Sub-frame arrangement structure provided with hydraulic shock absorber and vehicle

Abstract

A sub-frame arrangement structure provided with a hydraulic shock absorber and a vehicle. The arrangement structure comprises a sub-frame (1), a steering gear (3), and a control pump (9); the sub-frame (1) comprises a first support portion (10) and a second support portion arranged in the direction from the front to the rear of the vehicle, and the second support portion is used for fixing a drive motor; the steering gear (3) and the control pump (9) are both mounted on the first support portion (10); the steering gear (3) is arranged above the first support portion (10), and the control pump (9) is arranged below the first support portion (10) and is connected to shock absorbers (8) located on two sides of the sub-frame (1); and the arrangement structure enables the control pump to be arranged close to the shock absorbers, shortening the distance between the control pump and the shock absorbers, does not enable the control pump to occupy the space in the width direction of a vehicle body, and has a compact layout on the length of the vehicle body, providing sufficient arrangement space for a battery and a motor, and meeting the requirements for providing a large-capacity battery on the vehicle body and synchronously carrying a high-power drive motor.

Description

A subframe arrangement structure with hydraulic shock absorbers and a vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410794808.5, filed on June 19, 2024, entitled "A Subframe Arrangement Structure with Hydraulic Shock Absorption and a Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of automotive technology, specifically to a subframe arrangement structure and vehicle equipped with hydraulic shock absorbers. Background Technology

[0003] Vehicles equipped with hydraulic shock absorbers require hydraulic oil tanks and control pumps. The control pumps regulate the flow of hydraulic fluid into the shock absorbers. If each shock absorber requires independent control, at least four control pumps must be installed on the vehicle body. Some models place the four hydraulic control pumps on the outer side of the longitudinal beams, near the shock absorbers. However, this causes the two longitudinal beams to shift inwards, reducing their spacing and consequently decreasing the width of the battery pack, potentially affecting the size and capacity of the battery that can be installed. Summary of the Invention

[0004] The following is an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.

[0005] In view of this, the embodiments of this application are committed to providing an arrangement structure of a subframe with hydraulic shock absorbers, in which the control pump is located close to the shock absorbers, shortening the distance between the pump and the shock absorbers, without occupying space in the width of the vehicle body, and the layout in the length of the vehicle body is more compact, providing sufficient space for the battery and motor to meet the needs of the vehicle body to be equipped with a large-capacity battery and simultaneously equipped with a high-power drive motor.

[0006] This application provides a subframe arrangement structure with hydraulic shock absorbers, including a subframe, a steering gear, and a control pump; the subframe includes a first support portion and a second support portion arranged along the direction from the front to the rear of the vehicle, the second support portion being used to fix a drive motor; the steering gear and the control pump are both mounted on the first support portion, with the steering gear positioned above the first support portion and the control pump positioned below the first support portion, connected to shock absorbers located on both sides of the subframe.

[0007] In one possible implementation, a first recess is formed on the first support to accommodate at least a portion of the steering gear, and a second recess is formed to accommodate at least a portion of the control pump.

[0008] In one possible implementation, the subframe includes longitudinal beams, a front crossbeam, a middle crossbeam, and a rear crossbeam. The longitudinal beams include a front section and a main section. The front crossbeam and the front section form a first support. The middle crossbeam, the rear crossbeam, and the main section enclose an annular frame and form a second support.

[0009] In one possible implementation, the front section of the longitudinal beam includes a first section and a second section arranged along the length of the vehicle body, the second section extending downward at an angle relative to the first section, a steering gear disposed above the second section, and a control pump disposed at least partially below the first section.

[0010] In one possible implementation, the top surface of the front section of the longitudinal beam is lower than the top surface of the front crossbeam to form a first recess, the steering gear is disposed in the first recess, a groove is provided on a portion of the front crossbeam to form a second recess, and the control pump extends at least partially into the second recess.

[0011] In one possible implementation, the rear crossbeam of the subframe is lower than the control pump in the vehicle body height direction.

[0012] In one possible implementation, the shock absorbers are connected to both sides of the second support via a suspension, and the control pump includes a base and two pump bodies fixed on the base. The two pump bodies are arranged along the width of the vehicle body and are respectively connected to the two shock absorbers.

[0013] In one possible implementation, the subframe is located in the front compartment and is equipped with a power generation assembly. The drive motor is configured as a dual-motor assembly separately from the power generation assembly, with at least a portion of the dual-motor assembly embedded within an annular frame. The power generation assembly is located above the steering gear and the dual-motor assembly, and the steering column is connected to the steering gear and passes between the power generation assembly and the dual-motor assembly.

[0014] In one possible implementation, the subframe is located at the rear axle, and the intermediate crossbeam includes two crossbeam segments spaced apart, with a gap between the two crossbeam segments, and the gap is connected to the space between the front section; the drive motor is configured as a dual-motor assembly, the front end of the dual-motor assembly extends into the gap and is connected to the crossbeam segment through a front suspension provided along the width direction of the vehicle body.

[0015] In one possible implementation, a connecting beam is also included, which connects the two beam segments and is detachably connected to the beam segments.

[0016] In one possible implementation, the main section of the longitudinal beam includes a first beam and a second beam arranged along the height direction of the vehicle body. The first beam is located outside the dual-motor assembly in the width direction of the vehicle body, and the second beam is located below the dual-motor assembly and supports the dual-motor assembly.

[0017] This application also provides a vehicle, including a vehicle body and a subframe arrangement structure configured with hydraulic shock absorption as described in any of the above.

[0018] The arrangement structure provided in this application places the control pump at the front end of the subframe. This not only brings the control pump closer to the shock absorber, shortening the distance between them, but also facilitates the placement of two pumps on one subframe, allowing each shock absorber to be controlled independently. Furthermore, the control pump does not occupy space in the width of the vehicle body, meeting the requirements for a large-volume, high-capacity battery in the vehicle body. In addition, the control pump and steering gear are distributed one above the other on the upper and lower sides of the front end of the subframe, without occupying additional space in the length of the vehicle body. This results in a more compact layout in the length of the vehicle body, which is conducive to increasing the space for motors to be placed on the subframe and the vehicle body, in order to meet the requirements for the simultaneous installation of high-power drive motors in the vehicle body.

[0019] After reading and understanding the accompanying diagrams and detailed descriptions, the other aspects can be understood. Attached Figure Description

[0020] Figure 1 shows a first-angle schematic diagram of the subframe arrangement structure in one embodiment of this application;

[0021] Figure 2 shows a second-angle schematic diagram of the subframe arrangement structure in one embodiment of this application;

[0022] Figure 3 shows a third-angle schematic diagram of the subframe arrangement structure in one embodiment of this application;

[0023] Figure 4 shows a fourth-angle schematic diagram of the subframe arrangement structure in one embodiment of this application;

[0024] Figure 5 shows a first angle schematic diagram of the subframe arrangement structure in another embodiment of this application;

[0025] Figure 6 shows an exploded view of the subframe arrangement structure in another embodiment of this application;

[0026] Figure 7 shows a schematic diagram of the side tilt angle of the subframe in another embodiment of this application;

[0027] Figure 8 shows a second-angle schematic diagram of the subframe arrangement structure in another embodiment of this application;

[0028] Figure 9 shows a third-angle schematic diagram of the subframe arrangement structure in another embodiment of this application.

[0029] In Figure 1-9: 1. Subframe; 101. Clearance space; 102. Gap; 103. Notch; 10. First support section; 11. Longitudinal beam; 111. Front section; 1111. First section; 1112. Second section; 112. Main section; 1121. First beam; 1122. Second beam; 12. Front crossbeam; 121. Groove; 13. Middle crossbeam; 14. Rear crossbeam; 141. Lowest point of rear crossbeam; 15. Connecting crossbeam; 2. Dual motor assembly; 3. Steering gear; 4. Steering column; 5. Power generation assembly; 51. Front lower mount; 52. Side upper mount; 6. Suspension; 7. Drive shaft; 8. Shock absorber; 9. Control pump. Detailed Implementation

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0031] First, it's important to clarify that spatial terminology such as "front," "front end," and "above" are used to describe the product's actual orientation during use. The "front-to-back" direction refers to the length of the vehicle body, from front to back (from the front to the rear). "Front end" and "front end" refer to the side closer to the front of the vehicle. The "vertical" direction refers to the height of the vehicle body.

[0032] Please refer to Figures 1-9. Embodiments of this application provide a subframe arrangement structure with hydraulic shock absorbers, including a subframe 1, a suspension 6, a shock absorber 8, a steering gear 3, and a control pump 9. The subframe 1 includes a first support portion 10 and a second support portion arranged along the length of the vehicle body. The first support portion 10 is located in front of the second support portion (i.e., on the side of the second support portion closer to the front of the vehicle). The steering gear 3 and the control pump 9 are both mounted on the first support portion 10. The steering gear 3 is positioned above the first support portion 10, connected to and supported by it. The control pump 9 is positioned below the first support portion 10 and connected to it. Essentially, both the steering gear 3 and the control pump 9 are located at the front end of the subframe 1, with the steering gear 3 positioned above the front end of the subframe 1 and the control pump 9 positioned below the front end of the subframe 1. (It should be clarified that this description refers to the relative positions of the front end of the subframe 1 and the steering gear 3, where the steering gear 3 is above and the control pump 9 is below. It does not limit the absolute height of the steering gear 3 and the control pump 9, nor does it limit their relative height.) The second support portion is equivalent to the main body of the subframe 1 and is used to fix the drive motor. The second support portion connects to the suspension 6 on both sides in the width direction of the vehicle body, and the shock absorber 8 is mounted on the suspension 6.

[0033] With this configuration, the control pump 9 and steering gear 3 are positioned one above the other on the upper and lower sides of the front end of the subframe 1. The shock absorbers 8 are located on both sides of the main body of the subframe 1. The control pump 9 can be positioned close to the shock absorbers 8, shortening the distance between them and facilitating the arrangement of inlet and outlet pipelines and reducing pipeline length. Simultaneously, it allows for the placement of two pumps on a single subframe 1. For example, both pumps can be located below the front end of the subframe 1 and arranged along the width of the vehicle body. The two pumps can be connected to the two shock absorbers 8 on either side of the subframe 1, enabling independent control of the shock absorbers 8. Furthermore, the control pump 9 does not occupy space in the width of the vehicle body. This subframe 1 can be integrated with the load-bearing subframe. With the vehicle body arrangement, there is no need to reserve space between the vehicle body longitudinal beam 11 and the sill beam or between the battery pack and the sill beam to accommodate the control pump 9. This allows for an increase in the width of the battery pack and an expansion of its energy capacity, meeting the needs of the vehicle body to accommodate large-volume, high-capacity batteries. In addition, the control pump 9 and the steering gear 3 are arranged one above the other on the upper and lower sides of the front end of the subframe 1, without taking up additional space in the length of the vehicle body. This results in a more compact layout in the length of the vehicle body, saving space and allowing for a larger space to be allocated to the subframe 1 and the vehicle body to accommodate motors, thus meeting the need for the vehicle body to simultaneously carry high-power drive motors.

[0034] Two pumps are arranged on the subframe 1. These can be two independent control pumps 9 arranged along the width of the vehicle body and connected to the lower front end of the subframe 1. Alternatively, the control pump 9 can be a two-in-one pump assembly, including a base and two pump bodies fixed to the base. The base is connected to the subframe 1, and the two pump bodies are arranged along the width of the vehicle body and connected to two shock absorbers 8 respectively. This integrated arrangement of the two pumps simplifies the connection and assembly process with the subframe 1 while allowing for the arrangement of two pumps.

[0035] Furthermore, a first recess and a second recess are formed on the first support portion 10. The first recess at least accommodates a portion of the steering gear 3, and the second recess at least accommodates a portion of the control pump 9. This arrangement reduces the overall height of the steering gear 3, the first support portion 10 (i.e., the front end of the subframe 1), and the control pump 9. At the same time, it helps to raise the height of the control pump 9, preventing it from becoming the lowest point on the vehicle chassis and avoiding damage from collisions with protruding stones or other objects on the road surface during driving.

[0036] In some embodiments, the subframe 1 includes longitudinal beams 11, a front crossbeam 12, a middle crossbeam 13, and a rear crossbeam 14. Two longitudinal beams 11 may be provided, spaced apart along the width of the vehicle body. Each longitudinal beam 11 includes a front section 111 and a main section 112. The front crossbeam 12 and the two front sections 111 form a first support 10. The middle crossbeam 13, the rear crossbeam 14, and the two main sections 112 enclose an annular frame, forming a second support. Thus, the subframe 1 has three crossbeams, resulting in high overall strength, enabling stable mounting of the drive motor, suspension 6, shock absorber 8, steering gear 3, control pump 9, etc., and providing higher torque resistance, allowing for the configuration of higher-power drive motors.

[0037] Meanwhile, since the front crossbeam 12 and the front section 111 of the two longitudinal beams 11 form the first support part 10, the area for fixing the steering gear 3 and the control pump 9 can be the front section 111 of the longitudinal beam 11. A hollow area is formed between the two front sections 111, which is convenient to accommodate the power unit of the steering gear 3 and the base or pump body of the control pump 9.

[0038] In one specific embodiment, as shown in Figures 2 and 4, the front section 111 of the longitudinal beam 11 includes a first section 1111 and a second section 1112 arranged sequentially from the front to the rear of the vehicle along the length of the vehicle body. The second section 1112 extends downward at an angle relative to the first section 1111, and the subframe 1 resembles a Z-shape when viewed from the width direction of the vehicle body. The second section 1112 forms a first recess, and the first section 1111 forms a second recess. The steering gear 3 is located above and supported by the second section 1112, while the control pump 9 is at least partially located below the first section 1111. For example, the control pump 9 can be entirely located below the first section 1111, or partially located below the first section 1111 and partially located at the junction of the first section 1111 and the second section 1112, i.e., at the turning point. This configuration raises the height of the control pump 9, preventing it from becoming the lowest point of the vehicle chassis. At the same time, it reduces the overall height of the steering gear 3, the first support part 10 (i.e., the front end of the subframe 1), and the control pump 9.

[0039] Alternatively, as shown in Figure 1, the top surface of the front section 111 of the longitudinal beam 11 is lower than the front crossbeam 12, forming a first recess (it is not limited to the bottom surface of the front section 111 being lower than the bottom surface of the front crossbeam 12), and the steering gear 3 is disposed within the first recess. This also raises the overall height of the first support 10. Meanwhile, as shown in Figure 7, a section of the front crossbeam 12 has a groove 121 forming a second recess. The groove 121 can be located on the middle section of the front crossbeam 12 and is recessed from the bottom surface of the front crossbeam 12 towards the top surface. The control pump 9 is disposed below the front crossbeam 12 and the front section 111 of the longitudinal beam 11, and is partially embedded within the second recess. This also raises the height of the control pump 9, preventing it from becoming the lowest point, and reduces the overall height of the steering gear 3, the first support 10 (i.e., the front end of the subframe 1), and the control pump 9.

[0040] In some embodiments, in the vehicle height direction, the rear crossbeam 14 of the subframe 1 (referring to the last crossbeam of the subframe 1 in the direction from the front to the rear of the vehicle) is lower than the control pump 9, and the height difference between the lowest point 141 of the rear crossbeam 14 (such as the bottom end face of the main beam section of the rear crossbeam 14) and the lowest point of the control pump 9 is greater than 5mm, so as to avoid the stones and other protrusions on the road surface directly scraping the control pump 9 during reversing, causing damage to the parts.

[0041] The aforementioned subframe 1 can be installed at the front axle (e.g., inside the front compartment) or at the rear axle. These will be discussed separately below.

[0042] When the subframe 1 is installed in the front compartment, it forms a front subframe, which can accommodate not only the front drive motor but also the engine and generator, suitable for range-extended vehicles. In a specific embodiment provided in this application, the subframe 1 is installed in the front compartment and is equipped with a power generation assembly 5 (an integration of the engine and generator), while two drive motors are integrated to form a dual-motor assembly 2. The dual-motor assembly 2 and the power generation assembly 5 are separately installed. The dual-motor assembly 2 is connected to the second support, i.e., the annular frame, and at least partially embedded in the frame space of the annular frame. The steering gear 3 is located in front of the dual-motor assembly 2, while the power generation assembly 5 is located above the front ends of the steering gear 3 and the dual-motor assembly 2. The steering column 4 is connected to the steering gear 3 and passes between the power generation assembly 5 and the dual-motor assembly 2.

[0043] In this configuration, the generator assembly 5 and the dual-motor assembly 2 are separate units. The two drive motors and the transmission are integrated, while the generator assembly 5 integrates the engine and generator. The separate generator assembly 5 and dual-motor assembly 2 are distributed on the subframe 1 in conjunction with the steering gear 3 and steering column 4. Through a reasonable layout, the generator assembly 5 is placed above the steering column 4, and the dual-motor assembly 2 is placed below the steering column 4. This improves the utilization and use of the space under the steering column 4, and increases the space utilization and use rate of the front compartment. This arrangement increases the space occupied by the front drive motor, which can increase the size and power of the front drive motor. This allows for increasing the size and power of the front drive motor while maintaining the four-wheel drive capability of the vehicle. It meets the requirements of four-wheel drive and a high-power drive motor in the front compartment, improving the driving performance of electric vehicles. This enables high-power vehicles such as off-road vehicles and jeeps to be configured as four-wheel drive electric vehicles.

[0044] The power generation assembly 5 is supported by a four-point suspension, positioned entirely above and spaced from the subframe 1, and above the front ends of the steering gear 3 and the dual-motor assembly 2. In other words, the power generation assembly 5 is supported by the four-point suspension structure above the subframe 1, the steering gear 3, and the front ends of the dual-motor assembly 2.

[0045] The four-point suspension structure includes two front lower suspensions 51 and two side upper suspensions 52. The two front lower suspensions 51 are located at the front end of the power generation assembly 5 and at both ends of the power generation assembly 5 along the width of the vehicle body. They are connected to the subframe 1 from above, i.e., connected to the top surface of the subframe 1, specifically to the first support portion 10 of the subframe 1, such as the first section 1111 of the first support portion 10, as shown in Figure 3. The two side upper suspensions 52 are located on both sides of the top of the power generation assembly 5, i.e., on both sides of the power generation assembly 5 along the width of the vehicle body. The two side upper suspensions 52 can be connected to the vehicle body, such as to the strut mounts on the vehicle body used to fix the shock absorbers 8. Thus, by connecting the side upper suspensions 52 to the top of the power generation assembly 5, the upper end of the power generation assembly 5 can be fixed. The front lower mount 51 is positioned at the front end of the generator assembly 5, rather than at the rear end, to avoid interfering with and affecting the arrangement of the dual motor assembly 2.

[0046] In this embodiment, the first support 10 also needs to support the front lower suspension 51. Therefore, the structure with the first section 1111 and the second section 1112 described above can be selected. As shown in Figures 2 and 4, the front section 111 of the longitudinal beam 11 partially forms the first section 1111 and partially forms the second section 1112. The second section 1112 extends downward at an angle relative to the first section 1111. The front lower suspension 51 of the power generation assembly 5 is connected to the first section 1111. The steering gear 3 is located above the second section 1112, connected to the second section 1112, and supported by the second section 1112. The control pump 9 is located below the first section 1111.

[0047] The dual-motor assembly 2 includes a motor controller, a motor body (including two motors), and a transmission (including two transmission modules arranged one-to-one with the two motors) located in front of the motor body along the length of the vehicle body. The motor controller is positioned above the motor body. The front end of the dual-motor assembly 2, i.e., the area where the transmission is located, is connected to the drive shaft 7 and via a front mount and a central crossbeam 13. The front mount is arranged along the length of the vehicle body and is located on the front side of the dual-motor assembly 2 facing the front of the vehicle, i.e., in front of the transmission. The drive shaft 7 is located on both sides of the transmission along the width of the vehicle body. A gap space 101 is formed between the drive shaft 7, the transmission, the longitudinal beam 11, and the central crossbeam 13, as shown in Figure 4. The drive shaft 7 and the central crossbeam 13 are spaced apart along the length of the vehicle body, and the sides of the transmission and the longitudinal beam 11 are spaced apart, thus forming a gap space 101 on each side of the transmission. At the same time, the two gap spaces 101 are partially opposite to the power generation assembly 5 along the height of the vehicle body. Since there is a hollow area between the front sections 111 of the two longitudinal beams 11, a gap 102 can also be formed between the steering gear 3, the control pump 9 and the longitudinal beams 11 for the support column to pass through.

[0048] During assembly, the dual-motor assembly 2, steering gear 3, steering column 4, and generator assembly 5 can be mounted onto the subframe 1. Three support columns are inserted from below the subframe 1 into the gaps 101 on both sides of the transmission and the gap 102 at the steering gear 3, respectively, to support the generator assembly 5. These three support columns support the generator assembly 5, ensuring its balance and allowing it to be lifted together with the subframe 1. Therefore, during assembly, the generator assembly 5 can be first mounted onto the subframe 1. Supported by the support columns, the generator assembly 5 remains balanced and can be lifted together with the subframe 1, dual-motor assembly 2, steering gear 3, etc., by the same lifting mechanism. The entire assembly is then moved into the front compartment of the vehicle body, and finally, the subframe 1 and the vehicle body are connected to complete the assembly.

[0049] This assembly method is very simple. Compared with the existing technology that first installs the subframe 1 into the front compartment by lifting, and then lowers the power generation assembly 5 or drive assembly into the front compartment by hoisting, and then connects it to the subframe 1, this application does not require hoisting again, simplifying the assembly process, saving assembly links and steps, improving production efficiency, and saving production costs. Moreover, the power generation assembly 5 is first connected to the subframe 1 outside the vehicle body, and the whole assembly is placed into the front compartment, where only the subframe 1 and the vehicle body are connected. Compared with connecting the power generation assembly 5 and the subframe 1 inside the front compartment of the vehicle body, the connection operation is simpler and faster, further improving production efficiency.

[0050] The dual-motor assembly 2 may have two symmetrically arranged rear mounts, both of which may be arranged along the width direction of the vehicle body. For example, the rear end of the dual-motor assembly 2 (the area where the motor body is located) has a rear protruding shaft that is arranged along the width direction of the vehicle body. The longitudinal beam 11 of the subframe 1 is fitted with a rear mount bushing, the rear protruding shaft is inserted into the rear mount bushing, and is connected to the subframe 1 by screwing.

[0051] When the subframe 1 is installed on the rear axle, it forms a rear subframe. The second support is used to install and fix the rear drive motor. The rear drive motor can also be a dual-motor assembly 2. In this embodiment, the first support 10 does not need to support the power generation assembly 5, so a structure with a recess on the first support 10 can be selected. As shown in Figure 5, the top surface of the front section 111 of the longitudinal beam 11 is lower than the top surface of the front crossbeam 12, forming a first recess to accommodate and support the steering gear 3. As shown in Figures 7 and 8, a groove 121 is provided on a partial section of the front crossbeam 12 to form a second recess. The groove 121 can be located on the middle section of the front crossbeam 12 and is recessed from the bottom end surface of the front crossbeam 12 towards the top surface. The control pump 9 is located below the front crossbeam 12 and the front section 111 of the longitudinal beam 11, and is partially embedded in the second recess, i.e., the groove 121.

[0052] Meanwhile, as shown in Figure 6, a notch 103 is provided on the intermediate crossbeam 13. The motor body of the dual-motor assembly 2 is located in the annular frame, and its front end (i.e., the gearbox located in front of the motor body) extends at least partially into the notch 103 of the intermediate crossbeam 13 and is connected to the intermediate crossbeam 13 through the front suspension. In this way, the intermediate crossbeam 13 and the dual-motor assembly 2 have a partial overlap, which reduces the space occupied in the length direction of the vehicle body compared to the arrangement structure where the entire front crossbeam 12 is located in front of the dual-motor assembly 2. In this way, the dimensions in the length direction of the vehicle body can be shortened, so that the overall length of the subframe 1 with three crossbeams in the length direction of the vehicle body is basically the same as the length of the U-shaped subframe 1 in the prior art. The integration of the subframe 1, the dual-motor assembly 2, etc. will not increase the space occupied in the length of the vehicle body, which is conducive to the arrangement of large-volume and high-capacity batteries on the vehicle body. Meanwhile, the subframe 1 provided in this application has three crossbeams, forming a closed frame structure, and forming an annular frame surrounding the dual motor assembly 2. It can stably fix the dual motor assembly 2, and has high structural strength and high torque resistance. It can be equipped with a high-power motor, meeting the requirements of off-road vehicles in new energy vehicles for large-capacity batteries, high-power drive motors and high-strength subframe 1.

[0053] In a further embodiment, the subframe 1 also includes a connecting crossbeam 15. The intermediate crossbeam 13 includes two spaced-apart crossbeam segments, which are respectively connected to two longitudinal beams 11. The space between the two crossbeam segments in the vehicle width direction forms the aforementioned notch 103. The two ends of the connecting crossbeam 15 are respectively connected to the two crossbeam segments. Thus, when the dual-motor assembly 2 is connected to the subframe 1, the two crossbeam segments on both sides of the notch 103 are connected by the connecting crossbeam 15, and the intermediate crossbeam 13 also forms an integral crossbeam. This further improves the overall strength and torsional resistance of the subframe 1, enabling it to better adapt to the high output power of the motor and harsh road conditions, improving the vehicle's NVH performance, robustness, durability, and stability and driving comfort under harsh conditions.

[0054] In a preferred embodiment, the connecting crossbeam 15 is located above the intermediate crossbeam 13 and the transmission of the dual-motor assembly 2, and is detachably connected to the two crossbeam segments of the intermediate crossbeam 13, such as by bolts. This not only avoids occupying space in the length direction of the vehicle body, but also facilitates disassembly, making it convenient for the disassembly, assembly, and maintenance of the dual-motor assembly 2. Alternatively, in other embodiments, the connecting crossbeam 15 may also be located below the dual-motor assembly 2.

[0055] Of course, in some other embodiments, the intermediate crossbeam 13 may also be provided with a groove-shaped notch 103, but the intermediate crossbeam 13 is not completely broken. For example, if the intermediate crossbeam 13 is U-shaped, a connecting crossbeam 15 may be further provided in such embodiments to enhance the overall strength of the intermediate crossbeam 13.

[0056] To further reduce the space occupied in the length direction of the vehicle body, the structure and mounting of the dual motor assembly 2 can be configured as follows: the motor controller is located above the motor body; the connection mounting between the dual motor assembly 2 and the subframe 1 does not include the mounting bracket, but rather, at least four connecting shafts are directly provided on the dual motor assembly 2. For example, front connecting shafts protrude along the width direction of the vehicle body on both sides of the part of the transmission located within the notch 103, and a rear connecting shaft protrudes along the length direction of the vehicle body on the side of the motor body facing the rear crossbeam 14. The mounting (sleeve-shaped) for the connecting shafts to pass through is embedded in the subframe 1, and the front mounting connected to the front connecting shaft is embedded in the crossbeam section forming the notch 103, or in other words, it is set on the inner wall of the notch 103. Then, the front end of the dual motor assembly 2 extends into the notch 103, and the front end protrudes on both sides in the width direction of the vehicle body with front connecting shafts. The front connecting shafts are inserted into the front mountings in the intermediate crossbeam 13 and connected to the intermediate crossbeam 13 by screws. The rear end of the dual motor assembly 2 has a protruding rear connecting shaft that extends along the length of the vehicle body. The rear crossbeam 14 is fitted with a rear mount that is connected to the rear connecting shaft. The rear connecting shaft is inserted into the rear mount in the rear crossbeam 14 and is connected to the rear crossbeam 14 by screwing.

[0057] With this configuration, the space of the ring frame is matched with the volume of the dual motor assembly 2. The dual motor assembly 2 is directly connected to the subframe 1, and no brackets are set at the four suspension points. This not only allows for a compact structure and layout, avoiding additional space occupation in the length direction of the vehicle body, but also makes the connection between the dual motor assembly 2 and the subframe 1 more stable and tighter, greatly improving the vehicle's handling stability and handling response speed.

[0058] In some embodiments, the subframe 1 also includes a support member located below the dual-motor assembly 2 for supporting the dual-motor assembly 2. The support member not only enhances the support and fixation of the high-power dual-motor assembly 2, but also enhances the overall strength of the subframe 1.

[0059] Specifically, in some specific embodiments, as shown in Figures 5-7, the main body section 112 of the longitudinal beam 11 includes a first beam 1121 and a second beam 1122 arranged along the height direction of the vehicle body, with the second beam 1122 located below the first beam 1121. The two ends of the first beam 1121 and the second beam 1122 are respectively connected to the intermediate crossbeam 13 and the rear crossbeam 14; the first beam 1121 has at least two and is located on both sides of the dual motor assembly 2 along the width direction of the vehicle body, and the second beam 1122 has at least two and is located below the two side ends of the dual motor assembly 2 along the width direction of the vehicle body, supporting the dual motor assembly 2 and forming the aforementioned support member. Thus, the first beam 1121, the second beam 1122, the middle crossbeam 13, and the rear crossbeam 14 form a box-type structure, which not only has high overall strength and can accommodate the large-volume, high-power dual-motor assembly 2, but also the box-type frame wraps, fixes, and supports the dual-motor assembly 2, resulting in high stability, high handling stability, and high protection for the dual-motor assembly 2, enabling it to adapt to harsh road conditions.

[0060] This application also provides a vehicle with a subframe arrangement structure as described in any of the preceding embodiments. This vehicle then possesses the beneficial effects described in the above embodiments, which will not be repeated here. Specifically, this vehicle can be a dual rear-wheel-drive new energy vehicle or a four-wheel-drive new energy vehicle.

[0061] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0062] The components and devices described in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the accompanying drawings. As those skilled in the art will recognize, these components and devices can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the words “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0063] It should also be noted that in the apparatus and equipment of this application, the components can be disassembled and / or reassembled. These disassemblies and / or reassemblies should be considered as equivalent solutions of this application.

[0064] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0065] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0066] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

[0067] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications or equivalent substitutions made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A subframe arrangement structure equipped with hydraulic shock absorbers, wherein, The vehicle includes a subframe, a steering gear, and a control pump. The subframe includes a first support portion and a second support portion arranged along the direction from the front to the rear of the vehicle. The second support portion is used to fix the drive motor. The steering gear and the control pump are both mounted on the first support portion. The steering gear is located above the first support portion, and the control pump is located below the first support portion and connected to shock absorbers located on both sides of the subframe.

2. The subframe arrangement structure with hydraulic shock absorption as described in claim 1, wherein, The first support portion has a first recess that accommodates at least a portion of the steering gear and a second recess that accommodates at least a portion of the control pump.

3. The subframe arrangement structure with hydraulic shock absorption as described in claim 1 or 2, wherein, The subframe includes longitudinal beams, a front crossbeam, a middle crossbeam, and a rear crossbeam. The longitudinal beams include a front section and a main section. The front crossbeam and the front section form the first support part. The middle crossbeam, the rear crossbeam, and the main section enclose an annular frame and form the second support part.

4. The subframe arrangement structure with hydraulic shock absorption as described in claim 3, wherein, The front section of the longitudinal beam includes a first section and a second section arranged along the length of the vehicle body. The second section extends downward at an angle relative to the first section. The steering gear is located above the second section, and the control pump is at least partially located below the first section.

5. The subframe arrangement structure with hydraulic shock absorbers as described in claim 3, wherein, The top surface of the front section of the longitudinal beam is lower than the top surface of the front crossbeam to form a first recess. The steering gear is disposed in the first recess. A groove is provided on a portion of the front crossbeam to form a second recess. The control pump extends at least partially into the second recess.

6. The subframe arrangement structure with hydraulic shock absorption as described in any one of claims 1-5, wherein, The rear crossbeam of the subframe is lower than the control pump in the vehicle body height direction.

7. The subframe arrangement structure with hydraulic shock absorption as described in any one of claims 1-6, wherein, The shock absorber is connected to both sides of the second support via a suspension. The control pump includes a base and two pump bodies fixed on the base. The two pump bodies are arranged along the width of the vehicle body and are respectively connected to the two shock absorbers.

8. The subframe arrangement structure with hydraulic shock absorption as described in claim 3, wherein, The subframe is located in the front compartment and is equipped with a power generation assembly. The drive motor is configured as a dual-motor assembly separately from the power generation assembly. The dual-motor assembly is at least partially embedded in the annular frame. The power generation assembly is located above the steering gear and the dual-motor assembly. The steering column is connected to the steering gear and passes between the power generation assembly and the dual-motor assembly.

9. The subframe arrangement structure with hydraulic shock absorbers as described in claim 3, wherein, The subframe is located at the rear axle. The intermediate crossbeam includes two crossbeam segments spaced apart, with a gap between the two crossbeam segments. The gap is connected to the space between the front section. The drive motor is configured as a dual-motor assembly. The front end of the dual-motor assembly extends into the gap and is connected to the crossbeam segment via a front suspension arranged along the width direction of the vehicle body.

10. The subframe arrangement structure with hydraulic shock absorption as described in claim 9 further includes a connecting crossbeam, the connecting crossbeam connecting two of the crossbeam segments and being detachably connected to the crossbeam segments.

11. The subframe arrangement structure with hydraulic shock absorption as described in claim 9, wherein, The main section of the longitudinal beam includes a first beam and a second beam arranged along the height direction of the vehicle body. The first beam is located on the outer side of the dual-motor assembly in the width direction of the vehicle body, and the second beam is located below the dual-motor assembly and supports the dual-motor assembly.

12. A vehicle, wherein, Includes the vehicle body and the subframe arrangement structure with hydraulic shock absorption as described in any one of claims 1-11.

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