CN119705628A - Front auxiliary frame, chassis structure and vehicle - Google Patents
Front auxiliary frame, chassis structure and vehicle Download PDFInfo
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- CN119705628A CN119705628A CN202311279187.9A CN202311279187A CN119705628A CN 119705628 A CN119705628 A CN 119705628A CN 202311279187 A CN202311279187 A CN 202311279187A CN 119705628 A CN119705628 A CN 119705628A
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Abstract
本发明提供了一种前副车架、底盘结构及车辆，所述前副车架左右两侧的前副车架纵梁均具有上下布置的上纵梁和下纵梁；各侧所述上纵梁和所述下纵梁的前端与前副车架前横梁连接，各侧所述上纵梁和所述下纵梁的后端均连接在位于所述前副车架后部的后横梁上，且两侧所述上纵梁上均设有前减震塔，所述前减震塔上设有前减震器安装结构。本发明能够增加前副车架的碰撞力传递能力，有助于提升整车碰撞安全性，同时也利于简化车身结构，降低车身重量，而有助于车身的轻量化设计和造型设计。
The present invention provides a front subframe, a chassis structure and a vehicle, wherein the front subframe longitudinal beams on the left and right sides of the front subframe each have an upper longitudinal beam and a lower longitudinal beam arranged up and down; the front ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected to the front cross beam of the front subframe, and the rear ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected to the rear cross beam located at the rear of the front subframe, and the upper longitudinal beams on both sides are provided with front shock absorber towers, and the front shock absorber towers are provided with front shock absorber mounting structures. The present invention can increase the collision force transmission capacity of the front subframe, help improve the collision safety of the whole vehicle, and also help simplify the vehicle body structure, reduce the weight of the vehicle body, and help the lightweight design and styling design of the vehicle body.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a front auxiliary frame. The invention also relates to a chassis structure provided with the front auxiliary frame and a vehicle provided with the chassis structure.
Background
In the related art, the front subframe is an important structure in a chassis suspension of a vehicle, and is not only an intermediate buffer body for connecting the suspension with a vehicle body, but also an installation platform for components such as a power assembly, a swing arm, a stabilizer bar, a steering gear and the like.
At present, as the requirements of people on the collision safety of vehicles are higher and higher, the front auxiliary frame is one of main structures capable of participating in the collision of the vehicles, and the capability of the front auxiliary frame to cope with the collision is particularly important. However, the existing auxiliary frame still has the defects of single collision force transmission form, poor transmission effect on collision force and the like, and is not beneficial to the improvement of the collision safety of the whole vehicle.
Furthermore, in the prior art, for a load-bearing vehicle body, the front shock absorber towers located in the front cabin are generally arranged at the bottom on the front cabin side rails and the top is connected to the front cabin side rails in order to achieve a reliable installation of the front shock absorber. However, due to the fact that the front cabin longitudinal beam, the front cabin side beam and other corresponding accessories are required to be arranged, the weight of the automobile body is greatly increased, lightweight design of the automobile body is not facilitated, and meanwhile, the existence of the front cabin longitudinal beam and the front cabin side beam also brings limitation to the modeling of the automobile body, so that modeling design of the automobile body is not facilitated.
Disclosure of Invention
In view of the above, the present invention aims to provide a front subframe, which is helpful for improving the collision safety of the whole vehicle, and is beneficial to the light weight design and the modeling design of the vehicle body.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
a front subframe, wherein the front subframe longitudinal beams on the left side and the right side of the front subframe are provided with an upper longitudinal beam and a lower longitudinal beam which are arranged up and down;
Each side the front end of going up the longeron with the longeron down is connected with preceding sub vehicle frame front cross member, each side go up the longeron with the rear end of longeron down is all connected and is located on the rear cross member at preceding sub vehicle frame rear portion, and both sides all be equipped with preceding shock absorber tower on the last longeron, be equipped with preceding bumper shock absorber mounting structure on the preceding shock absorber tower.
Further, the front ends of the upper longitudinal beam and the lower longitudinal beam on each side are intersected together, and the front sections of the upper longitudinal beam and the lower longitudinal beam on each side and the front auxiliary frame energy absorption box positioned on the front side of the front auxiliary frame front cross beam form a herringbone structure together.
Further, the middle parts of the upper longitudinal beams on both sides are arched upwards along the up-down direction of the whole vehicle, and the front shock absorption towers on all sides are connected to the tops of the arched positions of the upper longitudinal beams on the same side.
Further, the connection part of the upper longitudinal beam and the front shock absorption tower is a straight structure arranged along the front-back direction of the whole vehicle and/or,
The front side and the rear side of the front shock absorber are respectively provided with a reinforcing flanging, the bottoms of the reinforcing flanging on the front side and the rear side are respectively connected to the upper longitudinal beam, and the tops of the reinforcing flanging on the front side and the rear side are respectively connected with the top of the front shock absorber.
Further, the top parts of the front shock absorber towers on both sides are respectively provided with an upward convex boss, the front shock absorber installation structure is arranged on the boss, and/or,
The front shock absorption towers on both sides are of steel structures or cast aluminum structures.
Further, the rear cross beam is provided with a cross beam main body and an outer extending section connected to the left side and the right side of the cross beam main body;
The overhanging sections on both sides extend to one side outside the vehicle along the left-right direction of the whole vehicle, the rear ends of the lower longitudinal beams on both sides are connected to the cross beam main body, and the rear ends of the upper longitudinal beams on both sides are connected to the overhanging sections on the same side.
Further, a supporting beam is connected between the lower longitudinal beam and the upper longitudinal beam on each side, and the connection point of the supporting beam and the upper longitudinal beam on each side is positioned below the front shock absorber on the same side.
Compared with the prior art, the invention has the following advantages:
According to the front auxiliary frame, the front auxiliary frame longitudinal beams are composed of the upper longitudinal beams and the lower longitudinal beams which are arranged up and down, and the front shock absorption towers are arranged on the upper longitudinal beams on the two sides, so that on one hand, the transmission capacity of collision force is increased by utilizing the double force transmission channels formed by the upper longitudinal beams and the lower longitudinal beams, the whole car collision safety is improved, on the other hand, the front shock absorption towers are integrally arranged on the front auxiliary frame, and on the other hand, the front cabin longitudinal beams and the front cabin boundary beams in the front cabin of the car body are simplified or even omitted, the car body structure is simplified, the weight of the car body is reduced, and the lightweight design and the modeling design of the car body are facilitated.
In addition, the front ends of the upper longitudinal beam and the lower longitudinal beam are intersected, the front sections of the upper longitudinal beam and the lower longitudinal beam and the front auxiliary frame energy absorption box form a herringbone structure, the transmission of collision force to the upper longitudinal beam and the lower longitudinal beam is facilitated, and the transmission capacity of the collision force can be further improved. The middle part of the upper longitudinal beam is arched upwards, and the front shock absorber tower is connected to the top of the arched position of the upper longitudinal beam, so that the arrangement height of the front shock absorber tower can be met, and the arched arrangement of the upper longitudinal beam is also beneficial to increasing the collapse energy absorption performance during collision. The part of the upper longitudinal beam connected with the front shock absorption tower is arranged into a straight structure, so that the integrated arrangement of the front shock absorption tower can be facilitated, and the force transmission capacity of the upper longitudinal beam can be improved.
The reinforcing flanges are arranged on the front side and the rear side of the front shock absorber, so that the overall structural strength of the front shock absorber can be increased, and the installation reliability of the front shock absorber is improved. The boss is arranged at the top of the front shock absorber, and the front shock absorber installation structure is located on the boss, so that the rigidity of the front shock absorber installation position can be increased, and the stability of the front shock absorber installation is improved. The front shock absorber adopts a steel structure or a cast aluminum structure, so that the preparation cost can be reduced, and the structural strength of the front shock absorber can be ensured.
In addition, the rear cross beam is composed of a cross beam main body and the outer extending sections on the left side and the right side, the rear end of the lower longitudinal beam is connected to the cross beam main body, the rear end of the upper longitudinal beam is connected to the outer extending sections, connection between the upper longitudinal beam and the rear cross beam and between the lower longitudinal beam and the rear cross beam can be conveniently achieved, and collision force at the upper longitudinal beam and the lower longitudinal beam is transferred to the rear cross beam in the rear direction. And a supporting beam positioned below the front shock absorber is arranged between the upper longitudinal beam and the lower longitudinal beam, so that the upper longitudinal beam and the front shock absorber can be supported, and the dynamic rigidity of the position of the front shock absorber is improved.
Another object of the present invention is to propose a chassis structure comprising a front subframe as described above located in the front of the vehicle, a rear subframe located in the rear of the vehicle, and a connecting beam connected between said front subframe and said rear subframe;
The front auxiliary frame is arranged below a front cabin of the front part of the vehicle, the rear auxiliary frame is arranged below a rear floor of the rear part of the vehicle, and the connecting beams are respectively arranged on the left side and the right side;
the front auxiliary frame, the rear auxiliary frame and the connecting beams on two sides are connected to form an annular structure, and a battery pack installation space is formed in the annular structure.
Further, the rear auxiliary frame is provided with rear auxiliary frame longitudinal beams which are respectively arranged at the left side and the right side, the connecting beams at each side are positioned at one side of the front auxiliary frame longitudinal beam and the rear auxiliary frame longitudinal beam which are close to the outside of the vehicle at the same side in the left-right direction of the whole vehicle, and/or,
In the left-right direction of the whole vehicle, one side, facing the outside of the vehicle, of the connecting beam is connected with a side pedal mounting plate, the side pedal mounting plate extends along the front-back direction of the whole vehicle, and the top of the side pedal mounting plate is provided with a side pedal mounting surface.
According to the chassis structure, the front auxiliary frame is arranged, so that the collision force transmission capacity of the front auxiliary frame can be increased, the collision safety of the whole vehicle is improved, and the lightweight design and the modeling design of the vehicle body are facilitated.
Meanwhile, through the arrangement of the connecting beams at two sides, the front auxiliary frame and the rear auxiliary frame are connected into an integrated annular structure through the connecting beams at two sides, a battery pack installation space is defined in the annular structure, the battery pack annular frame structure can be formed by means of the connection arrangement of the connecting beams, the battery pack can move along with the annular frame structure when a vehicle collides, the collision impact suffered by the battery pack can be reduced, the collision safety of the battery pack is improved, and the improvement of the safety quality of the whole vehicle is facilitated.
And secondly, the connecting beams on each side are positioned on one side, close to the outside of the vehicle, of the front auxiliary frame longitudinal beam and the rear auxiliary frame longitudinal beam on the same side, so that Y-direction section change of the front part and the rear part of the bearing type vehicle body is facilitated, and the matching design requirement between the chassis and the vehicle body framework in the bearing type vehicle body is met. Through connecting the side at the tie-beam outside and stepping on the mounting panel, when stepping on the assembly basis as the side, also can be as side collision energy-absorbing structure, play collision energy-absorbing effect, can realize a dual-purpose to save the side and step on the mounting frame, be favorable to realizing the lightweight design of automobile body.
The invention also provides a vehicle provided with the chassis structure.
The vehicle has the same beneficial effects as the chassis structure, and the description is omitted here.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:
fig. 1 is a schematic structural view of a front subframe according to an embodiment of the present invention;
FIG. 2 is a schematic view of a chevron structure according to an embodiment of the present invention;
FIG. 3 is a schematic view of a front shock tower according to an embodiment of the present invention;
FIG. 4 is a schematic view of a chassis structure according to an embodiment of the present invention;
FIG. 5 is a schematic view of a chassis structure with a battery pack according to an embodiment of the present invention;
FIG. 6 is a schematic view of a rear subframe according to an embodiment of the present invention;
FIG. 7 is a schematic view illustrating the cooperation between a chassis structure and a vehicle body according to an embodiment of the present invention;
Reference numerals illustrate:
1.A front subframe; 2, a rear auxiliary frame, 3, a connecting beam, 4, a side pedal mounting plate, 5, a battery pack, 6, and a vehicle body;
101. Front subframe longitudinal beams, 102, front subframe front cross beams, 103, front subframe middle cross beams, 104, rear cross beams, 105, front subframe anti-collision beams, 106, front subframe energy-absorbing boxes, 107, front shock towers, 108, supporting beams, 201, rear subframe longitudinal beams, 202, rear subframe front cross beams, 203, rear subframe rear cross beams, 204, front cross beams, 205, rear subframe anti-collision beams, 206, rear subframe energy-absorbing boxes, 207, rear shock towers, 3a and connecting sections;
1011. upper longitudinal beam, 1012, lower longitudinal beam, 104a, cross beam main body, 104b, outer extending section, 107a, boss, 107b, reinforcing flanging, 2011, inner longitudinal beam, 2012, outer longitudinal beam;
q, battery package installation space.
Detailed Description
It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.
In the description of the present invention, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, in the description of the present invention, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the components may be fixedly connected, detachably connected or integrally connected, mechanically connected or electrically connected, directly connected or indirectly connected through an intermediate medium, or communicated with each other. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in combination with specific cases.
The invention will be described in detail below with reference to the drawings in connection with embodiments.
Example 1
The present embodiment relates to a front subframe 1 capable of increasing the collision force transmitting capability of the front subframe 1 and contributing to the weight saving and the design of the vehicle body.
As a whole, as shown in fig. 1, the front subframe 1 of the present embodiment has front subframe side members 101 provided separately on the left and right sides, and the front subframe side members 101 on the left and right sides each have an upper side member 1011 and a lower side member 1012 arranged up and down.
Wherein front ends of each side upper side member 1011 and lower side member 1012 are connected to front sub frame front cross member 102, rear ends of each side upper side member 1011 and lower side member 1012 are connected to rear cross member 104 located at a rear portion of front sub frame 1, and each side upper side member 1011 is provided with front shock absorber 107, and front shock absorber mounting structure is provided on front shock absorber 107 for mounting of a front shock absorber.
At this time, as set up above, through making both sides front subframe longeron 101 constitute by upper longeron 1011 and the lower longeron 1012 that arrange from top to bottom to set up front shock absorber 107 on the upper longeron, its one hand can utilize the two transmission passageway that upper and lower longeron formed, increase the transmission ability to collision power, promote whole car collision security, on the other hand utilizes with front shock absorber 107 integrated setting on front subframe 1, also can simplify even save front cabin longeron and front cabin boundary beam in the cabin before the automobile body, can help simplifying the automobile body structure, reduce automobile body weight, and can reach the effect that does benefit to automobile body lightweight design and design.
Based on the above overall description, specifically, the present embodiment is provided with a front sub-frame center cross member 103 between both side front sub-frame side members 101 in addition to the front sub-frame front cross member 102, similarly to the front sub-frame 1 provided in the vehicle in the prior art. The front sub frame center rail 103 is located between the center portions of the side front sub frame rails 101 and is specifically connected between the side sill 1012 on both sides.
In addition to the front sub-frame center cross member 103 described above, the present embodiment is also provided with a front sub-frame impact beam 105 at the front end of the front sub-frame 1, and the front sub-frame impact beam 105 is also connected to the front side of the front sub-frame center cross member 102 specifically through front sub-frame energy absorbing boxes 106 provided separately on the left and right sides.
In addition, as a preferred embodiment, the rear cross member 104 may be, for example, a part of the front subframe 1, and specifically, a front subframe rear cross member located at the rear end of the front subframe 1. However, instead of being a front sub-frame rear cross member, the rear cross member 104 of the present embodiment may be a beam structure provided at the rear of the front sub-frame 1 independently of the front sub-frame 1, and the rear cross member 104 at this time may be connected to another beam structure in the middle of the vehicle chassis to meet the setting requirements thereof.
In particular, it is still noted that when the rear cross member 104 is provided independently of the front subframe 1, the connection with the front subframe 1 is typically also connected with the rear ends of the front side rails 101. Further, when the rear cross member 104 is provided independently of the front subframe 1, it may be provided selectively as needed for the front subframe rear cross member in the front subframe 1.
In the present embodiment, the rear cross member 104 is exemplified as a front sub-frame rear cross member of the front sub-frame 1, and specifically, as a preferred embodiment, the rear cross member 104 also has a cross member main body 104a located in the middle, and overhanging sections 104b connected to both left and right ends of the cross member main body 104 a. The rear end of each side sill 1012 is connected to the cross member main body 104a, each side extension 104b extends to the outside of the vehicle in the right-left direction of the vehicle, and the rear end of each side sill 1011 is connected to the same side extension 104b.
Thus, the rear cross member 104 is made up of the cross member main body 104a and the left and right outer extensions 104b, and the rear ends of the side sills 1012 are connected to the cross member main body 104a, and the rear ends of the upper stringers 1011 are connected to the outer extensions 104b, so that the connection between the upper and lower stringers and the rear cross member 104 can be facilitated, and the transmission of the collision force at the upper and lower stringers to the rear cross member 104 can be facilitated.
With continued reference to fig. 2, as a preferred embodiment, the present embodiment also allows the front ends of the side upper and lower stringers 1011, 1012 to meet together, and the front sections of the side upper and lower stringers 1011, 1012, and the front subframe energy absorbing box 106 located on the front side of the front subframe front rail 102 together form a herringbone structure, based on the front ends of the side upper and lower stringers being connected to the front subframe front rail 102.
At this time, the front ends of the upper and lower side members on each side are connected to the front cross member 102 of the front subframe, and the front sections of the upper and lower side members on each side and the front subframe energy-absorbing box 106 form a herringbone structure, which is beneficial to the force transmission of the collision force to the upper and lower side members, so that the transmission capacity of the front subframe side member 101 to the collision force can be further increased.
In this embodiment, as a preferred embodiment, the middle portions of the side upper stringers 1011 are each arched upward in the up-down direction of the entire vehicle, and the front shock absorber 107 is provided at the top of the arched position of the side upper stringers 1011.
At this time, it can be understood that by making the middle portion of the upper side member 1011 arch upward and providing the front shock absorber 107 at the arch position, it can be advantageous to satisfy the arrangement height of the front shock absorber 107 in the whole vehicle, and the arch arrangement of the upper side member 1011 also contributes to an increase in the crush energy absorbing performance at the time of collision.
In the embodiment, as a preferred implementation manner, the upper longitudinal beam 1011 and the front shock-absorbing tower 107 are integrally provided, and as shown in fig. 2, the upper longitudinal beam 1011 and the front shock-absorbing tower 107 may be connected in a straight structure along the front-rear direction of the whole vehicle. In this way, the upper longitudinal beam 1011 and the front shock absorber 107 are connected in a straight structure, which can facilitate the integrated arrangement of the front shock absorber 107 and also facilitate the improvement of the collision force transmission capability of the upper longitudinal beam 101.
As further shown in fig. 3, in the embodiment, the front damper mounting structure on the front damper tower 107 may be, for example, a front damper mounting hole provided at the top of the front damper tower 107, and a through hole for receiving the top of the front damper. Meanwhile, in order to increase the rigidity of the mounting position of the front shock absorber, it is preferable that the present embodiment also forms the boss 107a protruding upward at the top of the front shock absorber tower 107, and that the above-mentioned mounting hole for mounting the front shock absorber and the through hole for receiving the top of the front shock absorber are all located on the boss 107 a.
It will be appreciated that the boss 107a is provided at the top of the front shock absorber 107, and the front shock absorber mounting structure is located on the boss 107a, which can increase the rigidity of the front shock absorber mounting position and promote the stability of the front shock absorber mounting. Instead of providing the boss 107a, as a preferred embodiment, as shown in fig. 1 and 3, reinforcing flanges 107b may be provided on both front and rear sides of the front shock absorber 107, such that the bottoms of the reinforcing flanges 107b on both front and rear sides are connected to the upper side member 1011, and the tops of the reinforcing flanges 107b on both front and rear sides are connected to the top of the front shock absorber 107.
Through the reinforcing flanges 107b provided on the front and rear sides of the front shock absorber 107, it can be understood that the structural strength of the front shock absorber 107 can be increased, the reliability of the installation of the front shock absorber can be improved, and the stability of the connection between the front shock absorber 107 and the upper longitudinal beam 1011 can be increased.
In this embodiment, in the implementation, the front shock-absorbing towers 107 on each side may be, for example, steel structures or cast aluminum structures, and are also fixed to the upper stringers 1011 by welding, screwing or riveting. At this time, by adopting the steel structure or the cast aluminum structure, the manufacturing cost of the front shock absorber 107 can be reduced, and at the same time, the structural strength of the front shock absorber 107 itself can be ensured. The front shock absorber 107 is arranged in a welding, screwing or riveting mode, and the stability of the front shock absorber 107 can be guaranteed.
With continued reference to fig. 1 and 2, in this embodiment, as a preferred embodiment, a support beam 108 may be disposed between each side lower beam 1012 and the upper beam 1011, and the bottom end of each side support beam 108 is connected to the lower beam 1012, and the connection point between each side support beam 108 and the upper beam 1011 is located specifically below the same-side front shock absorber 107.
At this time, by providing a support beam 108 located below the front shock absorber 107 between the upper and lower stringers on each side, the upper stringer 1011 and the front shock absorber 107 can be supported to increase the dynamic stiffness at the position of the front shock absorber 107. In particular, the top of the support beam 108 and the upper side member 1011 may be connected by a screw structure, and the connection portion between the support beam 108 and the lower side member 1012 may be arranged corresponding to the cross member 103 in the front subframe, so as to increase the supporting capability of the support beam 108.
The front subframe 1 of the present embodiment is configured such that the front subframe rail 101 is composed of the upper side rail 1011 and the lower side rail 1012 arranged up and down, and the front shock absorber 107 is provided on each side of the upper side rail, whereby it is possible to increase the transmission capability of the collision force by using the double force transmission path formed by the upper and lower side rails on the one hand, and to make the vehicle body structure simpler by using the integrated arrangement of the front shock absorber 107 on the other hand, contributing to the weight reduction and the design of the vehicle body.
Therefore, the front subframe 1 of the embodiment adopts the structure as described above, so that the collision force transmission capability of the front subframe 1 can be increased, the collision safety of the whole vehicle is improved, and meanwhile, the lightweight design and the modeling design of the vehicle body using the front subframe 1 are facilitated, so that the front subframe has good practicability.
Example two
The present embodiment relates to a chassis structure, which is shown in conjunction with fig. 4 and 5, including a front subframe 1 in example one located in the front of the vehicle, a rear subframe 2 located in the rear of the vehicle, and a connecting beam 3 connected between the front subframe 1 and the rear subframe 2.
Wherein, the front subframe 1 is arranged under the front cabin of the front part of the vehicle, the rear subframe 2 is arranged under the rear floor of the rear part of the vehicle, the connecting beams 3 are respectively arranged at the left side and the right side, the front subframe 1, the rear subframe 2 and the connecting beams 3 at the two sides are also connected to form an annular structure, and a battery pack installation space Q is formed in the annular structure.
At this time, through the setting of both sides tie-beam 3, and connect into integrative annular structure with preceding, back sub vehicle frame via tie-beam 3 of both sides, and inject battery package installation space Q in annular structure, this embodiment just can constitute battery package annular frame structure with the help of the connection setting of tie-beam 3, and battery package 5 can move along with annular frame structure when the vehicle bumps, can reduce the collision impact that battery package 5 received, and then can increase the collision security of battery package 5.
Specifically, based on the above arrangement of the two-side connecting beams 3 between the front and rear sub-frames, it should be noted that the conventional vehicle body mainly includes a load-bearing vehicle body and a non-load-bearing vehicle body, and the differences between the two are mainly in terms of structure, weight, riding comfort, and the like.
The non-bearing type vehicle body is generally composed of a frame girder and a vehicle body, the frame is used for installing an engine, a gearbox, a suspension and other parts, the vehicle body is only used for providing a closed environment required by driving and has no bearing function, and meanwhile, the non-bearing type vehicle body is large in weight, high in gravity center, relatively poor in operability and low in travelling comfort on a paved road. But because the frame girder can provide very good rigidity, chassis intensity is higher, and anti jolt performance is good, has better stationarity and security to also easily repacking.
The bearing type vehicle body is not provided with a rigid frame, parts in the vehicle are directly arranged on the vehicle body, the whole vehicle body is used as a force bearing structure to bear the action of various load forces, and meanwhile, the bearing type vehicle body is light in weight, low in gravity center, good in operability and easy to assemble, and can obtain better comfortableness when the vehicle runs on a paved road. However, the torsional rigidity and the bearing capacity of the bearing type car body are weaker, and the whole safety is relatively poor because the bearing type car body is not provided with a rigid car frame and is usually only reinforced at the parts such as the car head, the side walls, the car tail, the bottom plate and the like.
Thus, in order to fully utilize the advantages of the load-bearing vehicle body and to improve the disadvantages of the load-bearing vehicle body, the present embodiment thus creatively connects the both-side connecting beams 3 between the front and rear sub-frames in the chassis structure, and thus makes the vehicle chassis of the present embodiment a chassis structure developed based on the load-bearing vehicle body, for new energy vehicle types, particularly, pure electric vehicle types.
The chassis structure adopts the bearing type vehicle body structure with the front auxiliary frame and the rear auxiliary frame, so that the embodiment can utilize the characteristic of smaller weight of the bearing type vehicle body to realize the light weight of the vehicle body, thereby improving the cruising ability of the whole vehicle.
Meanwhile, as mentioned above, by the arrangement of the connecting beams 3 on both sides and connecting the front and rear sub-frames into a whole, and the front sub-frame 1, the rear sub-frame 2 and the connecting beams 3 on both sides together define a battery pack installation space Q, which can also form a battery pack annular frame structure by means of the connection arrangement of the connecting beams 3, so that the battery pack 5 can move together with the annular frame structure when the vehicle collides, and further the collision impact to the battery pack 5 can be reduced, so as to achieve the effect of increasing the collision safety of the battery pack 5
In the present embodiment, as shown in fig. 6, the rear sub frame 2 also has the rear sub frame rail 201 provided separately on the left and right sides, and as shown in fig. 5, in the left and right direction of the whole vehicle, each side connecting rail 3 is also located on the side of the same-side front sub frame rail 101 and rear sub frame rail 201 that is located outside the vehicle.
At this time, the present embodiment contributes to realizing a Y-directional cross-sectional change in front and rear portions of the load-bearing vehicle body so as to satisfy the matching design requirements between the chassis and the vehicle body skeleton in the load-bearing vehicle body, with the side connecting beams 3 being located on the same side on the side of the front sub-frame rail 101 and the rear sub-frame rail 201 closer to the outside of the vehicle, as shown in fig. 5.
In the embodiment, the rear cross member 104 is provided at the rear portion of the front subframe 1, and the front ends of the side connecting members 3 are respectively connected to the ends of the left and right outer extensions 104b of the rear cross member 104, and the rear ends of the side connecting members 3 are respectively connected to the front ends of the side rear subframe side members 201. Thus, the rear cross member 104, the rear sub-frame 2, and the connection members 3 on both sides together define a battery pack mounting space Q for mounting the battery pack 5.
It is noted that by providing the overhanging section 104b in the rear cross member 104, it is not only possible to facilitate the connection with the two-sided connecting beam 3. At the same time, still referring to fig. 5, it also contributes to achieving a change in the Y-direction (left-right direction of the whole vehicle) cross section of the front portion of the load-bearing vehicle body, i.e., each side connecting beam 3 is not in line with the front subframe rail 101, but bends at the joint position therebetween, and thereby makes the vehicle body Y-direction cross section smaller in size at the front subframe 1.
The change of the Y-direction section of the front part of the vehicle body obviously basically has the same front and back of the Y-direction section of the frame girder in the non-bearing vehicle body, and the embodiment also meets the matching design requirement between the chassis and the vehicle body framework in the bearing vehicle body through the dimensional change of the Y-direction section of the front part of the vehicle body.
In this embodiment, as a preferred embodiment, as shown in fig. 5 and 6, the rear end of each side connecting beam 3 is provided with a connecting section 3a arranged obliquely, each side connecting section 3a is connected to the front end of the same side rear sub-frame rail 201 through the connecting section 3a, and the distance between the side connecting sections 3a is also set to be smaller from front to rear in the front-rear direction of the entire vehicle.
At this time, by providing the inclined connecting section 3a at the rear end of each side connecting beam 3, it is also possible to facilitate the connection between the connecting beam 3 and the rear sub-frame rail 201, and the distance between the connecting sections 3a at both sides is set to be smaller from front to rear, so that it is also possible to facilitate the Y-directional cross-sectional change of the rear portion of the load-bearing vehicle body similar to the design of the above-described overhanging section 104b, so as to not only satisfy the matching design requirement between the chassis and the vehicle body skeleton in the load-bearing vehicle body, but also become one of the main differences from the non-load-bearing vehicle body.
In this embodiment, it should be noted that, in the implementation, the two-side connecting beams 3 may be, for example, integrally formed beam structures, and specifically, integrally closed structures. In this case, the connecting beam 3 may be connected to the rear cross member 104 and the rear sub frame rail 201 of the front and rear sub frames by welding. At this time, it can be understood that by using the closed section, it can guarantee the structural strength of the connecting beam 3 itself by means of the characteristic of great structural strength of the cavity.
Of course, the connecting beam 3 of the present embodiment may have other structures besides an integral structure, and may have, for example, a steel profile welded structure, an aluminum alloy profile extruded structure, or the like.
In this embodiment, as shown in fig. 4 and 6, in the specific implementation, the rear subframe 2 is just like the rear subframe structure in the existing carrier-type vehicle body, and is structurally different from the existing rear subframe structure, the rear shock-absorbing towers 207 are also integrally provided on the rear subframe stringers 201 on both sides of the rear subframe 2, respectively, for mounting the rear shock absorber. And, by utilizing the integrated arrangement of the rear shock absorber 207, the structure of the rear floor longitudinal beam and the like in the rear floor of the vehicle body can be simplified and even omitted, the structure of the vehicle body can be simplified, the weight of the vehicle body can be reduced, and the lightweight design and the modeling design of the vehicle body can be facilitated.
Further, similarly to the front subframe rail 101 in the existing front subframe 1, in the present embodiment, the rear subframe rails 201 on the left and right sides may also be each composed of two rails extending in the front-rear direction of the entire vehicle, and two of the rear subframe rails 201 on each side each include an inner rail 2011, and an outer rail 2012 located on the side of the inner rail 2011 facing the outside of the vehicle in the left-right direction of the entire vehicle. Each side outer side member 2012 is connected between the front and rear ends of the same side inner side member 2011, the rear shock absorber 207 is connected to the top of the outer side member 2012, and the rear end of each side connecting beam 3 is specifically connected to the front end of the same side inner side member 2011.
In the present embodiment, a rear sub-frame front cross member 202 and a rear sub-frame rear cross member 203 are also connected between the rear sub-frame side members 201 on both sides, and the rear sub-frame front cross member 202 and the rear sub-frame rear cross member 203 are also specifically connected between the inner side members 2011 on both sides. Further, the present embodiment is also connected with the front cross member 204 at the position where the rear sub frame rail 201 and the connecting beam 3 are connected on both sides, that is, between the connection positions of the rear sub frame rail 201 and the connecting section 3a on both sides.
At this time, the battery pack installation space Q is formed between the front cross member 204, the rear cross member 104, and the both-side connection beams 3, based on the arrangement of the front cross member 204. Moreover, based on the arrangement of the rear cross beam 104 and the front cross beam 204, in the concrete implementation, the mounting points of the battery pack can be respectively arranged on the rear cross beam 104 and the front cross beam 204, and meanwhile, the mounting brackets are respectively arranged at the front end and the rear end of the battery pack 5, so that the front end of the battery pack 5 can be mounted on the rear cross beam 104 through bolts, the rear end of the battery pack 5 can also be mounted on the front cross beam 204 through bolts, and the stability of the battery pack 5 after being assembled in a vehicle body is ensured.
It will be appreciated that, through the arrangement of the front cross member 204, not only the structural strength and rigidity of the front portion of the rear subframe 2 can be increased, but also mounting points can be provided for the rear end of the battery pack, and meanwhile, through the formation of the battery pack mounting space Q between the front cross member 204, the rear cross member 104 and the two-side connecting beams 3, the present embodiment is also beneficial to enabling the formed annular frame structure to be a rigid encircling structure adapted to the shape of the battery pack, so that the collision safety of the battery pack can be better improved.
In addition, the front cross member 204 is provided between the connection positions of the both side connection sections 3a and the rear sub-frame rail 201, so that by connecting the ends of the front cross member 204 at the connection positions between the connection sections 3a of the respective sides and the rear sub-frame rail 201, it is not only helpful to ensure the connection strength of the front cross member 204, but also to better promote the dynamic rigidity of the front position of the rear sub-frame 2.
In particular, the front beam 204 of the present embodiment may also be an integrally formed closed structure, for example, so as to have a high structural strength. In addition, in order to further increase the strength of the front cross member 204, and in order to facilitate the installation of the rear end of the battery pack, the front cross member 204 of the present embodiment may be designed to be arranged in a downward arch along the up-down direction of the entire vehicle, with a straight section in the middle, and bending sections on both sides. The bending sections on both sides are all arranged in an upward-tilting manner and are respectively connected with the rear auxiliary frame longitudinal beams 201 on the same side.
As still shown in fig. 6, unlike the conventional rear subframe structure, the present embodiment may provide a rear subframe collision preventing beam 205 connected to an inner side member 2011 of the two side rear subframe side members 201 at the rear end of the rear subframe 2.
Thus, it can be appreciated that by providing the rear subframe impact beam 205 at the rear end of the rear subframe 2, on the one hand, it can promote the rear impact force transmission performance of the rear subframe 2, and can make the impact force better dispersed to the rear subframe stringers 201 on both sides via the rear subframe impact beam 205, so as to be transmitted forward along the rear subframe stringers 201, avoiding the forces in unit location, the impact force being difficult to disperse, and causing excessive deformation. On the other hand, by providing the rear subframe collision avoidance beam 205, the rear subframe collision avoidance beam 205 can be used as a pedestrian at the rear part of the vehicle to avoid being involved in the beam, and further the safety in the reversing process can be improved.
In the specific implementation, the rear subframe collision avoidance beam 205 may structurally refer to the front subframe collision avoidance beam 105 in the front subframe 1, and may be a sheet metal stamping structure, or may also be an aluminum alloy extrusion profile. Meanwhile, on the basis of the arrangement of the rear subframe collision-preventing beam 205, preferably, the rear ends of the inner side beams 2011 on two sides can be connected with the rear subframe energy-absorbing boxes 206, and the rear subframe collision-preventing beam 205 is connected with the rear subframe energy-absorbing boxes 206 on two sides.
At this time, the rear subframe crash box 206 is similar to the front subframe crash box 106 of the front subframe 1, and is constructed by a conventional crash box structure used in the existing vehicle body.
As shown in fig. 4 and 5, in this embodiment, as a preferred embodiment, the side pedal mounting plate 4 may be further connected to the side of each side connecting beam 3 facing the outside of the vehicle in the left-right direction of the entire vehicle. The side pedal mounting plates 4 on each side extend in the front-rear direction of the entire vehicle, and side pedal mounting surfaces are provided on top of each side pedal mounting plate 4.
In this case, the side pedal panel, the side pedal garnish, and the like are attached to the side pedal attachment surface, whereby the side pedal for assisting the driver in getting on and off the vehicle can be formed. By connecting the side pedal mounting plate 4 to the outer side of the connecting beam 3, it can be understood that the side pedal mounting plate can be used as a side pedal assembly foundation and can be used as a side collision energy absorption structure to play a role in collision energy absorption, so that one piece of two-purpose structure can be realized, the side pedal mounting framework is saved, and the lightweight design of a vehicle body is also facilitated.
In the specific implementation, the side pedal mounting plates 4 on each side may be detachably connected to the same-side connecting beam 3 through a connecting assembly, for example. In this way, each side pedal mounting plate 4 is detachably connected to the connecting beam 3 on the same side through the connecting assembly, so that the assembly of the side pedal mounting plate 4 can be facilitated, and the later maintenance and replacement of the side pedal mounting plate 4 can be facilitated.
Of course, in addition to the above detachable arrangement, in the embodiment, each side pedal mounting plate 4 may be integrally formed with the same-side connecting beam 3. So for the mounting panel 4 is stepped on to the side and the tie-beam 3 integrated into one piece, and it can reduce the cost of preparation of tie-beam 3 and side and pedal mounting panel 4, and also can guarantee the structural strength of tie-beam 3 and side pedal mounting panel 4 better to be favorable to promoting chassis structure's overall rigidity.
For the side pedal mounting plate 4, specifically, for example, a steel section or an aluminum alloy section may be used, and the connecting assembly may generally use a screw structure to fix the side pedal mounting plate 4 to the connecting beam 3. For the above-mentioned integrated molding of the side pedal mounting plate 4 and the connecting beam 3, for example, the side pedal mounting plate 4 and the connecting beam 3 may be made of one of steel section bars and aluminum alloy section bars, or the side pedal mounting plate 4 and the connecting beam 3 may be made of steel rolling structures.
The chassis structure of the present embodiment, which adopts the front subframe 1 in the first embodiment, can increase the collision force transmission capability of the front subframe 1, thereby contributing to the improvement of the collision safety of the whole vehicle.
In addition, on the basis of providing the two-side connecting beams 3, particularly by connecting the two-side connecting beams 3 between the front sub-frame and the rear sub-frame, the present embodiment can connect the front sub-frame and the rear sub-frame via the connecting beams 3 on the two sides on the basis of the conventional load-bearing vehicle body, so that the load-bearing vehicle body structure with the front sub-frame and the rear sub-frame can be adopted to utilize the characteristic of smaller weight of the load-bearing vehicle body to realize the light weight of the vehicle body and improve the cruising ability of the whole vehicle.
Through the setting of both sides tie-beam 3 to link to each other preceding, back sub-frame, and by rear cross-beam 104, front portion crossbeam 204 and both sides tie-beam 3 jointly inject battery package installation space Q, the chassis structure of this embodiment also can constitute battery package annular frame structure with the help of the connection setting of tie-beam 3. Can make battery package 5 can move along with the annular frame structure at the time of the collision, can reduce the collision impact that battery package 5 received, the collision security of multiplicable battery package 5 to can promote whole car security quality.
In addition, it should be noted that, in the chassis structure of the present embodiment, since the front end and the rear end of the chassis are still the front sub-frame and the rear sub-frame, the sub-frame structure is smaller than the Y-directional cross section of the frame in the non-load-bearing vehicle body, and the sub-frame position longitudinal beam adopts the curved longitudinal beam structure, the chassis structure of the present embodiment is a structural innovation of the sub-frame, and is significantly different from the conventional non-load-bearing frame girder structure. Specifically, the front subframe and the rear subframe in the embodiment are still separate units, and the front-rear connection connecting beam 3 is further added on the basis of the front subframe and the rear subframe in the bearing type vehicle body, and the front-rear connection connecting beam is not an integral girder structure in the bearing type vehicle body.
Of course, in the implementation form of connecting the connecting beam 3 with the front and rear sub-frames, and due to the integral structure of the front and rear sub-frames connected by the connecting beam 3, the embodiment, as mentioned above, not only can utilize the characteristics of the bearing type vehicle body structure to reduce the weight of the vehicle body so as to increase the duration of the whole vehicle, but also can form the annular protection frame of the battery pack so as to better improve the collision safety of the battery pack 5. Therefore, the vehicle body structure not only improves the defects of the bearing type vehicle body structure, but also has the advantages of the non-bearing type vehicle body structure, and the overall quality of the vehicle can be well improved, so that the vehicle body structure has good practicability.
Example III
The present embodiment relates to a vehicle, which is specifically a new energy vehicle type provided with a battery pack, and specifically, which is preferably a pure electric vehicle type, while the chassis structure in embodiment two is provided in the vehicle.
It should be noted that, on the basis of adopting the chassis structure in the second embodiment, when the vehicle of this embodiment is assembled in the final assembly, the sub-frame that is still the bottom is assembled to the vehicle body upwards in the same manner as the existing load-bearing vehicle body assembly, and the upper vehicle body skeleton is the load-bearing main body in the vehicle, and the chassis accessories are also assembled to the vehicle body by means of the front sub-frame and the rear sub-frame.
In addition, when the vehicle collides, the upper framework, the front auxiliary frame, the rear auxiliary frame and the connecting beam 3 in the chassis participate in the absorption and transmission of collision force, and the transmission and the energy absorption are not carried out by the frame girder independently like a non-bearing type vehicle body.
The vehicle of the present embodiment, by providing the chassis structure of the second embodiment, on the one hand, can increase the collision force transmission capability of the front subframe 1, and can improve the collision safety of the whole vehicle. On the other hand, the connecting beams 3 are arranged on the two sides, and particularly the connecting beams 3 are connected between the front auxiliary frame and the rear auxiliary frame, so that the front auxiliary frame and the rear auxiliary frame can be connected through the connecting beams 3 on the two sides on the basis of a traditional bearing type automobile body, the automobile body is light, the whole automobile endurance can be improved, the collision impact received by the battery pack 5 can be reduced, the collision safety of the battery pack 5 is improved, and the safety quality of the whole automobile can be improved.
Further, by adopting the chassis structure in the second embodiment, particularly based on the integration of the front shock absorber 107 and the rear shock absorber 207 on the front and rear sub frames, respectively, the present embodiment can not only make the whole chassis structure a scooter type chassis, but also, as shown in fig. 7, it is possible to eliminate the influence of the shock absorber distribution in the load-bearing vehicle body on the vehicle body structure, whereby not only the front cabin side members and the front cabin side members as mentioned in the first embodiment can be omitted, but also the rear floor side members of the rear floor position can be omitted, so that only the cabin in the middle portion remains in the vehicle body 6, thereby making the vehicle body design simpler.
At this time, the front side and the rear side of the driving cabin are connected with the front auxiliary frame and the rear auxiliary frame through sectional materials or beam parts, and the front cabin and the rear cabin of the vehicle are matched with the trunk part only according to the whole vehicle modeling design.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (10)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311279187.9A CN119705628A (en) | 2023-09-28 | 2023-09-28 | Front auxiliary frame, chassis structure and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311279187.9A CN119705628A (en) | 2023-09-28 | 2023-09-28 | Front auxiliary frame, chassis structure and vehicle |
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| Publication Number | Publication Date |
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| CN119705628A true CN119705628A (en) | 2025-03-28 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311279187.9A Withdrawn CN119705628A (en) | 2023-09-28 | 2023-09-28 | Front auxiliary frame, chassis structure and vehicle |
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| CN (1) | CN119705628A (en) |
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| JPH05193520A (en) * | 1991-09-05 | 1993-08-03 | Dr Ing H C F Porsche Ag | Subframe for automobile |
| DE10109636A1 (en) * | 2001-03-01 | 2002-09-12 | Magna Ihv Ges Fuer Innenhochdr | Subframe for rear axle of motor vehicle with independent wheel suspension has longitudinal members with ends connected to vehicle, front and rear cross members connecting longitudinal members, and tubular reinforcing members |
| JP2013123956A (en) * | 2011-12-13 | 2013-06-24 | Toyota Motor Corp | Battery mounting structure for vehicle |
| CN208746085U (en) * | 2018-08-01 | 2019-04-16 | 北京车和家信息技术有限公司 | Rear secondary frame for vehicle damping spring mounting structure, aftercarriage component and vehicle |
| CN111409702A (en) * | 2020-03-23 | 2020-07-14 | 上海思致汽车工程技术有限公司 | Automobile frame structure |
| CN115214777A (en) * | 2022-03-31 | 2022-10-21 | 长城汽车股份有限公司 | Vehicle chassis structure and vehicle |
| CN116161119A (en) * | 2022-12-30 | 2023-05-26 | 宁波建新底盘系统有限公司 | Aluminum auxiliary frame of electric car |
-
2023
- 2023-09-28 CN CN202311279187.9A patent/CN119705628A/en not_active Withdrawn
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05193520A (en) * | 1991-09-05 | 1993-08-03 | Dr Ing H C F Porsche Ag | Subframe for automobile |
| DE10109636A1 (en) * | 2001-03-01 | 2002-09-12 | Magna Ihv Ges Fuer Innenhochdr | Subframe for rear axle of motor vehicle with independent wheel suspension has longitudinal members with ends connected to vehicle, front and rear cross members connecting longitudinal members, and tubular reinforcing members |
| JP2013123956A (en) * | 2011-12-13 | 2013-06-24 | Toyota Motor Corp | Battery mounting structure for vehicle |
| CN208746085U (en) * | 2018-08-01 | 2019-04-16 | 北京车和家信息技术有限公司 | Rear secondary frame for vehicle damping spring mounting structure, aftercarriage component and vehicle |
| CN111409702A (en) * | 2020-03-23 | 2020-07-14 | 上海思致汽车工程技术有限公司 | Automobile frame structure |
| CN115214777A (en) * | 2022-03-31 | 2022-10-21 | 长城汽车股份有限公司 | Vehicle chassis structure and vehicle |
| CN116161119A (en) * | 2022-12-30 | 2023-05-26 | 宁波建新底盘系统有限公司 | Aluminum auxiliary frame of electric car |
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