CN220785911U - Auxiliary frame assembly and vehicle - Google Patents

Abstract

The utility model relates to the technical field of vehicle parts and provides a sub-frame assembly and a vehicle, wherein the sub-frame assembly comprises a sub-frame body, the sub-frame body comprises a frame cross beam and a frame longitudinal beam, the frame cross beam is arranged in an extending mode along the front-back direction of the vehicle, the frame cross beam is arranged in an extending mode along the left-right direction of the vehicle and is used for being connected with a body longitudinal beam of the vehicle, one end of the frame longitudinal beam along the front-back direction of the vehicle is connected with the frame cross beam, and the other end of the frame longitudinal beam is used for being connected with the body cross beam of the vehicle. Like this, utilize the automobile body crossbeam that is arranged in the automobile body bottom to replace a crossbeam structure in the traditional sub vehicle frame to cancel a crossbeam structure when guaranteeing the rigid strength of sub vehicle frame body, thereby can alleviate sub vehicle frame assembly's weight and cost to a great extent, be convenient for whole car realization lightweight design, moreover, simple structure, the equipment is convenient, is fit for mass production.

Description

Auxiliary frame assembly and vehicle

Technical Field

The utility model relates to the technical field of vehicle parts, in particular to a subframe assembly and a vehicle.

Background

In a new energy vehicle, for a rear drive vehicle type, i.e., a vehicle type in which a drive motor is disposed behind, a rear sub-frame is an important component of a vehicle chassis system, which is required to not only carry the weight of a vehicle body but also transmit power and suspend rear wheels. In order to meet the requirements of energy conservation, environmental protection and running performance of the new energy automobile, it is important to improve the light weight degree of the rear auxiliary frame.

At present, the traditional rear auxiliary frame mainly comprises two cross beams and two longitudinal beams, and the total weight is heavy. In order to reduce the weight of the rear subframe, the existing vehicle type usually adopts an aluminum alloy with lighter weight to cast the rear subframe, but the production cost is greatly increased.

Disclosure of utility model

The utility model solves the problems that: how to reduce the weight of the auxiliary frame and reduce the production cost.

In order to solve the above problems, the present utility model provides a subframe assembly, which comprises a subframe body, wherein the subframe body comprises a frame cross beam and a frame cross beam, the frame cross beam extends along the front-rear direction of a vehicle, the frame cross beam extends along the left-right direction of the vehicle and is used for being connected to a body cross beam of the vehicle, one end of the frame cross beam along the front-rear direction of the vehicle is connected to the frame cross beam, and the other end of the frame cross beam is used for being connected to the body cross beam of the vehicle.

Optionally, the frame cross member and/or the frame rail are tubular.

Optionally, the subframe assembly further includes a first track rod mounting bracket connected to an end of the frame rail remote from the frame rail.

Optionally, the first tie rod installing support includes the first plate body, second plate body, third plate body and the fourth plate body that enclose into first cavity, first plate body the second plate body with the third plate body is located the top of fourth plate body, and connect respectively in the frame longeron, just first plate body the second plate body with the third plate body is followed the circumference of fourth plate body sets gradually, first plate body with the third plate body sets up relatively.

Optionally, the subframe assembly further includes a second track rod mounting bracket connected with the frame rail at one end thereof connected to the frame cross member.

Optionally, the second tie rod installing support is including connecting gradually and enclosing first curb plate, second curb plate and the third curb plate of second cavity, first curb plate with the third curb plate sets up relatively, and is located the below of second curb plate, just first curb plate with the third curb plate connect respectively in the frame longeron, first curb plate with the second curb plate is right angle or obtuse angle setting, the second curb plate with the third curb plate is right angle or obtuse angle setting.

Optionally, the subframe assembly further comprises a motor suspension bracket connected to the junction of the frame cross member and the frame rail.

Optionally, the auxiliary frame assembly further comprises a joint reinforcing plate, wherein the joint reinforcing plate is arranged at the joint of the frame cross beam and the frame longitudinal beam and is positioned at one side or two sides of the frame longitudinal beam along the left-right direction of the vehicle.

Optionally, the subframe assembly further comprises a rear floor support beam, one end of the rear floor support beam being connected to the frame rail and the other end being for connection to a rear floor of the vehicle.

In order to solve the above problems, the present utility model also provides a vehicle including the subframe assembly as described above.

Compared with the prior art, the utility model has the following beneficial effects:

the utility model can realize the assembly of the auxiliary frame body by respectively connecting the left and right ends of the frame cross beam with the longitudinal beams of the left and right sides of the vehicle, and connecting one end of the frame cross beam along the front and rear direction of the vehicle with the other end of the frame cross beam connected with the transverse beam of the vehicle. Compared with the traditional auxiliary frame structure, the auxiliary frame body utilizes the vehicle body cross beam positioned at the bottom of the vehicle body to replace one cross beam structure in the traditional auxiliary frame so as to cancel one cross beam structure while ensuring the rigidity of the auxiliary frame body, thereby greatly reducing the weight and cost of the auxiliary frame assembly on the basis of manufacturing the auxiliary frame by utilizing the traditional steel materials, facilitating the realization of light weight design of the whole vehicle, and being simple in structure, convenient to assemble and suitable for mass production.

Drawings

FIG. 1 is a schematic view of a subframe assembly according to an embodiment of the present utility model;

FIG. 2 is an enlarged view of a portion of FIG. 1 at A;

FIG. 3 is a schematic view of a partial construction of a subframe assembly at a front track rod mounting bracket in accordance with an embodiment of the present utility model;

FIG. 4 is a schematic view of an assembly of a subframe assembly according to an embodiment of the present utility model when assembled to a rear portion of a vehicle body.

Reference numerals illustrate:

1. An auxiliary frame body; 11. a frame cross member; 12. a frame rail; 2. a first tie rod mounting bracket; 21. a first plate body; 22. a second plate body; 23. a third plate body; 24. a fourth plate body; 25. a first cavity; 3. a second tie rod mounting bracket; 31. a first side plate; 32. a second side plate; 33. a third side plate; 34. a second cavity; 4. a motor suspension bracket; 5. a joint reinforcing plate; 6. a rear floor support beam; 100. a subframe assembly; 200. a vehicle body cross member; 300. a rear floor; 400. a body rail; 500. and driving the motor.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

The Z axis in the drawing represents the vertical direction, i.e., the up-down position, and the forward direction of the Z axis represents the up direction and the reverse direction of the Z axis represents the down direction; the X-axis in the drawing represents the horizontal direction and is designated as the front-rear position, and the forward direction of the X-axis represents the front side and the reverse direction of the X-axis represents the rear side; the Y-axis in the drawing is shown in a left-right position, and the forward direction of the Y-axis represents the left side and the reverse direction of the Y-axis represents the right side. It should also be noted that the foregoing Z-axis, Y-axis, and X-axis are meant to be illustrative only and not indicative or implying that the apparatus or component in question must be oriented, configured or operated in a particular orientation, and therefore should not be construed as limiting the utility model.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present utility model and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein.

Referring to fig. 1 and 4, an embodiment of the present utility model provides a subframe assembly 100, which includes a subframe body 1, the subframe body 1 includes a frame rail 11 and a frame rail 12, the frame rail 12 is disposed to extend in a front-rear direction of a vehicle, the frame rail 11 is disposed to extend in a left-right direction of the vehicle and is used for being connected to a body rail 400 of the vehicle, and one ends of the frame rail 12 in the front-rear direction of the vehicle are respectively connected to the frame rail 11, and the other ends are used for being connected to a body rail 200 of the vehicle.

The front-rear direction of the vehicle may be referred to as the X-axis direction in fig. 1 and 4, the left-right direction of the vehicle may be referred to as the Y-axis direction in fig. 1 and 4, and the vertical direction of the vehicle may be referred to as the Z-axis direction in fig. 1 and 4.

It should be noted that, in the case of a front-driven electric vehicle, the driving motor 500 is generally mounted at the front of the vehicle, and the subframe assembly 100 for supporting the driving motor 500 may also be referred to as a front subframe assembly; for a rear-drive electric vehicle, the drive motor 500 is typically mounted at the rear of the vehicle, at which time the subframe assembly 100 for supporting the drive motor 500 may also be referred to as a rear subframe assembly, for example, an example is given in fig. 4 in which the drive motor 500 is mounted at the rear of the vehicle, and the subframe assembly 100 is used as a rear subframe assembly.

Specifically, the left and right sides of the rear portion of the vehicle are each generally provided with one body rail 400 extending in the front-rear direction of the vehicle, while the left end of the frame rail 11 is generally connected to the lower end of the left body rail 400, the left end of the body rail 200 is generally connected to the right end of the left body rail 400, and accordingly, the right end of the frame rail 11 is generally connected to the lower end of the right body rail 400, and the right end of the body rail 200 is generally connected to the left end of the right body rail 400. The frame rails 12 are also typically provided in two, and the two frame rails 12 are disposed at intervals in the left-right direction of the vehicle. When the front end of the frame rail 12 is connected to the vehicle body cross member 200 and the rear end is connected to the frame cross member 11, as shown in fig. 1, the frame cross member 11 is the rear cross member of the subframe body 1, and at this time, the front cross member is eliminated from the subframe body 1; when the front end of the frame rail 12 is connected to the frame cross member 11 and the rear end is connected to the vehicle body cross member 200, the frame cross member 11 is the front cross member of the sub-frame body 1, and at this time, the sub-frame body 1 is equivalent to the rear cross member. In the actual application process, the selection may be performed as needed, and is not particularly limited herein. In addition, the connection between frame rail 12 and frame rail 11 is typically formed by welding, and the connection between frame rail 12 and body rail 200, and between frame rail 11 and body rail 400 is typically formed by releasable fasteners.

In the present embodiment, the sub-frame body 1 can be assembled by connecting, for example, both right and left ends of the frame rail 11 to the side members 400 on the right and left sides of the vehicle, respectively, and connecting one end of the frame rail 12 in the front-rear direction of the vehicle to the frame rail 11 and the other end to the body rail 200 of the vehicle. Compared with the existing traditional auxiliary frame structure, the auxiliary frame body 1 in the embodiment replaces a beam structure in the traditional auxiliary frame by using the vehicle body beam 200 positioned at the bottom of the vehicle body, so that the beam structure is canceled while the rigidity of the auxiliary frame body 1 is ensured, the weight and the cost of the auxiliary frame assembly 100 can be greatly reduced, the light weight design of the whole vehicle is convenient to realize, and the auxiliary frame is simple in structure, convenient to assemble and suitable for mass production. In addition, compared with the prior art in which the subframe is cast from a lighter weight aluminum alloy, the subframe assembly 100 of the present embodiment can also achieve a weight reduction effect by using the existing steel materials.

Further, two frame rails 12 are provided, the two frame rails being disposed at an interval in the left-right direction of the vehicle, and both ends of the two frame rails 12 in the front-rear direction of the vehicle being connected to one of the vehicle body cross member 200 and the frame cross member 11, respectively. In this way, the sub-frame body 1 and the vehicle body cross beam 200 form a closed loop structure, and the overall rigidity and stability of the sub-frame assembly 100 are improved.

Alternatively, as shown in connection with FIG. 1, frame rails 11 and/or frame rails 12 are tubular rail structures. In practice, it is generally preferred that both frame rail 11 and frame rail 12 be tubular, with frame rail 11 and frame rail 12 generally being recessed in the middle to accommodate drive motor 500, thereby forming a bent tubular structure. In this way, the pipe beam structure is adopted as the frame cross beam 11 and/or the frame longitudinal beam 12 of the auxiliary frame body 1, so that the structure of the auxiliary frame body 1 can be simplified, the processing and the manufacturing are convenient, the rigidity and the torsion resistance of the whole auxiliary frame body 1 and even the auxiliary frame assembly 100 can be improved by utilizing the higher rigidity and the torsion resistance of the pipe beam structure, and the stability of the auxiliary frame assembly 100 is higher.

Optionally, as shown in connection with fig. 1, the subframe assembly 100 further includes a first track rod mounting bracket 2, the first track rod mounting bracket 2 being connected to an end of the frame rail 12 remote from the frame cross member 11.

In this embodiment, the first track rod mounting brackets 2 are disposed corresponding to the frame rails 12, that is, when two frame rails 12 are provided, one first track rod mounting bracket 2 is connected to each frame rail 12. When the front end of the frame rail 12 is connected with the vehicle body cross member 200 and the rear end is connected with the vehicle frame cross member 11, the first tie rod mounting bracket 2 is typically connected to the front end of the frame rail 12 by welding, and at this time, the first tie rod mounting bracket 2 is a front tie rod mounting bracket for mounting a front tie rod of a suspension system; when the front end of the frame rail 12 is connected to the frame rail 11 and the rear end is connected to the body rail 200, the first track rod mounting bracket 2 is typically welded to the rear end of the frame rail 12, and at this time, the first track rod mounting bracket 2 is a rear track rod mounting bracket for mounting a rear track rod of a suspension system. Thus, by connecting the first tie rod mounting bracket 2 to the end of the frame rail 12 remote from the frame cross member 11, the subframe body 1 is integrated with the first tie rod mounting bracket 2, which not only improves the integration level of the subframe assembly 100, but also facilitates the arrangement of the subframe assembly 100 in a limited space.

Optionally, as shown in connection with fig. 1, the subframe assembly 100 further includes a second track rod mounting bracket 3, the second track rod mounting bracket 3 being connected to an end of the frame rail 12 that is connected to the frame cross member 11.

In this embodiment, the second tie rod mounting brackets 3 are also disposed corresponding to the frame rails 12, that is, when two frame rails 12 are provided, one first tie rod mounting bracket 2 and one second tie rod mounting bracket 3 are connected to each frame rail 12. The subframe assembly 100 is integrated with not only the first tie rod mounting bracket 2 but also the second tie rod mounting bracket 3. When the front end of the frame rail 12 is connected with the vehicle body cross beam 200 and the rear end is connected with the vehicle body cross beam 11, the first tie rod mounting bracket 2 and the second tie rod mounting bracket 3 are usually connected to the front end and the rear end of the frame rail 12 in a welding manner respectively, and at this time, the first tie rod mounting bracket 2 is a front tie rod mounting bracket and the second tie rod mounting bracket 3 is a rear tie rod mounting bracket; when the front end of the frame rail 12 is connected to the frame cross member 11 and the rear end is connected to the body cross member 200, the first tie rod mounting bracket 2 and the second tie rod mounting bracket 3 are typically connected to the rear end and the front end of the frame rail 12 by welding, respectively, and at this time, the first tie rod mounting bracket 2 is a rear tie rod mounting bracket and the second tie rod mounting bracket 3 is a front tie rod mounting bracket. Like this, on the basis that sub vehicle frame body 1 integrated with first tie rod installing support 2, further also integrate second tie rod installing support 3 on sub vehicle frame body 1 to further improve sub vehicle frame assembly 100's integrated level, moreover, also further make things convenient for sub vehicle frame assembly 100 to lay in limited space.

Alternatively, as shown in fig. 1 and 3, the first tie rod mounting bracket 2 includes a first plate 21, a second plate 22, a third plate 23, and a fourth plate 24 that enclose a first cavity 25, where the first plate 21, the second plate 22, and the third plate 23 are located above the fourth plate 24 and connected to the frame rail 12, respectively, and the first plate 21, the second plate 22, and the third plate 23 are sequentially disposed along a circumferential direction of the fourth plate 24, and the first plate 21 and the third plate 23 are disposed opposite to each other.

In this embodiment, the first tie rod mounting bracket 2 is formed into a box-shaped structure surrounded by four plate bodies, and the first cavity 25 is an inner space of the box-shaped structure, wherein the first plate body 21, the second plate body 22 and the third plate body 23 are respectively connected to the frame longitudinal beam 12 in a welding manner, so that three plate bodies in the first tie rod mounting bracket 2, which are sequentially arranged along the circumferential direction of the fourth plate body 24, are respectively connected to the frame longitudinal beam 12, thereby improving the rigidity of the first tie rod mounting bracket 2.

Alternatively, as shown in fig. 1 and 2, the second track rod mounting bracket 3 includes a first side plate 31, a second side plate 32, and a third side plate 33 that are sequentially connected and enclose a second cavity 34, where the first side plate 31 and the third side plate 33 are disposed opposite to each other and below the second side plate 32, and the first side plate 31 and the third side plate 33 are respectively connected to the frame rail 12, the first side plate 31 is disposed at a right angle or an obtuse angle with respect to the second side plate 32, and the second side plate 32 is disposed at a right angle or an obtuse angle with respect to the third side plate 33.

In this embodiment, the second tie rod mounting bracket 3 is formed into an inverted U-shaped structure or an inverted U-shaped like structure by three side plates, for example, when the first side plate 31 is disposed at right angles to the second side plate 32, the second side plate 32 is disposed at right angles to the third side plate 33, the second tie rod mounting bracket 3 is in an inverted U-shaped structure, and when the first side plate 31 is disposed at obtuse angles to the second side plate 32, the second side plate 32 is disposed at obtuse angles to the third side plate 33, the second tie rod mounting bracket 3 is in an inverted U-shaped like structure. The second cavity 34 is a space surrounded by the inverted U-shaped structure or the inverted U-shaped structure, and the first side plate 31 and the third side plate 33 are respectively connected to the frame rail 12 by welding. In this way, the second tie rod mounting bracket 3 is designed to be of an inverted U-shaped structure or an inverted U-shaped like structure, so that the whole second tie rod mounting bracket 3 is of a box-shaped structure which is surrounded by three surfaces, and the rigidity of the second tie rod mounting bracket 3 is improved.

Optionally, as shown in connection with fig. 1, the subframe assembly 100 further comprises a motor suspension bracket 4, the motor suspension bracket 4 being connected to the connection of the frame cross member 11 and the frame rail 12.

In this embodiment, the motor suspension brackets 4 are generally disposed corresponding to the frame rails 12, that is, when two frame rails 12 are provided, one motor suspension bracket 4 is connected to each frame rail 12. The motor suspension brackets 4 are typically fixed to the connection of the frame cross member 11 and the frame rail 12 by welding. When the front end of the frame longitudinal beam 12 is connected with the vehicle body cross beam 200 and the rear end is connected with the frame cross beam 11, the motor suspension bracket 4 is a motor rear suspension bracket; when the front end of the frame rail 12 is connected to the frame cross member 11 and the rear end is connected to the body cross member 200, the motor suspension bracket 4 is a motor front suspension bracket. Like this for motor suspension support 4 integration has further improved the integrated level of sub vehicle frame body 1 on sub vehicle frame body 1, moreover, makes motor suspension support 4 can all form with frame cross member 11 and the frame longeron 12 of sub vehicle frame body 1 to be connected, on the one hand can improve the steadiness of motor suspension support connection on sub vehicle frame body 1, on the other hand, also can improve the local rigidity of sub vehicle frame body 1.

Further, as shown in connection with fig. 1, the second tie rod mounting bracket 3 is connected to the side of the motor suspension bracket 4 facing the outside of the vehicle.

In this embodiment, the side of the second tie rod mounting bracket 3 facing the vehicle interior is typically connected to the side of the motor suspension bracket 4 facing the vehicle exterior by welding. Like this for second tie rod installing support 3 forms trilateral welding with frame rail 12 and motor suspension support 4, not only can promote the rigidity of motor suspension mounting point department, can also further promote the rigidity of second tie rod installing support 3.

Optionally, as shown in connection with fig. 1, the subframe assembly 100 further includes a joint reinforcing plate 5, where the joint reinforcing plate 5 is provided at the junction of the frame cross member 11 and the frame rail 12, and is located on one or both sides of the frame rail 12 in the left-right direction of the vehicle. In this way, the joint reinforcing plate 5 is arranged at the joint of the frame cross beam 11 and the frame longitudinal beam 12 as a reinforcing rib structure and is positioned at the left side and/or the right side of the frame longitudinal beam 12, so that the joint reinforcing plate 5 can be utilized to reinforce the joint of the frame cross beam 11 and the frame longitudinal beam 12 in the left-right direction, and the rigidity of the position of the motor suspension bracket 4 in the left-right direction is further improved.

Optionally, as shown in connection with fig. 1 and 4, the subframe assembly 100 further includes a rear floor support beam 6, one end of the rear floor support beam 6 being connected to the frame rail 11 and the other end being adapted to be connected to the rear floor 300 of the vehicle.

In the present embodiment, by integrating the rear floor support beam 6 on the sub-frame body 1 and fixing the lower end of the rear floor support beam 6 to the frame cross member 11 by, for example, welding, the upper end of the rear floor support beam 6 is connected to the rear floor 300 of the vehicle, i.e., the luggage compartment floor, to provide a supporting force to the luggage compartment floor by the rear floor support beam 6, the strength and stability of the rear portion of the vehicle are improved; moreover, the integration level of the subframe assembly 100 can be further improved, and meanwhile, the subframe assembly 100 is further convenient to be arranged in a limited space.

Another embodiment of the present utility model provides a vehicle comprising a subframe assembly as described above.

The beneficial effects of the vehicle in this embodiment with respect to the prior art are the same as those of the subframe assembly described above, and are not described here again.

Although the utility model is disclosed above, the scope of the utility model is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the utility model, and these changes and modifications will fall within the scope of the utility model.

Claims (10)

1. The utility model provides a sub vehicle frame assembly, its characterized in that includes sub vehicle frame body (1), sub vehicle frame body (1) include frame crossbeam (11) and frame longeron (12), frame longeron (12) are along the fore-and-aft direction extension setting of vehicle, frame crossbeam (11) are followed the left and right sides direction extension setting of vehicle is used for being connected in body longeron (400) of vehicle, just frame longeron (12) are followed the one end of fore-and-aft direction of vehicle connect in frame crossbeam (11), the other end is used for being connected in body crossbeam (200) of vehicle.

2. The subframe assembly according to claim 1, wherein the frame cross member (11) and/or the frame rail member (12) is a tubular beam structure.

3. The subframe assembly according to claim 1, further comprising a first track rod mounting bracket (2), the first track rod mounting bracket (2) being connected to an end of the frame rail (12) remote from the frame cross member (11).

4. A subframe assembly according to claim 3, wherein the first tie rod mounting bracket (2) comprises a first plate body (21), a second plate body (22), a third plate body (23) and a fourth plate body (24) which enclose a first cavity (25), the first plate body (21), the second plate body (22) and the third plate body (23) are located above the fourth plate body (24) and are respectively connected to the frame rail (12), and the first plate body (21), the second plate body (22) and the third plate body (23) are sequentially arranged along the circumferential direction of the fourth plate body (24), and the first plate body (21) and the third plate body (23) are oppositely arranged.

5. The subframe assembly according to claim 1, further comprising a second track rod mounting bracket (3), said second track rod mounting bracket (3) being connected to an end of said frame rail (12) connected to said frame cross member (11).

6. The subframe assembly according to claim 5, wherein the second track rod mounting bracket (3) comprises a first side plate (31), a second side plate (32) and a third side plate (33) which are sequentially connected and enclose a second cavity (34), the first side plate (31) and the third side plate (33) are oppositely arranged and are positioned below the second side plate (32), the first side plate (31) and the third side plate (33) are respectively connected to the frame longitudinal beam (12), the first side plate (31) and the second side plate (32) are arranged at a right angle or an obtuse angle, and the second side plate (32) and the third side plate (33) are arranged at a right angle or an obtuse angle.

7. The subframe assembly according to claim 1, further comprising a motor suspension bracket (4), the motor suspension bracket (4) being connected to the connection of the frame cross member (11) and the frame rail (12).

8. The subframe assembly according to claim 1, further comprising a joint reinforcing plate (5), wherein the joint reinforcing plate (5) is provided at a junction of the frame cross member (11) and the frame side member (12) and is located on one side or both sides of the frame side member (12) in a left-right direction of the vehicle.

9. The subframe assembly according to claim 1, further comprising a rear floor support beam (6), one end of the rear floor support beam (6) being connected to the frame rail (11) and the other end being adapted to be connected to a rear floor (300) of the vehicle.

10. A vehicle comprising a subframe assembly as claimed in any one of claims 1 to 9.