CN116331352A - Auxiliary frame behind new energy automobile's aluminium casting wrong layer structure - Google Patents
Auxiliary frame behind new energy automobile's aluminium casting wrong layer structure Download PDFInfo
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- CN116331352A CN116331352A CN202211640605.8A CN202211640605A CN116331352A CN 116331352 A CN116331352 A CN 116331352A CN 202211640605 A CN202211640605 A CN 202211640605A CN 116331352 A CN116331352 A CN 116331352A
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- longitudinal beam
- new energy
- layer structure
- head end
- energy automobile
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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
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
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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
- B62D21/09—Means for mounting load bearing surfaces
Abstract
The invention relates to the technical field of automobiles, in particular to a rear auxiliary frame of an aluminum cast staggered layer structure of a new energy automobile. The light-weight requirement of the new energy automobile is met by adopting low-pressure integrated casting, the manufacturing process steps are few, the material utilization rate is high, and the weight reduction groove is arranged. Including the integrative cast shaping's of low pressure back sub vehicle frame body, back sub vehicle frame body includes front cross beam, rear cross beam, left longeron, right longeron, and the integrative cast shaping of above-mentioned four forms the frame hole into frame shape and central authorities, wherein: the left longitudinal beam and the right longitudinal beam are divided into an upper longitudinal beam and a lower longitudinal beam, the intersection of the upper longitudinal beam and the lower longitudinal beam is provided with an avoidance hole, the tail end of the upper longitudinal beam is intersected at the rear cross beam, the tail end of the avoidance hole is longitudinally provided with a longitudinal beam mounting seat, the tail end of the lower longitudinal beam is connected with the longitudinal beam mounting seat, and therefore the lengths of the upper longitudinal beam and the lower longitudinal beam are unequal and the arrangement positions of the upper longitudinal beam and the lower longitudinal beam are staggered or arranged in different positions; a middle cross beam is arranged between the longitudinal beam mounting seats of the left longitudinal beam and the right longitudinal beam in a transverse integrated molding mode.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a rear auxiliary frame of an aluminum cast staggered layer structure of a new energy automobile.
Background
In the field of automobiles, the rear auxiliary frame can be divided into a steel auxiliary frame and an aluminum alloy auxiliary frame according to common materials, wherein the steel auxiliary frame is formed by stamping and welding a metal plate support, and the aluminum alloy auxiliary frame is formed by casting. Along with the shortage of social resources, the improvement of human ecological consciousness and the pursuit of running performance, in particular to the large-scale popularization and application of electric energy automobiles, the automobile is increasingly accelerated in light weight technical innovation, so that the aluminum alloy auxiliary frame is more and more widely applied, is light in weight, has relatively low manufacturing price, is popular, and is very suitable for being used with electric automobiles; in the prior art, the top and the bottom of the frame-shaped rear auxiliary frame are basically consistent in height or the center of the frame-shaped rear auxiliary frame is high and the periphery of the frame-shaped rear auxiliary frame is low in order to correspondingly install a motor or an engine, the difficulty in designing the second middle structure is relatively high, and the adjusting points are large, so that the design cost and the manufacturing cost are increased, and if the frame-shaped rear auxiliary frame is applied to an electric automobile, the motor is relatively large in size and relatively heavy.
Disclosure of Invention
In order to solve the problems in the prior art, the aluminum cast staggered layer structure rear auxiliary frame of the new energy automobile is provided, the light-weight requirement of the new energy automobile is met by adopting low-pressure integrated casting, the manufacturing process steps are few, the material utilization rate is high, the weight reduction groove is arranged, and the related design of avoiding holes under the conditions of larger motor volume and heavier weight is solved.
The invention solves the technical problems by adopting the technical scheme that: the utility model provides a sub vehicle frame behind new energy automobile's the wrong layer structure of aluminium casting, includes the back sub vehicle frame body of low pressure integrative cast shaping, and back sub vehicle frame body includes front cross member, rear cross member, left longeron, right longeron, and above-mentioned four integrative cast shaping form frame shape and central authorities form the frame hole, wherein: the left longitudinal beam and the right longitudinal beam have the same bilateral symmetry structure and are divided into an upper longitudinal beam and a lower longitudinal beam, wherein the intersection of the upper longitudinal beam and the lower longitudinal beam is provided with an avoidance hole, the tail end of the upper longitudinal beam is intersected at the rear cross beam, the tail end of the avoidance hole is longitudinally provided with a longitudinal beam mounting seat, the tail end of the lower longitudinal beam is connected with the longitudinal beam mounting seat, and therefore the lengths of the upper longitudinal beam and the lower longitudinal beam are unequal and the arrangement positions of the upper longitudinal beam and the lower longitudinal beam are staggered or arranged in different positions; a middle cross beam is arranged between the longitudinal beam mounting seats of the left longitudinal beam and the right longitudinal beam in a transverse integrated molding mode.
Preferably, the head end and the tail end of the front cross beam are connected with the left longitudinal beam and the right longitudinal beam to form side weight reducing grooves, and the openings of the side weight reducing grooves face to the top.
Preferably, the front cross beam is transversely provided with an arc-shaped weight reduction groove, and the arc-shaped weight reduction groove accounts for 1/3-1/2 of the total volume of the whole front cross beam.
Preferably, the head end and the tail end of the middle cross beam are provided with inner edge reinforcing ribs, and the inner edge reinforcing ribs and the lower longitudinal beam are integrally molded. The transmission of torsion can be effectively enhanced, and the transverse rigidity is greatly improved.
Preferably, the side sill and the inner edge reinforcing rib are combined and shaped into a triangle shape. The inner edge reinforcing ribs are combined to form a triangular shape under the overlooking angle of the lower longitudinal beam, and the triangular structure is the most stable morphological structure, so that the stress in all directions can be improved to the greatest extent.
Preferably, the width of the upper side member is greater than the width of the lower side member. Stresses from the top try and dissipate, increasing rigidity.
Preferably, the side weight-reducing groove is provided at the top of the upper side member.
Preferably, the head end of the rear cross beam and a side sill weight reducing groove arranged at the bottom of the side sill are communicated with each other.
Preferably, the upper longitudinal beam head ends are stacked on the front cross beam, and longitudinal beam head end mounting seats are arranged at the intersecting positions. The arrangement not only disperses the descending stress in a T shape, but also integrates the longitudinal beam head end mounting seat and the longitudinal beam, the design is compact, the weight reduction capacity is improved, and the rigidity of the mounting connecting piece after being mounted is supplemented.
Preferably, the bottoms of the front cross beam and the rear cross beam are provided with a cross beam weight reducing groove, the head ends of the left longitudinal beam and the right longitudinal beam are provided with a longitudinal beam head end weight reducing groove, the longitudinal beam head end weight reducing groove is mutually communicated with the cross beam weight reducing groove, and reinforcing ribs are arranged in the cross beam weight reducing groove and the longitudinal beam head end weight reducing groove.
Preferably, the aluminum cast-in-place layer structure rear subframe can be assembled on a new energy automobile for use.
The invention has the following advantages and technical effects: 1. instead of adopting the traditional U-shaped cross section beam body and adopting a newer U-shaped groove beam body, a corresponding weight reduction groove is designed according to the weight reduction requirements of different positions, and then the corresponding reinforcing ribs are matched to carry out fine adjustment under the condition, and the stress separation capacity, the rigidity and the flexibility of the beam body are correspondingly increased under the condition of maximum design and analysis precision, so that the weight reduction and the utilization of materials are maximized; 2, the staggered design of the upper longitudinal beam and the lower longitudinal beam ensures that the torque transmission deformation and non-uniformity of the generated metal fatigue of the upper longitudinal beam and the lower longitudinal beam can overcome the problem of service life reduction caused by the metal fatigue, and the strength of the longitudinal beam is increased under the condition of extremely reducing the weight; 3. the integral molding is simple in manufacturing process procedure, easy to set in size, easy to adjust in composition structure and high in material utilization rate on the whole; 4. the beam body and the mounting seat are integrated, so that the design is compact, and the rigidity just because of hollowing and weight reduction can be complemented after the connecting piece is assembled.
Drawings
FIG. 1 is a top view of the present rear subframe;
FIG. 2 is a side view of the present rear subframe;
FIG. 3 is a bottom view of the present rear subframe;
FIG. 4 is a bottom side perspective view of the present rear subframe;
fig. 5 is a perspective view of the rear subframe.
Reference numerals illustrate: the rear auxiliary frame comprises a rear auxiliary frame body 1, a front cross beam 2, a rear cross beam 3, a left longitudinal beam 4, a right longitudinal beam 5, a frame hole 6, an upper longitudinal beam 7, a lower longitudinal beam 8, an avoidance hole 9, a longitudinal beam mounting seat 10, a middle cross beam 11, a side weight reducing groove 12, an arc weight reducing groove 13, an inner edge reinforcing rib 14, a longitudinal beam head end weight reducing groove 15, a reinforcing rib 16, a lower longitudinal beam weight reducing groove 17, a longitudinal beam head end mounting seat 18 and a transverse beam weight reducing groove 19.
Detailed Description
The invention is further described below with reference to the accompanying drawings:
fig. 1 to 3 show a rear subframe of an aluminum cast staggered layer structure of a new energy automobile, which comprises a rear subframe body 1 formed by low-pressure integral casting, wherein the rear subframe body comprises a front cross beam 2, a rear cross beam 3, a left longitudinal beam 4 and a right longitudinal beam 5, the four are integrally cast and molded into a frame shape, a frame hole 6 is formed in the center of the frame, and the primary aim is to design the rear subframe into various weight-reducing structures, wherein: (1) As shown in fig. 3, the head end and the tail end of the front cross beam 2 are provided with side weight-reducing grooves 12 at the connection of the front cross beam 2 with the left longitudinal beam 4 and the right longitudinal beam 5, the openings of the side weight-reducing grooves 12 face to the top, that is, weight-reducing related structures are arranged at the tops of the longitudinal beams as shown in fig. 4;
(2) As shown in fig. 4, a side weight-reducing groove 12 is provided at the top of the upper side member 7;
(3) Continuing to play a role in weight reduction, as shown in fig. 1, the front cross beam 2 is transversely provided with an arc-shaped weight reduction groove 13;
(4) Continuing to carry out the design of subtracting heavy in the bottom of back sub vehicle frame, as shown in fig. 1 and 5, the bottom of front beam 2, rear beam 3 sets up crossbeam and subtracts heavy groove 19, and the head end of left longeron 4, right longeron 5 sets up longeron head end and subtracts heavy groove 15, and longeron head end subtracts heavy groove 15 and crossbeam and subtracts heavy groove 19 intercommunication each other, and crossbeam subtracts heavy groove 19, longeron head end and subtracts heavy inslot 15 to set up strengthening rib 16.
As a weight-reducing supplementary structure, as shown in fig. 3, the head end of the rear cross member 3 is communicated with a side sill weight-reducing groove 17 formed at the bottom of the side sill 8; instead of adopting the traditional U-shaped cross section beam body and adopting a newer U-shaped groove beam body, a corresponding weight reduction groove is designed according to the weight reduction requirements of different positions, and then the corresponding reinforcing ribs are matched to carry out fine conditions, so that the requirements of separation of the condition stress with maximum precision, rigidity and flexibility are met, and the weight reduction and the utilization of materials are maximized;
as shown in fig. 1 and 2, in the main structure, the left longitudinal beam 4 and the right longitudinal beam 5 are identical in bilateral symmetry structure and are divided into an upper longitudinal beam 7 and a lower longitudinal beam 8, the intersection of the upper longitudinal beam 7 and the lower longitudinal beam 8 is provided with an avoidance hole 9, the upper longitudinal beam 7 is of a camber structure, the tail end of the upper longitudinal beam 7 is intersected at the rear cross beam 3, the tail end of the upper longitudinal beam 7 is longitudinally provided with a longitudinal beam mounting seat 10 at the tail end of the avoidance hole 9, the beam body and the mounting seat are integrated, the design is compact, and the rigidity just because of the weight reduction of the excavation can be complemented after the connecting piece is assembled.
As shown in the lower part of fig. 2, the side sill 8 is a trapezoid or triangle, and the tail end thereof is connected with the side sill mounting seat 10, so that the lengths of the upper side sill 7 and the side sill 8 are unequal and the arrangement positions are also staggered or offset; the staggered design of the upper longitudinal beam and the lower longitudinal beam ensures that the torque transmission deformation and non-uniformity of the generated metal fatigue of the upper longitudinal beam and the lower longitudinal beam can overcome the problem of service life reduction caused by the metal fatigue, and the strength of the longitudinal beam is increased under the condition of extremely reducing the weight; a middle cross beam 11 is arranged between the longitudinal beam mounting seats 10 of the left longitudinal beam 4 and the right longitudinal beam 5 in a transverse integral molding way. As shown in fig. 3, the back of the middle beam 11 is directly provided with a reinforcing rib 16 or is in a groove structure, and the inside of the groove of the middle beam 11 is provided with the reinforcing rib;
the front cross beam 2 is transversely provided with an arc-shaped weight-reducing groove 13, and the arc-shaped weight-reducing groove 13 accounts for 1/3-1/2 of the total volume of the whole front cross beam 2. The width of the upper longitudinal beam 7 is larger than that of the lower longitudinal beam 8. Stresses from the top try and dissipate, increasing rigidity.
As shown in fig. 4, the head end and the tail end of the middle cross member 11 are provided with inner edge reinforcing ribs 14, and the inner edge reinforcing ribs 14 and the side sill 8 are integrally molded. The transverse rigidity is improved greatly, the weight of the upper longitudinal beam is reduced according to local conditions, the weight of the lower longitudinal beam is increased, the upper transverse beam and the lower transverse beam are designed, and the situation that the rigidity is seriously and integrally influenced when the area of a frame hole at the position between the upper transverse beam and the middle transverse beam is large is weakened, so that the transverse rigidity-improved electric vehicle is particularly suitable for electric vehicles with relatively large motors and relatively renewable energy sources.
The side sill 8 and the inner edge reinforcing ribs 14 are combined and shaped into a triangle shape. The inner edge reinforcing ribs are combined to form a triangular shape under the overlooking angle of the lower longitudinal beam, and the triangular structure is the most stable morphological structure, so that the stress in all directions can be improved to the greatest extent.
The head ends of the upper longitudinal beams 7 are stacked and arranged on the front cross beam 2, and longitudinal beam head end mounting seats 18 are arranged at the intersecting positions. The arrangement not only disperses the descending stress in a T shape, but also integrates the longitudinal beam head end mounting seat and the longitudinal beam, the design is compact, the weight reduction capacity is improved, and the rigidity of the mounting connecting piece after being mounted is supplemented.
The auxiliary frame with the aluminum cast staggered layer structure can be assembled on a new energy automobile for use and implementation.
The invention has been described above by way of example with reference to the accompanying drawings, it is obvious that the implementation of the invention is not limited by the above manner, and it is within the scope of the invention to apply the inventive concept and technical solution to other occasions as long as various improvements made by the inventive method concept and technical solution are adopted or without any improvement.
Claims (6)
1. The utility model provides a sub vehicle frame behind new energy automobile's the wrong layer structure of aluminium casting, includes the back sub vehicle frame body of low pressure integrative cast shaping, and back sub vehicle frame body includes front cross member, rear cross member, left longeron, right longeron, and above-mentioned four integrative cast shaping form frame shape and central authorities form frame hole, characterized by: the left longitudinal beam and the right longitudinal beam have the same bilateral symmetry structure and are divided into an upper longitudinal beam and a lower longitudinal beam, wherein the intersection of the upper longitudinal beam and the lower longitudinal beam is provided with an avoidance hole, the tail end of the upper longitudinal beam is intersected at the rear cross beam, the tail end of the avoidance hole is longitudinally provided with a longitudinal beam mounting seat, the tail end of the lower longitudinal beam is connected with the longitudinal beam mounting seat, and therefore the lengths of the upper longitudinal beam and the lower longitudinal beam are unequal and the arrangement positions of the upper longitudinal beam and the lower longitudinal beam are staggered or arranged in different positions; a middle cross beam is transversely integrally molded between the longitudinal beam mounting seats of the left longitudinal beam and the right longitudinal beam; the head end and the tail end of the front cross beam are connected with the left longitudinal beam and the right longitudinal beam to form a side weight-reducing groove, and the opening of the side weight-reducing groove faces to the top; the head end of the rear cross beam is communicated with a lower longitudinal beam weight reducing groove arranged at the bottom of the lower longitudinal beam; the side weight reducing groove is arranged at the top of the upper longitudinal beam; the head end and the tail end of the middle cross beam are provided with inner edge reinforcing ribs, and the inner edge reinforcing ribs and the lower longitudinal beam are integrally molded; the bottom of front beam, rear beam sets up crossbeam and subtracts heavy groove, and the head end of left longeron, right longeron sets up longeron head end and subtracts heavy groove, and longeron head end and subtracts heavy groove intercommunication each other with the crossbeam, and crossbeam subtracts heavy groove, longeron head end and subtracts the heavy inslot and set up the strengthening rib.
2. The aluminum cast-in-place layer structure rear auxiliary frame of a new energy automobile according to claim 1, which is characterized in that: the front cross beam is transversely provided with an arc-shaped weight reduction groove, and the arc-shaped weight reduction groove accounts for 1/3-1/2 of the total volume of the whole front cross beam.
3. The aluminum cast-in-place layer structure rear auxiliary frame of a new energy automobile according to claim 1, which is characterized in that: the width of the upper longitudinal beam is larger than that of the lower longitudinal beam.
4. The aluminum cast-in-place layer structure rear subframe of a new energy automobile according to claim 1 or 3, wherein the aluminum cast-in-place layer structure rear subframe is characterized in that: the upper longitudinal beam head ends are stacked and arranged on the front cross beam, and longitudinal beam head end mounting seats are arranged at the intersecting positions.
5. The aluminum cast-in-place layer structure rear auxiliary frame of a new energy automobile according to any one of claims 1, wherein the aluminum cast-in-place layer structure rear auxiliary frame is characterized in that: and the side sill and the inner edge reinforcing ribs are combined and molded into a triangular shape.
6. A new energy vehicle, characterized in that the new energy vehicle comprises the aluminum cast-in-place layer structure rear subframe according to any one of claims 1-5.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111577429 | 2021-12-22 | ||
| CN2021115774293 | 2021-12-22 |
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| Publication Number | Publication Date |
|---|---|
| CN116331352A true CN116331352A (en) | 2023-06-27 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202211640605.8A Pending CN116331352A (en) | 2021-12-22 | 2022-12-21 | Auxiliary frame behind new energy automobile's aluminium casting wrong layer structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116812007A (en) * | 2023-07-18 | 2023-09-29 | 小米汽车科技有限公司 | Auxiliary frame structure and vehicle |
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2022
- 2022-12-21 CN CN202211640605.8A patent/CN116331352A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116812007A (en) * | 2023-07-18 | 2023-09-29 | 小米汽车科技有限公司 | Auxiliary frame structure and vehicle |
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