Modular subframe with pedestrian protection

Abstract

The utility model relates to the technical field of automobile chassis structure, especially a modularization auxiliary frame giving consideration to pedestrian protection, which comprises a frame, the frame includes first longitudinal beam, second longitudinal beam, first crossbeam, second crossbeam and third crossbeam, the first crossbeam and second crossbeam are set up mutually in parallel, the both ends of first longitudinal beam and second longitudinal beam are fixed on the first crossbeam and second crossbeam respectively, the both ends of third crossbeam are fixed between first longitudinal beam and second longitudinal beam, swing arm installation module, car body installation module, stabilizer bar installation module, steering gear installation module, suspension installation module, radiator installation module and pedestrian protection module are arranged on the frame, the pedestrian protection module comprises pedestrian protection installation support and pedestrian protection crossbeam, the pedestrian protection installation support is installed on the first crossbeam, the pedestrian protection crossbeam is connected with pedestrian protection installation support to be erected on the first crossbeam, the pedestrian protection module specially set up in the utility model can reduce the risk of pedestrian being rolled into the car bottom.

Description

Technical Field

[0001] This utility model relates to the field of automotive chassis structure technology, and in particular to a modular subframe that also takes into account pedestrian protection. Background Technology

[0002] The subframe is a key load-bearing component in the chassis system of modern automobiles. It supports the powertrain, connects the suspension system, and improves the overall rigidity of the vehicle body, playing an important role in the vehicle's handling stability and comfort.

[0003] With the continuous improvement of automotive safety standards and increasingly stringent requirements for pedestrian protection, the pedestrian protection performance of the vehicle's front structure in a collision has become an important evaluation criterion. However, existing subframe designs primarily focus on structural strength, lightweighting, and vibration and noise control, with their front end typically consisting of a high-strength metal beam without any specific design for pedestrian collision protection.

[0004] In a head-on collision between a vehicle and a pedestrian, the pedestrian's legs will first contact the bumper cover, and then are highly likely to directly impact the more rigid front crossbeam of the subframe. Because this crossbeam is typically a solid or thick-walled hollow structure with sharp edges, its high rigidity can cause severe impact injuries to the pedestrian's tibia, fibula, and other areas. Furthermore, this structure lacks effective energy absorption and guidance mechanisms, increasing the risk of pedestrians being trapped under the vehicle. Utility Model Content

[0005] The purpose of this invention is to provide a modular subframe that takes into account pedestrian protection, so as to solve the problem that existing subframes lack effective protection for pedestrians.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A modular subframe that also considers pedestrian protection includes: a frame comprising a first longitudinal beam, a second longitudinal beam, a first crossbeam, a second crossbeam, and a third crossbeam; the first crossbeam and the second crossbeam are arranged parallel to each other; both ends of the first longitudinal beam and the second longitudinal beam are respectively fixed to the first crossbeam and the second crossbeam; both ends of the third crossbeam are fixed between the first longitudinal beam and the second longitudinal beam; the frame is provided with a swing arm mounting module, a body mounting module, a stabilizer bar mounting module, a steering gear mounting module, a suspension mounting module, a radiator mounting module, and a pedestrian protection module; the pedestrian protection module includes a pedestrian protection mounting bracket and a pedestrian protection crossbeam, the pedestrian protection mounting bracket is mounted on the first crossbeam, and the pedestrian protection crossbeam is connected to the pedestrian protection mounting bracket to be mounted on the first crossbeam.

[0007] Based on the above-mentioned technical means, the pedestrian protection module specially designed in this utility model has a pedestrian protection beam mounted on the first crossbeam at the front of the vehicle through a bracket. It can make priority contact with the pedestrian's legs when a collision occurs, effectively avoiding direct collision between the pedestrian and hard components such as the rear vehicle body longitudinal beams, greatly reducing the degree of injury to the pedestrian's legs, and reducing the risk of the pedestrian being caught under the vehicle.

[0008] This utility model integrates the control arm mounting module, body mounting module, stabilizer bar mounting module, steering gear mounting module, suspension mounting module, and radiator mounting module onto a single frame, forming a standardized functional platform. This allows for rapid adaptation to different suspension types, powertrains, body mounting points, and radiator specifications by replacing or adjusting individual modules. This meets the development needs across vehicle models and platforms, avoiding the need to redesign the entire subframe for each new vehicle, significantly shortening the development cycle and reducing development costs.

[0009] The frame structure formed by the first longitudinal beam, the second longitudinal beam, the first crossbeam, the second crossbeam, and the third crossbeam in this invention is stable and provides a reliable installation foundation. The various functional modules are rationally distributed at the key nodes of the frame, ensuring effective load transfer and distribution, and improving the overall structural rigidity and durability.

[0010] Furthermore, the vehicle body mounting module includes a curved arm, a first mounting sleeve, and a second mounting sleeve. The curved arm is inserted into the second crossbeam. The second mounting sleeve is mounted on the curved arm and is used to connect a portion of the vehicle body longitudinal beams. The first crossbeam has an adjustable length structure, and the first mounting sleeve is mounted on the first crossbeam and is used to connect a portion of the vehicle body longitudinal beams.

[0011] Based on the aforementioned technical means, this utility model designs the first crossbeam as a length-adjustable structure, while allowing for variable insertion depth between the curved arm and the second crossbeam. This enables the overall width of the front and rear of the subframe to be flexibly adjusted within a wide range. Furthermore, the same subframe platform can precisely match the wheelbase and body mounting distance of different vehicle models, eliminating the need to redesign the entire subframe structure for each model, significantly shortening the development cycle and reducing mold and manufacturing costs.

[0012] Since the first and second mounting sleeves directly determine the installation height of the subframe relative to the vehicle body, their adjustability allows the ground clearance of the subframe to be lowered or raised as a whole, thereby directly optimizing the vehicle's passability. More importantly, this height adjustment will simultaneously raise and lower the pedestrian protection module fixed to the front crossbeam, ensuring that the pedestrian protection crossbeam is at the most effective height on vehicles with different ground clearances, thus balancing vehicle passability and pedestrian safety.

[0013] Furthermore, it also includes a first subframe mounting bracket and a second subframe mounting bracket, which are respectively welded to the longitudinal beams of the vehicle body; the first mounting sleeve is detachably connected to the first subframe mounting bracket; and the second mounting sleeve is detachably connected to the second subframe mounting bracket.

[0014] According to the above technical means, since the first subframe mounting bracket and the second subframe mounting bracket are reference components fixed on the vehicle body, the ground clearance of the subframe can be conveniently lowered or raised as a whole by adjusting the connection position between the first mounting sleeve and the second mounting sleeve and them (for example, using sleeves of different heights or adjusting different connection points).

[0015] Furthermore, the pedestrian protection beam has arc-shaped structures at both ends.

[0016] Based on the aforementioned technical means, when a vehicle collides with a pedestrian, the curved structure provides a smooth transition surface rather than sharp edges. When the pedestrian's leg contacts the two ends of the crossbeam, the curved ends can act as a guiding mechanism, causing the pedestrian's leg to slide naturally along the curved surface, rather than being "hooked" by the right angle of the crossbeam.

[0017] Furthermore, the pedestrian protection beam has a hollow structure.

[0018] Based on the aforementioned technical methods, the hollow structure significantly reduces the mass of the pedestrian protection beam while ensuring a certain level of bending stiffness, which directly contributes to the overall vehicle weight reduction. Furthermore, in the event of a collision, the hollow beam can prevent rigid impact on the pedestrian's legs caused by excessive stiffness of the pedestrian protection beam.

[0019] Furthermore, the pedestrian protection beam has multiple edges, each of which has a rounded corner structure.

[0020] Based on the above-mentioned technical means, this utility model rounds all edges, which can provide a smooth contact surface and effectively avoid pedestrian injuries caused by excessive local stress.

[0021] Furthermore, the pedestrian protection module is positioned horizontally outside the longitudinal beams of the vehicle body.

[0022] Based on the aforementioned technical means, by placing the pedestrian protection beam in front of the more robust longitudinal beam of the vehicle body (with its horizontal projection located on the outside), in the event of a frontal collision, it can be ensured that the pedestrian's legs will first come into contact with the pedestrian protection beam, thereby minimizing the fatal risk of pedestrians being caught under the vehicle or suffering secondary injuries such as being run over by the wheels.

[0023] Furthermore, there are two sets of swing arm mounting modules, which are respectively mounted on the first longitudinal beam and the second longitudinal beam; each swing arm mounting module includes a snap-fit ​​groove and a mounting lug, which are used to be screwed to the vehicle suspension swing arm respectively.

[0024] Based on the aforementioned technical means, by symmetrically arranging two sets of standardized swing arm mounting modules on the first and second longitudinal beams, a unified and reliable installation interface is provided for the suspension system. The modular design allows for the development of different vehicle models or adaptation to different suspension types without significant modifications to the subframe structure; only targeted modifications to the mounting slots and mounting lugs are needed.

[0025] Furthermore, the stabilizer bar mounting module includes a first mounting base, a second mounting base, a first locking seat, and a second locking seat. The first mounting base is mounted on the first longitudinal beam and connected to the first cross beam. The first locking seat is mounted on the first mounting base and is used to connect to the stabilizer bar. The second mounting base is mounted on the second longitudinal beam and connected to the first cross beam. The second locking seat is mounted on the second mounting base and is used to connect to the stabilizer bar.

[0026] Based on the aforementioned technical means, the first and second mounting bases form a robust triangular support structure at the intersection of the longitudinal and transverse beams, improving installation rigidity. The independent connection between the first and second mounting bases and the independent first and second retaining brackets simplifies the assembly, disassembly, and subsequent replacement and maintenance of the stabilizer bar.

[0027] Furthermore, the steering gear mounting module includes two third mounting sleeves, which are respectively disposed on the third crossbeam and are used to connect to the steering gear tie rod assembly.

[0028] Based on the above technical means, by symmetrically setting two third mounting sleeves on the third crossbeam, two precise and reliable mounting hard points are provided for the steering tie rod assembly.

[0029] The beneficial effects achieved by this utility model are: The pedestrian protection module specially designed in this utility model has a pedestrian protection beam that is mounted on the first crossbeam at the front of the vehicle via a bracket. In the event of a collision, it can make priority contact with the pedestrian's legs, effectively avoiding direct collision between the pedestrian and hard components such as the rear vehicle body longitudinal beams, greatly reducing the degree of injury to the pedestrian's legs, and at the same time reducing the risk of the pedestrian being caught under the vehicle.

[0030] This utility model integrates the control arm mounting module, body mounting module, stabilizer bar mounting module, steering gear mounting module, suspension mounting module, and radiator mounting module onto a single frame, forming a standardized functional platform. This allows for rapid adaptation to different suspension types, powertrains, body mounting points, and radiator specifications by replacing or adjusting individual modules. This meets the development needs across vehicle models and platforms, avoiding the need to redesign the entire subframe for each new vehicle, significantly shortening the development cycle and reducing development costs.

[0031] The frame structure formed by the first longitudinal beam, the second longitudinal beam, the first crossbeam, the second crossbeam, and the third crossbeam in this invention is stable and provides a reliable installation foundation. The various functional modules are rationally distributed at the key nodes of the frame, ensuring effective load transfer and distribution, and improving the overall structural rigidity and durability. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the pedestrian protection module structure of this utility model; Figure 3 This is a schematic diagram of the connection structure between the vehicle body mounting module and the vehicle body longitudinal beam of this utility model; Figure 4 This is a schematic diagram of the connection structure between the stabilizer bar mounting module and the stabilizer bar of this utility model. Figure 5 This is a schematic diagram of the connection structure between the steering gear mounting module and the steering gear tie rod assembly of this utility model; Figure 6 This is a schematic diagram of the connection structure between the swing arm mounting module of this utility model and the vehicle suspension swing arm.

[0033] Among them, 1. Frame; 1-1. First longitudinal beam; 1-2. Second longitudinal beam; 1-3. First transverse beam; 1-4. Second transverse beam; 1-5. Third transverse beam; 2. Swing arm mounting module; 2-1. Snap-fit ​​slot; 2-2. Mounting lug; 3. Body mounting module; 3-1. Bent arm; 3-2. First mounting sleeve; 3-3. Second mounting sleeve; 4. Stabilizer bar mounting module; 4-1. First mounting bracket; 4-2. Second mounting bracket; 4-3. First locking bracket; 4-4. Second locking bracket; 5. Steering gear mounting module; 5-1. Third mounting sleeve; 6. Suspension mounting module; 6-1. Third mounting bracket; 6-2. Fourth mounting bracket; 6-3. Fifth mounting bracket; 7. Radiator mounting module; 7-1. Sixth mounting bracket; 7-2. Seventh mounting bracket; 8. Pedestrian protection module; 8-1. Pedestrian protection mounting bracket; 8-2. Pedestrian protection crossbeam; 9. Vehicle body longitudinal beam; 10. First subframe mounting bracket; 11. Second subframe mounting bracket; 12. Vehicle suspension control arm; 13. Stabilizer bar; 14. Steering tie rod assembly; 15. First reinforcement member; 16. Second reinforcement member.

[0034] The accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent. To better illustrate this utility model, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings. The same or similar reference numerals correspond to the same or similar components. The terms describing positional relationships in the drawings are for illustrative purposes only and should not be construed as limiting this patent. Detailed Implementation

[0035] It should be noted that, unless otherwise specified, the embodiments and technical features in the embodiments of this application can be combined with each other, and the detailed descriptions in the specific embodiments should be understood as explanations of the purpose of this application and should not be regarded as undue limitations on this application.

[0036] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0037] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0038] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0039] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0040] The technical solution of this embodiment will be described in detail below with reference to the accompanying drawings.

[0041] like Figure 1 As shown, a modular subframe that also considers pedestrian protection includes: a frame 1, which includes a first longitudinal beam 1-1, a second longitudinal beam 1-2, a first crossbeam 1-3, a second crossbeam 1-4, and a third crossbeam 1-5; the first crossbeam 1-3 and the second crossbeam 1-4 are arranged parallel to each other; both ends of the first longitudinal beam 1-1 and the second longitudinal beam 1-2 are respectively fixed to the first crossbeam 1-3 and the second crossbeam 1-4; both ends of the third crossbeam 1-5 are fixed between the first longitudinal beam 1-1 and the second longitudinal beam 1-2; the frame 1 is provided with a swing arm mounting module 2, a body mounting module 3, a stabilizer bar mounting module 4, a steering gear mounting module 5, a suspension mounting module 6, a radiator mounting module 7, and a pedestrian protection module 8; as shown Figure 2 As shown, the pedestrian protection module 8 includes a pedestrian protection mounting bracket 8-1 and a pedestrian protection crossbeam 8-2. The pedestrian protection mounting bracket 8-1 is mounted on the first crossbeam 1-3, and the pedestrian protection crossbeam 8-2 is connected to the pedestrian protection mounting bracket 8-1 to be erected on the first crossbeam 1-3.

[0042] The pedestrian protection module 8 specially designed in this embodiment has a pedestrian protection beam 8-2 that is mounted on the first crossbeam 1-3 at the front of the vehicle via a bracket 8-1. It can make priority contact with the pedestrian's legs when a collision occurs, effectively preventing the pedestrian from directly colliding with hard components such as the rear vehicle body longitudinal beams, greatly reducing the degree of injury to the pedestrian's legs, and reducing the risk of the pedestrian being caught under the vehicle.

[0043] This embodiment integrates the control arm mounting module 2, body mounting module 3, stabilizer bar mounting module 4, steering gear mounting module 5, suspension mounting module 6, and radiator mounting module 7 onto a single frame 1, forming a standardized functional platform. This allows for rapid adaptation to different suspension types, powertrains, body mounting points, and radiator specifications by replacing or adjusting individual modules, thereby meeting cross-model and cross-platform development needs. This avoids redesigning the entire subframe for each new vehicle, significantly shortening the development cycle and reducing development costs.

[0044] In this embodiment, the frame 1 structure, composed of the first longitudinal beam 1-1, the second longitudinal beam 1-2, the first crossbeam 1-3, the second crossbeam 1-4, and the third crossbeam 1-5, is stable and provides a reliable installation foundation. The various functional modules are rationally distributed at the key nodes of frame 1, ensuring effective load transfer and distribution, and improving the overall structural rigidity and durability.

[0045] like Figure 1 and Figure 3 As shown, the vehicle body mounting module 3 includes a curved arm 3-1, a first mounting sleeve 3-2, and a second mounting sleeve 3-3. The curved arm 3-1 is inserted into the second crossbeam 1-4. The second mounting sleeve 3-3 is mounted on the curved arm 3-1 and is used to connect part of the vehicle body longitudinal beam 9. The first crossbeam 1-3 has an adjustable length structure. The first mounting sleeve 3-2 is mounted on the first crossbeam 1-3 and is used to connect part of the vehicle body longitudinal beam 9.

[0046] This embodiment designs the first crossbeam 1-3 as an adjustable-length structure, while allowing for variable insertion depth between the curved arm 3-1 and the second crossbeam 1-4. This enables flexible adjustment of the total width of the front and rear of the subframe within a wide range. Consequently, the same subframe platform can precisely match the wheelbase and body mounting distance of different vehicle models, eliminating the need to redesign the entire subframe structure for each model. This significantly shortens the development cycle and reduces mold and manufacturing costs.

[0047] Since the first mounting sleeve 3-2 and the second mounting sleeve 3-3 directly determine the installation height of the subframe relative to the vehicle body, their adjustability allows the ground clearance of the subframe to be lowered or raised as a whole, thereby directly optimizing the vehicle's passability. More importantly, this height adjustment will simultaneously cause the pedestrian protection module 8 fixed on the front crossbeam to rise and fall accordingly, ensuring that the pedestrian protection crossbeam 8-2 is at the most effective height on vehicles with different ground clearances, thus balancing vehicle passability and pedestrian safety.

[0048] like Figure 3 As shown, it also includes a first subframe mounting bracket 10 and a second subframe mounting bracket 11, which are respectively welded to the longitudinal beams 9 of the vehicle body; a first mounting sleeve 3-2 is detachably connected to the first subframe mounting bracket 10; and a second mounting sleeve 3-3 is detachably connected to the second subframe mounting bracket 11.

[0049] Since the first subframe mounting bracket 10 and the second subframe mounting bracket 11 are reference components fixed on the vehicle body, the ground clearance of the subframe can be easily lowered or raised as a whole by adjusting the connection position between the first mounting sleeve 3-2 and the second mounting sleeve 3-3 and them (for example, by using sleeves of different heights or adjusting different connection points).

[0050] like Figure 2 As shown, the pedestrian protection beam 8-2 has arc-shaped structures at both ends.

[0051] Based on the aforementioned technical means, when a vehicle collides with a pedestrian, the curved structure provides a smooth transition surface rather than sharp edges. When the pedestrian's leg contacts the two ends of the crossbeam, the curved ends can act as a guiding mechanism, causing the pedestrian's leg to slide naturally along the curved surface, rather than being "hooked" by the right angle of the crossbeam.

[0052] like Figure 2 As shown, the pedestrian protection beam 8-2 has a hollow structure.

[0053] The hollow structure significantly reduces the mass of the pedestrian protection beam 8-2 while ensuring a certain level of bending stiffness, which directly contributes to the overall vehicle weight reduction. Furthermore, in the event of a collision, the hollow beam prevents rigid impact on the pedestrian's legs caused by excessive stiffness of the pedestrian protection beam 8-2.

[0054] like Figure 2 As shown, the pedestrian protection beam 8-2 has multiple edges, each with a rounded corner structure.

[0055] In this embodiment, all edges are rounded to provide a smooth contact surface, effectively preventing pedestrian injuries caused by excessive local stress.

[0056] like Figure 1 As shown, the pedestrian protection module 8 is horizontally projected outside the longitudinal beam 9 of the vehicle body.

[0057] By placing the pedestrian protection beam in front of the more robust vehicle longitudinal beam 9 (with its horizontal projection located on the outside), in the event of a frontal collision, it can be ensured that the pedestrian's legs will make contact with the pedestrian protection beam first, thereby minimizing the fatal risk of pedestrians being caught under the vehicle or run over by the wheels.

[0058] like Figure 1 and Figure 6 As shown, there are two sets of swing arm mounting modules 2, which are respectively mounted on the first longitudinal beam 1-1 and the second longitudinal beam 1-2. Each swing arm mounting module 2 includes a snap-fit ​​groove 2-1 and a mounting lug 2-2, which are used to be screwed to the vehicle suspension swing arm 12 respectively.

[0059] By symmetrically arranging two sets of standardized swing arm mounting modules 2 on the first longitudinal beam 1-1 and the second longitudinal beam 1-2, a unified and reliable installation interface is provided for the suspension system. The modular design allows for the development of different vehicle models or the adaptation to different suspension types without significant changes to the subframe structure; only the snap-fit ​​groove 2-1 and the mounting lug 2-2 need to be modified accordingly.

[0060] In this embodiment, the snap-fit ​​groove 2-1 and the mounting lug 2-2 are connected to the vehicle suspension control arm 12 by high-strength bolts, ensuring the rigidity and accuracy of the suspension control arm mounting point.

[0061] like Figure 4 As shown, the stabilizer bar mounting module 4 includes a first mounting base 4-1, a second mounting base 4-2, a first locking seat 4-3, and a second locking seat 4-4. The first mounting base 4-1 is mounted on the first longitudinal beam 1-1 and is connected to the first cross beam 1-3. The first locking seat 4-3 is mounted on the first mounting base 4-1 and is used to connect to the stabilizer bar 13. The second mounting base 4-2 is mounted on the second longitudinal beam 1-2 and is connected to the first cross beam 1-3. The second locking seat 4-4 is mounted on the second mounting base 4-2 and is used to connect to the stabilizer bar 13.

[0062] The first mounting base 4-1 and the second mounting base 4-2 form a robust triangular support structure at the intersection of the longitudinal beam and the transverse beam, improving installation rigidity. The independent first clamping seat 4-3 and second clamping seat 4-4 connect to the first mounting base 4-1 and the second mounting base 4-2, making the assembly, disassembly, and subsequent replacement and maintenance of the stabilizer bar 13 easier.

[0063] like Figure 1 and Figure 5 As shown, the steering gear mounting module 5 includes two third mounting sleeves 5-1, which are respectively mounted on the third crossbeam 1-5. The two third mounting sleeves 5-1 are used to connect to the steering gear tie rod assembly 14 respectively.

[0064] Two precise and reliable mounting hardpoints are provided for the steering tie rod assembly 14 by symmetrically setting two third mounting sleeves 5-1 on the third crossbeam 1-5.

[0065] In this embodiment, a rubber or hydraulic damping bushing is pressed into the third mounting sleeve 5-1. When the steering tie rod assembly 14 is connected to the third mounting sleeve 5-1 through the damping bushing, it can effectively filter and isolate high-frequency vibrations from the road surface, preventing them from being transmitted to the steering wheel and body through the steering system, significantly improving the vehicle's NVH performance and optimizing the driving comfort experience.

[0066] In this embodiment, as Figure 6 As shown, the suspension mounting module 6 includes a third mounting base 6-1, a fourth mounting base 6-2, and a fifth mounting base 6-3. The third mounting base 6-1 and the fourth mounting base 6-2 are respectively disposed on the first crossbeam 1-3. The third mounting base 6-1 is used to connect with the left suspension; the fourth mounting base 6-2 is used to connect with the right suspension; and the fifth mounting base 6-3 is disposed on the third crossbeam 1-5 and is used to connect with the rear suspension.

[0067] By setting two mounting seats (third mounting seat 6-1 and fourth mounting seat 6-2) on the first crossbeam 1-3 at the front of the subframe, and setting a fifth mounting seat 6-3 on the third crossbeam 1-5 at the rear, a stable three-point support system is formed, providing a stable power foundation for the whole vehicle.

[0068] The mounting hardpoints (position and angle) of the three mounting brackets can be independently designed and adjusted according to different engine and transmission models. When the platform needs to accommodate a new powertrain, there is no need to change the main frame of the subframe; precise matching can be achieved simply by replacing or adjusting the third mounting bracket 6-1, the fourth mounting bracket 6-2, and the fifth mounting bracket 6-3.

[0069] In this embodiment, as Figure 1 As shown, the radiator mounting module 7 includes a sixth mounting base 7-1 and a seventh mounting base 7-2. The sixth mounting base 7-1 and the seventh mounting base 7-2 are respectively disposed on the first crossbeam 1-3, and the sixth mounting base 7-1 is connected to the third mounting base 6-1, and the seventh mounting base 7-2 is connected to the fourth mounting base 6-2.

[0070] The sixth mounting bracket 7-1 and the seventh mounting bracket 7-2 are not directly mounted on the first crossbeam 1-3 independently, but are connected to the third mounting bracket 6-1 and the fourth mounting bracket 6-2 respectively. This integrates the radiator mounting function with the powertrain suspension mounting function in terms of structure, avoiding the need to design separate brackets for the two functions and significantly simplifying the structural complexity of the front of the subframe.

[0071] In this embodiment, as Figure 5 As shown, it also includes a first reinforcing member 15 and a second reinforcing member 16. The first reinforcing member 12 is disposed between the first longitudinal beam 1-1 and the first transverse beam 1-3, and between the second longitudinal beam 1-2 and the first transverse beam 1-3, to enhance the structural rigidity.

[0072] In summary, the adjustment methods for each module in this embodiment are as follows: 1. Frame 1: During manufacturing, the first longitudinal beam 1-1, the second longitudinal beam 1-2, the first crossbeam 1-3, the second crossbeam 1-4, and the third crossbeam 1-5 can be made from hollow round tubes of different lengths according to the wheelbase and width requirements of the target vehicle model, thus altering the overall dimensions of the subframe. By changing the wall thickness of the hollow round tubes, the differentiated strength and weight requirements of different vehicle models can be met.

[0073] 2. Control arm mounting module 2: The snap-fit ​​groove 2-1 and the mounting lug 2-2 are respectively connected to the vehicle suspension control arm 12 by bolts. The snap-fit ​​groove 2-1 and the mounting lug 2-2 can be designed with elongated holes, or a series of optional holes, or new matching holes can be drilled to adjust the mounting hard points of the vehicle suspension control arm 12, and to disassemble and replace different types of vehicle suspension control arms 12 as needed.

[0074] 3. Body mounting module 3: The first crossbeam 1-3 is an adjustable length structure. During manufacturing, the first crossbeam 1-3 of different lengths can be cut according to the wheelbase of the target vehicle model to adjust the total width of the front of the subframe. At the same time, the curved arm 3-1 and the second crossbeam 1-4 are connected by plug-in welding. On the tooling, by changing the depth of the curved arm 3-1 inserted into the second crossbeam 1-4, the total width of the rear of the subframe can be finely adjusted within a certain range to adapt to the wheelbase.

[0075] To accommodate vehicles with varying wheelbases, it can be directly replaced with curved arms 3-1 of different lengths and shapes.

[0076] It should be noted that, since the first mounting sleeve 3-2 and the second mounting sleeve 3-3 are detachably mounted on the first subframe mounting bracket 10 and the second subframe mounting bracket 11, the mounting holes on the first mounting sleeve 3-2 and the second mounting sleeve 3-3 can be re-drilled or elongated holes can be used to achieve flexible adjustment of the mounting hard points, thereby reducing or increasing the ground clearance of the frame 1. The reduction or increase of the ground clearance of the frame 1 will simultaneously reduce or increase the height of the pedestrian protection module 8 to adapt to different pedestrian protection needs. 4. Stabilizer bar mounting module 4: The bolt holes on the first mounting base 4-1 and the second mounting base 4-2 can be designed as elongated holes, allowing the first clamping seat 4-3 and the second clamping seat 4-4 to move within a certain range, thereby adjusting the initial preload and left-right balance of the stabilizer bar.

[0077] 5. Steering Gear Mounting Module 5: By re-drilling the connecting hole of the third mounting sleeve 5-1 on the third crossbeam 1-5, the initial position of the steering gear tie rod is finely adjusted to adapt to different steering systems.

[0078] 6. Mounting module 6: No mounting holes are pre-drilled on the third mounting base 6-1, the fourth mounting base 6-2 and the fifth mounting base 6-3. During the actual assembly and production process, the mounting hole positions are selected to adapt to different models and different mounting positions of engines and transmissions.

[0079] 7. Heatsink mounting module 7: No mounting holes are pre-drilled on the sixth mounting bracket 7-1 and the seventh mounting bracket 7-2. During the actual assembly and production process, the mounting hole positions are selected to adapt to heatsinks of different sizes and models.

[0080] 8. Pedestrian protection module 8: The pedestrian protection beam 8-2 can be replaced with beams of different materials, cross-sectional shapes, or lengths according to the vehicle's safety strategy and styling requirements, so as to adjust its energy absorption characteristics and protection range.

[0081] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A modular subframe that also considers pedestrian protection, characterized in that, include: The frame (1) includes a first longitudinal beam (1-1), a second longitudinal beam (1-2), a first transverse beam (1-3), a second transverse beam (1-4), and a third transverse beam (1-5); the first transverse beam (1-3) and the second transverse beam (1-4) are arranged parallel to each other; the two ends of the first longitudinal beam (1-1) and the two ends of the second longitudinal beam (1-2) are respectively fixed to the first transverse beam (1-3) and the second transverse beam (1-4); the two ends of the third transverse beam (1-5) are fixed between the first longitudinal beam (1-1) and the second longitudinal beam (1-2); The frame (1) is provided with a swing arm mounting module (2), a body mounting module (3), a stabilizer bar mounting module (4), a steering gear mounting module (5), a suspension mounting module (6), a radiator mounting module (7), and a pedestrian protection module (8). The pedestrian protection module (8) includes a pedestrian protection mounting bracket (8-1) and a pedestrian protection crossbeam (8-2). The pedestrian protection mounting bracket (8-1) is mounted on the first crossbeam (1-3), and the pedestrian protection crossbeam (8-2) is connected to the pedestrian protection mounting bracket (8-1) to be erected on the first crossbeam (1-3).

2. The modular subframe for pedestrian protection according to claim 1, characterized in that, The vehicle body mounting module (3) includes a curved arm (3-1), a first mounting sleeve (3-2), and a second mounting sleeve (3-3). The curved arm (3-1) is inserted into the second crossbeam (1-4). The second mounting sleeve (3-3) is mounted on the curved arm (3-1) and is used to connect part of the vehicle body longitudinal beam (9). The first crossbeam (1-3) is a length-adjustable structure. The first mounting sleeve (3-2) is mounted on the first crossbeam (1-3) and is used to connect part of the vehicle body longitudinal beam (9).

3. A modular subframe for pedestrian protection as described in claim 2, characterized in that, It also includes a first subframe mounting bracket (10) and a second subframe mounting bracket (11), which are respectively welded to the longitudinal beam (9) of the vehicle body; the first mounting sleeve (3-2) is detachably connected to the first subframe mounting bracket (10); and the second mounting sleeve (3-3) is detachably connected to the second subframe mounting bracket (11).

4. A modular subframe that also considers pedestrian protection according to claim 3, characterized in that, The pedestrian protection beam (8-2) has arc-shaped structures at both ends.

5. A modular subframe that also considers pedestrian protection according to claim 4, characterized in that, The pedestrian protection beam (8-2) is a hollow structure.

6. A modular subframe that also considers pedestrian protection according to claim 5, characterized in that, The pedestrian protection beam (8-2) has multiple edges, each of which has a rounded corner structure.

7. A modular subframe that also considers pedestrian protection according to claim 6, characterized in that, The pedestrian protection module (8) is projected horizontally outside the longitudinal beam (9) of the vehicle body.

8. A modular subframe that also considers pedestrian protection according to claim 1, characterized in that, The number of swing arm mounting modules (2) is two sets, and the two sets of swing arm mounting modules (2) are respectively installed on the first longitudinal beam (1-1) and the second longitudinal beam (1-2); Each of the aforementioned swing arm mounting modules (2) includes a snap-fit ​​groove (2-1) and a mounting lug (2-2), wherein the snap-fit ​​groove (2-1) and the mounting lug (2-2) are respectively screwed to the vehicle suspension swing arm (12).

9. A modular subframe that also considers pedestrian protection according to claim 1, characterized in that, The stabilizer bar mounting module (4) includes a first mounting base (4-1), a second mounting base (4-2), a first locking seat (4-3), and a second locking seat (4-4). The first mounting base (4-1) is mounted on the first longitudinal beam (1-1) and is connected to the first cross beam (1-3). The first locking seat (4-3) is mounted on the first mounting base (4-1) and is used to connect to the stabilizer bar (13). The second mounting base (4-2) is mounted on the second longitudinal beam (1-2) and is connected to the first cross beam (1-3). The second bracket (4-4) is mounted on the second mounting base (4-2) and is used to connect to the stabilizer bar (13).

10. A modular subframe for pedestrian protection according to claim 1, characterized in that, The steering gear mounting module (5) includes two third mounting sleeves (5-1), which are respectively mounted on the third crossbeam (1-5) and are used to connect to the steering gear tie rod assembly (14).

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