Auxiliary frame assembly and vehicle

Abstract

The present invention provides an auxiliary frame assembly and a vehicle. The auxiliary frame assembly comprises a first longitudinal beam, a second longitudinal beam, a front cross beam, and a rear cross beam spaced apart from the front cross beam; the first longitudinal beam comprises a first longitudinal portion and a first transverse portion, the first transverse portion being connected between the front end of the first longitudinal portion and a first end of the front cross beam, and an end of the first longitudinal portion distant from the first transverse portion being connected to a first end of the rear cross beam; the second longitudinal beam comprises a second longitudinal portion and a second transverse portion, the second transverse portion being connected between the front end of the second longitudinal portion and a second end of the front cross beam, and an end of the second longitudinal portion distant from the second transverse part being connected to a second end of the rear cross beam. The present invention greatly increases the section force of the auxiliary frame assembly in a small offset collision, thereby reducing the incursion into the passenger cabin; both the economic efficiency and the collision performance requirement of the whole vehicle are considered, which also ensures the collapse stability and effectiveness of the first longitudinal beam and the second longitudinal beam.

Description

Subframe assembly and vehicle

[0001] This application claims priority to Chinese patent applications filed with the China Patent Office on January 23, 2024, with application numbers 202410094264.1, 202420163805.7, and entitled “A Subframe Assembly and Vehicle,” the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present invention belongs to the technical field of vehicle accessories, and in particular relates to a subframe assembly and a vehicle. Background Art

[0003] At present, with the continuous upgrading of traffic safety regulations, in order to meet the deformation requirements of the passenger compartment in 25% small offset collisions and full frontal collisions, the vehicle's front subframe needs to assume more energy absorption and bending tasks, but the current front subframe cannot effectively meet the increasingly stringent collision performance requirements of small offset collisions and full frontal collisions.

[0004] In the related art, there are ways to meet the deformation requirements of the passenger compartment by strengthening the body structure (such as thickening the front cabin longitudinal beam, etc.) or adding auxiliary safety configurations to the passenger compartment (such as adding double pre-tensioned seat belts, etc.), but this solution requires a lot of cost increase, which is not conducive to achieving the economic goals of the entire vehicle. That is, the subframe in the existing technology cannot take into account the economy and collision performance requirements of the entire vehicle.

[0005] Summary of the Invention

[0006] The present invention addresses the technical problem that the subframe in the prior art cannot take into account both the economy and collision performance requirements of the entire vehicle, and provides a subframe assembly and a vehicle.

[0007] In view of the above technical problems, an embodiment of the present invention provides a subframe assembly, comprising a first longitudinal beam, a second longitudinal beam, a front cross beam, and a rear cross beam spaced apart from the front cross beam;

[0008] The first longitudinal beam includes a first longitudinal portion and a first transverse portion, wherein the first transverse portion is connected between a front end of the first longitudinal portion and a first end of the front transverse beam; an end of the first longitudinal portion away from the first transverse portion is connected to the first end of the rear transverse beam;

[0009] The second longitudinal beam includes a second longitudinal portion and a second transverse portion, the second transverse portion is connected between the front end of the second longitudinal portion and the second end of the front cross beam; an end of the second longitudinal portion away from the second transverse portion is connected to the second end of the rear cross beam.

[0010] Preferably, the first longitudinal portion includes a first lower longitudinal plate and a first upper longitudinal plate, both connected to the first end of the rear cross beam; the first upper longitudinal plate is mounted on the first lower longitudinal plate and forms a first crushing space with the first lower longitudinal plate;

[0011] The second longitudinal portion includes a second lower longitudinal plate and a second upper longitudinal plate, both connected to the second end of the rear cross beam; the second upper longitudinal plate is mounted on the second lower longitudinal plate and forms a second crushing space with the second lower longitudinal plate.

[0012] Preferably, the first transverse reinforcing plate, the first transverse reinforcing plate, the second transverse reinforcing plate, and the first longitudinal portion further include a first transverse reinforcing plate; the first transverse reinforcing plate is connected between the first upper longitudinal plate and the first lower longitudinal plate and is located in the first crushing space;

[0013] The second longitudinal portion further includes a second transverse reinforcing plate; the second transverse reinforcing plate is connected between the second upper longitudinal plate and the second lower longitudinal plate and is located in the second crushing space.

[0014] Preferably, the first longitudinal portion further includes a first longitudinal reinforcing plate; the first longitudinal reinforcing plate is connected between the first upper longitudinal plate and the first lower longitudinal plate and is located in the first crushing space; the first longitudinal reinforcing plate is connected to the first transverse reinforcing plate and is located between the first transverse reinforcing plate and the first transverse portion;

[0015] The second longitudinal portion also includes a second longitudinal reinforcing plate; the second longitudinal reinforcing plate is connected between the second upper longitudinal plate and the second lower longitudinal plate and is located in the second crushing space; the second longitudinal reinforcing plate is connected to the second transverse reinforcing plate and is located between the second transverse reinforcing plate and the second transverse portion.

[0016] Preferably, the first transverse portion includes a first lower transverse plate and a first upper transverse plate mounted on the first lower transverse plate; the first lower transverse plate is connected between the front end of the first lower longitudinal plate and the first end of the front transverse beam; the first upper transverse plate is connected between the front end of the first upper longitudinal plate and the first end of the front transverse beam;

[0017] The second transverse portion includes a second lower transverse plate and a second upper transverse plate installed on the second lower transverse plate; the second lower transverse plate is connected between the front end of the second lower longitudinal plate and the second end of the front transverse beam; the second upper transverse plate is connected between the front end of the second upper longitudinal plate and the second end of the front transverse beam.

[0018] Preferably, the first longitudinal portion further comprises a first tangential reinforcing plate provided along the length direction of the first longitudinal portion; the first tangential reinforcing plate connects the first longitudinal portion and the first transverse portion;

[0019] The second longitudinal portion further includes a second tangential reinforcing plate provided along a length direction of the second longitudinal portion; the second tangential reinforcing plate connects the second longitudinal portion and the second transverse portion.

[0020] Preferably, the subframe assembly further includes a first transverse rib transversely disposed on the first transverse portion, and a second transverse rib transversely disposed on the second transverse portion.

[0021] Preferably, the sub-frame assembly further includes a first longitudinal rib longitudinally arranged at a front end of the first longitudinal portion, and a second longitudinal rib longitudinally arranged at a front end of the second longitudinal portion.

[0022] Preferably, the sub-frame assembly further includes a third transverse rib transversely arranged at the rear end of the first longitudinal portion, and a fourth transverse rib transversely arranged at the rear end of the second longitudinal portion.

[0023] Preferably, the subframe assembly further comprises transverse inducing ribs and longitudinal inducing ribs provided on the rear cross member, and the longitudinal inducing ribs are arranged crosswise with the transverse inducing ribs.

[0024] Preferably, the subframe assembly further comprises a first energy absorbing box connected to the front end of the first transverse portion and having a first energy absorbing space, and a second energy absorbing box connected to the front end of the second transverse portion and having a second energy absorbing space;

[0025] At least two crush ribs are arranged at intervals in each of the first energy absorbing space and the second energy absorbing space.

[0026] Preferably, a first wave inducing surface is provided on the outer side wall of the first energy absorbing box, and a second wave inducing surface is provided on the outer side wall of the second energy absorbing box; and the wave extension direction of the first wave inducing surface and the second wave inducing surface is perpendicular to the front crossbeam.

[0027] Preferably, the plate thickness of the first transverse portion and the front cross beam is smaller than the plate thickness of the first longitudinal portion; and the plate thickness of the second transverse portion and the front cross beam is smaller than the plate thickness of the second longitudinal portion.

[0028] Preferably, the subframe assembly further includes a first induction groove and a second induction groove spaced apart on the first longitudinal portion, and a third induction groove and a fourth induction groove spaced apart on the second longitudinal portion; the first induction groove is located between the first transverse portion and the second induction groove; the third induction groove is located between the second transverse portion and the fourth induction groove.

[0029] Preferably, the subframe assembly further comprises a first suspension mounting bracket mounted on the front cross member, and a second suspension mounting bracket mounted on the second cross portion;

[0030] The subframe assembly further includes a first calf protection bracket mounted on the first transverse portion, and a second calf protection bracket mounted on the front cross member, wherein the second calf protection bracket is located between the first suspension mounting bracket and the second suspension mounting bracket.

[0031] Preferably, the subframe assembly further includes a first front mounting bracket, a second front mounting bracket, a first rear mounting bracket, and a second rear mounting bracket, all for mounting a lower control arm; the first front mounting bracket is mounted on a side of the first longitudinal portion away from the second longitudinal portion, and the second front mounting bracket is mounted on a side of the second longitudinal portion away from the first longitudinal portion; the first rear mounting bracket is mounted on an end of the first longitudinal portion away from the first transverse portion, and the second rear mounting bracket is mounted on an end of the second longitudinal portion away from the second transverse portion.

[0032] Preferably, the subframe assembly further includes a first sleeve, a second sleeve, a third sleeve and a fourth sleeve for mounting a steering gear, wherein the first sleeve is mounted on the first transverse portion, the second sleeve is mounted on the second transverse portion, the third sleeve is mounted on an end of the first longitudinal portion away from the first transverse portion, and the fourth sleeve is mounted on an end of the second longitudinal portion away from the second transverse portion.

[0033] Preferably, the subframe assembly further includes a fifth sleeve and a sixth sleeve for connecting the vehicle body, the fifth sleeve being installed at a connection position between the first longitudinal portion and the first end of the rear cross beam, and the sixth sleeve being installed at a connection position between the second longitudinal portion and the second end of the rear cross beam.

[0034] The present invention also provides a vehicle, comprising the above-mentioned subframe assembly.

[0035] In the present invention, the subframe assembly includes a first longitudinal beam, a second longitudinal beam, a front cross beam and a rear cross beam arranged parallel to the front cross beam; the first longitudinal beam includes a first longitudinal portion and a first transverse portion arranged parallel to the rear cross beam, the first transverse portion is connected between the front end of the first longitudinal portion and the first end of the front cross beam; the end of the first longitudinal portion away from the first transverse portion is connected to the first end of the rear cross beam; the second longitudinal beam includes a second longitudinal portion and a second transverse portion arranged parallel to the rear cross beam, the second transverse portion is connected between the front end of the second longitudinal portion and the second end of the front cross beam; the end of the second longitudinal portion away from the second transverse portion is connected to the second end of the rear cross beam.

[0036] In the present invention, the first longitudinal portion of the first longitudinal beam is connected to the rear cross beam, and the first transverse portion is connected to the front end of the first longitudinal portion and extends toward the first end of the front cross beam to form a "7"-shaped connection structure; similarly, the second longitudinal portion of the second longitudinal beam is connected to the rear cross beam, and the second transverse portion is connected to the front end of the second longitudinal portion and extends toward the second end of the front cross beam to form another "7"-shaped connection structure; furthermore, the frame structure of the subframe assembly formed by the two "7"-shaped connection structures and the front cross beam and the rear cross beam, in this way, since the connection between the first longitudinal portion and the first transverse portion and the connection between the second longitudinal portion and the second transverse portion both have a large corner design, there is It is beneficial to the transmission of force in small offset collisions and can cause the vehicle to produce lateral (left and right directions of the vehicle body) displacement in the early stage of the collision. Compared with the subframe structure without two "7"-shaped connection structures, the present invention can greatly improve the cross-sectional force of the subframe assembly in small offset collisions (the peak cross-sectional force can be increased from 90kN to 130kN, an increase of 44%) without the need to additionally strengthen the vehicle body structure or increase the auxiliary safety configuration of the passenger compartment. It meets the passenger compartment deformation requirements of small offset collisions, reduces the intrusion into the passenger compartment, and greatly improves the collision performance of the vehicle body structure. That is, the present invention can take into account the economy and collision performance requirements of the entire vehicle.

[0037] At the same time, the connection position of the front cross beam and the first longitudinal beam in the present invention is set at the end of the "7" type connection structure (that is, the connection port of the first transverse portion and the first end of the front cross beam), and the connection position of the front cross beam and the second longitudinal beam is set at the end of the "7" type connection structure (that is, the connection port of the second transverse portion and the second end of the front cross beam), that is, the connection positions of the front cross beam and the first longitudinal beam and the second longitudinal beam are all at the end of the "7" type connection structure. In this way, it can be ensured that the collision of the two connection positions will not fail, thereby ensuring that the collapse of the first longitudinal beam and the second longitudinal beam is stable and effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The present invention will be further described below with reference to the accompanying drawings and examples.

[0039] FIG1 is a schematic perspective view of the structure of a subframe assembly according to an embodiment of the present invention.

[0040] FIG2 is a partial structural diagram of a subframe assembly provided in one embodiment of the present invention.

[0041] FIG3 is a bottom view of a subframe assembly according to an embodiment of the present invention;

[0042] FIG4 is a top view of a subframe assembly provided in accordance with an embodiment of the present invention;

[0043] FIG5 is a right side view of the subframe assembly in the embodiment shown in FIG4 ;

[0044] FIG6 is a partial structural schematic diagram of a subframe assembly provided by another embodiment of the present invention;

[0045] FIG7 is a partial structural diagram of a subframe assembly provided in another embodiment of the present invention.

[0046] The reference numerals in the specification are as follows:

[0047] 1-first longitudinal beam, 110-first longitudinal portion, 1110-first lower longitudinal plate, 1120-first upper longitudinal plate, 120-first transverse portion, 1210-first lower transverse plate, 1220-first upper transverse plate,

[0048] 2-second longitudinal beam, 210-second longitudinal portion, 2110-second lower longitudinal plate, 2120-second upper longitudinal plate, 2130-second transverse reinforcement plate, 2140-second longitudinal reinforcement plate, 2150-first tangential reinforcement plate, 2160-second tangential reinforcement plate, 220-second transverse portion, 2210-second lower transverse plate, 2220-second upper transverse plate,

[0049] 3-front crossbeam, 4-rear crossbeam, 5-second crushing space,

[0050] 6-first transverse reinforcement, 7-second transverse reinforcement, 8-first longitudinal reinforcement, 9-second longitudinal reinforcement, 10-third transverse reinforcement, 11-fourth transverse reinforcement, 12-transverse induction reinforcement, 13-longitudinal induction reinforcement,

[0051] 14-first energy absorption box, 1410-first energy absorption space, 1420-first wave induction surface,

[0052] 15-second energy absorption box, 1510-second energy absorption space, 1520-second wave induction surface,

[0053] 16-compression rib, 17-first suspension mounting bracket, 18-second suspension mounting bracket,

[0054] 19-first calf protection bracket, 20-second calf protection bracket,

[0055] 21-first front mounting bracket, 22-second front mounting bracket, 23-first rear mounting bracket, 24-second rear mounting bracket,

[0056] 25-first induction slot, 26-second induction slot, 27-third induction slot, 28-fourth induction slot,

[0057] 29-first sleeve, 30-second sleeve, 31-third sleeve, 32-fourth sleeve, 33-fifth sleeve,

[0058] 34-Sixth casing. DETAILED DESCRIPTION

[0059] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0060] It should be understood that the terms "upper", "lower", "left", "right", "front", "back", "middle", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention.

[0061] In the present invention, in order to better illustrate the structure of the sub-frame assembly and its connection relationship, the "left" referred to in the present invention refers to the left side of the vehicle (i.e., the upper left side of the sub-frame assembly shown in FIG1 or the right side of the sub-frame assembly shown in FIG3 ); the "right" referred to in the present invention refers to the right side of the vehicle (i.e., the lower right side of the sub-frame assembly shown in FIG1 or the left side of the sub-frame assembly shown in FIG3 ); the "front" referred to in the present invention refers to the front of the vehicle (i.e., the upper right side of the sub-frame assembly shown in FIG1 or the upper side of the sub-frame assembly shown in FIG3 ); and the "rear" referred to in the present invention refers to the rear side of the vehicle (i.e., the lower left side of the sub-frame assembly shown in FIG1 or the lower side of the sub-frame assembly shown in FIG3 ).

[0062] As shown in FIG1 , an embodiment of the present invention provides a subframe assembly, comprising a first longitudinal beam 1, a second longitudinal beam 2, a front crossbeam 3, and a rear crossbeam 4 spaced apart from the front crossbeam 3. The first longitudinal beam 1 comprises a first longitudinal portion 110 and a first crossbeam 120, wherein the first crossbeam 120 is connected between a front end of the first longitudinal portion 110 and a first end of the front crossbeam 3. An end of the first longitudinal portion 110 remote from the first crossbeam 120 is connected to a first end of the rear crossbeam 4. The second longitudinal beam 2 comprises a second longitudinal portion 210 and a second crossbeam 220, wherein the second crossbeam 220 is connected between a front end of the second longitudinal portion 210 and a second end of the front crossbeam 3. An end of the second longitudinal portion 210 remote from the second crossbeam 220 is connected to a second end of the rear crossbeam 4. The subframe assembly is mounted on a vehicle chassis, wherein the first longitudinal beam 1 and the second longitudinal beam 2 extend along the length direction of the vehicle (the front-to-back direction of the vehicle), and the front crossbeam 3 and the rear crossbeam 4 extend along the width direction of the vehicle (the left-to-right direction of the vehicle). Furthermore, the first longitudinal portion 110 and the first transverse portion 120, the first transverse portion 120 and the first end of the front cross member 3, the first longitudinal portion 110 and the first end of the rear cross member 4, the second longitudinal portion 210 and the second transverse portion 220, the second transverse portion 220 and the second end of the front cross member 3, and the second longitudinal portion 210 and the second end of the rear cross member 4 can all be connected using gas shielded welding to form the frame structure of the subframe assembly. This improves vehicle rigidity, ensures the integrity of the frame during a collision, effectively absorbs impact energy, and enhances the collision performance of the vehicle structure. Furthermore, stamped sheets are provided as connecting plates between the rear cross member 4 and the first and second longitudinal beams 1 and 2.

[0063] In the above embodiment of the present invention, the first longitudinal portion 110 of the first longitudinal beam 1 is connected to the rear cross beam 4, and the first transverse portion 120 is connected to the front end of the first longitudinal portion 110 and extends toward the first end of the front cross beam 3 to form a "7"-shaped connection structure; similarly, the second longitudinal portion 210 of the second longitudinal beam 2 is connected to the rear cross beam 4, and the second transverse portion 220 is connected to the front end of the second longitudinal portion 210 and extends toward the second end of the front cross beam 3 to form another "7"-shaped connection structure; furthermore, the two "7"-shaped connection structures and the front cross beam and the rear cross beam form a frame structure of the sub-frame assembly. In this way, due to the connection between the first longitudinal portion 110 and the first transverse portion 120 and the second longitudinal portion 210 and the second transverse portion The connection points of the two transverse portions 220 both have a large corner design, which is beneficial to force transmission in small offset collisions and can cause the vehicle to produce lateral (left and right directions of the vehicle body) displacement in the early stage of the collision. Compared with the subframe structure without two "7"-shaped connection structures, the present invention can greatly improve the cross-sectional force of the subframe assembly in small offset collisions (the peak cross-sectional force can be increased from 90kN to 130kN, an increase of 44%) without the need for additional reinforcement of the vehicle body structure or addition of auxiliary safety configurations in the passenger compartment, thereby meeting the passenger compartment deformation requirements of small offset collisions, reducing the intrusion into the passenger compartment, and greatly improving the collision performance of the vehicle body structure. That is, the present invention can take into account both the economy and collision performance requirements of the entire vehicle. At the same time, the connection position of the front cross beam 3 and the first longitudinal beam 1 in the present invention is set at the end of the "7" type connection structure (that is, the connection port of the first transverse portion 120 and the first end of the front cross beam 3), and the connection position of the front cross beam 3 and the second longitudinal beam 2 is set at the end of the "7" type connection structure (that is, the connection port of the second transverse portion 220 and the second end of the front cross beam 3). That is, the connection positions of the front cross beam 3 and the first longitudinal beam 1 and the second longitudinal beam 2 are all at the ends of the "7" type connection structure. In this way, it can be ensured that the collision of the two connection positions will not fail, thereby ensuring that the collapse of the first longitudinal beam 1 and the second longitudinal beam 2 is stable and effective.

[0064] Furthermore, as shown in FIG1 , a subframe front mounting point may be provided at a corner so that the subframe assembly can be mounted to the vehicle chassis via the subframe front mounting point, thereby further improving the force transmission effect of the subframe during a collision.

[0065] In one embodiment, as shown in Figures 1 and 2, the first longitudinal portion 110 includes a first lower longitudinal plate 1110 and a first upper longitudinal plate 1120, both of which are connected to the first end of the rear cross beam 4; the first upper longitudinal plate 1120 is installed on the first lower longitudinal plate 1110 and forms a first crushing space (not shown) with the first lower longitudinal plate 1110; the second longitudinal portion 210 includes a second lower longitudinal plate 2110 and a second upper longitudinal plate 2120, both of which are connected to the second end of the rear cross beam 4; the second upper longitudinal plate 2120 is installed on the second lower longitudinal plate 2110 and forms a second crushing space 5 with the second lower longitudinal plate 2110.

[0066] It is understood that in one embodiment, the front crossbeam 3 and the rear crossbeam 4 can be configured as seamless tubular profiles. In another embodiment, the first longitudinal portion 110 is composed of a first lower longitudinal plate 1110 and a first upper longitudinal plate 1120 snap-fitted onto the first lower longitudinal plate 1110, and a first crush space with a crush energy-absorbing effect is defined between the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120; the second longitudinal portion 210 is composed of a second lower longitudinal plate 2110 and a second upper longitudinal plate 2120 snap-fitted onto the second lower longitudinal plate 2110, and a second crush space 5 with a crush energy-absorbing effect is defined between the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120; thus, under full head-on or offset collision conditions, the first crush space 5 and the second crush space 5 can deform to absorb impact energy, thereby improving the collision performance of the subframe assembly.

[0067] In one embodiment, as shown in FIG2 , the first longitudinal portion 110 further includes a first transverse reinforcing plate (not shown); the first transverse reinforcing plate is connected between the first upper longitudinal plate 1120 and the first lower longitudinal plate 1110 and is located in the first crushing space; the second longitudinal portion 210 further includes a second transverse reinforcing plate 2130; the second transverse reinforcing plate 2130 is connected between the second upper longitudinal plate 2120 and the second lower longitudinal plate 2110 and is located in the second crushing space 5. It can be understood that one end of the first transverse reinforcing plate is connected to the first lower longitudinal plate 1110, and the end of the first transverse reinforcing plate facing away from the first lower longitudinal plate 1110 is connected to the first upper longitudinal plate 1120. Furthermore, the first transverse reinforcing plate can be located in the middle of the first longitudinal portion 110; one end of the second transverse reinforcing plate 2130 is connected to the second lower longitudinal plate 2110, and the end of the second transverse reinforcing plate 2130 facing away from the second lower longitudinal plate 2110 is connected to the second upper longitudinal plate 2120. In the embodiment shown in FIG2 In this example, the second transverse reinforcement plate 2130 is located in the middle position of the second longitudinal portion 210; in this way, the first transverse reinforcement plate connects the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120 into one, and the second transverse reinforcement plate 2130 connects the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120 into one, thereby improving the collision force transmission effect while saving costs, and effectively improving the bending mode of the first longitudinal beam 1 and the second longitudinal beam 2 (from 205Hz to 240Hz), meeting the NVH requirements.

[0068] Furthermore, the first transverse reinforcing plate is welded between the first upper longitudinal plate 1120 and the first lower longitudinal plate 1110 , and the second transverse reinforcing plate 2130 is welded between the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120 to enhance the connection stability between the first longitudinal portion 110 and the second longitudinal portion 210 .

[0069] In one embodiment, as shown in Figures 1 and 2, the first longitudinal portion 110 also includes a first longitudinal reinforcing plate (not shown); the first longitudinal reinforcing plate is connected between the first upper longitudinal plate 1120 and the first lower longitudinal plate 1110 and is located in the first crushing space; the first longitudinal reinforcing plate is connected to the first transverse reinforcing plate and is located between the first transverse reinforcing plate and the first transverse portion 120; the second longitudinal portion 210 also includes a second longitudinal reinforcing plate 2140; the second longitudinal reinforcing plate 2140 is connected between the second upper longitudinal plate 2120 and the second lower longitudinal plate 2110 and is located in the second crushing space 5; the second longitudinal reinforcing plate 2140 is connected to the second transverse reinforcing plate 2130 and is located between the second transverse reinforcing plate 2130 and the second transverse portion 220.

[0070] It can be understood that the first longitudinal reinforcing plate is located in the first crushing space and is covered and installed on the first lower longitudinal plate 1110, the first longitudinal reinforcing plate is located between the first transverse reinforcing plate and the first transverse portion 120, and one end of the first longitudinal reinforcing plate is connected to the first transverse reinforcing plate and forms a first T-shaped reinforcing plate with the first transverse reinforcing plate (that is, the first longitudinal reinforcing plate is approximately perpendicular to the first transverse reinforcing plate, forming a T-shaped structure, that is, the first T-shaped reinforcing plate); the second longitudinal reinforcing plate 2140 is located in the second crushing space 5 and is covered and installed on the second lower longitudinal plate 2110, the second The longitudinal reinforcement plate 2140 is located between the second transverse reinforcement plate 2130 and the second transverse portion 220, and one end of the second longitudinal reinforcement plate 2140 is connected to the second transverse reinforcement plate 2130 and forms a second T-shaped reinforcement plate with the second transverse reinforcement plate 2130 (that is, the second longitudinal reinforcement plate 2140 is roughly perpendicular to the second transverse reinforcement plate 2130, and also forms a T-shaped structure, that is, the second T-shaped reinforcement plate); in this embodiment, the setting of the first T-shaped reinforcement plate and the second T-shaped reinforcement plate can enhance the cross-sectional force of the first longitudinal beam 1 and the second longitudinal beam 2 during a small offset collision.

[0071] In one embodiment, as shown in Figures 1 to 2, the first transverse portion 120 includes a first lower transverse plate 1210 and a first upper transverse plate 1220 installed on the first lower transverse plate 1210; the first lower transverse plate 1210 is connected between the front end of the first lower longitudinal plate 1110 and the first end of the front cross beam 3; the first upper transverse plate 1220 is connected between the front end of the first upper longitudinal plate 1120 and the first end of the front cross beam 3; the second transverse portion 220 includes a second lower transverse plate 2210 and a second upper transverse plate 2220 installed on the second lower transverse plate 2210; the second lower transverse plate 2210 is connected between the front end of the second lower longitudinal plate 2110 and the second end of the front cross beam 3; the second upper transverse plate 2220 is connected between the front end of the second upper longitudinal plate 2120 and the second end of the front cross beam 3. It can be understood that the first upper cross plate 1220 is snap-fitted and installed on the first lower cross plate 1210 to form a first cross portion 120 connected to the front end of the first longitudinal portion 110 and extending toward the first end of the front cross beam 3 (i.e., a "7"-shaped connection structure); the second upper cross plate 2220 is snap-fitted and installed on the second lower cross plate 2210 to form a second cross portion 220 connected to the front end of the second longitudinal portion 210 and extending toward the second end of the front cross beam 3 (i.e., another "7"-shaped connection structure). In this way, a crush cavity with deformation energy absorption is formed between the first lower cross plate 1210 and the first upper cross plate 1220 of the first cross portion 120, and between the second lower cross plate 2210 and the second upper cross plate 2220 of the second cross portion 220, thereby further improving the anti-collision performance of the subframe.

[0072] In one embodiment, as shown in Figure 6, the first longitudinal portion 110 also includes a first tangential reinforcing plate 2150 arranged along the length direction of the first longitudinal portion 110 (that is, the extension direction of the first tangential reinforcing plate 2150 is roughly parallel to the length direction of the first longitudinal portion 110); the first tangential reinforcing plate 2150 connects the first longitudinal portion 110 and the first transverse portion 120; the second longitudinal portion 210 also includes a second tangential reinforcing plate 2160 arranged along the length direction of the second longitudinal portion 210 (that is, the extension direction of the second tangential reinforcing plate 2160 is roughly parallel to the length direction of the second longitudinal portion 210); the second tangential reinforcing plate 2160 connects the second longitudinal portion 210 and the second transverse portion 220. It can be understood that the first tangential reinforcing plate 2150 is located in the first crushing space and is arranged along the length direction of the first longitudinal portion 110. Specifically, in the embodiment shown in FIG6 , the first tangential reinforcing plate 2150 can be arranged tangent to the arc corresponding to the curvature of the first longitudinal portion 110. Moreover, a portion of the first tangential reinforcing plate 2150 is mounted on the first longitudinal portion 110 and extends to the first transverse portion 120, while another portion is mounted on the first transverse portion 120. Similarly, the second tangential reinforcing plate 2160 can be arranged tangent to the arc corresponding to the curvature of the second longitudinal portion 210. Moreover, a portion of the second tangential reinforcing plate 2160 is mounted on the second longitudinal portion 210 and extends to the second transverse portion 220, while another portion is mounted on the second transverse portion 220. By setting the first tangential reinforcement plate 2150 in this embodiment, the bending mode of the first longitudinal beam 1 can be increased (the bending mode is increased from 200 Hz to 240 Hz); and the setting of the second tangential reinforcement plate 2160 can also increase the bending mode of the second longitudinal beam 2 (the bending mode is increased from 200 Hz to 240 Hz).

[0073] In one embodiment, as shown in Figures 3 and 4, the subframe assembly further includes a first transverse rib 6 disposed transversely on the first transverse portion 120, and a second transverse rib 7 disposed transversely on the second transverse portion 220. It is understood that the first transverse rib 6 is disposed on both the first lower transverse plate 1210 and the first upper transverse plate 1220, and can induce deformation and energy absorption in the first transverse portion 120; the second transverse rib 7 is disposed on both the second lower transverse plate 2210 and the second upper transverse plate 2220, and can induce deformation and energy absorption in the second transverse portion 220; the design of the first transverse rib 6 and the second transverse rib 7 guides and controls the collapse position and direction of the first longitudinal beam 1 and the second longitudinal beam 2 in the transverse direction (the left-right direction of the vehicle).

[0074] In one embodiment, as shown in Figures 3 and 4, the subframe assembly further includes a first longitudinal rib 8 disposed longitudinally at the front end of the first longitudinal portion 110, and a second longitudinal rib 9 disposed longitudinally at the front end of the second longitudinal portion 210. It is understood that the first longitudinal rib 8 is disposed at the front end of both the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120, and the first longitudinal rib 8 can induce deformation and energy absorption in the first longitudinal portion 110; the second longitudinal rib 9 is disposed at the front end of both the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120, and the second longitudinal rib 9 can induce deformation and energy absorption in the second longitudinal portion 210. The design of the first longitudinal rib 8 and the second longitudinal rib 9 guides and controls the longitudinal (fore-and-aft) collapse position and direction of the first and second longitudinal beams 1 and 2.

[0075] In one embodiment, as shown in Figures 1 and 2, the subframe assembly further includes a third transverse rib 10 disposed transversely at the rear end of the first longitudinal portion 110, and a fourth transverse rib 11 disposed transversely at the rear end of the second longitudinal portion 210. It is understood that the rear ends of the first lower longitudinal plate 1110 and the first upper longitudinal plate 1120 are both provided with the third transverse rib 10, which can induce deformation and energy absorption in the first longitudinal portion 110; and the rear ends of the second lower longitudinal plate 2110 and the second upper longitudinal plate 2120 are both provided with the fourth transverse rib 11, which can induce deformation and energy absorption in the second longitudinal portion 210. The design of the third and fourth transverse ribs can induce deformation of the rear section of the subframe, allowing the electric drive assembly to slip.

[0076] In one embodiment, as shown in FIG3 , the subframe assembly further includes transverse inducing ribs 12 and longitudinal inducing ribs 13 disposed on the rear cross member 4 , with the longitudinal inducing ribs 13 intersecting the transverse inducing ribs 12. It is understood that the transverse inducing ribs 12 are disposed on the rear cross member 4 in a transverse direction (in the left-right direction of the vehicle) of a first preset length, which can be set as needed, for example, 380 mm; and the longitudinal inducing ribs 13 are disposed on the rear cross member 4 in a longitudinal direction (in the front-back direction of the vehicle) of a second preset length, which can be set as needed, for example, 42 mm. The transverse inducing ribs 12 and longitudinal inducing ribs 13 intersecting on the rear cross member 4 can both increase the rigidity of the vehicle and enable slip-induced deformation of the electric drive assembly.

[0077] In one embodiment, as shown in Figures 4 and 5, the subframe assembly further includes a first crash box 14 connected to the front end of the first transverse portion 120 and having a first energy-absorbing space 1410, and a second crash box 15 connected to the front end of the second transverse portion 220 and having a second energy-absorbing space 1510. At least two crush ribs 16 are spaced apart within each of the first and second energy-absorbing spaces 1410, 1510. It is understood that the first and second crash boxes 14, 15 are symmetrically mounted on either side of the front cross member 3, forming a first crush zone of the subframe assembly. Under full head-on or offset collision conditions, the first and second energy-absorbing spaces 1410, 1510, of the first and second crash boxes 14, 15 are both crushed and deformed under load, thereby achieving crush energy absorption through the first and second crash boxes 14, 15, thereby enhancing collision energy absorption. Furthermore, at least two crushing ribs 16 are spaced apart within the first energy-absorbing space 1410 and the second energy-absorbing space 1510. The number of these crushing ribs 16 can be adjusted as needed, preferably to 10. The arrangement of these crushing ribs 16 creates a hollowed-out shape for the first and second energy-absorbing boxes 14, 15, making them more susceptible to deformation and energy absorption, while also improving compatibility with offset impacts. Furthermore, the first and second energy-absorbing boxes 14, 15 of the present invention also incorporate radiator mounting locations, allowing vehicle radiators to be installed in these locations.

[0078] In the above embodiment, under full head-on or offset collision conditions, the first energy absorption box 14 and the second energy absorption box 15 absorb the collision force and collapse to absorb energy. Then, the front cross beam 3 contacts the barrier, and the first longitudinal beam 1 and the second longitudinal beam 2 bear the main impact force. The first longitudinal portion 110 and the second longitudinal portion 210 in the middle section of the subframe bend and absorb energy at the first longitudinal rib 8 and the second longitudinal rib 9 respectively. Then, the first transverse portion 120 bends and absorbs energy under the induction of the first transverse rib 6, and the second transverse portion 220 bends and absorbs energy under the induction of the second transverse rib 7; then, the first longitudinal portion 110 and the second longitudinal portion 210 in the rear section of the subframe bend and absorb energy at the third transverse rib 10 and the fourth transverse rib 11 respectively, thereby inducing the electric drive assembly to translate and slide in the direction of a certain angle. Under the small deviation condition, the first energy absorption box 14 and the second energy absorption box 15 contact the rigid barrier to crush and deform to absorb energy. The corners of the subframe collide with the rigid barrier and begin to produce lateral displacement. The first longitudinal beam 1 and the second longitudinal beam 2 bend and deform to absorb energy.

[0079] In one embodiment, as shown in Figures 4 to 6 , a first wave inducing surface 1420 is provided on the outer wall of the first crash box 14, and a second wave inducing surface 1520 is provided on the outer wall of the second crash box 15. The wave extension directions of the first wave inducing surface 1420 and the second wave inducing surface 1520 are perpendicular to the front crossbeam 3. It can be understood that the wave extension direction of the first wave inducing surface 1420 refers to the wave propagation direction on the first wave inducing surface 1420, and the wave extension direction of the second wave inducing surface 1520 refers to the wave propagation direction on the second wave inducing surface 1520. In this embodiment, the wave propagation direction of the first wave inducing surface 1420 on the outer wall of the first crash box 14 is perpendicular to the front crossbeam 3, and the wave propagation direction of the second wave inducing surface 1520 on the outer wall of the second crash box 15 is perpendicular to the front crossbeam 3. This ensures that the first and second wave inducing surfaces 1420, 1520, can achieve stable collapse of the first and second crash boxes 14, 15 in the event of a collision.

[0080] In one embodiment, as shown in Figures 1 to 7, the thickness of the first transverse portion 120 and the front cross-beam 3 is less than the thickness of the first longitudinal portion 110; and the thickness of the second transverse portion 220 and the front cross-beam 3 is less than the thickness of the second longitudinal portion 210. It is understood that the first transverse portion 120 and the front cross-beam 3 may be thin plates, and the first longitudinal portion 110 may be a tubular beam having a large moment of inertia and bending moment resistance. That is, the thickness of the first transverse portion 120 and the front cross-beam 3 is less than that of the first longitudinal portion 110, and the first transverse portion 120, the front end of the first longitudinal portion 110, and the front cross-beam 3 are connected to form a V-shaped structure (that is, the first transverse portion 120 is connected between the front end of the first longitudinal portion 110 and the front cross-beam 3, and the angle between the front end of the first longitudinal portion 110 and the front cross-beam 3 is less than 90 degrees). Similarly, the second transverse portion 220 and the front cross beam 3 can be thin plate members, and the second longitudinal portion 210 can be a tubular beam with a large cross-sectional inertia moment and bending moment resistance. That is, the plate thickness of the second transverse portion 220 and the front cross beam 3 is less than the plate thickness of the second longitudinal portion 210, and the second transverse portion 220, the front end of the second longitudinal portion 210 and the front cross beam 3 are connected to form a V-shaped structure (that is, the second transverse portion 220 is connected between the front end of the second longitudinal portion 210 and the front cross beam 3, and the front end of the second longitudinal portion 210 is connected to the front cross beam 3). As shown in FIG1 , under the action of a large collision force, the first transverse portion 120, the front transverse beam 3 and the second transverse portion 220 are more susceptible to collapse and deformation due to the thinner thickness of the plates, while the first longitudinal beam 1 and the second longitudinal beam 2 form an outward-facing "X" structure. As the collision barrier continues to penetrate into the vehicle body from the front transverse beam 3 toward the rear transverse beam 4 in the longitudinal direction, the first longitudinal beam 1 and the second longitudinal beam 2 bend, achieving a "V"-shaped bending effect under head-on collision, which can meet the need for the drive motor to sink and reduce intrusion damage to the passenger compartment.

[0081] Understandably, in further embodiments, the first transverse portion 120 may extend a port toward the first longitudinal portion 110 to facilitate docking with the first longitudinal portion 110, and the second transverse portion 220 may extend a port toward the second longitudinal portion 210 to facilitate docking with the second longitudinal portion 210. Furthermore, the front crossbeam 3, rear crossbeam 4, first transverse portion 120, and second transverse portion 220 may all be stamped tubular beam parts, and the wall thickness of the front crossbeam 3 and rear crossbeam 4 may be 1.5 mm. Furthermore, the first longitudinal portion 110 and second longitudinal portion 210 may be hydroformed tubular beam parts, and the wall thickness of the first longitudinal portion 110 and second longitudinal portion 210 may be set to 2.8 mm.

[0082] In the present invention, the subframe assembly, as a platform component, must meet the collision performance requirements of different axle loads from A00-class vehicles to A-class vehicles within the platform planning. In order to achieve the best economy, different subframe assemblies can be designed differently. Specifically, in this embodiment, there is no need to change the main structure, but only by changing the plate thickness of the above-mentioned tubular beam stamping parts such as the front crossbeam 3, the rear crossbeam 4, the first transverse part 120, the second transverse part 220, etc. to achieve overall coverage of A00 to A-class collision performance. For example, for an A00-class vehicle with a full load of 1600kg, the plate thickness of the tubular beam stamping part is set to 1.5mm, which can meet the requirement of 80kN for the longitudinal beam collision peak force. For an A-class vehicle with a full load of 2050kg, the plate thickness of the tubular beam stamping part is set to 1.8mm, which can meet the requirement of 110kN for the longitudinal beam collision peak force.

[0083] In one embodiment, as shown in Figures 1 and 7, the subframe assembly further includes a first induction groove 25 and a second induction groove 26 spaced apart on the first longitudinal portion 110, and a third induction groove 27 and a fourth induction groove 28 spaced apart on the second longitudinal portion 210; the first induction groove 25 is located between the first transverse portion 120 and the second induction groove 26; the third induction groove 27 is located between the second transverse portion 220 and the fourth induction groove 28. It can be understood that the first induction groove 25 and the second induction groove 26 are two bending portions on the first longitudinal portion 110, and the third induction groove 27 and the fourth induction groove 28 are two bending portions on the second longitudinal portion 210. When the head-on collision force is transmitted, the above-mentioned bending portions can induce the first longitudinal portion 110 and the second longitudinal portion 210 to undergo a "V"-shaped bending to absorb energy. In this way, when subjected to a head-on collision, it can be ensured that the electric drive assembly sinks into the "V"-shaped portion, so that the electric drive cannot invade the passenger compartment, thereby reducing the intrusion damage to the passenger compartment. The above-mentioned "V"-shaped bending energy absorption structure can greatly improve the frontal collision performance of the subframe assembly without the need to additionally strengthen the body structure or increase the auxiliary safety configuration of the passenger compartment.

[0084] In the above embodiment of the present invention, the first energy absorbing box 14 and the second energy absorbing box 15 are symmetrically installed on both sides of the front crossbeam 33 to form a first crush energy absorbing zone of the subframe; the first transverse portion 120, the front end of the first longitudinal portion 110, the front crossbeam 33, the front end of the second longitudinal portion 210 and the second transverse portion 220 constitute a second crush energy absorbing zone; the first induction groove 25, the second induction groove 26, the third induction groove 27, the fourth induction groove 28, the area where the first induction groove 25 and the second induction groove 26 are provided on the first longitudinal portion 110, and the area where the third induction groove 27 and the fourth induction groove 28 are provided on the second longitudinal portion 210 constitute a bending energy absorbing zone, wherein the first induction groove 25 and the second induction groove 26 are the bending parts on the first longitudinal beam 1, the third induction groove 27 and the fourth induction groove 28 are provided The guide groove 28 is the bending part on the second longitudinal beam 2; the first crumple energy absorbing zone, the second crumple energy absorbing zone and the bending energy absorbing zone are arranged in sequence along the direction from the front cross beam 3 to the rear cross beam 4 of the subframe. In the case of offset collision and head-on collision, the first crumple energy absorbing zone first bears the collision force and crushes to absorb energy, and then the second crumple energy absorbing zone continues to bear the collision force and deforms to absorb energy. Afterwards, the first induction groove 25 and the second induction groove 26 on the first longitudinal portion 110 bend and absorb energy, and the third induction groove 27 and the fourth induction groove 28 on the second longitudinal portion 210 bend and absorb energy; in this way, through the structural design of the above three areas (the first crumple energy absorbing zone, the second crumple energy absorbing zone and the bending energy absorbing zone), the longitudinal space can be utilized to absorb the collision energy to the maximum extent, thereby achieving better small offset collision and head-on collision effects.

[0085] In one embodiment, as shown in FIG1 , the first longitudinal beam 1 and the second longitudinal beam 2 are arranged in an outward-facing "X" configuration. The longitudinal direction of the first longitudinal beam 1 and the second longitudinal beam 2 is such that, based on the upper surface of the middle portion of the first longitudinal beam 1 and the second longitudinal beam 2, the vehicle body mounting front point is 20-30 mm higher in the Z-direction (i.e., the front-to-back direction of the subframe assembly in FIG3 ) (a Z-direction height above this range will cause the first longitudinal beam 1 and the second longitudinal beam 2 to bend prematurely in a small offset collision, failing to meet the required cross-sectional force; a Z-direction height below this range will prevent the subframe assembly from achieving V-shaped bending in a head-on collision).

[0086] In one embodiment, as shown in Figure 1, the subframe assembly further includes a first suspension mounting bracket 17 mounted on the front cross beam 3, and a second suspension mounting bracket 18 mounted on the second transverse portion 220; the subframe assembly further includes a first calf protection bracket 19 mounted on the first transverse portion 120, and a second calf protection bracket 20 mounted on the front cross beam 3, the second calf protection bracket 20 being located between the first suspension mounting bracket 17 and the second suspension mounting bracket 18. It can be understood that the first suspension mounting bracket 17 and the second suspension mounting bracket 18 are used to install the front suspension. The first suspension mounting bracket 17 and the second suspension mounting bracket 18 span the front cross beam 3 and the second longitudinal beam 2 on the subframe frame to ensure the integrity of the front end of the subframe, so as to improve the connection strength between the front cross beam 3 and the first longitudinal beam 1 and the second longitudinal beam 2; the first calf protection bracket 19 and the second calf protection bracket 20 are used to install the calf protection device. The first calf protection bracket 19 and the second calf protection bracket 20 span the front cross beam 3 and the first longitudinal beam 1 on the subframe frame to facilitate collision force transmission.

[0087] In one embodiment, as shown in FIG1 , the subframe assembly further includes a first front mounting bracket 21, a second front mounting bracket 22, a first rear mounting bracket 23, and a second rear mounting bracket 24, all for mounting a lower swing arm. The first front mounting bracket 21 is mounted on a side of the first longitudinal portion 110 away from the second longitudinal portion 210, and the second front mounting bracket 22 is mounted on a side of the second longitudinal portion 210 away from the first longitudinal portion 110. The first rear mounting bracket 23 is mounted on an end of the first longitudinal portion 110 away from the first transverse portion 120, and the second rear mounting bracket 24 is mounted on an end of the second longitudinal portion 210 away from the second transverse portion 220. It will be understood that the first front mounting bracket 21 and the first rear mounting bracket 23 are disposed on the first longitudinal beam 1, and the second front mounting bracket 22 and the second rear mounting bracket 24 are disposed on the second longitudinal beam 2, all for mounting a swing arm.

[0088] In one embodiment, as shown in FIG6 , the subframe assembly further includes a first sleeve 29, a second sleeve 30, a third sleeve 31, and a fourth sleeve 32 for mounting the steering gear. The first sleeve 29 is mounted on the first transverse portion 120, the second sleeve 30 is mounted on the second transverse portion 220, the third sleeve 31 is mounted on an end of the first longitudinal portion 110 distal from the first transverse portion 120, and the fourth sleeve is mounted on an end of the second longitudinal portion 210 distal from the second transverse portion 220. It will be appreciated that, as shown in FIG6 , the first sleeve 29, the second sleeve 30, the third sleeve 31, and the fourth sleeve 32 are all steel round tubes and are respectively arranged at the four symmetrical corners of the subframe assembly's frame structure: the upper left, upper right, lower left, and lower right, providing a stable mounting location for the steering gear.

[0089] In one embodiment, as shown in FIG6 , the subframe assembly further includes a fifth bushing 33 and a sixth bushing 34 for connecting to the vehicle body. The fifth bushing 33 is installed at the connection between the first longitudinal portion 110 and the first end of the rear cross member 4, and the sixth bushing 34 is installed at the connection between the second longitudinal portion 210 and the second end of the rear cross member 4. It will be appreciated that the fifth bushing 33 is provided at the connection between the rear end of the first longitudinal member 1 and the first end of the rear cross member 4, and the sixth bushing 34 is provided at the connection between the rear end of the second longitudinal member 2 and the second end of the rear cross member 4. The fifth bushing 33 and the sixth bushing 34 can be used to securely connect the vehicle body and the subframe.

[0090] As shown in Figures 1 and 2, the present invention also provides a vehicle, including the above-mentioned subframe assembly. In the vehicle in the above-mentioned embodiment of the present invention, the first longitudinal portion 110 of the first longitudinal beam 1 of the subframe assembly is connected to the rear cross beam 4, and the first transverse portion 120 is connected to the front end of the first longitudinal portion 110 and extends to the first end direction of the front cross beam 3 to form a "7" type connection structure; similarly, the second longitudinal portion 210 of the second longitudinal beam 2 is connected to the rear cross beam 4, and the second transverse portion 220 is connected to the front end of the second longitudinal portion 210 and extends to the second end direction of the front cross beam 3 to form another "7" type connection structure; furthermore, the frame structure of the subframe assembly formed between the two "7" type connection structures and the front cross beam and the rear cross beam, in this way, due to the connection between the first longitudinal portion 110 and the first transverse portion 120 and the second longitudinal portion The connection between 210 and the second transverse portion 220 has a large corner design, which is conducive to the transmission of force in small offset collisions and can cause the vehicle to produce lateral (left and right directions of the vehicle body) displacement in the early stage of the collision. Compared with the subframe structure without two "7"-shaped connection structures, the present invention can greatly improve the cross-sectional force of the subframe assembly in small offset collisions (the peak cross-sectional force can be increased from 90kN to 130kN, an increase of 44%) without the need for additional reinforcement of the vehicle body structure or addition of auxiliary safety configurations in the passenger compartment, meet the passenger compartment deformation requirements of small offset collisions, reduce the intrusion into the passenger compartment, and greatly improve the collision performance of the vehicle body structure. That is, the present invention can take into account the economy and collision performance requirements of the entire vehicle. At the same time, the connection position of the front cross beam 3 and the first longitudinal beam 1 in the present invention is set at the end of the "7" type connection structure (that is, the connection port of the first transverse portion 120 and the first end of the front cross beam 3), and the connection position of the front cross beam 3 and the second longitudinal beam 2 is set at the end of the "7" type connection structure (that is, the connection port of the second transverse portion 220 and the second end of the front cross beam 3). That is, the connection positions of the front cross beam 3 and the first longitudinal beam 1 and the second longitudinal beam 2 are all at the ends of the "7" type connection structure. In this way, it can be ensured that the collision of the two connection positions will not fail, thereby ensuring that the collapse of the first longitudinal beam 1 and the second longitudinal beam 2 is stable and effective.

[0091] The above are merely embodiments of the subframe assembly and vehicle of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included in the scope of protection of the present invention.

Claims

1. A subframe assembly, characterized in that, It includes a first longitudinal beam, a second longitudinal beam, a front cross beam, and a rear cross beam spaced from the front cross beam; The first longitudinal beam includes a first longitudinal portion and a first transverse portion, and the first transverse portion is connected between the front end of the first longitudinal portion and the first end of the front cross beam; one end of the first longitudinal portion away from the first transverse portion is connected to the first end of the rear cross beam; The second longitudinal beam includes a second longitudinal portion and a second transverse portion, and the second transverse portion is connected between the front end of the second longitudinal portion and the second end of the front cross beam; one end of the second longitudinal portion away from the second transverse portion is connected to the second end of the rear cross beam.

2. The subframe assembly according to claim 1, wherein The first longitudinal portion includes a first lower longitudinal plate and a first upper longitudinal plate both connected to the first end of the rear cross beam; the first upper longitudinal plate is installed on the first lower longitudinal plate and encloses a first crushing space with the first lower longitudinal plate; The second longitudinal portion includes a second lower longitudinal plate and a second upper longitudinal plate both connected to the second end of the rear cross beam; the second upper longitudinal plate is installed on the second lower longitudinal plate and encloses a second crushing space with the second lower longitudinal plate.

3. The subframe assembly according to claim 2, wherein, The first longitudinal portion further includes a first transverse reinforcing plate; the first transverse reinforcing plate is connected between the first upper longitudinal plate and the first lower longitudinal plate and is located in the first crushing space; The second longitudinal portion further includes a second transverse reinforcing plate; the second transverse reinforcing plate is connected between the second upper longitudinal plate and the second lower longitudinal plate and is located in the second crushing space.

4. The subframe assembly according to claim 3, characterized in that, The first longitudinal portion further includes a first longitudinal reinforcing plate; the first longitudinal reinforcing plate is connected between the first upper longitudinal plate and the first lower longitudinal plate and is located in the first crushing space; the first longitudinal reinforcing plate is connected to the first transverse reinforcing plate and is located between the first transverse reinforcing plate and the first transverse portion; The second longitudinal portion further includes a second longitudinal reinforcing plate; the second longitudinal reinforcing plate is connected between the second upper longitudinal plate and the second lower longitudinal plate and is located in the second crushing space; the second longitudinal reinforcing plate is connected to the second transverse reinforcing plate and is located between the second transverse reinforcing plate and the second transverse portion.

5. The subframe assembly according to claim 2, characterized in that, The first transverse portion includes a first lower transverse plate and a first upper transverse plate installed on the first lower transverse plate; the first lower transverse plate is connected between the front end of the first lower longitudinal plate and the first end of the front cross beam; the first upper transverse plate is connected between the front end of the first upper longitudinal plate and the first end of the front cross beam; The second transverse portion includes a second lower transverse plate and a second upper transverse plate installed on the second lower transverse plate; the second lower transverse plate is connected between the front end of the second lower longitudinal plate and the second end of the front cross beam; the second upper transverse plate is connected between the front end of the second upper longitudinal plate and the second end of the front cross beam.

6. The subframe assembly according to claim 1, wherein The first longitudinal portion further includes a first tangential reinforcing plate arranged along the length direction of the first longitudinal portion; the first tangential reinforcing plate connects the first longitudinal portion and the first transverse portion; The second longitudinal portion further includes a second tangential reinforcing plate disposed along the length direction of the second longitudinal portion; the second tangential reinforcing plate connects the second longitudinal portion and the second transverse portion.

7. The subframe assembly according to claim 1, characterized in that, The subframe assembly further includes a first transverse rib horizontally disposed on the first transverse portion, and a second transverse rib horizontally disposed on the second transverse portion.

8. The subframe assembly according to claim 1, characterized in that, The subframe assembly further includes a first longitudinal rib longitudinally disposed at the front end of the first longitudinal portion, and a second longitudinal rib longitudinally disposed at the front end of the second longitudinal portion.

9. The subframe assembly according to claim 1, characterized in that, The subframe assembly further includes a third transverse rib horizontally disposed at the rear end of the first longitudinal portion, and a fourth transverse rib horizontally disposed at the rear end of the second longitudinal portion.

10. The subframe assembly according to claim 1, wherein, The subframe assembly further includes a transverse guiding rib and a longitudinal guiding rib disposed on the rear cross member, and the longitudinal guiding rib and the transverse guiding rib are cross - disposed.

11. The subframe assembly according to claim 1, wherein The subframe assembly further includes a first energy - absorbing box connected to the front end of the first transverse portion and having a first energy - absorbing space, and a second energy - absorbing box connected to the front end of the second transverse portion and having a second energy - absorbing space; At least two crush ribs are spaced apart in both the first energy - absorbing space and the second energy - absorbing space.

12. The subframe assembly according to claim 11, wherein, A first wave - guiding surface is provided on the outer side wall of the first energy - absorbing box, and a second wave - guiding surface is provided on the outer side wall of the second energy - absorbing box; the wave extension directions of the first wave - guiding surface and the second wave - guiding surface are perpendicular to the front cross member.

13. The subframe assembly according to claim 1, characterized in that, The plate thickness of the first transverse portion and the front cross member is less than the plate thickness of the first longitudinal portion; and the plate thickness of the second transverse portion and the front cross member is less than the plate thickness of the second longitudinal portion.

14. The subframe assembly according to claim 1, characterized in that, The subframe assembly further includes a first guiding groove and a second guiding groove spaced apart on the first longitudinal portion, and a third guiding groove and a fourth guiding groove spaced apart on the second longitudinal portion; the first guiding groove is located between the first transverse portion and the second guiding groove; the third guiding groove is located between the second transverse portion and the fourth guiding groove.

15. The subframe assembly according to claim 1, characterized in that, The subframe assembly further includes a first suspension mounting bracket mounted on the front cross member, and a second suspension mounting bracket mounted on the second transverse portion; The subframe assembly further includes a first calf protection bracket mounted on the first transverse portion, and a second calf protection bracket mounted on the front cross member, and the second calf protection bracket is located between the first suspension mounting bracket and the second suspension mounting bracket.

16. The subframe assembly according to claim 1, characterized in that, The subframe assembly further includes a first front mounting bracket, a second front mounting bracket, a first rear mounting bracket, and a second rear mounting bracket all for mounting the lower control arm; the first front mounting bracket is mounted on the side of the first longitudinal portion away from the second longitudinal portion, the second front mounting bracket is mounted on the side of the second longitudinal portion away from the first longitudinal portion; the first rear mounting bracket is mounted at the end of the first longitudinal portion away from the first transverse portion, and the second rear mounting bracket is mounted at the end of the second longitudinal portion away from the second transverse portion.

17. The subframe assembly according to claim 1, characterized in that, The subframe assembly further includes a first sleeve, a second sleeve, a third sleeve, and a fourth sleeve for mounting a steering gear. The first sleeve is mounted on the first transverse portion, the second sleeve is mounted on the second transverse portion, the third sleeve is mounted at one end of the first longitudinal portion away from the first transverse portion, and the fourth sleeve is mounted at one end of the second longitudinal portion away from the second transverse portion.

18. The subframe assembly according to claim 1, wherein, The subframe assembly further includes a fifth sleeve and a sixth sleeve for connecting to the vehicle body. The fifth sleeve is mounted at the connection position between the first longitudinal portion and the first end of the rear cross member, and the sixth sleeve is mounted at the connection position between the second longitudinal portion and the second end of the rear cross member.

19. A vehicle, characterized in that, It includes the subframe assembly according to any one of claims 1 to 18.

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