CN111703504B - Vehicle and main and auxiliary double-longitudinal-beam connecting mechanism thereof - Google Patents
Vehicle and main and auxiliary double-longitudinal-beam connecting mechanism thereof Download PDFInfo
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- CN111703504B CN111703504B CN201910203900.9A CN201910203900A CN111703504B CN 111703504 B CN111703504 B CN 111703504B CN 201910203900 A CN201910203900 A CN 201910203900A CN 111703504 B CN111703504 B CN 111703504B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
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Abstract
The invention discloses a main and auxiliary double-longitudinal-beam connecting mechanism which is used for connecting an auxiliary frame of a vehicle. The vehicle and the main and auxiliary double-longitudinal-beam connecting mechanism thereof provided by the scheme separate the structural member which is used for bearing the weight of the auxiliary frame and the part which absorbs energy in collision, and are respectively borne by the auxiliary longitudinal beam and the main longitudinal beam, so that the structural design can be required, the corresponding strength requirement is met, the structural reliability is improved, and the design is convenient.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle and a main and auxiliary double-longitudinal-beam connecting mechanism thereof.
Background
The vehicle includes a subframe and a front rail, each of the left and right sides of the vehicle generally having a front rail, the subframe being connected to the front rail of the vehicle. When a vehicle is collided, the front longitudinal beam needs to be capable of collision energy absorption so as to reduce collision damage.
Among the above-mentioned scheme, the front longitudinal both as the weight that part engine compartment spare part was born to the structure, will absorb most kinetic energy again in collision process, consequently, there is certain degree of difficulty in the design of front longitudinal: on the one hand, as a structural part, the strength cannot be too weak, and on the other hand, as a main part for collision energy absorption, the structure cannot be too strong.
Disclosure of Invention
The invention provides a main and auxiliary double-longitudinal-beam connecting mechanism which is used for connecting an auxiliary frame of a vehicle.
Optionally, the side wall of the main longitudinal beam is provided with a pushing block; the auxiliary longitudinal beam can be connected with the auxiliary frame through a fastener, and when the main longitudinal beam collides and generates front and back displacement relative to the auxiliary longitudinal beam, the pushing block can push the fastener to shear the fastener.
Optionally, the pushing block is provided with a slot opening towards the fastener, and the tail end of the slot is opened; the main and auxiliary double-longitudinal-beam connecting mechanism is further provided with a movable block, the fastener can be inserted into the movable block, the movable block is located in the slot, and the pushing block can push the movable block when colliding, so that the fastener is pushed.
Optionally, the fastener is a bolt and nut; the movable block is provided with a step hole, and a large-diameter hole of the step hole is matched with the nut.
Optionally, the front end surface of the pushing block is an inclined surface.
Optionally, the secondary longitudinal beam is cylindrical, and the primary longitudinal beam is inserted into the secondary longitudinal beam.
Optionally, the main longitudinal beam and the auxiliary longitudinal beam are both welded to the front tail plate; at least part of the periphery of the auxiliary longitudinal beam is provided with a hollow structure so as to weld the main longitudinal beam.
Optionally, a reinforcing plate is arranged at the top of the auxiliary longitudinal beam.
Optionally, the secondary side member can be connected to the subframe by a fastener; the main and auxiliary double-longitudinal-beam connecting mechanism further comprises a bushing, the bushing can be pressed into a connecting sleeve of the auxiliary frame, and the fastener is inserted into the bushing and connected with the auxiliary longitudinal beam; the bush includes outer iron set, rubber and interior iron set, rubber insert in outer iron set, interior iron set insert in rubber, the fastener can pass interior iron set.
Optionally, the outer iron sleeve, the rubber and the inner iron sleeve are provided with annular flanges towards the end edges of the auxiliary longitudinal beam, and the annular flanges are sequentially laminated.
The invention further provides a vehicle which comprises an auxiliary frame and the main and auxiliary double-longitudinal-beam connecting mechanism.
Compared with a single front longitudinal beam structure in the background technology, the vehicle and the main and auxiliary double longitudinal beam connecting mechanism thereof provided by the scheme separate a structural member for connecting the auxiliary frame to bear weight and a collision energy-absorbing component, and are respectively borne by the auxiliary longitudinal beam and the main longitudinal beam, so that the structural design can be required, the corresponding strength requirement is met, the structural reliability is improved, and the design is convenient.
Drawings
FIG. 1 is a schematic structural view of an embodiment of a main and auxiliary dual-stringer connecting mechanism according to the present invention;
FIG. 2 is a cross-sectional view taken along the length of FIG. 1;
FIG. 3 is a schematic structural view of the main stringer of FIG. 1;
FIG. 4 is an enlarged view of the fastener and pusher block of FIG. 2;
FIG. 5 is a perspective view of the movable block of FIG. 4;
fig. 6 is an axial cross-sectional view of fig. 5.
FIG. 7 is a perspective view of the structure of FIG. 4;
FIG. 8 is an exploded view of the installation of FIG. 7;
FIG. 9 is a perspective view of the bushing of FIG. 8;
fig. 10 is an axial cross-sectional view of the bushing of fig. 9.
The reference numerals in fig. 1-10 are illustrated as follows:
10 front tail plates, 20 auxiliary longitudinal beams, 201 longitudinal beam reinforcing plates, 202 longitudinal beam connecting plates, 30 main longitudinal beams, 301 pushing blocks, 301a slots, 302 movable blocks, 302a large-diameter holes, 302b small-diameter holes, 40 connecting sleeves, 501 bolts, 502 nuts, 60 gaskets, 701 outer iron sleeves, 702 rubber and 703 inner iron sleeves.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 and 2, fig. 1 is a schematic structural view of an embodiment of a main and auxiliary double-longitudinal beam connecting mechanism provided in the present invention; fig. 2 is a cross-sectional view of fig. 1 taken along the longitudinal direction, and the left-right direction in fig. 1 is the longitudinal direction. The fore-aft direction as described herein, with respect to fig. 2, rear to the left and front to the right, is also referred to as being consistent with the fore-aft direction of travel of the vehicle.
As shown in fig. 1, the main-auxiliary double-longitudinal-beam connecting mechanism in this embodiment can connect a subframe (not shown in the figure) of a vehicle, specifically, the main-auxiliary double-longitudinal-beam connecting mechanism comprises a main longitudinal beam 30 and an auxiliary longitudinal beam 20 which are fixed together, and in fig. 1, a front tail plate 10 of the vehicle is also shown, and the main longitudinal beam 30 and the auxiliary longitudinal beam 20 are both fixed to the front tail plate 10. The main longitudinal beam 30 and the auxiliary longitudinal beam 20 may be separately welded to the front and rear panels 10, or may be connected in advance, for example, by a connecting rib, or the two ends may be sized to abut and be welded together. In this embodiment, the front tail panel 10 is provided to fix the main side member 30 and the sub side member 20 for easy arrangement and installation.
The primary side member 30 and the secondary side member 20 constitute "double side members" of the primary and secondary double side member connection mechanism described herein. The main longitudinal beam 30 is used for collision energy absorption, that is, the main longitudinal beam 30 can be designed to have a weaker strength, so that the main longitudinal beam can be collapsed and deformed during collision to achieve the purpose of collision energy absorption, and fig. 1 shows that the main longitudinal beam 30 protrudes forwards for a certain distance from the auxiliary longitudinal beam 20 so as to bear the function of collision energy absorption; the secondary longitudinal beam 20 is used for connecting the subframe, and the secondary longitudinal beam 20 can be designed to have higher strength, so that the strength requirement of the bearing structural member is met. It can be seen that, compared with the single front longitudinal beam structure in the background art, the main and auxiliary double longitudinal beam connecting mechanism (having the function of the front longitudinal beam structure) provided in this embodiment separates the structural member for connecting the sub-frame to bear the weight and the collision energy-absorbing member, and is respectively borne by the auxiliary longitudinal beam 20 and the main longitudinal beam 30, so that the structural design can be required, the corresponding strength requirement is met, the structural reliability is improved, and the design is facilitated.
Further, as can be understood in conjunction with fig. 3 and 4, fig. 3 is a schematic structural view of the main longitudinal beam 30 in fig. 1; fig. 4 is an enlarged view of the fastener and pusher block 301 of fig. 2.
The side walls of the main stringer 30 may be provided with push blocks 301. The secondary side member 20 can be connected to the subframe by fasteners configured to: after fastening the subframe and the secondary longitudinal member 20, the projection in the front-rear direction can at least partially coincide with the push block 301, for example, the fastening member and the push block 301 may come into contact front-rear or there may be a small gap. Thus, when the main side member 30 collides and displaces forward and backward relative to the sub side member 20, the pushing block 301 can push the fastener backward to shear the fastener. In fig. 1 and 3, the side wall of the pushing block 301 is arranged at the bottom of the main longitudinal beam 30, and the pushing block 301 faces the ground in use because the position where the auxiliary longitudinal beam 20 is connected with the fastener is positioned at the bottom of the auxiliary longitudinal beam 20, and the fastener shown in fig. 1 and 2 is connected with the longitudinal beam connecting plate 202 at the bottom of the auxiliary longitudinal beam 20. It is understood that the pushing block 301 can adjust the position thereof according to the change of the connection position of the sub-frame and the sub-longitudinal beam 20, and is not limited to be disposed at the bottom of the main longitudinal beam 30, such as at the two sides or the top.
In this embodiment, the fastening members are specifically a bolt 501 and a nut 502, as shown in fig. 2 and 4, the subframe is provided with a connecting sleeve 40, the main and auxiliary double-longitudinal-beam connecting mechanism is further provided with a bushing 70, the bushing 70 is pressed into the connecting sleeve 40, and then the bolt 501 is inserted through the bottom of the connecting sleeve 40, the bushing 70 and the bottom side wall of the auxiliary longitudinal beam 20 and is matched with the nut 502, so as to complete the connection with the auxiliary longitudinal beam 20. Meanwhile, the bolt 501 further extends into the pushing block 301, when collision occurs, the main longitudinal beam 30 is deformed by collapsing and is displaced relative to the auxiliary longitudinal beam 20 along the front-rear direction, at the moment, the pushing block 301 can push the bolt 501 and the nut 502 backwards to generate shearing force, so that the bolt 501 is sheared, the connection between the auxiliary longitudinal beam 20 and the auxiliary frame fails, the auxiliary frame can fall under the action of gravity, the transmission of collision is cut off, and the safety of passengers is protected. Of course, the fastener is not limited to the bolt 501 and the nut 502, and may be a bolt or the like, for example.
As shown in fig. 5 and 6, fig. 5 is a perspective view of the movable block 302 in fig. 4; fig. 6 is an axial cross-sectional view of fig. 5.
In order to facilitate pushing the fastener and realize shearing, a movable block 302 is further provided, the movable block 302 is provided with a step hole, a large-diameter hole 302a of the step hole is matched with the nut 502, when the nut 502 is a hexagonal nut 502, the large-diameter hole 302a is arranged as a hexagonal hole, and a small-diameter hole 302b is obviously matched with the bolt body of the bolt 501. As shown in fig. 2, the ends of the nut 502 and the bolt 501 are positioned in the large-diameter hole 302a of the stepped hole, and the bottom side wall of the sub-side member 20 (i.e., the side member connecting plate 202) is sandwiched between the bushing 70 and the movable block 302. So set up, promote piece 301 through promoting movable block 302, promote nut 502, promote bolt 501 then, and cut bolt 501 when the motive force reaches a certain degree, the area of contact that promotes piece 301 and fastener can be increased in the setting of movable block 302, increase thrust, and the length behind bolt 501 wearing out secondary longitudinal beam 20 can be raised in the setting of movable block 302, increase the arm of force of thrust, thereby under the prerequisite of guaranteeing to connect the reliability, realize shearing more easily. It can be understood that it is also possible to dispense with the movable block 302, and the pushing block 301 directly abuts against the part of the fastener penetrating through the secondary longitudinal beam 20, and when the fastener is displaced, the fastener can be pushed to cut off, but obviously, the manner of disposing the movable block 302 is a more preferable solution.
Referring specifically to fig. 3, the pushing block 301 is provided with a slot 301a with a notch facing the fastener, and the tail end of the slot 301a is provided with an opening, where the tail end is referred to the front-back direction, i.e. the end further back, and the slot 301a is a U-shaped slot. Can locate the movable block 302 in slot 301a, then the movable block 302 is surrounded by the lateral wall and the diapire of U-shaped groove, and the position of movable block 302 is comparatively stable, just also is favorable to keeping the stability of fastener, and does benefit to and promotes the movable block 302 that promotes 301 more reliably when producing the displacement, and the removal power is mainly transmitted by the diapire of U-shaped groove. The movable block 302 may be inserted from the opening of the U-shaped slot. Of course, the slot 301a may not be provided, for example, the pushing block is a one-piece structure and abuts against the movable block 302.
As can be seen in FIG. 3, the front end of the pushing block 301 is a slope, and the slope is equivalent to a rib plate, which can play a role in reinforcement. The pushing block 301 can be welded to the main longitudinal beam 30, stress concentration at a welding seam can be relieved through the inclined rib plate, and structural strength is improved.
In the above embodiment, the sub-side member 20 is formed in a substantially cylindrical shape, and the main side member 30 is inserted into the sub-side member 20. As can be seen from the above description of the working process, the main longitudinal beam 30 is used for energy absorption by expansion, the auxiliary longitudinal beam 20 is used for connecting the subframe, and in order not to interfere with the connection of the subframe, it is a more preferable solution to insert the main longitudinal beam 30 into the auxiliary longitudinal beam 20. It should be understood that the arrangement is not limited to this, for example, the two are arranged in parallel, or the auxiliary longitudinal beam 20 is inserted into the main longitudinal beam 30, and the main longitudinal beam 30 is provided with an opening for connecting the auxiliary longitudinal beam 20 and the sub-frame, but obviously, the embodiment of fig. 1 is easier to operate, and the auxiliary longitudinal beam 20 is arranged in a cylindrical shape, and the main longitudinal beam 30 is inserted into the cylindrical shape, so that the auxiliary longitudinal beam 20 can be designed into a structure with a larger cross section, thereby having higher strength and meeting the requirement of structural load bearing connection.
As mentioned above, the main longitudinal beam 30 and the auxiliary longitudinal beam 20 can be welded and fixed on the front tail plate 10, and at this time, at least a part of the periphery of the auxiliary longitudinal beam 20 is provided with a hollow structure to reserve an operation space, so as to facilitate welding the main longitudinal beam 30 to the front tail plate 10. Of course, depending on the welding mode, the auxiliary longitudinal beam 20 may not be hollowed out, that is, the main longitudinal beam 30 may be welded outside the auxiliary longitudinal beam 20. As shown in fig. 1 and 2, a side member reinforcing plate 201 may be further provided at the top of the sub-side member 20 to further reinforce the strength of the sub-side member 20. Of course, other locations of the secondary stringers 20 may be provided with reinforcing plate or rib structures.
Referring still to fig. 7-10, fig. 7 is a perspective view of the structure of fig. 4; FIG. 8 is an exploded view of the installation of FIG. 7; FIG. 9 is a perspective view of the bushing of FIG. 8; fig. 10 is an axial cross-sectional view of the bushing of fig. 9.
The bushing 70 may be configured to include an outer iron sleeve 701 and a rubber 702 inside the outer iron sleeve 701. Specifically, as shown in fig. 10, the bushing 70 includes an outer iron sleeve 701, rubber 702, and an inner iron sleeve 703, the rubber 702 is inserted into the outer iron sleeve 70, a through hole is formed in the middle of the rubber 702, the inner iron sleeve 703 is inserted into the through hole of the rubber 702, the inner iron sleeve 703 is of a sleeve structure, the fastener can penetrate out of an inner hole of the inner iron sleeve 703, and specifically, the bolt 501 penetrates through the inner hole of the inner iron sleeve 703. The outer iron sleeve 701 can ensure the reliability of connection, the outer surface is prevented from being abraded, and the arrangement of the rubber 702 can reduce vibration. An inner iron sleeve 703 is further arranged, so that the inserting reliability of the inner iron sleeve with the fastening piece is improved, and the fastening piece and the rubber 703 are prevented from being abraded.
As shown in fig. 10, the inner iron cover 703, the outer iron cover 70 and the middle rubber 702 can reduce the vibration in the horizontal direction. In addition, as shown in fig. 10, the end edge of the outer iron sleeve 70 facing the bottom side wall of the secondary longitudinal beam 20 has an annular flange, the corresponding end edge of the rubber 702 also has an annular flange, and is overlapped on the annular flange of the outer iron sleeve 70, the end of the inner iron sleeve 703 is also provided with a corresponding annular flange, and is overlapped on the end of the rubber 702, that is, the annular flanges of the three are sequentially overlapped. The arrangement of the flanging can reduce the vibration in the vertical direction. I.e., the subframe and the secondary side rail 20 are "soft-jointed". Of course, the subframe and secondary side rail 20 may also be "hard-wired," e.g., without the bushing 70, the fastener directly connects the subframe and secondary side rail 20.
Referring to fig. 4, a spacer 60 may be disposed between the connection sleeve 40 and the end cap of the bolt 501, so as to reduce the wear between the bolt 501 and the connection sleeve 40 and improve the connection reliability.
In this embodiment, the specific installation process of the main and auxiliary double-longitudinal-beam connecting mechanism is as follows:
firstly, welding the auxiliary longitudinal beam 20 and the front tail plate 10 into a whole, wherein the auxiliary longitudinal beam 20 can be used as a positioning reference of the auxiliary frame and the main longitudinal beam 30;
then inserting the main longitudinal beam 30 into the auxiliary longitudinal beam 20, and connecting and welding the main longitudinal beam 30 and the front tail plate 10 through the hollow design around the auxiliary longitudinal beam 20;
then welding the longitudinal beam reinforcing plate 201 to the top of the secondary longitudinal beam 20;
pressing the bushing 70 into the connecting sleeve 40 of the subframe, placing the nut 502 into the movable block 302, and placing the movable block 302 into the U-shaped slot 301a at the bottom of the main longitudinal beam 30 from the bottom;
finally, the gasket 60 and the bolt 501 are installed from the bottom of the connecting sleeve 40, and the bolt 501 is screwed upwards, so that the sub-frame is connected with the secondary longitudinal beam 20.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (9)
1. The main and auxiliary double-longitudinal-beam connecting mechanism is used for connecting an auxiliary frame of a vehicle and is characterized by comprising a main longitudinal beam (30) and an auxiliary longitudinal beam (20) which are fixed mutually, wherein the main longitudinal beam (30) is used for collision energy absorption, and the auxiliary longitudinal beam (20) is used for connecting the auxiliary frame; the side wall of the main longitudinal beam (30) is provided with a pushing block (301); the auxiliary longitudinal beam (20) can be connected with the auxiliary frame through a fastening piece, and when the main longitudinal beam (30) collides and generates front and back displacement relative to the auxiliary longitudinal beam (20), the pushing block (301) can push the fastening piece to shear the fastening piece; the auxiliary longitudinal beam (20) is cylindrical, and the main longitudinal beam (30) is inserted into the auxiliary longitudinal beam (20); the main longitudinal beam (30) and the auxiliary longitudinal beam (20) are welded to a front tail plate (10) of a vehicle.
2. A main-auxiliary double longitudinal beam connecting mechanism as claimed in claim 1, wherein the pushing block (301) is provided with a slot (301a) with a notch facing the fastener, and the tail end of the slot (301a) is open; the main and auxiliary double-longitudinal-beam connecting mechanism is further provided with a movable block (302), the fastener can be inserted into the movable block (302), the movable block (302) is located in the slot (301a), and the pushing block (301) can push the movable block (302) when colliding, so that the fastener is pushed.
3. A main and secondary double stringer connection according to claim 2 wherein said fastener comprises a bolt (501) and a nut (502); the movable block (302) is provided with a step hole, and a large-diameter hole (302a) of the step hole is matched with the nut (502).
4. A main-auxiliary double longitudinal beam connecting mechanism as claimed in claim 2, wherein the front end face of the pushing block (301) is a bevel.
5. A main and auxiliary double longitudinal beam connecting mechanism according to any one of claims 1-4, characterized in that the periphery of the auxiliary longitudinal beam (20) is at least partially provided with a hollow structure so as to weld the main longitudinal beam (30).
6. A main and auxiliary double longitudinal beam connecting mechanism as claimed in claim 5, characterized in that the top of the auxiliary longitudinal beam (20) is provided with a longitudinal beam reinforcing plate (201).
7. A main-secondary double-longitudinal-beam connection according to any one of claims 1 to 4, characterized in that the secondary longitudinal beam (20) can be connected to the subframe by means of fasteners; the main and auxiliary double-longitudinal-beam connecting mechanism further comprises a bushing (70), the bushing (70) can be pressed into a connecting sleeve (40) of the auxiliary frame, and the fastener is inserted into the bushing (70) and connected with the auxiliary longitudinal beam (20); the bushing (70) comprises an outer iron sleeve (701), rubber (702) and an inner iron sleeve (703), wherein the rubber (702) is inserted into the outer iron sleeve (701), the inner iron sleeve (703) is inserted into the rubber (702), and the fastener can penetrate through the inner iron sleeve (703).
8. The main and auxiliary double longitudinal beam connecting mechanism of claim 7, wherein the outer iron sleeve (701), the rubber (702) and the inner iron sleeve (703) are provided with annular flanges towards the end edges of the auxiliary longitudinal beam (20), and the annular flanges are laminated in sequence.
9. A vehicle comprising a subframe, further comprising a primary and secondary double-trailing-beam connection according to any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910203900.9A CN111703504B (en) | 2019-03-18 | 2019-03-18 | Vehicle and main and auxiliary double-longitudinal-beam connecting mechanism thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910203900.9A CN111703504B (en) | 2019-03-18 | 2019-03-18 | Vehicle and main and auxiliary double-longitudinal-beam connecting mechanism thereof |
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| Publication Number | Publication Date |
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| CN111703504A CN111703504A (en) | 2020-09-25 |
| CN111703504B true CN111703504B (en) | 2022-03-11 |
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Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100398225B1 (en) * | 2000-12-29 | 2003-09-19 | 현대자동차주식회사 | An automotive sub frame for protecting invasion into inside space |
| JP4026815B2 (en) * | 2002-09-06 | 2007-12-26 | 本田技研工業株式会社 | Subframe mounting structure |
| JP4164864B2 (en) * | 2002-10-30 | 2008-10-15 | マツダ株式会社 | Suspension cross member mounting structure |
| FR2887211B1 (en) * | 2005-06-20 | 2007-09-07 | Vallourec Vitry | GUIDED LOW CHANNEL FOR MOTOR VEHICLE FRONT |
| KR20130027247A (en) * | 2011-09-07 | 2013-03-15 | 주식회사 성우하이텍 | Mounting unit for sub-frame in vehicles |
| US9493189B2 (en) * | 2014-05-03 | 2016-11-15 | Ford Global Technologies, Llc | Subframe for vehicle including lever for detaching subframe from underbody during front impact |
| FR3021021B1 (en) * | 2014-05-14 | 2017-12-22 | Peugeot Citroen Automobiles Sa | FIXING A PROGRAMMED RUPTURE OF THE MOTOR CRADLE TO THE FLOOR OF A VEHICLE |
| JP6522981B2 (en) * | 2015-02-18 | 2019-05-29 | 本田技研工業株式会社 | Front body structure |
| US9944322B2 (en) * | 2015-09-08 | 2018-04-17 | Ford Global Technologies, Llc | Composite subframe detachment |
| JP6218050B2 (en) * | 2016-01-19 | 2017-10-25 | 本田技研工業株式会社 | Body structure |
| CN107571913B (en) * | 2016-07-04 | 2020-01-03 | 上海汽车集团股份有限公司 | Auxiliary frame assembly for electric automobile and electric automobile |
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