CN222347144U - Rear subframe and vehicle - Google Patents

Abstract

The utility model discloses a rear auxiliary frame and a vehicle, and relates to the technical field of rear auxiliary frames, wherein the rear auxiliary frame comprises a frame main body and a mounting bracket assembly arranged on the frame main body, the mounting bracket assembly comprises a stabilizer bar bracket, a front swing arm bracket, a beam bar bracket, a rear swing arm bracket and a spring arm bracket, and at least one of the mounting bracket assemblies and the frame main body are integrally molded through casting. According to the technical scheme provided by the utility model, at least one of the mounting bracket components is integrated into the frame main body aiming at pain points where the mounting bracket components and the frame main body are independent, so that the rigidity and strength of mounting points of the mounting bracket components are greatly improved, and the area of a part needing machining process is reduced.

Description

Rear subframe and vehicle

Technical Field

The utility model relates to the technical field of rear auxiliary frames, in particular to a rear auxiliary frame and a vehicle.

Background

In order to install and arrange the swing arm installing support, the existing cast integrated auxiliary frame in the market, the swing arm installing support comprises a stabilizer bar support, a front swing arm support, a beam bar support, a rear swing arm support and a spring arm support, and the swing arm installing support and the aluminum auxiliary frame are generally integrated and independent, so that the installation point of the swing arm installing support on the auxiliary frame cannot be guaranteed to have higher rigidity and strength, and meanwhile, in the low-pressure casting process, more machining processes are still needed.

Disclosure of utility model

The utility model mainly aims to provide a rear auxiliary frame and a vehicle, and aims to integrate a part of a swing arm mounting bracket into a frame main body, so that the rigidity and strength of a mounting point of the swing arm mounting bracket are improved, and the area of a part needing machining is reduced.

In order to achieve the above object, the present utility model provides a rear subframe, comprising:

Frame body; frame body

The swing arm mounting support is arranged on the frame body and comprises a stabilizer bar support, a front swing arm support, a beam bar support, a rear swing arm support and a spring arm support, and at least one of the swing arm mounting supports and the frame body are integrally molded through casting.

In one embodiment, the frame body includes a front cross member, a rear cross member, and two side stringers connected to each other, and the stabilizer bar bracket is provided to the rear cross member.

In one embodiment, the rear cross beam has a rear side facing away from the side rail connection, and the stabilizer bar bracket is provided on the rear side.

In an embodiment, the front swing arm support comprises a front lower swing arm support and a front upper swing arm support, the front upper swing arm support and/or the front lower swing arm support is/are arranged at one end of the side longitudinal beam, which is close to the front cross beam, the front upper swing arm support is positioned at the upper part of the side longitudinal beam, and the front lower swing arm support is relatively positioned at the lower part of the side longitudinal beam and/or at the lower part of the rear cross beam.

In an embodiment, the beam rod bracket is disposed on the side rail, and is closer to the lower side of the side rail than the front swing arm bracket, and is farther from the front cross beam than the front swing arm bracket.

In one embodiment, the rear swing arm bracket is disposed at an upper portion of the side rail and is adjacent to the rear cross member.

In one embodiment, the spring arm support is arranged on the side longitudinal beam and is positioned at the lower part of the side longitudinal beam, and the spring arm support is closer to the rear cross beam than the rear swing arm support.

In an embodiment, the two ends of the rear cross beam are further provided with a rear fixing portion connected with the vehicle body and a wire harness fixing portion for fixing the wire harness, and the wire harness fixing portion and the rear fixing portion are integrated into a whole.

In one embodiment, the frame body is a hollow tubular beam structure, and the wall thickness of the tubular beam structure is greater than or equal to 4mm.

The utility model also provides a vehicle comprising the rear auxiliary frame.

According to the technical scheme, the frame body and the swing arm mounting bracket arranged on the frame body are adopted, the swing arm mounting bracket comprises a stabilizer bar bracket, a front swing arm bracket, a beam bar bracket, a rear swing arm bracket and a spring arm bracket, and at least one of the swing arm mounting brackets and the frame body are integrally molded in a casting mode. According to the technical scheme provided by the utility model, at least one of the swing arm mounting brackets is integrated into the frame main body aiming at the pain points of the swing arm mounting brackets and the frame main body, so that the rigidity and strength of the mounting points of the swing arm mounting brackets are greatly improved, and the area of a part needing machining process is reduced.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.

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

FIG. 2 is a schematic view of the structure of FIG. 1 from another view;

FIG. 3 is a schematic view of the rear beam portion of FIG. 1;

FIG. 4 is a schematic view of the structure of FIG. 3 from another view;

FIG. 5 is a schematic view of the structure of FIG. 3 at another view angle;

FIG. 6 is a schematic view of the front beam portion of FIG. 1;

FIG. 7 is a schematic view of the structure of FIG. 6 from another view angle;

fig. 8 is a schematic sectional structure of the rear subframe.

Reference numerals illustrate:

100. The front side rail comprises a rear auxiliary frame body 110, a frame main body 120, side rails 130, a front cross beam 140, a rear cross beam 141, a front side surface 142, a rear side surface 101, a swing arm mounting bracket 102, a stabilizer bar bracket 103, a front lower swing arm bracket 104, a front upper swing arm bracket 105, a beam rod bracket 106, a rear swing arm bracket 107, a spring arm bracket 131, a front fixing part 143, a rear fixing part 144, a wire harness fixing part 111, a first mounting hole 112, a second mounting hole 113 and a driving shaft hole.

The achievement of the objects, functional features and advantages of the present utility model will be further described with reference to the accompanying drawings, in conjunction with the embodiments.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be noted that, if directional indications (such as up, down, left, right, front, and rear are referred to in the embodiments of the present utility model), the directional indications are merely used to explain the relative positional relationship, movement conditions, and the like between the components in a specific posture, and if the specific posture is changed, the directional indications are correspondingly changed.

In addition, if there is a description of "first", "second", etc. in the embodiments of the present utility model, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, if "and/or" and/or "are used throughout, the meaning includes three parallel schemes, for example," a and/or B "including a scheme, or B scheme, or a scheme where a and B are satisfied simultaneously. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present utility model.

The rear subframe is located at the rear of the vehicle, typically in relation to the rear suspension system and the vehicle chassis structure. The rear subframe is responsible for supporting the rear suspension system, the vehicle chassis structure and components associated therewith, such as fuel tanks, exhaust systems, etc., in new energy vehicles, the rear subframe is also required for the placement of power suspensions, such as motors, the rear subframe is required to provide sufficient rigidity and stability to ensure efficient operation of the rear suspension system and to provide suitable ride characteristics and comfort for the vehicle.

In order to install and arrange the installation bracket component, the installation bracket component comprises a stabilizer bar bracket, a front swing arm bracket, a beam bar bracket, a rear swing arm bracket and a spring arm bracket, and the swing arm installation bracket and the aluminum auxiliary frame are generally integrated and independent, so that the installation point of the swing arm installation bracket on the auxiliary frame cannot be ensured to have higher rigidity and strength, and meanwhile, in the low-pressure casting process, more machining processes are still required.

Therefore, the utility model provides the rear auxiliary frame, which aims to integrate the part of the swing arm mounting bracket into the frame main body, so that the rigidity and the strength of the mounting point of the swing arm mounting bracket are improved, and the area of the part needing machining is reduced.

Referring to fig. 1, the front-rear, left-right and reference directions of the vehicle body are defined, or the direction in the drawing is defined as the reference direction, the rear subframe 100 includes a frame body 110 and a mounting bracket assembly 101 provided on the frame body 110, the mounting bracket assembly 101 includes a stabilizer bar bracket 102, a front swing arm bracket, a beam bar bracket 105, a rear swing arm bracket 106 and a spring arm bracket 107, and at least one of the mounting bracket assemblies 101 and the frame body 110 are integrally molded by casting. Such as the stabilizer bar bracket 102 or the front swing arm or the tie bar bracket 105 or the rear swing arm bracket 106 or the spring arm bracket 107, are integrally formed with the frame body 110.

In one embodiment of the present utility model, at least two of the mounting bracket assemblies 101 are cast integrally with the frame body 110. Such as a stabilizer bar bracket 102 and a spring arm bracket 107, or a front swing arm bracket and a tie bar bracket 105, or a rear swing arm bracket 106 and a spring arm bracket 107, etc.

In this embodiment, the front swing arm bracket, the beam bracket 105, the rear swing arm bracket 106, and the spring arm bracket 107 of the swing arm mounting bracket 101 are integrally molded with the frame body 110.

Referring to fig. 1 and 2, the swing arm mounting bracket 101 and the frame body 110 are integrally formed of cast aluminum in this embodiment, while ensuring structural strength and minimizing weight and reducing cost and weight of the rear subframe 100.

Referring to fig. 3 to 5, specifically, the stabilizer bar bracket 102 and the frame body 110 are integrally formed of cast aluminum.

Referring to fig. 1 and 2, the frame body 110 includes a front cross member 130, a rear cross member 140, and two side stringers 120 connected to each other, wherein the two side stringers 120 are disposed between the front cross member 130 and the rear cross member 140 and are respectively adjacent to two ends of the front cross member 130 and the rear cross member 140, and two free ends of the front cross member 130 and the rear cross member 140 are respectively provided with a bushing skeleton for connecting with a vehicle body, that is, a front fixing portion 131 and a rear fixing portion 143.

The frame main body 110 and the stabilizer bar bracket 102 are integrally cast aluminum, namely the side longitudinal beam 120, the front cross beam 130 and the rear cross beam 140 are integrally cast aluminum, and the power suspension can be placed in the middle of the frame main body 110, so that the requirements on rigidity and strength can be met, and the weight of the frame main body 110 can be reduced.

Referring to fig. 8, in order to further reduce the weight of the frame main body 110, the side beams 120, the front beam 130 and the rear beam 140 are hollow tubular beam structures, and the wall thickness of the tubular beam structures is greater than or equal to 4mm, such as 4mm, 4.5mm, 5mm, etc., and the hollow tubular beams can be designed according to practical design requirements, so that the frame main body 110 is ensured to adopt the hollow tubular beams, on one hand, the frame main body 110 is ensured to have enough height difference to arrange the five-bar bracket, on the other hand, the sub-frame beams and the longitudinal beams have wall thickness of 4mm, and on the other hand, the structural strength is ensured, and meanwhile, the weight of the rear sub-frame 100 is reduced to the greatest extent, so that the cost and the weight of the rear sub-frame 100 are reduced by about 30% compared with the sheet metal structure while maintaining the same rigidity and strength durability performance are also maintained

In order to facilitate assembly of the stabilizer bar and ensure the function of the stabilizer bar, the rear cross member 140 includes a front side 141 connected with the side rail 120, and a rear side 142 opposite to the front side 141, the stabilizer bar bracket 102 is disposed on the rear side 142, and the rear cross member 140 and the stabilizer bar bracket 102 are integrally formed of cast aluminum.

According to the technical scheme, the frame main body 110 and the stabilizer bar bracket 102 are integrally formed by adopting an integral casting structure through casting aluminum, and welding joints are eliminated, so that the strength and the stability of the integral structure are improved. The integral casting can reduce the fracture risk of the joint and improve the strength of the joint. The stabilizer bar bracket 102 is arranged on the rear side surface 142 of the rear cross beam 140, and the stabilizer bar and the main body structure can be tightly connected together through the position design, so that the supporting area of the stabilizer bar is increased, and the rigidity and the stability of the mounting point are improved. This design is more compact and robust than conventional stand alone mounting. By means of integral casting, the area of the part to be machined can be reduced. Compared with the traditional sheet metal welding auxiliary frame, the cast aluminum integrated rear auxiliary frame 100 does not need the machining processes of welding, jointing and the like, so that the possible weaknesses and non-uniformity in the machining process are reduced, and the machining cost and time are saved.

Specifically, the stabilizer bar bracket 102 is located at two ends of the rear side 142 and corresponds to the side rail 120 and the side rail 120, and two ends of the stabilizer bar are located at the side rail 120 and the side rail 120, respectively, so that the stress is more uniform and the stability is better.

In other embodiments, the stabilizer bar bracket 102 may be disposed at a distance from the middle of the rear side 142 and between the side rails 120 and 120.

Referring to fig. 6 and 7, on the basis that the stabilizer bar bracket 102 and the frame body 110 are integrally formed of cast aluminum, the front swing arm bracket includes a front lower swing arm bracket 103 and a front upper swing arm bracket 104, the front upper swing arm bracket 104 and/or the front lower swing arm bracket 103 are/is disposed at one end of the side beam 120 near the front cross beam 130, the front upper swing arm bracket 104 is disposed at the upper portion of the side beam 120, and the front lower swing arm bracket 103 is relatively disposed at the lower portion of the side beam 120 and/or at the lower portion of the rear cross beam 140.

The front lower swing arm bracket 103 and the front upper swing arm bracket 104 are integrally formed with the frame on the frame body 110, and the welded joint is eliminated, thereby further improving the strength and stability of the overall structure. The front lower swing arm bracket 103 and the front upper swing arm bracket 104 are integrally provided on the side rail 120, and the overall structural rigidity of the vehicle can be enhanced as compared with a single arrangement. The deformation and the distortion of the vehicle in the running process can be reduced, and the operability and the stability of the vehicle are improved. The integrated arrangement can reduce the number and complexity of parts in the assembly process, simplify the operation of a production line, improve the production efficiency, and reduce the weight and the cost of the rear auxiliary frame 100 to the greatest extent while maintaining the same rigidity and strength durability.

Referring to fig. 6 and 7, on the basis that the front swing arm support and the frame body 110 are integrally formed of cast aluminum, the beam support 105 and the frame body 110 are integrally formed of cast aluminum, and the beam support 105 is disposed on the side longitudinal beam 120, is closer to the lower side of the side longitudinal beam 120 than the front swing arm support, and is away from the front cross beam 130 than the front swing arm support.

The beam brackets 105 are integrally provided on the side rails 120, which can enhance the overall structural rigidity of the vehicle as compared to a single arrangement. The deformation and distortion of the vehicle during driving can be reduced, the steering performance and stability of the vehicle can be improved, the number and complexity of parts during assembling can be reduced, the operation of a production line can be simplified, the production efficiency can be improved, the same rigidity and strength durability can be maintained, and the weight of the rear auxiliary frame 100 can be reduced to the greatest extent.

Referring to fig. 3 to 5, on the basis that the beam bracket 105 and the frame body 110 are integrally formed of cast aluminum, the rear swing arm bracket 106 and the frame body 110 are integrally formed of cast aluminum, and the rear swing arm bracket 106 is disposed on the upper portion of the side rail 120 and is close to the rear cross member 140.

The rear swing arm bracket 106 is integrally arranged on the side longitudinal beam 120, so that the rigidity of the overall structure of the vehicle can be enhanced compared with the independent arrangement, the deformation and the distortion of the vehicle in the running process can be reduced, the operability and the stability of the vehicle are improved, the number and the complexity of parts in the assembly process can be reduced, the operation of a production line is simplified, the production efficiency is improved, the same rigidity and the strength durability are maintained, and the weight of the rear auxiliary frame 100 is reduced to the greatest extent.

Referring to fig. 3 to 5, on the basis that the rear swing arm bracket 106 and the frame body 110 are integrally formed of cast aluminum, the spring arm bracket 107 is disposed on the side rail 120 and is located at a lower portion of the side rail 120, and the spring arm bracket 107 is closer to the rear cross member 140 than the rear swing arm bracket 106.

The spring arm bracket 107 is integrally arranged on the side longitudinal beam 120, so that the rigidity of the overall structure of the vehicle can be enhanced, the deformation and the distortion of the vehicle in the running process can be reduced, the operability and the stability of the vehicle can be improved, the number and the complexity of parts in the assembling process can be reduced, the operation of a production line can be simplified, the production efficiency can be improved, the same rigidity and the strength durability can be maintained, and the weight of the rear auxiliary frame 100 can be reduced to the greatest extent.

Referring to fig. 1 to 5, further, for the power suspension mounting point and the stabilizer bar bracket 102 mounting point, the transverse and longitudinal beams of the Kong Rongru auxiliary frame are also mounted in the scheme, so that the strength fatigue performance of the power suspension point is greatly improved.

Specifically, a first mounting hole 111 is formed in the middle of the front cross member 130, a second mounting hole 112 is formed in the side rail 120, the second mounting hole 112 is located at a position, close to the rear cross member 140, of the side rail 120, and the first mounting hole 111 and the second mounting hole 112 are used for power suspension mounting in the frame body 110.

Specifically, the side rail 120 is formed with a driving shaft hole 113, and is close to the front cross member 130, two ends of a driving shaft of a wheel are connected with a left wheel and a right wheel through the driving shaft hole 113, and the vehicle can achieve better balance and stability by connecting the driving shaft to the left and right wheels, thereby improving driving experience and safety. The direct connection of the drive shaft can reduce energy loss in the energy transmission process, improve the power transmission efficiency and enable the vehicle to have more responsiveness. Through the design of longeron and crossbeam, can strengthen the overall structure intensity of vehicle, improve its anti torsion and anti deformability.

Aiming at the pain points where the rear suspension rod piece and the auxiliary frame transverse and longitudinal beam body are independent, the mounting bracket assembly 101 and the frame main body 110 are integrated through cast aluminum, so that the rigidity and strength of the mounting point of the mounting bracket assembly 101 are greatly improved, and the area of the part of the mounting bracket assembly 101 which needs machining process is reduced.

After a part of the mounting bracket assembly 101 is integrated into the transverse longitudinal beam and the frame main body 110, the swing arm mounting bracket 101, the transverse beam and the longitudinal beam are integrated, the auxiliary frame is simple in process, and only two processes of low-pressure casting and machining are needed, so that the area of the part needing machining is reduced, and the manufacturing cost and the process complexity are reduced. In addition, compared with the auxiliary frames of the same type, the weight can be reduced by about 30% while the same rigidity and strength durability are maintained by adopting the cast aluminum integrated molding arrangement.

In addition, the cross beam and the longitudinal beam are of a tubular beam structure and have a certain height and width, in order to facilitate the installation of the rear subframe 100 and the vehicle body, the two ends of the front cross beam 130 are respectively provided with a front fixing portion 131, the two ends of the rear cross beam 140 are respectively provided with a rear fixing portion 143, and the front fixing portion 131 and the rear fixing portion 143 are both used for being fixed with the vehicle body;

the two ends of the rear cross member 140 are further provided with a wire harness fixing portion 144, and the wire harness fixing portion 144 is integrated with the rear fixing portion 143.

Referring to fig. 1 to 8, specifically, the front fixing portion 131 and the rear fixing portion 143 adopt a bushing structure, the round hole of the bushing structure faces the vertical direction, and the two front fixing portions 131 and the two rear fixing portions 143 are located at four corners of the frame body 110, so that the frame body 110 can be stably fixed on the vehicle body, and the wire harness fixing portion 144 and the rear fixing portion 143 are integrally arranged, so that the difficulty of fixing the wire harness in the subsequent installation process is reduced, and the assembly of the whole vehicle is facilitated.

Specifically, the wire harness fixing portion 144 and the rear fixing portion 143 are arranged in a straight line along the front-rear direction, the upper surface of the wire harness fixing portion 144 is flush with the upper surface of the rear fixing portion 143, the thickness of the wire harness fixing portion 144 is smaller than that of the rear fixing portion 143, and an avoidance space is formed at the lower surface of the wire harness fixing portion 144, so that occupation of space can be reduced, space utilization is improved, and interference with other parts is avoided.

Specifically, the front fixing portion 131 and the other portions of the front cross member 130 are in transition connection with a height dip, and the rear fixing portion 143 and the other portions of the rear cross member 140 are in transition connection with a height dip, which is defined as a transition connection with a significant height difference, that is, a thickness change, so that the cost is reduced on one hand, and the front fixing portion 131 and the rear fixing portion 143 are arranged on the other hand, so that convenience is brought to arrangement.

The utility model also provides a vehicle, which comprises a vehicle body and a rear auxiliary frame 100, wherein the specific structure of the rear auxiliary frame 100 refers to the embodiment, and as the rear auxiliary frame 100 adopts all the technical schemes of all the embodiments, at least has all the beneficial effects brought by the technical schemes of the embodiments, and the description is omitted herein.

The foregoing description is only exemplary embodiments of the present utility model and is not intended to limit the scope of the utility model, and all equivalent structural changes made by the description of the present utility model and the accompanying drawings or direct/indirect application in other related technical fields are included in the scope of the present utility model.

Claims (10)

1. A rear subframe, characterized by comprising: The main frame; and A mounting bracket assembly is arranged on the frame body, and the mounting bracket assembly includes a stabilizer bar bracket, a front swing arm bracket, a tie rod bracket, a rear swing arm bracket and a spring arm bracket. At least one of the mounting bracket assemblies is integrally cast with the frame body. 2. The rear subframe as claimed in claim 1, characterized in that the frame body comprises a front cross beam, a rear cross beam and two side longitudinal beams connected to each other, and the stabilizer bar bracket is arranged on the rear cross beam. 3. The rear subframe according to claim 2, wherein the rear cross beam has a rear side surface which is opposite to the connection point of the side longitudinal beam, and the stabilizer bar bracket is arranged on the rear side surface. 4. The rear subframe as described in claim 2 is characterized in that the front swing arm bracket includes a front lower swing arm bracket and a front upper swing arm bracket, the front upper swing arm bracket and/or the front lower swing arm bracket are arranged at one end of the side longitudinal beam close to the front cross beam, the front upper swing arm bracket is located at the upper part of the side longitudinal beam, and the front lower swing arm bracket is relatively located at the lower part of the side longitudinal beam and/or at the lower part of the rear cross beam. 5. The rear subframe as described in claim 2 is characterized in that the tie rod bracket is arranged on the side longitudinal beam, and is closer to the bottom of the side longitudinal beam than the front swing arm bracket, and is farther away from the front cross beam than the front swing arm bracket. 6. The rear subframe as described in claim 2 is characterized in that the rear swing arm bracket is arranged on the upper part of the side longitudinal beam and is close to the rear cross beam. 7. The rear subframe as described in claim 2 is characterized in that the spring arm bracket is arranged on the side longitudinal beam and is located at the lower part of the side longitudinal beam; the spring arm bracket is closer to the rear cross beam than the rear swing arm bracket. 8. The rear subframe as claimed in claim 2, characterized in that both ends of the rear cross beam are further provided with a rear fixing portion for connecting with the vehicle body and a wire harness fixing portion for fixing the wire harness, and the wire harness fixing portion and the rear fixing portion are integrated into one body. 9. The rear subframe as claimed in claim 1, characterized in that the frame body is a hollow tube beam structure, and the wall thickness of the tube beam structure is greater than or equal to 4 mm. 10. A vehicle, characterized by comprising the rear subframe according to any one of claims 1 to 9.