CN219601380U - Front subframe and vehicle - Google Patents

Abstract

The application discloses a front auxiliary frame and a vehicle. The front auxiliary frame is used for a vehicle and comprises a longitudinal beam assembly, a transverse beam assembly and a connecting seat, wherein the longitudinal beam assembly comprises two longitudinal beams which are arranged in parallel, the transverse beam assembly comprises three transverse beams which are arranged in parallel, the three transverse beams are connected with the two longitudinal beams, the connecting seat is used for connecting a vehicle body of the vehicle, and the connecting seat is arranged at a connecting part of the transverse beams and the longitudinal beams in a covering mode. Therefore, the frame-type auxiliary frame is used for carrying the longitudinal power assembly, the auxiliary frame and the longitudinal beam of the vehicle body are structurally connected on different height differences, and meanwhile, the stabilizer bar support is arranged on the claw as a bearing structure, so that the longitudinal power assembly has the characteristics of high rigidity, high strength and high weld fatigue durability.

Description

Front subframe and vehicle

Technical Field

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

Background

The auxiliary frame of the vehicle is an important structure of the chassis suspension of the vehicle, is not only a middle buffer body connected with the vehicle body, but also a mounting platform of a power assembly, a swing arm, a stabilizer bar and a steering gear. However, some sub-frames are required to carry a longitudinally disposed powertrain, which, due to its high longitudinal dimension, provides structural connection of the front points of the sub-frame to the body stringers at different elevations by means of a claw structure.

Disclosure of Invention

The embodiment of the utility model provides a front auxiliary frame and a vehicle.

The front auxiliary frame is used for a vehicle and comprises a longitudinal beam assembly, a transverse beam assembly and a connecting seat, wherein the longitudinal beam assembly comprises two longitudinal beams which are arranged in parallel, the transverse beam assembly comprises three transverse beams which are arranged in parallel, the three transverse beams are connected with the two longitudinal beams, the connecting seat is used for connecting a vehicle body of the vehicle, and the connecting seat covers and is arranged at a connecting part of the transverse beams and the longitudinal beams.

The front auxiliary frame is used for a vehicle and comprises a longitudinal beam assembly, a transverse beam assembly and a connecting seat, wherein the longitudinal beam assembly comprises two longitudinal beams which are arranged in parallel, the transverse beam assembly comprises three transverse beams which are arranged in parallel, the three transverse beams are connected with the two longitudinal beams, the connecting seat is used for connecting a vehicle body of the vehicle, and the connecting seat is arranged at a connecting part of the transverse beams and the longitudinal beams in a covering mode. Therefore, the frame-type auxiliary frame is used for carrying the longitudinal power assembly, the auxiliary frame and the longitudinal beam of the vehicle body are structurally connected on different height differences, and meanwhile, the stabilizer bar support is arranged on the claw as a bearing structure, so that the longitudinal power assembly has the characteristics of high rigidity, high strength and high weld fatigue durability.

In certain embodiments, the cross member comprises a front cross member, a middle cross member, and a rear cross member, and the stringers comprise a left stringer and a right stringer, the left stringer and the right stringer being disposed at both ends of the cross member. Therefore, the middle cross beam is added between the front cross beam and the rear cross beam, and the structural strength and rigidity of the whole front auxiliary frame can be increased by matching the two longitudinal beams. Meanwhile, the middle cross beam can provide connection supporting points for other components, the power assembly and other components can be arranged right above the front auxiliary frame, so that the front auxiliary frame can have a good supporting position, and the space utilization rate is high.

In some embodiments, the connector mount covers the connection between the front cross member and the side member. Therefore, the front cross beam and the two longitudinal beams can be connected together in a welding mode, and then are coated on the welding seam through the connecting seat, so that the connection gap is prevented from being exposed, and the connection strength of the front cross beam and the longitudinal beams can be further increased.

In some embodiments, the connector includes a protruding end that is bent away from the front cross member. Therefore, two extending ends can extend towards the left side and the right side, so that the end parts of the connecting seats can be stably connected with the mounting points of the vehicle body.

In certain embodiments, the connector comprises a front connector plate and a rear connector plate, the front connector plate and the rear connector plate being fabricated by front-to-back tailor welding. Therefore, the front connecting plate and the rear connecting plate can be connected in a front-back welding mode and the sleeves can be welded together, so that the welding seam can face the height direction of the vehicle, and the connecting seat can have stronger rigidity, strength durability and other performances in the height direction of the vehicle.

In some embodiments, a cross-sectional area enclosed by the connecting front plate and the connecting rear plate gradually increases downward along a first direction, the first direction being a height direction of the vehicle. Therefore, the cross-sectional area of the connecting seat is larger downwards, so that the connecting seat is thicker and stronger, and the connecting seat is coated and installed at the connecting part of the front cross beam and the longitudinal beam.

In some embodiments, a fifth mounting hole is formed in the connection rear plate, and the fifth mounting hole is used for mounting the stabilizer bar. So, stabilizer bar direct mount is on the connecting seat for the more reasonable utilization space of connecting seat, whole preceding sub vehicle frame structure is compacter, occupation space is less.

In some embodiments, the connecting back plate is provided with a water leakage hole, and the water leakage hole is used for draining accumulated water in a space surrounded by the connecting front plate and the connecting back plate. Therefore, the water leakage holes can drain the accumulated water remained on the connecting front plate and the connecting rear plate, and the corrosion of the front auxiliary frame caused by the accumulated water is avoided.

In some embodiments, a first mounting hole is formed in an end of the side member adjacent to the front cross member, the first mounting hole being for mounting a cooling module of the vehicle. So, can install cooling module in the upside of front cross beam through first mounting hole for front cross beam can support cooling module, and space utilization is high.

The vehicle according to an embodiment of the present application includes the front subframe according to any one of the above embodiments.

In the front auxiliary frame and the vehicle of the embodiment of the application, the front auxiliary frame is used for the vehicle and comprises a longitudinal beam assembly, a transverse beam assembly and a connecting seat, wherein the longitudinal beam assembly comprises two longitudinal beams which are arranged in parallel, the transverse beam assembly comprises three transverse beams which are arranged in parallel, the three transverse beams are connected with the two longitudinal beams, the connecting seat is used for connecting the body of the vehicle, and the connecting seat is arranged at the connecting part of the transverse beams and the longitudinal beams in a covering mode. Therefore, the frame-type auxiliary frame is used for carrying the longitudinal power assembly, the auxiliary frame and the longitudinal beam of the vehicle body are structurally connected on different height differences, and meanwhile, the stabilizer bar support is arranged on the claw as a bearing structure, so that the longitudinal power assembly has the characteristics of high rigidity, high strength and high weld fatigue durability.

Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

fig. 1 is a schematic perspective view of a front subframe according to an embodiment of the present application;

FIG. 2 is a schematic plan view of a front subframe according to an embodiment of the present application;

fig. 3 is a schematic structural view of a vehicle according to an embodiment of the present application;

FIG. 4 is another schematic plan view of a front subframe according to an embodiment of the present application;

FIG. 5 is a schematic view of the structure of a stringer according to an embodiment of the present application;

FIG. 6 is a schematic view of the right stringer of an embodiment of the present application;

FIG. 7 is a schematic view of the structure of a connecting bracket according to an embodiment of the present application;

fig. 8 is a schematic structural view of a cross member according to an embodiment of the present application.

Description of main reference numerals:

a front subframe 100;

the side sill assembly 10, the side sill 11, the left side sill 111, the right side sill 112, the energy absorbing section structure 113, the bending structure 114, the cross member assembly 20, the cross member 21, the front cross member 211, the hitch structure 2111, the center cross member 212, the final drive vibration isolator mounting point 2121, the rear cross member 213, the lap joint 214, the load bearing structure 30, the first load bearing bracket 31, the second load bearing bracket 32, the final load bearing structure 33, the bracket front plate 331, the bracket rear plate 332, the auxiliary load bearing structure 34, the power suspension mounting plate 35, the first positioning hole 36, the second positioning hole 37, the connection block 40, the extension end 41, the connection front plate 42, the connection rear plate 43, the water leakage hole 44, the connection bracket 50, the transmission bracket 51, the transmission upper bracket 511, the transmission lower bracket 512, the swing arm mounting plate 52, the sleeve assembly 60, the first sleeve 61, the second sleeve 62, the third sleeve 63, the anti-slip pattern 64, the first mounting hole 71, the second mounting hole 72, the third mounting hole 73, the fourth mounting hole 74, the fifth mounting hole 75, the sixth mounting hole 76, the seventh mounting hole 77, the eighth mounting hole 78, and the vehicle 200.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present application and are not to be construed as limiting the present application.

In the present application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

The following disclosure provides many different embodiments, or examples, for implementing different features of the application. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the application. Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or settings discussed. In addition, the present application provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

Referring to fig. 1, 2 and 3, a front subframe 100 according to an embodiment of the present application is used for a vehicle 200, the front subframe 100 includes a rail assembly 10, a rail assembly 20 and a bearing structure 30, the rail assembly 10 includes two rails 11 disposed in parallel, the rail assembly 20 includes three rails 21 disposed in parallel, the two rails 11 are respectively connected to two ends of the three rails 21, the bearing structure 30 is disposed on the rails 11, and the bearing structure 30 is used for mounting a power assembly.

The front auxiliary frame 100 is used for a vehicle 200, the front auxiliary frame 100 comprises a longitudinal beam assembly 10, a transverse beam assembly 20 and a bearing structure 30, the longitudinal beam assembly 10 comprises two longitudinal beams 11 which are arranged in parallel, the transverse beam assembly 20 comprises three transverse beams 21 which are arranged in parallel, the two longitudinal beams 11 are respectively connected to two ends of the three transverse beams 21, the bearing structure 30 is arranged on the longitudinal beams 11, and the bearing structure 30 is used for installing a power assembly. Thus, by providing three parallel cross members 21 as the front sub-frame 100 for the platform foundation, the requirements of different power loading of the platform can be satisfied, and the high rigidity and high strength durability under each loading can be ensured.

Referring to fig. 2, in some embodiments, the cross member 21 includes a front cross member 211, a middle cross member 212, and a rear cross member 213, and the side members 11 include a left side member 111 and a right side member 112, with the left side member 111 and the right side member 112 disposed at opposite ends of the cross member 21.

Thus, the middle cross member 212 is added between the front cross member 211 and the rear cross member 213, and the structural strength and rigidity of the entire front subframe 100 can be increased by cooperating with the two side members 11. Meanwhile, the middle cross beam 212 can provide connection supporting points for other components, components such as a power assembly and the like can be arranged right above the front auxiliary frame 100, so that the front auxiliary frame 100 can have a better supporting position, and the space utilization rate is high.

The auxiliary frame is used as a main bearing structure 30, not only bears the random load from the road surface, but also needs to bear the inertia force of the mass of the power assembly in different directions, and plays a key role in vibration control and safety of the vehicle 200. The front auxiliary frame 100 of the embodiment of the application comprises three cross beams 21 and two longitudinal beams 11, so that the strength and the rigidity of the front auxiliary frame 100 can be increased, meanwhile, the connecting points are increased, more parts can be integrated on the front auxiliary frame 100, and the space is reasonably utilized. The front auxiliary frame 100 can be provided with power assemblies of different types and different types through the bearing structure 30, and the front auxiliary frame 100 is connected with the bright wishbone longitudinal beam 11 through the three cross beams 21 and is approximately in a shape like a Chinese character 'ri', so that the strength of the front auxiliary frame is improved, and the front auxiliary frame has higher shock absorption performance. The front subframe 100 may be attached to the body of the vehicle 200 and may serve as a support carrier for components such as a powertrain to attach components such as a powertrain to the body and to carry and transfer loads.

Referring to fig. 1 and 2, a load bearing structure 30 according to an embodiment of the present application is disposed on a longitudinal beam 11, the load bearing structure 30 is used for mounting a powertrain, and the powertrain is longitudinally mounted on the load bearing structure 30 along a first direction, the first direction being a height direction of a vehicle 200.

In this way, the longitudinal power assembly is borne on the independent front subframe 100, and the front subframe 100 is used as a part of the compatibility design of the chassis framework platform, so that different power size requirements can be met, and meanwhile, the arrangement requirements of longitudinal power and transverse power are met. In this way, the versatility of the front subframe 100 is enhanced, ensuring both high off-road performance and high comfort requirements for the non-load-bearing body design.

In the embodiment of the present application, the first direction is the height direction of the vehicle 200, the second direction is the longitudinal direction of the vehicle 200, the third direction is the width direction of the vehicle 200, and the three directions are perpendicular to each other.

The front subframe 100 of the embodiment of the present application may be applied to a vehicle type such as an off-road vehicle and a Sport Utility Vehicle (SUV), and is designed for a non-load-bearing vehicle body that ensures both high off-road performance and high comfort requirements. The longitudinal power assembly can be borne on the front subframe 100 of the vehicle 200, and the front subframe 100 is used as a part of a compatible design of a chassis framework platform, so that different power size requirements can be met, and meanwhile, the arrangement requirements of the longitudinal power assembly and the transverse power assembly are met. The front auxiliary frame 100 of the embodiment of the application ensures the vertical rigidity and strength performance through the three cross beams 21 and the two longitudinal beams 11, and can be well adapted to different longitudinal power assemblies.

Specifically, the longitudinal power assembly can be arranged at the front axle of the vehicle 200, and the rear axle is driven through the rear transmission shaft, so that the rear space of the vehicle 200 is not occupied, a motor and a bridge structure are not required to be installed at the rear axle of the vehicle 200, the change amount of a basic vehicle model is small, the design and the structural change of the rear part of the vehicle body are not influenced, and the large generalized design can be realized. Meanwhile, the power of the vehicle 200 can be directly driven by the engine or driven by the driving motor to realize various driving modes, the economy of the whole vehicle can be better improved, and the controller assembly can adjust the power source according to actual requirements and running conditions so as to improve the power performance of the vehicle 200. The powertrain may be coupled to the load-bearing structure 30 by a suspension and other mounting brackets, and the suspension of the powertrain may be a hydraulic suspension to accommodate high torque and high load of the longitudinally disposed powertrain, meeting fatigue durability requirements.

In the embodiment of the application, the type and the model of the power assembly are not limited, and the power assembly can be an engine or a motor so as to meet different requirements aiming at vehicle types with different architectures. The height of the powertrain can be adjusted by the carrying structure 30 when needed, so that the full-variety power carrying of transverse and longitudinal engine arrangement and motors is realized only by canceling and replacing without changing the structure.

The power assembly of different sizes and types is comprehensively considered to be carried, and the independent front suspension, the McPherson suspension, the stabilizer bar, the steering gear, the engine suspension, the gearbox suspension, the exhaust suspension and the cabin front end cooling module are carried. The hydraulic forming tube beam with the high bending resistance section is used as the main bearing structure 30 of the auxiliary frame, and the independent engine suspension carrying structure realizes various requirements of platform development on the front auxiliary frame 100 on the premise that the installation of various functional parts is not affected. The whole structure is simple, and the rigidity and the strength are high.

Referring to fig. 4, in some embodiments, the load bearing structure 30 further includes a main load bearing structure 33 and an auxiliary load bearing structure 34, where the main load bearing structure 33 and the auxiliary load bearing structure 34 are disposed on the side member 11 along a second direction, and the second direction is a length direction of the vehicle 200.

In this way, the main bearing structure 33 and the auxiliary bearing structure 34 are arranged along the length direction of the vehicle 200, so that the requirements of the bearing performance of the longitudinal power assembly and the comfort performance of the vehicle 200 can be met, and the design of increasing the lateral sectional area is realized to the greatest extent through the main bearing structure 33 and the auxiliary bearing structure 34.

Referring to fig. 2, in some embodiments, the load bearing structure 30 further includes a power suspension mounting plate 35, the power suspension mounting plate 35 being mounted on the primary load bearing structure 33 and the secondary load bearing structure 34, the power suspension mounting plate 35 being configured to couple to a power assembly.

In this way, the power suspension mounting plate 35 is provided on the main bearing structure 33 and the auxiliary bearing structure 34, and can be used for mounting the power assembly, thereby improving the integration of the front subframe 100. The power suspension mounting plate 35 may be elevated a distance relative to the primary and secondary load bearing structures 33, 34 such that the load bearing structure 30 may be adjusted in height to accommodate different sized longitudinal power assemblies.

Specifically, the integral bearing structure 30 is formed by a closed-loop main supporting structure formed by two brackets at the rear end, the auxiliary bearing structure 34 at the front end side and the main bearing structure 33 at the rear end side are oppositely arranged along the second direction to form a closed-loop section, and the rigidity and the strength durability are both highly ensured. The length of the power suspension mounting plate 35 in the third direction is 200mm, so that the strength performance in the second direction is good.

Referring to fig. 2, in some embodiments, the power suspension mounting plate 35 is formed with a fourth mounting hole 74, the fourth mounting hole 74 being used to mount a suspension of the power assembly.

In this manner, the power suspension mounting plate 35 may be connected to the suspension of the power assembly through the fourth mounting hole 74, and finally, the power assembly is connected such that the power assembly may be disposed longitudinally directly above the front subframe 100.

Referring to fig. 4, in some embodiments, the primary load-bearing structure 33 includes a bracket front plate 331 and a bracket rear plate 332, with the bracket front plate 331 and the bracket rear plate 332 being welded to form a closed loop enclosure.

In this way, the main structure of the main bearing structure 33 can be formed by the bracket front plate 331 and the bracket rear plate 332, and the bracket front plate 331 and the bracket rear plate 332 are welded to form a closed loop structure, so that the weight can be reduced and the structural strength can be ensured.

Specifically, the main bearing structure 33 gradually transitions from an irregular circular shape to a rectangular shape in the cross section from bottom to top, ensuring the vertical and lateral rigidity of the main bearing structure 33. The auxiliary bearing structure 34 is gradually transited from the wide section to the narrow section from bottom to top, abrupt rigidity changes are avoided, and the auxiliary bearing structure 34 is matched with the main bearing structure 33 to ensure structural strength. And a flanging structure is added at the bottom of the main bearing structure 33, so that the welding seam durability of the power assembly under the durable working condition is ensured to be good. The boss feature is added at the top of the power suspension mounting plate 35, so that the arrangement of the longitudinal power assemblies with different sizes is met, the rigidity of the structure is improved, and the front auxiliary frame 100 bearing structure 30 under the requirements of the bearing performance of the longitudinal power assemblies and the comfort performance of the vehicle 200 is simultaneously met. The structure of the application realizes the design of increasing the lateral sectional area to the greatest extent on the auxiliary frame longitudinal beam 11, and compared with the traditional structure, the front auxiliary frame 100 is increased by more than 100 percent in the vertical rigidity performance and by more than 400 percent in the lateral rigidity performance, so that the structure height can be adjusted on the basis of ensuring the rigidity performance in all directions, and the requirements of longitudinal power assemblies with different sizes are met. The bearing structure 30 of the embodiment of the application has simple technological performance, ensures the durability of welding lines and structures, and does not influence the structural performance of the original main body of the front auxiliary frame 100.

The front subframe 100 of the embodiment of the present application is based on a chassis architecture platform, and is composed of a main bearing structure 33 and an auxiliary bearing. The main bearing structure 33 is composed of a bracket rear plate 332 and a bracket front plate 331, wherein the bracket rear plate 332 and the bracket front plate 331 are welded to form a closed-loop square structure, and the optimized system section size has high bending resistance and torsion resistance. The auxiliary carrying structure 34 may be prepared by an auxiliary bracket, and the auxiliary carrying structure 34 and the main carrying structure 33 may be connected by a power suspension mounting plate 35. The auxiliary bearing structure 34 and the main bearing structure 33 can be formed by adopting a sheet metal welding mode, and can be replaced by a cast aluminum solid structure, so that the auxiliary bearing structure has higher rigidity and bearing characteristics.

In the embodiment of the application, the engine bearing bracket is transversely expanded on the basis of the improvement of the carrying plane of the auxiliary frame, and a transmission bearing is required to pass through between the main bearing structure 33 and the auxiliary bearing structure 34.

Referring to fig. 1, in some embodiments, a first positioning hole 36 is formed in the bracket rear plate 332, and a second positioning hole 37 is formed in the auxiliary carrying structure 34, where the first positioning hole 36 and the second positioning hole 37 are aligned along the second direction.

In this way, the first positioning hole 36 and the second positioning hole 37 can be aligned along the second direction, so that the relative positions of the auxiliary bearing structure 34 and the main bearing structure 33 can be ensured, and the two can jointly support the power assembly.

Referring to fig. 2, in some embodiments, the load bearing structure 30 is disposed on the stringers 11 between the center rail 212 and the rear rail 213.

In this way, the bearing structure 30 may be disposed at a position between the middle beam 212 and the rear beam 213, and the bearing structure 30 may be connected to the powertrain, so that the powertrain may be disposed directly above the front subframe 100, and the front subframe 100 is guaranteed to have a better supporting effect on the powertrain. Meanwhile, the front subframe 100 may be applied to off-road vehicles, sport utility vehicles, and the like, and may satisfy high comfort and handling performance while satisfying off-road, city driving, and guaranteeing high performance off-road.

Referring to fig. 2, in some embodiments, the bearing structure 30 includes a first bearing bracket 31 and a second bearing bracket 32, where the first bearing bracket 31 is connected to the left longitudinal beam 111, the second bearing bracket 32 is connected to the right longitudinal beam 112, and the first bearing bracket 31 and the second bearing bracket 32 are disposed opposite to each other.

Thus, the first bearing bracket 31 is connected with the left longitudinal beam 111, the second bearing bracket 32 is connected with the right longitudinal beam 112, and meanwhile, the first bearing bracket 31 and the second bearing bracket 32 are oppositely arranged, so that the power assembly can be erected in the space between the two bearing brackets, and the space of the front auxiliary frame 100 can be reasonably utilized while the stable connection is ensured.

Referring to fig. 5 and 6, in some embodiments, the stringers 11 are integrally formed hydraulically, the stringers 11 being formed with an energy absorbing section structure 113.

Thus, the two longitudinal beams 11 are integrally formed in a hydraulic mode, so that the longitudinal beams 11 have the characteristics of easy forming, high bearing capacity and high lateral rigidity, and meanwhile, the cross section structure and the crumple energy absorption structure are easier to manufacture. The longitudinal beam assembly 10 and the transverse beam assembly 20 are connected to form the main body structure of the front auxiliary frame 100, and the longitudinal beam 11 is integrally formed through hydraulic pressure, so that welding joint edges and welding seams can be reduced, and the weight is light. Meanwhile, the longitudinal beam 11 is provided with an energy-absorbing arch structure, and when the front side collision is received, the energy-absorbing arch structure can effectively absorb impact energy, so that the auxiliary frame is prevented from invading the passenger cabin.

Referring to fig. 1 and 2, in some embodiments, the energy absorbing stage structure 113 is formed between the center beam 212 and the front beam 211.

Thus, the energy-absorbing section structure 113 is arranged at a position between the middle beam 212 and the front beam 211, so that when the vehicle 200 encounters a frontal collision, the energy-absorbing section structure 113 can absorb impact force at the first time, and when the impact force is too large, the longitudinal beam 11 can be bent to generate structural change, and the longitudinal beam 11 is prevented from directly invading into a passenger cabin to cause injury to personnel after being impacted.

The longitudinal beam 11 of the embodiment of the application is an integrated hydraulic forming type variable cross-section longitudinal beam 11, and has the characteristics of easy forming, high bearing capacity and high lateral rigidity. The longitudinal beam 11 adopts a hydraulic forming process, a collapse energy-absorbing structure is designed on the longitudinal beam 11, and the deformation and bending trend after structural collision is changed to accord with a collision safety strategy.

Referring to fig. 1 and 2, in some embodiments, a bending structure 114 is formed at an end of the side member 11 away from the front cross member 211, and the bending structures 114 of the left side member 111 and the right side member 112 are bent in a direction away from each other.

In this way, the bending structure 114 of the end of the longitudinal beam 11 near the passenger cabin can be bent outwards, so that the two longitudinal beams 11 are splayed, and thus, when the vehicle 200 encounters a frontal collision, the two longitudinal beams 11 can move in directions away from each other, and further, the longitudinal beams 11 can be prevented from being inserted into the passenger cabin straightly.

Referring to fig. 4 and 5, in some embodiments, the bending structure 114 is bent upward along a first direction, which is the height direction of the vehicle 200.

In this way, the bending structures 114 can be lifted upwards while being away from each other, so as to improve the capability of the longitudinal beam 11 to absorb frontal impact. When the vehicle 200 is impacted by the front, the energy absorbing section structure 113 can be bent downwards, the front end and the rear end of the longitudinal beam 11 can be lifted upwards, so that the assembly can absorb more impact force, and when the impact force is overlarge, the bending structure 114 can be lifted upwards, and the injury to passengers in the passenger cabin is avoided.

Referring to fig. 4, in some embodiments, the upward lifting heights of the bending structures 114 of the left and right stringers 111, 112 remain uniform.

In this way, the bending structures 114 of the left side member 111 and the right side member 112 are lifted to be uniform in height, so that the entire front subframe 100 can be smoothly placed in the vehicle and stably connected with the vehicle body.

Specifically, the left side rail 111 and the right side rail 112 are designed with a variable cross-section design, and the bending structure 114 increases the third-direction bending and increases the lateral stiffness. The third-direction bending and the section change of the bending structure 114 can avoid the movement of the swing arm to avoid collision, and can increase the safety performance during collision. By adopting the hydraulic forming process, the welding joint edges and welding seams can be reduced, and the weight is about 10 percent lighter than that of the beam 21 of the traditional upper and lower plate welding assemblies. Parts such as a power assembly, a cooling module, a steering gear, a suspension swing arm and the like are integrally arranged on the longitudinal beam 11, so that the weight of the assembly is reduced. Compared with the prior art that the energy absorption box structure is used for relieving the damage of the vehicle 200 caused by the frontal collision, the bending structure 114 and the energy absorption section structure 113 are designed on the longitudinal beam 11, so that all impact energy can be absorbed at the first time, deformation is generated when the limit energy absorption position is reached, the impact force is further absorbed, the rigid impact on the vehicle body is reduced, and secondary damage is caused to passengers.

Referring to fig. 1 and 2, in some embodiments, the front beam 211 and the rear beam 213 are each fabricated by up-down splice welding.

In this way, the front beam 211 and the rear beam 213 are prepared by means of up-down splice welding through two beam plates, so that the welding seam can face the length direction of the vehicle 200, and the front beam 211 and the rear beam 213 can have stronger rigidity, strength durability and other performances to the length direction of the vehicle 200.

Referring to fig. 1 and 2, in some embodiments, the center rail 212 is fabricated by front-to-back tailor welding.

In this way, the middle cross beam 212 can be manufactured by means of front and rear splice welding of two beam plates, so that the welding seam can face the height direction of the vehicle 200, and further the front cross beam 211 and the rear cross beam 213 can have stronger rigidity, strength durability and other performances in the height direction of the vehicle 200. Meanwhile, the middle cross beam 212 can be matched with the front cross beam 211 and the rear cross beam 213, so that better strength and rigidity in the height and length directions of the vehicle 200 are realized.

Referring to fig. 1 and 2, in some embodiments, the front cross member 211 includes a towing hook structure 2111.

As such, the front cross member 211 can perform operations such as a trailer by the towing hook structure 2111, while the front cross member 211 can pull the body of the entire vehicle 200 as a point of stress.

Referring to fig. 1 and 2, a front subframe 100 according to an embodiment of the present application includes a connection base 40, the connection base 40 is used for connecting a body of a vehicle 200, and the connection base 40 is installed at a connection portion of a cross member 21 and a side member 11 in a cladding manner.

In this way, as the frame type auxiliary frame carrying the longitudinal power assembly, the auxiliary frame and the longitudinal beam 11 of the vehicle body are structurally connected on different height differences, and meanwhile, as the bearing structure 30, the stabilizer bar bracket is arranged on the claw, so that the longitudinal power assembly has the characteristics of high rigidity, high strength and high weld fatigue durability.

Referring to fig. 1 and 2, in some embodiments, the connecting seat 40 is installed around the connecting portion of the front cross member 211 and the side member 11.

In this way, the front cross beam 211 and the two longitudinal beams 11 can be connected together in a welding manner, and then the welding seam is covered by the connecting seat 40, so that the connection gap is prevented from being exposed, and the connection strength of the front cross beam 211 and the longitudinal beams 11 can be further increased.

Referring to fig. 1 and 2, in some embodiments, the connector 40 includes a protruding end 41, and the protruding end 41 is bent away from the front beam 211.

Thus, there may be two protruding ends 41, and the two protruding ends 41 may protrude toward the left and right sides, so that the end portion of the connection seat 40 may be stably connected with the mounting point of the vehicle body.

Referring to fig. 4, in some embodiments, the connection mount 40 includes a connection front plate 42 and a connection rear plate 43, and the connection front plate 42 and the connection rear plate 43 are manufactured by front-rear tailor welding.

In this way, the connection front plate 42 and the connection rear plate 43 can be connected by means of front and rear splice welding and the sleeves can be welded together, so that the welding seam can face the height direction of the vehicle 200, and further the connection seat 40 can have stronger rigidity, strength, durability and other performances to the height direction of the vehicle 200.

Referring to fig. 4, in some embodiments, the cross-sectional area enclosed by the connecting front plate 42 and the connecting rear plate 43 is gradually increased downward along a first direction, which is the height direction of the vehicle 200.

Thus, the more downward the cross-sectional area of the connecting seat 40 is, the greater the thickness and the strength of the connecting seat 40 are, and the connecting seat 40 is wrapped around the connecting portion of the front cross member 211 and the side member 11.

Specifically, the front subframe 100 according to the embodiment of the present application is configured such that, after mounting the longitudinal power unit, the rear end of the side member 11 is lifted upward to be connected to the vehicle body by the bent structure. The front end of the longitudinal beam 11 and the connection point of the vehicle body have a height difference, the front subframe 100 and the vehicle body longitudinal beam 11 can be structurally connected on different height differences through the connection seat 40, and meanwhile, the stabilizer bar bracket is arranged on the claw as the bearing structure 30, so that the vehicle has the characteristics of high rigidity, high strength and high weld fatigue durability. In the conventional butterfly sub-frame and frame sub-frame, the horn structure is not basically used due to poor supporting property of the sub-frame to the horn, low rigidity and the like.

In the embodiment of the present application, the connecting seat 40 realizes high rigidity and high strength of the horn structure through the cladding type horn structure, so that the connection between the front point of the front subframe 100 and the longitudinal beam 11 on different height differences can be realized through the connection between the horn structure and the vehicle body. Compared with the traditional rectangular or circular cross section sheep horn, the connecting seat 40 is of an angled gradual change cross section, is better in stability, and a half-cladding mode is used for canceling a penetrating structure of the traditional sheep horn fixed rectangular or circular cross section, so that the longitudinal beam 11 and the cross beam 21 of the front auxiliary frame 100 are clad into a local system closed structure. Not only solves the problem of insufficient rigidity, but also strengthens the lap joint of the auxiliary frame cross beam 21 and the longitudinal beam 11, supplements each other, and has obvious fatigue improvement effect on lap joint welding seams of the cross beam 21 and the longitudinal beam 11. The connecting seat 40 of the present application has the characteristic of high rigidity while satisfying the fatigue durability requirement. In addition, arrange the stabilizer bar on the goat's horn structure, compact structure, the stabilizer bar simple installation.

Referring to fig. 4, in some embodiments, a water leakage hole 44 is formed in the connection rear plate 43, and the water leakage hole 44 is used for draining the accumulated water enclosed by the connection front plate 42 and the connection rear plate 43. Thus, the water leakage hole 44 can drain the accumulated water remaining in the connection front plate 42 and the connection rear plate 43, and the front subframe 100 is prevented from being corroded by the accumulated water.

Referring to fig. 1 and 2, a front subframe 100 of an embodiment of the present application includes a coupler bracket 50, the coupler bracket 50 being provided on the rail assembly 10, the coupler bracket 50 being used to mount a transmission suspension and swing arm.

Thus, the integrated structure increases the transverse arrangement space of the auxiliary frame and provides a platform for the arrangement of the engine bracket. Meanwhile, the gearbox suspension and the swing arm are installed, so that the space utilization rate is further improved, the structure is compact, the rigidity of the attachment point of the swing arm installation support is improved by 200%, and the integrated design brings lower weight and cost.

Referring to fig. 7, in some embodiments, the connection bracket 50 includes a gearbox bracket 51 and a swing arm mounting plate 52, the gearbox bracket 51 for connecting the gearbox suspension and the swing arm mounting plate 52 for connecting the swing arm. In this way, the connecting bracket 50 can integrate the gearbox suspension and the swing arm mounting plate 52, and can connect the gearbox suspension and the swing arm simultaneously, so that the integrated design structure of the gearbox suspension and the swing arm bracket is realized, and the compactness of the front auxiliary frame is further increased.

Referring to fig. 7, in some embodiments, the gearbox brackets 51 include a gearbox upper bracket 511 and a gearbox lower bracket 512, and the gearbox upper bracket 511 and the gearbox lower bracket 512 are welded to the upper and lower sides of the rail assembly, respectively. In this way, the upper gearbox bracket 511 and the lower gearbox bracket 512 can be cooperatively connected with the power suspension, so that the power suspension is ensured to be stably installed.

Referring to fig. 2, in some embodiments, the connecting bracket 50 is disposed at an end of the side member 11 adjacent to the rear cross member 213.

Therefore, the arrangement of the front auxiliary frame 100 and other components is more reasonable, the swing arm can be arranged at the position of the front auxiliary frame 100 at the back so as to avoid the suspension of the reduction gearbox and the power assembly, and the space utilization rate is high.

Specifically, the front subframe 100 according to the embodiment of the present application carries a longitudinal power assembly, which carries both an engine mount and a bracket, and a transmission assembly mount. In the present application, the boom and gearbox assembly may be suspended while mounted on the connection bracket 50. Typically, the suspension brackets are designed separately from the swing arm brackets of each rod, and each component is welded to the subframe cross rail 11, respectively. The gearbox suspension bracket is horizontally placed, and the auxiliary frame is additionally provided with the carrying platform, so that the gearbox suspension bracket is carried, and the carrying platform is also provided for the engine suspension bracket. The gearbox suspension bracket is used as a part of the swing arm bracket, so that the integrated design is realized, and the structure is compact. The integrated structure of the connecting bracket 50 provides a transverse platform for the engine suspension bracket, so that the connecting structure of the components with the prior auxiliary frame 100 as a core is compact, and the rigidity of the attachment points of the swing arm mounting bracket is improved by 200%. Meanwhile, the integrated structure does not need to prepare brackets respectively, so that lower weight and cost are brought.

Referring to fig. 2, in some embodiments, a first mounting hole 71 is formed at an end of the side member 11 near the front cross member 211, and the first mounting hole 71 is used for mounting a cooling module of the vehicle 200.

In this way, the cooling module can be mounted on the upper side of the front beam 211 through the first mounting hole 71, so that the front beam 211 can support the cooling module, and the space utilization rate is high.

Referring to fig. 6, in some embodiments, the bent structure 114 has a second mounting hole 72 formed therein, the second mounting hole 72 being for mounting a sleeve for attachment to a vehicle body.

As such, the second mounting hole 72 may mount a sleeve, which may be connected with the vehicle body, so that the front subframe 100 may be provided on the vehicle body. The height that the bending structure 114 of left longeron 111 and right longeron 112 upwards lifted keeps unanimous, can make second mounting hole 72 be in same height, adopts the sleeve pipe specification unanimous like this, reduces the material kind and is few, and the assembly part specification is single, avoids mixing the use.

Referring to fig. 2, in some embodiments, the side member 11 is further formed with a third mounting hole 73, and the third mounting hole 73 is used for mounting the steering gear. In this way, the front subframe 100 can be used for installing a steering gear, and the integration level of the front subframe 100 is improved.

Referring to fig. 1, in some embodiments, a fifth mounting hole 75 is formed in the connection rear plate 43, and the fifth mounting hole 75 is used for mounting a stabilizer bar. Thus, the stabilizer bar is directly installed on the connecting seat 40, so that the connecting seat 40 can more reasonably utilize space, the whole front auxiliary frame 100 is more compact in structure and occupies less space. The stabilizer bar may be mounted on the connection base 40 by bolts.

Referring to fig. 7, in some embodiments, the transmission upper bracket 511 and the transmission lower bracket 512 are formed with sixth mounting holes 76, the sixth mounting holes 76 for mounting the transmission suspension. In this manner, the transmission mount may be stably mounted to the transmission mount through the sixth mounting hole 76.

Referring to fig. 7, in some embodiments, a seventh mounting hole 77 is formed in the transmission upper bracket 511, the seventh mounting hole 77 being for mounting the load bearing structure 30. In this way, the seventh mounting hole 77 may be used to connect the load bearing structure 30, and then the power assembly is mounted on the front subframe 100 through the load bearing structure 30, so as to ensure that the power assembly and the front subframe 100 are stably mounted.

Referring to fig. 1 and 7, in some embodiments, the swing arm mounting plate 52 has an eighth mounting hole 78 formed therein, the eighth mounting hole 78 for mounting the swing arm. Thus, the swing arm can be connected through the eighth mounting hole 78, and then the power assembly is mounted on the front auxiliary frame 100 through the swing arm, so that the stable mounting of the swing arm is ensured.

Specifically, the front subframe 100 according to the embodiment of the present application may simultaneously install a longitudinal power assembly, a cooling module, and a swing arm, and simultaneously connect with a vehicle body through three positions, thereby ensuring stable connection between the front subframe 100 and the vehicle body, and improving the integration level of the front subframe 100. Meanwhile, the swing arm mounting plate 52 can be mounted on the bending structure 114, so that the front cantilever and the rear cantilever can mutually avoid through the bending structure 114.

Referring to fig. 8, the beam assembly 20 according to the embodiment of the present application includes a beam 21, wherein the beam 21 is formed with a lap joint 214, the lap joint 214 is horn-shaped, and the lap joint 214 is used for connecting with the rail assembly 10.

In this way, the overlap joint 214 is horn-shaped, and the overlap joint 214 can be coated on the longitudinal beam assembly 10 and connected with the longitudinal beam 11 in a welding manner, so that a stress path can be avoided, and the durability of the welding seam is ensured.

Referring to fig. 2, in some embodiments, the ends of the cross members 21 wrap around the side walls of the stringers 11.

Therefore, when the cross beam 21 is welded with the longitudinal beam 11, the end part of the cross beam 21 can be coated on the side wall of the longitudinal beam 11, connection stability is guaranteed, rigidity of the cross beam 21 can be improved, and vibration isolation rates of a gearbox suspension and a left engine suspension and a right engine suspension are improved.

Referring to fig. 2, in some embodiments, the middle cross member 212 has a mounting bracket formed thereon, and the mounting bracket has a third mounting hole 73 formed thereon.

Thus, the third mounting hole 73 can be formed in the mounting frame, so that the steering gear can be simultaneously connected to the mounting frames of the longitudinal beam 11 and the transverse beam 21, and stable mounting is ensured. That is, the mounting frame on the middle cross beam 212 can be matched with the left longitudinal beam 111 and the right longitudinal beam 112 to connect and fix the steering gear together, so as to ensure the stable connection of the steering gear.

Referring to FIG. 1, in some embodiments, a final drive isolator bushing mounting point 2121 is formed on the center cross member 212.

In this manner, the final drive vibration isolation bushings may be mounted to the center cross member 212 to provide a more compact and stable front subframe 100.

Specifically, the cross beam 21 can be carried on the longitudinal beam 11 of the front subframe 100 by welding, and has the function of installing the steering gear assembly mounting point and the front suspension of the power transmission, and has high dynamic stiffness and strength performance. And simultaneously, the rigidity of the cross beam 21 can be improved, so that the vibration isolation rate of the gearbox suspension and the left and right engine suspensions is improved.

Further, the two ends of the cross beam 21 are coated on the two longitudinal beams 11, so that the connection area of the longitudinal beams 11 and the cross beam 21 can be increased, and the stress condition of welding seams can be optimized. The cross section is subjected to topological optimization, joint lap joint optimization and weld durability are guaranteed. The longitudinal beam 11 adopts a mature stamping process, has a simple structure and is about 10 percent lighter than the cross beam 21 of the traditional upper and lower plate welding assemblies. The buckling direction is consistent with the bushing sleeve direction, and round holes with the same size are formed in two sides, so that the sleeve is convenient to weld and position, and the process adjustment time is shortened.

Referring to fig. 1 and 2, a front subframe 100 according to an embodiment of the present application includes a sleeve assembly 60, the sleeve assembly 60 being coupled to a rail assembly 10, the sleeve assembly 60 being adapted to be coupled to a body of a vehicle 200.

Therefore, the sleeve is consistent in specification, few in material types, single in specification of final assembly parts and capable of avoiding mixed use. Aiming at different structures, different lap joint modes are used, so that the requirements of rigidity and fatigue durability can be met.

Referring to fig. 6, in some embodiments, the longitudinal beam 11 is formed with a second mounting hole 72 near one end of the rear cross beam 213, and the sleeve assembly 60 includes a first sleeve 61, the first sleeve 61 being disposed over the second mounting hole 72.

In this way, the first sleeve 61 may be mounted on the side member 11 through the second mounting hole 72, so that the side member 11 may be coupled with the vehicle body through the first sleeve 61.

Referring to fig. 1 and 2, in some embodiments, the sleeve assembly 60 includes a second sleeve 62, the second sleeve 62 being disposed on the connection mount 40.

In this way, the connecting seat 40 can be connected with the vehicle body through the second sleeve 62, and the second sleeve 62 and the first sleeve 61 can keep the specification consistent, so that the specification of the final assembly part is single, and the mixed use is avoided. Aiming at different structures, different lap joint modes are used, so that the requirements of rigidity and fatigue durability can be met.

Referring to fig. 1 and 2, in some embodiments, the front subframe 100 includes a load-bearing structure 30, the load-bearing structure 30 being disposed on the side member 11, the load-bearing structure 30 being configured to mount a powertrain.

Thus, the front subframe 100 can be connected with the vehicle body through the bearing structure 30, so that different power size requirements can be met, and meanwhile, the arrangement requirements of longitudinal power and transverse power can be met. In this way, the versatility of the front subframe 100 is enhanced, ensuring both high off-road performance and high comfort requirements for the non-load-bearing body design.

Referring to fig. 1 and 2, in some embodiments, the sleeve assembly 60 includes a third sleeve 63, the third sleeve 63 being disposed on the load bearing structure 30.

In this way, the third sleeve 63 can keep the same specification as the second sleeve 62 and the first sleeve 61, so that the specification of the final assembly part is single, and the mixed use is avoided. Aiming at different structures, different lap joint modes are used, so that the requirements of rigidity and fatigue durability can be met. Meanwhile, three sets of sleeves can connect the front, middle and rear positions of the front auxiliary frame 100 with the vehicle body, so that the vehicle body and the front auxiliary frame 100 can be connected stably.

Referring to fig. 1 and 2, in some embodiments, sleeve assembly 60 is formed with anti-slip features 64. In this manner, the anti-skid beads 64 may be effective to prevent slippage between the vehicle body and the sleeve assembly 60.

Referring to fig. 1 and 2, in some embodiments, the anti-skid pattern 64 is a hobbing. In this manner, the anti-skid pattern 64 is convenient for manufacturing the hobbing and can effectively prevent slippage between the vehicle body and the sleeve assembly 60.

Specifically, the front subframe 100 according to the embodiment of the present application uses the same specification sleeve assembly 60, and has consistent specifications, less material types, and single specification of the final assembly parts, thereby avoiding mixed use. Aiming at different structures, different lap joint modes are used, so that the requirements of rigidity and fatigue durability can be met. The hobbing is added, so that the problem that the mounting point slides under a special working condition is effectively reduced.

The sleeve assembly 60 includes a first sleeve 61, a second sleeve 62, and a third sleeve 63, the first sleeve 61 may be disposed directly over the second mounting hole 72 of the stringer 11, the second sleeve 62 may be mounted on the connection mount 40, and the third sleeve 63 may be disposed over the power suspension mounting plate 35 of the load bearing structure 30. In this way, the sleeve assembly 60 is combined with the longitudinal beam 11, the connecting seat 40 and the bearing structure 30, and then is connected with the vehicle body, so that the heights of the three connecting points are consistent. The first sleeves 61, the second sleeves 62 and the third sleeves 63 are two, the two first sleeves 61 are respectively arranged on the left longitudinal beam 111 and the right longitudinal beam 112, the two second sleeves 62 are respectively arranged at the extending ends 41 of the two connecting seats 40, and the two third sleeves 63 are respectively arranged on the power suspension mounting plates 35 of the first bearing bracket 31 and the second bearing bracket 32. For different structures, the sleeve assembly 60 can use different lap joint modes, can meet the requirements of rigidity and fatigue durability attribute, and meanwhile, the hobbing is added, so that the slippage of the mounting point is effectively prevented. On the premise of meeting the rigidity and strength, the overlapping modes of various metal plates and the sleeve are considered, the specifications of the first sleeve 61, the second sleeve 62 and the third sleeve 63 are uniform, the management is convenient, and the cost is reduced.

Referring to fig. 3, a vehicle 200 according to an embodiment of the present application includes the front subframe 100 according to any one of the above embodiments.

In the front subframe 100 and the vehicle 200 according to the present application, the front subframe 100 is used for the vehicle 200, the front subframe 100 includes a rail assembly 10, a rail assembly 20, and a load-bearing structure 30, the rail assembly 10 includes two rails 11 disposed in parallel, the rail assembly 20 includes three rails 21 disposed in parallel, the two rails 11 are respectively connected to two ends of the three rails 21, the load-bearing structure 30 is disposed on the rails 11, and the load-bearing structure 30 is used for mounting a power assembly. Thus, by providing three parallel cross members 21 as the front sub-frame 100 for the platform foundation, the requirements of different power loading of the platform can be satisfied, and the high rigidity and high strength durability under each loading can be ensured.

In the embodiment of the present application, the type of the vehicle 200 is not limited, and the vehicle 200 may be an electric vehicle or a hybrid vehicle to meet different requirements.

In the description of embodiments of the present application, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the embodiments of the present application, the meaning of "plurality" is two or more, unless explicitly defined otherwise.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims (10)

1. A front subframe for a vehicle, comprising:

the longitudinal beam assembly comprises two longitudinal beams which are arranged in parallel;

the beam assembly comprises three beams which are arranged in parallel, and the three beams are connected with the two longitudinal beams;

The connecting seat is used for being connected with the body of the vehicle, and the connecting seat covers and installs the connecting portion of the cross beam and the longitudinal beam.

2. The front subframe of claim 1 wherein the cross member comprises a front cross member, a center cross member and a rear cross member, the cross members comprising a left side member and a right side member, the left side member and the right side member being disposed at opposite ends of the cross member.

3. The front subframe of claim 2 wherein said connector mount is mounted over the connection of said front cross member and said side member.

4. A front subframe according to claim 3, wherein the connector mount comprises a protruding end which is bent away from the front cross member.

5. The front subframe of claim 1 wherein the connector mount comprises a front connector plate and a rear connector plate, the front connector plate and the rear connector plate being fabricated by front-to-rear tailor welding.

6. The front subframe of claim 5 wherein the cross-sectional area enclosed by said front and rear connecting panels is progressively larger in a first direction downwardly, said first direction being the height of said vehicle.

7. The front subframe of claim 5 wherein a fifth mounting hole is formed in the rear connection plate for mounting a stabilizer bar.

8. The front subframe according to claim 5, wherein a water leakage hole is formed in the connection rear plate, the water leakage hole being used for draining accumulated water in a space defined by the connection front plate and the connection rear plate.

9. The front subframe of claim 2 wherein the side rail is formed with a first mounting hole at an end thereof adjacent the front cross member for mounting a cooling module of the vehicle.

10. A vehicle comprising a front subframe according to any one of claims 1 to 9.