CN219635317U - Auxiliary frame of vehicle and vehicle - Google Patents

Abstract

The utility model discloses a subframe of a vehicle and the vehicle, wherein the subframe of the vehicle comprises: a first stringer; the first longitudinal beam is arranged close to the end part of the auxiliary frame along the second direction of the auxiliary frame, the first transverse beam is provided with a first protruding section protruding towards the second transverse beam and/or the second transverse beam is provided with a second protruding section protruding towards the first transverse beam, and the first direction is perpendicular to the second direction. Therefore, according to the auxiliary frame disclosed by the utility model, the auxiliary frame is simple and compact in structure and small in volume, so that the space occupied by the auxiliary frame on the bottom of the vehicle body can be effectively reduced when the auxiliary frame is fixedly assembled on the vehicle, the arrangement of the space on the bottom of the vehicle body is facilitated, the auxiliary frame is small in weight, the cruising of an electric vehicle is facilitated, and the auxiliary frame also has the advantage of low production and manufacturing cost.

Description

Auxiliary frame of vehicle and vehicle

Technical Field

The utility model relates to the field of vehicles, in particular to a subframe of a vehicle and the vehicle with the subframe.

Background

In the related art, the size of the auxiliary frame of the existing vehicle is larger, so that the auxiliary frame occupies a larger space at the bottom of the vehicle body, and the space utilization rate of the bottom of the vehicle body is lower. For example, when the vehicle is a new energy vehicle, the space for disposing the power battery is small in the underbody due to the large volume of the sub-frame.

Disclosure of Invention

The present utility model aims to solve, at least to some extent, one of the above technical problems in the prior art. Therefore, the auxiliary frame of the vehicle is simple and compact in structure, small in size and light in weight, is beneficial to arrangement of the space at the bottom of the vehicle body, and is beneficial to continuous voyage of the electric vehicle.

The utility model further provides a vehicle.

The subframe of the vehicle according to the embodiment of the utility model comprises:

a first stringer;

the first longitudinal beam is arranged close to the end part of the auxiliary frame along the second direction of the auxiliary frame, the first transverse beam is provided with a first protruding section protruding towards the second transverse beam and/or the second transverse beam is provided with a second protruding section protruding towards the first transverse beam, and the first direction is perpendicular to the second direction.

According to the auxiliary frame of the vehicle, which is disclosed by the embodiment of the utility model, the auxiliary frame is simple and compact in structure and small in volume, so that the space occupied by the auxiliary frame on the bottom of the vehicle body can be effectively reduced when the auxiliary frame is fixedly assembled on the vehicle, the arrangement of the space on the bottom of the vehicle body is facilitated, the overall weight of the auxiliary frame is effectively reduced due to the simple structure of the auxiliary frame, the effect of light-weight design of the auxiliary frame is realized, the continuous voyage of an electric vehicle is facilitated, and the auxiliary frame also has the advantage of low production and manufacturing cost.

In some examples of the utility model, a first protruding section is formed in a middle portion of the first beam and/or a second protruding section is formed in a middle portion of the second beam.

In some examples of the utility model, the subframe of the vehicle further comprises: the second longitudinal beam is connected between the first transverse beam and the second transverse beam, and along the second direction, the second longitudinal beam is positioned on the inner side of the first longitudinal beam.

In some examples of the present utility model, the second stringers are a plurality of second stringers arranged in order along the second direction.

In some examples of the utility model, the second longitudinal beam is annular and has opposite first and second ends, the first end being fixedly connected to the first cross member and the second end being fixedly connected to the second cross member.

In some examples of the utility model, the first end has a first flange for fixedly connecting with the first beam and/or the second end has a second flange for fixedly connecting with the second beam.

In some examples of the utility model, the cross-sectional area of the second stringer decreases gradually in a first direction from the first cross-beam to the second cross-beam.

In some examples of the utility model, the second stringer includes a first beam panel and a second beam panel connected to form an annular second stringer. In some examples of the utility model, the first stringer is located above the first cross beam and above the second cross beam; and/or

The first longitudinal beam is positioned below the first transverse beam and below the second transverse beam.

In some examples of the utility model, the subframe of the vehicle further comprises: the upper swing arm support is fixedly connected with the first cross beam and the first longitudinal beam; and/or

The front beam arm support is fixedly connected with the first cross beam and the upper swing arm support; and/or

The lower swing arm support is provided with a first support body and a second support body, the first support body and the second support body are respectively fixedly arranged on the first cross beam and the second cross beam, and the first support body is fixedly connected with the second longitudinal beam.

According to the vehicle of the utility model, the vehicle comprises the auxiliary frame of the vehicle.

Additional aspects and advantages of the utility model 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 utility model.

Drawings

FIG. 1 is a schematic perspective view of a subframe according to an embodiment of the utility model;

FIG. 2 is a top view of a subframe according to an embodiment of the utility model;

FIG. 3 is a bottom view of a subframe according to an embodiment of the utility model;

FIG. 4 is a rear view of a subframe according to an embodiment of the utility model;

fig. 5 is a schematic perspective view of a second stringer according to an embodiment of the present utility model.

Reference numerals:

a sub-frame 100;

a first stringer 1; the assembly notch 1a;

a first cross member 2;

a second cross member 3;

a second stringer 4; a first end 4a; a second end 4b;

a first beam plate 41; a second beam plate 42;

an upper swing arm bracket 5; a first fitting hole 51; boss 52; a third flange 53; a first lightening hole 54;

a toe-arm bracket 6; a first bracket body 61; a fourth flange 61a;

a second bracket body 62; a fifth flange 62a;

a second fitting hole 63; a second lightening hole 64;

a lower swing arm bracket 7;

A first holder main body 71; a second bracket main body 72;

a third fitting hole 73; a third lightening hole 74;

a sleeve 8; a sleeve reinforcing plate 81;

a stabilizer bar bracket 9.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a 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 such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; may be mechanically connected, may be electrically connected or may communicate with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

The following describes in detail the subframe 100 of the vehicle according to the embodiment of the present utility model with reference to fig. 1 to 5, but the present utility model is not limited thereto, and the subframe 100 may be applied to other devices where the subframe 100 is required to be provided, and the present utility model is described by taking the subframe 100 applied to the vehicle as an example.

According to the subframe 100 of the embodiment of the present utility model, the subframe 100 may be disposed at a front side of the vehicle, that is, the subframe 100 is configured as a front subframe of the vehicle, and the subframe 100 may be disposed at a rear side of the vehicle, that is, the subframe 100 is configured as a rear subframe of the vehicle, in some embodiments of the present utility model, the subframe 100 is configured as a rear subframe of the vehicle is illustrated, and in some embodiments of the present utility model, the vehicle may be configured as an electric vehicle, the vehicle may be configured as a fuel vehicle, or the vehicle may be configured as a hybrid vehicle.

As shown in fig. 1 to 4, a subframe 100 according to an embodiment of the present utility model includes a first side member 1, a first cross member 2, and a second cross member 3. The first cross member 2 and the second cross member 3 are opposite and spaced apart in the first direction of the subframe 100, the first longitudinal member 1 is connected between the first cross member 2 and the second cross member 3, and in the second direction of the subframe 100, the first longitudinal member 1 is disposed near an end of the subframe 100, the first cross member 2 has a first protruding section protruding toward the second cross member 3 and/or the second cross member 3 has a second protruding section protruding toward the first cross member 2, so that the subframe 100 is compact in structure in the first direction, achieving an effect of reducing the volume of the subframe 100.

The first cross member 2 has a first protruding section protruding towards the second cross member 3 and/or the second cross member 3 has a second protruding section protruding towards the first cross member 2, it is also understood that the first cross member 2 has a first protruding section protruding towards the second cross member 3 or the second cross member 3 has a second protruding section protruding towards the first cross member 2 or that the first cross member 2 has a first protruding section protruding towards the second cross member 3 and the second cross member 3 has a second protruding section protruding towards the first cross member 2. As shown in fig. 2, in some embodiments of the present utility model, the subframe 100 according to the present utility model is implemented by taking an example in which the first cross member 2 has a first protruding section protruding toward the second cross member 3 and the second cross member 3 has a second protruding section protruding toward the first cross member 2, so that the subframe 100 is compact, and further, the effect of reducing the volume of the subframe 100 is achieved.

When the subframe 100 is fixedly mounted to the vehicle, the first direction is the longitudinal direction of the vehicle, and the second direction is the width direction of the vehicle, as shown in fig. 1 to 4, the first direction is the X direction, and the second direction is the Y direction.

The sub-frame 100 is adapted to be fixedly connected with a vehicle body of a vehicle, and achieves the effect of fixedly assembling the sub-frame 100 to the vehicle. As shown in fig. 2, in a first direction, the power battery of the vehicle may be located on the front side of the first cross member 2, and the rear side of the second cross member 3 may be used for arranging the trunk space of the vehicle, the spare tire space of the vehicle, or the exhaust system of the vehicle.

As shown in fig. 2, by providing the first cross member 2 with the first protruding section protruding toward the second cross member 3, the main structure of the first cross member 2 approximates to an arc shape, so that the space occupied by the sub-frame 100 for arranging components such as a power battery is reduced in the length direction of the vehicle, thereby facilitating the vehicle to provide a larger volume of the power battery, and further facilitating the increase of the range of the vehicle. By providing the second cross member 3 with the second projecting section projecting toward the first cross member 2, so that the main structure of the second cross member 3 approximates an arc shape, the sub-frame 100 occupies a trunk space or a spare tire space of the vehicle in the longitudinal direction of the vehicle, so that the vehicle has a larger trunk space, the vehicle has a space for disposing a spare tire, or the vehicle has a space for disposing an exhaust system. Therefore, according to the auxiliary frame 100 of the embodiment of the utility model, the auxiliary frame 100 is compact in structure, and the auxiliary frame 100 has a small volume, so that the space occupied by the auxiliary frame 100 on the bottom of the vehicle body can be effectively reduced, the arrangement of the space on the bottom of the vehicle body is facilitated, and the use feeling of a user is improved.

Therefore, according to the auxiliary frame 100 of the present utility model, the auxiliary frame 100 has a simple and compact structure and a small volume, so that when the auxiliary frame 100 is fixedly assembled to a vehicle, the space occupied by the auxiliary frame 100 in the vehicle bottom can be effectively reduced, the arrangement of the space in the vehicle bottom is facilitated, and the overall weight of the auxiliary frame 100 is effectively reduced due to the simple structure of the auxiliary frame 100, so that the effect of lightweight design of the auxiliary frame 100 is achieved, the auxiliary frame 100 is beneficial to the cruising of the vehicle, and the auxiliary frame 100 also has the advantage of low production and manufacturing costs.

In some embodiments of the present utility model, as shown in fig. 2 and 3, the first protruding section is formed at the middle of the first beam 2 and/or the second protruding section is formed at the middle of the second beam 3, which may be understood that the first protruding section is formed at the middle of the first beam 2 or the second protruding section is formed at the middle of the second beam 3, or the first protruding section is formed at the middle of the first beam 2 and the second protruding section is formed at the middle of the second beam 3.

As shown in fig. 1 to fig. 4, in some embodiments of the present disclosure, taking the example that the middle portion of the first beam 2 is formed with a first protruding section and the middle portion of the second beam 3 is formed with a second protruding section, along the first direction, the middle portion of the first beam 2 protrudes toward the second beam 3, and the middle portion of the second beam 3 protrudes toward the first beam 2, so that the main structures of the first beam 2 and the second beam 3 are similar to an arc shape, thereby realizing the effects of compact structure and small volume of the subframe 100, effectively reducing the space occupied by the subframe 100 on the bottom of the vehicle body, thereby facilitating the arrangement of the space on the bottom of the vehicle body, improving the use feeling of the user, and effectively reducing the overall weight of the subframe 100, so as to realize the effect of light-weight design of the subframe 100.

In addition, as shown in fig. 2, the first protruding section is arranged in the middle of the first cross beam 2, and the second protruding section is arranged in the middle of the second cross beam 3, so that the subframe 100 has better bending resistance and torsional rigidity, and the risk of deformation of the subframe 100 is reduced. And, it is advantageous to further reduce the space occupied by the sub-frame 100 in the first direction, and to facilitate the arrangement of the underbody space.

In some embodiments of the present utility model, as shown in fig. 4, the center point of the first beam 2 is vertically aligned with the center point of the second beam 3, which may also be understood that in the height direction of the subframe 100 (i.e., the Z direction shown in fig. 4, the Z direction is perpendicular to the X direction), the center point of the first beam 2 is vertically aligned with the center point of the second beam 3, and as shown in fig. 2 and 3, the center point of the first beam 2 is collinear with the center point of the second beam 3 along the first direction, so as to facilitate the lifting of the force transmission effect between the first beam 2 and the second beam 3, facilitate the dispersion of the acting forces acting on the first beam 2 and the second beam 3, so that the subframe 100 is stressed more uniformly, the subframe 100 has better bending resistance and torsional rigidity, and the risk of deformation of the subframe 100 is reduced.

In some embodiments of the present utility model, as shown in fig. 4, both ends of the first beam 2 and both ends of the second beam 3 are bent upward along the height direction of the subframe 100 in the second direction, so that the first beam 2 and the second beam 3 are conveniently fixed to the vehicle body in a matched manner, thereby achieving the effect of fixing the subframe 100 to the vehicle body in an assembled manner. And as shown in fig. 4, the regions of the first beam 2 bending upwards and the regions of the second beam 3 bending upwards are transitional and smooth, so that the risk of stress concentration of the first beam 2 and the second beam 3 is reduced, the subframe 100 has better bending resistance and torsional rigidity, the risk of deformation of the subframe 100 is reduced, the dynamic rigidity of the region of the subframe 100 for mounting the vehicle body can be improved, and the risk of separation of the subframe 100 and the vehicle body is reduced.

In some embodiments of the present utility model, as shown in fig. 1-4, the first beam 2 and the second beam 3 may be configured as an integral tube, so that the process of manufacturing the first beam 2 and the second beam 3 is feasible and low in cost, which is beneficial to reducing the manufacturing cost of the first beam 2 and the second beam 3. In some examples of the present utility model, the first beam 2 and the second beam 3 are each configured as a round tube, but the present utility model is not limited thereto, and the first beam 2 and/or the second beam 3 may be configured as a square tube or the like.

In some embodiments of the present utility model, as shown in fig. 1-5, the subframe 100 may further include: the second longitudinal beam 4, the second longitudinal beam 4 is connected between the first crossbeam 2 and the second crossbeam 3, and along the second direction, the second longitudinal beam 4 is located the first longitudinal beam 1 inboard, also can understand that in the first direction, the second longitudinal beam 4 is located the inboard of first crossbeam 2 and second crossbeam 3, in the second direction, the second longitudinal beam 4 is located the first longitudinal beam 1 inboard that two intervals set up, so that the second longitudinal beam 4 sets up in the middle part position of sub vehicle frame 100, make the second longitudinal beam 4 need not to occupy unnecessary space, realize compact structure of sub vehicle frame 100, the less effect of volume, effectively reduce the space that sub vehicle frame 100 occupy the automobile body bottom, be favorable to the arrangement in automobile body bottom space, and effectively reduce the overall weight of sub vehicle frame 100, in order to realize sub vehicle frame 100 lightweight design's effect.

And the second longitudinal beam 4 is connected between the first cross beam 2 and the second cross beam 3, so that the connection strength between the first cross beam 2 and the second cross beam 3 is improved, the acting force born by the auxiliary frame 100 is dispersed, the auxiliary frame 100 has better bending resistance and torsional rigidity, the risk of deformation of the auxiliary frame 100 is reduced, and the durability of the auxiliary frame 100 is improved.

In some embodiments of the present utility model, as shown in fig. 2, the second stringers 4 are plural, the plural second stringers 4 are sequentially arranged along the second direction, and the plural second stringers 4 are connected between the first cross member 2 and the second cross member 3, so as to further improve the connection strength between the first cross member 2 and the second cross member 3, and facilitate dispersing the acting force applied to the subframe 100, so that the subframe 100 has better bending and torsional stiffness, further reduce the risk of deformation of the subframe 100, and facilitate improving the durability of the subframe 100.

In some embodiments of the present utility model, as shown in fig. 2, the subframe 100 has two second stringers 4, where the two second stringers 4 are connected between the first cross member 2 and the second cross member 3, and in the second direction, the two second stringers 4 are disposed between the two first stringers 1 at intervals, so that the two second stringers 4 are disposed in a middle position of the subframe 100, and the second stringers 4 do not occupy an excessive space, so that the subframe 100 has the advantages of compact structure and small volume, effectively reducing the space occupied by the subframe 100 in the underbody, facilitating the arrangement of the underbody space, and simultaneously, the subframe 100 has better bending resistance and torsional rigidity, and reducing the risk of deformation of the subframe 100.

In some embodiments of the present utility model, as shown in fig. 2 and 5, the second longitudinal beam 4 is annular and has a first end 4a and a second end 4b opposite to each other, the first end 4a is fixedly connected with the first cross member 2, and the second end 4b is fixedly connected with the second cross member 3, so as to achieve the effect that the second longitudinal beam 4 is connected between the first cross member 2 and the second cross member 3, improve the connection strength between the first cross member 2 and the second cross member 3, and facilitate dispersing the acting force applied to the subframe 100, so that the subframe 100 has better bending and torsional stiffness, facilitate reducing the risk of deformation of the subframe 100, and facilitate improving the durability of the subframe 100.

As shown in fig. 5, the second longitudinal beam 4 may be configured as a beam body structure with an annular cross section, that is, the interior of the second longitudinal beam 4 is configured as a hollow structure, so that the mass of the second longitudinal beam 4 is smaller, which is beneficial to realizing the effect of light weight of the subframe 100. When the auxiliary frame 100 is placed in the direction shown in fig. 2, along the first direction, the first end 4a and the second end 4b of the second longitudinal beam 4 are opposite, the first end 4a is suitable for being matched and fixed with the outer surface of the first transverse beam 2, and the second end 4b is suitable for being matched and fixed with the outer surface of the second transverse beam 3, so that the effect that the second longitudinal beam 4 is fixedly connected between the first transverse beam 2 and the second transverse beam 3 is achieved, the auxiliary frame 100 has better bending resistance and torsional rigidity, the risk of deformation of the auxiliary frame 100 is reduced, and the durability of the auxiliary frame 100 is improved.

In some embodiments of the utility model, the first end 4a has a first turn-up and/or the second end 4b has a second turn-up, it being understood that the first end 4a has a first turn-up or the second end 4b has a second turn-up, or that the first end 4a has a first turn-up and the second end 4b has a second turn-up. The first flanging is used for being fixedly connected with the first cross beam 2, thereby increasing the contact area between the second longitudinal beam 4 and the first cross beam 2, improving the connection strength between the second longitudinal beam 4 and the first cross beam 2, the second flanging is used for being fixedly connected with the second cross beam 3, thereby increasing the contact area between the second longitudinal beam 4 and the second cross beam 3, improving the connection strength between the second longitudinal beam 4 and the second cross beam 3, so as to reduce the risk of stress concentration at the connection part of the second longitudinal beam 4 and the first cross beam 2 and the connection part of the second longitudinal beam 4 and the second cross beam 3, and further reduce the risk of separation of the second longitudinal beam 4 and the first cross beam 2 and the second cross beam 3.

In some embodiments of the present utility model, the first flange and/or the second flange may be configured as a welding edge, so as to achieve welding and fixing of the second longitudinal beam 4 between the first cross beam 2 and the second cross beam 3, and increase a welding area between the second longitudinal beam 4 and the first cross beam 2 and the second cross beam 3, so as to improve a connection strength between the second longitudinal beam 4 and the first cross beam 2 and the second cross beam 3, and reduce a risk of separation of the second longitudinal beam 4 from the first cross beam 2 and the second cross beam 3.

In some embodiments of the utility model, as shown in connection with fig. 2 and 5, the cross-sectional area of the second longitudinal beam 4 gradually decreases in the first direction from the first cross-beam 2 to the second cross-beam 3, wherein the cross-sectional area of the first end 4a is larger than the cross-sectional area of the second end 4b, such that the first end 4a is adapted to be in mating connection with the first cross-beam 2 and the second end 4b is adapted to be in mating connection with the second cross-beam 3, reducing the risk of the second longitudinal beam 4 being separated from the first and second cross-beams 2, 3.

As shown in fig. 2, in some embodiments of the present utility model, according to the stress conditions of the first beam 2 and the second beam 3, the first beam 2 and the second beam 3 adopt beam bodies with different sizes, so that the structure of the subframe 100 is more compact under the condition that the subframe 100 meets a certain rigidity, and meanwhile, the effect of lightweight design of the subframe 100 is facilitated.

As shown in fig. 2, in some embodiments of the present utility model, the cross-sectional area of the first cross beam 2 is larger than that of the second cross beam 3, and by setting the cross-sectional area of the second longitudinal beam 4 to gradually decrease, so that the second longitudinal beam 4 is suitable for being connected with the first cross beam 2 and the second cross beam 3 in a matching way, the second longitudinal beam 4 better transmits acting force between the first cross beam 2 and the second cross beam 3, and the risk of stress concentration at the connection part of the second longitudinal beam 4 and the first cross beam 2 and the connection part of the second longitudinal beam 4 and the second cross beam 3 is reduced, thereby preventing the connection part of the second longitudinal beam 4 and the first cross beam 2 and the connection part of the second longitudinal beam 4 and the second cross beam 3 from cracking and further reducing the risk of separation of the second longitudinal beam 4 and the first cross beam 2 and the second cross beam 3.

As shown in fig. 5, in some embodiments of the present utility model, the second stringers 4 may include: the first beam plate 41 and the second beam plate 42, the first beam plate 41 and the second beam plate 42 are connected to form the annular second longitudinal beam 4, and the effect that the second longitudinal beam 4 is constructed as a split structure is achieved. As shown in fig. 5, in some embodiments of the present utility model, the first beam plate 41 and the second beam plate 42 form the second side member 4 by means of a lap fit,

As shown in fig. 5, the first beam plate 41 and the second beam plate 42 may be configured as arc plate structures, and the first beam plate 41 and the second beam plate 42 may be both stamped into arc plate structures by sheet metal parts, so that when the first beam plate 41 and the second beam plate 42 are fixedly matched to form the second longitudinal beam 4, the second longitudinal beam 4 is configured as a beam structure with an annular cross section, so that the second longitudinal beam 4 is internally configured as a hollow structure, and the mass of the second longitudinal beam 4 is smaller, thereby being beneficial to realizing the effect of light weight of the auxiliary frame 100.

In some embodiments of the present utility model, taking the example that the first beam plate 41 and the second beam plate 42 are punched by sheet metal parts, the process of manufacturing the first beam plate 41 and the second beam plate 42 is feasible and low in cost, which is beneficial to reducing the manufacturing cost of the second longitudinal beam 4.

As shown in fig. 5, when the second longitudinal beam 4 is placed in the direction of fig. 5, the first beam-plate body 41 is connected to the upper end of the second beam-plate body 42, and the outer surface of the first beam-plate body 41 is adapted to abut against the inner surface of the second beam-plate body 42, so as to achieve the effect of overlapping fit between the first beam-plate body 41 and the second beam-plate body 42. In addition, the second longitudinal beam 4 according to the embodiment of the present utility model has a split structure, and by adjusting the overlapping manner of the first beam plate 41 and the second beam plate 42, the effect that the cross-sectional area of the second longitudinal beam 4 is gradually reduced can be achieved. Therefore, the second longitudinal beam 4 has a simple structure, and the overlapping mode of the first beam plate body 41 and the second beam plate body 42 is adjusted, so that when the second longitudinal beam 4 is connected between the first transverse beam 2 and the second transverse beam 3, the first end 4a is suitable for being in matched connection with the first transverse beam 2, and the second end 4b is suitable for being in matched connection with the second transverse beam 3, thereby being beneficial to reducing the risk of separating the second longitudinal beam 4 from the first transverse beam 2 and the second transverse beam 3.

In some embodiments of the present utility model, as shown in fig. 5, after the first beam-slab 41 is in overlap fit with the second beam-slab 42, a welding device may be used to weld the overlap joint between the first beam-slab 41 and the second beam-slab 42, so as to achieve the fixed fit between the first beam-slab 41 and the second beam-slab 42 to form the second longitudinal beam 4.

In other embodiments of the present utility model, after the first beam plate 41 is in overlap fit with the second beam plate 42, bolts may be used to connect the overlap joint of the first beam plate 41 and the second beam plate 42, so as to achieve the fixed fit between the first beam plate 41 and the second beam plate 42 to form the second longitudinal beam 4.

In some embodiments of the present utility model, as shown in fig. 1, at least one end of the first longitudinal beam 1 has an assembly notch 1a, where the assembly notch 1a is assembled with the corresponding first cross beam 2 or second cross beam 3, so as to improve the degree of matching between the first longitudinal beam 1 and the first cross beam 2 or second cross beam 3, and facilitate increasing the contact area between the first longitudinal beam 1 and the first cross beam 2 or second cross beam 3. As shown in the figures, in some embodiments of the present utility model, two ends of the first longitudinal beam 1 are provided with assembly notches 1a, the assembly notch 1a at one end of the first longitudinal beam 1 is assembled with the first longitudinal beam 1 in a matched manner, and the assembly notch 1a at the other end of the first longitudinal beam 1 is assembled with the second transverse beam 3 in a matched manner, so that the contact area between the first longitudinal beam 1 and the first transverse beam 2 and the second transverse beam 3 is increased.

In some embodiments of the present utility model, as shown in fig. 1, after the first longitudinal beam 1 is matched with the first cross beam 2 and the second cross beam 3, a welding device may be used to weld the matching position of the assembly notch 1a and the first beam plate 41, and weld the matching position of the assembly notch 1a and the second beam plate 42, so as to achieve the effect of welding and fixing the first longitudinal beam 1 to the first beam plate 41 and the second beam plate 42, and compared with the prior art, by providing the assembly notch 1a on the first longitudinal beam 1, the matching degree of the first longitudinal beam 1 and the first beam plate 41 and the second beam plate 42 is facilitated to be improved, and the welding length of the first longitudinal beam 1 and the first beam plate 41 and the second beam plate 42 is facilitated to be increased, so that the working stress of the welding area is reduced, the connection reliability of the first longitudinal beam 1 and the first beam plate 41 and the second beam plate 42 is facilitated to be reduced, and the risk of separating the first longitudinal beam 1 and the first beam plate 41 and the second beam plate 42 is facilitated to be reduced.

In some embodiments of the utility model, as shown in fig. 1-3, the first longitudinal beam 1 is located above the first transverse beam 2 and above the second transverse beam 3, and/or the first longitudinal beam 1 is located below the first transverse beam 2 and below the second transverse beam 3. It may be understood that both ends of the first longitudinal beam 1 are located above or below the first transverse beam 2, both ends of the first longitudinal beam 1 are located above or below the second transverse beam 3, or one end of the first longitudinal beam 1 is located above the first transverse beam 2, the other end of the first longitudinal beam 1 is located below the second transverse beam 3, or one end of the first longitudinal beam 1 is located above the second transverse beam 3, and the other end of the first longitudinal beam 1 is located below the first transverse beam 2.

As shown in fig. 1-3, in some embodiments of the present utility model, the first longitudinal beam 1 is located above the first transverse beam 2 and above the second transverse beam 3, and an assembly notch 1a is formed on a side of the first longitudinal beam 1 facing the first transverse beam 2 and the second transverse beam 3, so that when the first longitudinal beam 1 is connected with the first transverse beam 2 and the second transverse beam 3, the assembly notch 1a formed on the first longitudinal beam 1 is suitable for being matched with the first transverse beam 2 and the second transverse beam 3, thereby increasing the contact area between the first longitudinal beam 1 and the first transverse beam 2 and the second transverse beam 3, being beneficial to increasing the weld length between the first longitudinal beam 1 and the first beam plate 41 and the second beam plate 42, reducing the working stress of the weld area, improving the connection reliability between the first longitudinal beam 1 and the first beam plate 41 and the second beam plate 42, and being beneficial to reducing the risk of separating the first longitudinal beam 1 from the first beam plate 41 and the second beam plate 42.

In some embodiments of the present utility model, as shown in fig. 1-4, the subframe 100 may further include: the upper swing arm bracket 5 and/or the toe-in arm bracket 6 and/or the lower swing arm bracket 7 can also be understood as: the subframe 100 may further include at least one of an upper swing arm bracket 5, a front restraint arm bracket 6, and a lower swing arm bracket 7. As shown in fig. 1-4, in some embodiments of the present utility model, a subframe 100 is illustrated as including an upper swing arm bracket 5, a toe-in arm bracket 6, and a lower swing arm bracket 7.

In some embodiments of the present utility model, as shown in fig. 1 to 4, the upper swing arm bracket 5 is fixedly connected with the first cross beam 2 and the first longitudinal beam 1, so as to improve the connection reliability of the upper swing arm bracket 5 and reduce the risk of separating the upper swing arm bracket 5 from the first cross beam 2 and the first longitudinal beam 1. The upper swing arm bracket 5 is used for assembling an upper swing arm of a vehicle suspension system, thereby facilitating the assembly of the upper swing arm to the sub-frame 100 and thus facilitating the assembly of the suspension system to the vehicle.

The upper swing arm support 5 can be made by stamping a sheet metal part, so that the process feasibility of manufacturing the upper swing arm support 5 is high, the cost is low, and the manufacturing cost of the upper swing arm support 5 is reduced.

Through setting up swing arm support 5 and first crossbeam 2, the equal fixed connection of first longeron 1, promote the connection reliability of swing arm support 5, and be favorable to dispersing the effort of swing arm on acting on swing arm support 5, reduce the risk that stress concentration appears in the junction of swing arm support 5 and first crossbeam 2, first longeron 1 for sub vehicle frame 100 has better bending resistance, torsional rigidity, reduces sub vehicle frame 100 and warp the risk, and then promotes sub vehicle frame 100's durability.

In some embodiments of the present utility model, as shown in fig. 1, the upper swing arm bracket 5 may have two first assembly holes 51 disposed opposite to each other, and the two first assembly holes 51 are disposed coaxially, so as to facilitate the assembly of the upper swing arm to the upper swing arm bracket 5 and improve the assembly accuracy of the upper swing arm and the upper swing arm bracket 5, which is beneficial to reduce the risk of interference between the upper swing arm and the upper swing arm bracket 5.

The upper swing arm is provided with a first matching part, the first matching part is matched and assembled with the first assembling hole 51, and when the upper swing arm is assembled on the upper swing arm bracket 5, the first matching part is suitable for penetrating through the first assembling hole 51, so that the effect of matched and assembled between the upper swing arm and the upper swing arm bracket 5 is realized.

In some embodiments of the present utility model, as shown in fig. 1, the upper swing arm bracket 5 may have a boss 52, and the first assembly hole 51 is provided on the boss 52, so as to facilitate increasing local rigidity at the first assembly hole 51, to reduce risk of deformation of the first assembly hole 51 when the upper swing arm is assembled with the upper swing arm bracket 5, so as to increase assembly coordination degree of the upper swing arm and the upper swing arm bracket 5, and to reduce risk of interference of the upper swing arm and the upper swing arm bracket 5.

In some embodiments of the present utility model, as shown in fig. 1, 3 and 4, the forearm support 6 is fixedly connected to both the first beam 2 and the upper swing arm support 5, so as to improve connection reliability of the forearm support 6 and reduce risk of separation of the forearm support 6 from the first beam 2 and the upper swing arm support 5. The toe-in bracket 6 is used to mount a toe-in of a vehicle suspension system, thereby facilitating mounting of the toe-in to the subframe 100 and thus facilitating mounting of the suspension system to the vehicle.

Through setting up the equal fixed connection of preceding restraint arm support 6 and first crossbeam 2, last swing arm support 5, promote the connection reliability of preceding restraint arm support 6, and be favorable to dispersing the effort that the preceding restraint arm acted on preceding restraint arm support 6, reduce the risk that stress concentration appears in the junction of preceding restraint arm support 6 and first crossbeam 2, last swing arm support 5 for sub vehicle frame 100 has better bending resistance, torsional rigidity, reduces sub vehicle frame 100 and warp risk, and then promotes sub vehicle frame 100's durability.

In some embodiments of the present utility model, as shown in fig. 1-4, the forearm support 6 may include: the first bracket body 61 and the second bracket body 62 cooperate to form the forearm bracket 6, thereby realizing the effect that the forearm bracket 6 is of a split type structure. By arranging the forearm support bracket 6 in a split structure, the first bracket body 61 and the second bracket body 62 can be stamped and manufactured by sheet metal parts, so that the manufacturing process of the forearm support bracket 6 has higher feasibility and lower cost, and is beneficial to reducing the manufacturing cost of the forearm support bracket 6.

In some embodiments of the present utility model, as shown in fig. 1-4, the forearm support 6 may have two second mounting holes 63 disposed opposite each other, and the two second mounting holes 63 are disposed coaxially, so as to facilitate the assembly of the forearm to the upper swing arm support 5, which is advantageous in reducing the risk of the forearm interfering with the forearm support 6. And, through setting up the forearm support 6 to split type structure, the process feasibility of manufacturing the forearm support 6 is higher, is favorable to guaranteeing the axiality of two second mounting holes 63 to be favorable to promoting the assembly precision of forearm and forearm support 6, further reduce the risk that the forearm interfered with the forearm support 6.

In some embodiments of the present utility model, as shown in fig. 1 to 4, the upper swing arm bracket 5 may further have at least one third flange 53, the first bracket body 61 may have a fourth flange 61a, the at least one third flange 53 is fixedly connected to the first beam 2, and the at least one third flange 53 is adapted to be fixedly connected to the fourth flange 61a, thereby achieving the effect of fixedly connecting the upper swing arm bracket 5 to the first beam 2 and the effect of fixedly connecting the upper swing arm bracket 5 to the forearm bracket 6. The at least one third flange 53 is also adapted to be fixedly connected with the first longitudinal beam 1, so that the effect of fixedly connecting the upper swing arm bracket 5 with the first longitudinal beam 1 is achieved.

The third flange 53 and the fourth flange 61a may be configured as welding edges, so as to achieve the effect of welding the upper swing arm bracket 5 and the first bracket body 61 together, and increase the welding area of the upper swing arm bracket 5 and the first bracket body 61, thereby improving the connection strength between the upper swing arm bracket 5 and the first bracket body 61 and reducing the risk of separating the upper swing arm bracket 5 from the first bracket body 61.

In some embodiments of the present utility model, as shown in fig. 1 to 4, the second bracket body 62 may have a fifth flange 62a, where the fifth flange 62a is adapted to be fixedly connected to the fourth flange 61a, and the fourth flange 61a is fixedly connected to the fifth flange 62a, so as to achieve the effect of fixedly connecting the first bracket body 61 and the second bracket body 62, and further achieve the effect of fixedly matching the first bracket body 61 and the second bracket body 62 to form the forearm bracket 6.

The fifth flange 62a may be configured as a welding edge, to achieve the effect of welding the first bracket body 61 and the second bracket body 62 together, and to increase the welding area of the first bracket body 61 and the second bracket body 62, thereby improving the connection strength of the first bracket body 61 and the second bracket body 62 and reducing the risk of separation of the first bracket body 61 and the second bracket body 62.

In some embodiments of the present utility model, as shown in fig. 1, the upper swing arm bracket 5 may further have a first lightening hole 54, and the first lightening hole 54 may be plural, so as to facilitate reducing the mass of the upper swing arm bracket 5, and further facilitate achieving the effect of lightweight design of the subframe 100.

In some embodiments of the present utility model, as shown in fig. 4, the forearm support stand 6 may further have a second lightening hole 64, where the second lightening hole 64 may be provided on the first stand body 61 and/or the second stand body 62, and it may also be understood that the second lightening hole 64 is provided on the first stand body 61 or the second stand body 62, or the first stand body 61 and the second stand body 62 are both provided with the second lightening hole 64, and in some embodiments of the present utility model, the first stand body 61 and the second stand body 62 are both provided with the second lightening hole 64, which is beneficial to reduce the mass of the forearm support 6, and further achieve the effect of lightweight design of the subframe 100.

In some embodiments of the present utility model, as shown in fig. 3 and 4, the lower swing arm bracket 7 has a first bracket body 71 and a second bracket body 72, so that the lower swing arm bracket 7 is in a split structure, the first bracket body 71 and the second bracket body 72 are respectively fixedly arranged on the first cross beam 2 and the second cross beam 3, and the first bracket body 71 is also fixedly connected with the second longitudinal beam 4, and the lower swing arm bracket 7 is used for assembling a lower swing arm of a vehicle suspension system, thereby facilitating the assembly of the lower swing arm to the subframe 100, and further facilitating the assembly of the suspension system to the vehicle.

Through setting up first support main part 71 and second support main part 72 and setting firmly respectively in first crossbeam 2 and second crossbeam 3 to make the effort that lower swing arm acted on first support main part 71 and second support main part 72, through first support main part 71 and second support main part 72, the effort that will lower the swing arm acted on first crossbeam 2 and second crossbeam 3 respectively, thereby be favorable to the dispersion of effort, reduce the risk that first support main part 71 and second support main part 72 appear stress concentration, so that first support main part 71 and second support main part 72 can satisfy local rigidity requirement under the prerequisite that need not to arrange unnecessary additional strengthening, so that the simple structure of first support main part 71 and second support main part 72.

In some embodiments of the present utility model, as shown in fig. 4, the lower swing arm bracket 7 may have two oppositely disposed third assembly holes 73, one of the two third assembly holes 73 is disposed on the first bracket body 71, the other of the two third assembly holes 73 is disposed on the second bracket body 72, and the two third assembly holes 73 are coaxially disposed, and by disposing the lower swing arm bracket 7 as a split structure, the process feasibility of manufacturing the first bracket body 71 and the second bracket body 72 is high, which is beneficial to ensuring the coaxiality of the two third assembly holes 73, thereby being beneficial to improving the assembly precision of the lower swing arm and the lower swing arm bracket 7, and further reducing the risk of interference of the lower swing arm and the lower swing arm bracket 7.

In some embodiments of the present utility model, as shown in fig. 4, the lower swing arm bracket 7 may further have a third lightening hole 74, where the third lightening hole 74 may be provided on the first bracket body 71 and/or the second bracket body 72, or it may be understood that the third lightening hole 74 is provided on the first bracket body 71 or the second bracket body 72, or the first bracket body 71 and the second bracket body 72 are both provided with the third lightening hole 74, and in some embodiments of the present utility model, taking the first bracket body 71 and the second bracket body 72 are both provided with the third lightening hole 74 as an example, which is beneficial to reduce the mass of the lower swing arm bracket 7, and further achieve the effect of lightweight design of the subframe 100.

In some embodiments of the present utility model, as shown in fig. 4, the subframe 100 may further include: a plurality of sleeves 8, the plurality of sleeves 8 being provided to the first beam 2 and the second beam 3. On the first cross member 2, two adjacent sleeves 8 are provided at both ends of the first cross member 2 in the second direction, and on the second cross member 3, two adjacent sleeves 8 are provided at both ends of the second cross member 3 in the second direction. The sleeve 8 is used for assembling a bushing, the bushing penetrates through the sleeve 8 and is fixedly connected with the sleeve 8, the bushing is suitable for being fixedly connected with a vehicle body, and the effect that the auxiliary frame 100 is fixedly assembled on the vehicle body is achieved through the bushing connection between the vehicle body and the sleeve 8.

In some embodiments of the present utility model, as shown in fig. 4, the subframe 100 may further include: the sleeve reinforcement plate 81, the sleeve reinforcement plate 81 being connected between the sleeve 8 and the first cross member 2, and/or the sleeve reinforcement plate 81 being connected between the sleeve 8 and the second cross member 3. It is also understood that the sleeve reinforcing plate 81 is connected between the sleeve 8 and the first beam 2, or the sleeve reinforcing plate 81 is connected between the sleeve 8 and the second beam 3, or the sleeve reinforcing plate 81 is connected between the sleeve 8 and the first beam 2, or between the sleeve 8 and the second beam 3.

In some embodiments of the present utility model, illustrated by the connection of the sleeve reinforcement plate 81 between the sleeve 8 and the second beam 3, the sleeve reinforcement plate 81 is connected between the sleeve 8 and the second beam 3, which is advantageous for improving the local stiffness between the sleeve 8 and the second beam 3, reducing the risk of stress concentration between the sleeve 8 and the second beam 3, and thus reducing the risk of separation of the sleeve 8 from the second beam 3.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the subframe 100 may further include: the stabilizer bar brackets 9, the stabilizer bar brackets 9 are arranged on the second longitudinal beam 4, and two connected stabilizer bar brackets 9 are arranged at intervals along the second direction. The stabilizer bar bracket 9 is used to assemble a stabilizer bar of a suspension system of a vehicle, thereby facilitating assembly of the stabilizer bar to the sub-frame 100 and thus facilitating assembly of the suspension system to the vehicle.

In some embodiments of the present utility model, as shown in fig. 1-5, the first longitudinal beam 1, the first transverse beam 2, the second transverse beam 3, the second longitudinal beam 4, the upper swing arm support 5, the front beam arm support 6, the lower swing arm support 7, the sleeve 8, the sleeve reinforcing plate 81 and the stabilizer bar support 9 in the subframe 100 may be made of metal materials, for example, cold-formed hot-rolled automobile structural steel plates with standards of QStE500TM, QStE420TM and the like may be adopted, in some embodiments of the present utility model, the cold-formed hot-rolled automobile structural steel plates with standards of QStE500TM are selected as examples, and the cold-formed hot-rolled automobile structural steel plates with standards of QStE500TM have better yield strength, and yield strength is greater than 500Mpa, so that the subframe 100 has better structural strength, bending resistance and torsional rigidity, which is beneficial for reducing the risk of deformation of the subframe 100, and less materials are required for the subframe 100 and beneficial for realizing the lightweight design of the subframe 100 when meeting the requirements of a certain design standard as compared with other materials.

According to the vehicle of the embodiment of the utility model, the vehicle includes the sub-frame 100 of the above embodiment. Other configurations of the vehicle, such as chassis, transmission, etc., are well known to those skilled in the art and will not be described in detail herein.

In the description of the present specification, a description referring to terms "one embodiment," "some 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 utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.

While embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, 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 utility model.

Claims (11)

1. A subframe for a vehicle, comprising:

a first stringer;

the first longitudinal beam is arranged close to the end part of the auxiliary frame, the first transverse beam is provided with a first protruding section protruding towards the second transverse beam and/or the second transverse beam is provided with a second protruding section protruding towards the first transverse beam, the first longitudinal beam is connected between the first transverse beam and the second transverse beam and is arranged along the second direction of the auxiliary frame, and the first longitudinal beam is arranged close to the end part of the auxiliary frame and is provided with a second protruding section protruding towards the first transverse beam.

2. The subframe of claim 1 wherein the first cross member is formed with the first protruding section in a middle portion thereof and/or the second cross member is formed with the second protruding section in a middle portion thereof.

3. The subframe of a vehicle according to claim 1 or 2, characterized by further comprising: the second longitudinal beam is connected between the first transverse beam and the second transverse beam, and is located on the inner side of the first longitudinal beam along the second direction.

4. A subframe of a vehicle according to claim 3, wherein the second longitudinal members are plural, and the plural second longitudinal members are arranged in the second direction in order.

5. A subframe of a vehicle according to claim 3, wherein the second longitudinal beam is annular and has opposite first and second ends, the first end being fixedly connected to the first cross member and the second end being fixedly connected to the second cross member.

6. The subframe of claim 5 wherein said first end has a first flange for fixedly connecting to said first cross member and/or said second end has a second flange for fixedly connecting to said second cross member.

7. The subframe of claim 5 wherein said second longitudinal member has a cross-sectional area that decreases progressively in said first direction from said first cross member to said second cross member.

8. The subframe of claim 5 wherein said second rail comprises a first beam panel and a second beam panel, said first and second beam panels being connected to form said second rail in the shape of a ring.

9. The subframe of a vehicle according to claim 1 or 2, wherein the first longitudinal beam is located above the first cross member and above the second cross member; and/or

The first longitudinal beam is positioned below the first transverse beam and below the second transverse beam.

10. A subframe for a vehicle according to claim 3, further comprising: the upper swing arm support is fixedly connected with the first cross beam and the first longitudinal beam; and/or

The front beam arm support is fixedly connected with the first cross beam and the upper swing arm support; and/or

The lower swing arm support, lower swing arm support has first support main part and second support main part, first support main part with the second support main part set firmly respectively in first crossbeam with the second crossbeam, just first support main part still with second longeron fixed connection.

11. A vehicle, characterized by comprising a subframe of a vehicle according to any one of claims 1-10.