Rear auxiliary frame structure and vehicle

Abstract

The invention relates to the technical field of rear vehicle auxiliary frames, and particularly discloses a rear auxiliary frame structure and a vehicle. The left longitudinal beam is arranged on the left side of the front cross beam and fixedly connected with the front cross beam, and a first split type support is arranged on the upper surface of the left longitudinal beam; the right longitudinal beam is arranged on the right side of the front cross beam and fixedly connected with the front cross beam, and a second split type support is arranged on the upper surface of the right longitudinal beam; the rear cross beam is arranged at the rear end of the front cross beam and fixedly connected with the left longitudinal beam and the right longitudinal beam, a splicing support is arranged on the lower surface of the rear cross beam, and the two ends of the splicing support are connected with the lower surface of the left longitudinal beam and the lower surface of the right longitudinal beam respectively. The rear auxiliary frame structure is adaptive to various brackets according to stress states of a plurality of parts, has the advantage of light weight, reduces the production cost, and can meet the requirement of bearing capacity.

Description

Technical Field

[0001] The invention relates to the technical field of rear subframes, and in particular to a rear subframe structure and a vehicle. Background Art

[0002] The rear subframe is mostly used for multi-link independent suspension. Since the multi-link independent suspension has a large number of control arms, the rear subframe needs to provide more mounting points, and the rear subframe needs to match the suspension hard points. Multi-link independent suspension models are heavy, and the rear subframe is subject to severe loads. At present, different areas of the rear subframe are equipped with the same type of mounting brackets, and the rear subframe is connected to the multi-link independent suspension through the mounting brackets. However, the stress states of different parts of the rear subframe are different. Using the same type of brackets to meet the load-bearing capacity requirements makes the overall structure of the rear subframe bulky and the manufacturing cost high. Summary of the invention

[0003] The object of the present invention is to provide a rear subframe structure and a vehicle, which can be adapted to a variety of brackets according to the stress states of multiple parts, have the advantage of being lightweight to reduce production costs, and can meet the requirements of bearing capacity.

[0004] In order to achieve the above-mentioned object, the present invention provides a rear subframe structure in a first aspect, comprising:

[0005] A front crossbeam, with a U-shaped bracket provided on the upper surface;

[0006] A left longitudinal beam, disposed on the left side of the front cross beam and fixedly connected to the front cross beam, wherein a first split bracket is disposed on the upper surface of the left longitudinal beam;

[0007] a right longitudinal beam, disposed on the right side of the front cross beam and fixedly connected to the front cross beam, wherein a second split bracket is disposed on the upper surface of the right longitudinal beam; and

[0008] A rear cross beam is arranged at the rear end of the front cross beam and is fixedly connected to the left longitudinal beam and the right longitudinal beam respectively. A splicing bracket is arranged on the lower surface of the rear cross beam, and two ends of the splicing bracket are respectively connected to the lower surface of the left longitudinal beam and the lower surface of the right longitudinal beam.

[0009] In some embodiments, the first split bracket includes two first mounting plates that are spaced apart from each other, and the first mounting plates are welded to the upper surface of the left longitudinal beam.

[0010] In some embodiments, the second split bracket includes two second mounting plates that are spaced apart from each other, and the second mounting plates are welded to the upper surface of the right longitudinal beam.

[0011] In some embodiments, the splicing bracket includes a main section, a first extension section and a second extension section integrally formed at both ends of the main section, the main section is welded to the lower surface of the rear cross beam, the first extension section is welded to the lower surface of the left longitudinal beam, and the second extension section is welded to the lower surface of the right longitudinal beam.

[0012] In some embodiments, the two ends of the front cross beam have a first end face and a second end face that are oppositely arranged, a portion of the first end face is affixed to the right side wall of the left longitudinal beam, and a portion of the second end face is affixed to the left side wall of the right longitudinal beam.

[0013] In some embodiments, both ends of the front cross beam are bent backward to form a first bending end and a second bending end, the first end face is arranged at the first bending end, the second end face is arranged at the second bending end, the front end of the left longitudinal beam is bent to the left to form a first bending portion, and the front end of the right longitudinal beam is bent to the right to form a second bending portion, a portion of the first end face is attached to the right side wall of the first bending portion, and a portion of the second end face is attached to the left side wall of the second bending portion.

[0014] In some embodiments, the rear end of the left longitudinal beam has a third end surface, the rear end of the right longitudinal beam has a fourth end surface, and the entire third end surface and the entire fourth end surface are attached to the front side wall of the rear cross beam.

[0015] In some embodiments, the rear cross beam includes a straight section, a first bent section and a second bent section formed by bending backward along both ends of the straight section, and the entire third end surface and the entire fourth end surface are attached to the front side wall of the straight section.

[0016] In some embodiments, the front end of the left longitudinal beam has a first circular hole, in which a first bushing is installed, and the front end of the right longitudinal beam has a second circular hole, in which a second bushing is installed; the two ends of the rear cross beam have a first semicircular hole and a second semicircular hole passing through the side wall thereof, the first semicircular hole has a third bushing installed, and the second semicircular hole has a fourth bushing installed.

[0017] In a first aspect, the present invention provides a vehicle, comprising a multi-link independent suspension and the rear subframe structure described in the first aspect, wherein the multi-link independent suspension is mounted on the rear subframe structure.

[0018] The present invention provides a rear subframe structure and a vehicle, which have the following beneficial effects compared with the prior art:

[0019] A U-shaped bracket is provided on the upper surface of the front cross beam, the left longitudinal beam is provided on the left side of the front cross beam and is fixedly connected to the front cross beam, the upper surface of the left longitudinal beam is provided with a first split bracket, the right longitudinal beam is provided on the right side of the front cross beam and is fixedly connected to the front cross beam, the upper surface of the right longitudinal beam is provided with a second split bracket, the rear cross beam is provided at the rear end of the front cross beam and the rear cross beam is fixedly connected to the left longitudinal beam and the right longitudinal beam respectively, a splicing bracket is provided on the lower surface of the rear cross beam, and the two ends of the splicing bracket are respectively connected to the lower surface of the left longitudinal beam and the lower surface of the right longitudinal beam, so that the structure of the overall rear sub-frame is stable, the U-shaped bracket, the first split bracket, the second split bracket and the splicing bracket can adapt to the stress states of multiple parts of the rear sub-frame, have the advantage of lightweight, reduce production costs, and meet the requirements of bearing capacity. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A schematic top view of a rear subframe structure provided in some embodiments of the present invention.

[0021] Figure 2 A bottom view schematic diagram of a rear subframe structure provided in some embodiments of the present invention.

[0022] In the figure: 1, front cross beam; 11, U-shaped bracket; 12, third split bracket; 13, first end face; 14, second end face; 15, first bent end; 16, second bent end; 2, left longitudinal beam; 21, first bushing; 22, first split bracket; 221, first mounting plate; 23, third end face; 24, first bent portion; 25, first round hole; 3, right longitudinal beam; 31, second bushing; 32, second split bracket ; 321, second mounting plate; 33, fourth end face; 34, second bending portion; 35, second circular hole; 4, rear cross beam; 41, third bushing; 42, fourth bushing; 43, straight section; 44a, first bending section; 44b, second bending section; 45, mounting hole; 46, splicing bracket; 461, main section; 462, first extension section; 463, second extension section; 47, first semicircular hole; 48, second semicircular hole. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0024] It should be understood that, in the description of the present application, the terms "upper", "lower", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. The terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated, that is, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In addition, unless otherwise specified, "multiple" means two or more.

[0025] In addition, the technical features involved in the different embodiments of the present application described below can be combined with each other as long as they do not conflict with each other.

[0026] In the description of this application, the terms "front", "rear", "left", and "right" refer to Figure 1 shown, and Figure 1 The upper surface of the rear subframe structure is shown in Figure 2 Shown in Figure 1 is the lower surface of the rear subframe structure.

[0027] like Figure 1-2 As shown, the rear subframe structure provided by some embodiments of the present invention includes a front cross beam 1, a left longitudinal beam 2, a right longitudinal beam 3 and a rear cross beam 4. During installation, the connection between the front cross beam 1, the left longitudinal beam 2, the right longitudinal beam 3 and the rear cross beam 4 is fixedly connected by a welding process.

[0028] A U-shaped bracket 11 is provided on the upper surface of the front cross beam 1. The front cross beam 1 at the front position is subjected to greater force in the left and right directions. The U-shaped bracket 11 is used to increase the welding area between the bottom of the U-shaped bracket 11 and the upper surface of the front cross beam 1 to provide better rigidity and strength to meet the needs of the entire vehicle. In addition, a third split bracket can also be provided on the upper surface of the front cross beam 1 to enrich the installation options of the front cross beam 1.

[0029] The left longitudinal beam 2 is arranged on the left side of the front cross beam 1 and is fixedly connected to the front cross beam 1. A first split bracket 22 is arranged on the upper surface of the left longitudinal beam 2. The left longitudinal beam 2 is located in the middle position. According to the surrounding space requirements, the first split bracket 22 is used as a non-main force-bearing bracket. By appropriately reducing the welding area between the first split bracket 22 and the upper surface of the left longitudinal beam 2, the welding efficiency can be improved, the cost can be reduced, and the welding deformation can be reduced. The structure of the first split bracket 22 is relatively simple and regular, and the material utilization rate is high.

[0030] The right longitudinal beam 3 is arranged on the right side of the front cross beam 1 and is fixedly connected to the front cross beam 1. A second split bracket 32 ​​is arranged on the upper surface of the right longitudinal beam 3. The right longitudinal beam 3 is in the middle position. According to the surrounding space requirements, the second split bracket 32 ​​is used as a non-main force-bearing bracket. By appropriately reducing the welding area between the second split bracket 32 ​​and the upper surface of the right longitudinal beam 3, the welding efficiency can be improved, the cost can be reduced, and the welding deformation can be reduced. The structure of the second split bracket 32 ​​is relatively simple and regular, and the material utilization rate is high.

[0031] The rear cross beam 4 is arranged at the rear end of the front cross beam 1 and is fixedly connected to the left longitudinal beam 2 and the right longitudinal beam 3 respectively. A splicing bracket 46 is arranged on the lower surface of the rear cross beam 4, and the two ends of the splicing bracket 46 are connected to the lower surface of the left longitudinal beam 2 and the lower surface of the right longitudinal beam 3 respectively. The rear cross beam 4 at the rear position is subjected to the main force direction in the left and right directions and the downward direction. The splicing bracket 46 is connected to the rear cross beam 4, the left longitudinal beam 2 and the right longitudinal beam 3 respectively, so as to improve the rigidity and strength of the rear position and provide a stable and reliable installation point for the suspension system. The splicing bracket 46 is fixed by double splicing welding to maximize the adaptation of the suspension hard points, ensure the performance of the whole vehicle, simplify the complexity of the structure, and improve the material utilization rate.

[0032] Based on the above structural setting, the U-shaped bracket 11, the first split bracket 22, the second split bracket 32 ​​and the spliced ​​bracket 46 can adapt to the stress state of multiple parts of the rear subframe, provide installation points for the multi-link of the suspension system, have the advantage of lightweight, reduce production costs, and meet the requirements of bearing capacity.

[0033] like Figure 1 As shown, in some embodiments, the first split bracket 22 includes two first mounting pieces 221 spaced apart, and the first mounting piece 221 is welded to the upper surface of the left longitudinal beam 2. In this way, the first split bracket 22 can reduce the welding area with the upper surface of the left longitudinal beam 2 by adopting two sheet-shaped first mounting pieces 221, thereby improving welding efficiency, reducing costs, and reducing welding deformation.

[0034] like Figure 1 As shown, in some embodiments, the second split bracket 32 ​​includes two second mounting pieces 321 spaced apart, and the second mounting pieces 321 are welded to the upper surface of the right longitudinal beam 3. In this way, the second split bracket 32 ​​can reduce the welding area with the upper surface of the left longitudinal beam 2 by adopting two sheet-shaped second mounting pieces 321, thereby improving welding efficiency, reducing costs, and reducing welding deformation.

[0035] like Figure 2As shown, in some embodiments, the splicing bracket 46 includes a main section 461, a first extension section 462 and a second extension section 463 integrally formed at both ends of the main section 461, the main section 461 is welded to the lower surface of the rear cross beam 4, the first extension section 462 is welded to the lower surface of the left longitudinal beam 2, and the second extension section 463 is welded to the lower surface of the right longitudinal beam 3. In this way, the splicing bracket improves the connection rigidity and strength between the rear cross beam 4, the left longitudinal beam 2 and the right longitudinal beam 3, providing a stable and reliable installation point for the suspension system.

[0036] like Figure 1 As shown, in some embodiments, the two ends of the front cross beam 1 have a first end face 13 and a second end face 14 that are arranged opposite to each other, a portion of the first end face 13 is attached to the right side wall of the left longitudinal beam 2, and a portion of the second end face 14 is attached to the left side wall of the right longitudinal beam 3. Specifically, the first end face 13 is welded to the right side wall of the left longitudinal beam 2 in a partial surface contact and partial line contact manner, and the second end face 14 is welded to the right side wall of the left longitudinal beam 2 in a partial surface contact and partial line contact manner, which is more conducive to the overall spatial layout.

[0037] like Figure 1 As shown, in some embodiments, both ends of the front cross beam 1 are bent backward to form a first bent end 15 and a second bent end 16, the first end face 13 is provided at the first bent end 15, the second end face 14 is provided at the second bent end 16, the front end of the left longitudinal beam 2 is bent leftward to form a first bent portion 24, the front end of the right longitudinal beam 3 is bent rightward to form a second bent portion 34, a portion of the first end face 13 is attached to the right side wall of the first bent portion 24, and a portion of the second end face 14 is attached to the left side wall of the second bent portion 34. The above-mentioned bent parts can disperse the impact stress, improve the structural strength, and ensure the stability of the structure.

[0038] like Figure 1 As shown, in some embodiments, the rear end of the left longitudinal beam 2 has a third end surface 23, and the rear end of the right longitudinal beam 3 has a fourth end surface 33, and the entire third end surface 23 and the entire fourth end surface 33 are attached to the front side wall of the rear cross beam 4. In this way, the left longitudinal beam 2 and the right longitudinal beam 3 are welded to the rear cross beam 4, making the structure more stable.

[0039] like Figure 1 As shown, in some embodiments, the rear cross beam 4 includes a straight section 43, a first bent section 44a and a second bent section 44b formed by bending backward along both ends of the straight section, and the entire third end surface 23 and the entire fourth end surface 33 are attached to the front side wall of the straight section 43. In this way, the first bent section 44a and the second bent section 44b can disperse the impact stress and improve the structural strength of the rear cross beam 4. The straight section 43 is fully attached to the third end surface 23 and the fourth end surface 33, making the processing more convenient, and ensuring that the contact surface is flat can meet the requirements.

[0040] like Figure 1As shown, in some embodiments, the front end of the left longitudinal beam 2 has a first circular hole 25, in which the first bushing 21 is installed, and the front end of the right longitudinal beam 3 has a second circular hole 35, in which the second bushing 31 is installed; the two ends of the rear cross beam 4 have a first semicircular hole 47 and a second semicircular hole 48 that penetrate the side wall thereof, in which the third bushing 41 is installed, and in which the fourth bushing 42 is installed. In this way, the first bushing 21 and the second bushing 31 are installed in a fully wrapped manner, which is more conducive to improving the dynamic stiffness of the installation point, improving the overall mode of the rear subframe, and at the same time, it is conducive to shock absorption and noise reduction. The third bushing 41 and the fourth bushing 42 are installed in a semi-enclosed manner, which reduces material waste and improves material utilization while meeting performance requirements. The above structure has a reasonable layout, a more balanced force distribution, and a more simplified structure, avoiding complex structures, while also improving material utilization.

[0041] like Figure 2 As shown, in some embodiments, the upper surface of the rear cross beam 4 is provided with a mounting hole 45, and the mounting hole 45 is arranged directly above the splicing bracket 46. During installation, the mounting hole 45, the third bushing 41 and the fourth bushing 42 provide mounting points for the power unit, and the embedded suspension installation method is adopted. The overall structure is suspended and embedded in the rear cross beam 4, which can provide very good support stiffness for the suspension system, play a good 360° wrapping role for the suspension, and have a good effect of shock absorption and noise reduction, thereby improving NVH (noise, vibration and harshness) performance. The internal space of the rear cross beam 4 can be reasonably utilized to provide a better space layout for the power system, and the space can be compatible with multiple power systems.

[0042] In some embodiments, the front cross beam 1 and the rear cross beam 4 are both made of high-strength steel material with a tensile strength greater than 800 MPa. The use of high-strength steel material can meet the lightweight requirements, and there is no need to use thicker materials to meet stress requirements.

[0043] Vehicles provided in other embodiments of the present invention include a multi-link independent suspension and a rear subframe structure in some embodiments, wherein the multi-link independent suspension is mounted on the rear subframe structure.

[0044] Based on the above-mentioned vehicle, the U-shaped bracket 11, the first split bracket 22, the second split bracket 32 ​​and the spliced ​​bracket 46 can adapt to the stress state of multiple parts of the rear subframe, provide installation points for the multi-link independent suspension, have the advantage of lightweight, reduce production costs, and meet the requirements of load-bearing capacity.

[0045] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A rear subframe structure, characterized in that: include: A front crossbeam, with a U-shaped bracket provided on the upper surface; A left longitudinal beam, disposed on the left side of the front cross beam and fixedly connected to the front cross beam, wherein a first split bracket is disposed on the upper surface of the left longitudinal beam; a right longitudinal beam, arranged on the right side of the front cross beam and fixedly connected to the front cross beam, wherein a second split bracket is arranged on the upper surface of the right longitudinal beam; and A rear cross beam is arranged at the rear end of the front cross beam and is fixedly connected to the left longitudinal beam and the right longitudinal beam respectively. A splicing bracket is arranged on the lower surface of the rear cross beam, and two ends of the splicing bracket are respectively connected to the lower surface of the left longitudinal beam and the lower surface of the right longitudinal beam.

2. The rear subframe structure according to claim 1, characterized in that: The first split bracket includes two first mounting plates that are spaced apart from each other, and the first mounting plates are welded to the upper surface of the left longitudinal beam.

3. The rear subframe structure according to claim 1, characterized in that: The second split bracket includes two second mounting plates that are spaced apart from each other, and the second mounting plates are welded to the upper surface of the right longitudinal beam.

4. The rear subframe structure according to claim 1, characterized in that: The splicing bracket includes a main section, a first extension section and a second extension section integrally formed at both ends of the main section, the main section is welded to the lower surface of the rear cross beam, the first extension section is welded to the lower surface of the left longitudinal beam, and the second extension section is welded to the lower surface of the right longitudinal beam.

5. The rear subframe structure according to claim 1, characterized in that: The two ends of the front cross beam have a first end surface and a second end surface that are oppositely arranged, a portion of the first end surface is attached to the right side wall of the left longitudinal beam, and a portion of the second end surface is attached to the left side wall of the right longitudinal beam.

6. The rear subframe structure according to claim 5, characterized in that: Both ends of the front cross beam are bent backward to form a first bending end and a second bending end, the first end face is arranged at the first bending end, and the second end face is arranged at the second bending end, the front end of the left longitudinal beam is bent to the left to form a first bending portion, and the front end of the right longitudinal beam is bent to the right to form a second bending portion, a portion of the first end face is attached to the right side wall of the first bending portion, and a portion of the second end face is attached to the left side wall of the second bending portion.

7. The rear subframe structure according to claim 1, characterized in that: The rear end of the left longitudinal beam has a third end surface, and the rear end of the right longitudinal beam has a fourth end surface. The entire third end surface and the entire fourth end surface are attached to the front side wall of the rear cross beam.

8. The rear subframe structure according to claim 7, characterized in that: The rear cross beam includes a straight section, a first bent section and a second bent section formed by bending backward along two ends of the straight section, and the entire third end surface and the entire fourth end surface are attached to the front side wall of the straight section.

9. The rear subframe structure according to claim 1, characterized in that: The front end of the left longitudinal beam has a first circular hole, in which a first bushing is installed; the front end of the right longitudinal beam has a second circular hole, in which a second bushing is installed; both ends of the rear cross beam have a first semicircular hole and a second semicircular hole passing through the side wall thereof, in which a third bushing is installed, in which a fourth bushing is installed.

10. A vehicle, characterized in that: It comprises a multi-link independent suspension and a rear subframe structure as claimed in any one of claims 1 to 9, wherein the multi-link independent suspension is mounted on the rear subframe structure.

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