A sleeve connection structure and a vehicle

Abstract

The embodiment of the application provides a sleeve connecting structure and a vehicle. It relates to the technical field of vehicles. The sleeve connecting structure comprises a connecting support, a sleeve and a supporting piece. The connecting support is surrounded to form a mounting cavity, and the connecting support is used for being connected with a longitudinal beam. The sleeve is arranged in the mounting cavity, the sleeve is connected with the connecting support, and the sleeve is used for being connected with a subframe. The supporting piece is arranged in the mounting cavity and connected with the connecting support, the supporting piece is connected with the sleeve, so that the position of the sleeve in a first direction is limited. The sleeve connecting structure improves the connecting strength between the subframe and the longitudinal beam of the vehicle.

Description

Technical Field

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

[0002] In modern automotive design, the connection structure between the longitudinal beams and the subframe is a core component ensuring vehicle safety and passenger comfort. This structure primarily absorbs and disperses energy during collisions, while also transmitting complex mechanical loads between the powertrain and chassis during normal driving.

[0003] As the main load-bearing structure at the front of the vehicle body, the longitudinal beams need to be stably connected to the subframe (the supporting frame of the suspension system) through sleeve assemblies to ensure the dynamic stability of the vehicle during sudden braking, cornering, or road bumps. In addition, this connection structure also needs to take into account the control of noise, vibration, and harshness (NVH) to avoid resonance or vibration caused by insufficient structural rigidity being transmitted to the cabin and affecting the driving experience.

[0004] However, when the distance between the subframe and longitudinal beam in existing vehicles is large, the connection strength of traditional sleeve assembly is poor. Utility Model Content

[0005] This application provides a sleeve connection structure and a vehicle to improve the connection strength between the vehicle's subframe and longitudinal beams.

[0006] In a first aspect, embodiments of this application provide a sleeve connection structure, including:

[0007] A connecting bracket is provided to form an installation cavity, and the connecting bracket is used to connect with a longitudinal beam.

[0008] A sleeve is disposed within the mounting cavity, the sleeve is connected to the connecting bracket, and is used for connection to the subframe;

[0009] A support member is disposed within the mounting cavity and connected to the connecting bracket. The support member is also connected to the sleeve to restrict the position of the sleeve in a first direction.

[0010] In one possible implementation, the support includes a connecting portion and a first limiting portion, the first limiting portion being connected to the connecting portion, the sleeve being connected to the connecting portion, the first limiting portion being connected to the connecting bracket, and the first limiting portion being configured to fix the sleeve in a second direction.

[0011] In one possible implementation, there are two first limiting portions, which are respectively disposed on both sides of the connecting portion and abut against the connecting bracket, and the two first limiting portions extend in opposite directions.

[0012] In one possible implementation, the support further includes a second limiting portion connected to the connecting portion and the connecting bracket, the second limiting portion being configured to fix the sleeve in a third-direction orientation.

[0013] In one possible implementation, two second limiting portions are provided, each of which is disposed on both sides of the connecting portion and abuts against the connecting bracket, and the two second limiting portions extend in the same direction.

[0014] In one possible implementation, the connecting bracket includes a first bracket and a second bracket, the first bracket being bent into a groove and connected to the second bracket, the first bracket and the second bracket forming the mounting cavity, the sleeve being connected to the first bracket, and both the first bracket and the second bracket being used to connect to the longitudinal beam.

[0015] In one possible implementation, the first limiting portion connected to the second bracket extends in a direction away from the longitudinal beam, and the other first limiting portion connected to the first bracket extends in a direction close to the longitudinal beam.

[0016] In one possible implementation, the bottom of the first bracket is provided with a connection hole, and the sleeve is coaxially connected to the first bracket with the connection hole.

[0017] In one possible implementation, there is a gap between the sleeve and the longitudinal beam.

[0018] Secondly, embodiments of this application provide a vehicle including a subframe, longitudinal beams, and a sleeve connection structure, wherein the sleeve connection structure is disposed between the subframe and the longitudinal beams to connect the subframe and the longitudinal beams respectively.

[0019] This application provides a sleeve connection structure and a vehicle. The sleeve connection structure forms an installation cavity through a connecting bracket. The connecting bracket is connected to a longitudinal beam, and the sleeve is placed inside the installation cavity, connected to the connecting bracket, and connected to the subframe. A support member is placed inside the installation cavity and connected to the connecting bracket. The support member is also connected to the sleeve to restrict the position of the sleeve. By constraining the sleeve with the support member, the sleeve is limited within the installation cavity, forming a high-rigidity closed-loop force transmission path, thereby improving the static stiffness and fatigue strength of the connection node between the subframe and the longitudinal beam. Furthermore, by supporting the sleeve with the support member, the connection height of the overall structure can be increased to accommodate larger distances between the subframe and the longitudinal beam. In addition, the damping energy dissipation mechanism of the installation cavity can effectively attenuate the transmission of vibration energy, reduce the dynamic response of the structure, and improve the comfort and connection durability of the entire vehicle. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] Figure 1 A schematic diagram of the connection structure of the sleeve connection structure provided in this application;

[0022] Figure 2 A schematic diagram of the sleeve connection structure provided in this application from another angle;

[0023] Figure 3 for Figure 1 Schematic diagram of the middle connecting bracket;

[0024] Figure 4 for Figure 1 Schematic diagram of the connection structure of the middle sleeve;

[0025] Figure 5 A cross-sectional view of the sleeve connection structure provided in this application;

[0026] Figure 6 for Figure 1 A schematic diagram of the structure of the middle support component.

[0027] Explanation of reference numerals in the attached figures:

[0028] 1. Longitudinal beams; 2. Subframe;

[0029] 100. Connecting bracket; 110. Mounting cavity; 120. First bracket; 121. Connecting hole; 130. Second bracket;

[0030] 200. Sleeve;

[0031] 300, Support member; 310, Connecting part; 311, Fixing hole; 320, First limiting part; 330, Second limiting part.

[0032] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0033] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0034] In automotive design, the connection structure between the longitudinal beams and the subframe is a core component ensuring vehicle safety and passenger comfort. As the primary load-bearing structure at the front of the vehicle body, the longitudinal beams must be securely connected to the subframe (the supporting frame of the suspension system) via sleeve assemblies to ensure the vehicle's dynamic stability during sudden braking, cornering, or road roughness. Furthermore, this connection structure must also control noise, vibration, and harshness (NVH) to prevent resonance or vibration caused by insufficient structural rigidity from being transmitted to the passenger compartment and affecting the driving experience.

[0035] In existing technologies, the connection between the subframe and the longitudinal beam typically employs a sleeve-nested structure. Specifically, the subframe's connecting shank (connecting component) has a relatively high overall height, and the sleeve assembly inside is embedded in a pre-reserved cavity of the longitudinal beam assembly, achieving connection through welding or bolting. The main characteristic of this structure is that the sleeve is initially fixed only through lateral (X-direction) and longitudinal (Y-direction) limiting holes inside the longitudinal beam, while vertical (Z-direction) constraint relies on a clearance fit or partial welding between the sleeve and the longitudinal beam cavity. However, because the sleeve is completely nested within the longitudinal beam cavity, its Z-direction (vertical) fixation mainly relies on welding points or clearance fits, failing to form an independent constraint mechanism, resulting in insufficient structural stability under complex loads. When the Z-direction height difference between the subframe and the longitudinal beam is significant, the traditional sleeve structure, lacking effective vertical bending resistance, is prone to deformation or even fracture under collision or dynamic loads, affecting the overall structural strength. The existing single-cavity design cannot effectively attenuate the vibration energy transmitted by the subframe, resulting in prominent noise problems in the cab, especially at high speeds or on bumpy roads.

[0036] This application provides a sleeve connection structure and a vehicle. The sleeve connection structure forms an installation cavity through a connecting bracket. The connecting bracket is connected to a longitudinal beam, and the sleeve is placed inside the installation cavity, connected to the connecting bracket, and connected to the subframe. A support member is placed inside the installation cavity and connected to the connecting bracket. The support member is also connected to the sleeve to restrict the position of the sleeve. By constraining the sleeve with the support member, the sleeve is limited within the installation cavity, forming a high-stiffness closed-loop force transmission path, thereby improving the static stiffness and fatigue strength of the connection node between the subframe and the longitudinal beam. Furthermore, by supporting the sleeve with the support member, the connection height of the overall structure can be increased to accommodate larger distances between the subframe and the longitudinal beam. In addition, the damping energy dissipation mechanism of the installation cavity can effectively attenuate the transmission of vibration energy, reduce the dynamic response of the structure, and improve the comfort and connection durability of the entire vehicle.

[0037] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0038] Figure 1 This is a schematic diagram of the connection structure of the sleeve connection structure provided in this application. Figure 3 for Figure 1 A schematic diagram of the structure of the connecting bracket; wherein, the first direction is... Figure 3 The Z direction is in the middle, and the second direction is in the middle. Figure 3 In the X direction, the third direction is Figure 3 in the Y direction.

[0039] This application provides a sleeve connection structure, referring to... Figure 1 , Figure 2 and Figure 3 The sleeve connection structure includes a connecting bracket 100, a sleeve 200, and a support member 300.

[0040] The connecting bracket 100 forms a mounting cavity 110 and is used to connect with the longitudinal beam 1. A sleeve 200 is disposed within the mounting cavity 110, connected to the connecting bracket 100, and used to connect with the subframe 2. A support member 300 is disposed within the mounting cavity 110 and connected to the connecting bracket 100. The support member 300 is also connected to the sleeve 200 to restrict the position of the sleeve 200 in the first direction.

[0041] For example, the top of the connecting bracket 100 is welded and fixed to the longitudinal beam 1. In other examples, the connecting bracket 100 may also be fixed to the longitudinal beam 1 by bolts or rivets.

[0042] For example, the sleeve 200 is bolted to the yoke connection of the subframe 2. The sleeve 200 is welded to the connecting bracket 100. The support 300 is also welded to the connecting bracket 100 and welded to the sleeve 200, thereby fixing the subframe 2 to the bottom of the longitudinal beam 1 through the sleeve 200, the connecting bracket 100 and the support 300.

[0043] Compared to the traditional connection method where the sleeve 200 is connected to the subframe 2 by a horn joint and then fixed inside the longitudinal beam 1, this embodiment uses the cooperation of the connecting bracket 100 and the support 300 with the sleeve 200. The support 300 restricts the position of the sleeve 200 in the Z direction to fix the sleeve 200 in the first direction. This is beneficial for the height of the overall structure in the Z direction, and can achieve a high-strength connection when the height between the subframe 2 and the longitudinal beam 1 is large.

[0044] By constraining the sleeve 200 with the support member 300, the sleeve 200 is limited within the mounting cavity 110, forming a high-rigidity closed-loop force transmission path, thereby improving the static stiffness and fatigue strength of the connection node between the subframe 2 and the longitudinal beam 1. Furthermore, supporting the sleeve 200 with the support member 300 increases the overall structural connection height, accommodating larger distances between the subframe 2 and the longitudinal beam 1. In addition, the damping energy dissipation mechanism of the mounting cavity 110 effectively attenuates the transmission of vibration energy, reduces structural dynamic response, and improves the overall vehicle comfort and connection durability.

[0045] In one possible implementation, refer to Figure 4 and Figure 6 The support member 300 includes a connecting part 310 and a first limiting part 320. The first limiting part 320 is connected to the connecting part 310, the sleeve 200 is connected to the connecting part 310, and the first limiting part 320 is connected to the connecting bracket 100. The first limiting part 320 is configured to fix the sleeve 200 in a second direction.

[0046] For example, the connecting portion 310 is integrally formed with the first limiting portion 320. The first limiting portion 320 is welded and fixed to the inner sidewall of the connecting bracket 100. The connecting portion 310 is welded and fixed to the sleeve 200 to achieve a rigid connection between the sleeve 200 and the support member 300.

[0047] For example, the connecting part 310 is provided with a fixing hole 311, and the top of the sleeve 200 extends through the fixing hole 311 to the top of the connecting part 310. The sleeve 200 is then welded to the connecting part 310. By partially inserting the sleeve 200 above the connecting part 310 before welding, the sleeve 200 can be more easily and securely welded, thus improving the overall connection strength.

[0048] The sleeve 200 is welded and fixed to the connecting part 310, and the connecting part 310 is then welded and fixed to the connecting bracket 100 through the first limiting part 320, thereby achieving the fixation of the sleeve 200 in the first direction.

[0049] For example, the first limiting part 320 is disposed on the side of the connecting part 310 along the second direction. By fixing the first limiting part 320 to the connecting bracket 100, the connecting part 310 and the sleeve 200 are fixed in the second direction. That is, the sleeve 200 is fixed in the X direction.

[0050] Through the rigid connection between the connecting part 310 and the sleeve 200 and the fixed connection between the first limiting part 320 and the connecting bracket 100, a unidirectional constraint of the sleeve 200 is constructed in the second direction, forming a clear secondary force transmission path, which improves the shear / torsional stiffness of the connecting node in this direction, eliminates the displacement degree of freedom of the sleeve 200 and the relative motion of the interface, effectively suppresses the transmission of low-frequency rigid body modes and impact excitation, thereby enhancing the dynamic stability and fatigue durability of the overall structure.

[0051] Reference Figure 5 The connecting part 310 divides the mounting cavity 110 into two chambers. When the subframe 2 is vibrated, the force on the subframe 2 is transmitted upward through the sleeve 200. First, it is transmitted to the first bracket 120, and then spreads to both sides along the bottom of the first bracket 120 and is transmitted to the second bracket 130. The sleeve 200 then transmits the force upward to the support member 300. The support member 300 transmits the force to the first bracket 120 and the second bracket 130 again. After passing through the second bracket 130 and the first bracket 120, the force is transmitted upward to the longitudinal beam 1.

[0052] By optimizing the force transmission path described above, the force is evenly distributed, avoiding local stress concentration. At the same time, the energy transmission efficiency is reduced and the structural load-bearing capacity is improved through the two-chamber force transmission path design.

[0053] It can also reduce noise. The two-chamber structure achieves multi-stage attenuation of vibration energy through air damping, reducing the noise transmitted from the subframe 2 to the cabin and improving NVH performance. In addition, the rigid connection design of the structure reduces resonance problems caused by displacement or deformation, further optimizing ride comfort.

[0054] It can also enhance safety. In collision scenarios, the three-dimensional fixing mechanism and multi-cavity force transmission path design ensure that the structure can quickly absorb and disperse impact energy, avoiding safety hazards caused by local failure. At the same time, it improves the overall impact resistance of the vehicle through a uniform force transmission path.

[0055] In one possible implementation, two first limiting portions 320 are provided, which are respectively disposed on both sides of the connecting portion 310 and abut against the connecting bracket 100, and the two first limiting portions 320 extend in opposite directions.

[0056] For example, two first limiting portions 320 are disposed at both ends of the connecting portion 310 along the X direction. The plane of the first limiting portion 320 is perpendicular to the plane of the connecting portion 310, so that the first limiting portion 320 is attached to the inner sidewall of the connecting bracket 100 and welded and fixed.

[0057] By having two first limiting portions 320 extend in opposite directions, the contact area between the first limiting portion 320 and the connecting bracket 100 is increased, thereby increasing the number of welding points and further improving the connection strength. The opposite extension directions of the two first limiting portions 320 also prevent interference between the first limiting portion 320 and the longitudinal beam 1, facilitating the installation and welding of the first limiting portion 320.

[0058] In one possible implementation, refer to Figure 4 and Figure 6 The support member 300 also includes a second limiting part 330, which is connected to the connecting part 310 and the connecting bracket 100. The second limiting part 330 is configured to fix the sleeve 200 in the third direction.

[0059] For example, the second limiting part 330 is integrally formed with the connecting part 310. The second limiting part 330 is disposed on the side of the connecting part 310 along the Y direction, and the second limiting part 330 is welded and fixed to the connecting bracket 100, thereby realizing the fixing of the sleeve 200 in the third direction.

[0060] For example, the second limiting portion 330 is provided on the side adjacent to the first limiting portion 320 on the connecting portion 310.

[0061] The support member 300 achieves rigid positioning of the sleeve 200 in the Z direction through the connecting part 310. The first limiting part 320 is anchored to the connecting bracket 100 to form an X-direction shear constraint, and the second limiting part 330 is connected to the connecting bracket 100 to provide Y-direction limiting. Thus, a statically determinate constraint system for the sleeve 200 is constructed in the XYZ three-axis directions, achieving omnidirectional spatial limiting and eliminating six degrees of freedom. This three-dimensional constraint mechanism forms a high-stiffness closed-loop force transmission path, improves the main diagonal term of the stiffness matrix of the connecting nodes, effectively suppresses rigid body modes and low-frequency elastic modes, reduces interface fretting wear and stress concentration under dynamic loads, and significantly enhances the dynamic stability and fatigue durability of the structure.

[0062] In one possible implementation, two second limiting portions 330 are provided, which are respectively disposed on both sides of the connecting portion 310 and abut against the connecting bracket 100, and the two second limiting portions 330 extend in the same direction.

[0063] The extension direction of the second limiting part 330 can increase the contact area between the second limiting part 330 and the connecting bracket 100, thereby increasing the number of welding points and further improving the connection strength.

[0064] For example, the plane containing the two second limiting portions 330 has an included angle, so that the two second limiting portions 330 abut against the two side walls of the connecting bracket 100 respectively.

[0065] In some other examples, the two second limiting parts 330 may extend in opposite directions.

[0066] In one possible implementation, the connecting bracket 100 includes a first bracket 120 and a second bracket 130. The first bracket 120 is bent into a groove and connected to the second bracket 130. The first bracket 120 and the second bracket 130 surround and form an installation cavity 110. The sleeve 200 is connected to the first bracket 120. Both the first bracket 120 and the second bracket 130 are used to connect to the longitudinal beam 1.

[0067] For example, the first bracket 120 is a steel plate bent into a groove shape. The first bracket 120 is welded and fixed to the second bracket 130, and the top of the second bracket 130 is welded and fixed to the longitudinal beam 1.

[0068] For example, the bottom edge of the first bracket 120 is provided with a first extension, which extends along the Z-axis and is welded to the second bracket 130. The top of the second bracket 130 is also provided with two second extensions, which extend along the Y-axis and are welded to the bottom of the longitudinal beam 1. The top of the first bracket 120 is also provided with a third extension, which extends along the Z-axis and is welded to the side of the longitudinal beam 1. The side of the first bracket 120 is also provided with a fourth extension, which extends along the Y-axis and is welded to the second bracket 130.

[0069] For example, there is a gap between the sleeve 200 and the longitudinal beam 1. This increases the height of the overall structure in the Z-axis direction to accommodate the larger gap between the longitudinal beam 1 and the subframe 2.

[0070] In one possible implementation, the first limiting part 320 connected to the second bracket 130 extends toward the direction away from the longitudinal beam 1, and the other first limiting part 320 connected to the first bracket 120 extends toward the direction close to the longitudinal beam 1.

[0071] The first limiting part 320, which is connected to the second bracket 130, extends in a direction away from the longitudinal beam 1, which can avoid interference between the first limiting part 320 and the longitudinal beam 1 structure and achieve a good fixing effect.

[0072] For example, the second bracket 130 is a plate-shaped structure. The second bracket 130 has a welding port, and a first limiting part 320 abuts against the second bracket 130, and the first limiting part 320 is located on the welding port, so as to weld the first limiting part 320 onto the second bracket 130.

[0073] In one possible implementation, the bottom of the first bracket 120 is provided with a connecting hole 121, and the sleeve 200 is coaxially connected to the first bracket 120 with the connecting hole 121. The yoke of the subframe 2 is connected to the sleeve 200 by bolts passing through the connecting hole 121, thereby realizing a fixed connection between the subframe 2 and the sleeve 200.

[0074] This application embodiment also provides a vehicle, including a subframe 2, a longitudinal beam 1, and a sleeve connection structure, wherein the sleeve connection structure is disposed between the subframe 2 and the longitudinal beam 1 to connect the subframe 2 and the longitudinal beam 1 respectively.

[0075] The vehicle provided in this embodiment forms an installation cavity 110 by a connecting bracket 100 on a sleeve connection structure. The connecting bracket 100 is connected to the longitudinal beam 1. A sleeve 200 is disposed within the installation cavity 110, connected to the connecting bracket 100, and connected to the subframe 2. A support member 300 is disposed within the installation cavity 110 and connected to the connecting bracket 100. The support member 300 is located on top of the sleeve 200 and connected to it to restrict the position of the sleeve 200. By constraining the sleeve 200 with the support member 300, the sleeve 200 is limited within the installation cavity 110, forming a high-rigidity closed-loop force transmission path, thereby improving the static stiffness and fatigue strength of the connection node between the subframe 2 and the longitudinal beam 1. Furthermore, by supporting the sleeve 200 with the support member 300, the connection height of the overall structure can be increased to accommodate larger distances between the subframe 2 and the longitudinal beam 1. In addition, the damping energy dissipation mechanism of the mounting cavity 110 can effectively attenuate the transmission of vibration energy, reduce structural dynamic response, and improve the overall vehicle comfort and connection durability.

[0076] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A sleeve connection structure, characterized in that, include: A connecting bracket (100) is provided to form an installation cavity (110), and the connecting bracket (100) is used to connect with the longitudinal beam (1); A sleeve (200) is disposed in the mounting cavity (110), the sleeve (200) is connected to the connecting bracket (100), and is used to connect to the subframe (2); A support member (300) is disposed in the mounting cavity (110) and connected to the connecting bracket (100). The support member (300) is connected to the sleeve (200) to limit the position of the sleeve (200) in a first direction.

2. The sleeve connection structure according to claim 1, characterized in that, The support member (300) includes a connecting part (310) and a first limiting part (320), the first limiting part (320) being connected to the connecting part (310), the sleeve (200) being connected to the connecting part (310), and the first limiting part (320) being connected to the connecting bracket (100). The first limiting part (320) is configured to fix the sleeve (200) in a second direction.

3. The sleeve connection structure according to claim 2, characterized in that, The first limiting part (320) is provided as two, and the two first limiting parts (320) are respectively disposed on both sides of the connecting part (310) and abut against the connecting bracket (100), and the two first limiting parts (320) extend in opposite directions.

4. The sleeve connection structure according to claim 2, characterized in that, The support member (300) further includes a second limiting part (330), which is connected to the connecting part (310) and the connecting bracket (100). The second limiting part (330) is configured to fix the sleeve (200) in a third direction.

5. The sleeve connection structure according to claim 4, characterized in that, The second limiting part (330) is provided in two parts. The two second limiting parts (330) are respectively disposed on both sides of the connecting part (310) and abut against the connecting bracket (100), and the two second limiting parts (330) extend in the same direction.

6. The sleeve connection structure according to claim 3, characterized in that, The connecting bracket (100) includes a first bracket (120) and a second bracket (130). The first bracket (120) is bent into a groove and connected to the second bracket (130). The first bracket (120) and the second bracket (130) surround and form the mounting cavity (110). The sleeve (200) is connected to the first bracket (120). Both the first bracket (120) and the second bracket (130) are used to connect to the longitudinal beam (1).

7. The sleeve connection structure according to claim 6, characterized in that, The first limiting part (320) connected to the second bracket (130) extends in a direction away from the longitudinal beam (1), and the other first limiting part (320) connected to the first bracket (120) extends in a direction close to the longitudinal beam (1).

8. The sleeve connection structure according to claim 6, characterized in that, The bottom of the first bracket (120) is provided with a connection hole (121), and the sleeve (200) is coaxially connected to the first bracket (120) with the connection hole (121).

9. The sleeve connection structure according to any one of claims 1-8, characterized in that, There is a gap between the sleeve (200) and the longitudinal beam (1).

10. A vehicle, characterized in that, It includes a subframe (2), a longitudinal beam (1), and a sleeve connection structure as described in any one of claims 1-9, wherein the sleeve connection structure is disposed between the subframe (2) and the longitudinal beam (1) to connect the subframe (2) and the longitudinal beam (1) respectively.

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