CN118928542A - Front subframe assembly and vehicle - Google Patents

Abstract

The present invention discloses a front subframe assembly and a vehicle, wherein the front subframe assembly comprises: at least one frame crossbeam; a lower swing arm and two frame longitudinal beams, wherein the two frame longitudinal beams are spaced apart and connected to the two ends of the frame crossbeam, wherein at least a portion of each frame longitudinal beam is constructed as an inclined section, wherein the inclined section is constructed to extend outwardly from the rear to the front, wherein the inner front end of the lower swing arm is movably connected to the inclined section through a breakable connecting piece, wherein the inner rear end of the lower swing arm is movably connected to the frame longitudinal beam, and the outer side of the lower swing arm is suitable for being fixed relative to the wheel; wherein, during a collision, the collision force on the inclined section is suitable for acting on the breakable connecting piece and causing the breakable connecting piece to break so that the outer side of the lower swing arm moves backward in an arc relative to the inner rear end of the lower swing arm. The front subframe assembly of the embodiment of the present invention can cause the breakable connecting piece to break to release part of the impact force when the vehicle collides, thereby protecting other structures and improving the safety strategy of vehicle collision.

Description

Front auxiliary frame assembly and vehicle

Technical Field

The invention relates to the technical field of vehicle manufacturing, in particular to a front auxiliary frame assembly and a vehicle with the front auxiliary frame assembly.

Background

At present, the automobile industry is in an acceleration and transformation era, particularly the China automobile industry is rapidly developed and is more and more competitive, the trend of new energy of automobiles is continuously advancing, meanwhile, the requirements for automobile science and technology, intelligence and security are more and more increased, and particularly, people are more and more paying attention to the security requirements, so that the automobile security is not only a bottom line of automobile production enterprises, but also is respected to life. From traditional fuel automobiles to light hybrid automobiles, plug hybrid automobiles and pure electric automobiles, automobile safety is always a topic of attention of personnel, and the purposes of protecting personal safety to the greatest extent and reducing property loss are achieved no matter whether passive safety is always maintained and active safety performance is improved more and more.

The passive safety of car includes that the face-on collision, offset bump etc. multiple condition, and most users meet little offset and bump the scene more, and current sub vehicle frame subassembly is inside can not play well collapsibility impact effect, can cause the damage of important structures such as lower swing arm, can increase cost of maintenance and risk, exists the space of improvement.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides the front auxiliary frame assembly, when a vehicle collides, the collision force on the inclined section can act on the breakable connecting piece to enable the breakable connecting piece to break so as to release part of the impact force, so that other structures can be protected, the maintenance cost is reduced, the safety strategy of the vehicle collision is improved, and drivers and passengers are protected to the greatest extent.

According to an embodiment of the invention, a front subframe assembly includes: at least one frame rail; the lower swing arm and the two frame longitudinal beams are connected to two ends of the frame cross beam at intervals, at least part of each frame longitudinal beam is configured to be an inclined section, the inclined section is configured to extend obliquely outwards from back to front, the front end of the inner side of the lower swing arm is movably connected with the inclined section through a breakable connecting piece, the rear end of the inner side of the lower swing arm is movably connected with the frame longitudinal beam, and the outer side of the lower swing arm is suitable for being fixed relative to wheels; wherein, in a crash, the crash forces on the inclined section are adapted to act on the breakable connection and break the breakable connection to move the outboard side of the lower swing arm in an arc rearward relative to the inboard rear end of the lower swing arm.

According to the front auxiliary frame assembly provided by the embodiment of the invention, the frame cross beam and the frame longitudinal beam are arranged to absorb and disperse the impact force generated when the vehicle collides positively or laterally, the frame longitudinal beam is enabled to form the inclined section, and the inclined section is connected with the front end of the inner side of the lower swing arm through the breakable connecting piece, so that the collision force on the inclined section can act on the breakable connecting piece to break the breakable connecting piece to release part of the impact force when the vehicle collides, other structures can be further protected, the maintenance cost is reduced, the safety strategy of the vehicle collision is improved, and drivers and passengers are protected to the greatest extent.

According to the front subframe assembly of some embodiments of the present invention, the breakable connection is disposed to extend in a front-rear direction, and an extending direction of the breakable connection forms an angle with an extending direction of the inclined section.

According to some embodiments of the present invention, the breakable connection is configured as a connection bolt, and the inner front end of the lower swing arm is rotatably connected to the inclined section through the connection bolt; wherein the axis of the connecting bolt is along the front-rear direction, and the inclined section is suitable for generating shearing force on the connecting bolt in collision.

According to the front auxiliary frame assembly of some embodiments of the present invention, the frame rail is provided with a mounting opening, a mounting portion is formed at the front end of the inner side of the lower swing arm, the mounting portion extends to the mounting opening, and the connecting bolt penetrates through the mounting portion and is arranged on the side wall of the mounting opening in a penetrating manner.

According to some embodiments of the present invention, the breakable connection is configured as a connecting bolt comprising a head section, a middle section and a tail section connected in sequence, the head section and the tail section each having a diameter greater than a diameter of the middle section, the inclined section being adapted to act on the connecting bolt and break the middle section upon collision.

A front subframe assembly according to some embodiments of the present invention, the length of the intermediate section is greater than the length of the tail section, and the length of the intermediate section is greater than the length of the head section; and/or the length of the tail section is 1/3-2/5 of the total length of the connecting bolt; and/or the diameter of the middle section is 10mm-15mm.

According to some embodiments of the invention, the front subframe assembly is provided with a mounting bracket, the inner front end of the lower swing arm is mounted to the mounting bracket through the breakable connection, and a collision force is adapted to act on the breakable connection through the mounting bracket upon collision.

According to the front subframe assembly of some embodiments of the present invention, the mounting bracket includes a front side plate, a middle connecting plate and a rear side plate, the front side plate and the rear side plate are distributed opposite to each other and are connected to the front and rear ends of the middle connecting plate to jointly define a mounting groove for accommodating the front end of the inner side of the lower swing arm, the breakable connecting piece penetrates the front side plate and the rear side plate along the front and rear direction, and at least one of the front side plate, the middle connecting plate and the rear side plate is connected to the frame rail.

According to some embodiments of the invention, the mounting bracket is detachably mounted to the inclined section by a bracket mount.

According to some embodiments of the present invention, the bracket mounting member is configured as a mounting bolt, the mounting bolt penetrates through the mounting bracket and the inclined section, the breakable connecting member is configured as a connecting bolt, and the connecting bolt penetrates through the mounting bracket and the inner front end of the lower swing arm; wherein, in the event of a collision, the connecting bolts are arranged to break before the mounting bolts.

According to the front subframe assembly of some embodiments of the present invention, the axis of the connecting bolt extends in the front-rear direction, and the axis of the mounting bolt extends in the up-down direction.

According to some embodiments of the invention, the mounting bracket is formed with a multi-sided closed mounting cavity having a through opening open to the outside of the frame rail, and the inboard front end of the lower swing arm extends from the through opening into the mounting cavity to be movably connected with the mounting bracket by a breakable connection.

According to the front auxiliary frame assembly of some embodiments of the present invention, a rear bracket is arranged at the inner rear end of the lower swing arm, and the rear bracket is connected with the inclined section through a first connecting piece; wherein in the event of a crash, the breakable connection is arranged to break prior to the first connection.

According to the front auxiliary frame assembly of some embodiments of the present invention, the rear bracket includes a bracket body and two connection brackets connected to both sides of the bracket body, a sleeve cavity is formed in the bracket body, the rear end of the inner side of the lower swing arm extends into the sleeve cavity to be rotatably connected to the bracket body, and the connection brackets are connected to the inclined section through the first connection member.

According to some embodiments of the present invention, the front subframe assembly, both of the frame rails are configured to tilt from rear to front in a direction away from each other, the frame rails being inclined at an angle of less than 30 ° relative to the longitudinal direction of the vehicle.

A front subframe assembly according to some embodiments of the present invention, each of the frame rails having an inboard surface extending in the longitudinal direction of the vehicle, at least a portion of the inboard surfaces of both of the frame rails being configured to tilt from rear to front in a direction away from each other; and/or each of the frame rails has an outer side extending in the longitudinal direction of the vehicle, at least a portion of the outer sides of both of the frame rails being configured to be inclined from rear to front in a direction away from each other.

According to the front subframe assembly of some embodiments of the present invention, an inner space is formed between the front regions of the two frame rails, and the width of the inner space in the vehicle transverse direction is set to gradually increase from rear to front in the vehicle longitudinal direction.

A front subframe assembly according to some embodiments of the present invention provides front mounting points located in a front region of the frame rail and rear mounting points located in a rear region of the frame rail, the number of front mounting points being greater than or equal to the number of rear mounting points.

A front subframe assembly according to some embodiments of the present invention, wherein a plurality of the frame rails are connected between two of the frame rails and are spaced apart longitudinally along the vehicle; at least one of the frame rails is connected to the frame rail at a location where the front mounting point is provided and/or at least one of the frame rails is connected to the frame rail at a location where the rear mounting point is provided.

According to some embodiments of the present invention, the front subframe assembly is configured such that at least a portion of the frame rail is configured to extend obliquely upward from rear to front with a front end of the frame rail being higher than a rear end of the frame rail.

According to some embodiments of the present invention, the frame rail includes a rail front section, a rail middle section, and a rail rear section distributed in a front-rear direction, the rail middle section is connected between the rail front section and the rail rear section, and the rail middle section is configured to extend obliquely upward from rear to front, the rail front section and the rail rear section each extend in a vehicle longitudinal direction, and the rail front section is higher than the rail rear section.

According to a front subframe assembly of some embodiments of the present invention, the frame rail is formed with a recessed area on the outer side of the middle in the vehicle longitudinal direction and has a smaller width in the middle in the vehicle longitudinal direction than at both ends, and is adapted to collapse inwardly from the recessed area upon a collision.

According to a front subframe assembly of some embodiments of the present invention, the outer side of the recessed area includes a front side and a rear side, the front side and the rear side meet in a vehicle longitudinal direction, the front side is configured to extend obliquely inward from front to rear, and the rear side is configured to extend obliquely inward from rear to front.

According to the front subframe assembly of some embodiments of the present invention, the front side surface has an extension in the vehicle longitudinal direction smaller than that of the rear side surface; and/or the front side faces are inclined inwardly at a greater angle than the rear side faces.

According to the front auxiliary frame assembly, the frame longitudinal beam comprises a first plate body and a second plate body which are spliced and connected in the up-down direction to define a longitudinal beam inner cavity; or, the frame longitudinal beam is integrally formed.

According to the front subframe assembly of some embodiments of the present invention, the frame rail further comprises a reinforcing plate, the reinforcing plate is located between the first plate body and the second plate body, and two ends of the reinforcing plate are respectively supported on the first plate body and the second plate body.

According to the front auxiliary frame assembly of some embodiments of the present invention, the frame cross members are three and are respectively a front cross member, a middle cross member and a rear cross member, the front cross member, the middle cross member and the rear cross member are sequentially and spaced apart along the longitudinal direction of the vehicle, the front cross member is located between front areas of two frame longitudinal members, and the middle cross member and the rear cross member are located between rear areas of two frame longitudinal members.

According to some embodiments of the present invention, the front cross member has a length that is greater than a length of the middle cross member, and the middle cross member has a length that is less than or equal to a length of the rear cross member.

The invention further provides a vehicle.

According to an embodiment of the present invention, a vehicle is provided with a front subframe assembly as set forth in any one of the above.

The vehicle and the front subframe assembly have the same advantages as compared with the prior art, and are not described in detail herein.

Additional aspects and advantages of the invention 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 invention.

Drawings

The foregoing and/or additional aspects and advantages of the invention 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 partial structure of a front subframe assembly according to an embodiment of the present invention;

FIG. 2 is a schematic structural view of a front subframe assembly according to an embodiment of the present invention;

FIG. 3 is a side view of a front subframe assembly according to an embodiment of the present invention;

FIG. 4 is a cross-sectional view of a front subframe assembly according to an embodiment of the present invention;

FIG. 5 is a schematic illustration of the connection of the rear bracket to the lower swing arm in accordance with an embodiment of the invention;

FIG. 6 is a schematic structural view of a breakable connection according to an embodiment of the present invention;

Fig. 7 is a schematic structural view of a mounting bracket according to an embodiment of the present invention.

Reference numerals:

the front sub-frame assembly 100,

The frame cross member 1, the front cross member 11, the middle cross member 12, the rear cross member 13,

Frame rail 2, inclined section 21, mounting opening 22, inboard space 23, front mounting point 24, rear mounting point 25, rail front section 26, rail middle section 27, rail rear section 28, recessed area 29, front side 201, rear side 202, first panel 203, second panel 204, rail cavity 205, reinforcement panel 206,

The lower swing arm 3, the mounting part 31, the rear bracket 32, the bracket body 321, the connecting support plate 322,

The breakable connection 4, the head section 41, the middle section 42, the tail section 43,

Mounting bracket 5, front side plate 51, first connection hole 511, intermediate connection plate 52, rear side plate 53, second connection hole 531, mounting groove 54, mounting cavity 55, through hole 551,

The bolt 6, the first connecting piece 7, the mating part 8 and the mating piece 9 are installed.

Detailed Description

Embodiments of the present invention 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 invention.

In the description of the present invention, 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 invention 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 invention. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.

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

If not specified, the front-rear direction in the application is the longitudinal direction of the vehicle, namely the X direction; the left-right direction is the transverse direction of the vehicle, namely the Y direction; the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

The following describes a front subframe assembly 100 according to an embodiment of the present invention with reference to fig. 1 to 7, in which, in the event of a collision of a vehicle, a collision force on the inclined section 21 may act on the breakable connection 4 to break the breakable connection 4 to release a part of the impact force, so that other structures may be protected, maintenance costs may be reduced, a safety strategy for the collision of the vehicle may be improved, and occupants may be protected to the greatest extent.

As shown in fig. 1-7, a front subframe assembly 100 according to one embodiment of the present invention includes: at least one frame rail 1, a lower swing arm 3 and two frame rails 2.

Specifically, the frame cross member 1 extends transversely along the vehicle, and can be used for absorbing and dispersing impact force when the vehicle collides positively, so as to protect the vehicle body structure and the safety of passengers, and at least one frame cross member 1 is arranged on the front subframe assembly 100, that is, the number of the frame cross members 1 can be one, two or more, so that the impact force when the vehicle collides positively can be absorbed and dispersed by at least one frame cross member 1, and the reliability of protecting the vehicle body structure and the safety of passengers can be improved.

Two frame rails 2 are connected to both ends of the frame cross member 1 at intervals, at least part of each frame rail 2 is configured as an inclined section 21, the inclined section 21 is configured to extend obliquely from the rear to the front outwards, the inner front end of the lower swing arm 3 is movably connected with the inclined section 21 through a breakable connection 4, the inner rear end of the lower swing arm 3 is movably connected with the frame rail 2, and the outer side of the lower swing arm 3 is adapted to be relatively fixed with wheels.

Specifically, the frame longitudinal beams 2 extend longitudinally along the vehicle, and can be used for absorbing and dispersing impact force when the vehicle collides laterally so as to protect the vehicle body structure and the passengers safely, two frame longitudinal beams 2 are arranged on the front subframe assembly 100, namely, the impact force when the vehicle collides laterally can be absorbed and dispersed through the two frame longitudinal beams 2, the reliability of protecting the vehicle body structure and the passengers safely can be improved, the two frame longitudinal beams 2 are connected to the two ends of the frame cross beam 1 at intervals, namely, the two frame longitudinal beams 2 can be distributed at intervals along the transverse direction of the vehicle, the impact force when the vehicle collides laterally can be absorbed and dispersed from the two positions of the transverse direction of the vehicle by utilizing the two frame longitudinal beams 2, the reliability of protecting the vehicle body structure and the passengers safely is further improved, and the integral structural strength of the front subframe assembly 100 can be improved by connecting the frame longitudinal beams 2 and the frame cross beam 1, and the working reliability of the front subframe assembly 100 can be improved.

Meanwhile, at least part of the frame rail 2 is configured as an inclined section 21, i.e. the frame rail 2 may be partially configured as an inclined section 21 or may be integrally configured as an inclined section 21, and the inclined section 21 is configured to extend obliquely from the rear to the front, i.e. when the frame rail 2 is mounted on the whole vehicle, part or the whole of it is configured to extend obliquely from the front to the rear to the inside, such that the distance between the front end of the inclined section 21 of the frame rail 2 and the vehicle center line is greater than the distance between the rear end and the vehicle center line.

And, link to each other with the inboard front end of lower swing arm 3 movably through the breakable connection 4 with the slope section 21, according to the breakable characteristic of breakable connection 4, when the force that breakable connection 4 received is greater than its settlement, the breakable connection 4 accessible breaks and releases partial impact force, in order to reduce the damage of impact force to lower swing arm 3 or other parts, and make the outside and the wheel relatively fixed of lower swing arm 3, can link to each other with the slope section 21 movably with one side of lower swing arm 3, the opposite side is relatively fixed with the wheel, and then make the wheel movable with respect to the slope section 21 of frame longeron 2, and link to each other with the inboard rear end of lower swing arm 3 with the slope section 21 of frame longeron 2 movably, can be according to whole car design demand, also can link to the inboard rear end of lower swing arm 3 with the non-slope section of frame longeron 2, wherein, the inside and outside direction is the transverse of vehicle, i.e. Y, and the inside is the direction that is close to the vehicle center line, and the outside is the direction that keeps away from the vehicle center line.

Wherein, in a crash, the crash forces on the tilting segment 21 are adapted to act on the breakable connection 4 and break the breakable connection 4 to move the outer side of the lower swing arm 3 in an arc rearward with respect to the inner rear end of the lower swing arm 3.

Specifically, when a vehicle collides, the collision force acts on the frame rail 2 and is transferred to the inclined section 21 of the frame rail 2, and the collision force on the inclined section 21 further acts on the breakable connection 4 to break the breakable connection 4 so as to release part of the impact force, so that the outer side of the lower swing arm 3 moves in an arc manner backwards relative to the rear end of the inner side of the lower swing arm 3, and the lower swing arm 3 can be thrown out to protect other structures, thereby reducing maintenance cost, improving the safety strategy when the vehicle collides, and protecting drivers and passengers to the greatest extent.

The vehicle collision includes a frontal collision, an offset collision, and the like, wherein the frontal collision may be a collision from a front side in a vehicle traveling direction, and the offset collision may be a collision from a front left side or a front right side in the vehicle traveling direction. Particularly, in the offset collision, the included angle between the extending direction of the inclined section 21 of the frame longitudinal beam 2 and the acting direction of the offset collision is smaller, so that the breakable connecting piece 4 is easier to break after the collision force on the inclined section 21 acts on the breakable connecting piece 4, and the safety of passengers in the offset collision process is improved.

Therefore, the impact force generated when the vehicle collides in the forward direction can be absorbed and dispersed by arranging at least one frame cross beam 1, the impact force generated when the vehicle collides in the side direction can be absorbed and dispersed by arranging two frame longitudinal beams 2, the two frame longitudinal beams 2 are arranged at intervals to improve the reliability of protecting the vehicle body structure and passengers, meanwhile, the inclined section 21 is arranged on the frame longitudinal beam 2, the inner front end of the lower swing arm 3 is connected with the inclined section 21 through the breakable connecting piece 4, the inner rear end of the lower swing arm is connected with the frame longitudinal beam 22, and the outer side of the lower swing arm is relatively fixed with wheels, so that when the vehicle collides, the collision force transmitted to the inclined section 21 of the frame longitudinal beam 2 can act on the breakable connecting piece 4 to break the breakable connecting piece 4 so as to protect other structures.

According to the front auxiliary frame assembly 100 provided by the embodiment of the invention, the frame cross beam 1 and the frame longitudinal beam 2 are arranged to absorb and disperse the impact force of the vehicle in the forward direction or the side collision, the frame longitudinal beam 2 is made to form the inclined section 21, and the inclined section 21 is connected with the front end of the inner side of the lower swing arm 3 through the breakable connecting piece 4, so that the collision force on the inclined section 21 can act on the breakable connecting piece 4 to break the breakable connecting piece 4 to release part of the impact force when the vehicle collides, other structures can be protected, the maintenance cost is reduced, the safety strategy of the vehicle collision is improved, and the driver and the passengers are protected to the greatest extent.

In some embodiments, the breakable connection 4 is arranged to extend in a front-to-back direction, and the direction of extension of the breakable connection 4 forms an angle with the direction of extension of the inclined segment 21.

Specifically, the breakable connection 4 is connected between the lower swing arm 3 and the frame rail 2, the inclined section 21 on the frame rail 2 is configured to extend obliquely from the rear to the front, i.e. a certain angle is formed between the inclined section 21 and the front-rear direction, the breakable connection 4 is configured to extend in the front-rear direction, the front-rear direction referred to herein is not an absolute front-rear direction, for example, a direction forming a smaller angle with the front-rear direction of the vehicle, and the angle may be 3 °,5 ° or the like, so that an angle is formed between the extending direction of the breakable connection 4 and the extending direction of the inclined section 21, when the vehicle collides, the collision force acts on the wheel and is transmitted from the wheel to the lower swing arm 3, when a relative displacement trend occurs between the lower swing arm 3 and the frame rail 2, the inclined section 21 on the frame rail 2 may generate a force on the breakable connection 4, the force on the breakable connection 4 may also have a different magnitude according to the difference in magnitude of the collision force, and the magnitude of the force that the breakable connection 4 can bear a set value.

When the collision force is large during the vehicle collision, and the acting force of the inclined section 21 of the frame longitudinal beam 2 on the breakable connecting piece 4 is larger than the set value born by the breakable connecting piece 4, the breakable connecting piece 4 breaks under the action of the acting force, so that the wheels can be separated from the frame longitudinal beam 2, the wheels are prevented from invading the passenger cabin due to the collision force, the use safety of the vehicle is ensured, the acting force only can break the breakable connecting piece 4, the damage to other parts can be reduced, and the later maintenance cost of the vehicle is reduced.

In some embodiments, the breakable connection 4 is configured as a connection bolt by which the inner front end of the lower swing arm 3 is rotatably connected to the inclined section 21; wherein the axis of the connecting bolt is in the front-rear direction, the inclined section 21 is adapted to exert a shearing force on the connecting bolt upon collision.

Specifically, as shown in fig. 1, the lower swing arm 3 is connected with the frame longitudinal beam 2 through the breakable connection piece 4, the breakable connection piece 4 can be set as a connecting bolt and the like, and the connecting bolt can be respectively penetrated and arranged on the lower swing arm 3 and the frame longitudinal beam 2, so that the inner front end of the lower swing arm 3 is rotatably connected with the inclined section 21 of the frame longitudinal beam 2 through the connecting bolt, and further, the wheels are rotatably connected with the frame longitudinal beam 2, the transmission of impact force to the passenger cabin can be reduced, the use comfort of a user is improved, the matching piece 9 matched with the connecting bolt is arranged, the matching piece 9 can be set as a nut and the like, the connecting bolt is fixed, the connection reliability is ensured, the connection mode is simple and reliable, and the setting cost can be reduced.

Further, the connecting bolt is respectively arranged on the lower swing arm 3 and the inclined section 21 of the frame longitudinal beam 2 in a penetrating manner, so that the lower swing arm 3 and the inclined section 21 are rotatably connected, and after the connecting bolt is arranged on the inclined section 21, the axis of the connecting bolt can extend along the front-rear direction, and the front-rear direction is not the absolute front-rear direction, if the front-rear direction is the direction forming a small included angle with the front-rear direction of a vehicle, the included angle can be 3 degrees, 5 degrees and the like, and further, an included angle exists between the extending direction of the connecting bolt and the extending direction of the inclined section 21, and when the vehicle collides, the inclined section 21 can generate shearing acting force on the connecting bolt, so that the connecting bolt can break to release part of impact force, the collision force generated during collision can be prevented from being transmitted to the frame longitudinal beam 2 and other structures, and the service life of the frame longitudinal beam 2 and the like can be prolonged.

In some embodiments, the frame rail 2 is provided with a mounting opening 22, the front end of the inner side of the lower swing arm 3 is formed with a mounting portion 31, the mounting portion 31 extends to the mounting opening 22, and a connecting bolt penetrates the mounting portion 31 and penetrates the side wall of the mounting opening 22.

Specifically, as shown in fig. 1, the lower swing arm 3 is connected with the frame longitudinal beam 2 through a connecting bolt, and a mounting opening 22 is formed in the frame longitudinal beam 2, so that a mounting portion 31 is formed at the front end of the inner side of the lower swing arm 3, the mounting portion 31 can extend to the mounting opening 22, and then the connecting bolt penetrates through the mounting portion 31 and penetrates through the side wall of the mounting opening 22, so that the lower swing arm 3 is movably connected with the frame longitudinal beam 2, the periphery of the position to be sheared of the connecting bolt can be protected by the frame longitudinal beam 2, abnormal fracture and other conditions of the connecting bolt are avoided, and connection reliability is guaranteed.

In some embodiments, the breakable connection 4 is configured as a connection bolt comprising a head section 41, a middle section 42 and a tail section 43 connected in sequence, the head section 41 and the tail section 43 each having a diameter greater than the diameter of the middle section 42, the inclined section 21 being adapted to act on the connection bolt and break the middle section 42 upon collision.

Specifically, the lower swing arm 3 is connected with the frame rail 2 through the breakable connection 4, the breakable connection 4 can be configured as a connection bolt, when a vehicle collides, the collision force can act on the frame rail 2 and be transferred to the inclined section 21 of the frame rail 2, the collision force on the inclined section 21 can further act on the breakable connection 4, namely act on the connection bolt, so that the connection bolt breaks, and the impact force is released, as shown in fig. 6, the diameter of the middle section 42 of the connection bolt is smaller than the diameters of the head section 41 and the tail section 43 at two ends, so that the connection bolt can break from the middle section 42 when the acting force of the inclined section 21 on the connection bolt is larger than the set value of the connection bolt during collision, namely, the connection bolt breaks at the set position more easily, thereby meeting the requirements that the wheel is outwards moved towards the vehicle in a way of disengaging the connection bolt through the lower swing arm 3, protecting other structures, reducing maintenance cost, improving safety strategy when the vehicle collides, and protecting drivers to the greatest extent.

In some embodiments, the length of the intermediate section 42 is greater than the length of the tail section 43, and the length of the intermediate section 42 is greater than the length of the head section 41.

Specifically, when the length of the middle section 42 is greater than that of the tail section 43, the whole connecting bolt can be installed mainly through the middle section 42 and the inner front end of the lower swing arm 3, and when the length of the middle section 42 with a smaller diameter is longer, the connecting bolt can be broken from the middle section 42 more easily, so that the connecting part of the middle section 42 and the lower swing arm 3 is broken to separate the lower swing arm 3 from the middle section 42, that is, the lower swing arm 3 is thrown out towards the outer side of the vehicle, so that the wheel is thrown out towards the outer side.

The transition sections of the intermediate section 42 and the tail section 43 are shorter, and the diameters or lengths of the intermediate section 42 and the tail section 43 are not equal to the diameters or lengths of the transition sections.

And/or the length of the tail section 43 is 1/3-2/5 of the total length of the connecting bolt.

Specifically, the length of the tail section 43 is set to be about 1/3-2/5 of the total length of the connecting bolt, so that the connecting bolt is not easy to break due to the overlarge connecting area of the connecting bolt and the nut while the connecting bolt is connected with the mounting bracket 5, namely, the connecting bolt and the inclined section 21 are ensured to be connected under the condition that the vehicle is not collided, the normal stress of the lower swing arm 3 and the vehicle wheel is ensured, the connecting bolt is effectively broken to throw out the lower swing arm 3 when the vehicle is collided, and the lower swing arm 3 can drive the vehicle wheel to throw out.

Illustratively, if the total length of the connecting bolt is 110mm, the head section 41 is 7mm, and the tail section 43 is 40mm, then the tail section 43 occupies about 0.36 of the total length of the connecting bolt, by setting the total length of the connecting bolt to be 110mm, the connecting bolt is convenient to connect with the front end of the inner side of the lower swing arm 3, the front end of the inner side of the lower swing arm 3 is provided with a connecting sleeve, the connecting sleeve is sleeved on the connecting bolt, and the lower swing arm 3 and the connecting bolt are rotatably connected, so that a movable space is provided for the up-down movement of the lower swing arm 3; by limiting the total length of the connecting bolt, the connecting bolt can meet the requirement of being broken on the premise of meeting the requirement of connecting and installing the lower swing arm 3, and the material of the connecting bolt can be saved.

And/or the intermediate section 42 has a diameter of 10mm-15mm.

Specifically, the diameter of the middle section 42 may be set to 12.6mm, and of course, the middle section 42 does not include a position at a transition between the middle section 42 and the tail section 43, and the diameters of the head section 41 and the tail section 43 may be 14mm, so that the connecting bolt is more likely to break at the position of the middle section 42 to throw the lower swing arm 3 toward the outside when the vehicle is collided.

In some embodiments, the tilting section 21 is provided with a mounting bracket 5, the inner front end of the lower swing arm 3 is mounted to the mounting bracket 5 by means of the breakable connection 4, and the impact force is adapted to act on the breakable connection 4 through the mounting bracket 5 upon impact.

Specifically, be provided with installing support 5 on the slope section 21, installing support 5 accessible connecting piece or mode such as welding link to each other with the slope section 21 of frame longeron 2, and install the breakable connecting piece 4 in installing support 5, can realize being connected between breakable connecting piece 4 and the slope section 21 through installing support 5, thereby when the vehicle bumps, the collision force can act on installing support 5 through slope section 21, rethread installing support 5 acts on breakable connecting piece 4 and makes breakable connecting piece 4 take place to fracture, and then make the wheel can separate with frame longeron 2, avoid the wheel to invade the passenger cabin because of receiving the collision force, guarantee vehicle safety in utilization, and the damage of reducible other parts, reduce the later maintenance cost of vehicle.

In some embodiments, the mounting bracket 5 includes a front side plate 51, a middle connecting plate 52, and a rear side plate 53, the front side plate 51 being disposed opposite the rear side plate 53 and connected to front and rear ends of the middle connecting plate 52 to collectively define a mounting groove 54 for receiving an inner front end of the lower swing arm 3, the breakable connection 4 being provided through the front side plate 51 and the rear side plate 53 in a front-rear direction, at least one of the front side plate 51, the middle connecting plate 52, and the rear side plate 53 being connected to the frame rail 2.

Specifically, the lower swing arm 3 is connected to the frame rail 2 through the mounting bracket 5, and as shown in fig. 1 and 7, the mounting bracket 5 is provided with a front side plate 51, a middle connecting plate 52 and a rear side plate 53, the middle connecting plate 52 is connected between the front side plate 51 and the rear side plate 53, the front side plate 51 and the rear side plate 53 are all extended and arranged along the left-right direction, the middle connecting plate 52 is extended and arranged along the front-rear direction, the front side plate 51 and the rear side plate 53 are distributed oppositely, the front side plate 51 is connected to the front end of the middle connecting plate 52, the rear side plate 53 is connected to the rear end of the middle connecting plate 52, the front side plate 51, the middle connecting plate 52 and the rear side plate 53 can be jointly defined with a mounting groove 54, and the mounting groove 54 can be used for accommodating the mounting part 31 of the lower swing arm 3, namely, when the lower swing arm 3 is connected to the mounting bracket 5, the mounting part 31 can be placed in the mounting groove 54 to ensure connection reliability.

Further, the breakable connection 4 may be respectively disposed through the mounting bracket 5 and the mounting portion 31 of the lower swing arm 3, and the mounting portion 31 may be disposed in the mounting groove 54, the breakable connection 4 may be disposed through the front side plate 51 and the rear side plate 53 in the front-rear direction, the front side plate 51 is provided with the first connection hole 511, the rear side plate 53 is provided with the second connection hole 531, and the breakable connection 4 may be disposed through the first connection hole 511 and the second connection hole 531 in sequence in the front-rear direction, i.e., the breakable connection 4 may be partially disposed in the mounting groove 54 and disposed through the mounting portion 31, so that the mounting bracket 5 may protect the periphery of the position to be sheared of the breakable connection 4, so as to avoid abnormal breakage of the breakable connection 4, and ensure connection reliability.

And at least one of the front side plate 51, the middle connecting plate 52 and the rear side plate 53 is connected with the frame longitudinal beam 2, one or two of the front side plate 51, the middle connecting plate 52 and the rear side plate 53 can be connected with the frame longitudinal beam 2 through the mounting bolts 6, and the front side plate 51, the middle connecting plate 52 and the rear side plate 53 can be connected with the frame longitudinal beam 2 through the mounting bolts 6, so that the setting flexibility can be improved, and the connection reliability can be ensured.

In some embodiments, the mounting bracket 5 is removably mounted to the inclined section 21 by a bracket mount.

Specifically, the mounting portion 31 of the lower swing arm 3 is connected with the mounting bracket 5 through the breakable connection 4, the breakable connection 4 can be set to a connection bolt or the like, and the mounting bracket 5 can be connected with the inclined section 21 of the frame longitudinal beam 2 through a bracket mounting piece, the bracket mounting piece can also be set to a bolt or the like, and the mounting bracket 5 is connected to the frame longitudinal beam 2 through the bracket mounting piece, so that the mounting bracket 5 can be detached relative to the frame longitudinal beam 2, the mounting bracket 5 can be conveniently mounted, and when the mounting bracket 5 is damaged, the mounting bracket 5 can be separated relative to the frame longitudinal beam 21, and then the mounting bracket 5 can be replaced, so that the later maintenance cost is reduced.

Further, when the vehicle collides, the collision force is transmitted to the lower swing arm 3 along the wheel, and then to the breakable connection 4, and is transmitted to the mounting bracket 5 through the breakable connection 4, and then transmitted to the bracket mounting member through the mounting bracket 5, and when the collision force is transmitted to the bracket mounting member and the breakable connection 4, the collision force acts on the bracket mounting member and the breakable connection 4, so that the breakable connection 4 breaks to release part of the impact force, thereby protecting other structures.

In some embodiments, the bracket mounting is configured as a mounting bolt 6, the mounting bolt 6 is provided through the mounting bracket 5 and the inclined section 21, the breakable connection 4 is configured as a connecting bolt, and the connecting bolt is provided through the mounting bracket 5 and the inner front end of the lower swing arm 3; wherein in the event of a crash the connecting bolts are arranged to break before the mounting bolts 6.

Specifically, as shown in fig. 1, the mounting bracket 5 may be connected with the frame rail 2 through a bracket mounting member, and the bracket mounting member may be set as a mounting bolt 6, etc., and the mounting bolt 6 may be respectively inserted into the mounting bracket 5 and the inclined section 21 of the frame rail 2, so that the mounting bracket 5 and the frame rail 2 are connected, and the frame rail 2 is formed with a mating portion 8 mated with the mounting bolt 6, and the mating portion 8 may be set as a welding nut, so that the mounting bolt 6 may be fixed, the connection reliability is ensured, the connection mode is convenient, and the setting cost may be reduced.

And lower swing arm 3 accessible but the fracture connecting piece 4 links to each other with installing support 5, but the fracture connecting piece 4 can set up to connecting bolt etc. connecting bolt can wear to locate installing support 5 and lower swing arm 3's installation department 31 respectively, and then make installing support 5 link to each other with lower swing arm 3, and be provided with connecting bolt complex mating piece 9, mating piece 9 can set up to nut etc. to make connecting bolt relatively fixed, guarantee connection reliability, the connected mode is convenient, and can reduce the setting cost.

Further, the shear strength of the mounting bolt 6 is greater than that of the connecting bolt, that is, the shear strength of the connecting bolt is lower, so that when the mounting bolt 6 and the connecting bolt are subjected to the same shear force, the connecting bolt is broken first, and then the collision force generated during collision can be prevented from being transmitted to the structures such as the mounting bracket 5 and the frame longitudinal beam 2, so that the service lives of the frame longitudinal beam 2 and the mounting bracket 5 can be prolonged.

In some embodiments, the axis of the connecting bolt extends in a front-to-rear direction and the axis of the mounting bolt 6 extends in an up-and-down direction.

Specifically, the axis of the connecting bolt is extended in the front-rear direction, the front-rear direction referred to herein is not the absolute front-rear direction, if the direction forming a small included angle with the front-rear direction of the vehicle is also possible, and the included angle may be 3 °,5 °, etc., the axis of the mounting bolt 6 is extended in the up-down direction, that is, the extending direction of the mounting bolt 6 and the connecting bolt is nearly vertical, the connecting bolt connects the lower swing arm 3 with the mounting bracket 5 in the front-rear direction, the mounting bolt 6 connects the mounting bracket 5 with the frame rail 2 in the up-down direction, so that after the vehicle collides, the impact force is sequentially transmitted to the frame rail 2, the mounting bolt 6, the mounting bracket 5, the connecting bolt, the lower swing arm 3, and the part strength of each part may be sequentially from large to small, namely, the frame rail 2, the lower swing arm 3, the mounting bracket 5, the mounting bolt 6, the connecting bolt, and the shearing force applied by the mounting bracket 5 to the connecting bolt is greater than the shearing strength of the connecting bolt itself, the shearing strength of the mounting bolt 6 is large, and the shearing strength of the mounting bolt 6 is not broken.

In some embodiments, the mounting bracket 5 is formed with a multi-sided closed mounting cavity 55, the mounting cavity 55 having a through opening 551 open to the outside of the frame rail 2, the inboard front end of the lower swing arm 3 extending from the through opening 551 into the mounting cavity 55 to be movably connected with the mounting bracket 5 by the breakable connection 4.

Specifically, the mounting bracket 5 is formed with a mounting cavity 55 with multiple closed sides, that is, the mounting cavity 55 is closed in multiple directions, the multiple closed sides of the mounting cavity 55 can provide better structural stability, stability of the assembly during mounting and during use is ensured, meanwhile, the mounting cavity 55 is provided with a penetrating opening 551 which is open towards the outer side of the frame longitudinal beam 2, that is, the mounting cavity 55 is open in a direction away from the center line of the vehicle and is closed in a direction close to the center line of the vehicle, so that the penetrating opening 551 at the outer side of the mounting bracket 5 can realize mounting of other structures, structural strength at the penetrating opening 551 is small, strength at the inner side direction of the penetrating opening 551 is large, and structural strength of the mounting bracket 5 can be ensured. Wherein, the penetrating opening 551 may be configured as a square structure.

In practical design, the mounting cavity 55 may be open in at least one direction, and one of the open sides is open toward the outer side of the frame rail 2, that is, the mounting cavity 55 may be open at the upper side, the lower side and the outer side, and the mounting cavity may be arranged in various manners, so that the mounting bracket 5 may be flexibly arranged on the premise of ensuring the structural strength.

The front end of the inner side of the lower swing arm 3 is provided with a mounting part 31, the mounting part 31 is suitable for extending into the mounting cavity 55 from the penetrating opening 551 to be movably connected with the mounting bracket 5 through the breakable connecting piece 4, the breakable connecting piece 4 penetrates through the mounting cavity 55, that is, the mounting part 31 is connected with the mounting bracket 5 through the breakable connecting piece 4, and the mounting part 31 and the mounting bracket 5 can relatively move, and the moving mode can be rotation, movement and the like.

Specifically, as shown in fig. 1, the mounting portion 31 may be configured as a circular or square structure, the outline size of the mounting portion 31 is smaller than the cavity size of the mounting cavity 55, and the size of the penetrating opening 551 is larger than the outline size of the mounting portion 31, so that the mounting portion 31 is contained in the mounting cavity 55, and the mounting portion 31 extends in the front-rear direction, wherein, during mounting, the mounting portion 31 extends into the mounting cavity 55 from the penetrating opening 551 on the outer side, and the breakable connection piece 4 penetrates through the mounting cavity 55 and the mounting portion 31 in the front-rear direction, so that the mounting portion 31 can be connected with the mounting bracket 5, the connection between the lower swing arm 3 and the mounting bracket 5 is realized, the mounting bracket 5 is connected with the inclined section 21 of the frame rail 2, and the lower swing arm 3 can be connected with the frame rail 2. The connecting mode is simple and the installation is convenient.

In some embodiments, the rear end of the inner side of the lower swing arm 3 is provided with a rear bracket 32, and the rear bracket 32 is connected with the inclined section 21 through a first connecting piece 7; wherein in the event of a crash the breakable connection 4 is arranged to break before the first connection 7.

Specifically, the lower swing arm 3 is positioned at the outer side of the frame longitudinal beam 2, is respectively connected with the frame longitudinal beam 2 and wheels, and is responsible for supporting weight and steering; meanwhile, the lower swing arm 3 is used for supporting the vehicle body and the shock absorber and buffering vibration in running, and the ingenious combination of the lower swing arm 3 and the shock absorber forms a complete suspension system.

The inside rear end of the lower swing arm 3 is connected to the frame rail 2 through the rear bracket 32 and the first connecting member 7, so that when the vehicle is collided, the force of the collision is transmitted to the breakable connecting member 4 to break the breakable connecting member 4, and the maximum breaking force beatable by the first connecting member 7 is larger than the maximum breaking force beatable by the breakable connecting member 4, that is, the breakable connecting member 4 is broken, the first connecting member 7 always keeps connecting the rear bracket 32 with the frame rail 2, that is, the breakable connecting member 4 can break before the first connecting member 7, when the breakable connecting member 4 connected with the inside front end of the lower swing arm 3 breaks, the inside front end of the lower swing arm 3 is thrown out towards the outside relative to the frame rail 2, and the inside rear end of the lower swing arm 3 is kept connected with the frame rail 2, so that the throwing out range of the inside front end of the lower swing arm 3 relative to the frame rail 2 is limited, and the vehicle body can be kept connected with the frame rail 2 while the vehicle is not completely separated or thrown out, that is moderately.

In some embodiments, the rear bracket 32 includes a bracket body 321 and two connection brackets 322 connected to both sides of the bracket body 321, a sleeve cavity is formed in the bracket body 321, and the inner rear end of the lower swing arm 3 extends into the sleeve cavity to be rotatably connected to the bracket body 321, and the connection brackets 322 are connected to the inclined section 21 through the first connection member 7.

Specifically, as shown in fig. 5, the rear end of the inner side of the lower swing arm 3 is configured as a connecting shaft, the connecting shaft is rotatably connected in the sleeve cavity, and a bushing can be arranged between the connecting shaft and the sleeve cavity, so that the abrasion, vibration and noise of the connecting shaft are reduced, and the corrosion resistance effect is achieved; the rear support 32 is fixedly connected to the rear section of the frame longitudinal beam 2 through the first connecting piece 7, so that the connecting shaft is kept to be connected to the sleeve cavity of the rear support 32, the rear support 32 is detachably connected to the frame longitudinal beam 2 through the first connecting piece 7, the rear support 32 can be conveniently detached, and the lower swing arm 3 is detached relative to the frame longitudinal beam 2, so that the rear support 32 is convenient to maintain and replace.

In some embodiments, both frame rails 2 are configured to tilt from rear to front in a direction away from each other, with the frame rails 2 being tilted at an angle of less than 30 ° relative to the longitudinal direction of the vehicle.

Specifically, the frame longitudinal beams 2 are configured to be inclined relative to the longitudinal direction of the vehicle from back to front, so that a certain included angle is formed between the frame longitudinal beams 2 and the longitudinal direction of the vehicle, impact force generated during offset collision of the vehicle can be absorbed and dispersed through the frame longitudinal beams 2, and the two frame longitudinal beams 2 are both configured to be inclined relative to the longitudinal direction of the vehicle from back to front, so that the impact force generated during offset collision of the vehicle can be absorbed and dispersed through the two frame longitudinal beams 2 together, and the reliability of protecting the vehicle body structure and the safety of passengers can be improved.

Meanwhile, both the frame longitudinal beams 2 are configured to incline from back to front towards a direction away from each other, even if the two frame longitudinal beams 2 are splayed, the area of the front region of the front subframe assembly 100 can be increased, namely the area of the front subframe assembly 100 for bearing the impact force during lateral collision is increased, the effect of absorbing and dispersing the lateral impact force is improved, the reliability of protecting the vehicle body structure and passengers can be improved, the angle of inclining the frame longitudinal beams 2 relative to the longitudinal direction of the vehicle is enabled to be smaller than 30 degrees, even if the included angle between the frame longitudinal beams 2 and the longitudinal direction of the vehicle is enabled to be smaller than 30 degrees, so that when the vehicle is subjected to offset collision, the frame longitudinal beams 2 can be opposite to the impact force, the impact force can be absorbed and dispersed from the direction opposite to the impact force through the frame longitudinal beams 2, the effect of absorbing and dispersing the impact force can be improved, the reliability of protecting the vehicle body structure and passengers can be improved, and the interference between the frame longitudinal beams 2 and other parts on the vehicle can be prevented from being caused by overlarge included angle between the longitudinal directions of the frame longitudinal beams 2 and the vehicle, and the other parts on the vehicle are not beneficial to the arrangement of the front subframe assembly 100 on the vehicle.

In some embodiments, each frame rail 2 has an inner side extending in the longitudinal direction of the vehicle, and at least a portion of the inner sides of both frame rails 2 are configured to slope from rear to front in a direction away from each other.

Specifically, the side surfaces of the two frame rails 2 that are close to each other may be inner side surfaces, and at least a portion of the inner side surfaces of the two frame rails 2 may be configured to incline in a direction away from each other from the rear to the front, that is, at least a portion of the two frame rails 2 may incline in a direction away from each other from the rear to the front, so that the impact force generated when the vehicle collides with the vehicle in an offset manner may be absorbed and dispersed by the two frame rails 2, and the area of the front subframe assembly 100 that receives the impact force generated when the vehicle collides with the side may be increased, thereby effectively improving the reliability of protecting the vehicle body structure and the passengers.

And/or each frame rail 2 has an outer side surface extending in the longitudinal direction of the vehicle, at least a portion of the outer side surfaces of both frame rails 2 being configured to be inclined from rear to front in a direction away from each other.

Specifically, the side surfaces of the two frame stringers 2 far away from each other can be made to be outer side surfaces, at least part of the outer side surfaces of the two frame stringers 2 is configured to incline from back to front in a direction far away from each other, at least part of the two frame stringers 2 can incline from back to front in a direction far away from each other, and then impact force generated when the vehicle collides with the offset can be absorbed and dispersed through the two frame stringers 2, and the area of the front subframe assembly 100 for bearing the impact force generated when the vehicle collides laterally can be increased, so that the reliability of protecting the vehicle body structure and passengers can be effectively improved.

In some embodiments, an inner space 23 is formed between the front regions of the two frame rails 2, and the width of the inner space 23 in the vehicle transverse direction is set to gradually increase from back to front in the vehicle longitudinal direction.

Specifically, the width of the inner space 23 between the front regions of the two frame rails 2 in the transverse direction of the vehicle is gradually increased from the rear to the front along the longitudinal direction of the vehicle, so that the front regions of the two frame rails 2 can be obliquely arranged in the longitudinal direction of the vehicle, the impact force generated during offset collision is absorbed and dispersed from the direction opposite to the impact force through the frame rails 2, the effect of absorbing and dispersing the impact force can be improved, the area of the inner space 23, namely the area of the front subframe assembly 100 for bearing the impact force during lateral collision is increased, the effect of absorbing and dispersing the lateral impact force is improved, the fracture failure of the frame rails 2 caused by stress concentration can be avoided, and the working reliability of the frame rails 2 is improved.

In some embodiments, frame rail 2 is provided with a front mounting point 24 located at a front region of frame rail 2 and a rear mounting point 25 located at a rear region of frame rail 2, the number of front mounting points 24 being greater than or equal to the number of rear mounting points 25.

Specifically, the front mounting point 24 and the rear mounting point 25 are both available for providing connection positions for connection between the frame rail 2 and the vehicle body, the front mounting point 24 and the rear mounting point 25 are both provided on the frame rail 2, even if the frame rail 2 can provide setting positions for the front mounting point 24 and the rear mounting point 25, and further connection between the frame rail 2 and the vehicle body can be facilitated at the front mounting point 24 and the rear mounting point 25, connection reliability between the frame rail 2 and the vehicle body can be improved, and the front mounting point 24 is provided in a front region of the frame rail 2, the rear mounting point 25 is provided in a rear region of the frame rail 2, and the front mounting point 24 and the rear mounting point 25 can be arranged at an interval to connect the frame rail 2 and the vehicle body from different positions at the same time, so that connection stability between the two can be improved.

And, the two frame rails 2 are configured to be inclined from the rear toward the front in a direction away from each other, even if the distance between the front regions of the two frame rails 2 is greater than the distance between the rear regions, making the number of front mounting points 24 located in the front regions of the frame rails 2 greater than or equal to the number of rear mounting points 25 located in the rear regions of the frame rails 2, it is possible to improve the connection reliability between the front regions of the frame rails 2 and the vehicle body by increasing the number of the front mounting points 24 to be provided. It will be appreciated that the frame rails 2 are arranged to tilt outwardly from the rear to the front, so that the space at the front regions of the two frame rails 2 is larger, and the space in which the front mounting points 24 can be arranged is also larger, which is advantageous for arranging more front mounting points 24, i.e. for improving the connection strength of the frame rails 2 and the vehicle body.

Wherein, it is to be noted that the frame rail 2 can be connected with the vehicle body at the front mounting point 24 and the rear mounting point 25 by adopting a connecting piece, and the connecting mode is simple and reliable and is easy to operate.

In some embodiments, the frame rail 1 is a plurality, and the plurality of frame rails 1 are connected between two frame rails 2 and are spaced apart longitudinally along the vehicle.

Specifically, the frame cross member 1 is configured to absorb and disperse impact force during a forward collision of a vehicle, so as to protect a vehicle body structure and passenger safety, so that the number of the frame cross members 1 can be two, three or more, that is, the number of the frame cross members 1 can be two, three or more, so that the impact force during the forward collision of the vehicle can be absorbed and dispersed by the frame cross members 1 together, the reliability of protecting the vehicle body structure and passenger safety can be improved, and meanwhile, the frame cross members 1 are connected between the two frame cross members 2, so that the front subframe assembly 100 is an integral body, the structural strength of the front subframe assembly 100 can be improved, the two frame cross members 2 can be supported and connected by the frame cross members 1 at the same time, the accuracy of the installation positions of the frame cross members 2 can be improved, and the impact force can be transmitted between the two frame cross members 2 through the frame cross members 1, so that the reliability of absorbing and dispersing the impact force can be improved.

And, with a plurality of frame cross members 1 along the vehicle longitudinal direction spaced apart in proper order, can absorb and disperse the impact force when the vehicle is in the forward collision from a plurality of positions through a plurality of frame cross members 1 simultaneously, can promote the reliability of absorbing and dispersing the impact force.

At least one frame rail 1 is connected to the frame rail 2 at a location where the frame rail 2 is provided with a front mounting point 24 and/or at least one frame rail 1 is connected to the frame rail 2 at a location where the frame rail 2 is provided with a rear mounting point 25.

Specifically, one or more frame cross members 1 may be connected to the position where the frame longitudinal member 2 is provided with the front mounting point 24, that is, the position where the two frame longitudinal members 2 are provided with the front mounting point 24 may be supported and connected by the one or more frame cross members 1, so that the local rigidity of the position where the front mounting point 24 is provided, and further, the connection reliability between the frame longitudinal member 2 and the vehicle body may be improved, and meanwhile, one or more frame cross members 1 may be connected to the position where the frame longitudinal member 2 is provided with the rear mounting point 25, that is, the position where the two frame longitudinal members 2 are provided with the rear mounting point 25 may be supported and connected by the one or more frame cross members 1, so that the local rigidity of the position where the rear mounting point 25 is provided may be improved, and further, the connection reliability between the frame longitudinal member 2 and the vehicle body may be improved.

In some embodiments, at least a portion of frame rail 2 is configured to extend obliquely upward from rear to front with the front end of frame rail 2 being higher than the rear end of frame rail 2.

Specifically, as shown in fig. 3, the frame rail 2 is disposed along the longitudinal extension of the vehicle, and at least a portion of the frame rail 2 is configured to extend obliquely upward from the rear to the front, so that the front end of at least a portion of the frame rail 2 is higher than the rear end, and further, the front area of the frame rail 2 is higher than the rear area of the frame rail 2, so as to avoid each component in the tire envelope and the power train, prevent interference between the frame rail 2 and each component in the tire envelope or the power train, and prevent the frame rail 2 from being mounted, so that the reliability of mounting the frame rail 2 and the reliability of working of the frame rail 2 can be improved.

In some embodiments, the frame rail 2 includes a rail front section 26, a rail middle section 27, and a rail rear section 28 that are distributed in the front-rear direction, the rail middle section 27 is connected between the rail front section 26 and the rail rear section 28, and the rail middle section 27 is configured to extend obliquely upward from the rear to the front, the rail front section 26 and the rail rear section 28 each extend in the vehicle longitudinal direction and the rail front section 26 is higher than the rail rear section 28.

That is, as shown in fig. 3, the longitudinal beam front section 26 and the longitudinal beam rear section 28 can be connected through the longitudinal beam middle section 27, so that the frame longitudinal beam 2 can be made into a whole, the structural strength of the frame longitudinal beam 2 can be improved, and the working reliability of the frame longitudinal beam 2 can be improved, wherein the longitudinal beam middle section 27 is arranged between the longitudinal beam front section 26 and the longitudinal beam rear section 28, that is, the front end of the longitudinal beam front section 26 and the front end of the longitudinal beam middle section 27 can be connected, the rear end of the longitudinal beam rear section 28 is connected with the rear end of the longitudinal beam middle section 27, and the longitudinal beam middle section 27 is configured to incline from back to front, the longitudinal beam front section 26 and the longitudinal beam rear section 28 extend along the longitudinal direction of the vehicle, so that the frame longitudinal beam 2 can be made into a zigzag shape, the height of the longitudinal beam front section 26 is higher than the height of the longitudinal beam rear section 28, and all parts in the tire envelope and power assembly transmission system can be avoided, so that the frame 2 and all parts in the tire envelope or power assembly transmission system can be prevented from interfering, and the frame 2 from interfering, and the frame envelope and the reliable frame 2 can be installed.

It should be noted that, the height difference between the front section 26 and the rear section 28 of the longitudinal beam needs to be controlled within a certain range, if the height difference is too large, the height of the frame longitudinal beam 2 will be too large, which is not beneficial to the arrangement of the frame longitudinal beam 2 on the vehicle, and if the height difference is too small, the avoidance space of each component in the tire envelope or the power assembly transmission system will be insufficient, so that each component in the tire envelope or the power assembly transmission system will interfere with the frame longitudinal beam 2.

In some embodiments, the frame rail 2 is formed with a recessed area 29 on the outer side of the middle in the vehicle longitudinal direction and the width of the frame rail 2 in the middle in the vehicle longitudinal direction is made smaller than the width of both ends, and the frame rail 2 is adapted to collapse inward from the recessed area 29 at the time of a collision.

That is, in the event of a vehicle collision, the frame rail 2 collapses inwardly through the recessed area 29, which absorbs some of the impact energy, reducing the risk of rearward linear movement of the frame rail 2.

Specifically, the structure of the frame rail 2 in the longitudinal direction of the vehicle is a nonlinear section, the outer side of the middle part of the frame rail 2 is provided with a concave area 29, and the concave area 29 can be configured to be concave towards the inner side in the transverse direction of the vehicle, so that the width of the frame rail 2 in the concave area 29 is smaller than the width of the two longitudinal ends of the frame rail 2, and the concave area 29 with smaller width is easy to bend under stress, thereby being more beneficial to realizing the energy absorption effect during collision. The concave area 29 may be V-shaped, arc-shaped, etc., and has various setting modes, flexible selection and simple overall structure.

In some embodiments, the outer side of the recessed area 29 includes a front side 201 and a rear side 202, the front side 201 and the rear side 202 being joined in the longitudinal direction of the vehicle, the front side 201 being configured to extend obliquely inward from front to rear, and the rear side 202 being configured to extend obliquely inward from rear to front.

Specifically, as shown in fig. 1, the front side 201 is configured to extend obliquely from front to back and inwardly, so as to help improve the energy absorbing effect of the frame rail 2 in the event of a collision, especially when the frame rail 2 is collided, the collision force can be guided to be transmitted to the rear by the oblique extension of the front side 201, and gradually weakened in the process, so that the vehicle structure and the safety of passengers are protected. And the rear side 202 extends obliquely inwards from back to front and is connected with the front side 201, and the rear side 202 and the front side 201 correspond to each other to form the integral structure of the frame longitudinal beam 2, the oblique extension of the rear side 202 also helps to improve the energy absorption effect of the frame longitudinal beam 2, and the connection part of the rear side 202 and the front side forms a concave area 29 to realize bending and collapsing under stress. An excessive inclination angle may cause an unnecessary stress concentration in the frame rail 2 when loaded, while an excessively small angle may impair the energy absorbing effect.

Thus, by the above arrangement, the collision safety performance of the vehicle can be remarkably improved, and the obliquely extending structures of the front side surface 201 and the rear side surface 202 can effectively absorb and disperse the collision force, thereby reducing damage to the vehicle and the occupant. At the same time, this design may also improve the overall structural strength of the front subframe assembly 100, enhancing vehicle stability and durability.

In some embodiments, the front side 201 extends less in the vehicle longitudinal direction than the rear side 202 extends in the vehicle longitudinal direction.

Specifically, as shown in fig. 1-2, the inclined extension length of the front side 201 is smaller than that of the rear side 202, the connection between the front side 201 and the rear side 202 forms a concave area 29, that is, the extension length of the part of the frame longitudinal beam 2 before the concave area 29 is smaller than that of the part of the frame longitudinal beam 2 after the concave area 29, so that the front side 201 is designed to be shorter, the shorter front side 201 can reduce the direct impact on a driver and passengers when the vehicle collides, thereby protecting the safety of personnel in the vehicle, and meanwhile, the design is convenient for optimizing the collision performance of the front structure, ensuring reasonable absorption of collision energy when the vehicle collides, reducing the damage to the body of the passengers, and enabling the frame longitudinal beam 2 to collapse in the vicinity of the front end area.

And the rear side 202 is designed to be longer so that it extends longer in the longitudinal direction of the vehicle, which can provide a larger impact buffer area and reduce injuries in the cabin after a vehicle collision. In addition, such a design is advantageous for enhancing the stability of the vehicle body.

And/or the front side 201 is inclined inwardly at a greater angle than the rear side 202.

Specifically, as shown in fig. 1 and 2, the concave area 29 is disposed near the front end of the frame rail 2, so that the front side 201 has a smaller inclined extension length, the rear side 202 has a larger inclined extension length, so that the front side 201 forms a larger inclined angle, and the rear side 202 forms a smaller inclined angle, so that after the vehicle is impacted, a force is transmitted along the inclined front side 201, and the concave area 29 is folded inwards to collapse a certain external force, and a small amount of force is transmitted from the inclined rear side 202, so that less force is transmitted backwards, therefore, the inclined angle of the front side 201 is set larger, which is beneficial to bending collapse at the joint of the front side 201 and the rear side 202, thereby preventing the frame rail 2 from invading the cab and improving the safety performance of the vehicle.

In some embodiments, frame rail 2 includes a first plate 203 and a second plate 204, where first plate 203 and second plate 204 are joined together in an up-down direction to define a rail cavity 205.

Specifically, as shown in fig. 3-4, in the vertical direction of the frame rail 2, the first plate 203 may be disposed on the upper side, the second plate 204 is disposed on the lower side, the first plate 203 and the second plate 204 are spliced together along the up-down direction, and a rail inner cavity 205 is formed between the first plate 203 and the second plate 204, and the rail inner cavity 205 is of a cavity structure, so that the absorption and buffering of the impact energy can be realized, the weight of the frame rail 2 can be reduced, and the design requirement of light weight of the vehicle can be met.

In practical design, the first plate 203 and the second plate 204 may be configured as U-shaped plates, and the open sides of the first plate 203 and the second plate 204 are opposite, and are fastened and connected along the up-down direction, and then are connected in a welding manner, so that the first plate 203 and the second plate 204 are of a closed structure, and the structural strength of the frame rail 2 may be improved to resist the impact of external force.

And the outer side surfaces of the first plate 203 and the second plate 204 form concave areas 29, and the two concave areas 29 are connected together in the up-down direction to form the concave area 29 which is curved inwards.

Or, the frame rail 2 is integrally formed.

That is, the integral structure of the frame rail 2 can be formed and processed once, so that the frame rail 2 has higher structural strength, which is conducive to improving the operability and stability of the vehicle, and can reduce more connecting steps such as splicing and welding of a plurality of structural members of the frame rail 2, and the frame rail 2 can disperse and absorb energy more uniformly during collision, thereby improving the safety of the vehicle. The potential fault points of the frame longitudinal beam 2 can be reduced, so that the durability and the reliability of the vehicle are improved, the use of materials can be reduced, the cost is reduced, the structure of the integrated forming type is more complete, the structural strength is high, the vehicle is simpler and more convenient to manufacture, meanwhile, the manufacturing mode of the frame longitudinal beam 2 is increased, and the split manufacturing or the integrated forming type can be selected according to actual requirements.

In some embodiments, the frame rail 2 further includes a reinforcing plate 206, the reinforcing plate 206 is located between the first plate 203 and the second plate 204, and two ends of the reinforcing plate 206 are respectively supported on the first plate 203 and the second plate 204.

Specifically, the reinforcing plate 206 is used for enhancing the structural strength of the frame rail 2, the reinforcing plate 206 is located in the first plate 203 and the second plate 204, the upper end of the reinforcing plate 206 is connected with the inner wall support of the first plate 203, and the lower end of the reinforcing plate 206 is connected with the inner wall support of the second plate 204, so that the upper and lower ends of the reinforcing plate 206 can respectively support and reinforce the first plate 203 and the second plate 204, the reinforcing plate 206 is located at the concave area 29 of the first plate 203 and the second plate 204, and the reinforcing plate 206 extends backwards for a certain length along the longitudinal direction of the vehicle, so that the structural strength of the concave area 29 and the rear side 202 can be enhanced, the impact resistance of the rear side 202 can be improved, the residual impact energy can be better dispersed, the impact energy transferred to the cab can be effectively reduced, and the driving safety in the vehicle can be better protected.

The reinforcing plate 206 may be configured to have different cross-sectional shapes, such as T-shaped, i-shaped, L-shaped, or box-shaped, and these structures may all achieve better support and connection between the reinforcing plate 206 and the first and second plates 203 and 204, and may be configured in various manners and flexibly selectable.

And the reinforcing plate 206 and the first plate 203 and the second plate 204 can be connected by welding, clamping or bolts, so as to ensure the connection strength between the reinforcing plate 206 and the first plate 2033 and the second plate 204, and improve the structural strength of the frame rail 2.

In some embodiments, the frame cross members 1 are three and are respectively a front cross member 11, a middle cross member 12 and a rear cross member 13, the front cross member 11, the middle cross member 12 and the rear cross member 13 are sequentially spaced apart in the longitudinal direction of the vehicle, the front cross member 11 is located between the front regions of the two frame rails 2, and the middle cross member 12 and the rear cross member 13 are located between the rear regions of the two frame rails 2.

Specifically, in the embodiment shown in fig. 2, the number of the frame cross members 1 is three, and the three frame cross members 1 are spaced apart in the vehicle longitudinal direction, so that the impact force during the forward collision of the vehicle can be absorbed from three positions by the three frame cross members 1 at the same time, so as to improve the reliability of protecting the vehicle body structure and the safety of the passengers, and the three frame cross members 1 are respectively the front cross member 11, the middle cross member 12 and the rear cross member 13, so that the impact force during the forward collision of the vehicle can be absorbed and dispersed by the front cross member 11, the middle cross member 12 and the rear cross member 13, and meanwhile, the front cross member 11, the middle cross member 12 and the rear cross member 13 are sequentially spaced apart in the vehicle longitudinal direction, so that the impact force during the forward collision of the vehicle can be absorbed and dispersed from three positions by the front cross member 11, the middle cross member 12 and the rear cross member 13 at the same time, so as to improve the reliability of absorbing and dispersing the impact force.

And, set up the front cross member 11 between the anterior region of two frame longerons 2, can support and connect the anterior region of two frame longerons 2 through front cross member 11, set up middle part crossbeam 12 and rear cross member 13 between the rear region of two frame longerons 2, can support and connect the rear region of two frame longerons 2 through middle part crossbeam 12 and rear cross member 13 jointly, can ensure the accuracy of two frame longerons 2 mounted position, promote the reliability of frame longeron 2 work, and make impact force accessible frame cross member 1 transmit between two frame longerons 2, in order to promote the reliability of absorbing and dispersing impact force, promote the reliability of protecting vehicle body structure and passenger safety promptly.

In some embodiments, the length of the front cross member 11 is greater than the length of the middle cross member 12, and the length of the middle cross member 12 is less than or equal to the length of the rear cross member 13.

Specifically, the front cross member 11 is disposed between the front regions of the two frame rails 2, the middle cross member 12 and the rear cross member 13 are disposed between the rear regions of the two frame rails 2, and the length of the front cross member 11 is made longer than that of the middle cross member 12, so that the distance between the two frame rails 2 at the front cross member 11 is made longer than that at the middle cross member 12, that is, the distance between the front regions is made longer than that between the rear regions, and the front regions of the two frame rails 2 are each configured to be inclined from the rear toward the front in a direction away from each other, so that the impact force at the time of offset collision is absorbed and dispersed by the frame rails 2.

Meanwhile, the length of the middle cross beam 12 is smaller than or equal to that of the rear cross beam 13, so that the distance between the two frame longitudinal beams 2 at the middle cross beam 12 is smaller than or equal to that at the rear cross beam 13, and the rear areas of the two frame longitudinal beams 2 can extend along the longitudinal direction of the vehicle or incline towards each other from front to back, so that the frame longitudinal beams 2 can be used for absorbing and dispersing impact force during vehicle collision, and further the vehicle body structure and the safety of passengers can be protected.

The invention further provides a vehicle.

According to the vehicle of the embodiment of the invention, the front sub-frame assembly 100 of any one of the above is provided. Through setting up frame crossbeam 1 and frame longeron 2 can absorb and disperse the impact force when the vehicle is positive or side collision, and make frame longeron 2 form the slope section 21, and link to each other the inboard front end of slope section 21 through breakable connecting piece 4 and lower swing arm 3, make when the vehicle bumps, the collision force on the slope section 21 can act on breakable connecting piece 4 makes breakable connecting piece 4 fracture in order to release partial impact force, and then can protect other structures, reduce cost of maintenance, improve the safety strategy of vehicle collision, the maximum protection driver and passenger.

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 invention. 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 invention 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 invention, the scope of which is defined by the claims and their equivalents.

Claims (29)

1. A front subframe assembly, characterized by comprising: at least one frame cross member; A lower swing arm and two frame longitudinal beams, the two frame longitudinal beams are spaced apart and connected to the two ends of the frame cross beam, at least a portion of each frame longitudinal beam is configured as an inclined section, the inclined section is configured to extend outwardly from rear to front, the inner front end of the lower swing arm is movably connected to the inclined section through a breakable connecting piece, the inner rear end of the lower swing arm is movably connected to the frame longitudinal beam, and the outer side of the lower swing arm is suitable for being fixed relative to the wheel; Wherein, during a collision, the collision force on the inclined section is suitable for acting on the breakable connecting piece and causing the breakable connecting piece to break so that the outer side of the lower swing arm moves backward in an arc relative to the inner rear end of the lower swing arm. 2. The front subframe assembly according to claim 1 is characterized in that the breakable connecting member is configured to extend along the front-rear direction, and the extending direction of the breakable connecting member forms an angle with the extending direction of the inclined section. 3. The front subframe assembly according to claim 2, characterized in that the breakable connecting member is configured as a connecting bolt, and the inner front end of the lower swing arm is rotatably connected to the inclined section through the connecting bolt; Wherein, the axis of the connecting bolt is along the front-rear direction, and the inclined section is suitable for generating a shearing force on the connecting bolt during a collision. 4. The front subframe assembly according to claim 3 is characterized in that the frame longitudinal beam is provided with a mounting opening, the inner front end of the lower swing arm is formed with a mounting portion, the mounting portion extends to the mounting opening, and the connecting bolt passes through the mounting portion and is penetrated through the side wall of the mounting opening. 5. The front subframe assembly according to claim 1 is characterized in that the breakable connecting member is constructed as a connecting bolt, which includes a head section, a middle section and a tail section connected in sequence, a diameter of the head section and a diameter of the tail section are both larger than a diameter of the middle section, and the inclined section is suitable for acting on the connecting bolt and breaking the middle section during a collision. 6. The front subframe assembly according to claim 5, characterized in that the length of the middle section is greater than the length of the tail section, and the length of the middle section is greater than the length of the head section; and/or, the length of the tail section is 1/3-2/5 of the total length of the connecting bolt; And/or, the diameter of the middle section is 10mm-15mm. 7. The front subframe assembly according to claim 1 is characterized in that the inclined section is provided with a mounting bracket, the inner front end of the lower swing arm is mounted on the mounting bracket through the breakable connecting piece, and the collision force is suitable for acting on the breakable connecting piece through the mounting bracket during a collision. 8. The front subframe assembly according to claim 7 is characterized in that the mounting bracket includes a front side plate, an intermediate connecting plate and a rear side plate, the front side plate and the rear side plate are relatively distributed and connected to the front and rear ends of the intermediate connecting plate to jointly define a mounting groove for accommodating the inner front end of the lower swing arm, the breakable connecting member is penetrated through the front side plate and the rear side plate along the front-to-back direction, and at least one of the front side plate, the intermediate connecting plate and the rear side plate is connected to the frame longitudinal beam. 9. The front subframe assembly according to claim 7, wherein the mounting bracket is detachably mounted to the inclined section via a bracket mounting member. 10. The front subframe assembly according to claim 9, characterized in that the bracket mounting member is configured as a mounting bolt, the mounting bolt is passed through the mounting bracket and the inclined section, and the breakable connecting member is configured as a connecting bolt, the connecting bolt is passed through the mounting bracket and the inner front end of the lower swing arm; Wherein, during a collision, the connecting bolt is configured to break before the mounting bolt. 11. The front subframe assembly according to claim 10, characterized in that the axis of the connecting bolt extends in the front-rear direction, and the axis of the mounting bolt extends in the up-down direction. 12. The front subframe assembly according to claim 7 is characterized in that the mounting bracket forms a mounting cavity with multiple closed sides, the mounting cavity has a through-hole opened toward the outside of the frame longitudinal beam, and the inner front end of the lower swing arm extends from the through-hole into the mounting cavity to be movably connected to the mounting bracket through a breakable connecting piece. 13. The front subframe assembly according to claim 1, characterized in that a rear bracket is provided at the inner rear end of the lower swing arm, and the rear bracket is connected to the inclined section through a first connecting member; Wherein, upon collision, the breakable connecting member is configured to break before the first connecting member. 14. The front subframe assembly according to claim 13 is characterized in that the rear bracket includes a bracket body and two connecting support plates connected to both sides of the bracket body, a sleeve cavity is formed in the bracket body, the inner rear end of the lower swing arm extends into the sleeve cavity to be rotatably connected to the bracket body, and the connecting support plate is connected to the inclined section through the first connecting member. 15. The front subframe assembly according to claim 1, characterized in that the two frame longitudinal beams are configured to be inclined from rear to front in a direction away from each other, and the angle of inclination of the frame longitudinal beam relative to the longitudinal direction of the vehicle is less than 30°. 16. The front subframe assembly according to claim 15, characterized in that each of the frame longitudinal beams has an inner side extending in the longitudinal direction of the vehicle, and at least parts of the inner sides of the two frame longitudinal beams are configured to be inclined from rear to front in a direction away from each other; And/or, each of the frame longitudinal beams has an outer side surface extending in the longitudinal direction of the vehicle, and at least parts of the outer sides of the two frame longitudinal beams are configured to be inclined from rear to front in a direction away from each other. 17. The front subframe assembly according to claim 1, characterized in that an inner space is formed between the front regions of the two frame longitudinal beams, and the width of the inner space in the transverse direction of the vehicle is configured to gradually increase from rear to front along the longitudinal direction of the vehicle. 18. The front subframe assembly of claim 1, wherein the frame rail is provided with a front mounting point located in a front region of the frame rail and a rear mounting point located in a rear region of the frame rail, and the number of the front mounting points is greater than or equal to the number of the rear mounting points. 19. The front subframe assembly according to claim 18, characterized in that there are a plurality of said frame cross beams, and the plurality of said frame cross beams are connected between two said frame longitudinal beams and are spaced apart and distributed along the longitudinal direction of the vehicle; At least one of the cross frame members is connected to the position of the frame longitudinal member where the front mounting point is provided, and/or at least one of the cross frame members is connected to the position of the frame longitudinal member where the rear mounting point is provided. 20. The front subframe assembly according to claim 1, wherein at least a portion of the frame longitudinal beam is configured to extend obliquely upward from rear to front, and a front end of the frame longitudinal beam is higher than a rear end of the frame longitudinal beam. 21. The front subframe assembly according to claim 20 is characterized in that the frame longitudinal beam comprises a longitudinal beam front section, a longitudinal beam middle section and a longitudinal beam rear section distributed in the front-to-back direction, the longitudinal beam middle section is connected between the longitudinal beam front section and the longitudinal beam rear section, and the longitudinal beam middle section is constructed to extend upwardly inclined from rear to front, the longitudinal beam front section and the longitudinal beam rear section both extend in the longitudinal direction of the vehicle, and the longitudinal beam front section is higher than the longitudinal beam rear section. 22. The front subframe assembly according to claim 1 is characterized in that a concave area is formed on the outer side of the middle part of the frame longitudinal beam in the longitudinal direction of the vehicle, and the width of the middle part of the frame longitudinal beam in the longitudinal direction of the vehicle is smaller than the width of both ends, and the frame longitudinal beam is suitable for collapsing inward from the concave area during a collision. 23. The front subframe assembly according to claim 22 is characterized in that the outer side surface of the concave area includes a front side surface and a rear side surface, the front side surface is connected to the rear side surface along the longitudinal direction of the vehicle, the front side surface is configured to extend inwardly from front to rear, and the rear side surface is configured to extend inwardly from rear to front. 24. The front subframe assembly according to claim 23, characterized in that the extension length of the front side surface in the longitudinal direction of the vehicle is smaller than the extension length of the rear side surface in the longitudinal direction of the vehicle; And/or, the inward inclination angle of the front side surface is greater than the inward inclination angle of the rear side surface. 25. The front subframe assembly according to claim 1, characterized in that the frame longitudinal beam comprises a first plate body and a second plate body, the first plate body and the second plate body are spliced and connected in the up-down direction to define a longitudinal beam inner cavity; Alternatively, the frame longitudinal beam is integrally formed. 26. The front subframe assembly according to claim 25, characterized in that the frame longitudinal beam further comprises a reinforcing plate, the reinforcing plate is located between the first plate body and the second plate body, and two ends of the reinforcing plate are respectively supported by the first plate body and the second plate body. 27. The front subframe assembly according to claim 1 is characterized in that there are three frame cross beams, namely a front cross beam, a middle cross beam and a rear cross beam, and the front cross beam, the middle cross beam and the rear cross beam are spaced apart in sequence along the longitudinal direction of the vehicle, the front cross beam is located between the front areas of the two frame longitudinal beams, and the middle cross beam and the rear cross beam are located between the rear areas of the two frame longitudinal beams. 28. The front subframe assembly according to claim 27, characterized in that the length of the front cross beam is greater than the length of the middle cross beam, and the length of the middle cross beam is less than or equal to the length of the rear cross beam. 29. A vehicle, characterized by being provided with the front subframe assembly according to any one of claims 1 to 28.