CN114104113A - Automobile and auxiliary frame thereof - Google Patents
Automobile and auxiliary frame thereof Download PDFInfo
- Publication number
- CN114104113A CN114104113A CN202010897395.5A CN202010897395A CN114104113A CN 114104113 A CN114104113 A CN 114104113A CN 202010897395 A CN202010897395 A CN 202010897395A CN 114104113 A CN114104113 A CN 114104113A
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- subframe
- auxiliary frame
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- steering gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D3/00—Steering gears
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- Combustion & Propulsion (AREA)
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- Body Structure For Vehicles (AREA)
Abstract
The invention discloses an automobile and an auxiliary frame thereof, wherein the auxiliary frame of the automobile comprises an upper auxiliary frame sheet and a lower auxiliary frame sheet which are vertically enclosed and fixed to form an internal space, and two steering gear mounting sleeves symmetrically arranged in the internal space; further comprising disposed in the interior space: the suspension reinforcing bent plate is fixedly welded between the upper piece of the auxiliary frame and the lower piece of the auxiliary frame; two ends of the left transverse reinforcing plate are respectively welded and fixed with the peripheral surface of the left steering gear mounting sleeve and the left side surface of the suspension reinforcing bent plate; and two ends of the right transverse reinforcing plate are respectively welded and fixed with the outer peripheral surface of the steering gear mounting sleeve on the right side and the right side surface of the suspension reinforcing bent plate. This scheme make full use of sub vehicle frame steering gear installation sleeve and go up the middle part space between the lower plate, strengthen the corresponding restraint mode of sub vehicle frame pertinence ground, make engine mounting point Z effectively promote to dynamic stiffness from this. Has the characteristics of simple structure and low process cost.
Description
Technical Field
The invention relates to the technical field of automobile structure design, in particular to an automobile and an auxiliary frame thereof.
Background
As is known, the subframe is a key component of the chassis of the vehicle, and supports the axle and the suspension, through which the axle and the suspension are connected to the frame, and the engine and the steering system are fixed to the subframe by the suspension. When the engine burns, the steering system moves and the road surface generates excitation, dynamic acting force is directly transmitted to the frame, the vibration of the whole vehicle is caused, and the noise is radiated into the vehicle through the structure. The auxiliary frame is used for reducing the transmission of vibration of the road surface and the engine, isolating the vibration of the road surface and the engine, bringing good comfort and improving the connection rigidity of a suspension system. Thus, a vehicle equipped with a subframe may feel that the chassis is very solid and compact when driven. The dynamic stiffness for representing the deformation resistance of the structure under the action of dynamic load is a main technical index for evaluating the auxiliary frame on the aspect of ensuring the performance of the N V H; that is, insufficient dynamic stiffness can be very detrimental to vehicle body fatigue life and overall ride comfort.
According to the existing typical processing scheme, a reinforcing plate is attached to the position of an engine suspension mounting point on the lower piece of the auxiliary frame, and due to the limitation of the structure of the reinforcing plate, the Z-direction dynamic stiffness of the engine suspension mounting point is still insufficient, so that the noise generated by the vibration of an engine radiated into a vehicle through the auxiliary frame is too large; in addition, another auxiliary frame improves the dynamic stiffness of the engine suspension in the Z direction through a complex structure, and is too heavy and high in cost.
In view of this, it is urgent to carry out structural optimization to the sub frame of current car, on the basis of obtaining good engine mounting point dynamic stiffness, effectively compromise the reasonable control of product dead weight and manufacturing cost.
Disclosure of Invention
In order to solve the technical problems, the invention provides an automobile and an auxiliary frame thereof, which can effectively improve the dynamic stiffness of an engine suspension mounting point through structural improvement and optimization, and the product dead weight and the manufacturing cost are controllable.
The invention provides an automobile auxiliary frame, which comprises an auxiliary frame upper piece and an auxiliary frame lower piece, wherein the auxiliary frame upper piece and the auxiliary frame lower piece are vertically enclosed and fixed to form an internal space, and the automobile auxiliary frame also comprises two steering gear installation sleeves symmetrically arranged in the internal space; further comprising disposed in the interior space: the suspension reinforcing bent plate is fixedly welded between the upper piece of the auxiliary frame and the lower piece of the auxiliary frame; two ends of the left transverse reinforcing plate are respectively welded and fixed with the peripheral surface of the left steering gear mounting sleeve and the left side surface of the suspension reinforcing bent plate; and two ends of the right transverse reinforcing plate are respectively welded and fixed with the outer peripheral surface of the steering gear mounting sleeve on the right side and the right side surface of the suspension reinforcing bent plate.
Preferably, the device further comprises, arranged in the inner space: the inner side ends of the left swing arm front mounting plate and the right swing arm front mounting plate are respectively welded and fixed with the peripheral surface of the bent pipe on the corresponding side; the front side end of the left longitudinal reinforcing plate is welded and fixed with the left swing arm front mounting plate, and the front side end of the right longitudinal reinforcing plate is welded and fixed with the right swing arm front mounting plate; the left connecting plate and the right connecting plate, the both ends of left side connecting plate respectively with reinforcing plate and corresponding side are indulged in a left side steering gear installation sleeve welded fastening, the both ends of right side connecting plate respectively with reinforcing plate and corresponding side are indulged in the right side steering gear installation sleeve welded fastening.
Preferably, the suspension reinforcing bent plate is formed by adopting a stamping process and comprises a bottom plate part welded and fixed with the lower piece of the auxiliary frame and vertical plate parts which are respectively positioned on two sides of the bottom plate part and welded and fixed with the upper piece of the auxiliary frame.
Preferably, in a horizontal projection plane, rear regions of the bottom plate portion and the vertical plate portion of the suspended reinforcing bent plate are in an inward arc shape.
Preferably, with respect to the bottom plate portion, front and rear ends of both the upright plate portions have an outwardly extending section.
Preferably, in the horizontal projection plane, the middle parts of the plate bodies of the left longitudinal reinforcing plate and the right longitudinal reinforcing plate are concave, and the rear side ends of the left longitudinal reinforcing plate and the right longitudinal reinforcing plate are bent outwards.
Preferably, lightening holes are formed in the middle of the surfaces of the left transverse reinforcing plate, the right transverse reinforcing plate, the left connecting plate and the right connecting plate, and flanging ribs are formed at the hole edges of the lightening holes.
Preferably, the joint between the upper sub-frame piece and the lower sub-frame piece is welded by lap welding.
Preferably, the left horizontal reinforcing plate, the right horizontal reinforcing plate, the left swing arm front mounting plate, the right swing arm front mounting plate, the left longitudinal reinforcing plate and the right longitudinal reinforcing plate are further welded to the subframe upper piece and the subframe lower piece respectively; and the steering gear mounting sleeve is welded with the auxiliary frame upper sheet on the corresponding side.
The invention also provides an automobile comprising the auxiliary frame.
Compared with the prior art, the scheme provides an optimized solution of the auxiliary frame in a new way aiming at the effective improvement of the dynamic stiffness of the mounting point of the engine suspension. Specifically, a suspension reinforcing bent plate is welded and fixed between the upper sheet and the lower sheet of the auxiliary frame, and meanwhile, a left transverse reinforcing plate and a right transverse reinforcing plate are respectively welded and fixed between the surfaces of the two sides of the suspension reinforcing bent plate and the steering gear mounting sleeves on the two sides. So set up, make full use of sub vehicle frame steering gear installation sleeve and go up the middle part space between the lower piece, loop through steering gear installation sleeve, control horizontal reinforcing plate and suspension enhancement bent plate and sub vehicle frame upper and lower piece, strengthen the corresponding restraint mode of sub vehicle frame, make from this that engine suspension mounting point Z can effectively promote to dynamic stiffness. Meanwhile, the auxiliary frame is pertinently reinforced, so that the dynamic stiffness is fully improved, and the light weight is realized; the corresponding fixed connection relation is fixed by welding, and the device has the characteristics of simple structure and low process cost.
In the preferred scheme of the invention, the swing arm type three-dimensional space-saving robot further comprises a left swing arm front mounting plate, a right swing arm front mounting plate, a left longitudinal reinforcing plate, a right longitudinal reinforcing plate, a left connecting plate and a right connecting plate which are arranged in the inner space, wherein the three inner reinforcing plates are symmetrically arranged left and right; specifically, the inner side ends of the front mounting plates of the left swing arm and the right swing arm are respectively welded and fixed with the peripheral surfaces of the bent pipes on the corresponding sides; the front side ends of the right and the right longitudinal reinforcing plates are welded and fixed with the front mounting plates of the left and the right swing arms at the corresponding sides; two ends of the left and right connecting plates are respectively welded and fixed with the left and right longitudinal reinforcing plates and the steering gear mounting sleeve on the corresponding sides; therefore, the corresponding constraint mode is strengthened in the cavity of the auxiliary frame, and the dynamic stiffness performance of the auxiliary frame can be improved to the maximum extent.
In another preferred scheme of the invention, lightening holes are respectively arranged in the middle of the plate surfaces of the left transverse reinforcing plate, the right transverse reinforcing plate, the left connecting plate and the right connecting plate, and flanging ribs are formed at the hole edges of the lightening holes. By the arrangement, the self weight and the manufacturing cost of the product can be reduced to the maximum extent on the basis of ensuring the dynamic rigidity of the engine suspension mounting point.
Drawings
FIG. 1 is a schematic diagram of an embodiment of an automotive subframe;
FIG. 2 is a schematic view of the internal structure of the subframe of the vehicle shown in FIG. 1;
FIG. 3 is a schematic illustration of the position of the reinforcement structure within the subframe of FIG. 1;
FIG. 4 is a schematic diagram of a structure of the suspension reinforcing bent plate in an embodiment;
FIG. 5 is a schematic structural view of the left lateral reinforcement plate and the right lateral reinforcement plate in accordance with an exemplary embodiment;
FIG. 6 is a schematic structural view of the left and right connector plates in an exemplary embodiment;
fig. 7 is a schematic view of a modal strain energy distribution formed by performing modal strain energy analysis on a sub-frame in a 1-order bending mode around the X-axis.
In the figure:
the auxiliary frame comprises an upper auxiliary frame sheet 11, a lower auxiliary frame sheet 12, a steering gear mounting sleeve 2, a suspension reinforcing bent plate 3, a bottom plate part 31, a vertical plate part 32, a left transverse reinforcing plate 41, a right transverse reinforcing plate 42, a lightening hole 43, a flanging rib 44, a left connecting plate 51, a right connecting plate 52, a lightening hole 53, a flanging rib 54, a left longitudinal reinforcing plate 61, a right longitudinal reinforcing plate 62, a left swing arm front mounting plate 71, a right swing arm front mounting plate 72, a bent pipe 8, a left vehicle body front mounting sleeve 91, a right vehicle body front mounting sleeve 92, a left vehicle body rear mounting sleeve 101 and a right vehicle body rear mounting sleeve 102.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Without loss of generality, the embodiment takes the automobile subframe shown in the figure as a description subject, and the specific scheme for improving the dynamic stiffness of the mounting point of the engine suspension is explained in detail. It should be appreciated that the interface configurations of the various types of engines and their mating suspension substructures do not constitute a substantial limitation on the vehicle subframe claimed herein.
Referring to fig. 1 and fig. 2, fig. 1 is a general schematic view of a subframe of a vehicle according to the present embodiment, and fig. 2 shows an internal structure of the subframe.
This car sub vehicle frame includes sub vehicle frame upper segment 11 and sub vehicle frame lower segment 12, and welded connection after both components of a whole that can function independently processing encloses from top to bottom to close fixedly and be formed with the inner space to the damping is eliminated the noise. Preferably, the joint between the subframe upper piece 11 and the subframe lower piece 12 is formed by lap welding the side walls of the panel.
The two steering gear mounting sleeves 2 are symmetrically arranged in the inner space of the auxiliary frame. As shown in fig. 2, a suspension reinforcing bent plate 3 is provided in the inner space, and the suspension reinforcing bent plate 3 is located at a central position and is fixedly welded between the subframe upper plate 11 and the subframe lower plate 12; meanwhile, transverse reinforcing plates are respectively arranged between the suspension reinforcing bent plate 3 and the steering gear mounting sleeves 2 on the two sides. Therefore, the middle space between the auxiliary frame steering device mounting sleeve and the upper and lower sheets is fully utilized, and the corresponding restraint mode of the auxiliary frame is strengthened.
Wherein, two ends of the left transverse reinforcing plate 41 are respectively welded and fixed with the peripheral surface of the left steering gear mounting sleeve 2 and the left side surface of the suspension reinforcing bent plate 3; two ends of the right transverse reinforcing plate 42 are respectively welded and fixed with the outer peripheral surface of the right steering gear mounting sleeve 2 and the right side surface of the suspension reinforcing bent plate 3. The scheme sequentially passes through the steering gear mounting sleeve 2, the left transverse reinforcing plates (41) and the right transverse reinforcing plates (42) and the suspension reinforcing bent plates 3 and the upper and lower sheets (11) and (12) of the auxiliary frame, and the corresponding restraint modes of the auxiliary frame are reinforced, so that the Z-direction dynamic stiffness of the engine suspension mounting point is effectively improved. Please refer to fig. 3, which shows a schematic diagram of the position relationship of the reinforcing structure inside the subframe.
In addition, the corresponding fixed connection relation is welded and fixed, the structure is simple, and the process cost is low.
In order to improve the bearing performance to the maximum extent, the reinforcing structure in the auxiliary frame can be further optimized. Referring to fig. 2, a connecting plate is further provided between the two steering gear mounting sleeves 2 and the left and right longitudinal reinforcing plates on the corresponding sides.
Wherein, the both ends of left connecting plate 51 are welded fastening with the steering gear installing bushing 2 and the left vertical reinforcing plate 61 of corresponding side respectively, and the both ends of right connecting plate 52 are welded fastening with the steering gear installing bushing 2 and the right vertical reinforcing plate 62 of corresponding side respectively. The left longitudinal reinforcing plate 61 and the right longitudinal reinforcing plate 62 are generally arranged along the longitudinal extension trend, wherein the front side end of the left longitudinal reinforcing plate 61 is welded and fixed with the left swing arm front mounting plate 71, and the front side end of the right longitudinal reinforcing plate 62 is welded and fixed with the right swing arm front mounting plate 72. The left swing arm front mounting plate 71 and the right swing arm front mounting plate 72 are arranged along a trend of extending in the transverse direction, inner side ends of the left swing arm front mounting plate and the right swing arm front mounting plate are respectively welded and fixed with the outer peripheral surface of the bent pipe 8 on the corresponding side, and specifically, the bent pipe 8 is inserted into the upper and lower sub-frame pieces (11, 12) for welding. Therefore, the corresponding constraint mode is strengthened in the cavity of the auxiliary frame, the deformation resistance of the middle parts of the upper and lower sheets (11, 12) of the auxiliary frame is fully utilized and adjusted, and meanwhile, the deformation resistance is formed between the steering gear mounting sleeve 2 and the corresponding side longitudinal reinforcing plates (61, 62), so that the bearing rigidity can be improved to the maximum extent.
On the basis, a left front vehicle body mounting sleeve 91 and a right front vehicle body mounting sleeve 92 are respectively welded with the corresponding side elbow 8, and a left rear vehicle body mounting sleeve 101 and a right rear vehicle body mounting sleeve 102 are respectively symmetrically arranged at two sides of the inner space of the auxiliary frame.
In this scheme, the bent plate 3 is strengthened to the suspension for adopting the stamping process shaping, include with sub vehicle frame lower part 12 welded fastening's bottom plate portion 31 and be located respectively bottom plate portion 31 both sides with sub vehicle frame upper part 11 welded fastening's riser portion 32. Please refer to fig. 4 for a schematic structural diagram of the suspension reinforced flexural plate.
Specifically, the suspension reinforcing bent plate 3 is plug-welded to the subframe lower piece 12 via the bottom plate 31 attachment surface, and is welded to the subframe upper piece 11 via the side riser 32. Here, in the horizontal projection plane, the rear regions a of the bottom plate portion 31 and the vertical plate portion 32 of the suspended reinforcing bent plate 3 are in an inwardly curved shape, so that the improvement of the workability and the load-bearing capacity can be effectively achieved at the same time.
As further shown in fig. 4, the front and rear ends of the two vertical plate portions 32 have extended sections with respect to the bottom plate portion 31, so that the length of the weld disposed between the corresponding plate surface and the subframe upper plate 11 can be increased, and the load-bearing capacity of the upper and lower edges of the subframe upper and lower plates (11, 12) can be fully utilized. Meanwhile, according to actual needs, lightening holes can be formed in the plate surfaces of the two vertical plate parts 32.
In addition, other auxiliary frame internal reinforcing structures can be further structurally optimized and configured.
As shown in fig. 2, in the horizontal projection plane, the middle portions of the plate bodies of the left vertical reinforcing plate 61 and the right vertical reinforcing plate 62 are concave, and the rear side ends of the two are bent outward. Like this, left and right reinforcing plate is along the S-shaped of vertical formation, and the corresponding structure of adaptation sub vehicle frame avoids producing the interference on the one hand, can further increase its bearing capacity in addition.
As shown in fig. 3, lightening holes are formed in the middle of the plate surfaces of the left transverse reinforcing plate 41, the right transverse reinforcing plate 42, the left connecting plate 51 and the right connecting plate 52, and a hem rib is formed at the hole edge of each lightening hole. Referring to fig. 5a, 5b and 6a, 6b together, fig. 5a and 5b show the structure of the left lateral reinforcing plate 41 and the right lateral reinforcing plate 42, respectively, and fig. 6a and 6b show the structure of the left connecting plate 51 and the right connecting plate 52, respectively.
The lightening holes 43 on the left transverse reinforcing plate 41 and the right transverse reinforcing plate 42 are transversely arranged, and the flanging ribs 44 are arranged along the whole circumference of the hole edges of the lightening holes 43, so that the working load can be better adapted. Lightening holes 53 on the left connecting plate 51 and the right connecting plate 52 are also transversely arranged, and corresponding folding ribs 54 are arranged along the whole periphery of the hole edges of the lightening holes 53. Therefore, the self weight and the manufacturing cost of the product can be reduced to the maximum extent on the basis of ensuring the dynamic rigidity of the engine suspension mounting point.
It can be understood that, in the sub-frame optimization scheme provided by the scheme, the internal reinforcing structure is preferably formed by adopting a plate assembly, and the fixed connection relation among all the related components is realized through the welding process respectively. Specifically, the left transverse reinforcing plate 41, the right transverse reinforcing plate 42, the left swing arm front mounting plate 71, the right swing arm front mounting plate 72, the left longitudinal reinforcing plate 61 and the right longitudinal reinforcing plate 62 are further welded to the subframe upper piece 11 and the subframe lower piece 12 respectively; the two steering gear mounting sleeves 2 are welded with the auxiliary frame upper sheet 11 on the corresponding side, and the left vehicle body rear mounting sleeve 101 and the right vehicle body rear mounting sleeve 102 are also welded with the auxiliary frame upper sheet 11 on the corresponding side, and the positioning and fixing relationship is established by means of vertical fastening, for example, but not limited to, threaded fastening.
Particularly, in the forming process of the inventive concept of the present application, it is found through analysis that a subframe constraint mode has a great correlation with dynamic stiffness, wherein the mode having the greatest influence on the dynamic stiffness of the subframe in the Z direction of the engine suspension mounting point is a bending mode of 1 order around the X axis, and thus it is determined that the absolute value of the Z-direction displacement of the engine suspension mounting point of the lifting sub-frame in the order mode is the key for improving the dynamic stiffness of the lifting sub-frame in the Z direction, that is, the bending stiffness of the lifting sub-frame in the order mode. Based on the analysis, modal strain energy analysis is carried out on the sub-frame in 1-order bending mode around the X axis. Please refer to fig. 7 for a diagram of the modal strain energy distribution.
As shown in fig. 7, the main transmission path of the subframe deformation can be determined by the modal strain energy distribution (blue line in the figure): the left and right front mounting points of the auxiliary frame reach the joints with the upper and lower sheets (11, 12) through the bent pipe 8, then the auxiliary frame is divided into two parts, one part reaches the mounting point (2) of the steering gear through the longitudinal reinforcing plates (61, 62), and then is transmitted to the turning positions of the upper and lower sheets, and the other part directly reaches the turning positions of the upper and lower sheets and then is converged to the middle part of the edge of the auxiliary frame from the turning positions of the upper and lower sheets; the subframe left and right rear mounting points (101, 102) converge directly along the upper and lower sheet rear edges to the middle of the subframe edge. Wherein, the actual structural condition of main transfer path of this scheme 2 rank modal deformation according to sub vehicle frame carries out corresponding enhancement (yellow lines in the picture) in suitable position to improve the Z of sub vehicle frame engine mount mounting point and to move rigidity.
The analysis shows that the front and rear edges of the steering gear mounting sleeve 2 and the upper and lower sub-frame pieces (11 and 12) are important parts for resisting deformation, and the connection between the engine suspension mounting points and the steering gear mounting sleeve and the upper and lower sub-frame pieces needs to be strengthened; in addition, the steering gear mounting sleeve 2 is also a significant path of resistance to the longitudinal reinforcing plates (61, 62), requiring secondary reinforcement.
Through production trial production, the auxiliary frame is subjected to dynamic stiffness analysis of the engine suspension mounting points, and the dynamic stiffness of the auxiliary frame engine suspension mounting points in the X direction, the Y direction and the Z direction is obtained through calculation, and is shown in the following table.
The corresponding data of the existing original structure and the dynamic stiffness analysis of the mounting point of the engine suspension are listed in the table.
From the comparative test data, the Z-direction dynamic stiffness of the engine suspension mounting point in the scheme is improved from 3913N/mm to 4450N/mm in the frequency range of 200Hz (178-224 Hz), and the requirement is met. Meanwhile, the dynamic stiffness of the engine suspension mounting point in the Z direction of 50-400Hz is comprehensively improved by 63% compared with that before optimization, and the NVH performance of the whole vehicle can be remarkably improved.
In addition, the auxiliary frame provided by the scheme is 14.3kg in weight, and is 2.5kg in weight compared with the original structure, and the Z-direction dynamic stiffness of the engine suspension mounting point is comprehensively improved by 63%.
In addition to the subframe, the present embodiment also provides an automobile including the subframe. Other main functions of the automobile constitute non-core points of the invention, and a person skilled in the art can implement the functions by using the prior art, so the details are not described herein.
In particular, the structural form of each plate body of the vehicle subframe in the present embodiment may be selected according to specific product types, and is not limited to the sectional form and the external contour dimension shown in the drawings.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (10)
1. An automobile auxiliary frame comprises an auxiliary frame upper piece and an auxiliary frame lower piece which are vertically enclosed and fixed to form an internal space, and further comprises two steering gear mounting sleeves symmetrically arranged in the internal space; characterized in that, still including setting up in interior space:
the suspension reinforcing bent plate is fixedly welded between the upper piece of the auxiliary frame and the lower piece of the auxiliary frame;
two ends of the left transverse reinforcing plate are respectively welded and fixed with the peripheral surface of the left steering gear mounting sleeve and the left side surface of the suspension reinforcing bent plate;
and two ends of the right transverse reinforcing plate are respectively welded and fixed with the outer peripheral surface of the steering gear mounting sleeve on the right side and the right side surface of the suspension reinforcing bent plate.
2. The vehicle subframe of claim 1 further comprising, disposed in said interior space:
the inner side ends of the left swing arm front mounting plate and the right swing arm front mounting plate are respectively welded and fixed with the peripheral surface of the bent pipe on the corresponding side;
the front side end of the left longitudinal reinforcing plate is welded and fixed with the left swing arm front mounting plate, and the front side end of the right longitudinal reinforcing plate is welded and fixed with the right swing arm front mounting plate;
the left connecting plate and the right connecting plate, the both ends of left side connecting plate respectively with reinforcing plate and corresponding side are indulged in a left side steering gear installation sleeve welded fastening, the both ends of right side connecting plate respectively with reinforcing plate and corresponding side are indulged in the right side steering gear installation sleeve welded fastening.
3. The subframe of claim 2 wherein said suspension stiffener plate is formed by a stamping process and includes a bottom plate portion welded to said subframe bottom plate and vertical plate portions welded to said subframe top plate on opposite sides of said bottom plate portion.
4. The subframe of claim 3 wherein said bottom and rear regions of said vertical and bottom suspension stiffener plates are inwardly bowed in a horizontal plane.
5. The vehicle subframe of claim 4 wherein said front and rear ends of both of said upright members have outwardly extending sections with respect to said floor member.
6. The subframe according to claim 3 wherein said left longitudinal stiffener and said right longitudinal stiffener are formed with a concave middle portion and an outward bent rear end in a horizontal projection plane.
7. The auxiliary frame of claim 3, wherein the left cross reinforcement plate, the right cross reinforcement plate, the left connecting plate and the right connecting plate are provided with lightening holes in the middle of the plate surface, and the edge of each lightening hole is provided with a folding rib.
8. The vehicle subframe of claim 3 wherein the junction of said subframe upper piece and said subframe lower piece is panel side wall lap welded.
9. The automotive subframe of claim 8 wherein said left cross reinforcement plate, said right cross reinforcement plate, said left swing arm front mounting plate, said right swing arm front mounting plate, said left longitudinal reinforcement plate, and said right longitudinal reinforcement plate are further welded to said subframe upper piece and said subframe lower piece, respectively; and the steering gear mounting sleeve is welded with the auxiliary frame upper sheet on the corresponding side.
10. A vehicle comprising a subframe, wherein the subframe is the subframe according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010897395.5A CN114104113A (en) | 2020-08-31 | 2020-08-31 | Automobile and auxiliary frame thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010897395.5A CN114104113A (en) | 2020-08-31 | 2020-08-31 | Automobile and auxiliary frame thereof |
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| CN114104113A true CN114104113A (en) | 2022-03-01 |
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| CN202010897395.5A Pending CN114104113A (en) | 2020-08-31 | 2020-08-31 | Automobile and auxiliary frame thereof |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114604317A (en) * | 2022-04-21 | 2022-06-10 | 俞海平 | Box type auxiliary frame and assembly welding process thereof |
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2020
- 2020-08-31 CN CN202010897395.5A patent/CN114104113A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114604317A (en) * | 2022-04-21 | 2022-06-10 | 俞海平 | Box type auxiliary frame and assembly welding process thereof |
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