CN216805593U - Rear auxiliary frame for lifting stepped rigidity of electric automobile - Google Patents
Rear auxiliary frame for lifting stepped rigidity of electric automobile Download PDFInfo
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- CN216805593U CN216805593U CN202123303229.7U CN202123303229U CN216805593U CN 216805593 U CN216805593 U CN 216805593U CN 202123303229 U CN202123303229 U CN 202123303229U CN 216805593 U CN216805593 U CN 216805593U
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- 230000005540 biological transmission Effects 0.000 claims abstract description 32
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- 238000000465 moulding Methods 0.000 claims description 2
- 230000001965 increasing effect Effects 0.000 abstract description 6
- 238000004519 manufacturing process Methods 0.000 abstract description 4
- 230000007547 defect Effects 0.000 abstract description 3
- 238000000926 separation method Methods 0.000 abstract 1
- 239000000725 suspension Substances 0.000 description 5
- 238000009434 installation Methods 0.000 description 4
- 238000012546 transfer Methods 0.000 description 4
- 229910000838 Al alloy Inorganic materials 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 239000013585 weight reducing agent Substances 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012856 packing Methods 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
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Abstract
The utility model relates to the technical field of manufacturing and production of automobiles and auxiliary frames, in particular to a rear auxiliary frame for improving the step rigidity of an electric automobile. The defects of the prior art are overcome, the force transmission rib belt is arranged in cooperation with the middle cross beam structure, the bearing force of the rear cross beam can be transmitted to the center, the width of the longitudinal beam is increased, and the transverse rigidity of the bottom of the longitudinal beam is increased. Including back sub vehicle frame body, wherein: the left side roof beam, right beam symmetry parallel arrangement both structures are unanimous, left side roof beam, right beam are provided with dodges the hole, are provided with from dodging the biography power muscle area that hole bottom extended to the back beam at the inboard conchal wall of left side roof beam, right beam, the central point in frame hole sets up the center sill, and this back auxiliary frame is provided with from dodging the power muscle area that hole tail end extended to the back beam at the inboard conchal wall of left side roof beam, right beam, and the biography power muscle area that these two symmetries set up, and the curb girder transmits and is located the separation by the drive force of front beam at the center sill, dodges the whole rigidity of subsidizing by power muscle area under the setting of hole department whole weight of subtracting.
Description
Technical Field
The utility model relates to the technical field of manufacturing and production of automobiles and auxiliary frames, in particular to a rear auxiliary frame for improving the step rigidity of an electric automobile.
Background
In the prior art, the rear subframe is one of the types of products produced by the subframe and corresponds to the front subframe, and the rear subframe and the front subframe are frameworks of the vehicle axle and are components 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 sub-frame has the functions of isolating vibration and noise and reducing direct entering of the sub-frame into a carriage, so that the sub-frame is mostly arranged on luxury cars and off-road vehicles, and the sub-frame is also arranged on an engine of some vehicles. The rear auxiliary frame with a good structure can bring good suspension connection rigidity; therefore, the road vibration can be isolated to bring good comfort to the vehicle; in the rear subframe type, the rear subframe cast by aluminum or aluminum alloy aiming at the electric automobile is developed integrally, so that a suspension system can be changed into an assembly part, the universality of suspension is improved, and the research and development cost is reduced; the rear auxiliary frame is convenient to mount corresponding to other assembly components of a loading vehicle, assembly cost is reduced, but unadjustable design conflict that rigidity of the rear auxiliary frame is reduced due to the fact that the whole weight is required to be reduced continuously exists, so that the rear auxiliary frame is required to have rigidity and light weight, the height of a longitudinal beam is higher under the condition that the height of a motor is higher, and the rigidity of a cross beam is reduced due to the fact that the cross beam is arranged to be thinner in order to reduce the weight of the cross beam, and therefore the rear auxiliary frame is required to be thin in structure and stable in whole rigidity.
Disclosure of Invention
In order to solve the problems existing in the prior art, the rear auxiliary frame for improving the rigidity of the steps of the electric automobile is provided, the defects in the prior art are overcome, the force transmission rib belt is arranged under the matching of the middle cross beam structure, the bearing force of the rear cross beam can be transmitted to the center, the width of the longitudinal beam is increased, and the transverse rigidity of the bottom of the longitudinal beam is increased.
The technical scheme adopted by the utility model for solving the technical problems is as follows: the utility model provides a back sub vehicle frame that electric automobile ladder rigidity promoted, includes back sub vehicle frame body, back sub vehicle frame body includes front-axle beam, back beam, left beam, right beam, and four integrative casting moulding enclose into frame shape structure or groined type column structure, and the centre surrounds and sets up the frame hole, wherein: left side roof beam, right beam symmetry parallel arrangement both structures are unanimous, left side roof beam, right beam are provided with dodges the hole, are provided with from dodging the biography power muscle area that hole bottom extended to the back beam at the inboard conch wall of left side roof beam, right beam, the central point in frame hole puts and sets up the middle cross beam, and the middle cross beam spanes and connects left roof beam and right roof beam, and middle cross beam and front beam, back beam parallel arrangement. After the structure is cast, the inner side shell walls of the left beam and the right beam of the rear auxiliary frame are provided with force transmission rib belts extending from the tail ends of the avoidance holes to the rear beam, the two symmetrically arranged force transmission rib belts are just the connection starting points of the middle cross beam, namely, the force transmitted from the side beams to the front beam is separated at the middle cross beam, the rigidity is supplemented by the force transmission rib belts under the integral weight reduction arrangement at the avoidance holes, and the vertical force transmission channel of the longitudinal beam can be more smooth and the front cross beam reaches a passage with auxiliary transmission stress through the longitudinal beam.
Preferably, the topmost part of the force transmission rib belt is provided with a head end position point, the head end position point is a shaping setting initial position of the force transmission rib belt, and the head end position point and a beam body connecting point of the middle cross beam are arranged on the same longitudinal axis. The beam body connecting point is the connecting position of the middle cross beam and the left beam or the right beam, the design is mainly used for dealing with the torsion from left to right, the transmission of longitudinal torsion is added when the transverse torsion is transmitted, and otherwise, the torsion can be differentiated from the left beam and the right beam when the torsion is reversed.
Preferably, the extreme end position point, the head end position point and the beam body connecting point of the avoidance hole are on the same vertical axis. The bearing capacity of the avoiding hole is enhanced by increasing the thickness of the beam body.
Preferably, the center of the front beam is provided with a transmission avoiding hole, and two sides of the avoiding hole are provided with a rigidity supporting seat in the inner cavity of the front beam. The transmission dodges the hole and is used for dodging the output shaft of motor, sets up the bearing rigidity that rigidity supporting seat is used for strengthening the transmission dodges the hole position and promotes the requirement.
Preferably, the left beam and the right beam are provided with side beam mounting seats on the outer walls of the outer sides of the tops of the avoidance holes, the side beam lower mounting seats are arranged on the same vertical axis, and the side beam lower mounting seats and the middle cross beam are arranged on the same horizontal axis. The point stable in structure still has higher installation intensity after guaranteeing in addition that back sub vehicle frame longeron and crossbeam are packed into connection structure into each other, and then can avoid influencing the whole car performance because of the not enough installation intensity of back sub vehicle frame.
Preferably, the side beam lower mounting seat and the middle cross beam are not directly connected but indirectly connected across the left beam or the right beam, and transverse supporting bars are arranged in inner cavities of the left beam and the right beam between the side beam lower mounting seat and the middle cross beam. Ensuring the respective structural rigidity of the left beam and the right beam connected to the left beam and the right beam.
Preferably, the head end and the tail end of the front beam are provided with front beam bushing pipes, and the lower side of each front beam bushing pipe is provided with a front beam mounting seat. Used for installing the traction connecting component and concentrated on the front section of the whole rear auxiliary frame.
The utility model has the following advantages: 1. the rear auxiliary frame is characterized in that the wall of the inner side shell of the left beam and the wall of the inner side shell of the right beam are provided with force transmission ribs extending from the tail end of the avoidance hole to the rear beam, the two symmetrically arranged force transmission ribs are just the starting points of the head end of the middle cross beam, namely, the force transmitted from the side beam to the front beam is separated at the middle cross beam, and the whole rigidity is supplemented by the force transmission ribs under the integral weight reduction setting at the avoidance hole; 2. the first advantage is that the performance of the finished product is obviously improved by a lifting mode, the rigidity is integrally improved, and the strength is improved compared with the prior art; 3. the connection parts of the rear cross beam and the left and right longitudinal beams are plastically provided with a step structure, so that the stress transfer way is delayed to improve the rigidity of the product, increase the torsion resistance of the product, increase the maneuverability of the vehicle, ensure that the vertical beam upper and lower force transfer channels can be more smooth, and ensure that the front cross beam has a channel for assisting in transferring stress when passing through the vertical beam to reach the lower cross beam.
Drawings
FIG. 1 is a top view of the present invention;
FIG. 2 is a bottom view of the present invention;
FIG. 3 is a side view of the present invention;
FIG. 4 is a rear perspective view block diagram of the present invention;
fig. 5 is a perspective view of the present invention.
Fig. 6 is an a-a anatomical view of a side view configuration.
Description of reference numerals: the auxiliary frame comprises a rear auxiliary frame body 1, a front beam 2, a rear beam 3, a left beam 4, a right beam 5, an avoiding hole 6, a force transmission rib belt 7, a middle cross beam 8, a head end position point 9, a beam body connecting point 10, an intersection joint 11, a rear beam connecting seat 12, a transmission avoiding hole 13, a side beam mounting seat 14, a front beam bushing 15, a front beam mounting seat 16, a frame hole 17, an inner side shell wall 18, a side beam lower mounting seat 19 and a rigidity supporting seat 20.
Detailed Description
The utility model will be further explained with reference to the accompanying drawings:
fig. 1 shows a back sub vehicle frame that electric automobile ladder rigidity promoted, including back sub vehicle frame body 1, back sub vehicle frame body 1 includes front-axle beam 2, back-axle beam 3, left side roof beam 4, right side roof beam 5, according to prior art front-axle beam 2, parallel arrangement about the back-axle beam 3, left side roof beam 4 is connected about, right side roof beam 5, sub vehicle frame body 1 is by the shaping back sub vehicle frame structure that surrounds into the # -shaped form that surrounds of the integrative casting of aluminum alloy, and back sub vehicle frame body 1 is hollow tube body structure, set 1 frame hole 17 that is used for installing automobile components such as motor in the middle of surrounding of the back sub vehicle frame of # -shaped form, wherein: continuing as shown in fig. 1 and 2, the left beam 4 and the right beam 5 are symmetrically arranged in parallel, the structures of the left beam 4 and the right beam 5 are the same, the centers of the left beam 4 and the right beam 5 are provided with an avoidance hole 6 in a hollow-out shape, the avoidance hole 6 is used for installing components such as a through connection piece fixed motor, and the like, a force transmission rib belt 7 extending from the bottom of the avoidance hole 6 to the rear beam 3 is arranged on the inner side shell wall 18 of the left beam 4 and the right beam 5, the force transmission rib belt 7 is of a solid structure cast by aluminum alloy in the inner side shell wall 18 and protrudes from the outer walls of the left beam 4 and the right beam 5, and has strong rigidity; the force transmission rib belt 7 is arranged at the bottom of the head end of the avoidance hole 6 as shown in fig. 1 and 5, and then extends to the bottom of the rear beam 3 provided with the pair of rear beam connecting seats 12 along the inner side shell walls 18 of the left beam 4 and the right beam 5, that is, as shown in fig. 5, the tail end of the force transmission rib belt 7 is connected and arranged to the intersection joint 11 of the left beam 4 or the right beam 5 and the rear beam 3, and the arrangement position of the intersection joint 11 is positioned at the lower side or the front side of the bottom of the rear beam 3 provided with the pair of rear beam connecting seats 12; the rigidity of the lower structures of the left beam 4 and the right beam 5 is completely supplemented by the force transmission rib belts 7 under the arrangement structure for the whole weight reduction at the avoidance holes 6, and the defect that the rear beam 3 is lack of rigidity due to single thickness is also supplemented;
the central position of the frame hole 17 is provided with a middle cross beam 8, the middle cross beam 8 is connected with the left beam 4 and the right beam 5 in a crossing way, the middle cross beam 8 is arranged in parallel with the front beam 2 and the rear beam 3, the two force transmission ribs 7 symmetrically arranged on the left beam 4 and the right beam 5 are connected with the middle cross beam 8, the middle cross beam 8 is connected with the starting point of the left beam 4 and the right beam 5, namely, the force transmitted from the side beam to the front beam 2 is separated at the middle cross beam 8, and the weight burden on the middle cross beam 8 can be shared by the longitudinal beams. The product performance is obviously improved in modal lifting, the rigidity is integrally improved, and the strength is improved compared with the prior art.
As shown in fig. 5 and 6, a head end position point 9 is arranged at the topmost part of the force transmission rib strip 7, the head end position point 9 is a shaping setting starting position of the force transmission rib strip 7, and the head end position point 9 and a beam body connecting point 10 of the middle cross beam 8 are arranged on the same vertical axis. The beam body connecting point 10 is the connecting position of the middle cross beam 8 and the left beam 4 or the right beam 5, and the design is mainly used for responding to the torsion from left to right, and the torsion can be differentiated from the left beam 5 and the right beam 5 when the transverse torsion is transmitted to the added 1 longitudinal torsion, otherwise, the torsion is reversed. The connection parts of the rear cross beam and the left and right longitudinal beams are plastically provided with a step structure, so that the stress transfer way is delayed to improve the rigidity of the product, increase the torsion resistance of the product, increase the maneuverability of the vehicle, ensure that the vertical beam upper and lower force transfer channels can be more smooth, and ensure that the front cross beam has a channel for assisting in transferring stress when passing through the vertical beam to reach the lower cross beam.
As shown in fig. 5, the extreme end and head end position point 9 and the beam body connecting point 10 of the avoidance hole 6 are on the same vertical axis. The bearing capacity of the avoiding hole is enhanced by increasing the thickness of the beam body.
The center of the front beam 2 is provided with a transmission avoiding hole 13, and two sides of the avoiding hole are provided with a rigidity supporting seat 20 in the inner cavity of the front beam 2. The transmission avoiding hole 13 is used for avoiding an output shaft of the motor, and a rigidity supporting seat is arranged for enhancing the bearing rigidity lifting requirement of the transmission avoiding hole.
Preferably, the left beam 4 and the right beam 5 are provided with a side beam mounting seat 14 on the outer wall of the top outer side of the avoidance hole 6, a side beam lower mounting seat 19 is arranged on the same vertical axis, and the side beam lower mounting seat 19 and the middle cross beam 8 are arranged on the same horizontal axis. 3 point stable in structure guarantees each other moreover that back sub vehicle frame longeron and crossbeam still have higher installation intensity after packing into connection structure, and then can avoid influencing the whole car performance because of the not enough of installation intensity of back sub vehicle frame.
Preferably, the side beam lower mounting seat 19 and the middle cross beam 8 are not shaped and arranged to be directly connected, but are indirectly connected across the left beam 4 or the right beam 5, and a transverse supporting strip 21 is arranged in the inner cavity of the left beam 4 and the inner cavity of the right beam between the two. Ensuring the structural rigidity of both the respective connections to the left beam 4 and the right beam.
Preferably, front beam lining pipes 15 are provided at the head end and the tail end of the front beam 2, and a front beam mounting seat 16 is provided below the front beam lining pipes 15. Used for installing the traction connecting component and concentrated on the front section of the whole rear auxiliary frame.
The utility model is described above with reference to the accompanying drawings, and it is obvious that the implementation of the utility model is not limited by the above-described manner, and it is within the scope of the utility model to adopt various modifications of the inventive method concept and technical solution, or to apply the inventive concept and technical solution to other occasions without any modification.
Claims (7)
1. The utility model provides a back sub vehicle frame that electric automobile ladder rigidity promoted, includes back sub vehicle frame body, back sub vehicle frame body includes front-axle beam, back beam, left beam, right beam, and four integrative casting moulding enclose into frame shape structure or groined type column structure, and the centre surrounds and sets up frame hole, characterized by: left side roof beam, right beam symmetry parallel arrangement both structures are unanimous, left side roof beam, right beam are provided with dodges the hole, are provided with from dodging the biography power muscle area that hole bottom extended to the back beam at the inboard conch wall of left side roof beam, right beam, the central point in frame hole puts and sets up the middle cross beam, and the middle cross beam spanes and connects left roof beam and right roof beam, and middle cross beam and front beam, back beam parallel arrangement.
2. The rear subframe with the improved stepped rigidity for the electric automobile according to claim 1, wherein: the top of the force transmission rib belt is provided with a head end position point, the head end position point is a shaping setting initial position of the force transmission rib belt, and the head end position point and a beam body connecting point of the middle cross beam are arranged on the same longitudinal axis.
3. The rear subframe with the improved stepped rigidity for the electric automobile according to claim 1, wherein: the extreme end and head end position points of the avoidance hole and the beam body connecting point are on the same longitudinal axis.
4. The rear subframe with the improved stepped rigidity for the electric automobile according to claim 1, wherein: the center of the front beam is provided with a transmission avoiding hole, and two sides of the avoiding hole are provided with a rigidity supporting seat in the inner cavity of the front beam.
5. The rear subframe with the improved stepped rigidity for the electric automobile according to claim 1, wherein: the left beam and the right beam are provided with side beam mounting seats on the outer walls of the outer sides of the tops of the avoidance holes, the side beam lower mounting seats are arranged at the same vertical axis, and the side beam lower mounting seats and the middle cross beam are arranged on the same horizontal axis.
6. The rear subframe with the improved stepped rigidity for the electric automobile as claimed in claim 5, wherein: the side beam lower mounting seat and the middle cross beam are not shaped and arranged to be directly connected, but are indirectly connected across the left beam or the right beam, and transverse supporting bars are arranged in inner cavities of the left beam and the right beam between the side beam lower mounting seat and the middle cross beam.
7. The rear subframe with the improved step rigidity for the electric vehicle as claimed in claim 1 or 4, wherein: the head end and the tail end of the front beam are provided with front beam bushing pipes, and the lower side of each front beam bushing pipe is provided with a front beam mounting seat.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123303229.7U CN216805593U (en) | 2021-12-27 | 2021-12-27 | Rear auxiliary frame for lifting stepped rigidity of electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123303229.7U CN216805593U (en) | 2021-12-27 | 2021-12-27 | Rear auxiliary frame for lifting stepped rigidity of electric automobile |
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| Publication Number | Publication Date |
|---|---|
| CN216805593U true CN216805593U (en) | 2022-06-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202123303229.7U Active CN216805593U (en) | 2021-12-27 | 2021-12-27 | Rear auxiliary frame for lifting stepped rigidity of electric automobile |
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| Country | Link |
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| CN (1) | CN216805593U (en) |
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 |
-
2021
- 2021-12-27 CN CN202123303229.7U patent/CN216805593U/en active Active
Cited By (2)
| 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 |
| EP4494977A1 (en) * | 2023-07-18 | 2025-01-22 | Xiaomi EV Technology Co., Ltd. | Subframe structure and vehicle |
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