CN212556491U - Auxiliary frame structure and vehicle - Google Patents
Auxiliary frame structure and vehicle Download PDFInfo
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- CN212556491U CN212556491U CN202020516854.6U CN202020516854U CN212556491U CN 212556491 U CN212556491 U CN 212556491U CN 202020516854 U CN202020516854 U CN 202020516854U CN 212556491 U CN212556491 U CN 212556491U
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Abstract
The utility model provides an auxiliary frame structure and a vehicle, wherein the auxiliary frame structure is only composed of four parts, namely a front cross beam, a rear cross beam, a left longitudinal beam and a right longitudinal beam, and the thicknesses of the cross sections of the front cross beam and the rear cross beam are unequal; the front cross beam and the rear cross beam are fixed between the left longitudinal beam and the right longitudinal beam. The utility model discloses a make sub vehicle frame structure only comprises front beam, rear frame member, left longeron and the right longeron four bibliographic categories branch, and makes the uneven thickness everywhere in the cross-section of front beam and rear frame member compromises the intensity and the lightweight demand of sub vehicle frame structure.
Description
Technical Field
The utility model relates to the field of automotive technology, especially, relate to an auxiliary frame structure and vehicle.
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 main functions of the auxiliary frame are: (1) bearing the load in each direction and the torque of the power assembly; (2) isolating noise and vibration; (3) providing mounting points for suspension structural members such as control arms.
The auxiliary frames are divided into steel auxiliary frames and aluminum auxiliary frames according to material division, the steel cost is low, but the weight is large, and the aluminum alloy meets the lightweight requirement but has higher cost; according to the molding differentiation, divide into ingot beam type, half frame and full frame, wherein full frame connection rigidity is big, and the wholeness is good, and the deformation is stable and can absorb more energy during the collision, is a sub vehicle frame form of comparatively recommending.
Fig. 1 is a schematic structural diagram of a conventional full-frame steel subframe, and as shown in the drawing, a subframe 10 is formed by welding stamping parts such as a front cross beam 11, a rear cross beam 12, a left longitudinal beam 13, a right longitudinal beam 14, and bilaterally symmetrical brackets 15. The front cross beam 11 integrates a control arm mounting bracket, and has a larger lap joint area with the left longitudinal beam 13 and the right longitudinal beam 14 for improving the strength; the left longitudinal beam 13 and the right longitudinal beam 14 integrate front bushing mounting holes, positioning holes are shown in the circle; the rear cross beam 12 integrates a rear bushing mounting hole, and the bracket 15 spans between the left longitudinal beam 13 and the right longitudinal beam 14 and the rear cross beam 12, and plays a role of a reinforcing structure while providing a control arm mounting position.
In the conventional subframe structure, the requirements of strength and light weight cannot be satisfied at the same time by the longitudinal beam and the transverse beam, so that a vehicle driving assisting method and a vehicle are needed to solve the problems.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model provides an auxiliary frame structure and vehicle to compromise the intensity of auxiliary frame structure and lightweight demand.
The auxiliary frame structure is only composed of four parts, namely a front cross beam, a rear cross beam, a left longitudinal beam and a right longitudinal beam, and the thicknesses of the cross sections of the front cross beam and the rear cross beam are unequal; the front cross beam and the rear cross beam are fixed between the left longitudinal beam and the right longitudinal beam.
Further, the thicknesses of the upper part and the lower part of the longitudinal sections of the front cross beam and the rear cross beam are both larger than that of the middle part, and the thicknesses of the front part and the rear part are both larger than that of the middle part.
Furthermore, the front cross beam and the rear cross beam are narrow at the top and wide at the bottom.
Further, the front cross beam and the rear cross beam are both hollow castings.
Further, the lower part of the front cross member and/or the rear cross member extends toward the inner side of the vehicle frame.
Further, the rear cross member is flat, and the height of the rear cross member is greater than the height of the front cross member.
Further, the left longitudinal beam and the right longitudinal beam are both in a [ "shape; and the welding seams of the left longitudinal beam, the right longitudinal beam, the front cross beam and the rear cross beam are positioned in the middle positions of the left longitudinal beam and the right longitudinal beam and avoid the corner positions of the left longitudinal beam and the right longitudinal beam.
Furthermore, the corners of the left longitudinal beam and the right longitudinal beam are provided with chamfer transitions.
Further, the installing support on the sub vehicle frame is integrated on the left longitudinal beam and the right longitudinal beam.
The present application further provides a vehicle having any one of the above sub frame structures.
The utility model provides a sub vehicle frame structure and vehicle, through making sub vehicle frame structure only comprises front beam, rear frame member, left longeron and the right longeron four bibliographic categories branch, and makes the uneven thickness everywhere in the cross-section of front beam and rear frame member compromises the intensity and the lightweight demand of sub vehicle frame structure.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
FIG. 1 is a schematic view of a conventional subframe structure.
Fig. 2 is a schematic view of the sub-frame structure according to the preferred embodiment of the present invention.
Fig. 3 is an exploded schematic view of the sub-frame structure according to the preferred embodiment of the present invention.
Fig. 4 is a schematic cross-sectional view of a front cross beam of the sub-frame structure according to the preferred embodiment of the present invention.
Fig. 5 is a schematic cross-sectional view of the rear cross beam of the sub-frame structure according to the preferred embodiment of the present invention.
Fig. 6 is a schematic structural view of the left longitudinal beam of the subframe structure according to the preferred embodiment of the present invention.
Fig. 7 is a schematic structural view of the right longitudinal beam of the subframe structure according to the preferred embodiment of the present invention.
Fig. 8 is a schematic view of a mounting bracket of the sub-frame structure according to the preferred embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It is to be understood that the embodiments described are only some embodiments of the invention, and not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
The embodiments of the present invention will be described in detail with reference to the accompanying drawings.
The utility model discloses at first provide a sub vehicle frame structure 200, can refer to fig. 2, in this preferred embodiment, sub vehicle frame structure only comprises four bibliographic categories branch parts of front beam 20, rear frame member 40, left longeron 60 and right longeron 80, and front beam 20 and rear frame member 40 all are fixed in between left longeron 60 and the right longeron 80.
In detail, the front cross member 20 and the rear cross member 40 may be fixed between the left side member 60 and the right side member 80 by welding. As shown in fig. 2, the front and rear cross members 20 and 40 may be formed by a process of low pressure hollow cast aluminum and machining, and the left and right side members 60 and 80 may be formed by an extrusion process. Fig. 3 shows the components of the subframe structure 200, and it can be seen that the front cross member 20 and the rear cross member 40 are both hollow shell structures. In one embodiment, the front and rear cross members 20, 40 are hollow cast aluminum structures, which are lightweight and strong.
In addition to the four parts, 30 is a weld joint connecting the casting and the extrusion, and the welding mode can be fillet welding. The connection casting includes the left 60 and right 80 longitudinal beams previously described. The extrusion includes the aforementioned front beam 20 and rear beam 40. The blind rivet screw 50 provides a mounting point for the bond wires.
In detail, the cross sections of the front cross member 20 and the rear cross member 40 have different thicknesses. In one embodiment, the upper and lower portions each have a thickness greater than the thickness of the middle portion, and the front and rear portions each have a thickness greater than the thickness of the middle portion. As shown in fig. 4 and 5, fig. 4 is a cross-sectional view of the front cross member, fig. 5 is a cross-sectional view of the rear cross member, and the cross-sectional thicknesses of the front cross member 20 and the rear cross member 40 are not the same everywhere, and as shown in fig. 4, the thicknesses at t21, t22, and t23 are different from each other, and the thicknesses at t41, t42, and t43 are also different from each other. In one embodiment, the thicknesses at t21, t23, and t22 decrease in sequence, as do the thicknesses at t43, t41, and t 42. According to the results of CAE (Computer Aided Engineering) analysis, the wall thickness is designed to be larger in areas with higher stress, such as corners, and the material is reduced to reduce the weight in areas with lower stress. Under the condition of basically unchanged weight, the bearing device can bear larger load.
In more detail, in one embodiment, the front cross member 20 and the rear cross member 40 are both narrow at the top and wide at the bottom. In other words, the cross sections of the front cross member 20 and the rear cross member 40 of the subframe structure 200 are irregular, and different from the conventional cross section such as a circle or a polygon, the cross section of the front cross member is designed according to the stress requirement, specifically, the cross section of the front cross member is narrow at the top and wide at the bottom, so as to improve the stability and increase the rigidity.
Further, the lower portion of the front cross member 20 and/or the rear cross member 40 protrudes toward the inner side of the subframe structure 200. In consideration of the limitation of the spatial arrangement, the front and rear cross members 20 and 40 project downward toward the inside of the subframe structure 200, as indicated by arrows in fig. 4 and 5, avoiding an increase in the overall size.
Further, the rear cross member 40 is flat, and the height of the rear cross member 40 is greater than that of the front cross member 20, so as to effectively protect the components inside the subframe structure 200. The rear cross member 40 is greater in height to effectively protect other components inside the subframe while improving structural rigidity. The rear cross member 40 has a relatively flat shape, so that the occupied space can be reduced. The lower ends of the front cross beam 20 and the rear cross beam 40 are designed to be in an inclined shape and are lower in position and lower than the control arms on the two sides of the frame, when a vehicle backs to be close to a road edge, other structural components such as the control arms can be in contact with the road edge before the vehicle backs to be close to the road edge, and the control arms are prevented from colliding with the road edge and being damaged.
In detail, in one embodiment, the left and right stringers 60, 80 are both "["; the left longitudinal beam 60 and the right longitudinal beam 80, and the welding seams of the front cross beam 20 and the rear cross beam 40 are positioned at the middle position of the left longitudinal beam 60 and the right longitudinal beam 80 and avoid the corner positions of the left longitudinal beam 60 and the right longitudinal beam 80. As can be seen from fig. 6 and 7, the left longitudinal beam 60 and the right longitudinal beam 80 are both "[", and the weld 30 between the left longitudinal beam 60 and the right longitudinal beam 80 and the front cross beam 20 and the rear cross beam 40 avoids the stress concentration region D, i.e., the position circled in the drawing, and moves toward the middle. Generally, the strength of the weld is lower than elsewhere, and therefore, the present application can reduce the effect of bending and twisting on the weld by shifting the position of the weld. In addition, the welding surfaces are all machined surfaces, the welding seams 30 are in an annular trend and are symmetrically distributed, accurate welding operation is facilitated, a welding gun of the welding robot is convenient to move, and efficiency is improved.
In detail, in an embodiment, the corners of the left and right longitudinal beams 60, 80 are each provided with a chamfered transition. Because the high stress at the corner is borne by the left longitudinal beam 60 and the right longitudinal beam 80, the left longitudinal beam 60 and the right longitudinal beam 80 are assisted in bearing the high stress by designing special structures or adding materials and other methods, in the embodiment, the corner of the left longitudinal beam 60 and the right longitudinal beam 80 is designed to be in chamfer transition so as to improve the strength and avoid corner stress concentration, so that an auxiliary support does not need to be added, for example, the support 15 in the technical scheme of the background technology is omitted, and the design and the process are simplified.
In detail, in one embodiment, the mounting brackets on the subframe structure 200 are integrated into both the left side member 60 and the right side member 80. As shown in fig. 8, the camber link bracket 51, the H-arm forward point bracket 52, the toe link bracket 53, the H-arm rear point bracket 54, and the front bushing mounts 55 and 56 are rear bushing mounts 56, all of which are the most important hard points for determining the suspension structure, and are machined in the casting by the machining center on the basis of the H point 57 in the subframe. Compare in traditional punching press welding process, each scaffold weldment to sub vehicle frame on, the process is loaded down with trivial details, and the location requires highly, can produce great error, this application all integrates all installing supports on the longeron of both sides, is favorable to unified benchmark, reduces machining error, guarantees that the position relation is accurate. This application compares in the design of welding each support on the longeron, when simplifying the frock, has greatly improved size precision.
To sum up, this application is through changing crossbeam cross-sectional thickness and cross sectional shape, with indulging, crossbeam overlap joint position moves away from the corner, all integrate the mode on the longeron of both sides with the installing support, in detail, through (1) make the uneven just cross sectional shape of thickness of crossbeam cross-section everywhere irregular around, compromise intensity and subtract heavy and safety, (2) set up both sides longeron into "[" shape, move away the welding seam from the corner, avoid the welding seam to be located stress concentration area, (3) all installing supports are all integrated on both sides longeron, unified benchmark, reduce machining error, guarantee that the positional relationship is accurate.
In the aspect of the beam, the low-pressure casting technology is adopted, the whole beam is of a hollow cast aluminum structure, the weight is light, the strength is high, and the beam can be designed into a complex shape according to the requirement, such as in order to improve the integral rigidity; in the aspect of the overall structure, the whole auxiliary frame is formed by welding the four parts of the front cross beam, the rear cross beam, the left longitudinal beam and the right longitudinal beam, the structure is simple, the requirement on the tool is low, the welding surfaces are machining surfaces, the welding seams are in annular trend and are symmetrically distributed, and the accurate welding operation is convenient.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features. As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.
The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modification, equivalent replacement or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A sub vehicle frame structure which characterized in that:
the auxiliary frame structure is only composed of four parts, namely a front cross beam, a rear cross beam, a left longitudinal beam and a right longitudinal beam, and the thicknesses of the cross sections of the front cross beam and the rear cross beam are not equal;
the front cross beam and the rear cross beam are fixed between the left longitudinal beam and the right longitudinal beam.
2. The subframe structure according to claim 1, wherein: the thicknesses of the upper part and the lower part of the cross sections of the front cross beam and the rear cross beam are both larger than that of the middle part, and the thicknesses of the front part and the rear part are both larger than that of the middle part.
3. The subframe structure according to claim 1, wherein: the front cross beam and the rear cross beam are narrow at the top and wide at the bottom.
4. The subframe structure according to claim 1, wherein: the front cross beam and the rear cross beam are both hollow castings.
5. The subframe structure according to claim 1, wherein: the lower part of the front cross beam and/or the rear cross beam extends towards the inner side of the frame.
6. The subframe structure according to claim 1, wherein: the rear cross beam is flat, and the height of the rear cross beam is greater than that of the front cross beam.
7. The subframe structure according to claim 1, wherein: the left longitudinal beam and the right longitudinal beam are both in a [ -shape; and the welding seams of the left longitudinal beam, the right longitudinal beam, the front cross beam and the rear cross beam are positioned in the middle positions of the left longitudinal beam and the right longitudinal beam and avoid the corner positions of the left longitudinal beam and the right longitudinal beam.
8. The subframe structure according to claim 7 wherein: the corners of the left longitudinal beam and the right longitudinal beam are provided with chamfer angle transitions.
9. The subframe structure according to claim 1, wherein: and the mounting brackets on the auxiliary frame are integrated on the left longitudinal beam and the right longitudinal beam.
10. A vehicle characterized by having the subframe structure according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020516854.6U CN212556491U (en) | 2020-04-10 | 2020-04-10 | Auxiliary frame structure and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020516854.6U CN212556491U (en) | 2020-04-10 | 2020-04-10 | Auxiliary frame structure and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212556491U true CN212556491U (en) | 2021-02-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020516854.6U Active CN212556491U (en) | 2020-04-10 | 2020-04-10 | Auxiliary frame structure and vehicle |
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|---|---|
| CN (1) | CN212556491U (en) |
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- 2020-04-10 CN CN202020516854.6U patent/CN212556491U/en active Active
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20220330 Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee after: Zhejiang liankong Technology Co., Ltd Address before: 315336 Zhejiang Ningbo Cixi Ningbo Hangzhou Bay New District Binhai two road 818 Patentee before: NINGBO GEELY AUTOMOBILE RESEARCH AND DEVELOPMENT Co.,Ltd. Patentee before: Zhejiang Geely Holding Group Co., Ltd |
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| TR01 | Transfer of patent right |