CN108482487B - A New Tail Beam Structure for Full Load Passenger Car Underframe - Google Patents

Abstract

The invention discloses a novel tail beam structure for the underframe of a full-load passenger car, relates to the technical field of auto parts, and includes a tail beam assembly, a compressor assembly and a water tank support assembly. Symmetrical left suspension reinforcement board and right suspension reinforcement board, the left suspension reinforcement board and the right suspension reinforcement board are respectively connected with the left longitudinal beam and the right longitudinal beam of the vehicle frame. The compressor assembly is installed on the left side of the tail beam assembly, and the water tank support assembly is installed on the right side. The invention optimizes the design of the rear end structure of the traditional vehicle frame, greatly improves the Z-direction bending stiffness of the combined structure of the compressor support, the rear beam of the vehicle frame and the water tank support and the torsional stiffness of the rear end of the vehicle frame, and strengthens the vehicle frame The Z-direction dynamic stiffness at the front suspension bracket improves the vibration isolation performance of the suspension, effectively guarantees the NVH performance, and improves the ride comfort.

Description

A New Tail Beam Structure for Full Load Passenger Car Underframe

technical field

The invention relates to the technical field of auto parts, in particular to a novel tail beam structure for the underframe of a fully loaded passenger car.

Background technique

The frame is a frame structure spanning the front and rear axles of the car. It is generally composed of longitudinal beams and beams. The beams are used to ensure the torsional stiffness of the frame and bear longitudinal loads, and can also support the main components of the car. The automobile suspension bracket refers to the elastic connection part between the powertrain and the frame, and is one of the key paths for the vibration of the engine to be transmitted to the body.

As shown in Figure 1, the Z-direction dynamic stiffness of the left and right front suspension brackets of the car at the engine idle frequency is mainly affected by the natural mode of the rear end of the frame near this frequency, and the mode shape of this mode is mainly expressed as: The partial frame on the 3' side of the left longitudinal beam and the partial frame on the 4' side of the right longitudinal beam are twisted around the X axis, the compressor support beam 1', the frame tail beam 6', and the water tank bracket 7' in the Z direction The first-order bending of , and the joint action of the two affects the dynamic stiffness of the left and right front suspension brackets in the Z direction.

In the traditional frame of large and medium-sized buses, the compressor bracket is fixed on the left side of the rear end of the frame (on the side of the left longitudinal beam 3') through 6 bolts on the flange of the compressor base 2'. Since the compressor base 2 The flexural rigidity of ' is much lower than that of the compressor bracket beam 1', resulting in poor Z-direction stiffness at the mounting hole; due to the misalignment of the compressor base 2' and the frame tail beam 6' in the X direction by 5', the frame There is an extra torque around the X-axis at the installation point of the tail beam 6' and the left longitudinal beam 3', which reduces the stiffness in the Z direction; the water tank bracket 7' shares the rear end of the frame (right side beam 4' side) 8 bolts are connected, the distance between the installation points in the Z direction is small and the fixed points are distributed on the periphery of the curved part with a groove section, where the stiffness in the Z direction is also low.

The above reasons lead to the low Z-direction stiffness of the left and right front suspension brackets of the existing large and medium-sized buses at the idle frequency of the engine, poor vibration isolation effect, reduced NVH performance, and poor ride comfort.

Contents of the invention

The present invention provides a novel tail beam structure for the underframe of a fully loaded passenger car, the main purpose of which is to solve the problem of low Z-direction rigidity and poor vibration isolation effect of the front suspension bracket caused by the unreasonable design of the tail end structure of the existing passenger car. NVH performance degradation, poor ride comfort and other issues.

The present invention adopts following technical scheme:

A new tail beam structure for the underframe of a full-load passenger car, including a tail beam assembly, a compressor assembly, and a water tank bracket assembly. The inner side of the tail beam assembly is provided with mutually symmetrical left suspension reinforcement plates and right suspension panels. The left suspension reinforcement plate and the right suspension reinforcement plate are respectively connected with the left longitudinal beam and the right longitudinal beam of the vehicle frame; the left side of the above tail beam assembly is equipped with the above compressor assembly, and the right side is equipped with The above water tank bracket assembly.

Further, the above-mentioned tail beam assembly includes an upper beam and a lower beam, the left and right sides of the upper beam and the lower beam are connected by a plurality of columns, and the middle part is connected by two mutually symmetrical diagonal braces; the above-mentioned left suspension reinforcement plate and The right suspension reinforcing plate is respectively connected with the above-mentioned upper beam, lower beam and column.

Further, a first reinforcing plate is provided between the two above-mentioned diagonal braces.

Further, the above-mentioned compressor assembly includes a compressor base, a compressor beam and a U-shaped bracket, the two above-mentioned compressor beams are connected by a column, and a second reinforcement plate is provided, and the two above-mentioned compressor beams can be detachably connected on the left side of the tail beam assembly.

Further, the two above-mentioned compressor crossbeams are respectively installed on the above-mentioned upper crossbeam and the lower crossbeam through the flanges and bolts.

Further, the above-mentioned water tank support assembly includes a water tank beam, the two above-mentioned water tank beams are connected by a column, and a third reinforcement plate is provided, and the two above-mentioned water tank beams are detachably connected to the right side of the above-mentioned tail beam assembly.

Further, the two above-mentioned crossbeams of the water tank are respectively installed on the above-mentioned upper crossbeam and the lower crossbeam through flanges and bolts.

Compared with prior art, the beneficial effect that the present invention produces is:

The present invention includes a tail beam assembly, a compressor assembly and a water tank bracket assembly. The inside of the tail beam assembly is provided with mutually symmetrical left suspension reinforcement plates and right suspension reinforcement plates, and the left suspension reinforcement plate and the right suspension reinforcement plate are The reinforcing plate is respectively connected with the left longitudinal beam and the right longitudinal beam of the vehicle frame. The beneficial effect of the present invention is that: the present invention optimizes the structure of the tail end of the traditional vehicle frame, greatly improving the Z-direction bending stiffness of the combined structure of the compressor support, the rear beam of the vehicle frame and the water tank support and the rigidity of the rear end of the vehicle frame. The torsional stiffness enhances the Z-direction dynamic stiffness of the frame at the front suspension bracket, improves the vibration isolation performance of the suspension, effectively guarantees the NVH performance, and improves the ride comfort.

Description of drawings

Fig. 1 is a schematic structural diagram of a traditional vehicle frame.

Fig. 2 is a structural schematic diagram of the present invention.

Fig. 3 is a structural schematic diagram of the mid-tail beam assembly of the present invention.

Fig. 4 is a structural schematic diagram of the compressor assembly in the present invention.

Fig. 5 is a structural schematic diagram of the water tank bracket assembly in the present invention.

Fig. 6 is a schematic view of the assembly of the present invention and the traditional vehicle frame.

Detailed ways

Specific embodiments of the present invention will be described below with reference to the accompanying drawings. In order to provide a comprehensive understanding of the present invention, many details are described below, but it will be apparent to those skilled in the art that the present invention can be practiced without these details.

Referring to Fig. 2, Fig. 3 and Fig. 6, a new type of tail beam structure for the underframe of a full-load passenger car, including a tail beam assembly 1, a compressor assembly 2 and a water tank bracket assembly 3, the inner side of the tail beam assembly 1 There are mutually symmetrical left suspension reinforcement plates 11 and right suspension reinforcement plates 12, and the left suspension reinforcement plates 11 and the right suspension reinforcement plates 12 are respectively connected with the left longitudinal beam 4 and the right longitudinal beam 5 of the vehicle frame; The left side of the assembly 1 is equipped with a compressor assembly 2, and the right side is equipped with a water tank bracket assembly 3.

Referring to Figures 2 and 3, the tail beam assembly 1 includes an upper beam 13 and a lower beam 14, the left and right sides of the upper beam 13 and the lower beam 14 are connected by a plurality of columns 15, and the middle part is connected by two mutually symmetrical diagonal braces. 16 connections; the left suspension reinforcing plate 11 and the right suspension reinforcing plate 12 are respectively connected with the upper beam 13, the lower beam 14 and the column 15.

Referring to FIG. 2 and FIG. 3 , as a preferred solution: a first reinforcing plate 161 is provided between two braces 16 , and a plurality of weight-reducing holes 162 are provided on the first reinforcing plate 161 .

Referring to Fig. 2 and Fig. 4, the compressor assembly 2 includes a compressor base 21, a compressor beam 22 and a U-shaped bracket 23, the two compressor beams 22 are connected by a column 24, and a second reinforcing plate 241 is provided, and Both compressor beams 22 are detachably connected to the left side of the tail beam assembly 1 . Wherein, the second reinforcing plate 241 is provided with a weight reducing hole 242 .

Referring to Fig. 2 and Fig. 4, as a preferred solution: the two compressor beams 22 are installed on the upper beam 13 and the lower beam 14 respectively through flanges 10 and bolts (not shown in the figure).

Referring to Figure 2 and Figure 5, the water tank bracket assembly 3 includes a water tank beam 31, the two water tank beams 31 are connected by a column 32, and a third reinforcement plate 321 is provided, and the two water tank beams 31 can be detachably connected to the tail beam Assembly 1 on the right side. The third reinforcing plate 321 is also provided with a weight reducing hole 322 .

Referring to Fig. 2 and Fig. 5, as a preferred solution: the two water tank beams 31 are respectively installed on the upper beam 13 and the lower beam 14 through flanges 10 and bolts (not shown in the figure).

With reference to Fig. 2, Fig. 3, Fig. 4, Fig. 5 and Fig. 6, the installation method of the present invention is illustrated:

The present invention is composed of three parts: the tail beam assembly 1, the compressor assembly 2 and the water tank bracket assembly 3. The left ends of the upper beam 13 and the lower beam 14 of the tail beam assembly 1 are fitted with bolts through the flange plate 10 (not shown in the figure). Embodied) is connected with the compressor beam 22, and the right end is connected with the water tank beam 31 through the flange plate 10 and the bolt (not shown in the figure). One side of the left suspension reinforcing plate 11 is welded with the upper beam 13, the lower beam 14 and the column 15, and the other side is welded with the upper straight bar 41, the lower straight bar 42, the column 43 and the suspension installation plate of the left longitudinal beam 4 44 are respectively connected by bolts (the installation method of the right suspension reinforcing plate 12 is the same as that of the left suspension reinforcing plate 11). The U-shaped bracket 23 of the compressor assembly 2 is welded to the upper straight rod 41 and the lower straight rod 42 of the left longitudinal beam 4 .

The setting and installation method of the left suspension reinforcing plate 11 effectively enhances the Z-direction stiffness at the junction of the tail beam assembly 1 and the left side of the rear end of the frame (on the side of the left longitudinal beam 4); the diagonal brace 16 ensures that the tail beam assembly 1 The transition of stiffness is uniform; the installation method of compressor assembly 2 and tail beam assembly 1 overcomes the traditional dislocation installation, and improves the local torsional stiffness around the X-axis on the left side of the frame tail to a certain extent; each assembly Square steel lap joints are often used. Compared with the original thick bracket, the X-direction dimension of the frame is reduced, and the torsional rigidity on the left side of the rear end of the frame is further enhanced (the same is true for the right side of the rear end of the frame). In addition, in order to ensure the bending rigidity of the compressor assembly 2 and the water tank bracket assembly 3, reinforcing plates are provided between the beams and weight-reducing holes are provided.

In summary, the present invention greatly improves the Z-direction bending stiffness of the combined structure of the compressor bracket, the rear beam of the vehicle frame and the water tank bracket and the torsional stiffness of the rear end of the vehicle frame, thereby improving the Z-direction stiffness of the left and right front suspension brackets. The dynamic stiffness improves the vibration isolation rate of the suspension and ensures the NVH performance.

The above is only a specific embodiment of the present invention, but the design concept of the present invention is not limited thereto, and any non-substantial changes made to the present invention by using this concept should be an act of violating the protection scope of the present invention.

Claims (4)

1. A novel tail beam structure for the underframe of a fully loaded passenger car, characterized in that it includes a tail beam assembly, a compressor assembly and a water tank bracket assembly, and the inner side of the tail beam assembly is provided with mutually symmetrical left and right sides. Suspension reinforcing plate and right suspension reinforcing plate, the said left suspension reinforcing plate and right suspension reinforcing plate are respectively connected with the left longitudinal beam and the right longitudinal beam of the vehicle frame; the left side of the tail beam assembly is assembled with The above compressor assembly, the right side is equipped with the water tank bracket assembly; The tail beam assembly includes an upper beam and a lower beam, the left and right sides of the upper beam and the lower beam are connected by a plurality of columns, and the middle part is connected by two mutually symmetrical diagonal braces; the left suspension reinforcement plate and the right suspension reinforcing plate are respectively connected with the upper beam, the lower beam and the column; The compressor assembly includes a compressor base, a compressor beam and a U-shaped bracket, the two compressor beams are connected by a column, and a second reinforcement plate is provided, and the two compressor beams can be detachable connected to the left side of the tail beam assembly; The water tank bracket assembly includes a water tank beam, the two water tank beams are connected by a column, and a third reinforcement plate is provided, and the two water tank beams are detachably connected to the right side of the tail beam assembly . 2. A novel tail beam structure for a full-load passenger car chassis as claimed in claim 1, wherein a first reinforcing plate is provided between the two diagonal braces. 3. A novel tail beam structure for a full-load passenger car chassis as claimed in claim 1, wherein the two compressor beams are respectively installed on the upper beam and the lower beam through flanges and bolts . 4. A novel tail beam structure for a full-load passenger car chassis as claimed in claim 1, wherein the two water tank beams are respectively installed on the upper beam and the lower beam through flanges and bolts.

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