Suspension beam structure and vehicle with same

Abstract

The invention provides a suspension beam structure and a vehicle with the same, and relates to the technical field of automobile suspension. The suspension cross beam structure comprises a cross beam body, at least one first weight reduction groove is formed in the cross beam body, the first weight reduction groove is formed by sinking from the outer side of the cross beam body to the inner side of the cross beam body, and the length direction of the first weight reduction groove extends in the length direction of the cross beam body; the number of the longitudinal beam connecting sections is two, and the two longitudinal beam connecting sections are arranged at the two ends of the cross beam body respectively; wherein the longitudinal beam connecting section and the cross beam main body are integrally formed. According to the scheme, the first weight reducing groove is formed in the cross beam body, the weight of the cross beam body can be greatly reduced, the cross beam body and the longitudinal beam connecting section are integrally formed, the cross beam body can be connected with a longitudinal beam of a vehicle through the longitudinal beam connecting section, and the strength when the cross beam body is connected with the longitudinal beam is guaranteed; the weight of the whole vehicle is reduced, meanwhile, it is guaranteed that the strength of the cross beam meets the requirement, and the fuel efficiency and the operation performance of the vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive suspensions, and more particularly, to a suspension crossbeam structure and a vehicle having the same. Background Art

[0002] Aluminum alloy squeeze casting technology is an important development direction in automotive design, with many advantages: aluminum alloy squeeze casting parts have a light single-piece weight, high processing efficiency, and low cost. However, the structural design of aluminum alloy squeeze casting needs to comprehensively consider strength, stiffness, and weight to ensure that the structural performance meets the requirements. The general considerations in traditional aluminum alloy squeeze casting structural design are as follows: When designing the aluminum alloy squeeze casting structure, the force-bearing conditions of the structure are usually determined first, and then, according to the characteristics of aluminum alloy squeeze casting, the cross-sectional dimensions and wall thickness of the structure are designed to ensure that the strength and stiffness requirements are met; the strength and stiffness design of aluminum alloy squeeze casting parts needs to comprehensively consider the shape, size, and wall thickness of the structural parts; the structural design of aluminum alloy squeeze casting needs to consider the weight of the structure to achieve lightweight design; the structural design of aluminum alloy squeeze casting parts needs to consider subsequent assembly requirements to achieve the assembly and adaptability of the parts.

[0003] In the prior art, lightweight alloy materials are usually used to manufacture the balance suspension crossbeam to reduce the weight; on the basis of material selection, the structural layout of the crossbeam is optimized by changing the cross-sectional shape of the crossbeam, adding local strengthening structures, or using a hollow design, etc., to reduce the material usage and thus reduce the weight; or composite materials are used to manufacture the crossbeam to significantly reduce the weight.

[0004] In view of the above technical problems, no effective solution has been proposed yet. Summary of the Invention

[0005] The main object of the present invention is to provide a suspension crossbeam structure and a vehicle having the same, so as to solve the problems of large weight and low structural strength of the suspension crossbeam structure in the prior art.

[0006] To achieve the above object, according to one aspect of the present invention, a suspension crossbeam structure is provided, including: a crossbeam main body, on which at least one first weight-reducing groove is formed. The first weight-reducing groove is recessed from the outer side of the crossbeam main body to the inner side of the crossbeam main body, and the length direction of the first weight-reducing groove extends along the length direction of the crossbeam main body; two longitudinal beam connection segments, which are respectively arranged at both ends of the crossbeam main body; wherein, the longitudinal beam connection segments and the crossbeam main body are integrally formed.

[0007] Furthermore, the wall thickness of the first weight-reducing groove is set unevenly.

[0008] Further, along the direction from the open end to the bottom of the first weight-reducing groove, the first weight-reducing groove sequentially includes a concave platform section, a transition section, an extension section, and a connection section. The wall thickness of the concave platform section is b4, the wall thickness of the transition section is b3, the wall thickness of the extension section is b2, and the wall thickness of the connection section is b1. Wherein, b2 / b1 = b4 / b1 = 7 / 8, and 7 / 8 ≤ b3 / b1 ≤ 10 / 8.

[0009] Further, a plurality of reinforcing members are arranged in the first weight-reducing groove. Along the length direction of the crossbeam main body, the plurality of reinforcing members are arranged at intervals, and a cavity structure is enclosed between two adjacent reinforcing members and the groove wall of the first weight-reducing groove.

[0010] Further, the crossbeam main body further includes a flanging structure arranged near the open end of the first weight-reducing groove, and the flanging structure extends along the edge of the open end of the first weight-reducing groove.

[0011] Further, the suspension crossbeam structure further includes a large bracket connecting portion arranged on the flanging structure. The large bracket connecting portion extends along the width direction of the crossbeam main body, and a plurality of connecting holes are arranged on the large bracket connecting portion. The plurality of connecting holes are arranged at intervals along the width direction of the crossbeam main body, and the large bracket connecting portion is connected to the large bracket through the connecting holes.

[0012] Further, the suspension crossbeam structure further includes a connecting boss arranged on the crossbeam main body. An installation hole is opened on the connecting boss. Wherein, the central axis of the installation hole is arranged at an angle with the length direction center line of the crossbeam main body, and the crossbeam main body is connected to the reaction rod through the installation hole.

[0013] Further, a second weight-reducing groove is opened at one end of the longitudinal beam connecting section away from the crossbeam main body. Along the length direction of the crossbeam main body, second weight-reducing grooves are opened at the ends of the crossbeam main body. The two ends of the crossbeam main body sequentially include a bottom plate section, a first connecting section, a support section, a second connecting section, and a connection section. The wall thickness of the bottom plate section is a5, the wall thickness of the first connecting section is a4, the wall thickness of the support section is a3, and the wall thickness of the second connecting section is a2. Wherein, a2 / b1 = 9 / 8, and / or, a3 / b1 = 10 / 8, and / or, a4 / b1 = 11 / 8, and / or, a5 / b1 = 7 / 8.

[0014] Further, a plurality of connecting holes are opened at one end of the longitudinal beam connecting section away from the crossbeam main body. The plurality of connecting holes are arranged circumferentially along the second weight-reducing groove, and the longitudinal beam connecting section is connected to the longitudinal beam through the connecting holes.

[0015] According to another aspect of the present invention, a vehicle is provided. The vehicle has a suspension crossbeam structure, and the suspension crossbeam structure is the above-mentioned suspension crossbeam structure.

[0016] Applying the technical solution of the present invention, a first weight-reducing groove is formed on the crossbeam main body, which can greatly reduce the weight of the crossbeam main body. At the same time, the crossbeam main body and the longitudinal beam connecting section are integrally formed, and the crossbeam main body can be connected to the longitudinal beam of the vehicle through the longitudinal beam connecting section, ensuring the strength when connecting the crossbeam main body and the longitudinal beam. While achieving weight reduction of the whole vehicle, it ensures that the strength of the crossbeam meets the requirements, improving the fuel efficiency and operating performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings forming a part of this application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0018] Figure 1 shows a schematic structural diagram of a first embodiment of a suspension crossbeam structure according to the present invention;

[0019] Figure 2 shows a schematic structural diagram of a second embodiment of a suspension crossbeam structure according to the present invention;

[0020] Figure 3 shows a schematic structural diagram of a third embodiment of a suspension crossbeam structure according to the present invention;

[0021] Figure 4 shows a schematic structural diagram of a fourth embodiment of a suspension crossbeam structure according to the present invention;

[0022] Figure 5 shows a schematic structural diagram of a fifth embodiment of a suspension crossbeam structure according to the present invention;

[0023] Figure 6 shows a schematic structural diagram of a sixth embodiment of a suspension crossbeam structure according to the present invention;

[0024] Figure 7 shows a schematic structural diagram of a seventh embodiment of a suspension crossbeam structure according to the present invention;

[0025] Figure 8 shows a schematic structural diagram of an eighth embodiment of a suspension crossbeam structure according to the present invention.

[0026] Among them, the above-mentioned drawings include the following reference numerals:

[0027] 10. Crossbeam main body;

[0028] 100. First weight-reducing groove;

[0029] 101. Concave platform section;

[0030] 102. Transition section;

[0031] 103. Extension section;

[0032] 104. Connection section;

[0033] 11. Reinforcement member;

[0034] 110. Second weight reduction groove;

[0035] 111. Bottom plate section;

[0036] 112. First connection section;

[0037] 113. Support section;

[0038] 114. Second connection section;

[0039] 12. Flanging structure;

[0040] 120. Cavity structure;

[0041] 200. Connection hole;

[0042] 21. Longitudinal beam connection section;

[0043] 22. Large bracket connection part;

[0044] 23. Connection boss;

[0045] 230. Mounting hole. Detailed implementation manners

[0046] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the drawings and in combination with the embodiments.

[0047] It should be noted that the terms used herein are only for describing the specific implementation manners and are not intended to limit the exemplary implementation manners according to the present application. As used herein, unless otherwise clearly specified in the context, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or their combinations.

[0048] It should be noted that the terms "first", "second", etc. in the description, claims and above-mentioned drawings of this application are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that such terms can be interchanged under appropriate circumstances, so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0049] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many different forms and should not be construed as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the present application is thorough and complete, and the concept of these exemplary embodiments is fully conveyed to those of ordinary skill in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and thus their description will be omitted.

[0050] Combined with Figures 1 to 8 As shown, according to a specific embodiment of the present application, a suspension beam structure is provided.

[0051] Specifically, as Figures 1 - 4 shown, the suspension beam structure includes a beam main body 10 and longitudinal beam connection sections 21. At least one first weight-reducing groove 100 is formed in the beam main body 10. The first weight-reducing groove 100 is recessed from the outer side of the beam main body 10 to the inner side of the beam main body 10, and the length direction of the first weight-reducing groove 100 extends along the length direction of the beam main body 10; there are two longitudinal beam connection sections 21, and the two longitudinal beam connection sections 21 are respectively arranged at both ends of the beam main body 10; wherein, the longitudinal beam connection sections 21 and the beam main body 10 are integrally formed.

[0052] Applying the technical solution of this embodiment, the first weight-reducing groove 100 is formed in the beam main body 10, which can greatly reduce the weight of the beam main body 10. At the same time, the beam main body 10 and the longitudinal beam connection sections 21 are integrally formed. The longitudinal beam connection sections 21 can be connected to the longitudinal beams of the vehicle, ensuring the strength when connecting the beam main body 10 and the longitudinal beams, achieving the reduction of the weight of the whole vehicle while ensuring that the strength of the beam meets the requirements, and improving the fuel efficiency and operating performance of the vehicle.

[0053] In this embodiment, the integral formation of the crossbeam main body 10 and the longitudinal beam connection section 21 can simplify the production process, reduce the assembly steps of the crossbeam main body 10 and the longitudinal beam connection section 21, and lower the production cost. At the same time, the setting of the first weight-reducing groove 100 can reduce materials to achieve the overall light weight of the suspension crossbeam structure, and high-strength and high-stiffness materials can be selected as the material. By precisely controlling the setting position and size of the groove, lightweighting can be achieved while ensuring that the crossbeam meets the strength requirements.

[0054] Specifically, the wall thickness of the first weight-reducing groove 100 is set unevenly. Since the stress conditions and stress distributions of the crossbeam are different at different positions, by reducing the wall thickness in the areas with less force and increasing the wall thickness at the key stress points, efficient utilization of materials can be achieved, thereby minimizing the weight of the structure while ensuring the structural strength and stiffness.

[0055] Furthermore, as Figure 6 、 Figure 7 shown, along the direction from the open end to the bottom of the first weight-reducing groove 100, the first weight-reducing groove 100 successively includes a boss section 101, a transition section 102, an extension section 103, and a connection section 104. The wall thickness of the boss section 101 is b4, the wall thickness of the transition section 102 is b3, the wall thickness of the extension section 103 is b2, and the wall thickness of the connection section 104 is b1. Among them, b2 / b1 = b4 / b1 = 7 / 8, and 7 / 8 ≤ b3 / b1 ≤ 10 / 8. Taking the wall thickness b1 of the connection section 104 as the basic standard, setting the wall thicknesses of the boss section 101 and the extension section 103 to 7 / 8 of the wall thickness of the connection section 104 means that the bottom part of the groove far from the open end of the first weight-reducing groove 100 and the extension section 103 near the open end are slightly thinner, which helps to reduce the weight of the crossbeam main body 10; while the wall thickness of the transition section 102 is set to 7 / 8 to 10 / 8 of the wall thickness of the connection section 104, and the gradient design helps for smooth transition, reduces stress concentration, and also takes into account the different requirements for wall thickness at different positions to optimize material use and structural performance. In this embodiment, considering the stress distribution and force characteristics of the first weight-reducing groove 100 in the crossbeam main body 10, the balance between structural lightweighting and strength optimization is achieved by precisely controlling the wall thickness of each section.

[0056] Furthermore, as Figure 2As shown, a plurality of reinforcing members 11 are provided in the first weight-reducing groove 100. Along the length direction of the crossbeam main body 10, the plurality of reinforcing members 11 are arranged at intervals, and a cavity structure 120 is formed between two adjacent reinforcing members 11 and the groove wall of the first weight-reducing groove 100. The reinforcing members 11 are arranged in the first weight-reducing groove 100, which can further improve the structural stability and stiffness of the crossbeam. The reinforcing members 11 are distributed at intervals along the length direction of the crossbeam main body 10, ensuring that additional support is provided in multiple key load-bearing areas of the crossbeam. The groove space of the first weight-reducing groove 100 can also be divided into a plurality of cavity structures 120. The cavity structure 120 not only increases the structural complexity but also realizes further weight reduction by reasonably utilizing the space in the first weight-reducing groove 100. When the crossbeam bears a load, it can maintain good stability and stiffness and can also provide optimization in terms of acoustics or thermals under specific conditions, such as reducing noise or improving heat dissipation performance.

[0057] Furthermore, as Figure 1 , Figure 2 , Figure 4 shown, the crossbeam main body 10 further includes a flanging structure 12 provided near the open end of the first weight-reducing groove 100, and the flanging structure 12 extends along the edge of the open end of the first weight-reducing groove 100. The flanging structure 12 extends along the edge of the open end of the first weight-reducing groove 100, which can increase the local stiffness of the open edge of the first weight-reducing groove 100 and prevent deformation or damage in this area during assembly, use, or loading, thereby protecting the integrity of the first weight-reducing groove 100 and the structural stability of the crossbeam main body. In addition, the flanging structure 12 can also improve the matching degree between the first weight-reducing groove 100 and external fittings and enhance the reliability and tightness of the connection.

[0058] It should be noted that the design principle of the flanging structure 12 is to increase the thickness of the crossbeam edge and the edge of the first weight-reducing groove 100, improving the strength of the crossbeam edge and the edge of the first weight-reducing groove 100 and preventing damage during the installation and use of the crossbeam. In addition, when installing components such as large brackets on the crossbeam, it can provide sufficient supporting force and avoid structural problems caused by insufficient edge strength.

[0059] Specifically, as Figure 1 , Figure 2As shown, the hanging crossbeam structure further includes a large bracket connecting portion 22 provided on the flanging structure 12. The large bracket connecting portion 22 extends along the width direction of the crossbeam main body 10. And a plurality of connecting holes 200 are provided on the large bracket connecting portion 22. The plurality of connecting holes 200 are spaced along the width direction of the crossbeam main body 10. The large bracket connecting portion 22 is connected to the large bracket through the connecting holes 200. The setting of the large bracket connecting portion 22 further strengthens the functionality and structural stability of the crossbeam main body 10. The large bracket connecting portion 22 is located on the flanging structure 12 and extends along the width direction of the crossbeam main body, ensuring a more uniform and firm connection between the crossbeam and the large bracket. By providing a plurality of connecting holes 200 on the large bracket connecting portion 22, a firm connection with the large bracket can be achieved, ensuring the integrity and reliability of the crossbeam structure when the suspension system bears the dynamic load generated during vehicle driving. In addition, the spaced distribution setting of the connecting holes 200 (i.e., spaced along the width direction of the crossbeam main body 10) is intended to provide multiple connection points, disperse stress, prevent structural failure caused by excessive single-point force, and at the same time facilitate the alignment and assembly with the large bracket, and is also conducive to adjusting the position of the large bracket to meet the requirements of different vehicle models or suspension systems, improving the flexibility of the design.

[0060] In an embodiment of the present application, flanging structures 12 are also provided on the bottom and side walls of the first weight-reducing groove 100 formed by the crossbeam main body 10. Connecting holes 200 or process holes may be provided on the flanging structures 12. There are a plurality of flanging structures 12 provided on the bottom of the first weight-reducing groove 100. The plurality of flanging structures 12 are spaced along the length direction of the crossbeam main body 10. Among them, a plurality of connecting holes 200 are provided on at least one flanging structure 12. The connecting holes 200 are used to connect with a wire harness bracket. Process holes are provided on at least one flanging structure 12. The process holes are used for leaving paint when painting the crossbeam main body 10. There are a plurality of flanging structures 12 provided on the side walls of the first weight-reducing groove 100. The plurality of flanging structures 12 are also spaced along the length direction of the crossbeam main body 10. Among them, a plurality of connecting holes 200 are provided on at least one flanging structure 12. The connecting holes 200 are used to connect with a solenoid valve. By providing flanging structures 12 at different positions on the crossbeam main body 10, each flanging structure 12 can be connected to multiple components such as a wire harness bracket, a solenoid valve, a large bracket, and a reaction rod through the connecting holes 200, which can optimize the hanging crossbeam structure, save space to the maximum extent, and be used for weight reduction.

[0061] Further, as Figure 1 、 Figure 3As shown, the hanging crossbeam structure further includes a connecting boss 23 provided on the crossbeam main body 10. An installation hole 230 is formed in the connecting boss 23. Among them, the central axis of the installation hole 230 is arranged at an angle with the central line of the length direction of the crossbeam main body 10. The crossbeam main body 10 is connected to the reaction rod through the installation hole 230. The design of the connecting boss 23 is used to ensure the stable connection between the crossbeam main body 10 and the reaction rod, and can meet the force distribution and alignment requirements under dynamic driving conditions. The connecting boss 23 is provided on the crossbeam main body 10, and the central axis of the installation hole 230 formed thereon forms a certain angle with the central line of the length direction of the crossbeam main body. By adopting this non-orthogonal setting method of the installation hole 230, the force transmission path can be optimized, and the stress concentration generated by the force directly acting on the linear part of the crossbeam main body 10 can be reduced, thereby improving the anti-fatigue performance and durability of the overall structure. In addition, the connection method between the installation hole 230 and the reaction rod not only considers the strength and reliability of the mechanical connection, but also considers the convenience of installation and maintenance. The non-orthogonal hole position design allows fine adjustment of the position of the reaction rod during the assembly process to adapt to different vehicle configurations or suspension system requirements, while reducing the assembly error and improving the stability and consistency of the overall system.

[0062] Further, as Figure 1 , Figure 2 shown, a second weight reduction groove 110 is formed at one end of the longitudinal beam connection section 21 away from the crossbeam main body 10. Along the length direction of the crossbeam main body 10, second weight reduction grooves 110 are formed at the ends of the crossbeam main body 10. The two ends of the crossbeam main body 10 sequentially include a bottom plate section 111, a first connection section 112, a support section 113, a second connection section 114 and a connection section 104. The wall thickness of the bottom plate section 111 is a5, the wall thickness of the first connection section 112 is a4, the wall thickness of the support section 113 is a3, and the wall thickness of the second connection section 114 is a2. Among them, a2 / b1 = 9 / 8, a3 / b1 = 10 / 8, a4 / b1 = 11 / 8, a5 / b1 = 7 / 8. The design of the second weight reduction groove 110 is aimed at further reducing the weight of the crossbeam while ensuring the strength and stiffness of the key connection parts. The second weight reduction groove 110 is formed at both ends along the length direction of the crossbeam main body 10, and materials are removed in the area that does not directly participate in bearing the key force, realizing lightweight under the premise of meeting the structural safety. As Figure 5 , Figure 8As shown, the cross-section of the second weight reduction groove 110 from the outside to the inside of the suspension beam structure successively includes a bottom plate section 111, a first connection section 112, a support section 113, a second connection section 114, and a connection section 104. Setting each section to the above different wall thickness relationships indicates that the wall thicknesses of the first connection section 112 and the support section 113 are slightly increased to provide additional structural support and strength, while the wall thickness of the bottom plate section 111 is reduced to reduce weight. At the same time, the wall thickness of the second connection section 114 is also optimized to ensure a smooth transition with the connection section 104 and appropriate strength.

[0063] It should be noted that in addition to setting the wall thicknesses of the first weight reduction groove 100 and the second weight reduction groove 110 to different thicknesses, the wall thicknesses of the crossbeam main body 10 and the longitudinal beam connection section 21 can also be set to different thicknesses to ensure that the strengths of various parts such as the crossbeam main body 10 and the longitudinal beam connection section 21 meet the requirements.

[0064] In an embodiment of the present application, the cross-section of the crossbeam main body 10 from the inside to the outside of the suspension beam structure is successively an installation section, a connection section 104, and an avoidance section. The wall thickness of the installation section is c1, the wall thickness of the side wall section of the second weight reduction groove is c2, and the wall thickness of the avoidance section is c3. Among them, b1 / c1 = 8 / 12, c3 / c1 = 30 / 12; the bottom wall thickness of the second weight reduction groove 110 is c4, c4 / c1 = 7 / 12; the wall thickness of the reinforcing member 11 is c5, c5 / c1 = 9 / 12; the wall thickness of the flanging structure 12 is c6, c6 / c1 = 15 / 12. Based on the wall thickness c1 of the installation section, the wall thickness of the installation section is preferentially satisfied to ensure the structural strength and stability of this section as the main connection part; the wall thickness c2 of the side wall section of the second weight reduction groove 110 is relatively thin, indicating that the weight is reduced by reducing materials in non-critical stress-bearing parts, but the bottom section of the groove still maintains sufficient strength to support the crossbeam structure; the wall thickness c3 of the avoidance section is relatively thick and needs to bear greater forces or requires additional structural support to avoid deformation or damage under stress; the bottom wall thickness c4 of the second weight reduction groove 110 is further reduced, which may be to minimize materials as much as possible on the basis of ensuring that the strength of the groove wall meets the requirements to achieve the purpose of lightweight; the wall thickness c6 of the flanging structure 12 is relatively thick, which helps to increase the local stiffness of the connection and protect the crossbeam structure from external impacts or damage during the assembly process.

[0065] Specifically, as Figure 1 、 Figure 2As shown, a plurality of connection holes 200 are formed at one end of the longitudinal beam connection section 21 away from the cross beam main body 10. The plurality of connection holes 200 are circumferentially distributed along the second weight reduction groove 110. The longitudinal beam connection section 21 is connected to the longitudinal beam through the connection holes 200. The circumferential arrangement of the plurality of connection holes 200 in the longitudinal beam connection section 21 can ensure the stable connection between the cross beam and the longitudinal beam, while taking into account the possible influence of the existence of the second weight reduction groove 110 on the connection strength and reliability. The circumferential distribution design of the connection holes 200 means that the connection holes 200 are arranged not only along the length direction of the longitudinal beam connection section 21 but also along its width direction, so as to evenly disperse the connection force and avoid excessive local stress concentration, thereby improving the durability of the connection point and the overall stability of the structure. In addition, this distribution method also allows fine adjustment of the connection position during the assembly process to adapt to different vehicle configurations or longitudinal beam structures, increasing the flexibility and adaptability of the design.

[0066] In an exemplary embodiment of the present application, a first avoidance space is formed between the large bracket connection portion 22 and the longitudinal beam connection section 21, and the first avoidance space reserves an installation space for the connection bolts; on one side of the cross beam main body 10, a second avoidance space exists between two adjacent connection bosses 23, and the second avoidance space is used to avoid the interference of the reaction rod.

[0067] According to another specific embodiment of the present application, a vehicle is further provided, and the vehicle has a suspension cross beam structure, and the suspension cross beam structure is the suspension cross beam structure in the above embodiment.

[0068] The present application also provides a preferred embodiment of the suspension cross beam structure to solve the weight problem of the balance suspension cross beam structure of the tractor.

[0069] Specifically, the suspension crossbeam structure is integrally formed by an aluminum alloy squeeze casting process. Based on the force characteristics, through topological optimization and integrated design, a weight reduction of more than 18 kg can be achieved. The suspension crossbeam structure is a left-right symmetric structure, including a longitudinal beam connection section 21, a large bracket connection part 22, a connection boss 23, a crossbeam main body 10, a battery valve installation part, a wire harness bracket installation part, a first weight reduction groove 100, a second weight reduction groove 110, and a reinforcing member 11. The longitudinal beam connection section 21 is a rectangular flat plate structure, on which there are several connection holes 200 for connecting and fixing the suspension crossbeam structure to the vehicle frame longitudinal beam; the connection boss 23 is a block structure, on which there is an installation hole 230 for fixedly connecting the suspension reaction rod; the large bracket connection part 22 is an oval flat plate structure, on which there are connection holes 200 for fixing the suspension large bracket structure; the crossbeam main body 10 is the main support structure of the suspension crossbeam structure, mainly used to connect the longitudinal beam connection section 21, the connection boss 23, and the large bracket connection part 22. There are also process holes on the crossbeam main body 10 for leaving paint during painting; the battery valve installation part intersects with the crossbeam main body 10, and there are connection holes 200 on it for fixing the battery valve; the wire harness bracket installation part intersects with the crossbeam main body 10, and there are connection holes 200 on it for fixing the wire harness bracket; the second weight reduction groove 110 is arranged at the end of the crossbeam main body 10, and the first weight reduction groove 100 is arranged in the middle of the crossbeam main body 10 for weight reduction; the reinforcing member 11 is arranged in the first weight reduction groove 100 to play a role in strengthening the structure.

[0070] The crossbeam main body 10 ensures the strength of the suspension crossbeam structure by setting different thicknesses in different internal regions. For example, the cross-section of the crossbeam main body 10 from the inner side to the outer side of the suspension crossbeam structure is successively an installation section, a connection section 104, and an avoidance section. The wall thickness of the installation section is c1, the wall thickness of the side wall section of the second weight reduction groove is c2, and the wall thickness of the avoidance section is c3. Among them, b1 / c1 = 8 / 12, c3 / c1 = 30 / 12; the bottom wall thickness of the second weight reduction groove 110 is c4, c4 / c1 = 7 / 12; the wall thickness of the reinforcing member 11 is c5, c5 / c1 = 9 / 12; the wall thickness of the flanging structure 12 is c6, c6 / c1 = 15 / 12.

[0071] The second weight reduction groove 110 can achieve extreme weight reduction on the premise of ensuring structural strength by setting different thickness relationships in different internal regions. For example, the two ends of the crossbeam main body 10 successively include a bottom plate section 111, a first connection section 112, a support section 113, a second connection section 114, and a connection section 104. The wall thickness of the bottom plate section 111 is a5, the wall thickness of the first connection section 112 is a4, the wall thickness of the support section 113 is a3, and the wall thickness of the second connection section 114 is a2. Among them, a2 / b1 = 9 / 8, a3 / b1 = 10 / 8, a4 / b1 = 11 / 8, a5 / b1 = 7 / 8.

[0072] The first weight reduction groove 100 can achieve extreme weight reduction while ensuring the structural strength by setting the thickness relationship of different internal regions. For example, along the direction from the opening end to the bottom of the first weight reduction groove 100, the first weight reduction groove 100 sequentially includes a boss section 101, a transition section 102, an extension section 103, and a connection section 104. The wall thickness of the boss section 101 is b4, the wall thickness of the transition section 102 is b3, the wall thickness of the extension section 103 is b2, and the wall thickness of the connection section 104 is b1. Among them, b2 / b1 = b4 / b1 = 7 / 8, and 7 / 8 ≤ b3 / b1 ≤ 10 / 8.

[0073] From the above description, it can be seen that the suspension crossbeam structure in this embodiment has the following beneficial effects: Through the application of aluminum alloy materials and structural optimization, the weight of the suspension crossbeam structure is significantly reduced compared with the cast iron structure, effectively reducing the weight of the whole vehicle and improving the fuel efficiency and handling performance of the vehicle; Through the thickness optimization of different regions inside the main body, the strength of the suspension crossbeam structure at important stress points is ensured, maintaining the stability and safety of the structure; The design of the first weight reduction groove 100 and the second weight reduction groove 110 not only reduces the weight, but also achieves the extreme lightweight goal on the premise of ensuring the structural strength through the precise setting of the thickness of different internal regions, further optimizing the material utilization efficiency; The design of the first avoidance space and the second avoidance space can provide necessary space for the connecting bolts and the suspension reaction rod, avoiding structural interference, and at the same time maintaining the overall compactness and layout rationality of the suspension crossbeam structure.

[0074] For ease of description, spatial relative terms such as "above...", "over...", "on the upper surface of...", "above" and the like may be used herein to describe the spatial position relationship of one device or feature to another device or feature as shown in the figures. It should be understood that the spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is inverted, a device described as "above other devices or structures" or "over other devices or structures" will then be oriented "below other devices or structures" or "under other devices or structures". Thus, the exemplary term "above..." can include both the orientation of "above..." and "below...". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations), and the corresponding explanations for the spatial relative descriptions used herein will be made.

[0075] In addition to the above, it should be noted that the "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in connection with the embodiment being included in at least one embodiment described in the general description of the present application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in connection with any one embodiment, it is intended that implementing such feature, structure or characteristic in connection with other embodiments also falls within the scope of the present invention.

[0076] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0077] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A suspension beam structure, characterized in that: include: A crossbeam body (10), wherein at least one first weight-reducing groove (100) is formed on the crossbeam body (10), wherein the first weight-reducing groove (100) is formed by being recessed from the outer side of the crossbeam body (10) toward the inner side of the crossbeam body (10), and the length direction of the first weight-reducing groove (100) is extended along the length direction of the crossbeam body (10); A longitudinal beam connecting section (21), wherein there are two longitudinal beam connecting sections (21), and the two longitudinal beam connecting sections (21) are respectively arranged at two ends of the cross beam body (10); Wherein, the longitudinal beam connecting section (21) and the cross beam main body (10) are integrally formed.

2. The suspension beam structure according to claim 1, characterized in that: The wall thickness of the first weight-reducing groove (100) is set to be unequal.

3. The suspension beam structure according to claim 2, characterized in that: Along the direction from the open end of the first weight-reducing groove (100) to the groove bottom, the first weight-reducing groove (100) includes a concave platform section (101), a transition section (102), an extension section (103) and a connecting section (104) in sequence, the concave platform section (101) has a wall thickness of b4, the transition section (102) has a wall thickness of b3, the extension section (103) has a wall thickness of b2, and the connecting section (104) has a wall thickness of b1, wherein b2 / b1=b4 / b1=7 / 8, and / or 7 / 8≤b3 / b1≤10 / 8.

4. The suspension beam structure according to any one of claims 1 to 3, characterized in that: A plurality of reinforcing members (11) are arranged in the first weight-reducing groove (100). Along the length direction of the crossbeam body (10), the plurality of reinforcing members (11) are arranged at a distance, and a cavity structure (120) is formed between two adjacent reinforcing members (11) and the groove wall of the first weight-reducing groove (100).

5. The suspension beam structure according to any one of claims 3, characterized in that: The crossbeam body (10) further comprises a flange structure (12) arranged near the opening end of the first weight-reducing groove (100), and the flange structure (12) is extended along the edge of the opening end of the first weight-reducing groove (100).

6. The suspension beam structure according to claim 5, characterized in that: The suspension beam structure also includes a large bracket connection portion (22) arranged on the flange structure (12), the large bracket connection portion (22) extending along the width direction of the beam body (10), and a plurality of connection holes (200) are arranged on the large bracket connection portion (22), the plurality of connection holes (200) are arranged at intervals along the width direction of the beam body (10), and the large bracket connection portion (22) is connected to the large bracket through the connection holes (200).

7. The suspension beam structure according to any one of claims 1 to 3, characterized in that: The suspension beam structure also includes a connecting boss (23) arranged on the beam body (10), and a mounting hole (230) is provided on the connecting boss (23), wherein the central axis of the mounting hole (230) is arranged at an angle with the longitudinal center line of the beam body (10), and the beam body (10) is connected to the reaction rod through the mounting hole (230).

8. The suspension beam structure according to claim 6, characterized in that: A second weight-reducing groove (110) is provided at one end of the longitudinal beam connecting section (21) away from the cross beam main body (10), and the second weight-reducing groove (110) is provided at the end of the cross beam main body (10) along the length direction of the cross beam main body (10). The two ends of the cross beam main body (10) sequentially include a bottom plate section (111), a first connecting section (112), a supporting section (113), a second connecting section (114), and the connecting section (104). The wall thickness of the bottom plate section (111) is a5, the wall thickness of the first connecting section (112) is a4, the wall thickness of the supporting section (113) is a3, and the wall thickness of the second connecting section (114) is a2, wherein a2 / b1=9 / 8, and / or a3 / b1=10 / 8, and / or a4 / b1=11 / 8, and / or a5 / b1=7 / 8.

9. The suspension beam structure according to claim 8, characterized in that: A plurality of connection holes (200) are provided at one end of the longitudinal beam connection section (21) away from the cross beam body (10), and the plurality of connection holes (200) are distributed along the circumference of the second weight-reducing groove (110), and the longitudinal beam connection section (21) is connected to the longitudinal beam via the connection holes (200).

10. A vehicle, characterized in that: The vehicle has a suspension beam structure, and the suspension beam structure is the suspension beam structure according to any one of claims 1 to 9.

Images