New energy vehicle lightweight collision energy absorption aluminum alloy subframe

Abstract

The present application belongs to the technical field of sub-frames, and provides a new energy automobile lightweight collision energy absorption aluminum alloy sub-frame, which comprises a left longitudinal beam, a right longitudinal beam, a middle cross beam, a front cross beam, a rear cross beam, a left front mounting bracket, a right front mounting bracket, a left rear mounting bracket and a right rear mounting bracket; the front cross beam, the middle cross beam, the left longitudinal beam and the right longitudinal beam are connected together through butt welding; and the left front mounting bracket is connected to the left longitudinal beam.The present application has the advantages that various shape sections are designed ingeniously, so that the half shaft envelope is effectively avoided; the advantages of extruded profiles in collision energy absorption are fully utilized; the manufacturability is strong; the problems of fracture after collision and bending of a full-cast aluminum sub-frame, insufficient energy absorption and low yield are solved; the requirements of the sub-frame for vehicle collision are met; the safety is high; the yield of aluminum profiles is high; the production efficiency is high; the production cost is reduced; the middle mounting bracket is selected and installed; different configurations are adapted; and the tooling cost is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of subframes and relates to a lightweight collision energy-absorbing aluminum alloy subframe for new energy vehicles. Background Art

[0002] With the increasingly high safety regulations for electric vehicles, the requirements for the collision energy absorption of subframes are also getting higher; with the increasingly strict environmental protection regulations, the pursuit of long cruising ranges for electric vehicles and the increasing requirements for vehicle lightweighting; it is necessary to combine aluminum alloy processes and the overall vehicle layout of electric vehicles to conduct a new design of the subframe structure to meet the performance requirements of the subframe. The existing low-pressure casting subframes have a low yield rate, poor collision energy absorption effects, high production costs, and cannot meet the collision regulation requirements; the existing steel subframes have high tooling costs and are about 30% heavier than aluminum alloy subframes, affecting the cruising range of electric vehicles. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a lightweight collision energy-absorbing aluminum alloy subframe for new energy vehicles that effectively avoids the half-axis envelope, has good collision energy absorption performance, and is highly manufacturable, in view of the current situation of the prior art.

[0004] The technical solution adopted by the present invention to solve the above technical problem is as follows: A lightweight collision energy-absorbing aluminum alloy subframe for new energy vehicles, characterized by comprising a left longitudinal beam, a right longitudinal beam, an intermediate cross beam, a front cross beam, a rear cross beam, a left front mounting bracket, a right front mounting bracket, a left rear mounting bracket, and a right rear mounting bracket. The front cross beam and the intermediate cross beam are connected to the left and right longitudinal beams by butt welding. The left front mounting bracket is connected to the left longitudinal beam, the right front mounting bracket is connected to the right longitudinal beam, one end of the left rear mounting bracket is connected to the left longitudinal beam by plug-in butt welding, the other end of the left rear mounting bracket is connected to the rear cross beam by plug-in butt welding, one end of the right rear mounting bracket is connected to the right longitudinal beam by plug-in butt welding, and the other end of the right rear mounting bracket is connected to the rear cross beam by plug-in butt welding.

[0005] In the above-mentioned lightweight collision energy-absorbing aluminum alloy subframe for new energy vehicles, the left and right longitudinal beams are integrally extruded. Among them, the left longitudinal beam is a combination of a first eye-shaped cross-section and a first square-shaped cross-section, and the right longitudinal beam is a combination of a second eye-shaped cross-section and a second square-shaped cross-section.

[0006] In the above-mentioned lightweight collision energy-absorbing aluminum alloy subframe for new energy vehicles, the left front mounting bracket has a third square-shaped cross-section inside, and a first X-shaped reinforcing rib inside the left front mounting bracket; the right front mounting bracket has a fourth square-shaped cross-section inside, and a second X-shaped reinforcing rib inside the left front mounting bracket.

[0007] In the aforementioned lightweight collision-absorbing aluminum alloy subframe for new energy vehicles, the left front mounting bracket has a first C-shaped claw at the connection between itself and the left longitudinal beam, the right front mounting bracket has a second C-shaped claw at the connection between itself and the right longitudinal beam, a left front body suspension sleeve is welded onto the left front mounting bracket, and a right front body suspension sleeve is welded onto the right front mounting bracket.

[0008] In the aforementioned lightweight collision-absorbing aluminum alloy subframe for new energy vehicles, a left motor mounting bracket is integrally connected to the left rear mounting bracket, and a left body mounting bracket and a left body fixing hole are integrally connected next to the left motor mounting bracket. A right motor mounting bracket is integrally connected to the right rear mounting bracket, and a right body mounting bracket and a right body fixing hole are integrally connected next to the right motor mounting bracket.

[0009] In the aforementioned lightweight collision-absorbing aluminum alloy subframe for a new energy vehicle, the left and right longitudinal beams have clearance grooves, and the steering gear press-fit sleeve is cold-connected within the clearance grooves. The intermediate crossbeam is also cold-connected to the steering gear press-fit sleeve.

[0010] In the aforementioned lightweight collision-absorbing aluminum alloy subframe for a new energy vehicle, a left front lower control arm mounting bracket is installed on the left longitudinal beam. The left front lower control arm mounting bracket is π-shaped, and its base is hollowed out and welded across the upper surface of the left longitudinal beam. A right front lower control arm mounting bracket is installed on the right longitudinal beam. The right front lower control arm mounting bracket is π-shaped, and its base is hollowed out and welded across the upper surface of the right longitudinal beam.

[0011] In the aforementioned lightweight collision-absorbing aluminum alloy subframe for a new energy vehicle, a left middle mounting bracket is installed on the left longitudinal beam, and a right middle mounting bracket is installed on the right longitudinal beam. The left and right middle mounting brackets have internal reinforcing continuous ribs.

[0012] In the aforementioned lightweight collision-absorbing aluminum alloy subframe for new energy vehicles, the left longitudinal beam, right longitudinal beam, middle cross beam, front cross beam, rear cross beam, left front mounting bracket, and right front mounting bracket are all formed by aluminum alloy extrusion, while the left front mounting bracket and right front mounting bracket are formed by aluminum alloy die casting.

[0013] Compared with the prior art, the advantages of this invention are that it effectively avoids the half-shaft envelope through the ingenious design of various cross-section shapes; it fully utilizes the advantages of extruded profiles in collision energy absorption, has strong manufacturability, solves the problems of fracture after bending of all-cast aluminum subframes in collisions, insufficient energy absorption and low yield, meets the subframe vehicle collision requirements, and has high safety; it utilizes the high yield of aluminum profiles, has high production efficiency, reduces production costs, and allows for the optional installation of intermediate mounting brackets to adapt to different configurations, reducing tooling costs. Attached Figure Description

[0014] Figure 1 This is a structural schematic diagram of the lightweight collision energy-absorbing aluminum alloy subframe for this new energy vehicle;

[0015] Figure 2 yes Figure 1 A schematic diagram of the right-side view structure;

[0016] Figure 3 This is a structural diagram of a subframe without an intermediate mounting bracket. Detailed Implementation

[0017] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0018] In the description of this invention, it should be understood that the terms "center," "lateral," "longitudinal," "front," "rear," "left," "right," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this invention.

[0019] In the diagram; left longitudinal beam 100; right longitudinal beam 200; middle crossbeam 300; front crossbeam 400; rear crossbeam 500; left front mounting bracket 600; right front mounting bracket 700; left rear mounting bracket 800; right rear mounting bracket 900; left middle mounting bracket 1000; right middle mounting bracket 1001; reinforcing continuous rib 1002; first U-shaped section 1003; first U-shaped section 1004; second U-shaped section 1005; second U-shaped section 100 6; Third U-shaped section 1007; First X-shaped reinforcing rib 1008; Second X-shaped reinforcing rib 1009; First C-shaped claw part 1010; Second C-shaped claw part 1011; Left front body suspension sleeve 1012; Right front body suspension sleeve 1013; Clearance groove 1014; Steering gear press-fit sleeve 1015; Left motor suspension bracket 1016; Right motor suspension bracket 1017; Left front lower control arm mounting bracket 1018; Right front lower control arm mounting bracket 1019.

[0020] like Figure 1As shown, this lightweight collision-absorbing aluminum alloy subframe for new energy vehicles includes a left longitudinal beam 100, a right longitudinal beam 200, a middle crossbeam 300, a front crossbeam 400, a rear crossbeam 500, a left front mounting bracket 600, a right front mounting bracket 700, a left rear mounting bracket 800, and a right rear mounting bracket 900. The left longitudinal beam 100, right longitudinal beam 200, middle crossbeam 300, front crossbeam 400, rear crossbeam 500, left front mounting bracket 600, and right front mounting bracket 700 are all extruded from aluminum alloy, while the left front mounting bracket 600 and right front mounting bracket 700 are die-cast from aluminum alloy. Here, most of the components are extruded from aluminum alloy. Compared to a steel subframe, the weight is reduced by 30%, meeting lightweight requirements. This significantly helps reduce energy consumption and increase the driving range of electric vehicles. Furthermore, the left front mounting bracket 600 and right front mounting bracket 700, which have multiple mounting positions, are die-cast, reducing welding processes. They also offer good impact energy absorption, high recyclability, high yield, and low cost. A left center mounting bracket 1000 is mounted on the left longitudinal beam 100, and a right center mounting bracket 1001 is mounted on the right longitudinal beam 200. The left center mounting bracket 1000 and right center mounting bracket 1001 have internal reinforcing continuous ribs 1002, ensuring the connection strength of the center mounting brackets. Figure 3 As shown, the intermediate mounting bracket of the subframe can be selectively installed on the left and right longitudinal beams according to the subframe stiffness requirements of different models, which is suitable for various vehicles. Alternatively, the intermediate mounting bracket can be eliminated. By adding the intermediate mounting bracket of the subframe, the Z-direction stiffness of the left and right front lower control arm mounting brackets 1019 and the steering gear rear mounting point can be improved, which is suitable for models with different performance requirements.

[0021] Specifically, the left longitudinal beam 100 and the right longitudinal beam 200 are integrally extruded. The left longitudinal beam 100 is a combination of a first I-shaped section 1003 and a first U-shaped section 1004, and the right longitudinal beam 200 is a combination of a second I-shaped section 1005 and a second U-shaped section 1006. Combined with machining, it cleverly avoids the half-shaft envelope while meeting the clearance requirements, and also has a good collision energy absorption effect. The left front mounting bracket 600 has a third U-shaped section 1007 inside, and a first X-shaped reinforcement is also present inside the left front mounting bracket 600. The reinforcing rib 1008 and the right front mounting bracket 700 have a fourth U-shaped cross section inside, and the left front mounting bracket 600 has a second X-shaped reinforcing rib 1009 inside. The U-shaped cross section and the X-shaped reinforcing rib are used to improve the overall rigidity of the subframe and provide good support. In order to ensure the strength of the connection, the front crossbeam 400, the middle crossbeam 300, the left longitudinal beam 100 and the right longitudinal beam 200 are connected together by butt welding. The left front mounting bracket 600 is connected to the left longitudinal beam 100, and the right front mounting bracket 700 is connected to the right longitudinal beam 200.

[0022] The left front mounting bracket 600 has a first C-shaped claw 1010 at the connection with the left longitudinal beam 100, and the right front mounting bracket 700 has a second C-shaped claw 1011 at the connection with the right longitudinal beam 200. The left front mounting bracket 600 is welded with a left front body suspension sleeve 1012, and the right front mounting bracket 700 is welded with a right front body suspension sleeve 1013. Here, the C-shaped claws are used to hold the longitudinal beams and weld them, ensuring the reliability of the connection. The body suspension sleeves are used to fix the entire subframe, making it stable and reliable. The left longitudinal beam 100 and the right longitudinal beam 200 have clearance grooves 1014, in which the steering gear press-fit sleeve 1015 is cold-connected. The middle cross beam 300 is also cold-connected with the steering gear press-fit sleeve 1015. The press-fit sleeve is used to fix the steering gear, and the sleeve is embedded inside the profile to reduce the external space occupied. At the same time, the cold connection method reduces deformation and has high precision.

[0023] like Figure 2 As shown, one end of the left rear mounting bracket 800 is connected to the left longitudinal beam 100 via an insert-type butt weld, and the other end is connected to the rear cross beam 500 via an insert-type butt weld. One end of the right rear mounting bracket 900 is connected to the right longitudinal beam 200 via an insert-type butt weld, and the other end is connected to the rear cross beam 500 via an insert-type butt weld. A left motor mount 1016 is integrally connected to the left rear mounting bracket 800, and a left body mounting bracket and a left body mounting hole are integrally connected next to the left motor mount 1016. A right motor mount 1017 is integrally connected to the right rear mounting bracket 900, and a right body mounting bracket and a right body mounting hole are integrally connected next to the right motor mount 1017. The connection is made by inserting the bracket and then welding it, ensuring reliable connection. The left longitudinal beam 100 is equipped with a left... The front lower control arm mounting bracket 1018 has a π-shaped design. The base of the left front lower control arm mounting bracket 1018 is hollowed out and welded across the upper surface of the left longitudinal beam 100. The right front lower control arm mounting bracket 1019 is mounted on the right longitudinal beam 200. The right front lower control arm mounting bracket 1019 is also π-shaped. The base of the right front lower control arm mounting bracket 1019 is hollowed out and welded across the upper surface of the right longitudinal beam 200. Here, the hollowed-out base reduces weight, and the welding across the upper surface of the longitudinal beam increases the connection strength of the brackets during a vehicle collision. The entire low-pressure cast subframe has good collision energy absorption effect, strong recyclability, high yield, and low cost. It uses symmetrical extruded aluminum profiles with a shared extrusion die, reducing die development costs. It has high dimensional accuracy and meets CAE requirements such as modal, stiffness, strength, and fatigue, and is mass-producible.

[0024] It should be noted that in this invention, the use of terms such as "first," "second," and "a" is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. The terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly specified. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0026] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A new energy vehicle lightweight collision energy absorption aluminum alloy subframe, characterized in that, The front cross beam, the middle cross beam, the left longitudinal beam and the right longitudinal beam are connected together by butt welding, the left front mounting bracket is connected on the left longitudinal beam, the right front mounting bracket is connected on the right longitudinal beam, one end of the left rear mounting bracket is connected with the left longitudinal beam by plug-in butt welding, the other end of the left rear mounting bracket is connected with the rear cross beam by plug-in butt welding, one end of the right rear mounting bracket is connected with the right longitudinal beam by plug-in butt welding, and the other end of the right rear mounting bracket is connected with the rear cross beam by plug-in butt welding.

2. The aluminum alloy subframe according to claim 1, wherein, The left longitudinal beam is a combination of a first H-shaped section and a first U-shaped section, and the right longitudinal beam is a combination of a second H-shaped section and a second U-shaped section.

3. The aluminum alloy subframe according to claim 1 or 2, characterized in that, The left front mounting bracket has a third U-shaped section inside, and a first X-shaped reinforcing rib inside; the right front mounting bracket has a fourth U-shaped section inside, and a second X-shaped reinforcing rib inside.

4. The aluminum alloy subframe according to claim 3, characterized in that, The left front mounting bracket has a first C-shaped clamping jaw part at the connection with the left longitudinal beam, the right front mounting bracket has a second C-shaped clamping jaw part at the connection with the right longitudinal beam, the left front mounting bracket is welded with a left front vehicle body suspension sleeve, and the right front mounting bracket is welded with a right front vehicle body suspension sleeve.

5. The aluminum alloy subframe according to claim 4, wherein, The left rear mounting bracket is integrally connected with a left motor suspension bracket, and the left motor suspension bracket is integrally connected with a left vehicle body mounting bracket and a left vehicle body fixing hole beside, and the right rear mounting bracket is integrally connected with a right motor suspension bracket, and the right motor suspension bracket is integrally connected with a right vehicle body mounting bracket and a right vehicle body fixing hole beside.

6. The aluminum alloy subframe according to claim 1, wherein, The left longitudinal beam is provided with a left middle mounting bracket, and the right longitudinal beam is provided with a right middle mounting bracket, and the left middle mounting bracket and the right middle mounting bracket are provided with reinforcing continuous ribs inside.

7. The aluminum alloy subframe of claim 1, wherein, The left longitudinal beam, the right longitudinal beam, the middle cross beam, the front cross beam, the rear cross beam, the left front mounting bracket and the right front mounting bracket are all aluminum alloy extrusion molding, and the left front mounting bracket and the right front mounting bracket are aluminum alloy die casting molding.

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