CN219601382U - Front subframe and vehicle - Google Patents

Abstract

The application discloses a front auxiliary frame and a vehicle. In the front auxiliary frame of the embodiment of the application, the front auxiliary frame is used for a vehicle and comprises a longitudinal beam assembly and a transverse beam assembly, wherein the longitudinal beam assembly comprises two longitudinal beams which are arranged in parallel, the longitudinal beams are integrally formed through hydraulic pressure, an energy absorption section structure is formed on the longitudinal beams, and the transverse beam assembly is used for connecting the two longitudinal beams. Therefore, the longitudinal beam assembly and the cross beam assembly are connected to form the main body structure of the front auxiliary frame, the longitudinal beam is integrally formed through hydraulic pressure, welding joint edges and welding seams can be reduced, and the weight is light. Meanwhile, the longitudinal beam is provided with the 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.

Description

Front subframe and vehicle

technical field

The present application relates to the technical field of vehicles, and more specifically, to a front subframe and a vehicle.

Background technique

The vehicle subframe is an important structure of the vehicle chassis suspension. It is not only the intermediate buffer body connecting the suspension and the body, but also the installation platform for the powertrain, swing arm, stabilizer bar and steering gear. However, in the related art, the beam assembly of the vehicle frame is usually welded by the upper and lower plates, resulting in a complex structure of the beam assembly, and welded seams overlap edges and welded seams. However, the integrally formed beam assembly cannot adopt the structure of the energy-absorbing box to slow down the damage caused by the frontal collision of the vehicle.

Utility model content

Embodiments of the present application provide a front subframe and a vehicle.

The front sub-frame of the embodiment of the present application is used for a vehicle, the front sub-frame includes a longitudinal beam assembly and a cross beam assembly, the longitudinal beam assembly includes two parallel longitudinal beams, and the longitudinal beams are integrally formed by hydraulic pressure, The longitudinal beam is formed with an energy-absorbing segment structure, and the cross beam assembly is used to connect two of the longitudinal beams.

In the front sub-frame of the embodiment of the present application, the front sub-frame is used for vehicles, and the front sub-frame includes a longitudinal beam assembly and a cross beam assembly. , the longitudinal beam is formed with an energy-absorbing section structure, and the beam assembly is used to connect two longitudinal beams. In this way, the longitudinal beam assembly and the cross beam assembly are connected to form the main structure of the front sub-frame, and the longitudinal beam is integrally formed through hydraulic pressure, which can reduce welding seam overlapping edges and welding seams, and is lighter in weight. At the same time, the longitudinal beam is equipped with an energy-absorbing arch structure, which can effectively absorb the impact energy and prevent the sub-frame from intruding into the passenger compartment when it receives a collision from the front side.

In some embodiments, the cross beam includes a front cross beam, a middle cross beam and a rear cross beam, and the longitudinal beam includes a left longitudinal beam and a right longitudinal beam, and the left longitudinal beam and the right longitudinal beam are arranged at both ends of the cross beam . In this way, the middle beam is added between the front beam and the rear beam, and the two longitudinal beams can be used to increase the structural strength and rigidity of the entire front subframe. At the same time, the center beam can provide connection support points for other components, and components such as the powertrain can be arranged directly above the front subframe, so that the front subframe can have a better supporting position and the space utilization rate is high.

In some embodiments, the energy-absorbing section structure is formed between the middle beam and the front beam. In this way, the energy-absorbing section structure is set between the center beam and the front beam to ensure that when the vehicle encounters a frontal collision, the energy-absorbing section structure can absorb the impact force at the first time, and the longitudinal beam can be bent when the impact force is too large Structural changes have occurred to prevent the longitudinal beam from directly intruding into the passenger compartment after being hit and causing injury to personnel.

In some embodiments, a bent structure is formed at an end of the side beam away from the front cross beam, and the bent structures of the left side beam and the right side beam are bent toward directions away from each other. In this way, the bending structure of the longitudinal beam at the end close to the passenger compartment can be bent outward, so that the two longitudinal beams are placed in a figure-of-sight pattern, so that when the vehicle encounters a frontal collision, the two longitudinal beams can move away from each other. movement, thereby avoiding a straight insertion of the stringer into the passenger compartment.

In some embodiments, the bending structure is bent upward along a first direction, and the first direction is the vehicle height direction. In this way, the bent structures can be lifted upwards while moving away from each other, thereby improving the ability of the longitudinal beams to absorb frontal impacts. When the vehicle is subjected to a frontal impact, the structure of the energy-absorbing section can be bent downward, and the front and rear ends of the longitudinal beam can be lifted upward, so that the assembly can absorb more impact force. When the impact force is too large, the bending structure It can be lifted upwards to avoid injury to passengers in the crew compartment.

In some embodiments, the heights of the bending structures of the left side beam and the right side beam are kept the same. In this way, the bending structures of the left side beam and the right side beam are raised at the same height, so that the entire front sub-frame can be placed flat in the car and connected stably with the body.

In some embodiments, a second installation hole is formed on the bending structure, and the second installation hole is used for installing a bushing to connect to the vehicle body. In this way, the sleeve can be installed in the second mounting hole, and the sleeve can be connected with the vehicle body, so that the front auxiliary frame can be arranged on the vehicle body. The upward lifting height of the bending structure of the left and right longitudinal beams is consistent, so that the second mounting hole can be at the same height. In this way, the specifications of the bushings are consistent, the number of materials is reduced, the specifications of the assembly parts are single, and mixed use is avoided.

In some embodiments, the longitudinal beam is further formed with a third installation hole, and the third installation hole is used for installing a steering gear. In this way, the front sub-frame can be used to install the steering gear, which improves the integration of the front sub-frame.

In some embodiments, a first installation hole is formed at an end of the side member close to the front cross member, and the first installation hole is used for installing the cooling module of the vehicle. In this way, the cooling module can also be installed on the longitudinal beam through the first installation hole, which further improves the integration of the front sub-frame.

The vehicle in the embodiment of the present application includes the front sub-frame described in any one of the above embodiments.

In the front subframe and the vehicle according to the embodiments of the present application, the front subframe is used for the vehicle, the front subframe includes a longitudinal beam assembly and a cross beam assembly, the longitudinal beam assembly includes two longitudinal beams arranged in parallel, and the longitudinal beam is hydraulically Formed in one piece, the longitudinal beam is formed with an energy-absorbing section structure, and the beam assembly is used to connect two longitudinal beams. In this way, the longitudinal beam assembly and the cross beam assembly are connected to form the main structure of the front sub-frame, and the longitudinal beam is integrally formed through hydraulic pressure, which can reduce welding seam overlapping edges and welding seams, and is lighter in weight. At the same time, the longitudinal beam is equipped with an energy-absorbing arch structure, which can effectively absorb the impact energy and prevent the sub-frame from intruding into the passenger compartment when it receives a collision from the front side.

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.

Description of drawings

The above and/or additional aspects and advantages of the present application will become apparent and understandable from the description of the embodiments in conjunction with the following drawings, wherein:

Fig. 1 is the three-dimensional structure diagram of the front auxiliary frame of the embodiment of the present application;

Fig. 2 is a schematic plan view of the front sub-frame of the 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 the front sub-frame according to the embodiment of the present application;

Fig. 5 is a schematic structural view of a longitudinal beam according to an embodiment of the present application;

Fig. 6 is a schematic structural view of the right longitudinal beam according to the embodiment of the present application;

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

Fig. 8 is a schematic structural diagram of a beam according to an embodiment of the present application.

Description of main component symbols:

Front subframe 100;

Longitudinal beam assembly 10, longitudinal beam 11, left longitudinal beam 111, right longitudinal beam 112, energy-absorbing section structure 113, bending structure 114, beam assembly 20, beam 21, front beam 211, tow hook structure 2111, middle beam 212, Mounting point 2121 of the main reducer vibration isolation bush, rear beam 213, lap joint 214, bearing structure 30, first bearing bracket 31, second bearing bracket 32, main bearing structure 33, bracket front plate 331, bracket rear plate 332 , Auxiliary bearing structure 34, Dynamic suspension mounting plate 35, First positioning hole 36, Second positioning hole 37, Connecting seat 40, Extending end 41, Connecting front plate 42, Connecting rear plate 43, Leakage hole 44, Connecting bracket 50. Gearbox bracket 51, gearbox upper bracket 511, gearbox lower bracket 512, swing arm mounting plate 52, bushing assembly 60, first bushing 61, second bushing 62, third bushing 63, anti-skid 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, Vehicle 200.

Detailed ways

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

In this application, unless otherwise expressly specified and limited, a first feature being "on" or "under" a second feature may include direct contact between the first and second features, and may also include the first and second features Not in direct contact but through another characteristic contact between them. Moreover, "above", "above" and "above" the first feature on the second feature include that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature. "Below", "beneath" and "under" the first feature to the second feature include that the first feature is directly below and obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.

The following disclosure provides many different implementations or examples for implementing different structures of the present application. In order to simplify the disclosure of the present application, components and settings of specific examples are described below. Of course, they are examples only and are not intended to limit the application. Furthermore, the present application may repeat reference numerals and/or reference letters in various instances, such repetition is for the purpose of simplicity and clarity and does not in itself indicate a relationship between the various embodiments and/or arrangements discussed. In addition, various specific process and material examples are provided herein, but one of ordinary skill in the art may recognize the use of other processes and/or the use of other materials.

Referring to Fig. 1, Fig. 2 and Fig. 3, the front subframe 100 of the embodiment of the present application is used for a vehicle 200, and the front subframe 100 includes a longitudinal beam assembly 10, a cross member assembly 20 and a load-bearing structure 30, and the longitudinal beam assembly 10 includes Two longitudinal beams 11 arranged in parallel, the beam assembly 20 includes three beams 21 arranged in parallel, the two longitudinal beams 11 are respectively connected to the two ends of the three beams 21, the load-bearing structure 30 is arranged on the longitudinal beams 11, the load-bearing structure 30 Used to install the powertrain.

The front subframe 100 implemented in the present application is used for a vehicle 200. The front subframe 100 includes a longitudinal beam assembly 10, a cross beam assembly 20 and a load-bearing structure 30. The longitudinal beam assembly 10 includes two parallel longitudinal beams 11, and the cross beam assembly 20 It includes three parallel beams 21, two longitudinal beams 11 are respectively connected to the two ends of the three beams 21, and the bearing structure 30 is arranged on the longitudinal beams 11, and the bearing structure 30 is used for installing the power assembly. In this way, as the front subframe 100 of the platform, by setting three parallel beams 21, it can not only meet the needs of different power loading of the platform, but also ensure high rigidity, high strength and durability under each loading.

Referring to FIG. 2 , in some embodiments, the beam 21 includes a front beam 211 , a middle beam 212 and a rear beam 213 , the longitudinal beam 11 includes a left longitudinal beam 111 and a right longitudinal beam 112 , and the left longitudinal beam 111 and the right longitudinal beam 112 It is arranged at both ends of the beam 21.

In this way, the middle cross member 212 is added between the front cross member 211 and the rear cross member 213 to cooperate with the two longitudinal members 11 to increase the structural strength and rigidity of the entire front subframe 100 . At the same time, the middle beam 212 can provide connection support points for other components, and the power assembly and other components can be arranged directly above the front subframe 100, so that the front subframe 100 can have a better supporting position and the space utilization rate is high.

As the main bearing structure 30 , the subframe not only bears random loads from the road, but also needs to bear the inertia force of the powertrain mass in different directions, which plays a key role in the vibration control and safety of the vehicle 200 . The front subframe 100 of the embodiment of the present application includes three beams 21 and two longitudinal beams 11, which can increase the strength and rigidity of the front subframe 100, and at the same time increase the connection points, so that the front subframe 100 can integrate more More parts, reasonable use of space. The front sub-frame 100 can be installed with different models and different types of powertrains through the load-bearing structure 30. The front sub-frame 100 is connected together by three beams 21 and bright strip longitudinal beams 11, roughly in the shape of a "day", adding It has its own strength and has high shock absorption performance. The front subframe 100 can be connected to the body of the vehicle 200 and can be used as a support carrier for powertrain and other components to connect the powertrain and other components to the vehicle body and play a role in carrying and transmitting loads.

Please refer to Fig. 1 and Fig. 2, the load-bearing structure 30 of the embodiment of the present application is arranged on the longitudinal beam 11, the load-bearing structure 30 is used for installing the power assembly, and the power assembly is vertically installed on the load-bearing structure 30 along the first direction, The first direction is the height direction of the vehicle 200 .

In this way, the longitudinal powertrain is carried on the independent front subframe 100, and the front subframe 100, as a part of the compatibility design of the chassis architecture platform, not only needs to be able to meet different power size requirements, but also satisfies the longitudinal and transverse requirements. Arrangement requirements for setting power. In this way, the versatility of the front sub-frame 100 is enhanced, and the non-load-bearing body design can ensure high off-road performance and high comfort requirements.

It should be noted that, in the embodiment of the present application, the first direction is the height direction of the vehicle 200 , the second direction is the length 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 sub-frame 100 of the embodiment of the present application can be applied to off-road vehicles and sports utility vehicles (SUVs) and other models, and the non-load-bearing body design must not only ensure high off-road performance, but also ensure high comfort requirements. The longitudinal powertrain can be carried on the front subframe 100 of the vehicle 200, and the front subframe 100 is a part of the compatibility design of the chassis architecture platform, which can not only meet different power size requirements, but also meet the longitudinal and transverse power requirements. Assembly layout requirements. The front subframe 100 of the embodiment of the present application ensures the vertical stiffness and strength performance through three cross beams 21 and two longitudinal beams 11, and can be well adapted to different longitudinal powertrains.

Specifically, the vertically mounted powertrain can be arranged at the front axle of the vehicle 200, and the rear axle can be driven through the rear drive shaft, so that there is no need to occupy the rear space of the vehicle 200, and there is no need to install it on the rear axle of the vehicle 200. The structure of the motor and the electric bridge requires relatively small changes to the basic model, and will not affect the design and structural changes of the rear of the vehicle body, enabling greater generalization of the design. At the same time, the power of the vehicle 200 can be directly driven by the engine or driven by the drive motor to achieve a variety of different driving modes, which can better improve the economy of the vehicle. The controller component can adjust the power source according to actual needs and operating conditions. To improve the dynamic performance of the vehicle 200 . The powertrain can be connected to the load-carrying structure 30 through mounts and other mounting brackets, and the mount of the powertrain can be a hydraulic mount, so as to adapt to the large torque and large load of the vertically mounted powertrain and meet the fatigue durability requirements.

In the embodiment of the present application, the type and model of the powertrain are not limited, and the powertrain may be an engine or an electric motor, so as to meet different requirements for models of different architectures. When needed, the height of the power assembly can be adjusted through the load-bearing structure 30, so that all kinds of power installations of horizontal and vertical engine arrangements and motors can be realized only by canceling and replacing without changing the structure.

The comprehensive consideration of the embodiment of the present application includes different sizes and types of powertrain installations, independent front suspension, McPherson suspension, stabilizer bar, steering gear, engine mount, gearbox mount, exhaust mount, cabin front end Equipped with cooling module. The main load-bearing structure 30 of the sub-frame is the hydroformed tube beam with a high-bending cross-section, and the independent engine mount structure does not affect the installation of various functional parts, and realizes various requirements of the platform development for the front sub-frame 100 . The overall structure is simple and high rigidity.

Please refer 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, the main load-bearing structure 33 and the auxiliary load-bearing structure 34 are arranged oppositely on the longitudinal beam 11 along the second direction, the first The two directions are the longitudinal direction of the vehicle 200 .

In this way, the main load-bearing structure 33 and the auxiliary load-bearing structure 34 are arranged along the length direction of the vehicle 200, which can meet the load-bearing performance requirements of the longitudinal powertrain and the comfort performance of the vehicle 200. Through the main load-bearing structure 33 and the auxiliary load-bearing structure 34, the Increased design of lateral cross-sectional area.

Please refer to Fig. 2, in some embodiments, the bearing structure 30 also includes a dynamic suspension installation plate 35, and the dynamic suspension installation plate 35 is erected on the main bearing structure 33 and the auxiliary bearing structure 34, and the dynamic suspension installation plate 35 is used for for connection to the powertrain.

In this way, the power suspension mounting plate 35 is arranged on the main load-carrying structure 33 and the auxiliary load-bearing structure 34 , which can be used to install the powertrain and improve the integration of the front sub-frame 100 . The dynamic suspension mounting plate 35 can be raised a certain distance relative to the main load-bearing structure 33 and the auxiliary load-bearing structure 34, so that the load-bearing structure 30 can be adjusted in height to meet the vertical powertrains of different sizes.

Specifically, the overall load-bearing structure 30 is composed of a closed-loop main support structure formed by two brackets at the rear end. The auxiliary load-bearing structure 34 on the front end side and the main load-bearing structure 33 on the rear end side are arranged opposite to each other along the second direction to form a closed-loop section. Both strength and durability are highly guaranteed. The length of the power suspension installation plate 35 along the third direction is 200mm, so the strength performance of the second direction is relatively good.

Please refer to FIG. 2 , in some embodiments, the power suspension installation plate 35 is formed with a fourth installation hole 74 , and the fourth installation hole 74 is used for installing the suspension of the powertrain.

In this way, the power suspension mounting plate 35 can be connected to the suspension of the power assembly through the fourth mounting hole 74 , and finally to the power assembly, so that the power assembly can be arranged vertically directly above the front sub-frame 100 .

Referring to FIG. 4 , in some embodiments, the main bearing structure 33 includes a bracket front plate 331 and a bracket rear plate 332 , and the bracket front plate 331 and the bracket rear plate 332 are welded to form a closed-loop closed structure.

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. The bracket front plate 331 and the bracket rear plate 332 are welded to form a closed-loop closed structure, which can ensure structural strength while reducing weight.

Specifically, the section of the main bearing structure 33 gradually transitions from an irregular circle to a rectangle from bottom to top, which ensures the vertical and lateral rigidity of the main bearing structure 33 . The cross section of the auxiliary bearing structure 34 gradually transitions from wide to narrow from bottom to top, avoiding sudden changes in stiffness. The auxiliary bearing structure 34 cooperates with the main bearing structure 33 to ensure structural strength. A flanging structure is added at the bottom of the main bearing structure 33 to ensure good durability of the weld seam under the durable working condition of the powertrain. Boss features are added to the top of the power suspension mounting plate 35 to meet the layout of vertical powertrains of different sizes and to improve the rigidity of the structure. The front subframe 100 carries the structure 30 . The structure of this application realizes the design of increasing the lateral cross-sectional area to the greatest extent on the longitudinal beam 11 of the sub-frame. Compared with the traditional structure, the vertical stiffness performance of the front sub-frame 100 increases by more than 100%, and the lateral stiffness performance On the basis of ensuring the stiffness performance in all directions, the height of the structure can be adjusted to meet the requirements of vertical powertrains of different sizes. The bearing structure 30 of the embodiment of the present application has simple process performance, ensures the durability of the weld seam and the structure, and does not affect the structural performance of the original main body of the front sub-frame 100 .

The front sub-frame 100 of the embodiment of the present application is based on the chassis structure platform, and consists of two parts, the main load-bearing structure 33 and the auxiliary load-bearing structure. The main load-bearing structure 33 is composed of a support rear plate 332 and a support front plate 331, wherein the support rear plate 332 and the support front plate 331 are welded to form a closed-loop square structure, and the optimized cross-sectional size of the system has high bending and torsional properties. The auxiliary bearing structure 34 can be prepared by an auxiliary bracket, and the auxiliary bearing structure 34 and the main bearing structure 33 can be connected through a dynamic suspension mounting plate 35 . The auxiliary bearing structure 34 and the main bearing structure 33 can be formed by sheet metal welding, or can be replaced by a solid structure of cast aluminum, which can have higher rigidity and supporting properties.

In the embodiment of the present application, the lateral expansion of the engine bearing bracket is realized on the basis of the modification of the sub-frame's loading plane, and the transmission bearing needs to be passed between the main bearing structure 33 and the auxiliary bearing structure 34 .

Please refer to FIG. 1 , in some embodiments, a first positioning hole 36 is formed on the support rear plate 332, a second positioning hole 37 is formed on the auxiliary bearing structure 34, and the first positioning hole 36 and the second positioning hole 37 are along the Align in the second direction.

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

Referring to FIG. 2 , in some embodiments, the bearing structure 30 is disposed on the longitudinal beam 11 between the middle beam 212 and the rear beam 213 .

In this way, the load-bearing structure 30 can be arranged at the position between the center beam 212 and the rear beam 213, and the load-bearing structure 30 can be connected to the power assembly, so that the power assembly can be arranged directly above the front sub-frame 100, ensuring that the front sub-frame 100 has a better supporting effect on the powertrain. At the same time, the front sub-frame 100 can be applied to models such as off-road vehicles and sport utility vehicles, and can satisfy high comfort and handling performance while satisfying off-road, urban driving and ensuring 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 , the first bearing bracket 31 is connected to the left longitudinal beam 111 , and the second bearing bracket 32 is connected to the right longitudinal beam 112 , The first bearing bracket 31 and the second bearing bracket 32 are arranged opposite to each other.

In this way, the first bearing bracket 31 is connected to the left longitudinal beam 111, and the second bearing bracket 32 is connected to the right longitudinal beam 112. At the same time, the first bearing bracket 31 and the second bearing bracket 32 are arranged oppositely, so that the power assembly can be erected on the two bearing brackets. In the space between them, the space of the front sub-frame 100 can be rationally utilized while ensuring a stable connection.

Please refer to FIG. 5 and FIG. 6 , in some embodiments, the longitudinal beam 11 is integrally formed by hydraulic means, and the longitudinal beam 11 is formed with an energy-absorbing section structure 113 .

In this way, the two longitudinal beams 11 are integrally formed by hydraulic means, so that the longitudinal beams 11 have the characteristics of easy forming, high load bearing, and high lateral rigidity, and it is also easier to manufacture cross-sectional structures and collapse energy-absorbing structures. The longitudinal beam assembly 10 and the cross beam assembly 20 are connected to form the main structure of the front sub-frame 100, and the longitudinal beam 11 is integrally formed by hydraulic pressure, which can reduce welding seam laps and welding seams, and is lighter in weight. At the same time, the longitudinal beam 11 is provided with an energy-absorbing arch structure, which can effectively absorb impact energy when receiving a collision from the front side, and prevent the sub-frame from intruding into the passenger compartment.

Referring to FIG. 1 and FIG. 2 , in some embodiments, the energy-absorbing section structure 113 is formed between the middle beam 212 and the front beam 211 .

In this way, the energy-absorbing section structure 113 is arranged between the center beam 212 and the front beam 211 to ensure that when the vehicle 200 encounters a frontal collision, the energy-absorbing section structure 113 can absorb the impact force at the first time, and when the impact force is too large, The longitudinal beam 11 can be bent to cause structural changes, so as to prevent the longitudinal beam 11 from directly intruding into the passenger compartment and causing injury to personnel after being hit.

The longitudinal girder 11 of the embodiment of the present application is a one-piece hydraulically formed variable-section longitudinal girder 11, which has the characteristics of easy forming, high load bearing and high lateral rigidity. The longitudinal girder 11 adopts a hydroforming process, and a collapse energy-absorbing structure is designed on the longitudinal girder 11, and the deformation and bending trend of the modified structure conforms to the collision safety strategy after a collision.

Please refer to FIG. 1 and FIG. 2 , in some embodiments, a bent structure 114 is formed at the end of the longitudinal beam 11 away from the front cross beam 211 , and the bent structures 114 of the left longitudinal beam 111 and the right longitudinal beam 112 face away from each other. bending.

In this way, the bending structure 114 at the end of the longitudinal beam 11 close to the passenger compartment can be bent outward, so that the two longitudinal beams 11 are placed in a figure-eight, so that when the vehicle 200 encounters a frontal collision, the two longitudinal beams 11 can Moving in directions away from each other can prevent the longitudinal beams 11 from being inserted straight into the passenger compartment.

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

In this way, the bent structures 114 can be lifted upwards while being bent away from each other, thereby improving the ability of the longitudinal beam 11 to absorb frontal impact. When the vehicle 200 is hit frontally, the energy-absorbing section structure 113 can be bent downward, and the front and rear ends of the longitudinal beam 11 can be lifted upward, so that the assembly can absorb more impact force. When the impact force is too large, The bending structure 114 can be lifted upwards to avoid injury to passengers in the passenger compartment.

Please refer to FIG. 4 , in some embodiments, the height of the bending structures 114 of the left side beam 111 and the right side beam 112 are kept the same.

In this way, the bending structures 114 of the left longitudinal beam 111 and the right longitudinal beam 112 are elevated at the same height, so that the entire front sub-frame 100 can be placed flat in the vehicle and connected stably with the vehicle body.

Specifically, the left longitudinal beam 111 and the right longitudinal beam 112 are designed with a variable cross-section design, and the bending structure 114 increases bending in the third direction to increase lateral stiffness. The bending in the third direction of the bending structure 114 and the change in section can not only avoid the movement of the swing arm to avoid collision, but also increase the safety performance during collision. Adopting the hydraulic forming process can reduce the overlapping edges and welding seams of the welding seam, and the weight is about 10% lighter than the beam 21 of the traditional upper and lower plate welding assembly. Parts such as the power assembly, the cooling module, the steering gear, and the suspension swing arm are integrated and installed on the longitudinal beam 11 to achieve weight reduction of the assembly. Compared with the existing energy-absorbing box structure to reduce the damage caused by the frontal collision of the vehicle 200, the bent structure 114 and the energy-absorbing section structure 113 are designed on the longitudinal beam 11 of the present application, which can absorb all the impact energy at the first time, When it reaches the limit energy absorption position, it deforms to further absorb the impact force and reduce the rigid impact on the body, thus causing secondary injuries to the occupants.

Please refer to FIG. 1 and FIG. 2 , in some embodiments, both the front beam 211 and the rear beam 213 are prepared by tailor welding up and down.

In this way, the front cross beam 211 and the rear cross beam 213 are prepared by tailor welding up and down of two beam plates, so that the weld seam can face the longitudinal direction of the vehicle 200, so that the front cross beam 211 and the rear cross beam 213 can be aligned with the longitudinal direction of the vehicle 200. Rigidity, strength and durability are stronger.

Please refer to FIG. 1 and FIG. 2 , in some embodiments, the middle beam 212 is prepared by front and rear tailor welding.

In this way, the middle cross beam 212 can be prepared by two beam plates through front and rear tailor welding, so that the weld seam can face the height direction of the vehicle 200, so that the front cross beam 211 and the rear cross beam 213 can be durable to the rigidity and strength of the height direction of the vehicle 200 and other performance is stronger. At the same time, the middle beam 212 can cooperate with the front beam 211 and the rear beam 213 to achieve better strength and rigidity in the height and length directions of the vehicle 200 .

Referring to FIG. 1 and FIG. 2 , in some embodiments, the front beam 211 includes a tow hook structure 2111 .

In this way, the front beam 211 can be towed by the tow hook structure 2111 , and at the same time, the front beam 211 can be used as a stress point to pull the entire body of the vehicle 200 .

Referring to Fig. 1 and Fig. 2, the front subframe 100 according to the embodiment of the present application includes a connecting seat 40, which is used to connect the vehicle body of the vehicle 200, and the connecting seat 40 is wrapped and mounted on the connecting part of the cross member 21 and the longitudinal beam 11. .

In this way, as a frame-type sub-frame equipped with a vertical power assembly, the structural connection between the sub-frame and the longitudinal beams 11 of the vehicle body at different height differences is realized, and at the same time as the load-bearing structure 30, the stabilizer bar bracket is arranged on the horns, which has the advantages of High rigidity, high strength, high weld seam fatigue durability.

Please refer to FIG. 1 and FIG. 2 , in some embodiments, the connection base 40 is covered and mounted on the connection portion of the front cross beam 211 and the longitudinal beam 11 .

In this way, the front beam 211 and the two longitudinal beams 11 can be connected together by welding, and then covered on the welding seam by the connecting seat 40, so as to avoid the exposed connection gap and further increase the connection between the front beam 211 and the longitudinal beams 11 strength.

Please refer to FIG. 1 and FIG. 2 , in some embodiments, the connecting seat 40 includes a protruding end 41 , and the protruding end 41 is bent toward a direction away from the front beam 211 .

In this way, there can be two protruding ends 41, and the two protruding ends 41 can protrude toward the left and right sides, so that the end of the connecting base 40 can be stably connected with the mounting point of the vehicle body.

Please refer to FIG. 4 , in some embodiments, the connecting seat 40 includes a connecting front plate 42 and a connecting rear plate 43 , and the connecting front plate 42 and the connecting rear plate 43 are prepared by front and rear tailor welding.

In this way, the connecting front plate 42 and the connecting rear plate 43 can be connected by front and rear tailor welding and the casing can be welded together, so that the weld seam can face the height direction of the vehicle 200, so that the connecting seat 40 can face the height direction of the vehicle 200 The rigidity, strength and durability are stronger.

Please refer to FIG. 4 , in some embodiments, the cross-sectional area enclosed by connecting the front panel 42 and the rear panel 43 becomes gradually larger along a first direction, and the first direction is the height direction of the vehicle 200 .

In this way, the cross-sectional area of the connecting seat 40 becomes larger as it goes downward, making the connecting seat 40 thicker and stronger, and at the same time, the connecting seat 40 covers and installs on the connecting portion of the front cross beam 211 and the longitudinal beam 11 .

Specifically, after the front subframe 100 according to the embodiment of the present application is equipped with a longitudinal powertrain, the rear end of the longitudinal beam 11 can be lifted up and connected with the vehicle body through a bending structure. And there will be a height difference between the front end of the longitudinal beam 11 and the connection point of the vehicle body, the structural connection between the front subframe 100 and the vehicle body longitudinal beam 11 at different height differences can be realized through the connecting seat 40, and the stabilizer bar will be used as the load-bearing structure 30 at the same time. The bracket is arranged on the horn, which has the characteristics of high rigidity, high strength, and high fatigue durability of weld seam. In the traditional butterfly subframe and frame subframe, due to the poor support of the subframe to the horns and low rigidity, the horn structure is basically not used.

In the embodiment of the present application, the connecting seat 40 realizes the high rigidity and high strength of the horn structure through the clad horn structure, so it can be connected with the vehicle body through the horn structure, so that the front point of the front sub-frame 100 and the longitudinal beam 11 are in the same position. Structural connections on different height differences. Compared with the traditional rectangular and circular cross-section croissants, the connecting seat 40 of the present application is a gradient cross-section with angles, which has better stability. The longitudinal beams 11 and the cross beams 21 of the frame 100 are covered to form a closed structure of the local area system. It not only solves the problem of insufficient rigidity, but also strengthens the overlap between the sub-frame beam 21 and the longitudinal beam 11, complementing each other, and has a significant effect on improving the fatigue of the overlap weld of the beam 21 and the longitudinal beam 11. The connecting seat 40 of the present application has the characteristics of high rigidity, and at the same time meets the requirements of fatigue durability. In addition, the stabilizer bar is arranged on the croissor structure, the structure is compact, and the stabilizer bar is easy to install.

Please refer to FIG. 4 , in some embodiments, a water leakage hole 44 is formed on the rear connection board 43 , and the water leakage hole 44 is used for draining accumulated water in the space enclosed by the connection front board 42 and the connection rear board 43 . In this way, the water leakage hole 44 can remove the accumulated water remaining on the connecting front panel 42 and the connecting rear panel 43 , so as to avoid corrosion of the front sub-frame 100 caused by the accumulated water.

Referring to FIG. 1 and FIG. 2 , the front subframe 100 according to the embodiment of the present application includes a connecting bracket 50 disposed on the longitudinal beam assembly 10 , and the connecting bracket 50 is used for mounting the transmission suspension and the swing arm.

In this way, the integrated structure increases the lateral layout space of the subframe and provides a platform for the engine bracket layout. Installing the gearbox mount and the swing arm at the same time further improves the space utilization rate, the structure is compact, and the rigidity of the attachment point of the swing arm mounting bracket is increased by 200%. The integrated design brings lower weight and cost.

Referring to FIG. 7 , in some embodiments, the connecting bracket 50 includes a gearbox bracket 51 and a swing arm mounting plate 52 , the gearbox bracket 51 is used for connecting the gearbox suspension, and the swing arm mounting plate 52 is used for connecting the swing arm. In this way, the gearbox mount and the swing arm mounting plate 52 can be integrated on the connecting bracket 50, and the gearbox mount and the swing arm can be connected at the same time, realizing the integrated design structure of the gearbox mount and the swing arm bracket, further increasing the front auxiliary The compactness of the frame.

Referring to FIG. 7 , in some embodiments, the gearbox bracket 51 includes an upper gearbox bracket 511 and a lower gearbox bracket 512 , and the upper gearbox bracket 511 and the lower gearbox bracket 512 are respectively welded to the upper and lower sides of the longitudinal beam assembly. In this way, the upper bracket 511 of the gearbox and the lower bracket 512 of the gearbox can cooperate to connect the power mount to ensure the stable installation of the power mount.

Please refer to FIG. 2 , in some embodiments, the connecting bracket 50 is disposed at an end of the longitudinal beam 11 close to the rear cross beam 213 .

In this way, the layout of the front sub-frame 100 and other components is more reasonable, and the swing arm can be installed at the rear of the front sub-frame 100 to avoid suspension of the reduction box and the power assembly, and the space utilization rate is high.

Specifically, the front subframe 100 of the embodiment of the present application is equipped with a longitudinal power assembly, which not only carries the engine mount and bracket, but also carries the gearbox assembly mount. In this application, the cantilever and the gearbox assembly can be suspended and installed on the connecting bracket 50 at the same time. Usually, the suspension bracket and the swing arm bracket of each rod are independently designed, and each component is welded on the subframe transverse and longitudinal beam 11 respectively. Place the transmission mount bracket horizontally, and add a mounting platform to the subframe, which not only carries the transmission mount, but also provides a mounting platform for the engine mount bracket. The gearbox suspension bracket is used as a part of the swing arm bracket to realize an integrated design and a compact structure. The integrated structure of the connecting bracket 50 provides a horizontal platform for the engine suspension bracket, which makes the connection structure of the components with the former sub-frame 100 as the core compact, and increases the stiffness of the attachment point of the swing arm mounting bracket by 200%. At the same time, the integrated structure does not need to prepare brackets separately, resulting in lower weight and cost.

Referring to FIG. 2 , in some embodiments, a first installation hole 71 is formed at one end of the longitudinal beam 11 near the front cross member 211 , and the first installation hole 71 is used for installing a cooling module of the vehicle 200 .

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

Please refer to FIG. 6 , in some embodiments, a second installation hole 72 is formed on the bending structure 114 , and the second installation hole 72 is used for installing a sleeve to connect to the vehicle body.

In this way, the second mounting hole 72 can be installed with a sleeve, and the sleeve can be connected with the vehicle body, so that the front sub-frame 100 can be arranged on the vehicle body. The upward lifting height of the bending structure 114 of the left longitudinal beam 111 and the right longitudinal beam 112 is consistent, so that the second mounting hole 72 can be at the same height. In this way, the specifications of the bushings are consistent, the number of materials is reduced, and the specifications of the assembly parts are single. Avoid mixing them.

Please refer to FIG. 2 , in some embodiments, the longitudinal beam 11 is further formed with a third installation hole 73 , and the third installation hole 73 is used for installing the steering gear. In this way, the front sub-frame 100 can be used for installing the steering gear, and the integration of the front sub-frame 100 is improved.

Please refer to FIG. 1 , in some embodiments, a fifth installation hole 75 is formed on the connecting rear plate 43 , and the fifth installation hole 75 is used for installing a stabilizer bar. In this way, the stabilizer bar is directly installed on the connecting seat 40, so that the connecting seat 40 can use the space more reasonably, and the whole front sub-frame 100 has a more compact structure and occupies less space. The stabilizer bar can be installed on the connecting seat 40 by bolts.

Referring to FIG. 7 , in some embodiments, the upper gearbox bracket 511 and the lower gearbox bracket 512 are formed with a sixth installation hole 76 , and the sixth installation hole 76 is used for installing the gearbox suspension. In this way, the gearbox mount can be stably installed on the gearbox mount through the sixth mounting hole 76 .

Please refer to FIG. 7 , in some embodiments, a seventh mounting hole 77 is formed on the gearbox upper bracket 511 , and the seventh mounting hole 77 is used for mounting the bearing structure 30 . In this way, the carrying structure 30 can be connected through the seventh mounting hole 77 , and then the powertrain can be installed on the front subframe 100 through the carrying structure 30 , ensuring stable installation of the powertrain and the front subframe 100 .

Referring to FIG. 1 and FIG. 7 , in some embodiments, an eighth installation hole 78 is formed on the swing arm installation plate 52 , and the eighth installation hole 78 is used for installing the swing arm. In this way, the swing arm can be connected through the eighth installation hole 78, and then the power assembly can be installed on the front sub-frame 100 through the swing arm, so as to ensure the stable installation of the swing arm.

Specifically, the front subframe 100 according to the embodiment of the present application can be equipped with a vertical power assembly, a cooling module and a swing arm at the same time, and can be connected to the vehicle body through three positions at the same time to ensure that the front subframe 100 and the vehicle body are connected stably. And improve the integration degree of the front sub-frame 100 . At the same time, the swing arm mounting plate 52 can be installed on the bending structure 114 , so that the front cantilever and the rear cantilever can avoid each other through the bending structure 114 .

Please refer to FIG. 8 , the beam assembly 20 according to the embodiment of the present application includes a beam 21 , and the beam 21 is formed with an overlapping joint 214 , the overlapping joint 214 is trumpet-shaped, and the overlapping joint 214 is used for connecting with the longitudinal beam assembly 10 .

In this way, the lap joint 214 is trumpet-shaped, and the lap joint 214 can be covered on the stringer assembly 10 and connected with the stringer 11 by welding, which can avoid the stress path and ensure the durability of the weld.

Referring to FIG. 2 , in some embodiments, the ends of the beams 21 cover the side walls of the longitudinal beams 11 .

In this way, when the crossbeam 21 is welded with the longitudinal beam 11, the end of the crossbeam 21 can be covered on the side wall of the longitudinal beam 11, so as to ensure a stable connection, increase the rigidity of the crossbeam 21, and further improve the gearbox mount and the left and right engine mounts. set vibration isolation rate.

Please refer to FIG. 2 , in some embodiments, a mounting frame is formed on the middle beam 212 , and a third mounting hole 73 is formed on the mounting frame.

In this way, the third mounting hole 73 can also be provided on the mounting frame, so that the steering gear can be connected to the mounting frame of the longitudinal beam 11 and the cross beam 21 at the same time, ensuring stable installation. That is to say, the mounting frame on the middle beam 212 can cooperate 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.

Please refer to FIG. 1 , in some embodiments, the center beam 212 is formed with a vibration isolation bush installation point 2121 of the final reducer.

In this way, the vibration-isolating bushing of the main reducer can be installed on the center beam 212, so that the front sub-frame 100 is more compact and stable.

Specifically, the beam 21 can be mounted on the longitudinal beam 11 of the front sub-frame 100 by welding, and has the function of installing the mounting point of the steering gear assembly and the front suspension of the power transmission at the same time, and has high dynamic stiffness and strength performance. At the same time, the rigidity of the beam 21 can be increased, thereby improving the vibration isolation rate of the gearbox mount and the left and right engine mounts.

Furthermore, the two ends of the crossbeam 21 are clad on the two longitudinal beams 11, which can increase the connection area between the longitudinal beams 11 and the crossbeams 21, and optimize the stress of the weld seam. The cross-section is topologically optimized and the joint overlap is optimized to ensure the durability of the weld. The longitudinal beam 11 adopts a mature stamping process and has a simple structure, which is about 10% lighter than the beam 21 of the traditional upper and lower plate welding assembly. The buckling direction is consistent with the direction of the bushing and sleeve, and the same size round holes are opened on both sides, which facilitates the welding and positioning of the sleeve and shortens the process adjustment time.

Please refer to FIG. 1 and FIG. 2 , the front subframe 100 according to the embodiment of the present application includes a bushing assembly 60 connected to the longitudinal beam assembly 10 , and the bushing assembly 60 is used to connect to the body of the vehicle 200 .

In this way, there are fewer types of materials with the same specification of the bushing, and the single specification of the assembly parts avoids mixing them. For different structures, using different lap joints can meet the requirements of stiffness and fatigue durability properties.

Please refer to FIG. 6 , in some embodiments, a second installation hole 72 is formed at one end of the longitudinal beam 11 close to the rear cross member 213 , and the bushing assembly 60 includes a first bushing 61 , and the first bushing 61 is arranged on the second mounting hole 72 . on hole 72.

In this way, the first sleeve 61 can be installed on the side beam 11 through the second installation hole 72 , so that the side beam 11 can be connected with the vehicle body through the first sleeve 61 .

Referring to FIG. 1 and FIG. 2 , in some embodiments, the bushing assembly 60 includes a second bushing 62 disposed on the connection base 40 .

In this way, the connecting seat 40 can be connected to the vehicle body through the second sleeve 62, and the specifications of the second sleeve 62 and the first sleeve 61 can be kept consistent, so that the specifications of the assembly parts are single and mixed use is avoided. For different structures, using different lap joints can meet the requirements of stiffness and fatigue durability properties.

Please refer to FIG. 1 and FIG. 2 , in some embodiments, the front subframe 100 includes a load-bearing structure 30 disposed on the longitudinal beam 11 , and the load-bearing structure 30 is used for installing a powertrain.

In this way, the front sub-frame 100 can be connected to the vehicle body through the load-bearing structure 30, which can not only meet different power size requirements, but also meet the layout requirements of longitudinal and transverse power. In this way, the versatility of the front sub-frame 100 is enhanced, and the non-load-bearing body design can ensure high off-road performance and high comfort requirements.

Referring to FIG. 1 and FIG. 2 , in some embodiments, the bushing assembly 60 includes a third bushing 63 disposed on the bearing structure 30 .

In this way, the specifications of the third bushing 63 can be consistent with that of the second bushing 62 and the first bushing 61 , so that the specifications of the assembly parts are single and mixed use is avoided. For different structures, using different lap joints can meet the requirements of stiffness and fatigue durability properties. At the same time, the three sleeves can connect the front, middle and rear positions of the front sub-frame 100 to the vehicle body to ensure that the vehicle body and the front sub-frame 100 can be connected stably.

Referring to FIG. 1 and FIG. 2 , in some embodiments, the sleeve assembly 60 is formed with anti-skid lines 64 . In this way, the anti-slip lines 64 can effectively prevent slipping between the vehicle body and the sleeve assembly 60 .

Please refer to FIG. 1 and FIG. 2 , in some embodiments, the anti-skid lines 64 are hobbing teeth. In this way, the anti-skid pattern 64 is convenient for hobbing, and can effectively prevent slippage between the vehicle body and the bushing assembly 60 .

Specifically, the front subframe 100 of the embodiment of the present application uses the sleeve assembly 60 of the same specification, which has the same specification, reduces the number of materials, and has a single specification of the assembly parts to avoid mixing them. For different structures, using different lap joints can meet the requirements of stiffness and fatigue durability properties. Increase hobbing to effectively reduce the problem of sliding of the installation point under special working conditions.

The bushing assembly 60 includes a first bushing 61, a second bushing 62 and a third bushing 63. The first bushing 61 can be directly arranged on the second installation hole 72 of the longitudinal beam 11, and the second bushing 62 can be installed On the connection seat 40 , the third bushing 63 may be arranged on the dynamic suspension mounting plate 35 of the carrying structure 30 . In this way, the bushing assembly 60 is combined with the longitudinal beam 11, the connection seat 40 and the load-bearing structure 30, and then connected with the vehicle body to keep the heights of the three connection points consistent. There are two first sleeves 61, second sleeves 62 and third sleeves 63, the two first sleeves 61 are respectively arranged on the left longitudinal beam 111 and the right longitudinal beam 112, and the two second sleeves 62 They are respectively arranged on the extension ends 41 of the two connecting seats 40 , and the two third bushings 63 are respectively arranged on the dynamic suspension mounting plates 35 of the first bearing bracket 31 and the second bearing bracket 32 . According to different structures, the bushing assembly 60 can use different overlapping methods, all of which can meet the requirements of stiffness and fatigue durability properties, and at the same time, hobbing is added to effectively prevent the installation point from slipping. Under the premise of satisfying the rigidity and strength, taking into account various overlapping forms of sheet metal and sleeves, the first sleeve 61, the second sleeve 62 and the third sleeve 63 have uniform specifications, which is convenient for management and reduces costs.

Please refer 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 implemented in the present application, the front subframe 100 is used for the vehicle 200, the front subframe 100 includes a longitudinal beam assembly 10, a cross beam assembly 20 and a load-bearing structure 30, and the longitudinal beam assembly 10 includes two Two longitudinal beams 11 arranged in parallel, the crossbeam assembly 20 comprises three crossbeams 21 arranged in parallel, two longitudinal beams 11 are respectively connected to the two ends of the three crossbeams 21, the load-bearing structure 30 is arranged on the longitudinal beam 11, and the load-bearing structure 30 is used for installing the powertrain. In this way, as the front subframe 100 of the platform, by setting three parallel beams 21, it can not only meet the needs of different power loading of the platform, but also ensure high rigidity, high strength and durability under each loading.

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 demands.

In the description of the embodiments of the present application, the terms "first" and "second" are used for description purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of said features. In the description of the embodiments of the present application, "plurality" means two or more, unless otherwise specifically defined.

In the description of this specification, reference to the terms "one embodiment", "some embodiments", "exemplary embodiments", "example", "specific examples", or "some examples" etc. The specific features, structures, materials, or characteristics described in the embodiments or examples are 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 embodiment or example. Furthermore, the described specific features, structures, materials or characteristics may be combined in any suitable manner in any one or more embodiments or examples.

Although the implementation of the present application has been shown and described above, it can be understood that the above-mentioned implementation is exemplary and should not be construed as limiting the application, and those skilled in the art can make the above-mentioned The embodiments are subject to changes, modifications, substitutions and variations.

Claims (10)

1. A front subframe for a vehicle, comprising:

the longitudinal beam assembly comprises two longitudinal beams which are arranged in parallel, the longitudinal beams are integrally formed through hydraulic pressure, and the longitudinal beams are formed with energy absorption section structures;

And the beam assembly is used for connecting the two longitudinal beams.

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 the energy absorbing section structure is formed between the center rail and the front rail.

4. A front subframe according to claim 3, wherein the side members are formed with a bent structure at an end thereof remote from the front cross member, the bent structures of the left and right side members being bent in a direction remote from each other.

5. The front subframe of claim 4 wherein the bending structure is upwardly curved in a first direction, the first direction being the vehicle height direction.

6. The front subframe of claim 5 wherein the upwardly raised height of the bent structures of the left and right side rails remains uniform.

7. The front subframe of claim 4 wherein the bent structure has a second mounting hole formed therein for mounting a bushing for attachment to a vehicle body.

8. The front subframe of claim 2 wherein the rail is further formed with a third mounting hole for mounting a steering gear.

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.