CN223059085U - Front auxiliary frame and automobile - Google Patents

Abstract

The utility model discloses a front auxiliary frame and an automobile, wherein the front auxiliary frame comprises a rear mounting plate, two longitudinal beams and a front cross beam, the front ends of the two longitudinal beams are connected with the front cross beam, and the rear ends of the two longitudinal beams are connected with the rear mounting plate. The front auxiliary frame further comprises a lower tie bar reinforcing member, the lower tie bar reinforcing member is arranged and connected on the lower side of the rear mounting plate, a lower tie bar connecting part is formed by surrounding the lower surface of the rear mounting plate, the lower tie bar connecting part is used for mounting a motor, a steering avoidance part is formed on the upper surface of the rear mounting plate, the lower tie bar connecting part is partially staggered with the steering avoidance part in the height direction of the automobile body, vibration on the lower tie bar is greatly weakened through the transmission of the rear mounting plate, and even if the vibration can be transmitted to the upper surface of the rear mounting plate, the steering gear arranged on the steering avoidance part is not seriously influenced, so that the mounting stability of the steering gear on the automobile is ensured, and the reliability of the automobile with the front auxiliary frame is improved.

Description

Front auxiliary frame and automobile

Technical Field

The utility model relates to the technical field of vehicle parts, in particular to a front auxiliary frame which can be used for an automobile.

Background

The front subframe, as the name implies, is a subframe located at the front of the vehicle, which is a bracket that supports the front axle, suspension, etc., and is attached to the vehicle body in a specific manner. The front subframe is not a complete frame, but rather serves as a carrier for suspension members such as axles, and differentials, forming an axle assembly.

The design and the function of preceding sub vehicle frame all play crucial effect to the operability, the travelling comfort and the security of vehicle, and preceding sub vehicle frame can effectively separate noise and the vibration that road surface and power assembly transmitted in the whole car, promotes the passenger's in the car travelling comfort. And as the carrier of chassis part, preceding sub vehicle frame makes chassis part (such as suspension system, steering system etc.) can install on the sub vehicle frame earlier and form the assembly, and then wholly install on the automobile body, be convenient for whole car assembly and bear. When collision occurs, the front auxiliary frame can absorb part of collision energy, so that the impact on the vehicle body and passengers is reduced, and the safety of the vehicle is improved.

In the prior art, china's patent (application number is CN 212401349U) discloses a platformized front auxiliary frame, the front auxiliary frame body is formed by welding a bottom plate and four upper plates, the four upper plates enclose and form a groove for accommodating a steering engine to be placed at the center of the bottom plate, the center of the front auxiliary frame body is provided with a mounting hole which can be fixedly connected with a pull rod in a rear suspension assembly, and one end of the pull rod in the rear suspension assembly can extend into the front upper plate through the mounting hole and is finally fixed in two rubber bushings.

The front auxiliary frame can reduce the vibration transmitted to the auxiliary frame by the motor (through the rear suspension assembly) through the rubber bushing arranged in the mounting hole, but because the pull rod in the rear suspension assembly is connected with the mounting hole at the center of the front auxiliary frame body, the steering gear of the steering system is arranged in the groove at the center of the bottom plate, the vibration on the pull rod in the rear suspension assembly can be transmitted to the bottom plate, and the steering gear arranged in the groove can be affected, so that the normal work of the steering gear is affected.

Disclosure of utility model

The utility model aims to solve the technical problems that in the prior art, a front auxiliary frame is connected with a pull rod of a rear suspension assembly through a mounting hole arranged at the center, a steering machine of a steering system is arranged in a groove at the center of a bottom plate, vibration on the pull rod in the rear suspension assembly can be transmitted to the bottom plate, and a steering device arranged in the groove can be influenced, so that the normal work of the steering machine is influenced.

In order to solve the technical problems, the embodiment of the utility model discloses a front auxiliary frame, which comprises a rear mounting plate, two longitudinal beams and a front cross beam, wherein the rear mounting plate and the front cross beam are arranged at intervals along the length direction of a vehicle body, the two longitudinal beams are arranged at intervals along the width direction of the vehicle body and extend along the length direction of the vehicle body, the front ends of the two longitudinal beams are connected with the front cross beam, and the rear ends of the two longitudinal beams are connected with the rear mounting plate.

The front subframe further includes a lower tie bar reinforcement provided and connected to the lower side of the rear mounting plate and surrounding the lower surface of the rear mounting plate to form a lower tie bar connection portion for mounting the motor.

The upper surface of the rear mounting plate is provided with a steering avoiding part, and the lower tie bar connecting part and the steering avoiding part are partially staggered in the height direction of the vehicle body.

According to the technical scheme, the front auxiliary frame is connected with the lower tie rod through the lower surface of the rear mounting plate and the lower tie rod connecting part formed by surrounding the lower tie rod reinforcing part, on one hand, the lower tie rod reinforcing part is arranged, so that the connection strength of the front auxiliary frame to the lower tie rod can be improved, the connection reliability of the front auxiliary frame and the motor assembly is further improved, on the other hand, the lower tie rod is connected between the rear mounting plate and the lower tie rod reinforcing part, the steering device of the steering system is arranged in the steering avoidance part of the upper surface of the rear mounting plate, the steering device and the rear mounting plate are partially staggered in the height direction of the vehicle body, vibration on the lower tie rod is greatly weakened through the transmission of the rear mounting plate, and even if the vibration can be transmitted to the upper surface of the rear mounting plate, the steering device arranged on the steering avoidance part is not seriously influenced, and therefore the mounting stability of the steering device is ensured.

The embodiment of the utility model also discloses a front auxiliary frame, wherein the lower surface of the rear mounting plate, which is positioned at the position of the lower tie bar connecting part, forms an upward concave convex part.

The lower tie bar reinforcement is provided in a plate-like structure recessed downward, and an edge of the lower tie bar reinforcement is fixedly connected to a lower surface of the rear mounting plate, and forms a lower tie bar connection portion with the convex portion, and a mounting cavity opening in a direction away from the front cross member is formed in the lower tie bar connection portion.

By adopting the technical scheme, the lower surface of the rear mounting plate forms the convex part which is concave upwards and is matched with the lower tie bar reinforcing piece which is concave downwards to form the mounting cavity for mounting the lower tie bar, so that the connection strength between the auxiliary frame and the lower tie bar is improved.

The embodiment of the utility model also discloses a front auxiliary frame, wherein the steering avoidance part extends along the width direction of the automobile and is of a V-shaped structure which is sunken downwards in the length direction of the automobile, and the steering avoidance part at least extends to the left side installation position and the right side installation position of the steering gear.

By adopting the technical scheme, the steering avoiding part is arranged into a V-shaped structure which is concave downwards, so that a sufficient avoiding space for the steering gear can be formed in the height direction, and the steering avoiding part can be directly formed in a die-casting mode, so that the influence on the structural strength of the rear mounting plate is small. In addition, the steering avoidance part at least extends to the left side installation position and the right side installation position of the steering gear, the avoidance requirements of the steering gear at different installation positions can be adapted, and the applicability of the auxiliary frame is expanded.

The embodiment of the utility model also discloses a front auxiliary frame, and the steering avoiding part is also provided with a line control steering gear avoiding concave part which is concave downwards.

By adopting the technical scheme, the downward sunken steer-by-wire steering gear avoiding concave part formed on the steering avoiding part of the front auxiliary frame can provide an avoiding space for the installation of the steer-by-wire steering gear, so that the front auxiliary frame can be also suitable for an automobile provided with the steer-by-wire steering gear.

The embodiment of the utility model also discloses a front auxiliary frame, a rear mounting plate and two longitudinal beams which are integrally formed to form an auxiliary frame main body.

By adopting the technical scheme, compared with the full-frame type auxiliary frame in the prior art, the auxiliary frame body integrates the rear mounting plate and the two longitudinal beams, and has simpler structure and convenient assembly on the premise of ensuring the connection rigidity.

The embodiment of the utility model also discloses a front auxiliary frame, wherein the auxiliary frame main body comprises a main body upper sheet and a main body lower sheet which are spliced with each other in the height direction of the vehicle body.

And the front cross beam comprises a front cross beam upper sheet and a front cross beam lower sheet which are spliced with each other in the height direction of the vehicle body, the front cross beam upper sheet is connected with the main body upper sheet, and the front cross beam lower sheet is connected with the main body lower sheet.

By adopting the technical scheme, the upper and lower sheets of the auxiliary frame main body are spliced to form the front cross beam, the front cross beam is formed by splicing the upper sheet of the front cross beam and the lower sheet of the front cross beam, the strength of the front auxiliary frame in the horizontal direction cannot be reduced, the weight of the auxiliary frame is reduced, and the weight reduction of the whole vehicle is facilitated. And when the front cross beam is impacted, the front cross beam can be collapsed backwards, so that the anti-collision and energy-absorbing effects are achieved.

The embodiment of the utility model also discloses a front auxiliary frame, wherein the two sides of the rear mounting plate along the width direction of the automobile form a first swing arm connecting part and a second swing arm connecting part which are arranged at intervals along the length direction of the automobile.

By adopting the technical scheme, the rear mounting plate can be connected with the front lower swing arm with two fork arms through the first swing arm connecting part and the second swing arm connecting part at two sides, so that the rear mounting plate is suitable for a suspension system with two fork arms.

The embodiment of the utility model also discloses a front auxiliary frame, wherein the front ends of the two longitudinal beams and the rear end of the rear mounting plate are provided with a vehicle body connecting part.

And the edge of the vehicle body connecting part of the rear mounting plate forms an outwards extending positioning flanging.

By adopting the technical scheme, the positioning flanging at the edge of the connecting part of the vehicle body can play a role in positioning the connection of the front auxiliary frame and the vehicle body, and the assembly precision between the front auxiliary frame and the vehicle body is improved.

The embodiment of the utility model also discloses a front auxiliary frame, which further comprises a connecting middle tower, wherein middle tower fixing parts are formed on the upper surfaces of the two longitudinal beams, and the middle tower fixing parts of the two longitudinal beams are respectively used for fixing the corresponding connecting middle towers.

By adopting the technical scheme, the middle tower fixing parts arranged on the two longitudinal beams are convenient for the installation of the connecting middle tower, so that the connecting middle tower can be selectively assembled and connected, and the front auxiliary frame is suitable for the requirements of different vehicle bodies.

The embodiment of the utility model also discloses a front auxiliary frame, which further comprises a battery anti-collision beam, wherein the battery anti-collision beam is arranged between the rear mounting plate and the front cross beam, extends along the width direction of the vehicle body, and two ends of the battery anti-collision beam are respectively connected with corresponding longitudinal beams.

By adopting the technical scheme, the strength of the front auxiliary frame is enhanced through the battery anti-collision beam arranged between the rear mounting plate and the front cross beam, so that the battery pack at the rear side is better protected when the automobile is impacted positively.

The embodiment of the utility model also discloses an automobile, which comprises any auxiliary frame.

By adopting the technical scheme, the steering gear of the steering system of the automobile is arranged in the steering avoidance part of the front auxiliary frame, and the lower tie rod connecting part is partially staggered with the steering avoidance part in the height direction of the automobile body, so that the installation stability of the steering gear is ensured, and the stability of the automobile in use is improved.

The beneficial effects of the utility model are as follows:

The utility model discloses a front auxiliary frame which comprises a rear mounting plate, two longitudinal beams and a front cross beam, wherein the rear mounting plate and the front cross beam are arranged at intervals along the length direction of a vehicle body, the two longitudinal beams are arranged at intervals along the width direction of the vehicle body and extend along the length direction of the vehicle body, the front ends of the two longitudinal beams are connected with the front cross beam, and the rear ends of the two longitudinal beams are connected with the rear mounting plate. And this kind of preceding sub vehicle frame still includes lower tie rod reinforcement, lower tie rod reinforcement sets up and connects the downside at the rear mounting panel to enclose with the lower surface of rear mounting panel and establish and form lower tie rod connecting portion, lower tie rod connecting portion are used for installing the motor, and the upper surface of rear mounting panel is formed with turns to dodge the portion, in the direction of height of automobile body, lower tie rod connecting portion staggers with turning to dodge the portion, and the vibrations on the lower tie rod are through the transmission of rear mounting panel, and is greatly attenuated, even can transmit to the upper surface of rear mounting panel, also can not cause very serious influence to setting up in the steering gear that turns to dodge the portion to the installation stability of steering gear has been ensured.

Drawings

Fig. 1 is a schematic structural view of a front subframe (a middle tower is not installed) according to an embodiment of the present utility model;

fig. 2 is a schematic structural view of a front subframe (installation connection middle tower) according to an embodiment of the present utility model;

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

FIG. 4 is an exploded view of a body upper panel, a body lower panel, and a lower tie bar reinforcement of a front subframe according to an embodiment of the present utility model;

FIG. 5 is a schematic illustration of the connection of the lower tie bar connection portion of the front subframe to two lower tie bars according to an embodiment of the present utility model;

FIG. 6 is a schematic cross-sectional view of a lower tie bar connection portion and two lower tie bars of a front subframe according to an embodiment of the present utility model;

FIG. 7 is a schematic diagram illustrating an assembly of a front subframe with a left steering gear, a right steering gear and a steer-by-wire according to an embodiment of the present utility model;

Fig. 8 is a schematic cross-sectional view of a main body upper sheet and a main body upper sheet of a front subframe according to an embodiment of the present utility model at a steering avoiding portion position (along a longitudinal direction of a vehicle body);

Fig. 9 is a schematic cross-sectional view of a main body upper piece and a main body upper piece of a front subframe provided in the embodiment of the utility model at positions (along the longitudinal direction of the vehicle body) of a steering avoiding portion and a lower tie bar mounting portion;

fig. 10 is a schematic cross-sectional view of a main body upper sheet and a main body upper sheet of a front subframe in a steering escape portion position (in a vehicle body width direction) provided by an embodiment of the present utility model;

FIG. 11 is a partial schematic view of a body connection portion and a locating flange of a front subframe according to an embodiment of the present utility model;

FIG. 12 is a cross-sectional view of a body connection portion and locating flange of a front subframe according to an embodiment of the present utility model;

FIG. 13 is an exploded view of a tower in connection of a front subframe according to an embodiment of the present utility model;

FIG. 14 is a schematic view of an assembled battery impact beam of a front subframe according to an embodiment of the present utility model;

FIG. 15 is a cross-sectional view of a front subframe battery impact beam to rail connection provided in accordance with an embodiment of the present utility model;

FIG. 16 is a schematic view illustrating an assembly of a front subframe and a stabilizer bar according to an embodiment of the present utility model;

FIG. 17 is a cross-sectional view of a front subframe and stabilizer bar connection provided by an embodiment of the present utility model;

FIG. 18 is a schematic diagram illustrating an assembly of a front subframe and a front lower swing arm according to an embodiment of the present utility model;

FIG. 19 is a cross-sectional view of one of the joints of the first swing arm connection and the front lower swing arm of the front subframe provided by an embodiment of the present utility model;

Fig. 20 is a cross-sectional view of another connection between the second swing arm connection portion and the front lower swing arm of the front subframe according to the embodiment of the present utility model.

Fig. 21 is an assembly schematic diagram of a front subframe on a vehicle body according to an embodiment of the present utility model.

Description of the reference numerals

10. A front subframe;

100. A sub-frame main body; 101, a main body upper piece, 102, a main body lower piece, 103, a vehicle body connecting part;

104. positioning and flanging;

110. a rear mounting plate, 111, a lower tie bar connecting part, 112, a steering avoiding part;

113. the steer-by-wire steering gear dodges the concave part;

114. 115, second swing arm connecting parts;

120. Longitudinal beams, 121, middle tower fixing parts, 122, back plates;

200. The front beam, 210, the front beam upper piece, 220, the front beam lower piece;

300. Lower tie bar reinforcement;

400. connecting the middle tower, 410, the outer piece of the middle tower, 420, the inner piece of the middle tower;

500. a battery anti-collision beam 510, an anti-collision beam bracket;

600. a stabilizer bar 610, a stabilizer bar bracket;

700. front lower swing arm, 710, first sleeve, 720, second sleeve, 730, swing arm bracket.

Detailed Description

The front subframe is an important structure for supporting the motor, suspension system and other chassis components, and the connection with the motor suspension needs to ensure sufficient rigidity and stability while satisfying the requirements of shock absorption, sound insulation and vibration isolation. Common connection modes include bolt connection, welding connection, rubber bushing and other connection modes.

However, since the front subframe is not only required to be mounted with the motor, but also the front subframe is closely related to the steering gear of the steering system, in the prior art, the front subframe is connected with the pull rod of the rear suspension assembly through the mounting hole arranged at the center, the steering gear of the steering system is mounted in the groove at the center of the bottom plate, and vibration on the pull rod in the rear suspension assembly may be transmitted to the bottom plate, and the steering gear arranged in the groove may be swept, thereby affecting the normal operation of the steering gear.

Therefore, the utility model provides a front auxiliary frame, which comprises a rear mounting plate, two longitudinal beams and a front cross beam, wherein the front ends of the two longitudinal beams are connected with the front cross beam, and the rear ends of the two longitudinal beams are connected with the rear mounting plate. And this kind of preceding sub vehicle frame still includes lower tie rod reinforcement, lower tie rod reinforcement sets up and connects the downside at the rear mounting panel to enclose with the lower surface of rear mounting panel and establish and form lower tie rod connecting portion, lower tie rod connecting portion are used for installing the motor, and the upper surface of rear mounting panel is formed with turns to dodge the portion, in the direction of height of automobile body, lower tie rod connecting portion staggers with turning to dodge the portion, and the vibrations on the lower tie rod are through the transmission of rear mounting panel, and is greatly attenuated, even can transmit to the upper surface of rear mounting panel, also can not cause very serious influence to setting up in the steering gear that turns to dodge the portion to ensure the installation stability of steering gear on the car.

For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, embodiments of the present utility model will be described in further detail below with reference to the accompanying drawings.

As shown in fig. 1 to 3, the embodiment of the present utility model discloses a front subframe 10, wherein the front subframe 10 includes a rear mounting plate 110, two longitudinal beams 120, and a front cross member 200, the rear mounting plate 110 and the front cross member 200 are disposed at intervals along the longitudinal direction of the vehicle body, the two longitudinal beams 120 are disposed at intervals along the width direction of the vehicle body and each extend along the longitudinal direction of the vehicle body, the front ends of the two longitudinal beams 120 are connected to the front cross member 200, and the rear ends of the two longitudinal beams 120 are connected to the rear mounting plate 110.

As shown in fig. 5, such a front subframe 10 further includes a lower tie bar reinforcement 300, and the lower tie bar reinforcement 300 is disposed and connected to the lower side of the rear mounting plate 110 and encloses a lower tie bar connection portion 111 with the lower surface of the rear mounting plate 110, the lower tie bar connection portion 111 being for mounting a motor. The lower side of the rear mounting plate 110 is a side closer to the ground in the height direction of the automobile.

As shown in fig. 3 and 4, specifically, the lower surface of the rear mounting plate 110 at the position of the lower tie bar connecting portion 111 forms an upwardly concave convex portion.

As shown in fig. 4, the lower tie bar reinforcement 300 has a plate-like structure recessed downward, and the edge of the lower tie bar reinforcement 300 is fixedly connected to the lower surface of the rear mounting plate 110 to form a lower tie bar connecting portion 111 with the convex portion, and a mounting cavity opening in a direction away from the front cross member 200 is formed in the lower tie bar connecting portion 111, thereby improving the connection strength between the subframe and the lower tie bar.

Further, as shown in fig. 7 to 9, a steering avoiding portion 112 is formed on the upper surface of the rear mounting plate 110, and the lower tie bar connecting portion 111 is partially offset from the steering avoiding portion 112 in the height direction of the vehicle body. The steering escape portion 112 has a V-shaped structure extending in the vehicle width direction and recessed downward in the vehicle longitudinal direction, and the steering escape portion 112 extends at least to the left and right mounting positions of the steering gear.

As shown in fig. 9, the fact that the lower tie bar connecting portion 111 is partially offset from the steering avoiding portion 112 means that the lower tie bar connecting portion 111 and the steering avoiding portion 112 are not completely aligned in the height direction, and there is a portion where the lower tie bar connecting portion 111 and the steering avoiding portion 112 do not overlap in the height direction, for example, in this embodiment, the lowest portion of the steering avoiding portion 112 corresponds to the connecting edge between the lower tie bar reinforcement 300 and the rear mounting plate 110, one side of the steering avoiding portion 112 in the vehicle longitudinal direction corresponds to the lower tie bar reinforcement 300 in the height direction, and the other side of the steering avoiding portion 112 in the vehicle longitudinal direction is offset from the lower tie bar reinforcement 300 in the height direction. Of course, the lower tie rod connecting portion 111 and the steering avoiding portion 112 may be completely staggered in the height direction, and those skilled in the art may design the same according to actual situations and specific requirements, which is not particularly limited in this embodiment.

In one embodiment, as shown in fig. 7 (a), the steer relief 112 extends at least to a left side mounting position and a right side mounting position of the diverter, where the diverter is mounted.

In another embodiment, as shown in fig. 7 (b), the steer relief 112 extends at least to a left side mounting position and a right side mounting position of the diverter, where the diverter is mounted.

As shown in fig. 7 to 9, the steering avoiding portion 112 is formed in a V-shaped structure recessed downward, so that a sufficient avoiding space for the steering gear in the height direction can be provided, and the steering avoiding portion 112 can be directly formed by die casting, and has a small influence on the structural strength of the rear mounting plate 110 itself. In addition, the steering avoidance portion 112 extends to at least a left side installation position and a right side installation position of the steering gear, so that avoidance requirements of the steering gear at different installation positions can be adapted, and applicability of the auxiliary frame is expanded.

Further, as shown in fig. 7 (c) and fig. 10, the steering avoidance portion 112 further has a steering wheel avoidance recess 113 recessed downward, so that an avoidance space can be provided for mounting the steering wheel, and the front subframe 10 can also be applied to an automobile provided with the steering wheel.

It should be noted that, as shown in fig. 7, the above three steering structures are all fixedly connected to the rear mounting plate 110 through four connection points at two sides in the width direction, and particularly, the present utility model is not limited thereto.

Specifically, the front subframe 10 is connected to the lower tie rod through the lower tie rod connecting portion 111 defined by the lower surface of the rear mounting plate 110 and the lower tie rod reinforcement 300, on the one hand, by providing the lower tie rod reinforcement 300, the connection strength of the front subframe 10 to the lower tie rod can be improved, and the connection reliability of the front subframe 10 to the motor assembly can be improved, on the other hand, the lower tie rod is connected between the rear mounting plate 110 and the lower tie rod reinforcement 300, and the steering gear of the steering system is provided in the steering avoiding portion 112 on the upper surface of the rear mounting plate 110, and the steering gear is partially staggered in the height direction of the vehicle body, and the vibration on the lower tie rod is greatly attenuated through the transmission of the rear mounting plate 110, and even if the vibration can be transmitted to the upper surface of the rear mounting plate 110, the steering gear provided in the steering avoiding portion 112 is not seriously affected, so that the mounting stability of the steering gear is ensured.

Of course, in another alternative embodiment, the lower tie rod connecting portion 111 is completely offset from the steering avoiding portion 112 in the height direction of the vehicle body, so that the vibration on the lower tie rod is better attenuated to the steering gear, which is not limited solely by the present utility model.

The main structure of the subframe will be described below.

As shown in fig. 3, the sub-frame body 100 includes a body upper panel 101 and a body lower panel 102 that are joined to each other in the vehicle body height direction. The steering escape portion 112 is located on the main body upper plate 101, and a lower surface of the rear mounting plate 110 located at the position of the lower tie bar connecting portion 111 forms an upwardly concave convex portion located on the main body lower plate 102, and a cavity is formed between the main body upper plate 101 and the main body lower plate 102.

The front cross member 200 includes a front cross member upper plate 210 and a front cross member lower plate 220 that are joined to each other in the vehicle height direction, and the front cross member upper plate 210 is connected to the main body upper plate 101 and the front cross member lower plate 220 is connected to the main body lower plate 102.

The upper body panel 101, the lower body panel 102, the upper front cross member panel 210, and the lower front cross member panel 220 may be formed by stamping, and may be made of steel or aluminum, which is not limited in this regard.

In one embodiment, as shown in fig. 4 and 5 (a), the edges of the lower main body sheet 102 and the lower tie bar reinforcement 300 of the front subframe 10 are connected to the lower main body sheet 102 by welding, the upper main body sheet 101, the lower main body sheet 102 and the lower tie bar reinforcement 300 are folded, an upwardly concave convex part is formed on the lower main body sheet 102, a mounting cavity is enclosed by the lower tie bar reinforcement 300, the mounting cavity and the lower tie bar of the motor of the two-wheel drive system are assembled by bolts, and the lower tie bar connecting part 111 of the motor are further provided with vibration damping components. The vibration damping component may be a rubber bushing, a vibration damping pad, etc. commonly used in the art, and those skilled in the art may design according to actual situations and specific requirements, and the embodiment is not limited in particular.

Of course, as shown in fig. 4 and 5 (b), since the mounting cavity is large, in another embodiment, it is also possible to connect with the lower tie rod in a four-wheel drive system. It should be noted that the motor in the four-wheel drive system is more powerful, and therefore, the lower tie rod is more bulky to ensure higher structural strength.

Specifically, the upper and lower sheets of the subframe main body 100 are spliced, and the front cross member 200 is formed by splicing the front cross member upper sheet 210 and the front cross member lower sheet 220, so that the strength of the front subframe 10 in the horizontal direction is not reduced, the weight of the subframe is reduced, and the weight of the whole vehicle is facilitated. And when the front cross beam 200 is impacted, the front cross beam can collapse backwards, and the anti-collision and energy-absorbing functions are achieved.

As shown in fig. 3, the sub-frame body 100 is provided with a back plate 122 at the end portions of the two side members 120.

As shown in fig. 1, 2, 18 and 21, the rear mounting plate 110 is formed with a first swing arm connecting portion 114 and a second swing arm connecting portion 115 provided at intervals in the longitudinal direction of the vehicle on both sides in the vehicle width direction.

In such an embodiment, the rear mounting plate 110 can be connected with the front lower swing arm 700 having two fork arms through the first swing arm connecting portion 114 and the second swing arm connecting portion 115 on both sides, thereby being adapted to a double-fork suspension system.

More specifically, as shown in fig. 1 and 2, the second swing arm connecting portion 115 of the rear mounting plate 110 has an inwardly recessed escape space, which can provide an assembly space for the connecting end of the front lower swing arm 700.

Further, as shown in fig. 11 and 12, the front ends of the two side members 120 and the rear end of the rear mounting plate 110 are formed with a vehicle body connecting portion 103. And, the edge of the body connecting portion 103 of the rear mounting plate 110 forms an outwardly extending positioning flange 104. Wherein, the automobile body adopts the spiro union with automobile body connecting portion 103, convenient to detach.

Specifically, the auxiliary frame can play a role in positioning the connection of the front auxiliary frame 10 and the vehicle body through the positioning flange 104 arranged at the edge of the vehicle body connecting part 103, and the assembly precision between the front auxiliary frame 10 and the vehicle body is improved.

More specifically, as shown in fig. 12, a through hole is provided in the positioning flange 104, and the through hole in the positioning flange 104 is connected with the vehicle body in a matched manner through a pin.

As shown in fig. 2 and 3, in the present embodiment, the front subframe 10 further includes a connecting center tower 400, and the upper surfaces of the two stringers 120 are formed with center tower fixing portions 121, and the center tower fixing portions 121 of the two stringers 120 respectively fix the corresponding connecting center towers 400.

Further, the front ends of the two side members 120, the rear ends of the rear mounting plates 110 are formed with a vehicle body connecting portion 103, and the upper surfaces of the two side members 120 are formed with a center tower fixing portion 121, so that six connection points with the vehicle body are formed on the front subframe 10.

Specifically, the installation of the connecting center tower 400 is facilitated by the center tower fixing portions 121 provided on the two side members 120, so that the connecting center tower 400 is selectively assembled, so that the front subframe 10 can be adapted to the needs of different vehicle bodies.

It should be noted that, as shown in fig. 13, the middle connecting tower 400 is composed of a middle tower inner sheet 420 and a middle tower outer sheet 410, the middle tower inner sheet 420 and the middle tower outer sheet 410 are connected by welding, a connecting through hole for connecting a vehicle body is formed at the upper end of the middle connecting tower 400, the connecting through hole of the middle connecting tower 400 is connected with the vehicle body by a stud, and a specific connection mode of the middle connecting tower 400 and the vehicle body can be designed by a person skilled in the art according to actual situations and specific requirements, and the embodiment is not limited in this way.

As shown in fig. 14, in the present embodiment, the front subframe 10 further includes a battery impact beam 500, the battery impact beam 500 being disposed between the rear mounting plate 110 and the front cross member 200, the battery impact beam 500 extending in the width direction of the vehicle body, and both ends being connected to the corresponding side members 120, respectively.

Specifically, the strength of the front subframe 10 is enhanced by the battery impact beam 500 disposed between the rear mounting plate 110 and the front cross member 200, so that the rear battery pack is better protected when the automobile is impacted in the front.

More specifically. As shown in fig. 15, an impact beam bracket 510 is provided between the main body upper sheet 101 and the main body lower sheet 102, and an end portion of the battery impact beam 500 is mounted to the impact beam bracket 510 by a bolt to secure the connection strength of the battery impact beam 500 and the sub-frame main body 100.

Further, as shown in fig. 16, the front subframe 10 is connected to a stabilizer bar 600, also commonly referred to as an anti-roll bar, a stabilizer bar or a stabilizer bar 600, which is a key component in an automotive suspension system. The main function of the vehicle is to strengthen the stability of the vehicle during turning and prevent the vehicle body from excessively rolling transversely, thereby ensuring the stability and the safety of driving.

As shown in fig. 16 and 17, the front subframe 10 is further provided with a stabilizer bar bracket 610, the main body lower plate 102 is formed with a sinking table, the sinking table is matched with the base of the stabilizer bar bracket 610, two sleeves matched with the stabilizer bar 600 are formed on the stabilizer bar bracket 610, the stabilizer bar 600 is sleeved in the sleeves, and the base of the stabilizer bar bracket 610 is connected with the main body lower plate 102 by bolts, so that the stabilizer bar bracket 610 can be detached when the stabilizer bar 600 is replaced later, and the front subframe 10 does not need to be detached.

Further, as shown in fig. 18, the front subframe 10 is connected to a front lower swing arm 700, also called a lower bracket or lower arm, which is an important component of an automotive suspension system, mainly located on the inner side of an automotive front wheel, and the front lower swing arm 700 can support the weight of the vehicle body, so as to ensure the stability of the vehicle during running. In the present embodiment, the front lower swing arm 700 has two connection ends, and is connected to the sub-frame body 100 by bolts, respectively.

Specifically, as shown in fig. 19, one connecting end of the front lower swing arm 700 is sleeved in the first sleeve 710, the first sleeve 710 is connected with the first swing arm connecting portion 114, and specifically, the first sleeve 710 is fixedly connected with the first swing arm connecting portion 114 through two bolts.

As shown in fig. 20, the other connection end of the front lower swing arm 700 is sleeved in the second sleeve 720, and the sub-frame body 100 is provided with a swing arm bracket 730 connected to the body lower panel 102 by welding between the body upper panel 101 and the body lower panel 102 at the second swing arm connection portion 115, and the second sleeve 720 is sequentially connected to the body upper panel 101 and the swing arm bracket 730 by bolts, thereby increasing the connection strength with the front lower swing arm 700.

Of course, the first swing arm connection portion 114 and the second swing arm connection portion 115 of the front subframe 10 are not limited to the connection manner with the front lower swing arm 700 in the above-described embodiment, and those skilled in the art can design according to actual situations and specific requirements.

And, the buffer bushings are disposed between the two connection ends of the front lower swing arm 700 and the sub-frame body 100, and the two buffer bushings are horizontally connected, thereby improving the connection strength and vibration isolation rate of the suspension structure.

As shown in fig. 21, an embodiment of the present utility model further provides an automobile, including any one of the front sub-frames 10, wherein a steering gear of a steering system of the automobile is disposed in a steering avoiding portion 112 of the front sub-frame 10, and a lower tie bar connecting portion 111 is partially staggered from the steering avoiding portion 112 in a height direction of a vehicle body, thereby ensuring installation stability of the steering gear and improving stability of the automobile when in use.

In addition, the front auxiliary frame 10 meets the assembly requirements and bearing capacity of all functional parts and simultaneously meets the requirements of whole vehicle collision, NVH, control, material cost, weight and the like. Meanwhile, the paint has good manufacturability, maintainability and corrosion resistance.

It is intended that other advantages and effects of the present utility model, in addition to those described in the specific embodiments, be readily apparent to those skilled in the art from the present disclosure. While the description of the utility model will be described in connection with the preferred embodiment, it is not intended to limit the utility model to the particular form disclosed. Rather, the purpose of the utility model described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the utility model. The foregoing description contains many specifics, other embodiments, and examples of specific details for the purpose of providing a thorough understanding of the utility model. Furthermore, some specific details are omitted from the description in order to avoid obscuring the utility model. It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the present embodiment, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship in which the inventive product is conventionally put in use, are merely for convenience of describing the present utility model and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and therefore should not be construed as limiting the present utility model.

In the description of the present embodiment, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, integrally connected, mechanically connected, electrically connected, directly connected, indirectly connected through an intermediate medium, or communicating between two elements. The specific meaning of the above terms in the present embodiment can be understood in a specific case by those of ordinary skill in the art.

While the utility model has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a further detailed description of the utility model with reference to specific embodiments, and it is not intended to limit the practice of the utility model to those descriptions. Various changes in form and detail may be made therein by those skilled in the art, including a few simple inferences or alternatives, without departing from the spirit and scope of the present utility model.

Claims (11)

1. The utility model provides a preceding sub vehicle frame, includes rear mounting panel, two longerons, and front beam, rear mounting panel with the front beam sets up along the length direction interval of automobile body, two longerons set up along the width direction interval of automobile body, and all extend along the length direction of automobile body, the front end of two longerons meet in front beam, the rear end of two longerons meet in rear mounting panel, its characterized in that:

The front auxiliary frame further comprises a lower tie bar reinforcement, wherein the lower tie bar reinforcement is arranged and connected on the lower side of the rear mounting plate, and forms a lower tie bar connecting part with the lower surface of the rear mounting plate in a surrounding manner, and the lower tie bar connecting part is used for mounting a motor;

the upper surface of the rear mounting plate is provided with a steering avoidance part, and the lower tie bar connecting part is partially staggered with the steering avoidance part in the height direction of the vehicle body.

2. The front subframe according to claim 1, wherein a lower surface of the rear mounting plate at the position of the lower tie bar connecting portion forms an upwardly recessed convex portion, and

The lower tie bar reinforcement is arranged into a downward concave plate-shaped structure, the edge of the lower tie bar reinforcement is fixedly connected with the lower surface of the rear mounting plate, the lower tie bar reinforcement and the convex part form a lower tie bar connecting part, and a mounting cavity with an opening along the direction deviating from the front cross beam is formed in the lower tie bar connecting part.

3. The front subframe according to claim 1, wherein the steering escape portion extends in a vehicle width direction and has a V-shaped structure recessed downward in a vehicle length direction, and the steering escape portion extends at least to a left side mounting position and a right side mounting position of the steering gear.

4. The front subframe of claim 3 wherein said steer-by-wire recess is further defined by a downwardly recessed steer-by-wire recess.

5. The front subframe of any one of claims 1 to 4 wherein said rear mounting plate and two of said stringers are integrally formed to form a subframe body.

6. The front subframe of claim 5 wherein said subframe main body comprises a main body upper sheet and a main body lower sheet joined to each other in a vehicle body height direction, and

The front cross beam comprises a front cross beam upper sheet and a front cross beam lower sheet which are spliced with each other in the height direction of the vehicle body, the front cross beam upper sheet is connected with the main body upper sheet, and the front cross beam lower sheet is connected with the main body lower sheet.

7. The front subframe according to any one of claims 1 to 4, wherein the rear mounting plate is provided on both sides in the vehicle width direction with first and second swing arm connecting portions provided at intervals in the vehicle length direction.

8. The front subframe according to any one of claims 1 to 4, wherein,

The front ends of the two longitudinal beams and the rear end of the rear mounting plate are provided with a vehicle body connecting part, and

The edge of the vehicle body connecting part of the rear mounting plate forms a positioning flanging extending outwards.

9. The front subframe according to any one of claims 1 to 4, wherein,

The front auxiliary frame further comprises a connecting middle tower, middle tower fixing parts are formed on the upper surfaces of the two longitudinal beams, and the middle tower fixing parts of the two longitudinal beams are respectively used for fixing the corresponding connecting middle towers.

10. The front subframe according to any one of claims 1 to 4, wherein,

The front auxiliary frame further comprises a battery anti-collision beam, the battery anti-collision beam is arranged between the rear mounting plate and the front cross beam, extends along the width direction of the vehicle body, and two ends of the battery anti-collision beam are respectively connected with the corresponding longitudinal beams.

11. An automobile comprising a front subframe according to any one of claims 1 to 10.