CN114435474A

CN114435474A - Auxiliary frame system and suspension auxiliary frame system

Info

Publication number: CN114435474A
Application number: CN202111507889.9A
Authority: CN
Inventors: 刘国兵; 成佳伟; 翁辉; 裴亦辰
Original assignee: Zhiji Automobile Technology Co Ltd
Current assignee: Zhiji Automobile Technology Co Ltd
Priority date: 2021-12-10
Filing date: 2021-12-10
Publication date: 2022-05-06
Anticipated expiration: 2041-12-10
Also published as: CN114435474B

Abstract

The invention discloses an auxiliary frame system and a suspension auxiliary frame system, wherein the auxiliary frame system comprises a plurality of sharing sub-pieces and a plurality of expanding sub-pieces; the shared sub-part belongs to a universal part and is used for being connected with a vehicle body; the expansion sub-pieces belong to special parts and are used for connection between the shared sub-pieces, and the length of the expansion sub-pieces is designed according to different size requirements. Compared with the prior art, in the auxiliary frame system platform design scheme, the key sub-parts with long development period and high development cost are designed as the shared parts of the platform, and the sub-parts with short development period and low development cost are designed as the expansion parts of the platform.

Description

Auxiliary frame system and suspension auxiliary frame system

Technical Field

The invention relates to an auxiliary frame system and a suspended auxiliary frame system, and belongs to the technical field of automobiles.

Background

The subframe can be regarded as a framework of the front axle and the rear axle, and is a component of the front axle and the rear axle. The subframe is not a complete frame, but merely a bracket that supports the front and rear axles and the suspension, through which the axles and suspension are then connected to the "main frame", conventionally referred to as the "subframe". The auxiliary frame has the functions of isolating vibration and noise and reducing direct entering of the auxiliary frame into a carriage, so that the auxiliary frame is mostly arranged on luxury cars and off-road vehicles, and some vehicles are also provided with auxiliary frames for engines. Conventional vehicle bodies without sub-frames have suspensions that are directly connected to the body steel panels. Thus, the suspension rocker mechanisms of both the front and rear axles are discrete components and not an assembly. After the subframe is produced, the front and rear suspensions may be assembled to the subframe to form an axle assembly, which is then mounted to the vehicle body.

The suspension system is used for connecting the power assembly with the vehicle body, mainly has the functions of supporting the power assembly, reducing the influence of total vibration on the whole vehicle, limiting the total vibration quantity, and playing a great role in the performance of noise, vibration and harshness (NVH) of the whole vehicle.

With the development of the automobile industry, in order to reduce the development cost of different automobile models, the technical scheme of platform development is more and more favored by automobile enterprises. The step of flatting refers to the reuse of parts, which is to design and manufacture different vehicle models by using a large number of same parts. The reuse of the parts can reduce the development cost of the vehicle, and the higher the reuse rate of the parts, the lower the cost of the vehicle type developed through the platform.

For different vehicle models of the same platform, the differences of partial structures such as an engine, an engine compartment and the like necessarily exist, and the differences of sizes such as the length, the width, the wheel base and the like of a vehicle body also exist. Since the change of part of the components inevitably causes the problem of adaptation to the peripheral components, the reuse rate of the components is difficult to be increased when reaching a certain proportion. Most of the existing suspension systems of the fuel/electric automobiles are three-point torsion bar type suspension systems, the suspension systems are used for supporting a power system, and the suspension systems are connected to an auxiliary frame system to achieve the purpose of fixing.

For electric vehicles, the development trend is fast, and the traditional powertrain suspension subframe system cannot meet the arrangement requirement of a new driving motor. The installation interface of the motor and the installation interface of the fuel engine are greatly changed. For updating of a driving motor, a suspension auxiliary frame system which can be adapted to different sizes and different interfaces is needed to mount and support the driving motor; and aiming at the update of the vehicle type, when the size of the vehicle changes, the suspension auxiliary frame system which can adapt to different wheel tracks is needed. However, the development cycle of a general subframe system is long, and the development cycle generally needs to be about one year; development costs are also very high, typically many thousands, and therefore more flexible platform solutions need to be developed.

CN 112829832 a discloses a front subframe assembly of an electric passenger vehicle. This preceding sub vehicle frame assembly includes: a front subframe main body lower plate; and a front sub frame main body upper plate fastened to the front sub frame main body lower plate and located above the front sub frame main body lower plate; the lining structures are assembled on two sides of the front auxiliary frame assembly; the front auxiliary frame assembly is assembled with the vehicle body through the lining structure; the lining structure is divided into a front side lining structure and a rear side lining structure; the front side lining structure is integrated on two sides of the front auxiliary frame assembly close to the front end through a connecting plate; and the rear side lining structure is integrated on two sides of the front auxiliary frame assembly close to the rear end. However, the front subframe assembly of the electric passenger vehicle cannot meet the use requirement of platform formation, and the manufacturing cost of the subframe system is high.

CN 112977037 a discloses a rear suspension of a power assembly and a method for installing the same, the rear suspension of the power assembly includes a suspension frame connected with an auxiliary frame, the suspension frame is hinged with a suspension bracket, a buffer bush is sleeved on a hinge shaft whose axis direction is consistent with the vehicle width direction, the suspension bracket is connected with the power assembly, and an adjusting mechanism for adjusting the position of the hinge shaft in the up-down direction and/or the vehicle length direction is arranged on the hinge shaft. Therefore, the power assembly rear suspension is prepared by adopting a platformization idea, and particularly an adjusting mechanism for adjusting the position of the power assembly rear suspension in the vertical direction and/or the vehicle length direction is arranged on the hinged shaft. However, the adjusting mechanism in the patent is complex in structure, and during the preparation and use of the vehicle subframe system, the adjusting mechanism is more likely to deform, and the failure rate is likely to be higher; in addition, the hinge shaft of the adjusting mechanism can only adjust the length in one direction, and certain length limitation also exists; too many perforations in the hinge shaft also affect the strength of the shaft.

Therefore, the subframe system in the prior art either cannot realize platform-based manufacturing, or the technical scheme of platform-based manufacturing has a great defect, and is difficult to adapt to the development needs of automobiles, especially electric automobiles.

Disclosure of Invention

The invention aims to solve the technical problems that aiming at different size design requirements of automobile wheel base, driving motors and the like, an auxiliary frame system and a suspension auxiliary frame system thereof are difficult to adapt to all automobile types, the development period of the auxiliary frame system is long, and the development cost is extremely high, so that a more flexible platform scheme needs to be developed.

In order to solve the technical problems, the invention provides an auxiliary frame system, which comprises a plurality of sharing sub-pieces and a plurality of expanding sub-pieces; the shared sub-part belongs to a universal part and is used for being connected with a vehicle body; the expansion sub-pieces belong to special parts and are used for connection between the shared sub-pieces, and the length of the expansion sub-pieces is designed according to different size requirements.

The shared sub-component of the invention means that the sub-component can be shared and belongs to a common component. The expansion sub-component of the invention means that the sub-component can be changed and is peculiar; specifically, in the present invention, the change of the expansion sub-member mainly refers to the change in the length direction.

The universal component of the invention can be reused, can be suitable for different vehicle types or different size requirements of the same vehicle type, and realizes the reduction of development cost through the reuse of parts. The above-mentioned special parts indicate that the length and size of the parts can be easily changed to suit the requirements of different vehicle models. Obviously, the expansion sub-part meets different vehicle type requirements through length change, die sinking of the part is not needed to be carried out again through the length change, only the cutting of different lengths is needed according to the size, and the development cost cannot be improved.

The length of the expanding sub-piece is specific to the structure of the expanding sub-piece, and the expanding sub-piece is usually designed into a strip-shaped structure, so that the size change of the expanding sub-piece is mainly the length change. Of course, the expansion sub-members may have other structures, generally, the strip-shaped structures are overlapped, for example, the end parts of two strip-shaped structures are welded together to be perpendicular to each other, so that the length directions of the expansion sub-members are two, namely, the sizes of the expansion sub-members in the front-back direction and the left-right direction of the vehicle body can be expanded. This design is essentially also a variation in the dimension in the length direction. Therefore, the length direction of the expanding sub-part can be the length direction of the automobile body, the width direction of the automobile body, and the length direction and the width direction of the automobile body at the same time.

The technical principle of the invention is that all sub-components in the auxiliary frame system are classified firstly, and are designed and manufactured according to different categories in different modes. The sub-part with a complex structure can be used as a shared sub-part and can be applied to different vehicle types, and the sub-part (such as a beam) with a simple structure can be used as an expansion sub-part and can be cut according to different size requirements. Therefore, the research and development design of the auxiliary frame system is greatly simplified, and the purpose of platform design is achieved.

The development schemes of different front frame systems are complex, the front frame system is changed into a platform scheme which can be completed only by cutting in the length direction, and the front frame system can be flexibly applied to various auxiliary frame systems.

The present invention is not particularly limited with respect to the number of shared and extended subcomponents. However, in consideration of design flexibility, a square structure formed by sequentially connecting four common sub-elements and four expansion sub-elements is an ideal design mode. At the moment, the four shared sub-parts are located at four corners, the four expansion sub-parts are located on four edges, and when the size of the auxiliary frame needs to be changed, the auxiliary frame can be realized only by adjusting the lengths of the four edges (namely the lengths of the expansion sub-parts).

As a preferred technical solution, the shared sub-part includes a first front sub-part, a second front sub-part, a first rear sub-part and a second rear sub-part; the expansion sub-piece comprises a front beam, a rear beam, a left beam and a right beam, wherein the front beam is connected with the first front sub-piece and the second front sub-piece, the rear beam is connected with the first rear sub-piece and the second rear sub-piece, the left beam is connected with the first front sub-piece and the first rear sub-piece, and the right beam is connected with the second front sub-piece and the second rear sub-piece.

Of course, the number of the shared sub-elements and the expanded sub-elements can also be increased, for example, the number is increased to six shared sub-elements and six expanded sub-elements which form a square structure. Specifically, three shared components are respectively arranged on the left side and the right side, and the shared components are sequentially connected together through the expanding components. This kind of technical scheme can be suitable for the great sub vehicle frame system of size.

Generally, the number of shared and extended sub-elements may be equal. In some cases, however, the number of shared and extended sub-elements may or may not be equal. For example, the number of expansion sub-members may be increased, such as a beam may be added to reinforce the strength of the subframe. Of course, corresponding interfaces for arranging the reinforcing beams need to be designed on the common sub-part.

Generally, the common sub-part is relatively complex in structure and can be realized by means of cast aluminum, and the sub-part can be called a cast part, namely, the first front sub-part, the second front sub-part, the first rear sub-part and the second rear sub-part are respectively a first front cast part, a second front cast part, a first rear cast part and a second rear cast part. Of course, the present invention does not exclude other methods for preparing the common subelement.

Generally, the structure of the expansion sub is relatively simple. The front beam, the rear beam, the left beam and the right beam are all strip-shaped with simple structures. And aiming at different size requirements, only beams with different lengths need to be prepared. The adjustment can be easily performed regardless of the longitudinal direction or the width direction of the vehicle body. In addition, the adjustable range of the mode is very wide, an adjusting mechanism is not needed, and the mode is a very flexible platform scheme.

As a preferable technical solution, the first front sub-piece, the second front sub-piece, the first rear sub-piece, and the second rear sub-piece are each provided with a beam mounting interface and a vehicle body mounting interface.

It is clear that a beam mounting interface is an interface that uses the sub for connection to a beam, and a body mounting interface is an interface that uses the sub for connection to a body.

In order to conveniently mount the beam on the beam mounting interface, the beam mounting interface is designed to be in a groove shape. Thus, the beam can be placed in the groove of the beam mounting interface before welding, and then the beam mounting interface is welded with the beam, so that the beam is firmly connected. Generally, the beam mounting interfaces are designed on common sub-members according to requirements, and generally, two beam mounting interfaces are arranged on each common sub-member, one side of each beam mounting interface is connected with the front beam or the rear beam, and the other side of each beam mounting interface is connected with the left beam or the right beam. Of course, three beam mounting interfaces may be provided on some common sub-members for connecting to other beams. In addition, the present invention does not exclude other different types of interfaces that may be provided on the subframe, other than the interfaces described above.

The vehicle body mounting interface is usually to fix the shared sub-part on the vehicle body by means of bolt connection, so mounting screw holes need to be reserved on the shared sub-part and a flat mounting surface needs to be arranged. Typically, the number of body mount interfaces on each common sub-member is no less than two, and typically two to three, in order to securely fasten the common sub-members to the vehicle body.

Generally, in the prior art, a sub-part with a simple structure is generally used as a general part to be made into a standardized product, and a sub-part with a complex structure is separately manufactured, which is difficult to reduce the development cost of the automobile. Compared with the prior art, the invention has the advantages that the complicated sub-parts are flatbed to serve as a universal part, and the rod piece with a simple structure serves as a non-universal part so as to meet the size requirements of different vehicle types. Based on the thought, the development cost of the auxiliary frame system can be greatly reduced.

As a preferable technical solution, the first front sub-piece and the second front sub-piece are respectively provided with a suspension mounting interface, and the suspension mounting interfaces and the first front sub-piece and the second front sub-piece are in an integral structure; and a suspension mounting interface is arranged on the back beam.

The sub-spare is cast together with bush sleeve pipe integration before with first preceding sub-spare and second, has saved the assembly support, has promoted the precision of sub vehicle frame, has improved the integrated level and the assembly efficiency of spare part, and the cost is reduced has reduced the development input, can also reduce the probability that the bush sleeve pipe takes place the distortion simultaneously, carries out the timing through the rigidity to the bush cushion, can eliminate vibration and noise problem betterly.

It should be noted that the terms "front" and "rear" as used herein (first front sub-member and second front sub-member, and first rear sub-member and second rear sub-member) are distinguished according to the front-rear direction of the vehicle, and these orientations are, in essence, equally interchangeable.

Similarly, the front beam and the rear beam are defined according to the front-rear direction of the vehicle body, and the left beam and the right beam are defined according to the left-right direction of the vehicle body. The terms "first", "second", and "third" in the present invention are used only for distinguishing the respective components, and do not represent limitations of specific contents.

The suspension installation interface is an interface used for being connected with a suspension system, generally, the suspension installation interface is a bushing sleeve, a bushing is arranged on the suspension system, and the bushing is pressed into the bushing sleeve to realize interference fit for realizing connection.

In the prior art, most bushing sleeves are individually installed in subframe systems by welding the bushing sleeve to a flat plate and then mounting the flat plate to a component of the subframe system. In the invention, the suspension mounting interfaces (bushing sleeves) are respectively arranged on the first front sub-piece and the second front sub-piece and are integrally designed, so that the mounting step of the bushing sleeves can be omitted.

As a preferable technical solution, the subframe system is a square structure, the first front sub-member, the second front sub-member, the first rear sub-member and the second rear sub-member are respectively located at four corners of the square structure, and the front beam, the rear beam, the left beam and the right beam are respectively located at four sides of the square structure.

Preferably, the expansion sub-piece further comprises a center sill connecting the first front sub-piece and the second front sub-piece. The center sill may be used to stiffen the subframe system, as well as to allow for the placement of other vehicle body structures, such as a compressor, thereon.

As a same inventive concept, the present invention also provides a suspension subframe system, including a suspension system and a subframe system, which may be any one of the subframe systems described above.

As a preferred solution, the suspension system comprises several suspension components, each comprising a bushing for connecting with the subframe system and a bracket for supporting the power system. The power system mainly comprises an engine or a driving motor of an automobile.

As a preferred technical solution, the suspension system includes three suspension components, and the suspension components are connected with the suspension mounting interfaces on the first front sub-component, the second front sub-component and the back beam in an interference fit manner.

As a preferred technical solution, the suspension subframe system is a pure electric vehicle suspension subframe system. Aiming at the characteristics of the electric vehicle driving motor, the invention designs a suspension system and an auxiliary frame system which are suitable for supporting the electric vehicle driving motor. The suspension auxiliary frame system is more suitable for a pure electric vehicle framework.

The suspension system and the auxiliary frame system are integrated together, the compactness of the front cabin framework arrangement is improved, and the lightweight design can be realized through the cast aluminum design.

The auxiliary frame system disclosed by the invention is designed according to a platform development idea, and can be expanded to different lengths and widths to adapt to different sizes of motors and different sizes of the whole vehicle.

Different from the prior art, when the length of the expansion sub-piece is adjusted, the expansion sub-pieces with different length sizes are obtained in the design and manufacturing stage, so that the expansion sub-pieces are directly applied to the auxiliary frame system. Instead of preparing exactly the same adjustable parts and then adjusting them according to different vehicle models.

Compared with the prior art, the invention has the beneficial effects that:

in the auxiliary frame system platform design scheme, the key sub-parts with long development period and high development cost are designed as the shared parts of the platform, and the sub-parts with short development period and low development cost are designed as the extended parts of the platform, so that the platform scheme changes the complex auxiliary frame system into a very simple one, can meet the requirements of various vehicle types only by expanding the change of the lengths of the sub-parts, greatly simplifies the platform design of the auxiliary frame system, and reduces the development cost of the auxiliary frame system; meanwhile, the scheme provided by the invention can realize length adjustment in different dimensions in a larger range without adding a mechanism for adjustment in the auxiliary frame system.

Drawings

FIG. 1 illustrates a schematic perspective view of one embodiment of a suspension subframe system of the present invention;

FIG. 2 is a schematic perspective view of one embodiment of the subframe system of the present invention;

FIG. 3 illustrates a perspective view of one embodiment of a suspension component of the suspension system of the present invention;

FIG. 4 illustrates a perspective view of another embodiment of a suspension component of the suspension system of the present invention;

FIG. 5 shows a disassembled schematic view of the subframe system of the present invention.

Reference numerals:

in the figure, 1-subframe system; 2-suspension system;

11-first front sub-piece, 12-second front sub-piece, 13-first back sub-piece, 14-second back sub-piece; 15-front beam, 16-left beam, 17-right beam, 18-rear beam, 19-middle beam; 21-bushing, 22-bracket;

111-bushing sleeve, 112-first body mount interface, 113-second body mount interface, 114-first beam mount interface, 115-second beam mount interface, 116-third beam mount interface.

Detailed Description

For a better understanding of the present invention, reference will now be made in detail to the present embodiments of the invention, which are illustrated in the accompanying drawings.

The sub-part with long development period and high development cost is designed to be a shared part of the platform, and the sub-part with short development period and low development cost is designed to be an extended part of the platform, so that the platform scheme enables a complex auxiliary frame system to be very simple, can meet the requirements of various vehicle types only by extending the change of the length of the sub-part, greatly simplifies the platform design of the auxiliary frame system, and reduces the development cost of the auxiliary frame system; meanwhile, the scheme provided by the embodiment can realize length adjustment in different dimensions in a larger range without adding a mechanism for adjustment in the auxiliary frame system.

In order to better understand the above technical solutions, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

Example 1

The present embodiment provides a suspension subframe system, which is structured as shown in fig. 1, and fig. 1 is a schematic perspective view of the suspension subframe system of the present embodiment. The suspension subframe system comprises two parts, namely a subframe system 1 and a suspension system 2, wherein the subframe system 1 is shown in a perspective structural view in fig. 2, the suspension system 2 comprises three suspension components, one structural view of the suspension components is shown in fig. 3, the other structural view is shown in fig. 4, and the suspension components comprise a bushing 21 and a bracket 22 in fig. 3 or 4; wherein the bushing 21 is used for connecting with the sub-frame system and the bracket 22 is used for connecting with the driving motor.

Fig. 2 is a perspective view of the subframe system according to the present embodiment, and a disassembled view thereof is shown in fig. 5. As can be seen in fig. 2 and 5, the subframe system includes a plurality of common sub-elements and a plurality of expansion sub-elements; the shared sub-parts are a first front sub-part 11, a second front sub-part 12, a first rear sub-part 13 and a second rear sub-part 14; the expansion sub-parts comprise a front beam 15 connecting the first front sub-part and the second front sub-part, a rear beam 18 connecting the first rear sub-part and the second rear sub-part, a left beam 16 connecting the first front sub-part and the first rear sub-part, and a right beam 17 connecting the second front sub-part and the second rear sub-part. A center sill 19 is connected between the first front sub-member 11 and the second front sub-member 12.

It can be seen that the first front sub-part 11, the second front sub-part 12, the first rear sub-part 13 and the second rear sub-part 14 belong to common components, which are used for connection to the vehicle body. The parts have complex structures, long development period and high cost. The process adopted in the scheme is low-pressure casting of aluminum alloy, and the aluminum alloy is a part which is not changed in the platform development.

The front beam 15, the rear beam 18, the left beam 16, the right beam 17 and the centre beam 19 belong to individual components which are used for the connection between the common sub-parts, the length of which can be easily designed and manufactured according to different size requirements. The parts have simple structures, and the length design of the parts has no influence on the die for the aluminum extrusion process, but only the influence on the machining and cutting positions. Through the change of the length of the beams, the change of the size bandwidth of the whole auxiliary frame is realized.

In order to realize the connection between the first front sub-part 11, the second front sub-part 12, the first rear sub-part 13 and the second rear sub-part 14 and the connection between the first front sub-part, the second front sub-part, the first rear sub-part 13 and the second rear sub-part 14 and the vehicle body, a beam mounting interface and a vehicle body mounting interface are required to be respectively arranged on each sub-part. The subframe system in this embodiment has a left-right symmetric structure, i.e., the first front sub-member 11 and the second front sub-member 12 have symmetric structures; the structure of the left beam 16 and the right beam 17 is also symmetrical. The present embodiment will not be further explained by taking the first front sub-member 11 as an example.

As shown in fig. 5, the first front sub-part 11 is an aluminum casting, and mainly includes the following components: a bushing sleeve 111, a first body mount interface 112, a second body mount interface 113, a first beam mount interface 114, a second beam mount interface 115, and a third beam mount interface 116. Wherein the bushing sleeve 111 belongs to a suspension mounting interface for connection with a bushing interference fit of a suspension component. The first body mounting interface 112 and the second body mounting interface 113 both belong to a body mounting interface, which are used for connecting the first front sub-part 11 to the vehicle body. The first beam mounting interface 114, the second beam mounting interface 115 and the third beam mounting interface 116 all belong to a beam mounting interface, wherein the first beam mounting interface 114 is connected with the front end of the left beam 16, the second beam mounting interface 115 is used for being connected with the left end of the front beam 15, and the third beam mounting interface 116 is used for being connected with the left end of the middle beam 19.

For the construction of the liner sleeve 111, the present embodiment provides two design approaches. One of which is a bushing sleeve 111 in the first front sub-part 11. The bushing sleeve 111 and the first front sub-part 11 form an integrated unit by casting. Another way is to weld the bushing sleeve 111 to a flat plate and then connect the flat plate to the back beam 18, such as by welding or bolting, on the back beam 18.

For the beam mounting interface, the first beam mounting interface 114, the second beam mounting interface 115, and the third beam mounting interface 116 are all in a groove shape, and the shape can place the beam in the beam mounting interface, and then weld and fix.

As can be seen in fig. 1, the suspension system includes three suspension components, each of which includes a bushing 21 for connecting with the subframe system and a bracket 22 for supporting a driving motor (not shown), the bushing 21 is connected with a bushing sleeve 111 on the first front sub-member 11, the second front sub-member 12 and the rear beam 18 by interference fit. The three suspension components are respectively arranged on the left side, the right side and the rear side of the driving motor. The arrangement position of the suspension component ensures that the mass center of the driving motor is coincided with the center of a triangle formed by the centers of the three connecting points of the bushing and the bushing sleeve as much as possible. In order to realize light weight design of the vehicle, the bracket 22 is also an aluminum casting, and the bracket 22 is connected with the driving motor through bolts.

It can be seen that when different vehicle models or different drive motors result in different mounting interfaces for the suspension system and the subframe system, the length of the beam is adjusted to match different dimensional requirements. The length changes of the front beam 15, the middle beam 19 and the rear beam 18 need to be kept consistent; the length changes of the left beam 16 and the right beam 17 are consistent, so that the matching of the auxiliary frame as a whole is guaranteed. By borrowing the shared part of the auxiliary frame system platform and changing the extended part of the auxiliary frame system platform, the development period and the development cost are saved, and meanwhile, the requirement of vehicle platform development is met.

Example 2

This embodiment also provides a subframe system having substantially the same structure as that of the subframe system of embodiment 1, except that the center sill 19 in embodiment 1 is omitted, i.e., the subframe system is mainly composed of a first front sub-member 11, a second front sub-member 12, a first rear sub-member 13, and a second rear sub-member 14; a front beam 15, a rear beam 18, a left beam 16 and a right beam 17.

In

embodiments

1 and 2, the subframe system is a square structure as a whole, i.e., the first front sub-member 11, the second front sub-member 12, the first rear sub-member 13, and the second rear sub-member 14 are located at four corners of the square structure, respectively, and the front beam 15, the rear beam 18, the left beam 16, and the right beam 17 are located at four sides of the square structure, respectively.

Example 3

This embodiment also provides a subframe system having a structure substantially the same as that of the subframe system of embodiment 2, the subframe system as a whole also has a square structure, and the subframe system also includes four expansion sub-members and four common sub-members. The difference is mainly that the positions of the four expansion sub-pieces and the four sharing sub-pieces are interchanged. Of course, some changes are needed to expand the structure of the sub-elements in order to achieve the effect of interchange.

The four expansion sub-pieces are all designed into right-angle corner beams which are all positioned at four corners of a square structure. And the four shared components are all positioned in the middle of the four sides of the square structure. At this time, four right-angle corner beams can also connect four shared sub-pieces in sequence to form a square structure.

Comparing example 2 with example 3, it can be seen that the positions of the expanding sub-element and the shared sub-element can be changed without significant influence on the design of the platformization scheme.

Example 4

This embodiment also provides a subframe system having a structure substantially the same as that of the subframe system of embodiment 1, and the subframe system as a whole is also of a square structure, and mainly differs in that the subframe system includes six expansion sub-members and six common sub-members.

The six shared sub-pieces are castings and are respectively distributed in the middle of the four corners and the left side and the right side, the six expansion sub-pieces are I-shaped beams, and the six shared sub-pieces are sequentially connected to form a square structure with four sides. The subframe system provided by the embodiment is suitable for the design scheme of the subframe system with a longer length.

The above objects and advantages are well attained by the above embodiments of the present invention. In the auxiliary frame system platform design scheme provided by the embodiment of the invention, the sub-part with long development period and high development cost is designed as a general part of the platform, and the sub-part with short development period and low development cost is designed as an expansion part of the platform. Only four common parts need to be designed, in practice only two common parts need to be designed as common sub-parts, considering the symmetry in pairs. And for the special part, the design and the manufacture are very easy, even if the designed size is not appropriate, the special part can be obtained by a cutting processing method, and the development cost is not generated.

Therefore, the platform scheme enables a complex auxiliary frame system to be very simple, can meet the requirements of various vehicle types only by expanding the change of the lengths of the sub-parts, greatly simplifies the platform design of the auxiliary frame system, and reduces the development cost of the auxiliary frame system; meanwhile, the scheme provided by the invention can realize length adjustment in different dimensions in a larger range without adding a mechanism for adjustment in the auxiliary frame system.

While presently preferred embodiments have been described for purposes of this disclosure, many variations and modifications will be apparent to those of ordinary skill in the art. Such changes and modifications are encompassed within the spirit of the present invention as defined by the claims.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A subframe system is characterized by comprising a plurality of shared components and a plurality of expanded components;

the shared sub-part belongs to a universal part and is used for being connected with a vehicle body; the expansion sub-pieces belong to special parts and are used for connection between the shared sub-pieces, and the length of the expansion sub-pieces is designed according to different size requirements.

2. The subframe system of claim 1 wherein said common sub-assembly includes a first front sub-assembly, a second front sub-assembly, a first rear sub-assembly and a second rear sub-assembly;

the expansion sub-piece comprises a front beam, a rear beam, a left beam and a right beam, wherein the front beam is connected with the first front sub-piece and the second front sub-piece, the rear beam is connected with the first rear sub-piece and the second rear sub-piece, the left beam is connected with the first front sub-piece and the first rear sub-piece, and the right beam is connected with the second front sub-piece and the second rear sub-piece.

3. The subframe system of claim 2 wherein said first front sub-member, said second front sub-member, said first rear sub-member and said second rear sub-member each have a beam mounting interface and a body mounting interface thereon.

4. The subframe system of claim 3 wherein said first and second front sub-members each have a suspension mounting interface formed thereon, said suspension mounting interfaces being integrally formed with said first and second front sub-members.

5. The subframe system of claim 3 wherein said beam mounting interface is groove shaped.

6. The subframe system of claim 2 wherein said suspension mounting interface is provided on said rear beam.

7. The subframe system of claim 2 wherein said subframe system is a square structure, said first front sub-member, said second front sub-member, said first rear sub-member and said second rear sub-member are located at each of four corners of said square structure, and said front beam, said rear beam, said left beam and said right beam are located at each of four sides of said square structure.

8. The subframe system of claim 2 wherein said expansion subassembly further comprises a center sill connecting said first and second front subassemblies.

9. A suspension subframe system comprising a suspension system and a subframe system, wherein said subframe system is a subframe system according to any one of claims 1 to 8.

10. The suspension subframe system of claim 9 wherein said suspension system includes a plurality of suspension members, each suspension member including a bushing for coupling to the subframe system and a bracket for supporting a powertrain system.

11. The suspension subframe system of claim 10 wherein said suspension system comprises three suspension members that are connected by interference fit with respective suspension mounting interfaces on the first front sub-member, the second front sub-member, and the rear beam.

12. The suspension subframe system of any one of claims 9-11 wherein said suspension subframe system is a full electric vehicle suspension subframe system.