CN220615950U - Auxiliary frame cross beam and vehicle - Google Patents

Abstract

The utility model discloses an auxiliary frame beam and a vehicle, wherein at least three first arc sections are formed on the upper side of the auxiliary frame beam, the at least three first arc sections are sequentially connected in the left-right direction, the first arc sections positioned in the middle are of an arch-shaped protruding structure in the up-down direction, the first arc sections positioned at two ends are of arch-shaped pit structures, a second arc section is formed on the lower side of the auxiliary frame beam, and the second arc sections are of arch-shaped protruding structures in the up-down direction from the left end and the right end of the auxiliary frame beam to the middle. Through carrying out shape structural design to the sub vehicle frame crossbeam, can effectively strengthen the intensity of sub vehicle frame crossbeam, reduce the impact energy that vibration transmitted to this position.

Description

Auxiliary frame cross beam and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a sub-frame cross beam and a vehicle.

Background

The sheet metal of the auxiliary frame of the automobile tends to be light in weight, parameters such as the thickness of the pipe wall of the longitudinal beam and the cross section of the auxiliary frame, the size of the pipe wall of the cross beam, and the like are continuously reduced, the structure is weaker, when the automobile runs on a bad road, impact energy generated by concave-convex road surfaces on tires is transmitted to the auxiliary frame through a suspension, and then the auxiliary frame mounting points excite the automobile body to impact and vibrate, so that riding comfort of people on the automobile is affected.

In the related art, the following means are generally adopted: 1. the structural rigidity of the tire is reduced, and the vibration damping capacity of the tire is improved; 2. the rigidity of the bushing of the suspension and the auxiliary frame is reduced, and the vibration transmission attenuation capacity of the suspension and the auxiliary frame is improved; 3. the structural strength of mounting points of the suspension bush and the auxiliary frame bush is improved, and the energy transmission sensitivity is reduced; 4. the frame structure strength and the mounting point position strength of the auxiliary frame are improved, and the energy transmission sensitivity is reduced. However, the first solution causes a decrease in the operational stability and also the service life of the tyre; the second approach may lead to a decrease in operational stability; the third and fourth solutions increase weight and have a greater impact on vehicle weight and cost.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides the auxiliary frame cross beam, which is designed in shape, so that adverse effects caused by the means can be avoided, the strength of the auxiliary frame cross beam can be effectively enhanced, and the impact energy transmitted to the position can be reduced.

The utility model further proposes a vehicle.

According to the auxiliary frame cross beam of the embodiment of the first aspect of the utility model, at least three first arc-shaped sections are formed on the upper side of the auxiliary frame cross beam, the at least three first arc-shaped sections are sequentially connected in the left-right direction, the first arc-shaped sections positioned in the middle are of an arch-shaped protruding structure in the up-down direction, the first arc-shaped sections positioned at two ends are of arch-shaped pit structures, a second arc-shaped section is formed on the lower side of the auxiliary frame cross beam, and the second arc-shaped sections are of an arch-shaped protruding structure in the up-down direction from the left end and the right end of the auxiliary frame cross beam to the middle.

According to the auxiliary frame cross beam disclosed by the embodiment of the utility model, at least three first arc sections are formed on the upper side of the auxiliary frame cross beam, and one second arc section is formed on the lower side of the auxiliary frame cross beam, so that the first arc sections and the second arc sections are in an arch structure, the structural strength of the upper side of the auxiliary frame cross beam can be improved, the supporting strength of the lower side of the auxiliary frame cross beam can be improved by utilizing the characteristics of high arch structure strength, high stability and good supporting property, and meanwhile, the connecting area between the auxiliary frame cross beam and a longitudinal beam and a suspension connecting rod mounting frame can be improved by adopting the structural design, so that the structural strength of two sides is improved, and the impact energy transmitted to the position is reduced.

According to some embodiments of the utility model, the number of the first arc segments is three, and the first arc segments at two ends are symmetrically arranged about a median vertical plane of the first arc segment at the middle.

According to some embodiments of the utility model, a circular sleeve penetrating the subframe cross member in the front-rear direction is provided in the middle of the subframe cross member; and pits are respectively arranged on two sides of the auxiliary frame cross beam in the front-rear direction, the pits are respectively distributed on two sides of the circular sleeve, and one side of the pit adjacent to the circular sleeve is connected with the periphery of the circular sleeve.

According to some embodiments of the utility model, the pit comprises: a first dimple located on one side of the sub-frame rail in the front-rear direction, the first dimple extending from a side that engages the circular sleeve to a side that is away from the circular sleeve to form a semi-elliptical structure; the second pit is positioned on the other side of the auxiliary frame cross beam, extends from one side connected with the circular sleeve to the direction away from one side of the circular sleeve, and downwards extends from the middle of the lower side of the second pit to form a T-shaped structure.

According to some embodiments of the utility model, in the front-rear direction, a protrusion is arranged on one side of the auxiliary frame cross beam and a lightening hole is arranged on the other side of the auxiliary frame cross beam, wherein the protrusion is in a triangular structure, the protrusions are distributed on one side of the pit far from the circular sleeve and are spaced from the pit, and the lightening holes are distributed on one side of the pit far from the circular sleeve and are spaced from the pit.

According to some embodiments of the utility model, the two ends of the auxiliary frame beam along the left-right direction are provided with connecting parts, and the connecting parts are gradually expanded from one end to the other end of the auxiliary frame beam.

According to some embodiments of the utility model, a boss is provided at a middle part of the connecting part along the front-rear direction, and the boss extends along the left-right direction and has an arch structure.

According to some embodiments of the present utility model, four link mounting frames are disposed on one side of the subframe beam in the front-rear direction, each two link mounting frames are arranged side by side up and down, a group of link mounting frames are respectively disposed on two ends of the subframe beam in the left-right direction, each link mounting frame is provided with a mounting point, and the periphery of each mounting point is concavely disposed relative to the surface of the link mounting frame.

According to some embodiments of the utility model, in a projected shape of the subframe cross member on the lower surface of the vehicle, a plurality of third arc-shaped sections are formed on both side edges of the subframe cross member in the front-rear direction, respectively, and the plurality of third arc-shaped sections located on each side edge are sequentially connected in the left-right direction to form an S-shaped structure.

According to an embodiment of the second aspect of the present utility model, a vehicle includes: a subframe, the subframe comprising: the longitudinal beam and the auxiliary frame cross beam are arranged on two opposite sides of the auxiliary frame cross beam along the left-right direction.

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

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

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

FIG. 6 is a front view of a subframe rail according to an embodiment of the utility model;

FIG. 7 is a rear view of a sub-frame rail according to an embodiment of the utility model;

FIG. 8 is a top view of a sub-frame rail according to an embodiment of the utility model;

FIG. 9 is a bottom view of a subframe rail according to an embodiment of the utility model;

fig. 10 is a perspective view of a subframe rail according to an embodiment of the utility model.

Reference numerals:

100. a subframe cross member; 1. a first arcuate segment; 2. a second arcuate segment; 3. a circular sleeve; 41. a first pit; 42. a second pit; 5. a protrusion; 6. a lightening hole; 7. a connection part; 8. a boss; 9. a connecting rod mounting rack; 10. a third arcuate segment;

200. a longitudinal beam; 201. and a third pit.

Detailed Description

Embodiments of the present utility model will be described in detail below, by way of example with reference to the accompanying drawings.

A subframe rail according to an embodiment of the present utility model is described below with reference to fig. 1-10, the subframe rail being provided on a subframe.

In order to optimize the impact of bad road impact energy on occupants of a vehicle, the following means are generally employed: 1. the structural rigidity of the tire is reduced, and the vibration damping capacity of the tire is improved; 2. the rigidity of the bushing of the suspension and the auxiliary frame is reduced, and the vibration transmission attenuation capacity of the suspension and the auxiliary frame is improved; 3. the structural strength of mounting points of the suspension bush and the auxiliary frame bush is improved, and the energy transmission sensitivity is reduced; 4. the frame structure strength and the mounting point position strength of the auxiliary frame are improved, and the energy transmission sensitivity is reduced. However, the first solution described above leads to a reduced operational stability and to an affected service life of the tyre; the second approach leads to a decrease in operational stability by simply decreasing stiffness; the third and fourth solutions can result in an increase in weight, which has a greater impact on the overall weight and cost of the vehicle.

Therefore, the utility model provides a sub-frame cross beam for solving the technical problems.

As shown in fig. 1, 4, 6 and 7, at least three first arc segments 1 are formed on the upper side of the subframe beam 100, in the left-right direction, at least three first arc segments 1 are sequentially connected, in the up-down direction, the first arc segment 1 in the middle is in an arch-shaped protruding structure, the first arc segments 1 at two ends are in an arch-shaped pit structure, in the up-down direction, the second arc segment 2 is formed on the lower side of the subframe beam 100, and in the direction from the left-right ends of the subframe beam 100 to the middle, the second arc segment 2 is in an arch-shaped protruding structure.

At least three first arc segments 1 are formed on the upper side of the sub-frame rail 100 as viewed from the front or rear surface of the vehicle, and one second arc segment 2 is formed on the lower side of the sub-frame rail 100, so that the upper and lower sides of the sub-frame rail 100 have different structures.

Specifically, in the left-right direction, at least three first arc sections 1 are connected in order, in the upper and lower direction, the first arc section 1 that is located the centre is arch protruding structure, and the first arc section 1 that is located both ends is arch pit structure, utilizes the great characteristics of arch structural strength, can promote the structural strength of sub vehicle frame crossbeam 100 upside.

In the up-down direction, the second arc section 2 is in an arch-shaped protruding structure from the left end and the right end of the auxiliary frame beam 100 to the middle, and the characteristics of high arch-shaped structure strength, high stability and good support property are utilized, so that the support strength of the lower side of the auxiliary frame beam 100 can be increased, and meanwhile, the structural design can also improve the connection area between the auxiliary frame beam 100 and the auxiliary frame longitudinal beam 200 as well as between the auxiliary frame beam and the suspension connecting rod mounting frame 9, thereby improving the structural strength of two sides and reducing the impact energy transmitted to the position.

Compared with the prior art that bad road impact energy is optimized to influence passengers on a vehicle, the shape and structure design is carried out on the auxiliary frame cross beam 100, so that adverse effects caused by the prior art are avoided, the structural strength of the auxiliary frame cross beam 100 is effectively improved, and the connection strength with the auxiliary frame cross beam 200 is improved, so that vibration is transmitted to the auxiliary frame cross beam 100, vibration of the auxiliary frame cross beam 100 can be reduced, the sensitivity of vibration transmission is reduced, energy transmitted by vibration noise is effectively attenuated, the purpose of reducing vibration noise in the vehicle is achieved, and riding comfort of a user is improved.

The vertical direction refers to the height direction (Z-axis direction) of the vehicle, the horizontal direction refers to the width direction (Y-axis direction) of the vehicle, and the front-rear direction refers to the longitudinal direction (X-axis direction) of the vehicle.

And, the side surface of the vehicle refers to the XZ plane of the vehicle in the three-axis coordinate system, the front/rear surface of the vehicle refers to the YZ plane of the vehicle in the three-axis coordinate system, wherein the front surface is seen from front to back, the rear surface is seen from back to front, the lower/upper surface of the vehicle refers to the XY plane of the vehicle in the three-axis coordinate system, wherein the lower surface is seen from bottom to top, and the upper surface is seen from top to bottom.

From this, be formed with at least three first arc section 1 in the upside of sub vehicle frame crossbeam 100, the downside of sub vehicle frame crossbeam 100 is formed with a second arc section 2 for first arc section 1 and second arc section 2 all are the arch structure, utilize arch structural strength big, stability is high, the good characteristics of supportability, both can promote the structural strength of sub vehicle frame crossbeam 100 upside, can also increase the support strength of sub vehicle frame crossbeam 100 downside, this structural design simultaneously can also promote the connecting area between sub vehicle frame crossbeam 100 and sub vehicle frame longeron 200, suspension connecting rod mounting bracket 9, thereby promote the structural strength of both sides, reduce the impact energy that transmits to this position.

By designing the shape and the structure of the auxiliary frame cross beam 100, the utility model avoids the adverse effects caused by the means, effectively improves the self structural strength of the auxiliary frame cross beam 100 and the connection strength with the auxiliary frame cross beam 200, thereby improving the impact energy attenuation capability of the auxiliary frame and the impact comfort of the vehicle.

In one embodiment of the present disclosure, the number of the first arc segments 1 is three, and the first arc segments 1 at both ends are symmetrically disposed with respect to the middle vertical plane of the first arc segment 1 at the middle. As shown in fig. 6 and 7, the first arc segments 1 at both ends are symmetrically disposed with respect to the first arc segment 1 in the middle, so that it is possible to ensure that the connection between the sub-frame cross member 100 and the sub-frame side member 200 does not have a problem of force offset, thereby ensuring the balance of the vehicle.

Wherein the first arc segments 1 at both ends may be provided at a quarter position on both sides of the sub-frame rail 100.

And, to the size of sub vehicle frame cross beam 100 in the left and right directions, design three first arc section 1 is comparatively reasonable to with the help of the characteristics that arch structural strength is big, promoted sub vehicle frame cross beam 100 upside's structural strength, when vibration transmission to sub vehicle frame cross beam 100, can reduce the vibration of sub vehicle frame cross beam 100, reduce vibration transmission's sensitivity, thereby attenuate vibration noise transmission's energy effectively, reach and reduce in the car vibration noise purpose, improve user riding comfort.

As shown in fig. 6 and 7, the center portion of the sub-frame rail 100 is provided with a circular sleeve 3 penetrating the sub-frame rail 100 in the front-rear direction.

Like this, be equipped with circular sleeve pipe 3 at the middle part of sub vehicle frame beam 100 and run through sub vehicle frame beam 100, utilize cylindrical structural strength big characteristics, can promote the weak position in sub vehicle frame beam 100 middle part and run through intensity.

In particular, the circular sleeve 3 may be used for mounting a suspension, for example: the motor reducer may be installed so that the motor reducer may be fixed, thereby making the motor reducer operate more stably, wherein the sub-frame rail 100 may mainly reduce and control the transmission of the motor reducer vibration.

The vibration generated by the motor reducer can be transmitted to the sub-frame cross member 100, and thus to the entire structure of the sub-frame, through the circular sleeve 3. Due to the unique modeling design of the auxiliary frame cross beam 100, the vibration of the auxiliary frame cross beam 100 can be reduced, and the sensitivity of vibration transmission is reduced, so that the energy of vibration noise transmission can be effectively attenuated, the purpose of reducing vibration noise in a vehicle is achieved, the riding comfort of a user is improved, and the reliable durability of the installation position of the circular sleeve 3 can be improved.

And, in the front-rear direction, the sub-frame cross member 100 is provided with pits on both sides, respectively, which are distributed on both sides of the circular sleeve 3, and one side of the pit adjacent to the circular sleeve 3 is engaged with the outer periphery of the circular sleeve 3.

And, the front and rear sides of the sub-frame cross member 100 are respectively provided with pits, the pits are respectively arranged at the left and right sides of the circular sleeve 3, and one side of the pit adjacent to the circular sleeve 3 is engaged with the outer circumference of the circular sleeve 3, so that the structural strength of the position can be enhanced.

Specifically, the pit includes: a first pit 41 and a second pit 42.

In the front-rear direction, the first dimple 41 is located on one side of the sub-frame rail 100, and the second dimple 42 is located on the other side of the sub-frame rail 100, in other words, if the first dimple 41 is located on the front side of the sub-frame rail 100, the second dimple 42 is located on the rear side of the sub-frame rail 100, and vice versa, and the details thereof will not be repeated here.

The first recess 41 extends from a side engaging the circular sleeve 3 to a side away from the circular sleeve 3 to form a semi-elliptical structure, the second recess 42 extends from a side engaging the circular sleeve 3 to a side away from the circular sleeve 3, and a lower middle portion of the second recess 42 extends downward to form a T-shaped structure.

As shown in fig. 6, in the embodiment of the present utility model, the first dimple 41 is located at the rear side of the sub-frame rail 100 in the front-rear direction, and the first dimple 41 extends from the side that engages the circular sleeve 3 to the side that is away from the circular sleeve 3 to form a semi-elliptical structure to enhance the structural strength of the rear side of the sub-frame rail 100.

For example, two semi-elliptical first recesses 41 are respectively formed on both sides of the circular sleeve 3. Wherein, the recess depth of the first pit 41 is a1, and a1 satisfies the relation: 1mm < a1 < 3mm, for example 2mm.

As shown in fig. 7, in the embodiment of the present utility model, the second dimple 42 is located at the front side of the sub-frame rail 100 in the front-rear direction, the second dimple 42 extends from the side that engages the circular sleeve 3 to the side that is away from the circular sleeve 3, and the middle position of the lower side of the second dimple 42 extends downward to form a T-shaped structure to enhance the structural strength of the front side position of the sub-frame rail 100.

For example, two second recesses 42 of T-shaped configuration are respectively designed on both sides of the circular sleeve 3. Wherein, the recess depth of the second pit 42 is a2, and a2 satisfies the relation: 1mm < a2 < 3mm, for example 2mm.

In addition, in order to further increase the structural strength, the edge of the second pit 42 is designed to be in an arched transition, and the edge position strength can be effectively increased by utilizing the characteristic that the arched structural strength is high.

As shown in fig. 6 and 7, in the front-rear direction, one side of the sub-frame cross member 100 is provided with a protrusion 5, and the other side is provided with a lightening hole 6, wherein the protrusion 5 is in a triangular structure, the protrusion 5 is distributed on a side of the pit away from the circular sleeve 3 and is disposed at a spacing from the pit, and the lightening hole 6 is distributed on a side of the pit away from the circular sleeve 3 and is disposed at a spacing from the pit.

In the embodiment disclosed in the utility model, the rear side of the auxiliary frame cross beam 100 is provided with two protrusions 5 with triangular structures, and the protrusions 5 are distributed on the side of the first pit 41 away from the circular sleeve 3, so that the structural strength of the position can be enhanced.

For example, a triangular boss 5 is provided at a third position of the lower portion of the left and right sides of the sub-frame rail 100.

Two weight-reducing holes 6 are provided on the front side of the sub-frame rail 100, and the weight-reducing holes 6 are distributed on the side of the second recess 42 remote from the circular sleeve 3, so that weight can be reduced. Specifically, the lightening holes 6 may have a drop-shaped structure.

As shown in fig. 2 and 8, the sub-frame rail 100 is provided with connection portions 7 at both ends in the left-right direction, and the connection portions 7 are formed in a gradually expanding shape in the direction from one end to the other end of the sub-frame rail 100.

In this way, the connecting portion 7 is connected at the left and right ends of the auxiliary frame cross member 100, specifically, the connecting portion 7 is gradually expanded from one end connected with the auxiliary frame cross member 100 to the other end, so that the cross section of the connecting portion 7, which is far away from one end of the auxiliary frame cross member 100, is increased, and the connecting area with the auxiliary frame longitudinal member 200 is further increased, thereby enhancing the connecting strength between the auxiliary frame cross member 100 and the auxiliary frame longitudinal member 200, and being beneficial to improving the overall structural strength and rigidity of the auxiliary frame.

Wherein, connecting portion 7 is provided with boss 8 along the middle part of fore-and-aft direction, and boss 8 extends along the left-and-right direction and sets up to be arch structure. The middle position of the connecting part 7 along the front-rear direction is provided with a boss 8 of an arch structure in a top view, and the boss 8 is arranged to extend along the left-right direction so as to enhance the structural strength of the subframe cross member 100 at weak positions at the left and right ends.

In addition, the third pit 201 with an arch structure is arranged at the position of the auxiliary frame longitudinal beam 200 adjacent to the auxiliary frame cross beam 100, so that the strength of the connecting position of the auxiliary frame longitudinal beam 200 and the auxiliary frame cross beam 100 is enhanced, and the support is provided for the large integral strength.

As shown in fig. 5, 6 and 10, the sub-frame cross member 100 is provided with four link mounting frames 9 on one side in the front-rear direction, each two link mounting frames 9 are arranged side by side up and down as a set, the sub-frame cross member 100 is provided with a set of link mounting frames 9 at both ends in the left-right direction, each link mounting frame 9 is provided with a mounting point, and the periphery of the mounting point is arranged with respect to the surface depression of the link mounting frame 9.

Specifically, the sub-frame rail 100 is provided with four link mounts 9 on one side in the front-rear direction, and generally, the four link mounts 9 are arranged on the rear side of the sub-frame rail 100 so as to be adapted for mounting connection with suspension links.

Wherein, every two connecting rod mounting frames 9 are arranged in a group side by side up and down, a group of connecting rod mounting frames 9 are respectively arranged at the left end and the right end of the auxiliary frame cross beam 100, and each group of connecting rod mounting frames 9 is adjacent to the position of the auxiliary frame longitudinal beam 200.

In this way, the connecting rod mounting frame 9 is designed at the connection position of the auxiliary frame longitudinal beam 200 and the auxiliary frame cross beam 100 in parallel, so that the interconnecting type structural design is formed, on one hand, the strength of the auxiliary frame cross beam 100 can be improved by the strength of the connecting rod mounting frame 9, and on the other hand, the connection strength of the auxiliary frame longitudinal beam 200 and the auxiliary frame cross beam 100 at the position is increased, and the energy of vibration noise transmission is effectively attenuated, so that the purpose of reducing the vibration noise in the vehicle is achieved.

And, be provided with the mounting point on every connecting rod mounting bracket 9, the recess sets up around the mounting point with connecting rod mounting bracket 9 surface. Thus, the relatively centered position of the link mount 9 is provided with a mounting point, and the periphery of the mounting point is recessed with respect to the surface of the link mount 9, so as to improve the strength of the link mount 9 and further improve the connection strength with the suspension link.

As shown in fig. 9, in the projected shape of the sub-frame rail 100 on the lower surface of the vehicle, the sub-frame rail 100 is formed with a plurality of third arc segments 10 at both side edges in the front-rear direction, respectively, and the plurality of third arc segments 10 at each side edge are sequentially connected in the left-right direction to form an S-shaped structure.

That is, the bottom structure of the sub-frame rail 100 is presented from the bottom view, the edges of the front and rear sides of the sub-frame rail 100 are respectively formed with a plurality of third arc segments 10, and the third arc segments 10 located at each side edge are sequentially connected in the left-right direction to form an "S" -shaped structure, and the edge strength of the sub-frame rail 100 is effectively increased by utilizing the characteristic of high structural strength, thereby better reducing impact energy.

In addition, weight-reducing holes 6 may be provided for the bottom structure of the sub-frame rail 100 to reduce weight.

Specifically, in the present utility model, two rectangular lightening holes 6 are formed in the bottom of the sub-frame rail 100, and the two lightening holes 6 are respectively located at the left and right ends of the bottom of the sub-frame rail 100.

According to an embodiment of the second aspect of the present utility model, a vehicle includes: and a subframe.

As shown in fig. 1 to 5, the subframe includes: sub-frame rail 200 and sub-frame rail 100, sub-frame rail 200 is provided on opposite sides of sub-frame rail 100 in the left-right direction.

So set up, sub-frame longeron 200 and sub-frame crossbeam 100 can constitute the major structure of sub-frame, and sub-frame longeron 200 quantity is two, and two sub-frame longerons 200 control the interval and arrange, connect sub-frame crossbeam 100 between two sub-frame longerons 200, can connect two sub-frame longerons 200 and sub-frame crossbeam 100 as a whole like this, make sub-frame's overall structure more stable and reliable.

Therefore, the utility model utilizes the structural shape and the structural strength of the connecting rod mounting frame 9 to avoid the adverse effects caused by the above means by carrying out shape structural design on the auxiliary frame cross beam 100 and scientifically arranging the structure of the connecting rod mounting frame 9, thereby effectively improving the structural strength of the auxiliary frame cross beam 100 and the connection strength with the auxiliary frame longitudinal beam 200, further improving the impact energy attenuation capability of the auxiliary frame and the impact comfort of the vehicle.

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

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. The auxiliary frame beam is characterized in that at least three first arc sections are formed on the upper side of the auxiliary frame beam, in the left-right direction, at least three first arc sections are sequentially connected, in the upper-lower direction, the first arc sections located in the middle are of arch-shaped protruding structures, the first arc sections located at two ends are of arch-shaped pit structures, a second arc section is formed on the lower side of the auxiliary frame beam, and in the upper-lower direction, the second arc sections are of arch-shaped protruding structures in the directions from the left-right ends to the middle of the auxiliary frame beam.

2. The subframe rail of claim 1 wherein said first arcuate segments are three in number, said first arcuate segments at opposite ends being symmetrically disposed about a median vertical plane of said first arcuate segments at the center.

3. The subframe rail of claim 1 wherein a central portion of the subframe rail is provided with a circular sleeve extending through the subframe rail in a fore-aft direction; the method comprises the steps of,

in the front-back direction, the both sides of sub vehicle frame crossbeam are provided with the pit respectively, the pit distributes respectively the both sides of circular sleeve pipe, just the pit is adjacent circular sleeve pipe's one side with circular sleeve pipe's periphery links up.

4. The subframe rail of claim 3 wherein said pocket comprises:

a first dimple located on one side of the sub-frame rail in the front-rear direction, the first dimple extending from a side that engages the circular sleeve to a side that is away from the circular sleeve to form a semi-elliptical structure;

and the second pit is positioned on the other side of the auxiliary frame cross beam in the front-rear direction, extends from one side connected with the circular sleeve to the direction away from one side of the circular sleeve, and downwards extends from the middle part of the lower side of the second pit to form a T-shaped structure.

5. A sub frame rail according to claim 3, wherein in the front-rear direction, a projection is provided on one side of the sub frame rail and a lightening hole is provided on the other side, wherein the projection is of a triangular structure, the projection is distributed on the side of the pit away from the circular sleeve and is spaced from the pit, and the lightening hole is distributed on the side of the pit away from the circular sleeve and is spaced from the pit.

6. The sub frame rail according to claim 1, wherein both ends of the sub frame rail in the left-right direction are provided with connecting portions that taper in a direction from one end connecting the sub frame rail to the other end.

7. The sub frame rail as claimed in claim 6, wherein the connecting portion is provided with a boss at a middle position in a front-rear direction, the boss being provided extending in a left-right direction and having an arch structure.

8. The subframe cross beam according to claim 1, wherein four link mounting frames are provided on one side of the subframe cross beam in the front-rear direction, each two link mounting frames are arranged side by side up and down, a group of link mounting frames are respectively provided on both ends of the subframe cross beam in the left-right direction, mounting points are provided on each link mounting frame, and surrounding mounting points are arranged in a recessed manner relative to the surfaces of the link mounting frames.

9. The sub frame rail according to claim 1, wherein in a projected shape of a lower surface of the vehicle, the sub frame rail is formed with a plurality of third arc segments at both side edges in a front-rear direction, respectively, and the plurality of third arc segments at each side edge are connected in sequence in a left-right direction to form an S-shaped structure.

10. A vehicle, characterized by comprising:

a subframe, the subframe comprising: a side member and the sub-frame rail of any one of claims 1 to 9, the side member being disposed on opposite sides of the sub-frame rail in the left-right direction.