Front auxiliary frame cross reinforcement structure

Abstract

The invention discloses a front auxiliary frame cross reinforcement structure. The front auxiliary frame cross reinforcement structure comprises two front auxiliary frame longitudinal beams which are welded and fixed to two ends of two front auxiliary frame transverse beams, wherein the two front auxiliary frame transverse beams and the two front auxiliary frame longitudinal beams form a square framework; swinging arms are symmetrically hinged to and mounted on the opposite inner sides of the two front auxiliary frame longitudinal beams; the swinging arms are close to a junction point between the front auxiliary frame transverse beams on the rear sides and the two front auxiliary frame front auxiliary frame longitudinal beams; steering joints are fixed on the upper end surfaces of the swinging arms; X-shaped reinforcing plates are arranged under the two front auxiliary frame longitudinal beams; four ends of each reinforcing plate are fixed to two ends of the corresponding front auxiliary frame transverse beams. According to the front auxiliary frame cross reinforcement structure, an integrated cross reinforcement structure is mounted at four corners of a frame-shaped front auxiliary frame under the condition that arrangement of a power assembly is not influenced, so that the purpose of improving the overall rigidity and strength of the front auxiliary frame is achieved; the reduction of the risk of influence on the automotive performance caused because of insufficient rigidity or strength of the auxiliary frame can be facilitated; meanwhile, the smoothness of the automobiles can be improved.

Description

technical field [0001] The invention relates to the field of automobile manufacturing, in particular to a front subframe cross reinforcement structure. Background technique [0002] Most cars use McPherson suspension as the front suspension type. MacPherson suspension is simple in structure and light in weight. [0003] Since the McPherson suspension is straight, it can bear a large vertical force, but the ability to resist lateral impact is weak, the anti-brake nodding effect is poor, the suspension stiffness is weak, and the turning roll is obvious. As far as the sub-frame is concerned, firstly, the sub-frame needs to have sufficient rigidity and strength to ensure that the car does not deform too much when turning and braking; Under torsional load, under the action of large bending moment or torque, the insufficient stiffness of the sub-frame will also cause local damage to the structure; thirdly, the sub-frame with low stiffness will reduce the ride comfort of the car d...

AI Technical Summary

Problems solved by technology

[0003] Since the McPherson suspension is straight, it can bear a large vertical force, but the ability to resist lateral impact is weak, the anti-brake nodding effect is poor, the suspension stiffness is weak, and the turning roll is obvious. As far as the sub-frame is concerned, firstly, the sub-frame needs to have sufficient rigidity and strength to ensure that the car does not deform too much when turning and braking; Under the torsional load, under the action of large bending moment or torque, the insufficient stiffness of the sub-frame will also cause local damage to the structure; thirdly, the sub-frame with low stiffness will reduce the ride comfort of the car during driving

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