CN119821511B

CN119821511B - Used for the front subframe of vehicles and vehicles

Info

Publication number: CN119821511B
Application number: CN202510064024.1A
Authority: CN
Inventors: 肖子函; 符琳; 高树亮; 王冬琴; 张兰师
Original assignee: SAIC GM Wuling Automobile Co Ltd
Current assignee: SAIC GM Wuling Automobile Co Ltd
Priority date: 2025-01-15
Filing date: 2025-01-15
Publication date: 2025-12-16
Anticipated expiration: 2045-01-15
Also published as: CN119821511A

Abstract

This application relates to the field of vehicle front subframe technology, and discloses a front subframe for a vehicle and a vehicle. The front subframe includes a first longitudinal beam, a second longitudinal beam, a first crossbeam, and a second crossbeam. The first and second longitudinal beams extend along the longitudinal direction of the vehicle, and are positioned opposite each other and spaced apart along the left-right direction of the vehicle. The first crossbeam extends along the left-right direction of the vehicle and is connected to the front ends of the first and second longitudinal beams. The second crossbeam extends along the left-right direction of the vehicle and is connected to the rear ends of the first and second longitudinal beams. A first opening is provided at the left end of the second crossbeam, and a second opening is provided at the right end of the second crossbeam. A portion of the first longitudinal beam passes through the first opening to extend into the interior of the second crossbeam, and a portion of the second longitudinal beam passes through the second opening to extend into the interior of the second crossbeam. This invention solves the technical problems of complex front subframe structure, heavy weight, high manufacturing cost, and insufficient rigidity.

Description

Front subframe for a vehicle and vehicle

Technical Field

The application relates to the technical field of front auxiliary frames of vehicles, in particular to a front auxiliary frame for a vehicle and the vehicle.

Background

With the maturation and development of vehicle technology, people have increasingly high requirements on the handling performance and the driving stability of vehicles. The front subframe of a vehicle, which is an important component of modern vehicle suspension, not only affects the handling and driving stability of the vehicle, but also relates to the safety and comfort of the passengers. However, in the related art, the front subframe is complicated in structure, heavy in weight, high in manufacturing cost, and insufficient in rigidity.

Disclosure of Invention

The application provides a front auxiliary frame for a vehicle and the vehicle, which solve the technical problems of complex structure, heavy weight, high manufacturing cost and insufficient rigidity of the front auxiliary frame.

In order to achieve the above purpose, the main technical scheme adopted by the application comprises the following steps:

In a first aspect, an embodiment of the application provides a front subframe for a vehicle, the front subframe comprises a first longitudinal beam, a second longitudinal beam, a first cross beam and a second cross beam, the first longitudinal beam and the second longitudinal beam extend along the front-rear direction of the vehicle, the first longitudinal beam and the second longitudinal beam are opposite to each other and are arranged at intervals along the left-right direction of the vehicle, the first cross beam extends along the left-right direction of the vehicle, the first cross beam is connected with the front end of the first longitudinal beam and the front end of the second longitudinal beam, the second cross beam extends along the left-right direction of the vehicle, the second cross beam is connected with the rear end of the first longitudinal beam and the rear end of the second longitudinal beam, a first opening is formed in the left end of the second cross beam, a second opening is formed in the right end of the second cross beam, a part of the first cross beam penetrates through the first opening to extend into the interior of the second cross beam, and a part of the second cross beam penetrates through the second opening to extend into the interior of the second cross beam.

According to the front auxiliary frame provided by the embodiment of the application, at least part of the first longitudinal beam can pass through the first opening, at least part of the first longitudinal beam is overlapped with the left end of the second cross beam, at least part of the second longitudinal beam can pass through the second opening, at least part of the second longitudinal beam can be overlapped with the right end of the second cross beam, the contact area between the first longitudinal beam and the second cross beam is increased, the contact area between the second longitudinal beam and the second cross beam is increased, the connection between the first longitudinal beam and the second cross beam and the connection between the second longitudinal beam and the second cross beam are firmer, and the structural strength and the rigidity of the front auxiliary frame are improved. And the first opening and the second opening reduce the material of the second cross beam at the first opening and the second opening, so that the unnecessary material use is reduced while the structural strength of the front auxiliary frame is ensured, the front auxiliary frame is light, the performance of the vehicle is improved, and the energy loss of the vehicle is reduced.

Optionally, in the front-rear direction of the vehicle, the front end of the first side member has a third opening, the front end of the second side member has a fourth opening, and a portion of the first cross member passes through the third opening to extend into the interior of the first side member, and a portion of the first cross member passes through the fourth opening to extend into the interior of the second side member.

The first crossbeam passes the third opening and is connected with first longeron, and first crossbeam passes the fourth opening and is connected with the second longeron, and the area of contact of first crossbeam and first longeron increases, and the area of contact of second longeron and first crossbeam increases, can make the more firm of first longeron and first crossbeam, second longeron and first crossbeam connection, improves the structural strength and the rigidity of preceding sub vehicle frame. And the arrangement of the third opening and the fourth opening reduces the materials of the second cross beam at the third opening and the fourth opening, so that the unnecessary materials can be reduced while the structural strength of the front auxiliary frame is ensured, the front auxiliary frame is light, the performance of the vehicle is improved, and the energy loss of the vehicle is reduced.

Optionally, the front end of the first longitudinal beam comprises a first flanging and a second flanging, the first flanging and the second flanging are opposite and are arranged at intervals along the up-down direction of the vehicle, the first flanging and the second flanging define a third opening, the first flanging is lapped on the upper side face of the first cross beam, the second flanging is lapped on the lower side face of the first cross beam, the front end of the second longitudinal beam comprises a third flanging and a fourth flanging, the third flanging and the fourth flanging are opposite and are arranged at intervals along the up-down direction of the vehicle, the third flanging and the fourth flanging define a fourth opening, the third flanging is lapped on the upper side face of the first cross beam, and the fourth flanging is lapped on the lower side face of the first cross beam.

The design of first turn-ups, second turn-ups, third turn-ups and fourth turn-ups has increased the first crossbeam and has had the area of connection of first longeron and second longeron respectively, makes the connection between first crossbeam and first longeron and the second longeron become more stable, still through the overlap joint of upper and lower turn-ups, has formed more firm connection structure.

Optionally, the first cross beam comprises a first middle section, a first installation section and a second installation section, the first installation section and the second installation section are respectively arranged at two ends of the first middle section along the left-right direction of the vehicle, the first flanging and the second flanging are respectively lapped on the upper side surface and the lower side surface of the first installation section, the third flanging and the fourth flanging are respectively lapped on the upper side surface and the lower side surface of the second installation section, one end of the first installation section in the length direction of the first installation section is connected with the first middle section, the other end of the first installation section extends towards the rear, one end of the second installation section in the length direction of the second installation section is connected with the first middle section, the other end of the second installation section extends towards the rear, the first installation section and the second installation section are respectively provided with a first installation position, and the first installation position is used for connecting the front auxiliary frame and the vehicle body.

The first installation position can set up respectively in the other end of first installation section and second installation section, that is to say, the first installation position can be located the rear of first interlude, like this when the vehicle bumps, the first installation position sets up in the rear of first interlude, and first interlude can bear the collision energy-absorbing earlier when bumping, reduces the risk that first installation position is directly impacted, improves the stability of preceding sub vehicle frame and automobile body connection, and then improves the stability that the vehicle was gone.

Optionally, the front auxiliary frame further comprises a second installation position and a third installation position, wherein the second installation position and the third installation position are used for connecting the front auxiliary frame and the vehicle body, the second installation positions are respectively arranged on the first longitudinal beam and the second longitudinal beam along the front-back direction of the vehicle, the second installation position is arranged between the first transverse beam and the second transverse beam, the third installation position is respectively arranged at the rear end of the first longitudinal beam and the rear end of the second longitudinal beam along the front-back direction of the vehicle, and the second installation position is arranged at the front side of the third installation position.

The layout can ensure that the front auxiliary frame and the vehicle body are connected at multiple points, the stability of connection can be improved due to the multiple points, the looseness or deformation of the whole structure caused by single-point failure is reduced, impact force can be dispersed effectively during collision, and the safety of the vehicle is improved.

Optionally, the front subframe further comprises a plurality of steering mounting positions, the plurality of steering mounting positions are all used for connecting the front subframe and the steering system, and the plurality of steering mounting positions are all arranged on the second cross beam.

The plurality of steering mounting positions are arranged on the second cross beam in a concentrated manner, so that the rigidity of the second cross beam can be enhanced, the force and the torque from a steering system can be enhanced, the deformation and the abrasion of the front auxiliary frame are reduced, and the service life of the front auxiliary frame is prolonged.

Optionally, the plurality of steering mounting positions comprise a first steering mounting position, a second steering mounting position and a third steering mounting position, wherein the first steering mounting position is positioned at the left end of the second cross beam, the third steering mounting position is positioned at the right end of the second cross beam, the third steering mounting position is positioned in front of the first steering mounting position and the second steering mounting position along the front-back direction of the vehicle, and the third steering mounting position is positioned between the first steering mounting position and the second steering mounting position along the left-right direction of the vehicle.

The first steering installation position is located the left end of second steering installation position, and the third steering installation position is located the right-hand member of second steering installation position, along the left and right directions of vehicle, first steering installation position, second steering installation position and third steering installation position interval setting. The design of the balanced distribution is beneficial to ensuring that the connection of the steering system on the front auxiliary frame is more stable, and reducing the structural deformation or damage caused by overlarge single-point stress.

Optionally, in the up-down direction of the vehicle, the projection of the first steering mount falls on the first longitudinal beam, and the projection of the third steering mount falls on the second longitudinal beam.

The projection of first steering installation position falls into on the first longeron, and the projection of third steering installation position falls into the second longeron, is connected crossbeam and longeron in an organic whole like this, provides very high installation rigidity, and whole overall arrangement structure is firm, and intensity is good, satisfies steering system stability reliability demand, does not need extra installing support to provide the mounting point for the steering engine, reduces part quantity and welding, plays better lightweight effect, improves the joint strength of preceding sub vehicle frame.

Optionally, the front subframe further includes a first suspension bracket and a second suspension bracket, the second cross member has a first side surface facing the first cross member in a front-rear direction of the vehicle, the first suspension bracket is mounted on the first side surface, and the second suspension bracket is mounted on the first side member and the first side surface.

The first suspension bracket is arranged on the first side surface, the second suspension bracket is arranged on the first longitudinal beam and the first side surface, and the structural strength and the rigidity of the front auxiliary frame can be improved.

Optionally, the front subframe comprises a first front control arm bracket and a second front control arm bracket, wherein the first front control arm bracket is connected with the front ends of the first mounting section and the first longitudinal beam, the second front control arm bracket is connected with the front ends of the second mounting section and the second longitudinal beam, at least part of the first front control arm bracket and the second front control arm bracket is positioned between the first transverse beam and the second transverse beam along the front-back direction of the vehicle, and at least part of the first front control arm bracket and the second front control arm bracket is positioned between the first longitudinal beam and the second longitudinal beam along the left-right direction of the vehicle.

The first front control arm support and the second front control arm support are at least partially positioned between the first cross beam and the second cross beam and positioned between the longitudinal beams in the left-right direction of the vehicle, so that the structural strength is enhanced, the limited space at the bottom of the vehicle is effectively utilized, the overall layout of the vehicle is optimized, the structure of the front auxiliary frame is more compact, and the rigidity of the front auxiliary frame is improved.

Optionally, the first front control arm support is provided with two first holes, the front end of the first longitudinal beam is provided with one first hole, the second front control arm support is provided with two second holes, the front end of the second longitudinal beam is provided with one second hole, the first holes are used for connecting the first front control arms, and the second holes are used for connecting the second front control arms.

The arrangement of a plurality of first holes and a plurality of second holes also helps improving the precision of connection, through accurate alignment and fixed these hole sites, can ensure that the connection between control arm support and the longeron is more firm, reduces performance decline or the potential safety hazard because of installation error leads to.

Optionally, the front subframe includes a first rear control arm support and a second rear control arm support, the first rear control arm support is disposed on the first longitudinal beam, the first rear control arm support is disposed between the first cross beam and the second cross beam, the second rear control arm support is disposed on the second longitudinal beam, and the second rear control arm support is disposed between the first cross beam and the second cross beam.

Therefore, the control arm can be firmly and stably fixed on the front auxiliary frame, so that the connection between the control arm and the front auxiliary frame is stable, and the control performance of the automobile is improved.

Optionally, the front auxiliary frame further comprises a plurality of first positioning holes, the plurality of first positioning holes are formed in the second cross beam, the plurality of first positioning holes are formed in the lower side face of the second cross beam along the up-down direction of the vehicle, the plurality of first positioning holes are formed at intervals along the left-right direction of the vehicle, the front auxiliary frame further comprises a plurality of first observation holes, the plurality of first observation holes are formed in the second cross beam, the plurality of first observation holes are formed in the upper side face of the second cross beam along the up-down direction of the vehicle, and the plurality of first observation holes are formed at intervals along the left-right direction of the vehicle.

Because preceding sub vehicle frame is after the production is accomplished, needs transport through the transportation robot, can set up corresponding frock on the transportation robot, a plurality of first locating holes that set up on the second crossbeam cooperate with frock on the transportation robot, make preceding sub vehicle frame more firmly install on the transportation robot.

Optionally, the front subframe includes a first stabilizer bar mounting position and a second stabilizer bar mounting position, the first stabilizer bar mounting position and the second stabilizer bar mounting position are disposed on the second cross member, and the first stabilizer bar mounting position and the second stabilizer bar mounting position are disposed at intervals along the left-right direction of the vehicle.

Because first stabilizer bar installation position and second stabilizer bar installation position all set up on the second crossbeam, need not extra welding stabilizer bar support like this, reduce the quantity of preceding sub vehicle frame upper bracket, make preceding sub vehicle frame lighter-weight, first stabilizer bar installation position and second stabilizer bar installation position all set up on the second crossbeam moreover and can also improve the installation accuracy of stabilizer bar, improve stabilizer bar and preceding sub vehicle frame connection's stability and reliability.

In a second aspect, an embodiment of the present application further provides a vehicle, including a front subframe according to any one of the embodiments of the present application.

According to the vehicle provided by the embodiment of the application, at least part of the first longitudinal beam can pass through the first opening, at least part of the first longitudinal beam is overlapped with the left end of the second cross beam, at least part of the second longitudinal beam can pass through the second opening, at least part of the second longitudinal beam can be overlapped with the right end of the second cross beam, the contact area of the first longitudinal beam and the second cross beam is increased, the contact area of the second longitudinal beam and the second cross beam is increased, the connection between the first longitudinal beam and the second cross beam and the connection between the second longitudinal beam and the second cross beam are firmer, and the structural strength and the rigidity of the front auxiliary frame are improved. And the first opening and the second opening reduce the material of the second cross beam at the first opening and the second opening, so that the unnecessary material use is reduced while the structural strength of the front auxiliary frame is ensured, the front auxiliary frame is light, the performance of the vehicle is improved, and the energy loss of the vehicle is reduced.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present application, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural diagram of a connection between a vehicle and a front subframe according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a front subframe according to an embodiment of the present application;

FIG. 3 illustrates the structure and location of the first and second holes;

FIG. 4 illustrates the structure and position of a first front control arm support;

FIG. 5 illustrates the structure and position of a second front control arm support;

FIG. 6 shows the structure and location of the first pilot hole;

FIG. 7 illustrates the structure and position of a second suspension bracket;

FIG. 8 illustrates the structure and position of the first suspension brackets;

FIG. 9 illustrates the structure and position of a second rear control arm support;

Fig. 10 shows the structure and position of the upper and lower high strength steel sheets.

[ Reference numerals description ]

A vehicle body 100;

A front subframe 110;

a first stringer 120, a first flange 122, a second flange 123;

A second stringer 130, a third flange 132, a fourth flange 133;

A first beam 140, a first intermediate section 141, a first mounting section 142, a second mounting section 143, a second beam 150, a first side 153;

a first mounting location 160;

A second mounting location 170;

a third mounting location 180;

a first steering mounting location 190, a second steering mounting location 191, a third steering mounting location 192, a first suspension bracket 200, a second suspension bracket 210;

A first front control arm support 220, a first aperture 221;

a second front control arm support 230;

a first rear control arm support 240;

A second rear control arm support 250;

A first positioning hole 260, a first observation hole 261;

A first stabilizer bar mounting position 270, a second stabilizer bar mounting position 271;

Upper high strength steel sheet 280;

lower high strength steel sheet 290;

Front-back direction X, left-right direction Y, up-down direction Z.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to fall within the scope of the application.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs, the terms used in the description of this application in this application are for the purpose of describing particular embodiments only and are not intended to be limiting of the application, and the terms "comprising" and "having" and any variations thereof in the description of this application and the claims and the above description of the drawings are intended to cover non-exclusive inclusions. The terms first, second and the like in the description and in the claims or in the above-described figures, are used for distinguishing between different objects and not necessarily for describing a particular sequential or chronological order.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the described embodiments of the application may be combined with other embodiments.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "attached" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, directly connected, indirectly connected through an intermediary, or may be in communication with the interior of two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

The term "and/or" in the present application is merely an association relation describing the association object, and indicates that three kinds of relations may exist, for example, a and/or B may indicate that a exists alone, while a and B exist together, and B exists alone. In the present application, the character "/" generally indicates that the front and rear related objects are an or relationship.

The term "plurality" as used herein means two or more (including two), and similarly, "plural sets" means two or more (including two), and "plural sheets" means two or more (including two).

With the maturation and development of vehicle technology, people have increasingly high requirements on the handling performance and the driving stability of vehicles. The front subframe of a vehicle, which is an important component of modern vehicle suspension, not only affects the handling and driving stability of the vehicle, but also relates to the safety and comfort of the passengers.

The front auxiliary frame is a key part of a chassis system, is required to be a multi-system layout installation space and installation points, plays a role in transmitting force and moment, is required to be designed with sufficient reliability, is required to meet the requirements of space, strength, rigidity, mode, reliability, NVH and the like, adopts a cast aluminum alloy structure, has the advantage of light weight with weight reduction of more than 30%, is high in cost, high in development cost, long in development period and low in product qualification rate, cannot be widely popularized in actual use, and therefore, the design performance meets the requirements, and the front auxiliary frame adopting light-weight high-strength steel is still the key attack direction of the chassis system.

However, in the related art, the front subframe using high-strength steel is complicated in structure, heavy in weight, high in manufacturing cost, and insufficient in rigidity.

In view of this, an embodiment of the present application provides a front subframe, which includes a first side member, a second side member, a first cross member, and a second cross member.

The first longitudinal beam and the second longitudinal beam extend along the front-back direction of the vehicle, the first longitudinal beam and the second longitudinal beam are opposite to each other and are arranged at intervals along the left-right direction of the vehicle, the first transverse beam extends along the left-right direction of the vehicle, the first transverse beam is connected with the front end of the first longitudinal beam and the front end of the second longitudinal beam, the second transverse beam extends along the left-right direction of the vehicle, the second transverse beam is connected with the rear end of the first longitudinal beam and the rear end of the second longitudinal beam, a first opening is formed in the left end of the second transverse beam, a second opening is formed in the right end of the second transverse beam, a part of the first longitudinal beam penetrates through the first opening to extend into the second transverse beam, and a part of the second longitudinal beam penetrates through the second opening to extend into the second transverse beam.

In the above aspect, at least part of the first longitudinal beam may pass through the first opening, at least part of the first longitudinal beam overlaps the left end of the second cross beam, at least part of the second longitudinal beam may pass through the second opening, and at least part of the second longitudinal beam may overlap the right end of the second cross beam. Therefore, the structure strength of the front auxiliary frame can be ensured, meanwhile, unnecessary material use is reduced, the front auxiliary frame is light, the vehicle performance is improved, the energy loss of the vehicle is reduced, the first longitudinal beam and the second transverse beam can be firmly connected, and the structure strength and the rigidity of the front auxiliary frame are improved.

The first front control arm support and the second front control arm support are used for connecting the first front control arm and the second front control arm of the vehicle suspension system.

The first rear control arm bracket and the second rear control arm bracket disclosed by the embodiment of the application are used for connecting the first rear control arm and the second rear control arm of the vehicle suspension system.

For convenience of description, the following embodiment will be described with reference to a front subframe according to an embodiment of the present application.

Fig. 1 is a schematic view of a structure of a connection between a vehicle and a front subframe according to an embodiment of the present application, fig. 2 is a schematic view of a structure of a front subframe according to an embodiment of the present application, fig. 3 shows a structure and a position of a first hole and a second hole, fig. 4 shows a structure and a position of a first front control arm bracket, fig. 5 shows a structure and a position of a second front control arm bracket, fig. 6 shows a structure and a position of a first positioning hole, fig. 7 shows a structure and a position of a second suspension bracket, fig. 8 shows a structure and a position of a first suspension bracket, fig. 9 shows a structure and a position of a second rear control arm bracket, and fig. 10 shows a structure and a position of an upper high-strength steel sheet and a lower high-strength steel sheet.

Referring to fig. 1 and 2, in the present embodiment, the front subframe 110 includes a first side member 120, a second side member 130, a first cross member 140, and a second cross member 150, wherein the first side member 120 and the second side member 130 each extend along a front-rear direction X of the vehicle, the first side member 120 is opposite to and spaced apart from the second side member 130 along a left-right direction Y of the vehicle, the first cross member 140 extends along the left-right direction Y of the vehicle, the first cross member 140 is connected to a front end of the first side member 120 and a front end of the second side member 130, the second cross member 150 extends along the left-right direction Y of the vehicle, the second cross member 150 is connected to a rear end of the first side member 120 and a rear end of the second side member 130, wherein a left end of the second cross member 150 is provided with a first opening, a portion of the first side member 120 extends through the first opening to extend into the interior of the second side member 150, and a second portion of the second cross member 150 extends through the second opening into the interior of the second cross member 130.

The longitudinal extension directions of the first and second side members 120 and 130 are parallel to the front-rear direction X of the vehicle, and the longitudinal extension directions of the first and second cross members 140 and 150 are parallel to the left-right direction Y of the vehicle along the left-right direction Y of the vehicle. Along the front-rear direction X of the vehicle, the first cross member 140 and the second cross member 150 are disposed at intervals and opposite to each other, the first cross member 140 is connected to the front ends of the first longitudinal member 120 and the second longitudinal member 130, and the second cross member 150 is connected to the rear ends of the first longitudinal member 120 and the second longitudinal member 130, so as to form a solid rectangular frame structure, enhance the overall rigidity and strength of the front subframe 110, and help to improve the stability and safety of the vehicle.

The left end of the second cross member 150 is provided with a first opening, the right end of the second cross member 150 is provided with a second opening, and the opening orientations of the first opening and the second opening are away from each other along the left-right direction Y of the vehicle, and it can be understood that the opening orientations of the first opening and the second opening are all oriented to the outside. At least a portion of the first longitudinal beam 120 may pass through the first opening, at least a portion of the first longitudinal beam 120 may overlap the left end of the second transverse beam 150, at least a portion of the second longitudinal beam 130 may pass through the second opening, and at least a portion of the second longitudinal beam 130 may overlap the right end of the second transverse beam 150. In this way, unnecessary material usage can be reduced while the structural strength of the front subframe 110 is ensured, so that the front subframe 110 is light, which is beneficial to improving the performance of the vehicle and reducing the energy loss of the vehicle.

Moreover, the portion of the first longitudinal beam 120 passes through the first opening to extend into the second cross member 150, and the portion of the second longitudinal beam 130 passes through the second opening to extend into the second cross member 150, so that the connection between the components of the front subframe 110 is more direct and clear, which is beneficial to improving efficiency and precision in the manufacturing and assembling processes, simplifying the assembling steps of the front subframe 110, and reducing the probability of errors in assembling the front subframe 110.

The first longitudinal beam 120 passes through the first opening, the first longitudinal beam 120 is enveloped by the second cross beam 150, that is, the upper and lower sides of the first longitudinal beam 120 are respectively abutted or welded with the upper and lower sides of the second cross beam 150, the contact area between the first longitudinal beam 120 and the second cross beam 150 is increased, and the length of the abutment or welding between the second cross beam 150 and the first longitudinal beam 120 along the front-rear direction X of the vehicle can be one third of that of the first longitudinal beam 120, so that the connection between the first longitudinal beam 120 and the second cross beam 150 is firmer, and the structural strength of the front subframe 110 is further improved.

Similarly, the second longitudinal beam 130 passes through the second opening, and the second longitudinal beam 130 is enveloped by the second cross beam 150, that is, the upper and lower side surfaces of the second longitudinal beam 130 are respectively abutted or welded with the upper and lower side surfaces of the second cross beam 150, and the length of the abutment or welding between the second cross beam 150 and the second longitudinal beam 130 along the front-rear direction X of the vehicle may be one third of that of the second longitudinal beam 130, so that the connection between the second longitudinal beam 130 and the second cross beam 150 is more firm, and the structural strength of the front subframe 110 is further improved.

Since the first longitudinal beam 120 passes through the first opening and the second longitudinal beam 130 passes through the second opening, the first longitudinal beam 120 only needs to be welded or abutted against the upper and lower sides of the first opening, and the second longitudinal beam 130 only needs to be abutted or welded against the upper and lower sides of the second opening, so that the openings of the first opening and the second opening (i.e. the positions where the first longitudinal beam 120 and the second longitudinal beam 130 pass through) can reduce the material arrangement, and if the second cross beam 150 is not provided with the first opening and the second opening, the openings of the first opening and the second opening need to be plugged, so that the material use can be increased to a certain extent.

Referring to fig. 1 and 2, in the present embodiment, along the front-rear direction X of the vehicle, the front end of the first longitudinal beam 120 has a third opening, the front end of the second longitudinal beam 130 has a fourth opening, a portion of the first cross beam 140 passes through the third opening to extend into the interior of the first longitudinal beam 120, and a portion of the first cross beam 140 passes through the fourth opening to extend into the interior of the second longitudinal beam 130.

The third opening and the fourth opening are located at the front ends of the first side member 120 and the second side member 130, respectively, and the opening orientations of the third opening and the fourth opening are each toward the front of the vehicle. The first cross member 140 passes through the third opening and the fourth opening provided at the front ends of the first longitudinal member 120 and the second longitudinal member 130, and the portion of the first cross member 140 extending into the first longitudinal member 120 may abut or be welded in the first longitudinal member 120, and the portion of the first cross member 140 extending into the second longitudinal member 130 may abut or be welded in the second longitudinal member 130, so that the contact area between the first cross member 140 and the first longitudinal member 120 and the contact area between the first cross member 140 and the second longitudinal member 130 are enlarged, and a stronger connection between the first cross member 140 and the first longitudinal member 120 and the second longitudinal member 130 is established, which not only enhances the stability of the front subframe 110 in the front-rear direction X of the vehicle, but also enhances the rigidity of the front subframe 110 in the left-right direction Y of the vehicle, so that the whole front subframe 110 is structurally stronger and more durable, and the dynamic performance of the vehicle in running, including steering stability, steering response and riding comfort, is enhanced.

The front subframe 110 can better absorb and disperse impact forces in the event of a vehicle collision. The portion of the first cross member 140 that extends into the interior of the first and second longitudinal members 120, 130 may serve as an additional energy absorbing area, reducing the chance of damage to the occupant or other components within the vehicle.

The first cross member 140 is connected with the first longitudinal member 120 through the third opening, and the first cross member 140 is connected with the second longitudinal member 130 through the fourth opening, so that manufacturing materials of the first longitudinal member 120 and the second longitudinal member 130 can be saved, and manufacturing cost of the front subframe 110 can be reduced.

Referring to fig. 2 to 5, in the present embodiment, the front end of the first longitudinal beam 120 includes a first flange 122 and a second flange 123, the first flange 122 and the second flange 123 are opposite and spaced along the vertical direction Z of the vehicle, the first flange 122 and the second flange 123 define the third opening, the first flange 122 is overlapped with the upper side surface of the first cross beam 140, the second flange 123 is overlapped with the lower side surface of the first cross beam 140, the front end of the second longitudinal beam 130 includes a third flange 132 and a fourth flange 133, the third flange 132 and the fourth flange 133 are opposite and spaced along the vertical direction Z of the vehicle, the third flange 132 and the fourth flange 133 define the fourth opening, the third flange 132 is overlapped with the upper side surface of the first cross beam 140, and the fourth flange 133 is overlapped with the lower side surface of the first cross beam 140.

The first flange 122 and the second flange 123 are both located at the front end of the first longitudinal beam 120, and along the up-down direction Z of the vehicle, the projections of the first flange 122 and the second flange 123 may overlap, the first flange 122 and the second flange 123 together define a third opening, and along the left-right direction Y of the vehicle, the projections of the first flange 122 and the second flange 123 do not overlap, and it is understood that the first cross member 140 may enter the third opening from the left-right direction Y of the vehicle. The first flange 122 is welded to the upper side of the first cross member 140, and the second flange 123 may be welded to the lower side of the first cross member 140, so that the first cross member 140 is more firmly connected to the first longitudinal member 120.

The third flange 132 and the fourth flange 133 are both located at the front end of the second longitudinal beam 130, and along the up-down direction Z of the vehicle, the projections of the third flange 132 and the fourth flange 133 may overlap, the third flange 132 and the fourth flange 133 together define a fourth opening, and along the left-right direction Y of the vehicle, the projections of the third flange 132 and the fourth flange 133 do not overlap, and it is understood that the first cross member 140 may enter the fourth opening from the left-right direction Y of the vehicle. The third flange 132 is welded to the upper side of the first cross member 140, and the fourth flange 133 may be welded to the lower side of the first cross member 140, so that the first cross member 140 is more firmly connected to the second longitudinal member 130.

The design of the first flange 122, the second flange 123, the third flange 132 and the fourth flange 133 increases the connection area of the first cross beam 140 with the first longitudinal beam 120 and the second longitudinal beam 130 respectively, so that the connection between the first cross beam 140 and the first longitudinal beam 120 and the connection between the first cross beam 140 and the second longitudinal beam 130 become more stable, and a firmer connection structure is formed by the lap joint of the upper flange and the lower flange.

Referring to fig. 2 to 5 and 10, in the present embodiment, the first cross member 140 includes a first middle section 141, a first mounting section 142 and a second mounting section 143, wherein the first mounting section 142 and the second mounting section 143 are respectively disposed at two ends of the first middle section 141 along a left-right direction Y of the vehicle, the first flange 122 and the second flange 123 are respectively overlapped with an upper side surface and a lower side surface of the first mounting section 142, the third flange 132 and the fourth flange 133 are respectively overlapped with an upper side surface and a lower side surface of the second mounting section 143, one end of the first mounting section 142 in a length direction thereof is connected to the first middle section 141, the other end of the first mounting section 143 extends toward the rear, one end of the second mounting section 143 in a length direction thereof is connected to the first middle section 141, the other end of the second mounting section 143 extends toward the rear, and the first mounting section 142 and the second mounting section 143 are respectively provided with a first mounting position 160, and the first sub-frame 160 is used for connecting the front frame 110 and the front frame 100.

The first intermediate section 141 is located in front of the first and second mounting sections 142 and 143 in the front-rear direction X of the vehicle, and projections of the first and second mounting sections 142 and 143 in the left-right direction Y of the vehicle coincide, that is, the first and second mounting sections 142 and 143 may be symmetrically disposed at both ends of the first intermediate section 141. The first mounting section 142 is connected to the first longitudinal beam 120 and the second mounting section 143 is connected to the second longitudinal beam 130. The first flange 122 is located above the second flange 123 and the third flange 132 is located above the fourth flange 133 in the up-down direction Z of the vehicle. Thus, the first flange 122 is overlapped with the upper side surface of the first mounting section 142, the second flange 123 is overlapped with the lower side surface of the first mounting section 142, the third flange 132 is overlapped with the upper side surface of the second mounting section 143, and the fourth flange 133 is overlapped with the lower side surface of the second mounting section 143. The overlapping manner may be a connection manner such as welding, and the embodiment of the present application does not limit the overlapping manner.

Along the length direction of the first mounting section 142, one end of the first mounting section 142 is connected to the first intermediate section 141, and the other end of the first mounting section 142 extends toward the rear of the vehicle, it being understood that the other end of the first mounting section 142 is located rearward of the first intermediate section 141. Similarly, along the length direction of the second mounting section 143, one end of the second mounting section 143 is connected to the first intermediate section 141, the other end of the second mounting section 143 extends toward the rear of the vehicle, and the other end of the second mounting section 143 is located rearward of the first intermediate section 141.

The first mounting section 142 and the second mounting section 143 are each provided with a first mounting position 160, and the vehicle body 100 and the front subframe 110 are connected by the first mounting positions 160. Specifically, the first mounting location 160 may be disposed at the other ends of the first mounting section 142 and the second mounting section 143, that is, the first mounting location 160 may be located at the rear of the first middle section 141, so that when a vehicle collides, the first mounting location 160 is disposed at the rear of the first middle section 141, and the first middle section 141 may absorb energy when colliding, thereby reducing the risk of the first mounting location 160 being directly impacted, improving the stability of the connection between the front subframe 110 and the vehicle body 100, and further improving the running stability of the vehicle.

In some embodiments, the first cross member 140, the second cross member 150, the first longitudinal member 120, and the second longitudinal member 130 may each be welded from an upper high strength steel sheet 280 and a lower high strength steel sheet 290. The first middle section 141 is formed by welding upper and lower high-strength steel sheets, and it can be understood that the space of the first middle section 141 in the up-down direction Z of the vehicle is increased, so that when the first middle section 141 collides and impacts, the energy absorption area of the first middle section 141 can be increased due to the increase of the space of the first middle section 141 in the up-down direction Z of the vehicle, the collision energy absorption space of the first middle section 141 is increased, the probability that the first installation position 160 is damaged in the collision is further reduced, and the safety of the whole vehicle is improved.

Referring to fig. 1 and 2, in the present embodiment, the front subframe 110 further includes a second mounting location 170 and a third mounting location 180, where the second mounting location 170 and the third mounting location 180 are both used for connecting the front subframe 110 and the vehicle body 100, the second mounting locations 170 are two and are respectively disposed on the first longitudinal beam 120 and the second longitudinal beam 130, the second mounting location 170 is located between the first cross beam 140 and the second cross beam 150 along the front-rear direction X of the vehicle, the third mounting location 180 is two and is respectively disposed on the rear end of the first longitudinal beam 120 and the rear end of the second longitudinal beam 130, and the second mounting location 170 is located on the front side of the third mounting location 180 along the front-rear direction X of the vehicle.

The second mounting locations 170 and the third mounting locations 180 are also used for connecting the front subframe 110 and the vehicle body 100, the second mounting locations 170 are two and are disposed on the first longitudinal beam 120 and the second longitudinal beam 130, the second mounting locations 170 are located between the first transverse beam 140 and the second transverse beam 150, the third mounting locations 180 are disposed at rear ends of the first longitudinal beam 120 and the second longitudinal beam 130, and the third mounting locations 180 may be disposed at rear sides of the second transverse beam 150. Such a layout can ensure that there is a multipoint connection between the front subframe 110 and the vehicle body 100, and the multipoint connection can not only improve the stability of connection, reduce loosening or deformation of the overall structure due to single-point failure, but also more effectively disperse impact force during collision, and improve the safety of the vehicle.

The provision of the second mounting location 170 and the third mounting location 180 helps to optimize the mechanical transmission path, and during vehicle travel, particularly during cornering, acceleration, or braking, the front subframe 110 may be subjected to complex forces from the wheels and suspension system, which may be more evenly distributed to the vehicle body 100 via a multipoint connection, reducing localized stress concentrations, and extending component life.

The arrangement of the second mounting position 170 and the third mounting position 180 makes the assembly process of the front subframe 110 and the vehicle body 100 more flexible, and suitable mounting points can be selected for connection according to actual needs so as to meet different vehicle design and performance requirements. Meanwhile, the multipoint connection also helps to improve the assembly precision and ensures that the relative position between the front subframe 110 and the vehicle body 100 is accurate.

In some embodiments, the abutment or weld length of the second cross member 150 to the first longitudinal member 120 may be one third of the length of the first longitudinal member 120, which may enable the second cross member 150 to be positioned closer to the second mounting location 170 and the third mounting location 180, enhancing the structural strength at the second mounting location 170 and the third mounting location 180, and providing more reliable support for the second mounting location 170 and the third mounting location 180.

The abutting or welding length of the second cross member 150 to the second longitudinal member 130 may be one third of the second longitudinal member 130, which may also enable the second cross member 150 to be closer to the second mounting location 170 and the third mounting location 180, enhancing the structural strength at the second mounting location 170 and the third mounting location 180, and providing more reliable support for the second mounting location 170 and the third mounting location 180.

In some embodiments, the length of the abutment or weld of the second cross member 150 with the first longitudinal member 120 may be one third of the first longitudinal member 120 and the length of the abutment or weld of the second cross member 150 with the second longitudinal member 130 may be one third of the second longitudinal member 130, which may enable the second cross member 150 to be closer to the first and second rear control arm brackets 240, 250, providing stability support for the first and second rear control arms.

Referring to fig. 2, in the present embodiment, the front subframe 110 further includes a plurality of steering mounting positions, wherein the plurality of steering mounting positions are used for connecting the front subframe 110 and the steering system, and the plurality of steering mounting positions are disposed on the second cross member 150.

The steering mounting positions are used for connecting the front subframe 110 and the steering system, and the plurality of steering mounting positions are arranged on the second cross beam 150 in a concentrated manner, so that on one hand, the structural design of the front subframe 110 can be simplified, the connection of the steering system is more concentrated and efficient, the layout is favorable for reducing unnecessary connecting pieces and assembly steps and improving the production efficiency, and on the other hand, the plurality of steering mounting positions are arranged on the second cross beam 150 in a concentrated manner, so that the maintenance time and cost are favorable for reducing when the steering system is maintained or replaced, and the usability and reliability of the vehicle are improved.

Moreover, the plurality of steering mounting locations are provided centrally on the second cross member 150, which can enhance the rigidity of the second cross member 150, which can enhance resistance to forces and torques from the steering system, reduce deformation and wear of the front subframe 110, and extend the service life of the front subframe 110.

Referring to fig. 2, in the present embodiment, the plurality of steering mounting positions includes a first steering mounting position 190, a second steering mounting position 191, and a third steering mounting position 192, wherein the first steering mounting position 190 is located at the left end of the second cross member 150, the third steering mounting position 192 is located at the right end of the second cross member 150, the third steering mounting position 192 is located in front of the first steering mounting position 190 and the second steering mounting position 191 in the front-rear direction X of the vehicle, and the third steering mounting position 192 is located between the first steering mounting position 190 and the second steering mounting position 191 in the left-right direction Y of the vehicle.

The first steering mounting position 190 is located at the left end of the second steering mounting position 191, the third steering mounting position 192 is located at the right end of the second steering mounting position 191, and the first steering mounting position 190, the second steering mounting position 191 and the third steering mounting position 192 are arranged at intervals along the left-right direction Y of the vehicle. This evenly distributed design helps to ensure a more stable connection of the steering system to the front subframe 110, reducing structural distortion or damage due to excessive single point stress.

Referring to fig. 2, in the present embodiment, along the up-down direction Z of the vehicle, the projection of the first steering mounting position 190 falls on the first longitudinal beam 120, and the projection of the third steering mounting position 192 falls on the second longitudinal beam 130.

Illustratively, the first, second and third steering mounting locations 190, 191 and 192 may be constructed in a sleeve structure, which is a mechanical part having features of simple structure, easy manufacture and wear resistance, capable of providing a firm connection, ensuring connection stability and reliability between the steering system and the front subframe 110, and capable of effectively resisting impact and vibration from a road surface, preventing loosening or damage of connection parts, thereby improving driving safety and stability of the vehicle.

Along the up-down direction Z of the vehicle, the projection of the first steering mounting position 190 falls onto the first longitudinal beam 120, for example, the first steering mounting position 190 can penetrate through the second cross beam 150 and the first longitudinal beam 120, and similarly, along the up-down direction Z of the vehicle, the projection of the second steering mounting position 191 can fall onto the second longitudinal beam 130, that is, the sleeve structure of the first mounting position 160 can be embedded into the second cross beam 150 and the first longitudinal beam 120, and the sleeve structure of the second mounting position 170 can be embedded into the second cross beam 150 and the second longitudinal beam 130, so that the cross beam and the longitudinal beam are connected into a whole, high mounting rigidity is provided, the overall layout structure is stable, the strength is good, the requirement of stable reliability of a steering system is met, an additional mounting bracket is not required to provide a mounting point for a steering machine, the number of parts and welding are reduced, a better light-weight effect is achieved, and the connection strength of the front subframe 110 is improved.

Referring to fig. 2 to 5, in the present embodiment, the front subframe 110 further includes a first suspension bracket 200 and a second suspension bracket 210, the second cross member 150 has a first side 153 along the front-rear direction X of the vehicle, the first side 153 faces the first cross member 140, the first suspension bracket 200 is mounted on the first side 153, and the second suspension bracket 210 is mounted on the first longitudinal member 120 and the first side 153.

The first suspension bracket 200 and the second suspension bracket 210 provide suspension mounting points for the power system, the first suspension bracket 200 is disposed to the right of the second suspension bracket 210, and the second suspension bracket 210 is disposed to the left of the first suspension bracket 200 in the left-right direction Y of the vehicle. The first suspension bracket 200 is mounted to the first side 153, and the first suspension bracket 200 may be welded to the first side 153 or the first suspension bracket 200 may be welded to the upper and lower sides of the second beam 150, for example.

The second suspension bracket 210 is mounted on the first side 153, the second suspension bracket 210 may be welded to the first side 153, the second suspension bracket 210 may also be welded to the upper side and the lower side of the second cross member 150, and simultaneously, the second suspension bracket 210 may also be welded to the first longitudinal member 120, which may further improve the connection stability of the first longitudinal member 120 and the second cross member 150, improve the utilization rate of materials, and improve the structural strength of the front subframe 110.

Referring to fig. 2 to 5, in the present embodiment, the front subframe 110 includes a first front control arm bracket 220 and a second front control arm bracket 230, the first front control arm bracket 220 connects the first mounting section 142 and the front end of the first longitudinal beam 120, the second front control arm bracket 230 connects the second mounting section 143 and the front end of the second longitudinal beam 130, at least a portion of the first front control arm bracket 220 and the second front control arm bracket 230 is located between the first cross beam 140 and the second cross beam 150 along the front-rear direction X of the vehicle, and at least a portion of the first front control arm bracket 220 and the second front control arm bracket 230 is located between the first longitudinal beam 120 and the second longitudinal beam 130 along the left-right direction Y of the vehicle.

Illustratively, a first front control arm bracket 220 may be welded to an upper side of the first longitudinal beam 120, the first front control arm bracket 220 may be welded to a lower side of the first longitudinal beam 120, a second front control arm bracket 230 may be welded to an upper side of the second longitudinal beam 130, and the second front control arm bracket 230 may be welded to a lower side of the second longitudinal beam 130.

By connecting the first front control arm bracket 220 to the front end of the first mounting section 142 and the first longitudinal beam 120, and the second front control arm bracket 230 to the front end of the second mounting section 143 and the second longitudinal beam 130, the overall structural rigidity of the front subframe 110 is enhanced. The first and second front control arm brackets 220 and 230 are at least partially located between the first and second cross members 140 and 150 and located between the side members in the left-right direction Y of the vehicle, not only enhancing structural strength, but also effectively utilizing the limited space at the bottom of the vehicle, contributing to optimizing the overall layout of the vehicle, making the structure of the front subframe 110 more compact, and improving the rigidity of the front subframe 110.

Referring to fig. 2 to 5, in the present embodiment, the first front control arm support 220 is provided with two first holes 221, the front end of the first longitudinal beam 120 is provided with one first hole 221, the second front control arm support 230 is provided with two second holes 231, the front end of the second longitudinal beam 130 is provided with one second hole 231, the first holes 221 are used for connecting the first front control arms, and the second holes 231 are used for connecting the second front control arms.

The first hole 221 is used to pass through a bolt structure, and the first front control arm bracket 220 and the second front control arm bracket 230 are connected to the front control arms through a bolt connection. The provision of the plurality of first holes 221 can enhance the stability of the connection of the front subframe 110 to the front control arm. The front end of first longeron 120 is provided with first hole 221, and first hole 221 relies on first longeron 120, and the structure is firm reliable, and two second holes 231 set up on first preceding control arm support 220, provide the mounting point for preceding control arm, and the precision of connection is also helped improving in the setting of a plurality of first holes 221, through accurate alignment and fixed these hole sites, can ensure that the control arm support is more firm with being connected between the longeron, reduces performance decline or the potential safety hazard because of the installation error leads to.

In some embodiments, hard points refer to points of attachment between components in an automotive chassis (particularly suspension system) design that are spatially fixed in position, as determined by the overall design layout and performance requirements of the automobile. According to the hard spot position of the front control arm, along the up-down direction Z of the vehicle, the first front control arm support 220 and the second front control arm support 230 are respectively disposed below the first longitudinal beam 120 and the second longitudinal beam 130, so that the first longitudinal beam 120 and the second longitudinal beam 130 are maximally close to the hard spot of the front control arm, the first front control arm support 220 is connected to the triangular area at the connection position of the first longitudinal beam 120 and the first cross beam 140, the connection between the first control arm support 220 and the first longitudinal beam 120 is more stable, the second front control arm support 230 is connected to the triangular area at the connection position of the second longitudinal beam 130 and the first cross beam 140, and the connection between the second front control arm support 230 and the second longitudinal beam 130 and the first cross beam 140 is more stable, thus further enhancing the structural stability of the front subframe 110.

Referring to fig. 2 and 9, in the present embodiment, the front subframe 110 includes a first rear control arm bracket 240 and a second rear control arm bracket 250, the first rear control arm bracket 240 is disposed on the first longitudinal beam 120, the first rear control arm bracket 240 is disposed between the first transverse beam 140 and the second transverse beam 150, the second rear control arm bracket 250 is disposed on the second longitudinal beam 130, and the second rear control arm bracket 250 is disposed between the first transverse beam 140 and the second transverse beam 150.

The first rear control arm support 240 and the second rear control arm support 250 are used for connecting the front subframe 110 and the control arm, the first rear control arm support 240 is configured to have a wing-shaped U-shaped structure, the first rear control arm support 240 has two side surfaces along the front-rear direction X of the vehicle, two flanges are respectively provided on the two side surfaces, the two flanges are lapped (welded or the like) on the first longitudinal beam 120, and at least part of projection of the two flanges coincides with the front subframe 110 along the up-down direction Z of the vehicle.

The first rear control arm support 240 further includes a top surface, a mounting hole is formed in the top surface, the top surface is lapped (welded or the like) on the first longitudinal beam 120, and at least part of projection of the top surface and the first longitudinal beam 120 is overlapped along the up-down direction Z of the vehicle, so that the connection between the first rear control arm support 240 and the first longitudinal beam 120 is firmer, and the structural stability and strength of the front subframe 110 are improved.

Similarly, the second rear control arm bracket 250 is configured as a winged U-shaped structure, and along the front-rear direction X of the vehicle, the second rear control arm bracket 250 has two side surfaces, on which two flanges are respectively provided, and the two flanges overlap (are welded or otherwise connected) the first longitudinal beam 120, and along the up-down direction Z of the vehicle, at least part of the projections of the two flanges overlap with the front subframe 110.

The second rear control arm support 250 further includes a top surface, on which a mounting hole is provided, and the top surface is lapped (welded or the like) on the first longitudinal beam 120, and at least partially coincides with the projection of the first longitudinal beam 120 along the up-down direction Z of the vehicle, so that the connection between the second rear control arm support 250 and the second longitudinal beam 130 is more firm, and the structural stability and strength of the front subframe 110 are improved.

Therefore, the control arm can be firmly and stably fixed on the front auxiliary frame 110, so that the connection between the control arm and the front auxiliary frame 110 is stable, and the control performance of the automobile is improved.

Referring to fig. 2 and 6, in the present embodiment, the front subframe 110 further includes a plurality of first positioning holes 260, the plurality of first positioning holes 260 are disposed on the second cross member 150, along a vertical direction Z of the vehicle, the plurality of first positioning holes 260 are disposed on a lower side surface of the second cross member 150, along a horizontal direction Y of the vehicle, the plurality of first positioning holes 260 are disposed at intervals, the front subframe 110 further includes a plurality of first observation holes 261, the plurality of first observation holes 261 are disposed on the second cross member 150, along the vertical direction Z of the vehicle, the plurality of first observation holes 261 are disposed on an upper side surface of the second cross member 150, along the horizontal direction Y of the vehicle, and the plurality of first observation holes 261 are disposed at intervals.

Because the front subframe 110 is required to be transported by the transport robot after production is completed, corresponding tools are arranged on the transport robot, and the first positioning holes 260 arranged on the second beam 150 are matched with the tools on the transport robot, so that the front subframe 110 is more firmly installed on the transport robot.

The first positioning holes 260 are all formed in the second beam 150, and the first positioning holes 260 can be formed in the lower side surface of the second beam 150, so that the first positioning holes 260 are formed in the same component, the occurrence probability of deviation caused by welding deformation is reduced, and the positioning precision can be improved in the assembly and transportation process.

A plurality of first observation holes 261 are disposed on the upper side surface of the second beam 150, and exemplary, along the up-down direction Z of the vehicle, the first observation holes 261 may be disposed opposite to the first positioning holes 260, and the first observation holes 261 may be used to observe whether the front subframe 110 is precisely positioned with the transportation robot.

Referring to fig. 2, in the present embodiment, the front subframe 110 includes a first stabilizer bar mounting position 270 and a second stabilizer bar mounting position 271, the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 are disposed on the second cross member 150, and the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 are disposed at intervals along the left-right direction Y of the vehicle.

The stabilizer bar, namely the anti-roll bar, is an elastic device connected with the left and right wheels, and is mainly used for reducing the roll of the vehicle during turning and improving the running stability of the vehicle. By providing the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 on the front subframe 110, the mounting efficiency of the stabilizer bar can be improved, the stability of the vehicle at the time of turning can be enhanced, and the occurrence of excessive lateral roll of the vehicle body 100 can be prevented.

Because the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 are arranged on the second cross beam 150, no additional stabilizer bar bracket is needed to be welded, the number of the brackets on the front auxiliary frame 110 is reduced, the front auxiliary frame 110 is lighter, the first stabilizer bar mounting position 270 and the second stabilizer bar mounting position 271 are arranged on the second cross beam 150, the mounting precision of the stabilizer bar can be improved, and the stability and the reliability of the connection of the stabilizer bar and the front auxiliary frame 110 are improved.

Referring to fig. 1 to 10, an embodiment of the present application further provides a vehicle, which includes the front subframe 110 according to any one of the embodiments of the present application.

According to the vehicle provided by the embodiment of the application, at least part of the first longitudinal beam 120 can pass through the first opening, at least part of the first longitudinal beam 120 is overlapped with the left end of the second cross beam 150, at least part of the second longitudinal beam 130 can pass through the second opening, at least part of the second longitudinal beam 130 can be overlapped with the right end of the second cross beam 150, the contact area between the first longitudinal beam 120 and the second cross beam 150 is increased, the contact area between the second longitudinal beam 130 and the second cross beam 150 is increased, the connection between the first longitudinal beam 120 and the second cross beam 150 and the connection between the second longitudinal beam 130 and the second cross beam 150 are firmer, and the structural strength and rigidity of the front subframe 110 are improved. And the arrangement of the first opening and the second opening reduces the materials of the second cross beam at the first opening and the second opening, so that the unnecessary materials can be reduced while the structural strength of the front auxiliary frame 110 is ensured, thereby realizing the light weight of the front auxiliary frame 110, being beneficial to improving the performance of the vehicle and reducing the energy loss of the vehicle.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.

In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for system embodiments, since they are substantially similar to method embodiments, the description is relatively simple, as relevant to see a section of the description of method embodiments.

The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and variations of the present application will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the application are to be included in the scope of the claims of the present application.

Although embodiments of the present application have been described in connection with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the application, and such modifications and variations are within the scope of the application as defined by the appended claims.

Claims

1. A front subframe for a vehicle, comprising:

The first longitudinal beam and the second longitudinal beam extend along the front-back direction of the vehicle, and are opposite to each other and are arranged at intervals along the left-right direction of the vehicle;

a first cross member extending in a left-right direction of the vehicle, the first cross member being connected to a front end of the first side member and a front end of the second side member;

a second cross member extending in a left-right direction of the vehicle, the second cross member being connected to a rear end of the first side member and a rear end of the second side member;

The left end of the second cross beam is provided with a first opening, the right end of the second cross beam is provided with a second opening, a part of the first longitudinal beam penetrates through the first opening to extend into the second cross beam, and a part of the second longitudinal beam penetrates through the second opening to extend into the second cross beam;

The front auxiliary frame further comprises a plurality of steering installation positions, the plurality of steering installation positions are used for connecting the front auxiliary frame and the steering system, and the plurality of steering installation positions are arranged on the second cross beam; the plurality of steering mounting positions comprise a first steering mounting position, a second steering mounting position and a third steering mounting position, wherein the first steering mounting position is positioned at the left end of the second cross beam, and the third steering mounting position is positioned at the right end of the second cross beam;

And along the up-down direction of the vehicle, the projection of the first steering installation position falls on the first longitudinal beam, and the projection of the third steering installation position falls on the second longitudinal beam.

2. The front subframe according to claim 1, wherein a front end of a first side member has a third opening in a front-rear direction of the vehicle, a front end of the second side member has a fourth opening, a portion of the first cross member passes through the third opening to extend into an interior of the first side member, and a portion of the first cross member passes through the fourth opening to extend into an interior of the second side member.

3. The front subframe according to claim 2, wherein the front end of the first side member includes a first flange and a second flange, the first flange and the second flange being disposed opposite to and spaced apart from each other in the up-down direction of the vehicle, the first flange and the second flange defining the third opening, the first flange overlapping an upper side surface of the first cross member, the second flange overlapping a lower side surface of the first cross member;

The front end of the second longitudinal beam comprises a third flanging and a fourth flanging, the third flanging and the fourth flanging are opposite and are arranged at intervals along the up-down direction of the vehicle, the third flanging and the fourth flanging define the fourth opening, the third flanging is lapped on the upper side surface of the first cross beam, and the fourth flanging is lapped on the lower side surface of the first cross beam.

4. The front subframe according to claim 3, wherein the first cross member includes a first intermediate section, a first mounting section and a second mounting section, the first mounting section and the second mounting section being provided at both ends of the first intermediate section, respectively, in a left-right direction of the vehicle, the first flange and the second flange being overlapped with an upper side surface and a lower side surface of the first mounting section, respectively, and the third flange and the fourth flange being overlapped with an upper side surface and a lower side surface of the second mounting section, respectively;

the first installation section at its length direction one end connect in first interlude, the other end extends towards the rear, the second installation section at its length direction one end connect in first interlude, the other end extends towards the rear, first installation section with the second installation section is provided with first installation position respectively, first installation position is used for connecting preceding sub vehicle frame and automobile body.

5. The front subframe of claim 1 further comprising a second mounting location and a third mounting location, each for connecting the front subframe and a vehicle body;

The second installation position is two and set up respectively in first longeron with the second longeron, follows the fore-and-aft direction of vehicle, the second installation position is located first crossbeam with between the second crossbeam, the third installation position is two and set up respectively in the rear end of first longeron with the rear end of second longeron, follows the fore-and-aft direction of vehicle, the second installation position is located the front side of third installation position.

6. The front subframe according to claim 1, wherein the second steering mount is located forward of the first steering mount and the third steering mount in the front-rear direction of the vehicle, and the second steering mount is located between the first steering mount and the third steering mount in the left-right direction of the vehicle.

7. The front subframe of claim 1 further comprising a first suspension bracket and a second suspension bracket, the second cross member having a first side surface facing the first cross member in a fore-aft direction of the vehicle, the first suspension bracket being mounted to the first side surface, the second suspension bracket being mounted to the first rail and the first side surface.

8. The front subframe of claim 4 wherein said front subframe includes a first front control arm bracket connecting said first mounting section with the front end of said first rail and a second front control arm bracket connecting said second mounting section with the front end of said second rail;

at least part of the first front control arm bracket and the second front control arm bracket are positioned between the first cross beam and the second cross beam along the front-rear direction of the vehicle, and at least part of the first front control arm bracket and the second front control arm bracket are positioned between the first longitudinal beam and the second longitudinal beam along the left-right direction of the vehicle.

9. The front subframe of claim 8 wherein the first front control arm bracket is provided with two first apertures, the front end of the first longitudinal member is provided with one first aperture, the second front control arm bracket is provided with two second apertures, the front end of the second longitudinal member is provided with one second aperture, the first apertures are for connection to the first front control arm, and the second apertures are for connection to the second front control arm.

10. The front subframe of claim 8 wherein the front subframe includes a first rear control arm bracket and a second rear control arm bracket, the first rear control arm bracket being disposed between the first and second cross members, the second rear control arm bracket being disposed between the second cross member and the second rear control arm bracket being disposed between the first and second cross members.

11. The front subframe according to claim 1, further comprising a plurality of first positioning holes provided in the second cross member, the plurality of first positioning holes being located on a lower side surface of the second cross member in a vehicle up-down direction, the plurality of first positioning holes being provided at intervals in a left-right direction of the vehicle;

The front auxiliary frame further comprises a plurality of first observation holes, the first observation holes are formed in the second cross beam, the first observation holes are located on the upper side face of the second cross beam along the up-down direction of the vehicle, and the first observation holes are arranged at intervals along the left-right direction of the vehicle.

12. The front subframe according to claim 1, characterized in that the front subframe includes a first stabilizer bar mounting position and a second stabilizer bar mounting position, which are provided in the second cross member, the first stabilizer bar mounting position and the second stabilizer bar mounting position being provided at an interval in the vehicle left-right direction.

13. A vehicle comprising a front subframe according to any one of claims 1 to 12.