A front subframe structure coupled with a muffler

Abstract

The utility model belongs to the technical field of automobile chassis, especially relates to a front sub -frame structure of muffler coupling. Including anticollision module, muffler module and sub -frame module, the muffler module includes the muffler casing, the energy -absorbing block of opposite settings, first connecting support and second connecting support, the muffler casing constitutes the first crossbeam of front sub -frame, the anticollision module both ends respectively through first connecting support with two energy -absorbing block one end detachable connection, the sub -frame module both ends respectively through second connecting support with two energy -absorbing block other end detachable connection, every energy -absorbing block is located between the first connecting support and the second connecting support of the same side, and the energy -absorbing block of opposite settings is connected with the both sides of muffler casing. The utility model through standardization detachable interface will be coupled into double crossbeam with the sub -frame of muffler casing, reduces the number of pieces and process, and facilitates the platformization reuse and maintenance.

Description

Technical Field

[0001] This utility model belongs to the field of automotive chassis technology, specifically relating to a front subframe structure with muffler coupling. Background Technology

[0002] With the development of lightweight and integrated automotive design, the structural layout of subframes and mufflers faces higher requirements. Traditional vehicles generally adopt a separate design for the subframe and muffler, with each responsible for structural load-bearing and exhaust noise reduction functions, respectively. While this design approach is clear, it has significant shortcomings in terms of manufacturing costs, space utilization, and structural efficiency.

[0003] Current vehicles generally employ a design where the subframe and muffler are separately arranged: the subframe is typically a frame structure made of steel or aluminum alloy, independently mounted at the front of the vehicle body, used to support the suspension and powertrain; the muffler, as a non-load-bearing component, is located in the middle and rear of the vehicle undercarriage, connected to the body or chassis beams via independent brackets. The two operate independently in design, manufacturing, and assembly, each fulfilling its respective function of structural load-bearing and exhaust noise reduction. While this separate design offers structural clarity, it presents certain complexities in supply chain management, assembly processes, and overall vehicle layout.

[0004] However, the separate subframe and muffler structure has several shortcomings in the overall vehicle integration design. Independent design and manufacturing result in a large number of parts, complex production and assembly processes, and increased supply chain management and manufacturing costs. As a non-load-bearing component, the muffler's structure does not participate in chassis stress, increasing overall vehicle weight without improving structural efficiency. The two independently arranged structures also occupy significant space, limiting the compactness of the chassis layout and aerodynamic performance. Furthermore, improving subframe stiffness usually relies on increasing structural dimensions or wall thickness, which can easily lead to increased weight and reduced fatigue life, making it difficult to balance structural performance and lightweight requirements. Utility Model Content

[0005] The purpose of this utility model is to overcome the shortcomings of the above-mentioned background technology and provide a front subframe structure for muffler coupling.

[0006] The technical solution adopted in this utility model is: a front subframe structure with muffler coupling, including an anti-collision module, a muffler module, and a subframe module; the muffler module includes a muffler housing, a pair of energy-absorbing blocks, a first connecting support, and a second connecting support, the muffler housing forming the first crossbeam of the front subframe; both ends of the anti-collision module are detachably connected to one end of each of the two energy-absorbing blocks via the first connecting support; both ends of the subframe module are detachably connected to the other end of each of the two energy-absorbing blocks via the second connecting support; each energy-absorbing block is located between the first connecting support and the second connecting support on the same side, and the paired energy-absorbing blocks are connected to both sides of the muffler housing.

[0007] Furthermore, both the first and second connecting supports are arranged in pairs. This structure creates corresponding installation references on the left and right sides, facilitating assembly alignment and enabling symmetrical load transfer along the left and right paths.

[0008] Furthermore, the line connecting the midpoint of the pair of first connecting supports and the midpoint of the pair of second connecting supports forms the X-axis, which passes sequentially along the vehicle's longitudinal direction through the anti-collision module, the muffler module, and the subframe module. This structure provides a unified front-rear reference line for the three modules, facilitating positioning and coaxial installation of subsequent components.

[0009] Furthermore, the anti-collision module includes a bumper, and the first connecting bracket is detachably connected to the bumper. This structure allows the anti-collision module to be independently installed and removed, and replacement and maintenance do not affect the muffler module and subframe module, improving modular maintenance efficiency.

[0010] Furthermore, the subframe module includes a second crossbeam arranged transversely along the vehicle and side beams fixedly connected to the rear side of the second crossbeam, the side beams being arranged in pairs; the second crossbeam is a beam body with an open front end, the middle of the beam body being a straight section along the transverse direction of the vehicle, and the two sides being arc sections extending forward from the straight section; each of the paired side beams is fixedly connected at one end to the second crossbeam, and the other end is connected to a corresponding second connecting support. Through this structure, the rear section of the subframe forms a closed load-bearing frame, the connection points are more robust under stress, and it is easier to reliably transfer loads from the front to the vehicle body.

[0011] Furthermore, a first mounting hole is formed on the side beam; a second mounting hole is respectively provided at the end of the arc segment of the second crossbeam; and a third mounting hole is formed at the intersection of the second crossbeam and the X-axis. This structure provides a clear and standardized mounting interface for the subframe, body, and related components, ensuring mounting position accuracy, reducing assembly difficulty, and improving compatibility with different vehicle platforms.

[0012] Furthermore, a reinforcement is provided at the connection between each of the side beams and the second crossbeam. This structure enhances the local stiffness and fatigue resistance of the connection area between the side beam and the second crossbeam, reduces stress concentration, and improves the durability of the subframe under dynamic loads.

[0013] Furthermore, each of the reinforcement members has at least two fourth mounting holes. This structure provides a stable additional mounting point in the reinforced area, facilitating the placement of suspension, control arms, or other chassis components, ensuring connection strength while improving the flexibility of structural layout.

[0014] Furthermore, the paired energy-absorbing blocks are located between the first and second connecting supports on the same side, with their middle portions connected to the sidewall of the muffler housing. One end of each block is connected to the first connecting support along the vehicle's longitudinal direction, and the other end is connected to the second connecting support. This structure creates a continuous energy absorption and transfer channel between the anti-collision module, the muffler housing, and the subframe module, which helps to stage energy dissipation and reduce peak impact during collisions, while also ensuring both housing support rigidity and assembly accuracy.

[0015] Furthermore, the anti-collision module is located on the front side of the first connecting support, and the subframe module is located on the rear side of the second connecting support. This structure allows the anti-collision beam, energy-absorbing block, muffler, and subframe to form a sequentially arranged force path along the vehicle's longitudinal direction, with clear division of front and rear functional areas. This facilitates optimization of the front-end layout space and improves force transmission efficiency and safety in frontal collision conditions.

[0016] The beneficial effects of this utility model are as follows: This utility model directly uses the muffler housing as the first crossbeam of the front subframe and is integrally coupled with the energy-absorbing blocks on both sides to form a continuous force and a preset collapse path, thereby improving rigidity and collision energy absorption and reducing independent load-bearing components without increasing size and wall thickness; the standardized interface of the first and second connecting supports realizes the decoupling and detachable connection of the anti-collision module, muffler module and subframe module, reducing parts and welding processes, simplifying assembly and reducing costs, while facilitating collision repair and quick replacement; the traditional redundant arrangement of the front crossbeam and muffler is eliminated, freeing up chassis space and optimizing airflow path, improving the overall vehicle integration and compactness; lightweighting is achieved while ensuring structural performance, and a unified interface and platform expansion capability are provided for different power forms. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the assembled structure of the three modules of this utility model; Figure 2 This is a schematic diagram of the assembled structure of the muffler module and subframe module of this utility model.

[0019] In the diagram: 101-Bumper; 201-Muffler housing; 202-Energy-absorbing block; 203-First connecting support; 204-Second connecting support; 310-Side beam; 311-First mounting hole; 320-Second crossbeam; 321-Second mounting hole; 322-Third mounting hole; 330-Reinforcing member; 331-Fourth mounting hole. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings. Figure 1 This is a schematic diagram of the assembled structure of the three modules of this utility model; Figure 2 This is a schematic diagram of the assembled structure of the muffler module and subframe module of this utility model.

[0021] like Figure 1 As shown, this utility model consists of an anti-collision module, a muffler module, and a subframe module. The anti-collision module is located at the front end and is the bumper 101; the muffler module includes a muffler housing 201 arranged laterally, energy-absorbing blocks 202 arranged in pairs, first connecting supports 203 arranged on both sides of the front end of the housing, and second connecting supports 204 arranged on both sides of the rear end of the housing; the subframe module is formed by left and right side beams 310 and a second transverse beam 320 forming a frame. The two ends of the second transverse beam 320 are connected to the side beams 310 respectively, and a reinforcing member 330 is provided at the transition between the side beam and the second transverse beam. The side beam 310 is provided with a first mounting hole 311; the second transverse beam 320 is provided with a second mounting hole 321 on both sides and a third mounting hole 322 in the middle; the reinforcing member 330 is provided with a fourth mounting hole 331. The bumper 101 is connected to the muffler module via the first connecting support 203, and the muffler housing 201 is connected to the subframe module via the second connecting support 204. The housing 201 serves as the first crossbeam of the front subframe as a closed section beam. The energy-absorbing block 202 is located between the first connecting support 203 and the second connecting support 204 and is connected to both sides of the housing 201.

[0022] During vehicle assembly, the subframe module is first positioned and secured to the vehicle body: the first mounting hole 311 of the side beam 310, the second mounting holes 321 on both sides of the second crossbeam 320, and the third mounting hole 322 in the middle of the second crossbeam 320 are fitted and secured to the corresponding mounting points on the vehicle body, forming a constraint system of three or more points to establish the front-end load-bearing foundation and geometric reference. Then, the muffler module is connected to the subframe module via the second connecting support 204, allowing the muffler housing 201 to be laterally positioned at the front end of the subframe and forming a double crossbeam frame corresponding to the front and rear of the second crossbeam 320. Finally, the bumper 101 is connected to the muffler housing 201 via the first connecting support 203. The three modules form a continuous force flow channel and a unified installation interface at the front end. The first connecting support 203 and the second connecting support 204 use standardized detachable interfaces, facilitating separate assembly, online testing, and subsequent maintenance and replacement.

[0023] During vehicle operation, loads from the suspension and powertrain converge at the node via the side beam 310 and the second crossbeam 320, and are transmitted to the muffler housing 201 through the second connecting support 204. The housing 201 and the second crossbeam 320 interact in the longitudinal direction, forming a double crossbeam frame (front and rear crossbeams) that distributes and controls the path of longitudinal, lateral, and torsional loads, limiting front-end opening deformation and maintaining the stability of the suspension and steering geometry. The energy-absorbing block 202 provides a certain degree of flexibility within a small displacement vibration range, weakening mid-to-high frequency vibrations transmitted from the front end to the subframe, which is beneficial for suppressing overall vehicle noise and vibration.

[0024] In the event of a low-speed frontal collision, the impact is first absorbed by the bumper 101 and transmitted to the muffler housing 201 via the first connecting support 203. The energy-absorbing block 202 undergoes controlled deformation in a preset sequence to dissipate energy. The remaining load is then transferred to the subframe frame via the second connecting support 204 and further transmitted to the body load-bearing channel, thereby reducing the peak impact and protecting key chassis components and the powertrain. When maintenance or platform adaptation is required, the fasteners can be released at the second connecting support 204 and body mounting points 311, 321, and 322 to allow for rapid disassembly or replacement of the muffler module and subframe module. When replacing the exhaust and muffler assembly, disassembly is only required at the second connecting support 204. During subframe maintenance, the subframe module can be lowered as a whole while maintaining the integrity of the muffler module, reducing disassembly and assembly time and facilitating modular sharing between different vehicle models and powertrain types. The reserved channel area between the muffler housing 201 and the second crossbeam 320 facilitates the arrangement and maintenance of wiring harnesses and cooling pipes. The layered arrangement of mounting holes on the side beams and crossbeams is conducive to assembly tolerance management and load distribution, enabling the front-end assembly to complete bench vibration, durability and assembly consistency verification before vehicle installation.

[0025] like Figure 2The diagram shows the assembled state of the muffler module and the subframe module; the anti-collision module is not shown at this stage. The muffler housing 201 still serves as the first crossbeam of the front subframe, laterally positioned at the front end of the subframe. The energy-absorbing block 202 is located between the first connecting support 203 and the second connecting support 204 and is connected to both sides of the housing 201. The second connecting support 204 and the subframe module are detachably connected via fasteners, and both can be separately manufactured and tested as intermediate coupling units. The subframe module consists of a frame composed of left and right side beams 310 and a second crossbeam 320. A reinforcing member 330 is provided at the junction of the side beams and the second crossbeam to disperse nodal stress and improve the bending and torsional stiffness of the corner area. The side beams 310 are provided with first mounting holes 311, and the second crossbeam 320 is provided with second mounting holes 321 on both sides and a third mounting hole 322 in the middle. If necessary, a fourth mounting hole 331 is provided on the reinforcing member 330. During vehicle installation, the subframe module is first positioned and secured to the corresponding mounting points on the vehicle body via the first mounting hole 311, the second mounting hole 321, and the third mounting hole 322, establishing a stable geometric and load-bearing benchmark. Subsequently, the muffler module is connected to the subframe module via the second connecting support 204, allowing the transversely arranged muffler housing 201 and the second crossbeam 320 to cooperate in the longitudinal direction, forming a double crossbeam frame to jointly limit the deformation of the front opening and share bending and torsional loads. During operation, the load converges at the node from the side beam 310 and the second crossbeam 320, and is then distributed to the muffler housing 201 via the second connecting support 204. The housing 201, as a closed-section load-bearing component, bears lateral tension, compression, bending, and torsion, and transmits part of the load back to the front connection interface to provide stiffness support. In the event of a low-speed collision, the energy-absorbing block 202 deforms and absorbs energy along a predetermined path, cooperating with the second connecting support 204 and the subframe frame to guide the remaining load into the vehicle body's stress channels. When maintenance or platform switching is required, the fasteners can be released at the second connecting support 204 and the vehicle body mounting points 311, 321, 322 and the selected 331 to quickly disassemble or replace the corresponding modules, taking into account both maintenance efficiency and platform compatibility.

[0026] In one embodiment, the second crossbeam 320 follows a straight, broken, or large circular arc design to avoid the steering gear and piping, while both ends remain connected to the side beams 310. A reinforcing member 330 is provided at the junction of the side beams 310 and the second crossbeam 320. This reinforcing member can be a triangular stiffening plate, a spatial angle steel, a cast corner joint, or a welded plate assembly. A fourth mounting hole 331 is pre-drilled in the reinforcing member 330 for assembly or fixture positioning. This design improves the bending and torsional stiffness of the joint and optimizes maintenance accessibility.

[0027] In another embodiment, the first connecting support 203 and the second connecting support 204 are respectively fixed to the front and rear sides of the muffler housing 201, arranged symmetrically in pairs; the joint area between the support and the housing adopts a small rounded corner and chamfer transition, and only the transition radius and joint boundary size are slightly adjusted without changing the relative position and connection relationship between the two. The subframe module maintains the existing connection method: the side beam 310 and the second crossbeam 320 are fixed by the reinforcement 330; the diameter and edge chamfer of the first mounting hole 311, the second mounting hole 321, the third mounting hole 322, and the fourth mounting hole 331 are optimized within the predetermined tolerance zone, and the center coordinates of the holes are slightly adjusted within the permissible range but are still located on the original components, without changing the assembly correspondence with the vehicle body. This embodiment improves assembly alignment and repeatability without adding new parts or interrupting the established assembly sequence. It keeps the interface links and force flow paths of the anti-collision module connected to the muffler module via the first connecting support 203 and the muffler module detachably connected to the subframe module via the second connecting support 204 unchanged, while shortening the assembly cycle and reducing the rework rate.

[0028] In another embodiment, the energy-absorbing block 202 is still arranged between the first connecting support 203 and the second connecting support 204, and is paired on the left and right sides of the muffler housing 201 and fixedly connected to the side wall of the housing. Without changing the installation position and connection relationship, the plate thickness distribution, rib direction and the number and size of the trigger grooves of the energy-absorbing block 202 are parametrically adjusted so that the initial yield load and collapse stroke meet the platform indicators; and the end overlap length of the energy-absorbing block 202 and the muffler housing 201 is finely adjusted within the permissible range according to the available space at the front end. This embodiment, while maintaining the functional division and connection order of the three modules, achieves small deformation response under normal working conditions and sequential axial collapse under collision conditions through the convergence of geometric and thickness parameters, while meeting the energy management and assembly consistency requirements of different vehicle models.

[0029] In another embodiment, the muffler housing 201 adopts a circular or elliptical closed cross-section, and the sidewalls of the housing are provided with shaped reinforcing members to improve the torsional constant of the cross-section. The joint edges of the housing with the first connecting support 203 and the second connecting support 204 at both ends are reinforced with pressure edges and rounded corners, allowing the load to be continuously and smoothly transferred from the housing to the supports. The housing 201 serves as the first crossbeam of the front subframe, forming a separate double crossbeam structure with the second crossbeam 320 in the longitudinal direction, together constituting a stable load-bearing frame. During manufacturing and assembly, tolerance control is implemented on the length dimension, end face flatness, and relative position of the ends of the housing to ensure the fit clearance and positioning accuracy with the side beam 310 and the second crossbeam 320, thereby establishing a clear and repeatable longitudinal, lateral, and torsional load transfer path after assembly. Without changing the position and connection relationship of the energy-absorbing block 202, this embodiment improves lateral and torsional stiffness, optimizes nodal stress distribution, and thus enhances fatigue life.

[0030] In another embodiment, the docking areas of the second connecting support 204 with the side beam 310 and the second crossbeam 320 adopt a hole system arrangement of reference holes and adjustment holes: a set of circular holes on the second connecting support 204 are provided as reference positioning holes, corresponding to the mating circular holes on the side beam 310 and the second crossbeam 320, for one-time positioning; the remaining connection positions adopt elongated oval holes arranged along the vehicle's transverse direction, which mate with the corresponding elongated oval holes on the side beam 310 and the second crossbeam 320 to absorb dimensional differences and assembly tolerances between platform models. The second crossbeam 320 presses a stepped positioning surface in the area near the second mounting hole 321 and the third mounting hole 322, and the stepped surface forms a surface contact reference with the overlapping edge of the second connecting support 204; the first mounting hole 311 at the side beam 310 and the second mounting hole 321 and the third mounting hole 322 at the second crossbeam 320 continue to be used for vehicle body docking, without changing their distribution on their respective components. The assembly sequence is as follows: the subframe module is first positioned and initially tightened to the vehicle body through the first mounting hole 311, the second mounting hole 321, and the third mounting hole 322. Then, it is temporarily fixed with the reference positioning hole of the second connecting support 204. Finally, it is straightened and tightened at the elongated hole position. When disassembly is required, the module can be separated by loosening the fasteners of the second connecting support 204 and the subframe module in the reverse order.

[0031] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by one of ordinary skill in the art to which this utility belongs. The terms “first,” “second,” and similar terms used in this utility patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. “Above,” “below,” “left,” “right,” etc., are used only to indicate relative positional relationships; when the absolute position of the described objects changes, the relative positional relationship may also change accordingly.

[0032] The above description is only an optional embodiment of this utility model and is not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A front subframe structure for muffler coupling, characterized in that: It includes a collision avoidance module (100), a muffler module (200), and a subframe module (300). The muffler module (200) includes a muffler housing (201), a pair of energy-absorbing blocks (202), a first connecting support (203) and a second connecting support (204), wherein the muffler housing (201) constitutes the first crossbeam of the front subframe; The anti-collision module (100) is detachably connected at both ends to one end of the two energy-absorbing blocks (202) via the first connecting support (203); The two ends of the subframe module (300) are detachably connected to the other ends of the two energy-absorbing blocks (202) via the second connecting support (204); Each of the energy-absorbing blocks (202) is located between the first connecting support (203) and the second connecting support (204) on the same side, and the energy-absorbing blocks (202) arranged in pairs are connected to both sides of the muffler housing (201).

2. The front subframe structure for muffler coupling according to claim 1, characterized in that: The first connecting support (203) and the second connecting support (204) are both provided in pairs.

3. The front subframe structure for muffler coupling according to claim 2, characterized in that: The line connecting the midpoint of the pair of supports of the first connecting support (203) and the midpoint of the pair of supports of the second connecting support (204) is the X-axis. The X-axis passes through the anti-collision module (100), the muffler module (200) and the subframe module (300) in sequence along the longitudinal direction of the vehicle.

4. The front subframe structure for muffler coupling according to claim 1, characterized in that: The anti-collision module (100) includes a bumper (101), and the first connecting support (203) is detachably connected to the bumper (101).

5. The front subframe structure for muffler coupling according to claim 3, characterized in that: The subframe module (300) includes a second crossbeam (320) arranged laterally along the vehicle and a side beam (310) fixedly connected to the rear side of the second crossbeam (320), the side beams (310) being arranged in pairs; The second crossbeam (320) is a beam with an open front end. The middle part of the beam is a straight section along the transverse direction of the vehicle, and the two sides are arc sections extending forward from the straight section. The paired side beams (310) are fixedly connected at one end to the second crossbeam (320) and at the other end to the corresponding second connecting support (204).

6. The front subframe structure for muffler coupling according to claim 5, characterized in that: The side beam (310) has a first mounting hole (311); The second mounting hole (321) is respectively provided at the end of the arc segment of the second crossbeam (320); the third mounting hole (322) is opened at the intersection of the second crossbeam (320) and the X-axis.

7. The front subframe structure for muffler coupling according to claim 5, characterized in that: A reinforcing member (330) is provided at the connection between each of the side beams (310) and the second crossbeam (320).

8. The front subframe structure for muffler coupling according to claim 7, characterized in that: At least two fourth mounting holes (331) are provided on each of the aforementioned reinforcement members (330).

9. The front subframe structure for muffler coupling according to claim 1, characterized in that: The energy-absorbing blocks (202) arranged in pairs are located between the first connecting support (203) and the second connecting support (204) on the same side, respectively. The middle part is connected to the side wall of the muffler housing (201), one end is connected to the first connecting support (203) along the longitudinal direction of the vehicle, and the other end is connected to the second connecting support (204).

10. The front subframe structure for muffler coupling according to claim 1, characterized in that: The anti-collision module (100) is located on the front side of the first connecting support (203), and the subframe module (300) is located on the rear side of the second connecting support (204).

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