A vehicle body integrated subframe

Abstract

The present invention relates to the field of new energy vehicle subframes and discloses a vehicle body integrated subframe, which is composed of a left longitudinal beam (1), a right longitudinal beam (2) and a rear crossbeam (3) connecting the left longitudinal beam (1) and the right longitudinal beam (2). The rear end of the left longitudinal beam (1) is connected and fixed with a left middle tower (4), and the rear end of the right longitudinal beam (2) is connected and fixed with a right middle tower (5). The subframe also includes a suspension bracket (6), which is connected and fixed to the rear crossbeam (3) and the left longitudinal beam (1). The front end surfaces of the left longitudinal beam (1) and the right longitudinal beam (2) are both provided with a mounting hole (7) for fixing a stabilizer bar, and the upper end surfaces of the left longitudinal beam (1) and the right longitudinal beam (2) are both provided with a mounting sleeve (8) for fixing the subframe to the vehicle body. The subframe has the advantages of high strength, light weight, long service life, etc.

Description

Technical Field

[0001] The present invention relates to the field of subframes, and in particular to a vehicle body integrated subframe. Background Art

[0002] With the rapid development of new energy vehicles in China, in order to enhance the competitive advantage of their products, most new energy vehicle manufacturers choose five-link suspensions with better handling performance in suspension selection. The subframe, as an important structural component of the suspension system, carries the motor, control arm, stabilizer bar, steering gear, etc., resulting in a relatively cramped layout space and a relatively complex structure. New energy vehicles are heavier overall, so the lateral force they are subjected to is also greater. In order to pursue better handling and lightweight body, the body-integrated subframe meets such needs. Chinese patent CN202210490883.3 discloses a lightweight collision energy-absorbing aluminum alloy subframe for new energy vehicles. The main structure of this subframe is no different from the traditional subframe structure.

[0003] This type of subframe has the following disadvantages:

[0004] 1. The stabilizer bar is located far away from the vehicle body and has less rigidity.

[0005] 2. The large frame-type subframe will increase the weight of the vehicle body, and making it with steel material will increase its cost.

[0006] 3. Reduce driving stability and make the control feel indirect. Summary of the Invention

[0007] The present invention aims to solve the shortcomings of the prior art and provides a vehicle body integrated subframe.

[0008] In order to solve the above technical problems, the present invention is solved by the following technical solutions:

[0009] A vehicle-body integrated subframe comprises a left longitudinal beam, a right longitudinal beam, and a rear crossbeam connecting the left and right longitudinal beams. A left center tower is fixedly connected to the rear end of the left longitudinal beam, while a right center tower is fixedly connected to the rear end of the right longitudinal beam. The subframe also includes a suspension bracket fixedly connected to the rear crossbeam and the left longitudinal beam. The front ends of the left and right longitudinal beams each have mounting holes for securing a stabilizer bar. Mounting sleeves for securing the subframe to the vehicle body are provided on the upper ends of the left and right longitudinal beams. The integrated sleeves designed in this solution are precisely aligned with the center tower position, improving the strength and durability of the rear end of the subframe.

[0010] Preferably, the two ends of the rear cross beam are welded and fixed to the left longitudinal beam and the right longitudinal beam, the two ends of the upper beam body of the rear cross beam are respectively clamped on the left longitudinal beam and the right longitudinal beam, and stress avoidance grooves are formed on the front sides of the two ends of the upper beam body of the rear cross beam, and the edges of the stress avoidance grooves are welded and fixed to the left longitudinal beam and the right longitudinal beam.

[0011] Preferably, the overall shape of the stress avoidance groove is a horizontal triangle, and the stress avoidance groove includes a first edge arranged horizontally on the upper side and a second edge arranged on the lower side at a certain angle to the horizontal direction. The first edge, the second edge and the edge of the end of the rear cross beam form the stress avoidance groove, and the edge line of the stress avoidance groove includes a first edge line along the left longitudinal beam and the right longitudinal beam and a second edge line extending upward from the end of the first edge line.

[0012] Preferably, the first edge and the second edge are both arc-shaped surfaces, the connection between the first edge and the second edge is an arc transition, the bottom surface height of the stress avoidance groove gradually increases from the edge to the intersection of the first edge and the second edge, and the bottom surface of the stress avoidance groove is an arc-shaped surface; an inner side surface is provided on the inner side of the stress avoidance groove, the inner side surface is a plane, and the stress avoidance groove is an L-shaped groove structure formed by the inner side surface and the bottom surface.

[0013] Preferably, the rear cross beam is a stamped tubular beam, including an upper tubular beam and a lower tubular beam, the upper tubular beam and the lower tubular beam are welded and fixed, the rear cross beam is a flat beam body, the rear beam body is a V-shaped beam with a bulge upward in the middle, a groove is provided at the V-mouth of the lower beam body, and the upper cross beam is provided with recessed features on both sides of the V-mouth, and the recessed features extend from the upper end face of the upper cross beam to the front side face.

[0014] Preferably, the left and right ends of the rear cross beam are respectively clamped on the left longitudinal beam and the right longitudinal beam, and the two ends of the upper beam body of the rear cross beam are bent to form vertical clamping strips, which are clamped on the left longitudinal beam and the right longitudinal beam. A clamping slot is formed between the clamping strip at the left end and the left middle tower, and between the clamping strip at the right end and the right middle tower. A middle tower bracket is fixed in the clamping slot, and the middle tower bracket includes a clamping part clamped in the clamping slot, an extension part 1 extending on the upper end face of the rear cross beam, and an extension part 2 extending on the left middle tower and the right middle tower. The extension part 1 is welded and fixed to the rear cross beam, and the extension part 2 is welded and fixed to the left longitudinal beam and the right longitudinal beam.

[0015] Preferably, the upper end faces of the left middle tower bracket and the right middle tower bracket are arc-shaped surfaces, the upper end face of the left middle tower bracket is a sloped surface with one end close to the left middle tower being higher and the other end being lower; the upper end face of the right middle tower bracket is a sloped surface with one end close to the right middle tower being higher and the other end being lower.

[0016] Preferably, the parts of the left longitudinal beam and the right longitudinal beam located on the rear side of the rear cross beam are connecting parts, and the cross-section of the connecting part is elliptical; it also includes a control arm bracket, which is connected to the left longitudinal beam and the right longitudinal beam, and is located on the rear side of the left middle tower and the right middle tower respectively, and the left middle tower and the right middle tower are provided with fixing holes for fixing the control arm; the internal welding of the connecting part has an inherent reinforcement plate, and the cantilever bracket is welded and fixed to the connecting part.

[0017] Preferably, a second reinforcing plate is provided inside the rear cross beam, and the reinforcing plate includes a support plate, the upper edge of the support plate is welded and fixed to the inner side of the upper beam body, and a welding plate is provided at the bottom of the support plate, and the welding plate is arranged along the trajectory of the lower beam body, and a welding port is opened on the lower beam body.

[0018] Preferably, two fixing sleeves are provided at the front ends of the left longitudinal beam and the right longitudinal beam, and two mounting holes 1 are provided on the front end surfaces of the left longitudinal beam and the right longitudinal beam.

[0019] The present invention has the following significant technical effects due to the adoption of the above technical solution:

[0020] This patented invention redesigns the subframe structure, which is primarily composed of a rear cross member, left and right longitudinal beams, control arm brackets, and suspension brackets. The stabilizer bar is placed on the center tower, and the front and rear cross members and left and right longitudinal beams are designed as punched and welded beams. This patented invention improves the dimensional accuracy of the subframe's overall profile, employing a compact semi-frame structure that reduces space requirements. The design of localized overlap profiles and structures improves the matching overlap accuracy between parts, resulting in a 40% increase in the subframe's overall durability and a 25% increase in rigidity. Furthermore, structural design avoids stress concentration at the junction. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the overall structure of the subframe.

[0022] Figure 2 yes Figure 1 A partial enlarged view of .

[0023] Figure 3 It is a schematic diagram of the overall structure of the subframe.

[0024] Figure 4 It is a schematic diagram of the overall structure of the subframe.

[0025] Figure 5 It is a schematic diagram of the overall structure of the subframe.

[0026] Figure 6 It is a structural diagram of the coordination between the second reinforcement plate and the lower beam.

[0027] The technical names of the figures are: 1-left longitudinal beam, 2-right longitudinal beam, 3-rear cross beam, 4-left center tower, 5-right center tower, 6-suspension bracket, 7-mounting hole one, 8-mounting sleeve, 10-stress avoidance groove, 11-first edge, 12-second edge, 13-first side line, 14-second side line, 15-bottom surface, 16-inner side surface, 17-upper beam body, 18-lower beam body, 20-V-mouth, 21-recessed feature, 22-clip strip, 23-clip groove, 24-slope, 25-control arm bracket, 26-fixing hole, 27-reinforcement plate one, 28-connecting part, 29-reinforcement plate two, 30-welding mouth, 31-support plate, 32-welding plate. DETAILED DESCRIPTION

[0028] The present invention is further described in detail below with reference to the accompanying drawings and embodiments.

[0029] Example 1

[0030] A vehicle body-integrated subframe comprises a left longitudinal beam 1, a right longitudinal beam 2, and a rear crossbeam 3 connecting the left and right longitudinal beams 1 and 2. A left center tower 4 is fixedly connected to the rear end of the left longitudinal beam 1, and a right center tower 5 is fixedly connected to the rear end of the right longitudinal beam 2. The subframe also includes a suspension bracket 6, which is fixedly connected to the rear crossbeam 3 and the left longitudinal beam 1. The front ends of the left and right longitudinal beams 1 and 2 each have mounting holes 7 for securing a stabilizer bar. The upper ends of the left and right longitudinal beams 1 and 2 each have mounting sleeves 8 for securing the subframe to the vehicle body. The integrated sleeves designed in this solution are specifically designed for the center tower position and capacity, improving the strength and durability of the rear end of the subframe. In this solution, each center tower has two mounting holes 7, which are not aligned with the mounting sleeves 8. In this solution, the subframe is mounted on the vehicle body at 6 points. The 6 points are divided into: a mounting sleeve 8 on each of the left center tower 4 and the right center tower 5, and two mounting sleeves 8 at the front ends of the left longitudinal beam 1 and the right longitudinal beam 2. The mounting structure is reliable. It should be stated that the front, rear, left, right, top and bottom positions in this solution are all based on the Figure 1 For reference.

[0031] This solution reduces the length of the left longitudinal beam 1 and the right longitudinal beam 2, and redesigns the center tower structure and the mounting structure, thereby greatly reducing the distance between the stabilizer bar mounting point and the body mounting point and improving the strength of the subframe.

[0032] In this solution, the ends of the rear cross beam 3 are welded to the left longitudinal beam 1 and the right longitudinal beam 2. The ends of the upper beam body 17 of the rear cross beam 3 are respectively clamped on the left longitudinal beam 1 and the right longitudinal beam 2. Stress relief grooves 10 are formed on the front sides of the ends of the upper beam body 17 of the rear cross beam 3. The edges of the stress relief grooves 10 are welded to the left longitudinal beam 1 and the right longitudinal beam 2. In this solution, both the cross beams and the longitudinal beams are punched and welded beams.

[0033] To achieve its function of reducing stress concentration and improving the strength of the subframe, the stress relief groove 10 has an overall horizontal triangular shape. The groove 10 includes a first ridge 11 disposed transversely on the upper side and a second ridge 12 disposed at a predetermined angle to the transverse direction on the lower side. The first ridge 11, the second ridge 12, and the edges of the ends of the rear cross member 3 form the stress relief groove 10. The edges of the stress relief groove 10 include a first edge 13 along the left and right longitudinal beams 1 and 2, and a second edge 14 extending upward from the ends of the first edge 13. The stress relief groove 10 employs a double-edge structure. The pressure and stress applied by the rear cross member 3 to the left and right longitudinal beams 1 and 2 are dispersed into two streams at the intersection of the first ridge 11 and the second ridge 12, thereby reducing stress concentration at the weld point. Because the stress relief groove 10 has transverse, longitudinal, and vertical edges, it has a significantly longer and more divergent weld than conventional welded structures, improving the longitudinal strength of the longitudinal beams while avoiding the stress concentration problem of conventional single-direction welds.

[0034] In this solution, the first edge 11 and the second edge 12 are both arc-shaped surfaces, and the connection between the first edge 11 and the second edge 12 is an arc transition. The height of the bottom surface 15 of the stress avoidance groove 10 gradually increases from the edge to the intersection of the first edge 11 and the second edge 12. The bottom surface 15 of the stress avoidance groove 10 is an arc-shaped surface; the inner side of the stress avoidance groove 10 is provided with an inner side surface 16, and the inner side surface 16 is a plane. The stress avoidance groove 10 is an L-shaped groove structure formed by the inner side surface 16 and the bottom surface 15. This groove structure can meet the function of stress diversion, and at the same time gives a larger space to the end, providing a larger area for the final stress relief, thereby reducing the stress concentration problem at local points. The bottom surface 15 of the arc structure can ensure that the force transmission is more stable, and the groove is also convenient for the welding of the edge, providing operating space for welding.

[0035] In this embodiment, the rear crossbeam 3 is a stamped tubular beam, including an upper tube beam and a lower tube beam, which are welded and fixed. The rear crossbeam 3 is a flat beam body, which is a V-shaped beam with an upward bulge in the middle. A groove is provided at the V-mouth 20 of the lower beam body 18, and a concave feature 21 is provided on both sides of the V-mouth 20 of the upper crossbeam. The concave feature 21 extends from the upper end face of the upper crossbeam to the front side face. The rigidity of the V-shaped beam itself is improved, thereby improving the rigidity of the longitudinal beam length in the Y direction at the suspension. The flat cross section reduces the vertical height of the front crossbeam in the Z direction, reduces the vertical space requirement of the front crossbeam in the Z direction, meets the clearance requirement with the exhaust pipe and the motor, and makes the front crossbeam less likely to change during processing and transportation.

[0036] In this embodiment, the left and right ends of the rear crossbeam 3 are respectively secured to the left and right longitudinal beams 1 and 2. The ends of the upper beam body 17 of the rear crossbeam 3 are bent to form vertical clips 22, which are secured to the left and right longitudinal beams 1 and 2. A slot 23 is formed between the left clip 22 and the left center tower 4, and between the right clip 22 and the right center tower 5. A center tower bracket is fixedly mounted within the slot 23. The center tower bracket includes a clip portion secured within the slot 23, an extension portion 1 extending from the upper end surface of the rear crossbeam 3, and an extension portion 2 extending from the left and right center towers 4 and 5. The extension portion 1 is welded to the rear crossbeam 3, and the extension portion 2 is welded to the left and right longitudinal beams 1 and 2. A notch is formed between the front end of the clip 22 and the stress relief groove 10, facilitating stress relief and bending to form the clip 22.

[0037] In this embodiment, the upper end surfaces of the brackets for the left and right middle towers 4 and 5 are curved. The upper end surface of the bracket for the left middle tower 4 forms a slope 24, with one end near the left middle tower 4 being higher and the other end being lower. The upper end surface of the bracket for the right middle tower 5 forms a slope 24, with one end near the right middle tower 5 being higher and the other end being lower. This structural design allows the rear crossbeam 3, left longitudinal beam 1, right longitudinal beam 2, left and right middle towers 4 and 5, and the brackets for the left and right middle towers 4 and 5 to form a single unit, effectively resisting vertical deformation and increasing the strength of the suspension bracket 6.

[0038] In this embodiment, the portion of the left and right longitudinal beams 1 and 2 located behind the rear crossbeam 3 is a connecting portion 28, which has a substantially elliptical cross-section. The vehicle also includes a control arm bracket 25, which is connected to the left and right longitudinal beams 1 and 2 and located behind the left and right center towers 4 and 5, respectively. Both the left and right center towers 4 and 5 are provided with fixing holes 26 for securing the control arms. A reinforcement plate 27 is welded internally to the connecting portion 28, and the cantilever bracket is welded and fixed to the connecting portion 28. The suspension bracket 6 is positioned at the corner where the rear crossbeam 3 and the left longitudinal beam 1 intersect. The main body of the suspension bracket 6 is fixed to the rear side of the rear crossbeam 3, and its reinforcement portion extends to the connecting portion 28 and is welded and fixed to the connecting portion 28.

[0039] In this solution, a reinforcing plate 29 is provided inside the rear cross beam 3, and the reinforcing plate includes a support plate 31. The upper edge of the support plate 31 is welded and fixed to the inner side surface 16 of the upper beam body 17, and a welding plate 32 is provided at the bottom of the support plate 31. The welding plate 32 is arranged along the trajectory of the lower beam body 18, and a welding opening 30 is opened on the lower beam body 18.

[0040] Preferably, two fixing sleeves are provided at the front ends of the left longitudinal beam 1 and the right longitudinal beam 2, and two mounting holes 7 are provided on the front end surfaces of the left longitudinal beam 1 and the right longitudinal beam 2.

[0041] Example 2

[0042] The difference from the first embodiment is that a front cross beam is welded to the front ends of the left longitudinal beam 1 and the right longitudinal beam 2 .

[0043] Example 3

[0044] The difference from the first embodiment is that the number of the welding openings 30 is 3 and the welding openings 30 are arranged in a long strip shape.

Claims

1. A vehicle body integrated subframe, characterized by: The invention comprises a left longitudinal beam (1), a right longitudinal beam (2) and a rear cross beam (3) connecting the left longitudinal beam (1) and the right longitudinal beam (2); the rear end of the left longitudinal beam (1) is connected and fixed with a left middle tower (4); the rear end of the right longitudinal beam (2) is connected and fixed with a right middle tower (5); and further comprises a suspension bracket (6); the suspension bracket (6) is connected and fixed with the rear cross beam (3) and the left longitudinal beam (1); the front end surfaces of the left longitudinal beam (1) and the right longitudinal beam (2) are both provided with a mounting hole (7) for fixing a stabilizer bar; the left longitudinal beam (1) and the right longitudinal beam (2) are The upper end surfaces of the rear cross beam (3) are provided with mounting sleeves (8) for fixing the subframe to the vehicle body; the two ends of the rear cross beam (3) are welded and fixed to the left longitudinal beam (1) and the right longitudinal beam (2); the two ends of the upper beam body (17) of the rear cross beam (3) are respectively clamped on the left longitudinal beam (1) and the right longitudinal beam (2); the front sides of the two ends of the upper beam body (17) of the rear cross beam (3) are formed with stress avoidance grooves (10); the edges of the stress avoidance grooves (10) are welded and fixed to the left longitudinal beam (1) and the right longitudinal beam (2); the overall shape of the stress avoidance grooves (10) is The shape is a horizontal triangle, the stress avoidance groove (10) includes a first edge (11) arranged horizontally on the upper side and a second edge (12) arranged at a certain angle to the horizontal direction on the lower side, the first edge (11), the second edge (12) and the side surface of the left longitudinal beam (1) or the side surface of the right longitudinal beam (2) form the stress avoidance groove (10), and the side line of the stress avoidance groove (10) includes a first side line (13) along the left longitudinal beam (1) and the right longitudinal beam (2) and a second side line (14) extending upward from the end of the first side line (13); the first edge (11 ) and the second edge (12) are both arc-shaped surfaces, the connection between the first edge (11) and the second edge (12) is an arc transition, the height of the bottom surface (15) of the stress avoidance groove (10) gradually increases from the edge to the intersection of the first edge (11) and the second edge (12), and the bottom surface (15) of the stress avoidance groove (10) is an arc-shaped surface; an inner side surface (16) is provided on the inner side of the stress avoidance groove (10), and the inner side surface (16) is a plane, and the stress avoidance groove (10) is an L-shaped groove structure formed by the inner side surface (16) and the bottom surface (15).

2. The vehicle body integrated subframe according to claim 1, characterized in that: The rear cross beam (3) is a stamped tube beam, comprising an upper beam body (17) and a lower beam body (18), the upper beam body (17) and the lower beam body (18) being welded and fixed, the rear cross beam (3) being a flat beam body, the rear cross beam (3) being a V-shaped beam with an upward bulge in the middle and forming a V-mouth (20), the lower beam body (18) being provided with a groove at the V-mouth (20), the lower beam body (18) being provided with a concave feature (21) on both sides of the V-mouth (20), the concave feature (21) extending from the upper end surface of the lower beam body (18) to its front side surface.

3. The vehicle body integrated subframe according to claim 1, characterized in that: The left and right ends of the rear cross beam (3) are respectively clamped on the left longitudinal beam (1) and the right longitudinal beam (2). The two ends of the upper beam body (17) of the rear cross beam (3) are bent to form a vertical clamping strip (22). The clamping strip (22) is clamped on the left longitudinal beam (1) and the right longitudinal beam (2). A clamping groove (23) is formed between the clamping strip (22) at the left end and the left middle tower (4), and between the clamping strip (22) at the right end and the right middle tower (5). A middle tower bracket is fixedly arranged in the clamping groove (23). The middle tower bracket includes a clamping strip (23) clamped in the clamping groove ( 23), an extension portion within the rear cross beam (3), and an extension portion 1 and an extension portion 2 extending from the upper end surface of the rear cross beam (3); the middle tower bracket includes a left middle tower bracket and a right middle tower bracket, the extension portion 2 of the left middle tower bracket extends on the left middle tower (4), and the extension portion 2 of the right middle tower bracket extends on the right middle tower (5); the extension portions 1 of the left middle tower bracket and the right middle tower bracket are both welded and fixed to the rear cross beam (3), and the extension portions 2 of the left middle tower bracket and the right middle tower bracket are respectively welded and fixed to the left longitudinal beam (1) and the right longitudinal beam (2).

4. The vehicle body integrated subframe according to claim 3, characterized in that: The upper end surfaces of the left middle tower bracket and the right middle tower bracket are arc-shaped surfaces. The upper end surface of the left middle tower bracket is a slope surface (24) with one end close to the left middle tower (4) being higher and the other end being lower. The upper end surface of the right middle tower bracket is a slope surface (24) with one end close to the right middle tower (5) being higher and the other end being lower.

5. The vehicle body integrated subframe according to claim 1, characterized in that: The portion of the left longitudinal beam (1) and the right longitudinal beam (2) located on the rear side of the rear cross beam (3) is a connecting portion (28), and the cross section of the connecting portion (28) is elliptical; it also includes a control arm bracket (25), which is connected to the left longitudinal beam (1) and the right longitudinal beam (2), and is located on the rear side of the left middle tower (4) and the right middle tower (5), respectively. The left middle tower (4) and the right middle tower (5) are both provided with fixing holes (26) for fixing the control arms; a reinforcing plate (27) is welded and fixed inside the connecting portion (28), and the cantilever bracket is welded and fixed to the connecting portion (28).

6. The vehicle body integrated subframe according to claim 2, characterized in that: A second reinforcing plate (29) is provided inside the rear cross beam (3), and the second reinforcing plate (29) includes a support plate (31). The upper side of the support plate (31) is welded and fixed to the inner side of the upper beam body (17). A welding plate (32) is provided at the bottom of the support plate (31). The welding plate (32) is provided along the trajectory of the lower beam body (18), and a welding opening (30) is opened on the lower beam body (18).

7. The vehicle body integrated subframe according to claim 2, characterized in that: Two fixing sleeves are provided at the front ends of the left longitudinal beam (1) and the right longitudinal beam (2), and two mounting holes (7) are provided on the front end surfaces of the left longitudinal beam (1) and the right longitudinal beam (2).

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