Automobile auxiliary frame cleat capable of reducing stress change

Abstract

The invention relates to an automobile auxiliary frame cleat capable of reducing stress change. The automobile auxiliary frame cleat mainly comprises a cleat support and a lining positioning pipe. The claw support is formed by welding a metal plate upper body and a metal plate lower body which are formed in a stamping mode, and a hollow tubular structure is formed. A transverse extending part of the cleat support is connected with an inclined supporting part through a bent part, the inclined supporting part is fixed to the auxiliary frame, and a lining positioning pipe is arranged in the transverse extending part. The two ends of the lining positioning pipe are provided with protruding parts extending in the axial direction, and the protruding parts are matched with the concave parts on the inner wall of the claw support to form radial and axial limiting. The transverse extending part of the cleat support is further provided with a through hole communicated with an inner hole of the lining positioning pipe, and the diameter of the through hole is smaller than the outer diameter of the lining positioning pipe. By omitting a welding structure of the cleat bracket and the bushing positioning pipe, the stress change caused by welding is reduced, the production efficiency is improved, the production cost is reduced, and energy conservation and environmental protection are realized; by optimizing the structural design, the size precision and durability of the auxiliary frame are improved, and the service life of the auxiliary frame is prolonged.

Description

Technical Field

[0001] The invention relates to the technical field of automobile parts, and in particular to an automobile subframe horn capable of reducing stress variation. Background Art

[0002] The subframe is an extremely important automotive component, used to connect the body, engine and suspension, and bear the impact load and vibration from the engine and the road. Therefore, it has extremely high requirements for strength and durability, and must also meet NVH performance. The subframe is generally provided with a clevis structure for connecting the suspension system to the subframe and bearing the load from the suspension system. The clevis structure usually includes a clevis bracket and a bushing positioning tube for connecting the body.

[0003] However, the prior art uses a clevis bracket and a bushing positioning tube to be welded and fixed to each other. For example, CN105882751A discloses a clevis bracket for a subframe of an automobile that reduces stress changes. The side of the body connection sleeve of the clevis bracket for a subframe of an automobile that reduces stress changes is fixed to the clevis bracket through a connecting weld. The method of welding the clevis bracket and the bushing positioning tube to each other has a large heat input, high power consumption, and high production cost, which is not conducive to social carbon emissions and energy conservation and environmental protection, nor is it conducive to the control of vehicle cost. The welding heat input is large, and the clevis bracket has severe thermal deformation, which will make the subframe dimensional accuracy extremely difficult to control and reduce the quality of the vehicle. At the same time, stress changes will occur when the clevis bracket and the bushing positioning tube are welded, and fatigue damage at the welding position will exceed the standard after long-term use of the vehicle. Summary of the invention

[0004] The purpose of the present invention is to provide a car subframe horn that reduces stress changes in order to address the corresponding deficiencies in the prior art. The car subframe horn eliminates the welding structure of the horn bracket and the bushing positioning tube, reduces the stress changes generated when the horn bracket and the bushing positioning tube are welded, and also has the advantages of low production cost, energy saving and environmental protection.

[0005] The present invention is specifically implemented by the following scheme: A clevis of an automobile subframe for reducing stress variation, comprising a clevis bracket and a bushing positioning tube, wherein the clevis bracket is formed by welding a stamped sheet metal upper body and a sheet metal lower body, wherein the sheet metal upper body is in a trapezoidal groove shape with an opening downward, and the sheet metal lower body covers the opening of the sheet metal upper body to form a hollow tubular structure; The transverse extension portion of the horn bracket is connected to the oblique support portion through a bent portion, the fixed end of the oblique support portion is welded and fixed to the sub-frame, and a bushing positioning tube is uprightly arranged in the hollow tube of the transverse extension portion; Both end surfaces of the bushing positioning tube are provided with axially extending protrusions, and the inner wall of the sheet metal upper body web and the inner wall of the sheet metal lower body of the transverse extension of the horn bracket are provided with recessed parts for matching the protrusions; The protrusions of the two end surfaces of the bushing positioning tube are gap-fitted into the recessed portions of the transverse extension of the horn bracket to limit the bushing positioning tube radially, and the two end surfaces of the bushing positioning tube are respectively in contact with the sheet metal upper body and the sheet metal lower body to limit the bushing positioning tube axially; The sheet metal upper body web and the sheet metal lower body of the transverse extension of the horn bracket are both provided with a through hole connected to the inner hole of the bushing positioning tube, and the diameter of the through hole is smaller than the outer diameter of the bushing positioning tube.

[0006] Preferably, the protrusions extending axially from the end faces of both ends of the bushing positioning tube are annular bosses, and the recessed portions formed in the transversely extending portions of the horn bracket are annular grooves.

[0007] Preferably, the axial lengths of the annular bosses on the end faces of both ends of the bushing positioning tube are 1 mm, and the thicknesses of the sheet metal upper body and the sheet metal lower body are 1.5 mm.

[0008] Preferably, the annular bosses on both end surfaces of the bushing positioning tube are coaxial with the bushing positioning tube.

[0009] Preferably, the annular grooves formed on the transverse extension of the horn bracket are all co-centric with the through hole, and the outer diameters of the annular grooves are 1 mm larger than the outer diameter of the annular boss.

[0010] Preferably, the aperture of the bushing positioning tube is smaller than the diameter of the through hole.

[0011] The beneficial effects of the present invention are as follows: Reduce production costs: By eliminating the welding structure of the clevis bracket and the bushing positioning tube, the complexity of the welding process and the heat input are reduced, thereby reducing production costs; Energy saving and environmental protection: Reducing energy consumption and carbon emissions during the welding process, which helps to save energy and reduce emissions and meet environmental protection requirements; Improve dimensional accuracy: Since the thermal deformation caused by welding is reduced, the dimensional accuracy of the subframe is easier to control, thereby improving the quality of the entire vehicle; Enhance durability: By eliminating the welding structure of the clevis bracket and the bushing positioning tube, stress changes are reduced, the risk of fatigue damage at the welding position is reduced, and the service life of the subframe is extended. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural schematic diagram of one side of the present invention; Figure 2 It is a structural schematic diagram of the other side of the present invention; Figure 3 It is a structural schematic diagram of the bushing positioning tube in the present invention; Figure 4It is a schematic diagram of the inner structure of the lower body of the sheet metal in the present invention. DETAILED DESCRIPTION

[0013] like Figures 1 to 4 As shown, a clevis of an automobile subframe for reducing stress variation comprises a clevis bracket 1 and a bushing positioning tube 2, wherein the clevis bracket 1 is formed by welding a stamped sheet metal upper body 31 and a sheet metal lower body 32, wherein the sheet metal upper body 31 is in the shape of a trapezoidal groove with an opening downward, and the sheet metal upper body 31 comprises a web and wing plates on both sides of the web, wherein the wing plates are expanded outward to form a sheet metal upper body 31 in the shape of a trapezoidal groove with a narrow upper portion and a wide lower portion, and the sheet metal lower body 32 covers the opening of the sheet metal upper body 31 to form a hollow tubular structure, wherein any cross section of the hollow tubular structure of the clevis bracket 1 is trapezoidal, thereby increasing the structural strength of the clevis bracket 1; The transverse extension portion 11 of the horn bracket 1 is connected to the oblique support portion 13 through the bent portion 12. The fixed end at the bottom of the oblique support portion 13 is welded and fixed to the sub-frame, usually welded and fixed to the upper plate of the longitudinal beam of the sub-frame. The shape of the fixed end of the oblique support portion 13 is designed according to the sub-frame to meet the requirements of envelope and avoidance. The bushing positioning tube 2 is upright in the hollow tube of the transverse extension portion 11. Both end faces of the bushing positioning tube 2 are provided with axially extending protrusions 21. In this embodiment, the protrusions 21 are annular bosses. The annular bosses on the end faces of the bushing positioning tube 2 are coaxial with the bushing positioning tube 2. The protrusions 21 can also be in the form of convex keys, etc. The inner wall of the web of the sheet metal upper body 31 and the inner wall of the sheet metal lower body 32 of the transverse extension 11 of the horn bracket 1 are provided with recessed portions 131 for matching the protrusions 21. In this embodiment, the recessed portions 131 are all annular grooves. The annular grooves provided in the transverse extension 11 of the horn bracket 1 are all coaxial with the through hole 14. When the protrusions 21 are convex keys, the recessed portions 131 can be annular grooves, and grooves can also be selected; The protrusions 21 of the two end surfaces of the bushing positioning tube 2 are gap-fitted in the recessed portion 131 of the transverse extension portion 11 of the horn bracket 1 to limit the bushing positioning tube 2 radially. The two end surfaces of the bushing positioning tube 2 are respectively in contact with the sheet metal upper body 31 and the sheet metal lower body 32 to limit the bushing positioning tube 2 axially. The web plate of the sheet metal upper body 31 and the sheet metal lower body 32 of the transverse extension portion 11 of the horn bracket 1 are both provided with a through hole 14 connected to the inner hole of the bushing positioning tube 2 , and the diameter of the through hole 14 is smaller than the outer diameter of the bushing positioning tube 2 .

[0014] In this embodiment, the axial length of the annular bosses on both end faces of the bushing positioning tube 2 is 1 mm, and the thickness of the sheet metal upper body 31 and the sheet metal lower body 32 are 1.5 mm; the outer diameter of the annular groove is 1 mm larger than the outer diameter of the annular boss, so that the annular boss gap fits in the annular groove, and the aperture of the bushing positioning tube 2 is smaller than the diameter of the through hole 14.

[0015] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modification made to the present invention by those skilled in the art without departing from the spirit of the present invention shall fall within the protection scope of the present invention.

Claims

1. A clevis for an automobile subframe for reducing stress variation, comprising a clevis bracket (1) and a bushing positioning tube (2), characterized in that: The horn bracket (1) is formed by welding a stamped sheet metal upper body (31) and a sheet metal lower body (32), the sheet metal upper body (31) being in the shape of a trapezoidal groove with an opening facing downward, and the sheet metal lower body (32) covers the opening of the sheet metal upper body (31) to form a hollow tubular structure; The transverse extension portion (11) of the horn bracket (1) is connected to the oblique support portion (13) via a bent portion (12); the fixed end of the oblique support portion (13) is welded and fixed to the sub-frame; and a bushing positioning tube (2) is vertically arranged in the hollow tube of the transverse extension portion (11); Both end surfaces of the bushing positioning tube (2) are provided with axially extending protrusions (21), and the inner wall of the web of the sheet metal upper body (31) and the inner wall of the sheet metal lower body (32) of the transverse extension portion (11) of the horn bracket (1) are provided with recessed portions (131) for matching the protrusions (21); The protruding portions (21) on the two end surfaces of the bushing positioning tube (2) are clearance-fitted into the recessed portions (131) of the transverse extension portion (11) of the horn bracket (1), thereby limiting the radial position of the bushing positioning tube (2); the two end surfaces of the bushing positioning tube (2) are respectively in contact with the sheet metal upper body (31) and the sheet metal lower body (32), thereby limiting the axial position of the bushing positioning tube (2); The web of the sheet metal upper body (31) and the sheet metal lower body (32) of the transverse extension portion (11) of the horn bracket (1) are both provided with a through hole (14) communicating with the inner hole of the bushing positioning tube (2), and the diameter of the through hole (14) is smaller than the outer diameter of the bushing positioning tube (2).

2. The automobile subframe horn for reducing stress variation as claimed in claim 1, characterized in that: The protrusions (21) extending axially from the end surfaces of both ends of the bushing positioning tube (2) are annular bosses, and the recessed portion (131) formed in the transverse extension portion (11) of the horn bracket (1) is an annular groove.

3. The automobile subframe horn for reducing stress variation as claimed in claim 2, characterized in that: The axial lengths of the annular bosses on the end faces of the bushing positioning tube (2) are both 1 mm, and the thicknesses of the sheet metal upper body (31) and the sheet metal lower body (32) are both 1.5 mm.

4. The automobile subframe horn for reducing stress variation as claimed in claim 2, characterized in that: The annular bosses on the end faces of both ends of the bushing positioning tube (2) are coaxial with the bushing positioning tube (2).

5. The automobile subframe horn for reducing stress variation as claimed in claim 2, characterized in that: The annular grooves formed in the transverse extension portion (11) of the horn bracket (1) are all co-centric with the through hole (14), and the outer diameters of the annular grooves are all 1 mm larger than the outer diameter of the annular boss.

6. The automobile subframe horn for reducing stress variation as claimed in claim 1, characterized in that: The aperture of the bushing positioning tube (2) is smaller than the diameter of the through hole (14).

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