Frame assembly and vehicle

Abstract

The utility model discloses a kind of frame assembly and vehicle. Among them, frame assembly includes frame body and suspension bracket, the frame body includes first crossbeam, second crossbeam and two longitudinal beams, the first crossbeam and the second crossbeam are sequentially arranged along front-back direction and welded connection between two the longitudinal beam, the first crossbeam has first connecting part, the second crossbeam has second connecting part;The front end of the suspension bracket and the first connecting part are connected, the rear end of the suspension bracket and the second connecting part are connected, and the suspension bracket is used to install the suspension of power assembly.The dynamic stiffness of the suspension bracket in the frame assembly of the utility model is high, and NVH performance is good.

Description

Technical Field

[0001] This utility model relates to the field of vehicle parts technology, and in particular to a chassis assembly and a vehicle. Background Technology

[0002] In related technologies, suspension brackets are typically cantilever structures, which suffer from insufficient structural stability, resulting in low dynamic stiffness, inadequate vibration isolation from the suspension pads, and poor NVH performance (NVH is an abbreviation for Noise, Vibration, and Harshness, and is an important indicator for measuring automotive comfort). Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide a vehicle frame assembly in which the suspension bracket has high dynamic stiffness and good NVH performance.

[0004] According to a first aspect of the present invention, a vehicle frame assembly includes: a vehicle frame body, the vehicle frame body including a first crossbeam, a second crossbeam and two longitudinal beams, the first crossbeam and the second crossbeam being arranged sequentially in a front-rear direction and welded between the two longitudinal beams, the first crossbeam having a first connecting portion and the second crossbeam having a second connecting portion; and a suspension bracket, the front end of the suspension bracket being connected to the first connecting portion and the rear end of the suspension bracket being connected to the second connecting portion, the suspension bracket being used for mounting the powertrain suspension.

[0005] In the vehicle frame assembly according to the present utility model embodiment, the front end of the suspension bracket is connected to the first connecting part, and the rear end of the suspension bracket is connected to the second connecting part. That is, the two ends of the suspension bracket are respectively connected to the first crossbeam and the second crossbeam. In this way, the dynamic stiffness and support strength of the suspension bracket are effectively improved, thereby improving the dynamic stiffness at the suspension mounting position of the suspension bracket, which is conducive to improving the NVH performance of the suspension. At the same time, the vehicle frame assembly of the present application embodiment has fewer parts, which is conducive to reducing production costs.

[0006] In some embodiments, the height of the first connecting portion is higher than the height of the second connecting portion, and the height of the front end of the suspension bracket is higher than the height of the rear end of the suspension bracket.

[0007] In some embodiments, the front end of the suspension bracket is larger than the rear end of the suspension bracket, and the front end of the suspension bracket has a mounting structure for mounting the powertrain suspension.

[0008] In some embodiments, the suspension bracket includes a first suspension mounting plate and a second suspension mounting plate, which are fastened together in a left-right direction.

[0009] In some embodiments, the front and rear ends of the suspension bracket are welded to the first crossbeam and the second crossbeam, respectively; and / or, the first crossbeam and the second crossbeam are both welded to the longitudinal beam; and / or, there are two suspension brackets, which are arranged spaced apart in the left-right direction.

[0010] In some embodiments, the first connecting portion includes a first part and a second part, the first part and the second part are arranged sequentially in a front-rear direction, the thickness of the first part is less than the thickness of the second part, the position of the upper surface of the first part is lower than the position of the upper surface of the second part, and the second part is connected to the front end of the suspension bracket.

[0011] In some embodiments, the frame assembly further includes a reinforcing bracket disposed within the first crossbeam. The reinforcing bracket includes a first plate, a second plate, and a third plate connected in sequence. The first plate is welded to the bottom wall of the first crossbeam, and the third plate is welded to the top wall of the first crossbeam.

[0012] In some embodiments, the third plate body includes a first plate portion and a second plate portion, wherein the second plate portion is located at a higher position than the first plate portion, the first plate portion is used to support the top wall of the first portion, and the second plate portion is used to support the top wall of the second portion.

[0013] In some embodiments, a through hole is formed in the portion of the first beam opposite to the first plate, and the first plate is welded to the circumferential edge of the through hole.

[0014] The second aspect of this utility model also proposes a vehicle.

[0015] The vehicle according to a second aspect of the present invention includes a frame assembly according to any one embodiment of the first aspect of the present invention.

[0016] Compared to the prior art, the advantages of the vehicle of this utility model are the same as those of the frame assembly of the embodiment of this utility model, and will not be repeated here.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the frame assembly according to an embodiment of the present utility model; Figure 2 This is a schematic diagram of the structure of the first crossbeam and the suspension bracket in the frame assembly of this utility model embodiment; Figure 3 This is a schematic diagram of the internal structure of the first crossbeam in the frame assembly of this utility model embodiment; Figure 4 This is a schematic diagram of the bottom of the first crossbeam in the frame assembly of this utility model embodiment; Figure 5 This is a comparison diagram of the three-dimensional dynamic stiffness of the suspension mounting point between related technologies and embodiments of this utility model.

[0019] Figure label: Frame assembly 100; Frame body 10; First crossbeam 101; First connecting part 1011; First section 1012; Second section 1013; Through hole 1014; second crossbeam 102; second connecting part 1021; longitudinal beam 103; Suspension bracket 20; Mounting structure 201; First suspension mounting plate 202; Second suspension mounting plate 203; Reinforced support 30; First plate 301; Second plate 302; Third plate 303; First plate section 3031; Second plate section 3032. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0021] Unless otherwise defined, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains; the terminology used in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this invention are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or accompanying drawings of this invention are used to distinguish different objects, not to describe a specific order or hierarchy.

[0022] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "attachment," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0023] In this invention, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this invention, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0024] In the embodiments of this utility model, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this utility model shown in the drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this utility model.

[0025] In this utility model, "multiple" refers to two or more (including two).

[0026] The following is combined Figures 1 to 5 This invention relates to the frame assembly 100 and the vehicle of the present invention.

[0027] like Figure 1 As shown, the frame assembly 100 according to the first aspect of the present invention includes a frame body 10 and a suspension bracket 20.

[0028] The frame body 10 includes a first crossbeam 101, a second crossbeam 102, and two longitudinal beams 103. The first crossbeam 101 and the second crossbeam 102 are arranged sequentially in the front-rear direction and connected between the two longitudinal beams 103. The first crossbeam 101 is arranged on the front side, and the second crossbeam 102 is arranged on the rear side. The first crossbeam 101 has a first connecting portion 1011, and a part of the first crossbeam 101 is formed as the first connecting portion 1011. The second crossbeam 102 has a second connecting portion 1021, and a part of the second crossbeam 102 is formed as the second connecting portion 1021. The front end of the suspension bracket 20 is connected to the first connecting portion 1011, and the rear end of the suspension bracket 20 is connected to the second connecting portion 1021. The suspension bracket 20 is used to mount the powertrain.

[0029] Specifically, the suspension bracket 20 is used to mount the suspension, and powertrain components such as motors and engines can be mounted on the suspension.

[0030] It should be noted that the first crossbeam 101 and the second crossbeam 102 are structures inherent to the frame body 10 itself, rather than structures additionally installed on the frame body 10. Compared to ordinary crossbeams, the first crossbeam 101 and the second crossbeam 102 of the frame body 10 typically have larger cross sections, are made of higher-strength materials, and have higher overall strength. The first crossbeam 101 and the second crossbeam 102 are typically connected to the longitudinal beam 103 by riveting or welding, and the frame body 10 participates in the overall stress distribution of the vehicle.

[0031] In this embodiment, the front end of the suspension bracket 20 is connected to the first connecting part 1011, and the rear end of the suspension bracket 20 is connected to the second connecting part 1021. That is, the two ends of the suspension bracket 20 are connected to the first crossbeam 101 and the second crossbeam 102, respectively. This effectively improves the dynamic stiffness and support strength of the suspension bracket 20, thereby increasing the dynamic stiffness at the suspension mounting position and thus improving the NVH performance of the suspension. At the same time, the frame assembly 100 in this embodiment has fewer parts, which helps to reduce production costs.

[0032] You can refer to Figure 5 , Figure 5This is a comparison diagram of the three-dimensional dynamic stiffness of the suspension mounting point in related technologies and the suspension mounting point in this embodiment of the present invention. The blue line represents the three-dimensional flexibility curve of the suspension mounting point in the related technologies; the yellow-green line represents the three-dimensional flexibility curve of the suspension mounting point in the embodiment of this application; the red line represents the flexibility curve at a stiffness of 1000 N / mm; the magenta line represents the flexibility curve at a stiffness of 5000 N / mm; and the green line represents the flexibility curve at a stiffness of 10000 N / mm. It should be noted that flexibility and stiffness are reciprocals of each other. As can be seen from the curves, the three-dimensional dynamic stiffness of the suspension mounting point of the optimized suspension bracket 20 in this application is significantly improved and is below the target flexibility curve of 10000 N / mm, thus meeting the NVH design requirements for the suspension.

[0033] In related technologies, the average dynamic stiffness of the suspension mounting point of the suspension bracket in the x-direction (50Hz-1000Hz) is 41575.5, the average dynamic stiffness in the y-direction (50Hz-1000Hz) is 15343.6, and the average dynamic stiffness in the z-direction (50Hz-1000Hz) is 6311.94. In the embodiment of this application, the average dynamic stiffness of the suspension mounting point of the suspension bracket 20 in the x-direction (50Hz-1000Hz) is 154284, the average dynamic stiffness in the y-direction (50Hz-1000Hz) is 85490.8, and the average dynamic stiffness in the z-direction (50Hz-1000Hz) is 79733.9. Compared with the suspension mounting point of the suspension bracket in the related technologies, the average dynamic stiffness of the suspension mounting point of the suspension bracket 20 in this embodiment of the application is at least three times higher in the 50Hz-1000Hz range. The dynamic stiffness level of the suspension mounting point of the suspension bracket 20 in this embodiment meets the design requirement of a suspension vibration isolation rate of 20dB.

[0034] For example, the first connecting part 1011 is the middle part of the first crossbeam 101, and the second connecting part 1021 is the middle part of the second crossbeam 102. Neither the first connecting part 1011 nor the second connecting part 1021 is connected to the longitudinal beam 103. The two ends of the first crossbeam 101 are respectively connected to the two longitudinal beams 103, and the two ends of the second crossbeam 102 are respectively connected to the two longitudinal beams 103.

[0035] Furthermore, the cross-sectional dimensions of the first crossbeam 101 and the second crossbeam 102 can be increased to increase the stiffness of the first crossbeam 101 and the second crossbeam 102, which in turn helps to improve the dynamic stiffness and support strength of the suspension bracket 20.

[0036] For example, the powertrain is mounted on the frame body 10 via multiple mounts. Among the multiple mounts, the mount closer to the front of the vehicle is the front mount, and the mount closer to the rear of the vehicle is the rear mount. The front mount and the rear mount can be mounted on the frame body 10 using different brackets. The mount bracket 20 in this embodiment can be used to mount the front mount.

[0037] According to some embodiments of this utility model, it can be referred to Figure 1 and Figure 2 The height of the first connecting part 1011 is higher than the height of the second connecting part 1021, and the height of the front end of the suspension bracket 20 is higher than the height of the rear end of the suspension bracket 20.

[0038] It should be noted that the height of the front end of the suspension bracket 20 is mainly determined by the height of the first connecting part 1011, its own height, and the ground clearance, while the height of the rear end of the suspension bracket 20 is mainly determined by the height of the second connecting part 1021, its own height, and the ground clearance.

[0039] For example, the height difference between the upper surface of the front end and the upper surface of the rear end of one suspension bracket 20 can be 64 mm, and the height difference between the lower surface of the front end and the lower surface of the rear end of one suspension bracket 20 can be 35 mm; the height difference between the upper surface of the front end and the upper surface of the rear end of another suspension bracket 20 can be 47 mm, and the height difference between the lower surface of the front end and the lower surface of the rear end of another suspension bracket 20 can be 35 mm.

[0040] In other words, the height of the front end of the suspension bracket 20 is close to the height of the first connecting part 1011, and the height of the rear end of the suspension bracket 20 is close to the height of the second connecting part 1021.

[0041] In this way, on the one hand, the arrangement of the suspension bracket 20 will not occupy too much of the Z-axis dimension and affect the arrangement of other components; on the other hand, the connection area between the suspension bracket 20 and the first crossbeam 101, and between the suspension bracket 20 and the second crossbeam 102, can be as large as possible to ensure good connection strength.

[0042] According to some embodiments of this utility model, it can be referred to Figure 2 The front end of the suspension bracket 20 is larger than the rear end of the suspension bracket 20. The front end of the suspension bracket 20 has a mounting structure 201 for mounting the powertrain suspension.

[0043] In other words, the suspension for mounting the powertrain is mounted near the front end of the suspension bracket 20. The size of the front end of the suspension bracket 20 is larger than the size of the rear end of the suspension bracket 20. As a result, the connection area between the front end of the suspension bracket 20 and the first crossbeam 101 is larger, and the structural strength of the front end of the suspension bracket 20 is also higher, which helps to improve the dynamic stiffness at the mounting structure 201 of the suspension bracket 20.

[0044] For example, the size of the front end of the suspension bracket 20 is larger than the size of the rear end of the suspension bracket 20. This may include, in the vertical direction, the size of the front end of the suspension bracket 20 is larger than the size of the rear end of the suspension bracket 20; and in the horizontal direction, the size of the front end of the suspension bracket 20 is larger than the size of the rear end of the suspension bracket 20.

[0045] For example, the mounting structure 201 may be a mounting hole; or, the mounting structure 201 may be a snap-fit ​​structure; or, the mounting structure 201 may be a part of the suspension bracket 20, which is used to fit and support the suspension.

[0046] According to some embodiments of this utility model, it can be referred to Figure 2 The suspension bracket 20 includes a first suspension mounting plate 202 and a second suspension mounting plate 203, which are fastened together in the left-right direction.

[0047] For example, the mounting structure 201 is a mounting hole that extends from left to right.

[0048] The suspension bracket 20 is formed by fastening the first suspension mounting plate 202 and the second suspension mounting plate 203 together in the left and right direction. The suspension bracket 20 has higher structural strength and higher dynamic stiffness, which in turn makes the dynamic stiffness of the suspension mounting point of the suspension bracket 20 higher; at the same time, the processing difficulty and processing cost of the suspension bracket 20 are also lower.

[0049] For example, the cross-section of the first suspension mounting plate 202 perpendicular to the front-rear direction and the cross-section of the second suspension mounting plate 203 perpendicular to the front-rear direction may be substantially the same, or the cross-section of the first suspension mounting plate 202 and the cross-section of the second suspension mounting plate 203 may be different.

[0050] According to some embodiments of the present invention, the front and rear ends of the suspension bracket 20 are welded to the first crossbeam 101 and the second crossbeam 102, respectively.

[0051] In the above technical solution, the suspension bracket 20 is welded to the first crossbeam 101 and the second crossbeam 102, forming a metallurgical bond between the suspension bracket 20 and the first crossbeam 101 and the second crossbeam 102, with no connection gap, resulting in higher overall rigidity and strength, and making it suitable for dynamic load environments of the suspension bracket 20.

[0052] According to some embodiments of the present invention, the first crossbeam 101 and the second crossbeam 102 are both welded to the longitudinal beam 103.

[0053] In the above technical solution, the longitudinal beam 103 is welded to the first crossbeam 101 and the second crossbeam 102, forming a metallurgical bond between the longitudinal beam 103 and the first crossbeam 101 and the second crossbeam 102, with no connection gap, resulting in higher overall rigidity and strength, and making it suitable for the dynamic load environment of vehicles.

[0054] According to some embodiments of the present invention, two suspension brackets 20 are spaced apart along the left and right directions.

[0055] For example, the suspension can be installed between two suspension brackets 20, or on the upper side of the suspension bracket 20.

[0056] In the above technical solution, there are two suspension brackets 20, which are arranged at intervals in the left and right directions, providing more support points for suspension installation and making the suspension installation more stable.

[0057] According to some embodiments of the present invention, the first connecting portion 1011 includes a first portion 1012 and a second portion 1013. The first portion 1012 and the second portion 1013 are arranged sequentially in a front-rear direction, that is, the first portion 1012 is located on the front side and the second portion 1013 is located on the rear side. The thickness of the first portion 1012 is less than the thickness of the second portion 1013. The position of the upper surface of the first portion 1012 is lower than the position of the upper surface of the second portion 1013. In other words, the upper surface of the first portion 1012 is recessed downward relative to the upper surface of the second portion 1013, so that the thickness of the first portion 1012 is less than the thickness of the second portion 1013. The second portion 1013 is connected to the front end of the suspension bracket 20.

[0058] The upper surface of the first part 1012 is positioned lower than the upper surface of the second part 1013 in order to avoid other components above the first part 1012.

[0059] The first part 1012 and the second part 1013 of the first connecting portion 1011 have different thicknesses. On the one hand, the first part 1012 of the first crossbeam 101 can better avoid other components, and the concave design of the first part 1012 can also strengthen the first connecting portion 1011. On the other hand, the thicker second part 1013 has higher structural strength. The thicker second part 1013 is connected to the suspension bracket 20, and the connection area between the suspension bracket 20 and the first crossbeam 101 is also larger, resulting in better connection stability. Therefore, the dynamic stiffness of the suspension mounting point of the suspension bracket 20 can be increased, improving the NVH performance of the suspension.

[0060] According to some embodiments of this utility model, it can be referred to Figure 3 and Figure 4 The frame assembly 100 also includes a reinforcing bracket 30, which is disposed inside the first crossbeam 101. The reinforcing bracket 30 includes a first plate 301, a second plate 302 and a third plate 303 connected in sequence. The first plate 301 is connected to the bottom wall of the first crossbeam 101 and the third plate 303 is connected to the top wall of the first crossbeam 101.

[0061] For example, one can refer to Figure 3 The first plate 301 has two parts, and the second plate 302 has two parts. The two second plates 302 are respectively connected to both ends of the third plate 303, and the two second plates 302 are respectively connected to the two first plates 301, so that the reinforcing bracket 30 is in the shape of a "Z". In this way, after the reinforcing bracket 30 is connected to the first crossbeam 101, the overall support effect is better.

[0062] In the above technical solution, the first crossbeam 101 is further strengthened by setting a reinforcing bracket 30 inside the first crossbeam 101, which helps to further improve the installation stability of the suspension bracket 20, increase the dynamic stiffness of the suspension mounting point of the suspension bracket 20, and improve the NVH performance of the suspension.

[0063] According to some embodiments of this utility model, it can be referred to Figure 3 The third plate 303 includes a first plate portion 3031 and a second plate portion 3032. The second plate portion 3032 is located higher than the first plate portion 3031. The first plate portion 3031 is used to support the top wall of the first part 1012, and the second plate portion 3032 is used to support the top wall of the second part 1013.

[0064] In other words, the reinforcing bracket 30 is used to support both the first part 1012 and the second part 1013. That is, the reinforcing bracket 30 further strengthens the position where the suspension bracket 20 is connected, which helps to further improve the installation stability of the suspension bracket 20, increase the dynamic stiffness of the suspension mounting point of the suspension bracket 20, and improve the NVH performance of the suspension.

[0065] According to some embodiments of this utility model, it can be referred to Figure 4 A through hole 1014 is formed on the portion of the first crossbeam 101 opposite to the first plate 301. The first plate 301 is welded to the circumferential edge of the through hole 1014 to facilitate the installation of the reinforcing bracket 30. That is, when installing the reinforcing bracket 30, the third plate 303 can first be connected to the top wall of the first crossbeam 101, and then the first plate 301 and the circumferential edge of the through hole 1014 are welded together. Furthermore, the through hole 1014 is formed on the portion of the first crossbeam 101 opposite to the first plate 301, meaning the bottom wall of the first crossbeam 101 has a through hole 1014. This minimizes the impact on the structural strength of the first crossbeam 101, especially the first connecting portion 1011.

[0066] According to some embodiments of this utility model, a portion of the suspension bracket 20 is located below the first crossbeam 101 and connected to the bottom wall of the first crossbeam 101. This results in a larger connection area between the suspension bracket 20 and the first crossbeam 101, which helps to increase the installation stability of the suspension bracket 20.

[0067] According to some embodiments of this utility model, a portion of the suspension bracket 20 is located above the second crossbeam 102 and connected to the top wall of the second crossbeam 102. This results in a larger connection area between the suspension bracket 20 and the second crossbeam 102, which helps to increase the installation stability of the suspension bracket 20.

[0068] The second aspect of this utility model also proposes a vehicle.

[0069] The vehicle according to an embodiment of the present invention includes a frame assembly 100 according to any of the above embodiments.

[0070] For example, the vehicle can be a commercial vehicle, and the frame assembly 100 can better meet the needs of commercial vehicles for higher dynamic stiffness and lower NVH performance of the suspension brackets.

[0071] Since the vehicle according to the present utility model embodiment includes the frame assembly 100 according to any of the above embodiments, the vehicle according to the present utility model embodiment has at least the following advantages: the front end of the suspension bracket 20 is connected to the first connecting part 1011, and the rear end of the suspension bracket 20 is connected to the second connecting part 1021. That is, the two ends of the suspension bracket 20 are respectively connected to the first crossbeam 101 and the second crossbeam 102. In this way, the dynamic stiffness and support strength of the suspension bracket 20 are effectively improved, thereby improving the dynamic stiffness at the suspension mounting position of the suspension bracket 20, which is conducive to improving the NVH performance of the suspension. At the same time, the frame assembly 100 of the present application embodiment has fewer parts, which is conducive to reducing production costs.

[0072] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0073] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle frame assembly, characterized in that, include: The frame body (10) includes a first crossbeam (101), a second crossbeam (102) and two longitudinal beams (103). The first crossbeam (101) and the second crossbeam (102) are arranged sequentially in the front-rear direction and welded between the two longitudinal beams (103). The first crossbeam (101) has a first connecting part (1011) and the second crossbeam (102) has a second connecting part (1021). The suspension bracket (20) has its front end connected to the first connecting part (1011) and its rear end connected to the second connecting part (1021). The suspension bracket (20) is used to mount the powertrain.

2. The frame assembly according to claim 1, characterized in that, The height of the first connecting part (1011) is higher than the height of the second connecting part (1021), and the height of the front end of the suspension bracket (20) is higher than the height of the rear end of the suspension bracket (20).

3. The frame assembly according to claim 1, characterized in that, The front end of the suspension bracket (20) is larger than the rear end of the suspension bracket (20), and the front end of the suspension bracket (20) has a mounting structure (201) for mounting the powertrain.

4. The frame assembly according to claim 1, characterized in that, The suspension bracket (20) includes a first suspension mounting plate (202) and a second suspension mounting plate (203), which are fastened together in the left-right direction.

5. The frame assembly according to claim 1, characterized in that, The front and rear ends of the suspension bracket (20) are welded to the first crossbeam (101) and the second crossbeam (102) respectively; and / or, the first crossbeam (101) and the second crossbeam (102) are both welded to the longitudinal beam (103); and / or, there are two suspension brackets (20), which are arranged at intervals in the left and right direction.

6. The frame assembly according to any one of claims 1-5, characterized in that, The first connecting part (1011) includes a first part (1012) and a second part (1013). The first part (1012) and the second part (1013) are arranged sequentially in the front-back direction. The thickness of the first part (1012) is less than the thickness of the second part (1013). The position of the upper surface of the first part (1012) is lower than the position of the upper surface of the second part (1013). The second part (1013) is connected to the front end of the suspension bracket (20).

7. The frame assembly according to claim 1, characterized in that, It also includes a reinforcing bracket (30), which is disposed inside the first crossbeam (101). The reinforcing bracket (30) includes a first plate (301), a second plate (302), and a third plate (303) connected in sequence. The first plate (301) is welded to the bottom wall of the first crossbeam (101), and the third plate (303) is welded to the top wall of the first crossbeam (101).

8. The frame assembly according to claim 7, characterized in that, The third plate (303) includes a first plate portion (3031) and a second plate portion (3032). The second plate portion (3032) is located higher than the first plate portion (3031). The first plate portion (3031) is used to support the top wall of the first part (1012), and the second plate portion (3032) is used to support the top wall of the second part (1013).

9. The frame assembly according to claim 7, characterized in that, The portion of the first crossbeam (101) opposite to the first plate (301) has a through hole (1014), and the first plate (301) is welded to the circumferential edge of the through hole (1014).

10. A vehicle, characterized in that, Includes the frame assembly (100) according to any one of claims 1-9.

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