meanwhile, this connection method eliminates the need to widen the rear crossbeam 2 to enhance its load-bearing capacity. While ensuring the connection strength between the powertrain 200 and the vehicle body, it achieves structural lightweighting by optimizing the force transmission path, thus balancing load-bearing capacity and weight reduction requirements.

[0066] In the example above, by connecting the ends of the two longitudinal beams 1 to the two ends of the bending section 21, the load transmission path can be shortened, energy loss can be reduced, stress concentration can be reduced, deformation damage can be avoided, and there is no need to widen the crossbeam, thus balancing strength and lightweight.

[0067] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the subframe assembly 100 also includes a reinforcing plate 3, which is disposed between at least one longitudinal beam 1 and a rear crossbeam 2.

[0068] In other words, the reinforcing plate 3 increases the contact area between the longitudinal beam 1 and the rear crossbeam 2, thus dispersing the local load at the connection point and preventing weld or bolt connection failure due to stress concentration. Especially for the connection area between the curved section 21 of the rear crossbeam 2 and the longitudinal beam 1, which must withstand the longitudinal impact force transmitted by the powertrain 200, the reinforcing plate 3 effectively enhances the connection stiffness between the curved section 21 and the longitudinal beam 1, preventing deformation or cracking under long-term stress. Furthermore, the reinforcing plate 3 optimizes the force flow path between the longitudinal beam 1 and the rear crossbeam 2, allowing the lateral component of the force transmitted by the curved section 21 to transition more smoothly to the longitudinal beam 1, avoiding abrupt stress changes due to material or structural differences.

[0069] Furthermore, the installation of the reinforcing plate 3 does not require increasing the dimensions of the longitudinal beam 1 or the rear crossbeam 2 due to structural strength requirements. This allows for meeting strength enhancement needs while avoiding weight increases, which is beneficial for lightweight design. By using the reinforcing plate 3 for localized reinforcement rather than thickening the longitudinal beam 1 or the rear crossbeam 2 as a whole, the reliability of the connection between the longitudinal beam 1 and the rear crossbeam 2 is ensured, while also improving the structural compactness of the subframe assembly 100.

[0070] In the above example, the reinforcing plate 3 can improve the connection strength between the longitudinal beam 1 and the rear crossbeam 2, and at the same time facilitate the transmission of force between the longitudinal beam 1 and the rear crossbeam 2, which not only ensures the reliability of the connection between the longitudinal beam 1 and the rear crossbeam 2, but also helps to improve the structural compactness of the subframe assembly 100.

[0071] Please refer to Figure 3 and Figure 4 , Figure 3 This is a structural schematic diagram of the subframe assembly 100 and powertrain 200 (pure electric type) from a second angle according to an embodiment of this application. Figure 4 This is a structural schematic diagram of the subframe assembly 100 and powertrain 200 (range extender) according to an embodiment of this application from a second angle.

[0072] In some embodiments of this application, such as Figures 1-4 As shown, the reinforcing plate 3 has a first groove with an opening facing the longitudinal beam 1, and the two opposite side walls of the first groove overlap the two opposite sides of the longitudinal beam 1 respectively; the reinforcing plate 3 has a second groove with an opening facing the rear crossbeam 2, and the two opposite side walls of the second groove overlap the two opposite sides of the rear crossbeam 2 respectively.

[0073] In other words, the opening of the first groove faces the longitudinal beam 1, accommodating part of the longitudinal beam 1's structure and forming a nested connection between the longitudinal beam 1 and the reinforcing plate 3; the opening of the second groove faces the rear crossbeam 2, wrapping around the corresponding part of the rear crossbeam 2, achieving a close and fixed fit between the reinforcing plate 3 and the rear crossbeam 2. This double nested structure effectively increases the contact area between the reinforcing plate 3 and the longitudinal beam 1 and the rear crossbeam 2, not only improving the connection stiffness but also, through the limiting effect of the first and second grooves, enabling the three to form a cohesive load-bearing whole when under stress, avoiding local stress concentration caused by relative displacement. For example, when the longitudinal impact force transmitted by the powertrain 200 is transmitted to the reinforcing plate 3 through the bending section 21 of the rear crossbeam 2, the wrapping structure of the second groove can evenly distribute the force to the reinforcing plate 3, and then transmit it to the longitudinal beam 1 through the first groove, reducing the risk of single-point overload.

[0074] For example, the reinforcing plate 3 and the longitudinal beam 1 can be connected by welding, and the reinforcing plate 3 and the rear crossbeam 2 can also be connected by welding. On the one hand, the first and second grooves can pre-position the longitudinal beam 1 and the rear crossbeam 2, enabling rapid assembly of the reinforcing plate 3 with them before welding, reducing assembly errors and improving welding accuracy. On the other hand, the nested structure makes the welding parts fit better, and the weld can be evenly distributed along the edge of the groove, avoiding the problem of incomplete welding caused by excessive gaps, and enhancing welding strength. At the same time, the first and second grooves can also provide a clear weld path for the welding operation, facilitating trajectory planning of automated welding equipment, improving production efficiency and consistency, and reducing quality risks caused by human operation deviations.

[0075] In the above example, the first and second grooves can preposition the longitudinal beam 1 and the rear crossbeam 2, and also increase the contact area between the reinforcing plate 3 and the longitudinal beam 1 and the rear crossbeam 2. This not only improves the connection stiffness, but also, through the limiting effect of the first and second grooves, enables the three to form a cohesive whole under stress, avoiding local stress concentration caused by relative displacement.

[0076] In some embodiments of this application, such as Figures 1-4 As shown, the reinforcing plate 3 includes a first plate 31 and a second plate 32 stacked and connected in the vertical direction, and a first groove and a second groove are formed between the periphery of the first plate 31 and the periphery of the second plate 32.

[0077] In other words, the layered design enables the reinforcing plate 3 to form a double-layer rigid structure, which significantly improves its resistance to deformation and better transmits the load between the longitudinal beam 1 and the rear crossbeam 2. Simultaneously, the contours of the first and second grooves enclosed by the two layers are more regular, resulting in a higher degree of fit with the longitudinal beam 1 and the rear crossbeam 2, further increasing the contact area and allowing the force to be evenly distributed between the layers.

[0078] For example, the layered structural design can adjust the thickness or material of the first layer plate 31 and the second layer plate 32 according to the stress requirements, which can flexibly optimize the strength and weight of the reinforcing plate 3.

[0079] In the above example, the reinforcing plate 3 constructed by the first layer plate 31 and the second layer plate 32 stacked together can improve the structural strength and also construct the first and second grooves. This can improve the positioning accuracy of the reinforcing plate 3 with the longitudinal beam 1 and the rear cross beam 2, providing convenience for subsequent welding and other connection processes and improving the overall assembly efficiency.

[0080] In some embodiments of this application, such as Figures 1-4 As shown, the reinforcing plate 3 is triangular in shape within the projection plane perpendicular to the vertical direction.

[0081] In the example above, the triangular structure has strong stability and can evenly distribute the load transmitted by the longitudinal beam 1 and the rear cross beam 2 along the three sides, reduce local stress concentration, and improve the overall resistance to deformation, thereby helping to improve the stability of the subframe assembly 100.

[0082] In some embodiments of this application, such as Figures 1-4 As shown, the first side 33 of the triangular reinforcing plate 3 is connected to the longitudinal beam 1, and the second side 34 of the triangular reinforcing plate 3 is connected to the rear cross beam 2. The length of the first side 33 is greater than the length of the second side 34.

[0083] In other words, the longitudinal beam 1 extends in the front-to-back direction. Compared with the rear crossbeam 2, the longitudinal beam 1 is longer and the space around the longitudinal beam 1 is relatively larger. The length of the first side 33 is greater than the length of the second side 34, which can make better use of the space around the longitudinal beam 1. In addition, the curved section 21 of the rear crossbeam 2 needs to reserve space for the connection structure of the powertrain 200. The length of the second side 34 is relatively short, which can reduce the lateral occupation of the reinforcing plate 3 in the area of ​​the rear crossbeam 2 and avoid interference with the powertrain 200 and other components such as the connection structure, which is beneficial to the spatial layout. In addition, the triangular structure can make the overall outline of the reinforcing plate 3 fit the spatial shape of the connection part between the longitudinal beam 1 and the rear crossbeam 2, which can make better use of the space and improve the space utilization rate.

[0084] In addition, the length of the first side 33 is greater than the length of the second side 34, which makes the contact area between the reinforcing plate 3 and the longitudinal beam 1 greater than the contact area between the reinforcing plate 3 and the rear cross beam 2. This allows the force transmitted by the longitudinal beam 1 to be distributed more evenly to the reinforcing plate 3, which can improve the torsional and bending resistance of the overall structure, while taking into account both connection reliability and space utilization.

[0085] In the above example, by making the length of the first side 33 greater than the length of the second side 34, the space around the longitudinal beam 1 can be utilized better, and the torsional and bending resistance of the overall structure after the longitudinal beam 1, the reinforcing plate 3 and the rear crossbeam 2 are connected can be improved, resulting in high reliability.

[0086] Similarly, if the space around the rear crossbeam 2 is sufficient, the length of the first side 33 can be less than the length of the second side 34, and this application does not impose any restrictions on this.

[0087] In some embodiments of this application, such as Figures 1-4 As shown, the triangular reinforcing plate 3 also has a third side 35, the length of which is greater than the length of the first side 33 and the length of the second side 34, and the third side 35 is an arc-shaped side.

[0088] In other words, the arc-shaped third side 35 can deform and collapse in an orderly manner during a collision, absorbing impact energy by utilizing the buffering characteristics of the arc structure, reducing the impact force transmitted to the longitudinal beam 1 and the rear cross beam 2, and protecting the powertrain 200 and the vehicle body. In addition, as the longest side of the triangular reinforcing plate 3, the arc-shaped structure of the third side 35 can effectively disperse the load transmitted by the first side 33 and the second side 34, forming a more stable triangular support, which can improve the overall torsional and bending resistance of the reinforcing plate 3. At the same time, the arc design can reduce stress concentration and enhance structural durability.

[0089] For example, the third side 35 can be entirely curved or partially curved; this application does not impose any restrictions.

[0090] In the example above, by making the third side 35 an arc-shaped edge, the load can be distributed more evenly and can collapse in an orderly manner during deformation, thereby reducing damage to adjacent components.

[0091] Please refer to Figure 5 and Figure 6 , Figure 5 This is a structural schematic diagram from a third angle of the subframe assembly 100 and powertrain 200 (pure electric type) according to some embodiments of this application. Figure 6 This is a structural schematic diagram of the subframe assembly 100 and powertrain 200 (range extender) from a third angle, according to an embodiment of this application.

[0092] In some embodiments of this application, at least a portion of the curved segment 21 is curved upward to create a receiving space below the curved segment 21.

[0093] In other words, the space below the subframe assembly 100 is relatively ample. By bending the curved section 21 upwards, the space below the curved section 21 can be further increased. For example, for the range-extended powertrain 200, the exhaust pipe 7 can pass under the subframe assembly 100, making better use of the space below the subframe assembly 100 and reducing the space occupied by the subframe assembly 100 and the exhaust pipe 7, which is beneficial for the layout of vehicle components. Therefore, the curved section 21 of this application not only bends upwards but also forwards, so that the rear crossbeam 2 can not only be better connected to the powertrain 200, but also make better use of the space below, which is beneficial for the layout of vehicle components and can also improve the compactness of the vehicle component arrangement. For example, for the pure electric powertrain 200, the accommodating space can provide assembly space for the first suspension assembly 4 and can provide axial space in the X or Y direction for the bushing of the first suspension assembly 4, so that both the range-extended powertrain 200 and the pure electric powertrain 200 can use the subframe assembly 100 of the present application embodiment, thereby improving the practicality of the subframe assembly 100 of the present application embodiment.

[0094] For example, the curved segment 21 may be partially curved upward or completely curved upward, and this application does not impose any limitation. For instance, the curved segment 21 is obtained by partially bending forward of the rear crossbeam 2, and only a portion of the curved segment 21 is curved upward, while the other portion is not curved upward.

[0095] In the example above, by making the curved section 21 bend upwards, the space below the subframe assembly 100 can be utilized better, which is beneficial to improving the compactness of the vehicle component layout.

[0096] In some embodiments of this application, the subframe assembly 100 further includes a first suspension assembly 4, which includes a first mounting bracket 41 and a first suspension bracket 42. At least a portion of the first mounting bracket 41 is mounted in the receiving space, and the first suspension bracket 42 is connected between the first mounting bracket 41 and the powertrain 200.

[0097] In such Figure 1 , Figure 3 and Figure 5 In the example shown, the powertrain 200 is a pure electric powertrain 200, which is relatively small in size. The suspension connecting the powertrain 200 and the rear crossbeam 2 generally requires the bushing axis to be in the X or Y direction of the whole vehicle. At least part of the first mounting bracket 41 is installed in the accommodating space, which can make good use of the space in the accommodating space. In this example, the circumferential direction of the bushing is the X direction.

[0098] In this example, by making the rear crossbeam 2 have a forward-curved section 21, and the curved section 21 also bends upward, the size of the accommodating space below the rear crossbeam 2 is increased, which can make better use of the space below the rear crossbeam. The first suspension bracket 42 can be connected to the first mounting bracket 41 through a bushing with the axial direction in the X direction. The end of the first suspension bracket 42 away from the first mounting bracket 41 can be connected to the lower end of the powertrain 200, thereby effectively supporting the powertrain 200 and also improving the compactness of the subframe assembly 100 and other structures.

[0099] In the above example, by making the rear crossbeam 2 have a forward-curving section 21, and the curved section 21 also bends upward to construct a receiving space, it is not only beneficial to assemble with the powertrain 200, but also to make better use of the space below the rear lateral side, which is beneficial to the assembly of the first suspension component 4, and can better improve the compactness of the subframe assembly 100 structure.

[0100] In some embodiments of this application, a limiting groove 211 is provided on the lower surface of the region where the curved section 21 bends upward. The limiting groove 211 extends in the front-rear direction, and at least a portion of the exhaust pipe 7 is located within the limiting groove 211.

[0101] In other words, the range-extender powertrain 200 has an exhaust pipe and a limiting groove 211 extending in the front-rear direction. The contour of the limiting groove 211 can be well adapted to the shape of the exhaust pipe 7. When at least part of the exhaust pipe 7 is located in the groove, it can form a circumferential constraint on the exhaust pipe 7, effectively limiting the left-right swaying and up-down movement of the exhaust pipe 7 during vehicle operation, ensuring that the exhaust pipe 7 is always on the preset installation path, and avoiding positional deviation caused by vibration or road bumps.

[0102] The limiting groove 211 reduces the collision and friction between the exhaust pipe 7 and the subframe assembly 100 and surrounding components, reduces the risk of component failure caused by wear, and avoids hard impact between metal parts, thus effectively reducing the generation of noise and abnormal sounds.

[0103] In the example above, by setting the limiting groove 211, it is not only beneficial to position the exhaust pipe 7 and avoid the position displacement of the exhaust pipe 7 due to vibration or road bumps, but also to better reduce the collision and friction between the exhaust pipe 7 and the subframe assembly 100 and surrounding components, and better reduce the generation of noise and abnormal sounds.

[0104] In some embodiments of this application, the subframe assembly 100 further includes a second suspension assembly 5, which includes a second mounting bracket 51 and a second suspension bracket 52. The second mounting bracket 51 is connected to the lower side of the curved section 21 and is spaced apart from the limiting groove 211 in the left-right direction. The second suspension bracket 52 is connected between the second mounting bracket 51 and the powertrain 200.

[0105] In such Figure 2 , Figure 4 and Figure 6 In the example shown, the powertrain 200 is a range-extended powertrain 200, which is larger in size than the pure electric powertrain 200. The suspension connecting the powertrain 200 and the rear crossbeam 2 generally requires the bushing axis to be in the Z direction of the whole vehicle. By arranging the first mounting bracket 41 and the limiting groove 211 at intervals in the left and right directions, the bushing extending in the Z direction can be arranged better, while also reducing interference with the exhaust pipe 7 in the limiting groove 211, which is beneficial to the assembly of the range-extended powertrain 200.

[0106] In the above example, by arranging the first mounting bracket 41 and the limiting groove 211 at intervals in the left and right directions, the bushing extending in the Z direction can be arranged better, while also reducing interference with the exhaust pipe 7 in the limiting groove 211, which is beneficial to the assembly of the range-extended powertrain 200.

[0107] It should be noted that against the backdrop of the rapid development of new energy vehicles, range-extended electric powertrains have been widely adopted due to their ability to balance the pure electric driving experience with the advantage of long range. Currently, the subframes of range-extended vehicles mostly use the existing structural form of gasoline vehicles to reduce development costs and shorten the R&D cycle. However, the engine (range extender) of range-extended vehicles is significantly larger than the electric drive components of pure electric vehicles. When using the subframe of gasoline vehicles, the distance between the drive motor and the subframe frame becomes too large. This layout makes it difficult to directly mount the motor mount on the subframe, requiring the design of an additional transition structure or adjustment of the mount position. This not only increases the number of parts and assembly complexity but may also affect the vibration isolation performance and structural stability of the mount system, thus adversely affecting the vehicle's NVH (noise, vibration, and harshness) performance and driving safety. Therefore, how to optimize the subframe structure of range-extended vehicles to accommodate the reasonable arrangement of the motor mount has become an urgent technical problem to be solved.

[0108] In this application, by making the rear crossbeam 2 have a forward-curving section 21, and the curved section 21 also bends upward to avoid the exhaust pipe 7, it is easier to assemble with the powertrain 200. That is, the first suspension component 4 or the second suspension component 5 can be selected for assembly according to actual needs, so that the subframe assembly 100 can be adapted to range-extended vehicles and pure electric vehicles. Furthermore, different suspension components can be assembled according to the different axial directions of the bushings required by the powertrain 200 in range-extended vehicles and pure electric vehicles. The assembly is simple and convenient, and the space under the rear crossbeam 2 can be better utilized, resulting in a compact structure.

[0109] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, a crumple groove 23 extending in the left-right direction is provided on the surface of the rear crossbeam 2, and at least one crumple groove 23 is provided.

[0110] For example, there may be one or more crumple grooves 23. When there are multiple crumple grooves 23, the rear crossbeam 2 and the two longitudinal beams 1 are symmetrical along the same symmetry line O, and the multiple crumple grooves 23 are also symmetrical along this symmetry line O.

[0111] For example, such as Figure 1 and Figure 2 As shown, the crumple groove 23 is located between the bending section 21 and the mounting section 22. Thus, when the rear crossbeam 2 crumples and deforms, it can deform along the crumple groove 23, which can protect the connection between the bending section 21 and the powertrain 200, and also protect the connection between the mounting section 22 and the vehicle body, resulting in good reliability.

[0112] In the above example, when a vehicle collides, the crumple zone 23 can serve as a preset fracture point to guide the orderly deformation of the rear crossbeam 2, absorbing the collision energy through its own crumple and reducing the impact force transmitted to the longitudinal beam 1 and the vehicle body. At the same time, the crumple zone 23 can control the deformation path of the rear crossbeam 2, preventing its irregular deformation from squeezing the powertrain 200 or exhaust pipe 7, protecting critical components, and without increasing the thickness of the crossbeam, thus balancing protective performance and lightweight requirements.

[0113] In some embodiments of this application, at least a portion of the two longitudinal beams 1 bend toward each other in a front-to-back direction.

[0114] In the example above, in the front-to-back direction, the two longitudinal beams 1 are at least partially bent towards each other and connected at the ends of the bent section 21. This optimizes the spatial layout and force transmission. Specifically, this bending design reduces the rear-end spacing of the longitudinal beams 1, adapts to the lateral dimensions of the bent section 21, and improves the utilization rate of chassis space. At the same time, the bending structure makes the connection between the longitudinal beams 1 and the bent section 21 smoother, forming a gradual force transmission path, reducing stress concentration, enhancing the overall rigidity of the subframe, and balancing compact layout and structural strength.

[0115] In some embodiments of this application, the rear crossbeam 2 and the two longitudinal beams 1 are symmetrical along the same line of symmetry O in the projection plane perpendicular to the up and down direction.

[0116] In other words, the symmetrical structure formed by the rear crossbeam 2 and the two longitudinal beams 1 ensures that the load on both sides of the vehicle is evenly distributed during driving. Whether it is the lateral force during steering, the longitudinal force during braking, or the impact load generated by road bumps, it can be smoothly transmitted to the vehicle body through the symmetrical structure of the longitudinal beams 1 and the rear crossbeam 2. This can effectively avoid local wear or structural deformation caused by stress concentration on one side, and improve the overall stability, torsional performance and fatigue life of the subframe.

[0117] Secondly, this symmetrical layout facilitates the central placement of core components such as the powertrain 200 and exhaust pipe 7. Central placement ensures that components maintain a balanced and safe distance from the longitudinal beams 1 on both sides, reducing the risk of structural interference caused by layout misalignment. It also facilitates the symmetrical installation of auxiliary components such as suspension mounts, further optimizing the utilization of chassis space.

[0118] In the example above, the symmetrical structure constructed by the rear crossbeam 2 and the two longitudinal beams 1 can effectively improve the overall stability, torsional performance and fatigue life of the subframe, and also provide convenient conditions for the central arrangement of core components such as the powertrain 200 and the exhaust pipe 7.

[0119] In some embodiments of this application, the subframe assembly 100 also includes a front crossbeam 6, the left and right ends of which are respectively connected to the front ends of two longitudinal beams 1. The front crossbeam 6 can be set with different widths according to actual needs. Moreover, in the front-rear direction, the front crossbeam 6 can also be installed in different positions according to actual needs, thereby meeting the assembly of powertrains 200 of different sizes.

[0120] This application also proposes a vehicle.

[0121] According to the embodiments of this application, the vehicle may include a subframe assembly 100. By setting the subframe assembly 100 of the above embodiments, the connection requirements of the rear crossbeam 2 can be better met while reducing the width of the rear crossbeam 2, thereby meeting the requirements of lightweighting.

[0122] Furthermore, regarding the range-extended powertrain 200 and the pure electric powertrain 200, the range-extended powertrain 200 is larger in size than the pure electric powertrain 200, and the suspension connecting the powertrain 200 and the rear crossbeam 2 generally requires the bushing axis to be in the Z direction of the vehicle. In contrast, the pure electric powertrain 200 is smaller in size, and the suspension connecting the powertrain 200 and the rear crossbeam 2 generally requires the bushing axis to be in the X or Y direction of the vehicle. The subframe assembly 100 of this application embodiment constructs a accommodating space by having the rear crossbeam 2 have a forward-bending curved section 21, which also bends upward. This facilitates the assembly with both the range-extended powertrain 200 and the pure electric powertrain 200, allowing both the range-extended powertrain 200 and the pure electric powertrain 200 to share the subframe assembly 100 of the above embodiment, thereby improving the practicality of the subframe assembly 100.

[0123] In the description of this specification, references to terms such as "some embodiments," "optionally," "furthermore," 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 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.

[0124] Although embodiments of this application 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 this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A subframe assembly, characterized in that, include: The longitudinal beam (1) extends in the front-to-back direction and there are two longitudinal beams (1), which are spaced apart in the left-to-right direction. The rear crossbeam (2) extends in the left-right direction and is connected to the two longitudinal beams (1). At least a portion of the rear crossbeam (2) is bent forward to form a curved section (21) for connection to the powertrain (200). The rear crossbeam (2) also includes mounting sections (22) connected to both ends of the curved section (21) for connection to the vehicle body.

2. The subframe assembly according to claim 1, characterized in that, The ends of the two longitudinal beams (1) are respectively connected to the two ends of the curved section (21).

3. The subframe assembly according to claim 1, characterized in that, It also includes a reinforcing plate (3), which is disposed between at least one of the longitudinal beams (1) and the rear crossbeam (2).

4. The subframe assembly according to claim 3, characterized in that, The reinforcing plate (3) has a first groove with an opening facing the longitudinal beam (1), and the two opposite side walls of the first groove respectively overlap the two opposite sides of the longitudinal beam (1); The reinforcing plate (3) has a second groove with an opening facing the rear crossbeam (2), and the two opposite sidewalls of the second groove respectively overlap the two opposite sides of the rear crossbeam (2).

5. The subframe assembly according to claim 4, characterized in that, The reinforcing plate (3) includes a first plate (31) and a second plate (32) stacked together in the vertical direction, and the first groove and the second groove are formed between the periphery of the first plate (31) and the periphery of the second plate (32).

6. The subframe assembly according to claim 3, characterized in that, Within the projection plane perpendicular to the vertical direction, the reinforcing plate (3) is triangular in shape.

7. The subframe assembly according to claim 6, characterized in that, The first side (33) of the triangular reinforcing plate (3) is connected to the longitudinal beam (1), the second side (34) of the triangular reinforcing plate (3) is connected to the rear cross beam (2), and the length of the third side (35) of the triangular reinforcing plate (3) is greater than the length of the first side (33) and the length of the second side (34), respectively. The third side (35) is an arc-shaped side.

8. The subframe assembly according to claim 1, characterized in that, At least a portion of the curved segment (21) bends upward to create a receiving space below the curved segment.

9. The subframe assembly according to claim 8, characterized in that, Also includes: A first suspension assembly (4) includes a first mounting bracket (41) and a first suspension bracket (42), at least a portion of the first mounting bracket (41) being mounted in the receiving space, and the first suspension bracket (42) being connected between the first mounting bracket (41) and the powertrain (200).

10. The subframe assembly according to claim 8, characterized in that, The powertrain (200) is a range-extended powertrain (200) with an exhaust pipe (7). A limiting groove (211) is provided on the lower surface of the upwardly curved area of ​​the curved section (21). The limiting groove (211) extends in the front-rear direction, and at least a portion of the exhaust pipe (7) is located within the limiting groove (211).

11. The subframe assembly according to claim 10, characterized in that, Also includes: The second suspension assembly (5) includes a second mounting bracket (51) and a second suspension bracket (52). The second mounting bracket (51) is connected to the lower side of the curved section (21) and is spaced apart from the limiting groove (211) in the left-right direction. The second suspension bracket (52) is connected between the second mounting bracket (51) and the powertrain (200).

12. The subframe assembly according to claim 1, characterized in that, The surface of the rear crossbeam (2) is provided with a crumple groove (23) extending in the left-right direction, and at least one crumple groove (23) is provided.

13. The subframe assembly according to claim 1, characterized in that, In the front-to-back direction, at least a portion of the two longitudinal beams (1) bend toward each other.

14. The subframe assembly according to claim 1, characterized in that, In the projection plane perpendicular to the vertical direction, the rear crossbeam (2) and the two longitudinal beams (1) are symmetrical along the same line of symmetry (O).

15. A vehicle, characterized in that, Includes the subframe assembly (100) according to any one of claims 1-14.

Images