CN221049776U - Shock absorber mounting structure and vehicle - Google Patents

Abstract

The utility model provides a shock absorber mounting structure and a vehicle, wherein the shock absorber mounting structure comprises a sub-frame longitudinal beam in a sub-frame and a shock absorber tower arranged on the sub-frame longitudinal beam; the shock absorber is arranged along the up-down direction of the whole vehicle, the bottom of the shock absorber is connected to the auxiliary frame longitudinal beam, the top of the shock absorber is provided with a shock absorber installation part, and the shock absorber installation part is used for installing a shock absorber. The shock absorption tower is integrated on the auxiliary frame, so that the structure of the vehicle body is simplified, the weight of the vehicle body is reduced, and the lightweight design and the modeling design of the vehicle body can be facilitated.

Description

Shock absorber mounting structure and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a shock absorber mounting structure. The utility model also relates to a vehicle with the shock absorber mounting structure.

Background

In the prior art, front and rear shock towers in a bearing type vehicle body are generally respectively arranged on a front cabin longitudinal beam and a rear wheel cover, the top of the front shock tower is generally connected with the front cabin boundary beam, the rear wheel cover is generally supported by a rear floor longitudinal beam, and a reinforcing structure is often added between the rear shock tower and the rear floor longitudinal beam. The existing shock absorber arrangement mode is characterized in that the front cabin longitudinal beam, the rear floor longitudinal beam and other beam bodies and other corresponding accessories are required to be arranged, so that the weight of the automobile body is greatly increased, the lightweight design of the automobile body is not facilitated, and meanwhile, the front cabin longitudinal beam, the rear floor longitudinal beam and the like are limited in the front-rear position modeling of the automobile body, so that the modeling design of the automobile body is not facilitated.

Disclosure of utility model

In view of this, the present utility model aims to propose a damper mounting structure that can facilitate a lightweight design and a styling design of a vehicle body.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

a shock absorber mounting structure comprising a subframe rail in a subframe, and a shock absorber tower provided on the subframe rail;

The shock absorber is arranged along the up-down direction of the whole vehicle, the bottom of the shock absorber is connected to the auxiliary frame longitudinal beam, the top of the shock absorber is provided with a shock absorber installation part, and the shock absorber installation part is used for installing a shock absorber.

Further, the sub frame side member has a first side member and a second side member extending in the front-rear direction of the vehicle, and the shock absorber tower is provided on the second side member.

Further, the middle part of the second longitudinal beam is arched upwards along the up-down direction of the whole vehicle, and the damping tower is arranged at the top of the arched position of the second longitudinal beam.

Further, the first longitudinal beam and the second longitudinal beam are correspondingly arranged up and down along the up and down direction of the whole vehicle, or are arranged along the left and right direction of the whole vehicle, and the second longitudinal beam is positioned on one side of the first longitudinal beam facing the outside of the vehicle.

Further, both ends of the first longitudinal beam and the second longitudinal beam are connected to the auxiliary frame cross member, or the second longitudinal beam is connected between the front end and the rear end of the first longitudinal beam.

Further, the first longitudinal beam and the second longitudinal beam are provided with crumple sections;

The crumple section is arranged close to the same end of the first longitudinal beam and the second longitudinal beam, can be bent and deformed when the auxiliary frame longitudinal beam receives collision force not lower than a preset threshold value, and guides the first longitudinal beam and the second longitudinal beam to crumple;

Wherein the collision force is a collision force in the front-rear direction of the whole vehicle.

Further, the crush zone in each side of the first and second stringers comprises a crush zone front and a crush zone rear connected in a front-to-rear direction of the whole vehicle;

The yield strength of the front portion of the crush section is greater than the yield strength of the rear portion of the crush section.

Further, a supporting beam is connected between the first longitudinal beam and the second longitudinal beam, and the connection point of the supporting beam and the second longitudinal beam is positioned below the shock absorption tower; and/or the number of the groups of groups,

The first longitudinal beam and the second longitudinal beam are close to one end of the auxiliary frame energy absorption box and form a herringbone structure together with the auxiliary frame energy absorption box.

Further, the top of the shock absorber tower is provided with an upward protruding boss or a protrusion, the shock absorber installation part is arranged on the boss, and the protrusion is used for accommodating the top of the shock absorber; and/or the number of the groups of groups,

The front side and the rear side of the 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 auxiliary frame 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 shock absorber.

Compared with the prior art, the utility model has the following advantages:

According to the shock absorber installation structure, the shock absorber tower is integrally arranged on the auxiliary frame, so that the structures such as the front cabin side beam and the front cabin side beam in the front cabin or the rear floor side beam at the rear floor position can be simplified or even omitted, the structure of the vehicle body can be simplified, the weight of the vehicle body is reduced, and the light weight design and the modeling design of the vehicle body are facilitated.

Another object of the present utility model is to propose a vehicle having a front subframe, a rear subframe and a connecting beam connected between the front subframe and the rear subframe;

At least one of the front sub-frame and the rear sub-frame is provided with the shock absorber mounting structure as described above.

The front auxiliary frame and the rear auxiliary frame which are positioned at the front part and the rear part of the vehicle can have the structural characteristics of the bearing type vehicle body, can utilize the advantage of smaller weight of the bearing type vehicle body, is beneficial to realizing the light weight of the vehicle body and can improve the cruising ability of the whole vehicle.

Meanwhile, through the integrated setting of shock absorber tower on the sub vehicle frame, also help simplifying the automobile body structure, reduce automobile body weight, can do benefit to the lightweight design and the design of molding of automobile body, and have fine practicality.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

Fig. 1 is a schematic structural view of a front subframe according to an embodiment of the present utility model;

FIG. 2 is a schematic view of a herringbone structure in a front subframe according to an embodiment of the present utility model;

FIG. 3 is a schematic view of a crush section according to an embodiment of the present disclosure;

FIG. 4 is a schematic view of a front shock tower according to an embodiment of the present utility model;

FIG. 5 is a schematic view of a rear subframe according to an embodiment of the present utility model;

FIG. 6 is a top view of the structure shown in FIG. 5;

FIG. 7 is a schematic view illustrating a structure of a rear shock tower according to an embodiment of the present utility model;

FIG. 8 is a schematic view of a chassis structure according to an embodiment of the present utility model;

FIG. 9 is a schematic view illustrating the cooperation between a chassis structure and a vehicle body according to an embodiment of the present utility model;

Reference numerals illustrate:

1. a front subframe; 2. a rear subframe; 3. a connecting beam; 4. a battery pack; 5. a vehicle body;

101. Front subframe rail; 102. a front subframe front cross member; 103. a front subframe center cross member; 104. a rear cross member; 105. front subframe anti-collision beams; 106. front auxiliary frame energy-absorbing box; 107. a front shock absorber; 108. a support beam; 201. a rear subframe rail; 202. a rear subframe front cross member; 203. a rear subframe rear cross member; 204. a front cross member; 205. a rear subframe impact beam; 206. a rear subframe energy absorption box; 207. a rear shock absorber; 2a, a front mounting point of the rear auxiliary frame; 2b, rear mounting points of the rear auxiliary frame; 3a, a connecting section;

101a, a crush section; 101b, front of crush section; 101c, the rear of the crush section; 1011. an upper longitudinal beam; 1012. a side sill; 104a, a beam body; 104b, overhanging sections; 107a, a boss; 107b, reinforcing flanging; 2011. an inner longitudinal beam; 2012. an outer side member; 207a, protrusions;

Q, installation space.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, 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 utility model 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 utility model. 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 utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a damper mounting structure, which can facilitate lightweight design and design of a vehicle body by changing an arrangement manner of a damper tower.

In a conventional load-bearing vehicle body, front and rear shock-absorbing towers for shock absorber installation are generally provided on a front cabin side rail and a rear wheel cover, respectively, the top of the front shock-absorbing tower 1 is also generally connected to the front cabin side rail, the rear wheel cover is generally supported by a rear floor side rail, and a reinforcing structure is often added between the rear shock-absorbing tower and the rear floor side rail. The existing shock absorber arrangement mode is characterized in that the front cabin longitudinal beam, the rear floor longitudinal beam and other beam bodies and other corresponding accessories are required to be arranged, so that the weight of the automobile body is greatly increased, the lightweight design of the automobile body is not facilitated, meanwhile, the front cabin longitudinal beam, the rear floor longitudinal beam and other structures are also limited in the front-rear position modeling of the automobile body, and the modeling design of the automobile body is not facilitated.

Based on this, in the present embodiment, in order to meet the installation requirement of the shock absorber, and in order to overcome the shortcomings of the existing shock absorber arrangement, the shock absorber installation structure is creatively proposed, and in the overall structure, the shock absorber installation structure of the present embodiment includes a sub-frame rail in the sub-frame, and a shock absorber tower disposed on the sub-frame rail.

Wherein, the shock absorber is arranged along whole car upper and lower direction, and the bottom of shock absorber is connected on sub vehicle frame longeron, is provided with bumper shock absorber installation department at the top of shock absorber, and this bumper shock absorber installation department is used for installing the bumper shock absorber promptly.

At this time, through setting up as above, through with shock absorber integrated setting on the sub vehicle frame, compare in the traditional shock absorber arrangement mode of current, can simplify even save the front cabin longeron in the front cabin and front cabin boundary beam, or the rear floor longeron of rear floor position and so on structure, from this embodiment just can do benefit to simplifying the automobile body structure, reduces automobile body weight, and helps the lightweight design and the design of modelling of automobile body.

Based on the above general description, specifically, as a preferred embodiment, the sub-frame rail in the present embodiment also has a first rail and a second rail extending in the front-rear direction of the vehicle, and the shock absorber tower is specifically provided on the second rail. Therefore, the auxiliary frame longitudinal beam is formed by two longitudinal beams, the damping tower is arranged on one of the longitudinal beams, and on the basis of the arrangement of the damping tower, the transmission capacity of the auxiliary frame longitudinal beam to collision force is increased by utilizing the double force transmission channels formed by the two longitudinal beams, so that the transmission dispersion performance of the auxiliary frame for the collision force transmission is improved, and the collision safety of the whole vehicle can be improved.

Of course, it is also possible to arrange only one sub-frame rail on each side of the sub-frame in the front-rear direction of the vehicle, as in the conventional sub-frame in the prior art, in addition to having the sub-frame rail include the first rail and the second rail extending in the front-rear direction of the vehicle. Meanwhile, when only one sub-frame rail is provided, the arrangement form of the shock absorber on the sub-frame rail, and the specific structure of the shock absorber can be still referred to in the related description of the present embodiment.

In this embodiment, since the front subframe 1 located at the front of the vehicle and the rear subframe 2 located at the rear of the vehicle are generally included in the vehicle, and the specific structural designs thereof are generally different, the damper mounting structure of this embodiment will be described below taking the front subframe 1 and the rear subframe 2, respectively, as an example.

Taking the subframe as the front subframe 1, as shown in fig. 1 to 4, the subframe is a front subframe 101 in the front subframe 1, and correspondingly, the first longitudinal beam is a lower longitudinal beam 1012, the second longitudinal beam is an upper longitudinal beam 1011, the upper longitudinal beam 1011 and the lower longitudinal beam 1012 are disposed vertically along the vehicle, and the shock-absorbing tower is specifically a front shock-absorbing tower 107 disposed on the upper longitudinal beam 1011.

In the present embodiment, the front ends of the side upper side members 1011 and the side lower side members 1012 are connected to the front sub frame front cross member 102, and the rear ends of the side upper side members 1011 and the side lower side members 1012 are connected to the rear cross member 104 located at the rear of the front sub frame 1.

Further, similar to the front subframe 1 provided in the vehicle in the related art, the present embodiment is provided with a front subframe center cross member 103 between the front subframe side members 101 on both sides in addition to the front subframe front cross member 102. 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 this 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 body 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 between the connecting beams 3 on the left and right sides described below, for example, to meet the installation requirements thereof.

It should be noted that, in the implementation, when the rear cross member 104 is disposed independently of the front subframe 1, the connection between the rear cross member and the front subframe 1 is also typically connected to the rear ends of the front side members 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. Each side extension 104b extends to the outside of the vehicle in the left-right direction of the vehicle, and the rear end of each side sill 1012 is connected to the cross member main body 104a, and the rear end of each side sill 1011 is connected to the extension 104b on the same side.

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 front sections of the upper side member 1011 and the lower side member 1012 on each side have a crush section 101a, and the crush section 101a is capable of bending and deforming when the front sub frame member 101 receives a frontal impact force not lower than a preset threshold, so that the front sections of the upper side member 1011 and the lower side member 1012 can be guided to crush.

It can be understood that by providing the crush zone 101a on the upper and lower side members, respectively, the crush energy absorption of the crush zone 101a can be utilized to increase the absorption effect on the collision impact force, thereby achieving the effects of increasing the collision force transmission capability of the front subframe 1 and improving the collision energy absorption capability of the front subframe 1.

As a possible implementation, with continued reference to fig. 3, the crush zone 101a in the front section of the side upper side rail 1011 and the front section of the side lower side rail 1012 may each include, for example, a crush zone front portion 101b and a crush zone rear portion 101c connected in the front-rear direction of the whole vehicle, and also such that the yield strength of the crush zone front portion 101b is greater than the yield strength of the crush zone rear portion 101 c.

In this way, by making the crush zone 101a on each side include the front and rear portions that are connected, and making the yield strength of the crush zone front portion 101b greater than that of the crush zone rear portion 101c, crush deformation can occur at the crush zone rear portion 101c position in the upper and lower side members at the time of a vehicle frontal collision, and the crush zone front portion 101b in the upper and lower side members moves into the space between the upper and lower side members due to the crush of the crush zone rear portion 101c, and eventually the crush zone 101a in the upper and lower side members can be bent, so that the crush energy absorbing effect of the crush zone 101a on the upper and lower side members at the time of a collision can be ensured.

In order to make the yield strength of the front portion 101b of the crush zone greater than that of the rear portion 101c of the crush zone, in practical implementation, for example, the materials, thicknesses, etc. of the front portion 101b of the crush zone and the rear portion 101c of the crush zone may be designed so that there are differences in the materials, thicknesses, etc. of the two, or a structure reinforcing structure may be added to the front portion 101b of the crush zone, or a crush structure may be added to the rear portion 101c of the crush zone, so as to meet the design requirements of the yield strength of the front and rear portions of the crush zone.

While still referring to fig. 3, based on the fact that the yield strength of crush section front portion 101b is greater than the yield strength of crush section back portion 101c, as a practical implementation, this embodiment may, for example, make crush section front portion 101b and crush section back portion 101c both tubular and also plug the front end of crush section back portion 101c into the back end of crush section front portion 101 b. Therefore, the front part 101b of the crumple section and the rear part 101c of the crumple section are designed into a tube shape, and the rear part 101c of the crumple section is spliced in the front part 101b of the crumple section, so that the structure of the crumple section 101a is simpler, the molding preparation of the crumple section 101a is convenient to realize, and the crumple energy absorption effect of the crumple section 101a can be ensured.

Of course, in addition to the above design of the front and rear portions of the crush section into a tubular structure that is connected by plugging, other arrangement manners may be adopted in this embodiment to achieve connection between the front portion 101b of the crush section and the rear portion 101c of the crush section, and to enable the crush section 101a to bend and deform when the vehicle collides. For example, a first mounting portion may be disposed at the rear end of the front portion 101b of the crush section, and a second mounting portion may be disposed correspondingly at the front end of the rear portion 101c of the crush section, where the first and second mounting portions are butted together, and the first and second mounting portions may generally be plate bodies that can be butted together, and may be fixedly connected by welding or screwing.

In this embodiment, as a preferred embodiment, the middle parts of the upper stringers 1011 on both sides are arched upward in the up-down direction of the entire vehicle, and the front shock-absorbing towers 107 on both sides are provided at the top of the arched position of the upper stringers 1011 on the same side, and at the same time, front shock-absorber mounting structures are provided on the front shock-absorbing towers 107 on both sides, respectively, for mounting the front shock absorbers.

At this time, it can be understood that by making the middle portion of the upper longitudinal beam 1011 arch upward and disposing the front shock absorber 107 at the arch position, it is not only helpful to promote the crumple energy absorbing effect of the upper longitudinal beam 1011 when the vehicle collides, in particular, when the vehicle collides, but also to meet the height requirement of the front shock absorber 107 in the whole vehicle.

In the embodiment, as a preferred implementation manner, as shown in fig. 3, 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. 4, 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.

In addition to the above-mentioned boss 107a, as a preferred embodiment, as shown in fig. 1 and 4, reinforcing flanges 107b are 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, as shown in fig. 1 and 2, as a preferred embodiment, a supporting beam 108 may be disposed between each side lower beam 1012 and the upper beam 1011, and the bottom end of each side supporting beam 108 is connected to the lower beam 1012, and the connection point between each side supporting beam 108 and the upper beam 1011 is located specifically below the same side front shock absorber 107.

At this time, by providing the support beam 108 located below the front shock absorber 107 between the upper and lower side members on each side, the upper side member 1011 and the front shock absorber 107 can be supported to raise the dynamic stiffness of the front sub frame member 101 as a whole and 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.

Example two

The present embodiment also relates to a shock absorber mounting structure, and in contrast to the first embodiment, the sub-frame in the present embodiment is a rear sub-frame 2 located at the rear of the vehicle, that is, the present embodiment uses the rear sub-frame 2 as an example, and the shock absorber mounting structure is described.

At this time, as shown in fig. 5 to 7, the sub frame rail is a rear sub frame rail 201, the first rail is an inner rail 2011, the second rail is an outer rail 2012, and the shock absorber is specifically a rear shock absorber 207 provided on the outer rail 2012, respectively.

In the present embodiment, the outer side member 2012 is connected to one side of the inner side member 2011 facing the outside of the vehicle in the left-right direction of the vehicle, and the outer side member 2012 is also connected between the front and rear ends of the inner side member 2011 on the same side as a preferred embodiment. In this way, the outer longitudinal beam 2012 is connected between the front end and the rear end of the inner longitudinal beam 2011, so that the outer longitudinal beam 2012 can better participate in collision force transmission, and the collision force transmission effect of the rear auxiliary frame 2 can be further improved.

In the present embodiment, similarly to the rear subframe 2 provided in the vehicle in the prior art, there is also a rear subframe cross member in the rear subframe 2 connected between the inner side rails 2011 on both sides, and the rear subframe cross member generally includes a rear subframe front cross member 202 provided near the front end of the inner side rail 2011, and a rear subframe rear cross member 203 provided near the rear end of the inner side rail 2011.

In this embodiment, as a preferred embodiment, a front cross member 204 is also provided between the front ends of the side inner side members 2011, and the front cross member 204, the rear sub frame cross member, and the side inner side members 2011 and the side outer side members 2012 are connected to form a plurality of annular structures based on the provision of the front cross member 204.

It can be appreciated that, through the arrangement of the front cross member 204, the structural strength and rigidity of the front portion of the rear subframe 2 can be increased, and meanwhile, the front cross member 204, the rear subframe cross member, and the inner side beams 2011 and the outer side beams 2012 on each side are connected to form a plurality of annular structures, which can ensure the overall structural strength and rigidity of the rear subframe 2 by utilizing the characteristic of high annular structural strength, thereby being beneficial to the improvement of the torsional rigidity of the rear portion of the whole vehicle.

In this embodiment, as further shown in fig. 6, the front ends of the side inner side members 2011 are each provided with a rear sub-frame front mounting point 2a for connection with the vehicle body, and the front cross member is provided between the side rear sub-frame front mounting points 2a while the front ends of the outer side members 2012 of the respective sides also meet at the same side rear sub-frame front mounting point 2 a.

In this case, the rear subframe front mounting point 2a on each side may be a connection hole provided at the front end of the inner side member 2011, and a boss may be fitted into the connection hole to connect the rear subframe 2 and the vehicle body. Further, it can be appreciated that by having the front cross member 204 disposed between the two side rear sub-frame front mounting points 2a and also having the front ends of the respective side outer side rails 2012 meet at the same side rear sub-frame front mounting point 2a position, it is possible to contribute to an increase in rigidity of the rear sub-frame 2 front mounting position, and thus to an increase in dynamic rigidity of the assembled rear sub-frame 2.

In particular, in this embodiment, for example, the cross section of the front beam 204 in the front-rear direction of the whole vehicle may be configured as a closed cavity structure, so that by making the cross section of the front beam 204 a closed cavity, the structural strength of the front beam 204 itself can be ensured.

In this embodiment, as another difference from the existing rear subframe structure, a rear subframe collision preventing beam 205 is provided at the rear end of the rear subframe 2, and rear subframe energy absorbing boxes 206 are also connected to the rear ends of the inner side stringers 2011 on both sides, and the rear subframe collision preventing beam 205 is connected to the rear subframe energy absorbing boxes 206 on both sides, so as to implement the arrangement at the rear end of the rear subframe 2.

At this time, the rear subframe collision beam 205 and each rear subframe crash box 206 may be of a conventional collision beam and crash box structure as used in conventional vehicle bodies. Moreover, by arranging the rear subframe collision avoidance beam 205 at the rear end of the rear subframe 2, it can be understood that, on one hand, the rear subframe collision avoidance beam 205 can promote the rear subframe 2 and collide with the force transmission performance, so that the collision force can be better transmitted forward along the inner longitudinal beam 2011 and the outer longitudinal beam 2012, the unit location stress is avoided, the collision force is difficult to disperse, and the deformation is overlarge, and on the other hand, the rear subframe collision avoidance beam 205 can also be used as a pedestrian anti-entanglement beam at the rear part of the vehicle, and the safety in the reversing process can be promoted.

By connecting the rear subframe collision-preventing beam 205 with the inner side member 2011 through the rear subframe energy-absorbing box 206, the embodiment can collapse and absorb energy through the rear subframe energy-absorbing box 206, which is helpful for further improving the safety during the vehicle collision.

Still referring to fig. 6, based on the arrangement of each side outer rail 2012 and rear subframe energy absorber 206, it is preferable that the present embodiment also have each side inner rail 2011 and rear section of outer rail 2012, and the same side rear subframe energy absorber 206, together form a chevron-shaped structure. In this way, the rear sections of the inner side member 2011 and the outer side member 2012 and the rear subframe energy-absorbing box 206 together form a herringbone structure, which is beneficial to the transmission of the collision force to the inner side member 2011 and the outer side member 2012, and the transmission capability of the collision force can be further increased.

In this embodiment, in addition to the rear sub-frame front mounting point 2a described above, rear sub-frame rear mounting points 2b for connection with the vehicle body are also provided at the rear ends of the side inner side members 2011, and at this time, the rear sub-frame rear mounting points 2b on each side may also employ connection holes, and bushings fitted therein. In addition, the present embodiment preferably also allows each side outer rail 2012 and rear subframe energy absorber box 206 to meet at the same side rear subframe rear mounting point 2 b.

In this way, by intersecting each side outer rail 2012 and the rear subframe crash boxes 206 at the rear subframe rear mounting point 2b position, it is also possible to contribute to an increase in rigidity of the rear mounting position of the rear subframe 2, to further enhance the dynamic rigidity of the assembled rear subframe 2.

In this embodiment, as also shown in fig. 5, as a preferred embodiment, the middle portions of the side outside stringers 2012 are each arched upward in the vehicle up-down direction, and the tops of the arched portions of the side outside stringers 2012 may be each provided as a straight section arranged in the vehicle front-rear direction.

At this time, the center portions of the side outer stringers 2012 are made to arch upward, which contributes to an increase in the crumple energy absorbing performance of the outer stringers 2012 at the time of collision. The top of the arched portion of the outer longitudinal beam 2012 is a flat section, at this time, the rear shock-absorbing towers 207 on each side may be disposed on the top of the flat section on the same side, and the bottom of the flat section on each side may be connected to a rear shock-absorbing spring mounting base for mounting the rear shock-absorbing spring.

The rear shock-absorbing spring mounting seat adopts a related structure in the existing vehicle and is welded at the bottom of the connecting longitudinal beam 202. While an exemplary structure of the rear shock absorber 207 of the present embodiment may be as shown in fig. 7, it may be constructed using a bent plate body made of steel or cast aluminum, and a mounting structure for mounting the rear shock absorber is provided at the top.

Also, the rear damper mounting structure may be generally a rear damper mounting hole provided at the top of the rear damper tower 207, and at the same time, in order to accommodate the top of the rear damper, the present embodiment may also form a convex protrusion 207a at the top of the rear damper tower 207. The rear shock absorber mounting holes may be distributed on opposite sides of the protrusion 207a.

Referring still to fig. 6, in this embodiment, the rear subframe boxes 206 and the same side outer side members 2012 may be disposed in a straight line in the vertical direction of the entire vehicle. In this way, by arranging the rear subframe energy-absorbing box 206 and the outer longitudinal beam 2012 in a straight line, the penetrability of the force transfer channel formed by the rear subframe energy-absorbing box 206 and the outer longitudinal beam 2012 can be increased, so that the collision force transfer can be smoother, and the transmission and dispersion of the collision force along the outer longitudinal beam 2012 can be facilitated.

Example III

The present embodiment relates to a vehicle having a front subframe 1, a rear subframe 2, and a connecting beam 3 connected between the front subframe 1 and the rear subframe 2, wherein the shock absorber mounting structure described above is also provided in the front subframe 1 and the rear subframe 2, and generally, the shock absorber mounting structure in the first embodiment is provided in the front subframe 1, and the shock absorber mounting structure in the second embodiment is provided in the rear subframe 2, as shown in fig. 8.

Of course, in addition to the above-described damper mounting structure provided on both the front and rear sub-frames, it is also possible to provide the above-described damper mounting structure only on the front sub-frame 1 or only on the rear sub-frame 2, depending on specific design requirements.

In addition, the vehicle of the present embodiment may be, for example, a conventional fuel vehicle type using an engine, but, preferably, the vehicle of the present embodiment may be a new energy vehicle type, and may be, for example, a pure electric vehicle type, in addition to the conventional fuel vehicle type.

In the case of a pure electric vehicle, as shown in fig. 8, as a preferred embodiment, the connecting beams 3 are two connecting beams respectively provided on the left and right sides, and the battery pack 4 is provided in the installation space Q defined by the front sub-frame 1, the rear sub-frame 2, and the connecting beams 3 on both sides.

In addition, as further shown in fig. 8, the present embodiment may be such that each side connecting beam 3 is also located on the side of the same side front sub-frame rail 101 and rear sub-frame rail 201 closer to the outside of the vehicle, as a preferred embodiment, based on the connection of the two side connecting beams 3 to the front and rear sub-frames.

In this way, as shown in fig. 8, the connecting beams 3 on each side are located on the side, close to the outside, of the vehicle, of the front sub-frame rail 101 and the rear sub-frame rail 201 on the same side, and this embodiment helps to realize the Y-directional cross-sectional change of the front and rear parts of the load-bearing vehicle body, so that the matching design requirements between the chassis and the vehicle body skeleton in the load-bearing vehicle body can be satisfied.

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 beams 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 beams 3 are respectively connected to the front ends of the side inner stringers 2011. Thus, the front cross member 204, which is coupled to the front end of the rear subframe 2, is collectively defined by the rear cross member 104, the front cross member 204, and the connecting beams 3 on both sides. And the installation space Q is formed between the front cross member 204, the rear cross member 104 and the both side connecting beams 3, which is advantageous in that the formed ring-shaped frame structure becomes a rigid encircling structure adapted to the shape of the battery pack, so that the collision safety of the battery pack 4 can be better improved.

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. 8, 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, that is, the side connecting members 3 are not aligned with the front sub-frame rail 101, but are bent at the engagement position therebetween, and thus the vehicle body Y-direction cross section size becomes smaller at the front sub-frame 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, the rear end of each side connecting beam 3 is provided with a connecting section 3a which is obliquely arranged, and each side connecting section 3a is connected with the front end of the same side inner side member 2011 through the connecting section 3a, and the distance between the two side connecting sections 3a is also gradually reduced from front to rear in the front-rear direction of the entire vehicle, as shown in fig. 5 and 6.

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 inner side member 2011, and the distance between the connecting sections 3a at both sides is set gradually smaller from front to back, 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.

It should be noted that, in the embodiment, the connecting beams 3 located at two sides of the present embodiment 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 inner side member 2011 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.

The vehicle of the present embodiment has the above structure, and the entire chassis structure formed by the front and rear sub frames connected by the connecting beam 3 and the battery pack 4 is made into a scooter type chassis. Moreover, by integrally providing the front shock absorber 107 on the front subframe 1 and the rear shock absorber 207 on the rear subframe 2, the structure of the front cabin side member, the rear floor side member, and the like can be simplified or even omitted, and the vehicle body structure can be facilitated to be simplified, the weight of the vehicle body can be reduced, and the lightweight design and the design of the shape of the vehicle body can be facilitated.

Meanwhile, as shown in fig. 9, the present embodiment can make the vehicle body 5 retain only the cabin in the middle by eliminating the influence of the distribution of the shock absorber in the load-bearing vehicle body on the vehicle body structure when the front cabin side member, and the rear floor side member of the front cabin position can be omitted, so that the vehicle body design is made simpler, thereby achieving the effects of light weight of the vehicle body, and facilitating the vehicle body design.

It should be noted that, with continued reference to fig. 9, the front and rear sides of the cabin are connected with the front and rear auxiliary frames through section bars or beam members, and the front cabin and the rear cabin of the vehicle are matched with the trunk according to the whole vehicle modeling design.

In addition, on the basis of arranging 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 front sub-frame and the rear sub-frame can be connected together through the connecting beams 3 on the two sides on the basis of the traditional bearing type vehicle body, so that the bearing type vehicle body structure with the front sub-frame and the rear sub-frame can be adopted, the characteristic of smaller weight of the bearing type vehicle body is utilized, the weight of the vehicle body is reduced, and the cruising ability of the whole vehicle can be improved.

The front sub-frame and the rear sub-frame are connected by the arrangement of the connecting beams 3 on both sides, and the rear cross beam 104, the front cross beam 108 and the connecting beams 3 on both sides jointly define the installation space Q, so that the chassis structure of the vehicle body of the embodiment can also form a ring-shaped frame structure of the battery pack by means of the connection arrangement of the connecting beams 3. Can make battery package 4 can move along with the annular frame structure at the time of the collision, can reduce the collision impact that battery package 4 received, the collision security of multiplicable battery package 4 to can promote whole car security quality.

It should be noted that, in the vehicle chassis structure of this embodiment, since the front and rear ends of the chassis are still the front and rear sub-frames, 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 is a curved longitudinal beam structure, the vehicle chassis structure of this embodiment is a structural innovation of the sub-frame form, 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 4. 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.

In addition, it should be noted that, in the vehicle of this embodiment, in the final assembly, the front and rear sub-frames connected by the connecting beam 3, which are still bottom, are assembled upward to the vehicle body in the same manner as the existing load-bearing vehicle body, and the upper vehicle body frame is the load-bearing main body in the vehicle, and the chassis fittings are assembled into the vehicle body by means of the front and rear sub-frames. When the vehicle collides, the upper vehicle body 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 vehicle body.

The foregoing description of the preferred embodiments of the utility model 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 utility model.

Claims (10)

1. A shock absorber mounting structure, characterized in that:

the auxiliary frame comprises an auxiliary frame longitudinal beam in the auxiliary frame and a damping tower arranged on the auxiliary frame longitudinal beam;

The shock absorber is arranged along the up-down direction of the whole vehicle, the bottom of the shock absorber is connected to the auxiliary frame longitudinal beam, the top of the shock absorber is provided with a shock absorber installation part, and the shock absorber installation part is used for installing a shock absorber.

2. The shock absorber mounting structure as defined in claim 1, wherein:

the auxiliary frame longitudinal beam is provided with a first longitudinal beam and a second longitudinal beam which extend along the front-back direction of the whole vehicle, and the damping tower is arranged on the second longitudinal beam.

3. The shock absorber mounting structure as defined in claim 2, wherein:

the middle part of the second longitudinal beam is arched upwards along the up-down direction of the whole vehicle, and the damping tower is arranged at the top of the arched position of the second longitudinal beam.

4. The shock absorber mounting structure as defined in claim 2, wherein:

The first longitudinal beam and the second longitudinal beam are arranged up and down correspondingly along the up and down direction of the whole vehicle, or are arranged left and right along the whole vehicle, and the second longitudinal beam is positioned on one side of the first longitudinal beam facing the outside of the vehicle.

5. The shock absorber mounting structure as defined in claim 2, wherein:

The two ends of the first longitudinal beam and the second longitudinal beam are connected to the auxiliary frame cross beam, or the second longitudinal beam is connected between the front end and the rear end of the first longitudinal beam.

6. The shock absorber mounting structure as defined in claim 2, wherein:

the first longitudinal beam and the second longitudinal beam are provided with crumple sections (101 a);

the crumple section (101 a) is arranged close to the same end of the first longitudinal beam and the second longitudinal beam, and the crumple section (101 a) can be bent and deformed when the auxiliary frame longitudinal beam receives collision force not lower than a preset threshold value, and the front section of the first longitudinal beam and the front section of the second longitudinal beam are guided to crumple;

Wherein the collision force is a collision force in the front-rear direction of the whole vehicle.

7. The shock absorber mounting structure as defined in claim 6, wherein:

The crush zone (101 a) in each side of the first and second stringers comprises a crush zone front portion (101 b) and a crush zone rear portion (101 c) connected in the front-rear direction of the whole vehicle;

The yield strength of the crush section front (101 b) is greater than the yield strength of the crush section rear (101 c).

8. The shock absorber mounting structure as defined in claim 2, wherein:

A supporting beam (108) is connected between the first longitudinal beam and the second longitudinal beam, and the connection point of the supporting beam (108) and the second longitudinal beam is positioned below the shock absorption tower; and/or the number of the groups of groups,

The first longitudinal beam and the second longitudinal beam are close to one end of the auxiliary frame energy absorption box and form a herringbone structure together with the auxiliary frame energy absorption box.

9. The shock absorber mounting structure according to any one of claims 1 to 8, wherein:

The top of the shock absorber tower is provided with an upward protruding boss (107 a) or a protrusion (207 a), the shock absorber installation part is arranged on the boss (107 a), and the protrusion (207 a) is used for accommodating the top of the shock absorber; and/or the number of the groups of groups,

Reinforcing flanges (107 b) are arranged on the front side and the rear side of the shock absorption tower, the bottoms of the reinforcing flanges (107 b) on the front side and the rear side are connected to the auxiliary frame longitudinal beam, and the tops of the reinforcing flanges (107 b) on the front side and the rear side are connected with the top of the shock absorption tower.

10. A vehicle, characterized in that:

The vehicle is provided with a front auxiliary frame (1), a rear auxiliary frame (2) and a connecting beam (3) connected between the front auxiliary frame (1) and the rear auxiliary frame (2);

At least one of the front subframe (1) and the rear subframe (2) is provided with a shock absorber mounting structure as claimed in any one of claims 1 to 9.