CN220842678U - Sub-frame of vehicle, body assembly of vehicle and vehicle - Google Patents

Abstract

The utility model discloses a subframe of a vehicle, a body assembly of the vehicle and the vehicle, wherein the subframe of the vehicle comprises: the first cross beam and the second cross beam are arranged at intervals along the first direction of the auxiliary frame; the two auxiliary frame longitudinal beams are arranged along the second direction of the auxiliary frame and are connected between the first cross beam and the second cross beam, and the first direction is vertical to the second direction; the third cross beam is positioned between the first cross beam and the second cross beam along the first direction, two ends of the third cross beam are respectively connected with the two auxiliary frame longitudinal beams, the end part of the third cross beam is provided with a first extension part extending towards the first cross beam, and the end part of the third cross beam is also provided with a second extension part extending towards the second cross beam. Therefore, by arranging the third cross beam and enabling the end part of the third cross beam to be provided with the first extension part and the second extension part, the fatigue resistance and the rigidity of the auxiliary frame can be improved, and therefore a reliable suspension installation position can be provided for the power assembly of the vehicle.

Description

Sub-frame of vehicle, body assembly of vehicle and vehicle

Technical Field

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

Background

In the related art, the new energy vehicle industry using a motor as driving power is vigorously developed, and the position of a fuel engine is replaced by a power assembly of a vehicle, but no matter the power assembly of the vehicle is made of the motor or the power assembly of the vehicle is made of the fuel engine, the power assembly of the vehicle is fixed through suspension (for example, the power assembly is fixed through three-point suspension), and a subframe of the vehicle is required to provide a suspension installation position for the power assembly of the vehicle, however, the existing subframe is unreasonable in design, weak in fatigue resistance and low in rigidity, and cannot provide a reliable suspension installation position for the power assembly of the vehicle.

Disclosure of utility model

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a subframe of a vehicle having high fatigue resistance and high rigidity.

The utility model further proposes a body component of a vehicle.

The utility model further proposes a vehicle.

The subframe of the vehicle according to the present utility model includes: the first cross beam and the second cross beam are arranged at intervals along the first direction of the auxiliary frame; the auxiliary frame longitudinal beams are arranged along a second direction of the auxiliary frame, are connected between the first cross beam and the second cross beam, and are perpendicular to each other in the first direction; the third cross beam is located between the first cross beam and the second cross beam along the first direction, two ends of the third cross beam are respectively connected with the two auxiliary frame longitudinal beams, the end part of the third cross beam is provided with a first extension part extending towards the first cross beam, and the end part of the third cross beam is also provided with a second extension part extending towards the second cross beam.

According to the auxiliary frame of the vehicle, the third cross beam is arranged, and the first extension part and the second extension part are arranged at the end part of the third cross beam, so that the fatigue resistance and the rigidity of the auxiliary frame can be improved, and a reliable suspension installation position can be provided for the power assembly of the vehicle.

In some examples of the present disclosure, a control arm front mounting frame and a control arm rear mounting frame are connected to an outer side wall of each auxiliary frame rail, the control arm front mounting frame and the control arm rear mounting frame are arranged at intervals along the first direction, the first extension portion is disposed corresponding to the control arm front mounting frame along the second direction, and the second extension portion is disposed corresponding to the control arm rear mounting frame.

In some examples of the utility model, the width dimension of the third beam in the first direction increases gradually from the middle to the end of the third beam.

In some examples of the utility model, a minimum width dimension of the third cross member in the first direction is greater than a maximum thickness dimension of the third cross member in a third direction of the subframe, wherein the first direction, the second direction, and the third direction are perpendicular to one another.

In some examples of the utility model, the third beam includes: the auxiliary frame comprises a first plate body and a second plate body, wherein the first plate body and the second plate body are distributed along the third direction of the auxiliary frame, and the first plate body and the second plate body are connected to jointly define a cavity structure, and the first direction, the second direction and the third direction are mutually perpendicular.

In some examples of the utility model, the first plate body and/or the second plate body has a reinforcing boss.

In some examples of the utility model, the subframe of the vehicle further comprises: the first suspension mounting frame, the second suspension mounting frame and the third suspension mounting frame, first suspension mounting frame with the second suspension mounting frame all set firmly in first crossbeam just follows the second direction is arranged, the third suspension mounting frame is located the third crossbeam.

In some examples of the utility model, the third suspension mount is located between the first suspension mount and the second suspension mount along the second direction.

In some examples of the utility model, the third suspension mount is disposed at a middle position of the third cross member along the second direction.

In some examples of the utility model, the second extension is provided with a diverter mounting portion.

In some examples of the utility model, a stabilizer bar mounting bracket is provided at an upper end of each of the subframe rails, the stabilizer bar mounting bracket being connected to the respective control arm rear mount and the respective second extension.

In some examples of the present utility model, a reinforcing bracket is also connected to the outside of each of the sub-frame rails, the reinforcing bracket being adapted to be connected to a body rail of the vehicle, the reinforcing bracket being located on the rear side of the corresponding control arm rear mount in the first direction, the reinforcing bracket being connected to the corresponding control arm rear mount.

In some examples of the utility model, the reinforcement brackets form an angle with the respective subframe rail.

In some examples of the utility model, at least one of the subframe rails has a crush energy absorbing section with an upper surface formed with a crush relief that is concave toward the inside of the subframe rail.

A vehicle body assembly of a vehicle according to the present utility model includes: a body having a body rail; the auxiliary frame is fixedly arranged on the vehicle body longitudinal beam and positioned below the vehicle body longitudinal beam, and is the auxiliary frame of the vehicle.

The vehicle according to the utility model comprises the vehicle body component 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

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 schematic view of a subframe according to an embodiment of the present utility model;

Fig. 2 is a schematic view of another angle of the subframe according to an embodiment of the present utility model.

Reference numerals:

a sub-frame 100;

a first cross member 10; a second cross member 20;

Sub frame rail 30; a control arm front mount 31; a control arm rear mount 32; a reinforcing bracket 33; a crush energy absorbing section 34; a stabilizer bar mounting bracket 35;

A third cross member 60; a first extension 601; a second extension 602; a diverter mounting portion 6021; a first plate 603; reinforcing boss 6031; a second plate 604;

A first suspension mount 70; a second suspension mount 71; a third suspension mount 72.

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 only and are not to be construed as limiting the utility model.

A subframe 100 of a vehicle according to an embodiment of the present utility model is described below with reference to fig. 1 and 2.

As shown in fig. 1 and 2, a subframe 100 of a vehicle according to an embodiment of the present utility model includes: a first cross member 10, a second cross member 20, two subframe rails 30, and a third cross member 60.

The first and second cross members 10 and 20 are spaced apart along a first direction of the subframe 100, the first direction of the subframe 100 being a longitudinal direction of the vehicle (i.e., the X direction shown in fig. 1), and the first and second cross members 10 and 20 may be disposed parallel to each other as some alternative embodiments of the present application.

The two sub-frame rails 30 are arranged in a second direction of the sub-frame 100, the first direction being perpendicular to the second direction. The second direction of the sub-frame 100 is the width direction of the vehicle (i.e., the Y direction shown in fig. 1), and two sub-frame rails 30 are connected between the first cross member 10 and the second cross member 20, that is, two sub-frame rails 30, each sub-frame rail 30 being connected to both the first cross member 10 and the second cross member 20. As some alternative embodiments of the present application, the first cross member 10, the second cross member 20, and the two sub-frame rails 30 may be configured in a rectangular frame structure, which is advantageous in improving the structural strength of the sub-frame 100.

The third cross member 60 is located between the first cross member 10 and the second cross member 20 in the first direction (i.e., the longitudinal direction of the vehicle, i.e., the X direction shown in fig. 1), that is, in the longitudinal direction of the vehicle, and is arranged in this order from the front of the vehicle to the rear of the vehicle, with the first cross member 10, the third cross member 60, and the second cross member 20. The third cross member 60 is connected to the two sub-frame rails 30 at both ends, and as some alternative embodiments of the present application, the third cross member 60 may be disposed to extend in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), and the third cross member 60 is connected to the two sub-frame rails 30 at both ends.

The end of the third beam 60 has a first extension 601, the first extension 601 extending towards the first beam 10, the end of the third beam 60 has a second extension 602, the second extension 602 extending towards the second beam 20. As some alternative embodiments of the present application, both first extension 601 and second extension 602 may be connected to the corresponding subframe rail 30.

As some alternative embodiments of the present application, at least one end portion of the third cross member 60 has the first extension portion 601 in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), for example, one end portion of the third cross member 60 has the first extension portion 601, or both end portions of the third cross member 60 have the first extension portion 601, the first extension portion 601 extending toward the first cross member 10.

As some alternative embodiments of the present application, at least one end portion of the third cross member 60 has the second extension 602 in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), for example, one end portion of the third cross member 60 has the second extension 602, or both end portions of the third cross member 60 have the second extension 602, the second extension 602 extending toward the second cross member 20.

By providing the third cross member 60 and disposing the third cross member 60 between the first cross member 10 and the second cross member 20, the structural strength of the subframe 100 can be improved, which is advantageous in improving the fatigue resistance and rigidity of the subframe 100, and by providing the end portion of the third cross member 60 with the first extension portion 601 extending toward the first cross member 10 and with the second extension portion 602 extending toward the second cross member 20, the load can be dispersed, and the structural strength of the subframe 100 can be further improved.

As some alternative embodiments of the present application, the third beam 60, the first extension 601, and the second extension 602 are integrally formed.

By providing the third cross member 60 and providing the first extension 601 and the second extension 602 at the end of the third cross member 60, the fatigue resistance and rigidity of the subframe 100 can be improved, and a reliable suspension mount position can be provided for the power train of the vehicle.

As some alternative embodiments of the present application, the connection between the components described in the present application may be, but not limited to, welding, screwing, etc.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the outer side wall of each sub-frame rail 30 may be connected with a front control arm mounting frame 31 and a rear control arm mounting frame 32, the front control arm mounting frame 31 and the rear control arm mounting frame 32 may be arranged at intervals along a first direction (i.e., a longitudinal direction of the vehicle, i.e., an X direction shown in fig. 1), and the front control arm mounting frames 31 connected to the two sub-frame rails 30 may be correspondingly arranged along a second direction (i.e., a width direction of the vehicle, i.e., a Y direction shown in fig. 1), and the rear control arm mounting frames 32 connected to the two sub-frame rails 30 may be correspondingly arranged along the second direction (i.e., a width direction of the vehicle, i.e., a Y direction shown in fig. 1).

As some alternative embodiments of the present application, the control arm front mount 31 and the control arm rear mount 32, to which the outer side walls of each sub-frame rail 30 are connected, are each used to mount a control arm of a vehicle, for example, the control arm front mount 31 and the control arm rear mount 32, to which the outer side walls of one sub-frame rail 30 are connected, are used to mount one control arm.

In the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), the first extension 601 may be disposed corresponding to the control arm front mount 31, and the second extension 602 may be disposed corresponding to the control arm rear mount 32. As some alternative embodiments of the present application, a plane is set, which is perpendicular to the second direction, in other words, a normal line of the plane is parallel to the second direction, and the front projection of the first extension 601 on the plane and the front projection of the control arm front mount 31 on the plane have overlapping areas, and the front projection of the second extension 602 on the plane and the front projection of the control arm rear mount 32 on the plane have overlapping areas.

The rigidity of the mounting frame 31 before the control arm and the mounting frame 32 after the control arm can be improved through the arrangement, and the fatigue load of the mounting frame 31 before the control arm and the mounting frame 32 after the control arm can be better dispersed to the auxiliary frame 100, so that the use reliability of the auxiliary frame 100 can be improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the width dimension of the third beam 60 in the first direction may gradually increase from the middle to the end of the third beam 60. Specifically, the width dimension of the third cross member 60 in the first direction (i.e., the length direction of the vehicle, i.e., the X direction shown in fig. 1) may gradually increase in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1) and from the middle to the end of the third cross member 60. Such an arrangement can improve the fatigue resistance and rigidity of the subframe 100, and can provide a reliable suspension mounting location for the powertrain of the vehicle.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the minimum width dimension of the third cross member 60 in the first direction (i.e., the length direction of the vehicle, i.e., the X direction shown in fig. 1) is greater than the maximum thickness dimension of the third cross member 60 in the third direction of the subframe 100 (i.e., the height direction of the vehicle, i.e., the Z direction shown in fig. 1), in other words, the third cross member 60 may be configured in a flat-like structure, and wherein the first direction, the second direction, and the third direction are perpendicular to each other. This arrangement can improve the fatigue resistance and rigidity of the subframe 100, and can improve the impact resistance of the subframe 100.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the third beam 60 may include: the first plate 603 and the second plate 604 may be arranged along a third direction (i.e., a height direction of the vehicle, i.e., a Z direction shown in fig. 1) of the sub-frame 100, and the first plate 603 and the second plate 604 may be connected to define a cavity structure together, wherein the first direction, the second direction, and the third direction are perpendicular to each other. As some alternative embodiments of the present utility model, the first plate 603 and the second plate 604 may be welded together and together define a cavity. When the subframe 100 is impacted, the third cross member 60 can absorb the impact force, so that the impact resistance of the subframe 100 can be improved, and the dynamic stiffness of the suspension mount provided to the third cross member 60 can be improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the first plate 603 and/or the second plate 604 may have a reinforcing boss 6031. As some alternative embodiments of the present utility model, the first plate 603 may have a reinforcing boss 6031 protruding toward a direction away from the second plate 604 in a third direction (i.e., a height direction of the vehicle, i.e., a Z direction shown in fig. 1). As some alternative embodiments of the utility model. In a third direction (i.e., the height direction of the vehicle, i.e., the Z direction shown in fig. 1), the second plate body 604 may have a reinforcing boss 6031 that protrudes in a direction away from the first plate body 603. As some alternative embodiments of the present utility model, the first plate 603 may have a reinforcing boss 6031 protruding toward a direction away from the second plate 604 in a third direction (i.e., a height direction of the vehicle, i.e., a Z direction shown in fig. 1), and the second plate 604 may have a reinforcing boss 6031 protruding toward a direction away from the first plate 603.

As some alternative embodiments of the present application, the number of the reinforcing bosses 6031 on the first plate 603 may be at least one, and the number of the reinforcing bosses 6031 on the second plate 604 may be at least one. By providing the reinforcing boss 6031, the structural strength of the third cross member 60 can be improved, and thus the fatigue resistance and rigidity of the subframe 100 can be improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the subframe 100 may further include: the first suspension mount 70, the second suspension mount 71 and the third suspension mount 72, wherein the first suspension mount 70 and the second suspension mount 71 may be fixed to the first cross member 10, and the first suspension mount 70 and the second suspension mount 71 may be arranged in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), and the third suspension mount 72 may be provided to the third cross member 60.

It should be noted that, the first suspension mounting frame 70, the second suspension mounting frame 71, and the third suspension mounting frame 72 may provide mounting positions for a power assembly of the vehicle, which may be an internal combustion engine, or may be an electric motor. Through all setting up first suspension mount 70, second suspension mount 71 and third suspension mount 72 in sub-frame 100, can provide the mounting point for the power assembly of small size, can be convenient for arrange the power assembly of small size (it is to be explained, the power assembly transverse span that the volume is great is big, and partial mounting point needs to be arranged in the longeron of automobile body main part, and the mounting point of the power assembly of small size can not be arranged in the longeron of automobile body main part). Further, by providing the third suspension mount 72 to the third cross member 60, the fatigue resistance of the third suspension mount 72 can be improved, and a reliable suspension mount position can be provided for the power train of the vehicle.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the third suspension mount 72 may be located between the first suspension mount 70 and the second suspension mount 71 in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1). That is, the first, third, and second suspension mounts 70, 72, and 71 may be arranged in order in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), and the third suspension mount 72 may be located rearward of the first, second suspension mounts 70, 71 in the first direction (i.e., the length direction of the vehicle, i.e., the X direction shown in fig. 1). As some alternative embodiments of the present utility model, the first, second and third suspension mounts 70, 71, 72 may be located at three corners of a triangle.

The arrangement of the first suspension mounting frame 70, the second suspension mounting frame 71 and the third suspension mounting frame 72 is reasonable in arrangement position, reliable suspension mounting positions can be provided for a power assembly of a vehicle, fatigue resistance of the first suspension mounting frame 70, the second suspension mounting frame 71 and the third suspension mounting frame 72 can be effectively improved, and safety performance of the vehicle can be improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the third suspension mount 72 may be disposed at a middle position of the third cross member 60 in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), that is, the third suspension mount 72 is spaced from one end of the third cross member 60 by a distance substantially equal to the distance of the third suspension mount 72 from the other end of the third cross member 60 in the second direction. As some alternative embodiments of the present utility model, the first, second and third suspension mounts 70, 71, 72 are located at three corners of an isosceles triangle. The setting up like this can make the setting position of third suspension mounting bracket 72 reasonable, can provide reliable suspension installation position for the power train of vehicle to, can effectively promote the antifatigue strength of first suspension mounting bracket 70, second suspension mounting bracket 71, third suspension mounting bracket 72, and then can promote the security performance of vehicle.

As some alternative embodiments of the present application, as shown in fig. 1 and 2, the first extension 601 gradually decreases in width in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1) and the second extension 602 gradually decreases in width in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1) in the first direction (i.e., the length direction of the vehicle, i.e., the X direction shown in fig. 1) and from the direction closer to the third cross member 60 to the direction farther from the third cross member 60. As some alternative embodiments of the present application, both first extension 601 and second extension 602 may be connected to respective subframe rails 30. This arrangement is advantageous in improving the overall strength of the subframe 100.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the second extension portion 602 may be provided with a diverter mounting portion 6021, the diverter mounting portion 6021 may be used to mount a diverter of a vehicle, by providing the diverter mounting portion 6021 to the second extension portion 602 of the third beam 60, the location of the diverter mounting portion 6021 may be reasonable, the diverter of the vehicle may be mounted through the third beam 60, and the mounting firmness of the diverter may be improved, thereby facilitating reduction of vibration of the diverter and improvement of driving experience of the vehicle.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the upper end of each sub-frame rail 30 may be provided with a stabilizer bar mounting bracket 35, and the stabilizer bar mounting bracket 35 may be coupled to the corresponding control arm rear mount 32 and the corresponding second extension 602, wherein the stabilizer bar mounting bracket 35 may be used to mount a stabilizer bar of a vehicle.

As some alternative embodiments of the present application, in the third direction (i.e., the height direction of the vehicle, i.e., the Z-direction shown in fig. 1), the upper end of each sub-frame rail 30 may be provided with a stabilizer bar mounting bracket 35, the stabilizer bar mounting bracket 35 on each sub-frame rail 30 may be connected to the control arm rear mount 32 on that sub-frame rail 30, and the stabilizer bar mounting bracket 35 on each sub-frame rail 30 may be connected to an adjacent (corresponding) second extension 602. As some alternative embodiments of the present application, both sides of the stabilizer bar mounting bracket 35 may be connected with the corresponding control-arm rear mount bracket 32 and the corresponding second extension 602, respectively, in the second direction (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1). The stabilizer bar mounting bracket 35 can be arranged at the intersection point of the multiple structures through the arrangement, so that the stabilizer bar mounting bracket 35 has high rigidity, road noise transmitted through the stabilizer bar in the running process of the vehicle can be reduced, and the driving experience of the vehicle can be improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, a reinforcing bracket 33 may be further connected to the outer side of each sub-frame rail 30, the reinforcing bracket 33 being adapted to be connected to the body rail of the vehicle, the reinforcing bracket 33 may be located at the rear side of the corresponding control-arm rear mount 32 in the first direction (i.e., the length direction of the vehicle, i.e., the X direction shown in fig. 1), and the reinforcing bracket 33 may be connected to the corresponding control-arm rear mount 32. That is, a reinforcing bracket 33 is attached to the outer side of each sub-frame rail 30, the reinforcing bracket 33 being located on the rear side of the control arm rear mount 32 on that sub-frame rail 30, the reinforcing bracket 33 being attachable to the body rail of the vehicle. This arrangement can improve the structural strength of the sub-frame 100 to the body side member connection.

As some alternative embodiments of the present application, (i.e., the width direction of the vehicle, i.e., the Y direction shown in fig. 1), the rear end of each sub-frame rail 30 may be connected to a body rail of the vehicle.

In some embodiments of the present utility model, as shown in fig. 1 and 2, reinforcement brackets 33 may form an angle with the corresponding subframe rail 30. As some alternative embodiments of the present utility model, one end of reinforcing bracket 33 may be connected to a respective subframe rail 30, and the other end of reinforcing bracket 33 may extend away from respective subframe rail 30 such that an angle is formed between reinforcing bracket 33 and respective subframe rail 30. The rear end of each sub-frame rail 30 may be connected to a body rail of the vehicle. By forming an included angle between the reinforcing bracket 33 and the corresponding sub-frame rail 30, the force transmitted from the sub-frame 100 to the vehicle body rail can be transmitted through a plurality of paths, and the load can be dispersed, so that the single-point load borne by the vehicle body rail is avoided from being too large, and the safety of the vehicle is improved.

As some alternative embodiments of the present application, as shown in fig. 1 and 2, the reinforcing brackets 33 are connected to the corresponding control arm rear mounts 32, so that the rigidity of the control arm rear mounts 32 can be improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, at least one subframe rail 30 has a crush energy absorbing section 34, and as some alternative embodiments of the present utility model, each subframe rail 30 may have a crush energy absorbing section 34, and the upper surface of the crush energy absorbing section 34 may be formed with a crush recess structure that is recessed into the subframe rail 30.

Through setting up the energy-absorbing section that collapses 34, when the vehicle receives X to the collision, the energy-absorbing section that collapses 34 can collapse energy-absorbing in order to protect the passenger in the passenger cabin to, owing to the upper surface of energy-absorbing section that collapses 34 is formed with the collapse concave structure that is sunken in towards sub-frame longeron 30, when the vehicle received the collision, the energy-absorbing section that collapses 34 can induce sub-frame 100 to take the drive assembly downwards to avoid sub-frame 100 and drive assembly card in the cabin, thereby can improve the security of vehicle.

As some alternative embodiments of the present application, the second cross member 20 is lower than the battery pack of the vehicle in the third direction of the sub-frame 100 (i.e., the height direction of the vehicle, i.e., the Z direction shown in fig. 1), and the second cross member 20 is located at the front side of the battery pack in the first direction (i.e., the length direction of the vehicle, i.e., the X direction shown in fig. 1). When the vehicle drags the bottom, the second cross beam 20 can protect the battery pack, when the vehicle passes through the road surface with the protruding obstacle, the second cross beam 20 scrapes the obstacle first, the second cross beam 20 deforms to absorb impact energy, the situation that the obstacle impacts the battery pack to catch fire is avoided, and therefore the safety of the vehicle can be improved.

The vehicle body assembly of the vehicle according to the embodiment of the utility model includes: the auxiliary frame 100 is the auxiliary frame 100, and the main body has a vehicle body longitudinal beam, and the auxiliary frame 100 is fixedly arranged below the vehicle body longitudinal beam. By providing the third cross member 60 with the first extension 601 and the second extension 602 at the ends of the third cross member 60, the fatigue resistance and rigidity of the subframe 100 can be improved, so that a reliable suspension mounting position can be provided for the powertrain of the vehicle.

According to the vehicle according to the embodiment of the utility model, the vehicle body assembly of the vehicle comprises the third cross beam 60, and the end part of the third cross beam 60 is provided with the first extension part 601 and the second extension part 602, so that the fatigue resistance and rigidity of the auxiliary frame 100 can be improved, and a reliable suspension mounting position can be provided for the power assembly 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 utility model, a "first feature" or "second feature" may include one or more of such features.

In the description of the present utility model, "plurality" means two or more.

In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

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. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present 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 (16)

1. A subframe for a vehicle, comprising:

the first cross beam and the second cross beam are arranged at intervals along the first direction of the auxiliary frame;

The auxiliary frame longitudinal beams are arranged along a second direction of the auxiliary frame, are connected between the first cross beam and the second cross beam, and are perpendicular to each other in the first direction;

the third cross beam is located between the first cross beam and the second cross beam along the first direction, two ends of the third cross beam are respectively connected with the two auxiliary frame longitudinal beams, the end part of the third cross beam is provided with a first extension part extending towards the first cross beam, and the end part of the third cross beam is also provided with a second extension part extending towards the second cross beam.

2. The subframe of claim 1 wherein each of said subframe rails has an outer side wall connected to a control arm front mount and a control arm rear mount, said control arm front mount and said control arm rear mount being spaced apart along said first direction, said first extension being disposed in correspondence with said control arm front mount and said second extension being disposed in correspondence with said control arm rear mount along said second direction.

3. The subframe of claim 1 wherein the width dimension of the third cross member in the first direction increases gradually from the middle to the end of the third cross member.

4. The subframe of claim 1 wherein the third cross member has a minimum width dimension in the first direction that is greater than a maximum thickness dimension of the third cross member in a third direction of the subframe, wherein the first direction, the second direction, and the third direction are perpendicular to one another.

5. The subframe of claim 1 wherein said third cross member comprises: the auxiliary frame comprises a first plate body and a second plate body, wherein the first plate body and the second plate body are distributed along the third direction of the auxiliary frame, and the first plate body and the second plate body are connected to jointly define a cavity structure, and the first direction, the second direction and the third direction are mutually perpendicular.

6. The subframe of claim 5 wherein the first and/or second panels have reinforcing bosses.

7. The subframe of a vehicle according to any one of claims 1 to 6, characterized by further comprising: the first suspension mounting frame, the second suspension mounting frame and the third suspension mounting frame, first suspension mounting frame with the second suspension mounting frame all set firmly in first crossbeam just follows the second direction is arranged, the third suspension mounting frame is located the third crossbeam.

8. The subframe of claim 7 wherein said third suspension mount is located between said first and second suspension mounts in said second direction.

9. The subframe of claim 7 wherein said third suspension mount is disposed at a mid-position of said third cross member in said second direction.

10. The subframe of any one of claims 1-6, wherein the second extension is provided with a diverter mounting portion.

11. The subframe of claim 2 wherein each of said subframe rails is provided at an upper end thereof with a stabilizer bar mounting bracket, said stabilizer bar mounting bracket being connected to both the respective control arm rear mount and the respective second extension.

12. The subframe of claim 2 wherein a reinforcing bracket is also connected to the outboard side of each of said subframe rails, said reinforcing bracket being adapted for connection to a body rail of said vehicle, said reinforcing bracket being located on the rear side of the respective control arm rear mount in said first direction, said reinforcing bracket being connected to the respective control arm rear mount.

13. The subframe of claim 12 wherein said reinforcing brackets form an angle with the respective subframe rail.

14. The subframe of claim 1 wherein at least one of said subframe rails has a crush energy absorbing section, an upper surface of said crush energy absorbing section being formed with a crush recess structure recessed into said subframe rail.

15. A body assembly for a vehicle, comprising:

a body having a body rail;

a subframe fixedly disposed below and beneath the body rail, the subframe being a subframe of a vehicle according to any one of claims 1-14.

16. A vehicle comprising the vehicle body assembly of claim 15.