Suspension beam structure and vehicle having the same

Abstract

The application provides a suspension beam structure and a vehicle with the same, and relates to the technical field of automobile suspension. The suspension beam structure comprises a beam main body, at least one first weight-reducing groove is formed in the beam main body, the first weight-reducing groove is recessed from the outer side of the beam main body to the inner side of the beam main body, and the length direction of the first weight-reducing groove extends along the length direction of the beam main body. Two longitudinal beam connecting sections are arranged at the two ends of the beam main body, and the longitudinal beam connecting sections are integrally arranged with the beam main body. The first weight-reducing groove formed in the beam main body can greatly reduce the weight of the beam main body, the beam main body is integrally arranged with the longitudinal beam connecting sections, the longitudinal beam connecting sections can be connected with the longitudinal beam of the vehicle, the strength of the connection between the beam main body and the longitudinal beam is ensured, the weight of the vehicle is reduced, the strength of the beam meets the requirements, the fuel efficiency and the operating performance of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive suspension technology, and more specifically, to a suspension beam structure and a vehicle having the same. Background Technology

[0002] Aluminum alloy extrusion casting technology is an important development direction in automotive design, offering numerous advantages: lightweight components, high processing efficiency, and low cost. However, the structural design of aluminum alloy extrusion casting requires comprehensive consideration of strength, stiffness, and weight to ensure that structural performance meets requirements. Traditional aluminum alloy extrusion casting structural design typically considers the following issues: First, the stress conditions of the structure are determined. Then, based on the characteristics of aluminum alloy extrusion casting, the cross-sectional dimensions and wall thickness are designed to ensure strength and stiffness requirements are met. The strength and stiffness design of aluminum alloy extrusion casting components requires comprehensive consideration of the shape, size, and wall thickness of the structural parts. The structural design of aluminum alloy extrusion casting needs to consider the weight of the structure to achieve lightweight design. The structural design of aluminum alloy extrusion casting components needs to consider subsequent assembly requirements to achieve assemblability and compatibility of the components.

[0003] In existing technologies, lightweight alloy materials are typically used to manufacture the balance suspension beam to reduce weight. Based on material selection, the structural layout of the beam can be optimized by changing its cross-sectional shape, adding local reinforcement structures, or adopting a hollow design to reduce the amount of material used and thus reduce weight. Alternatively, composite materials can be used to manufacture the beam, significantly reducing its weight.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

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

[0006] To achieve the above objectives, according to one aspect of the present invention, a suspended crossbeam structure is provided, comprising: a crossbeam body, on which at least one first weight-reducing groove is formed, the first weight-reducing groove being recessed from the outer side of the crossbeam body toward the inner side of the crossbeam body, and the length direction of the first weight-reducing groove extending along the length direction of the crossbeam body; and two longitudinal beam connecting sections, the two longitudinal beam connecting sections being respectively disposed at both ends of the crossbeam body; wherein the longitudinal beam connecting sections are integrally formed with the crossbeam body.

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

[0008] Furthermore, along the direction from the opening end of the first weight-reducing groove to the bottom of the groove, the first weight-reducing groove sequentially includes a concave platform section, a transition section, an extension section, and a connecting 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 connecting section is b1, wherein b2 / b1=b4 / b1=7 / 8, and 7 / 8≤b3 / b1≤10 / 8.

[0009] Furthermore, multiple reinforcing members are provided in the first weight-reducing groove. Along the length of the main body of the crossbeam, the multiple reinforcing members are arranged at a distance, and two adjacent reinforcing members and the groove wall of the first weight-reducing groove form a cavity structure.

[0010] Furthermore, the main body of the crossbeam also includes a flange structure disposed near the opening end of the first weight-reducing groove, the flange structure extending along the edge of the opening end of the first weight-reducing groove.

[0011] Furthermore, the suspended crossbeam structure also includes a large support connecting part set on the flange structure. The large support connecting part extends along the width direction of the crossbeam body, and the large support connecting part is provided with multiple connecting holes. The multiple connecting holes are spaced apart along the width direction of the crossbeam body, and the large support connecting part is connected to the large support through the connecting holes.

[0012] Furthermore, the suspended crossbeam structure also includes a connecting boss on the crossbeam body, and a mounting hole is provided on the connecting boss. The central axis of the mounting hole is set at an angle to the center line of the crossbeam body in the length direction. The crossbeam body is connected to the reaction rod through the mounting hole.

[0013] Furthermore, a second weight-reducing groove is provided at the end of the longitudinal beam connecting section away from the main body of the crossbeam. Along the length direction of the main body of the crossbeam, a second weight-reducing groove is provided at the end of the main body of the crossbeam. The two ends of the main body of the crossbeam successively include a bottom plate section, a first connecting section, a support section, a second connecting section, and a connecting 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] Furthermore, the longitudinal beam connecting section has multiple connecting holes at the end furthest from the main body of the crossbeam. These connecting holes are distributed circumferentially along the second weight-reducing groove, and the longitudinal beam connecting section is connected to the longitudinal beam through these connecting holes.

[0015] According to another aspect of the present invention, a vehicle is provided having a suspension beam structure, wherein the suspension beam structure is the aforementioned suspension beam structure.

[0016] By applying the technical solution of this invention, the weight of the crossbeam body can be significantly reduced by opening a first weight-reducing groove on the crossbeam body. At the same time, the crossbeam body and the longitudinal beam connecting section are integrally formed and can be connected to the longitudinal beam of the vehicle through the longitudinal beam connecting section, which ensures the strength when connecting the crossbeam body and the longitudinal beam. This achieves the goal of reducing the weight of the whole vehicle while ensuring that the strength of the crossbeam meets the requirements, thereby improving the vehicle's fuel efficiency and handling performance. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A schematic diagram of a first embodiment of the suspended beam structure according to the present invention is shown;

[0019] Figure 2 A schematic diagram of a second embodiment of the suspended beam structure according to the present invention is shown;

[0020] Figure 3 A schematic diagram of a third embodiment of the suspended beam structure according to the present invention is shown;

[0021] Figure 4 A schematic diagram of a fourth embodiment of the suspended beam structure according to the present invention is shown;

[0022] Figure 5 A schematic diagram of a fifth embodiment of the suspended beam structure according to the present invention is shown;

[0023] Figure 6 A schematic diagram of a sixth embodiment of the suspended beam structure according to the present invention is shown;

[0024] Figure 7 A structural schematic diagram of a seventh embodiment of the suspended beam structure according to the present invention is shown;

[0025] Figure 8 A schematic diagram of an eighth embodiment of the suspended beam structure according to the present invention is shown.

[0026] The above figures include the following reference numerals:

[0027] 10. Main body of the crossbeam;

[0028] 100. First weight reduction tank;

[0029] 101. Concave platform section;

[0030] 102. Transition section;

[0031] 103. Extension section;

[0032] 104. Connecting section;

[0033] 11. Reinforcing components;

[0034] 110. Second weight reduction tank;

[0035] 111. Bottom plate section;

[0036] 112. First connecting segment;

[0037] 113. Support section;

[0038] 114. Second connecting segment;

[0039] 12. Flanged structure;

[0040] 120. Cavity structure;

[0041] 200. Connecting hole;

[0042] 21. Longitudinal beam connection section;

[0043] 22. Large support frame connection part;

[0044] 23. Connect the boss;

[0045] 230. Mounting hole. Detailed Implementation

[0046] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0047] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0048] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0049] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled 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 therefore their description will be omitted.

[0050] Combination Figures 1 to 8 As shown, according to a specific embodiment of this application, a suspended beam structure is provided.

[0051] Specifically, such as Figures 1-4 As shown, the suspended crossbeam structure includes a crossbeam body 10 and longitudinal beam connecting sections 21. The crossbeam body 10 has at least one first weight-reducing groove 100, which is formed by recessing from the outer side of the crossbeam body 10 towards the inner side of the crossbeam body 10, and the length direction of the first weight-reducing groove 100 extends along the length direction of the crossbeam body 10. There are two longitudinal beam connecting sections 21, which are respectively provided at both ends of the crossbeam body 10. The longitudinal beam connecting sections 21 are integrally formed with the crossbeam body 10.

[0052] By applying the technical solution of this embodiment, the weight reduction groove 100 opened on the crossbeam body 10 can significantly reduce the weight of the crossbeam body 10. At the same time, the crossbeam body 10 and the longitudinal beam connecting section 21 are integrally formed and can be connected to the longitudinal beam of the vehicle through the longitudinal beam connecting section 21, ensuring the strength when connecting the crossbeam body 10 and the longitudinal beam. This achieves the goal of reducing the weight of the whole vehicle while ensuring that the strength of the crossbeam meets the requirements, thereby improving the fuel efficiency and handling performance of the vehicle.

[0053] In this embodiment, the integral molding of the crossbeam body 10 and the longitudinal beam connecting section 21 simplifies the production process, reduces the assembly steps of the crossbeam body 10 and the longitudinal beam connecting section 21, and lowers production costs. At the same time, the setting of the first weight-reducing groove 100 can reduce the material and achieve the overall lightweighting of the suspended crossbeam structure. The material can be selected to be a high-strength and rigid 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 in an unequal manner. Since the stress conditions and stress distribution of the crossbeam are different at different locations, by reducing the wall thickness in areas with less stress and increasing the wall thickness at key stress points, the material can be used efficiently, thereby minimizing the weight of the structure while ensuring structural strength and stiffness.

[0055] Furthermore, such as Figure 6 , Figure 7 As shown, along the direction from the opening end of the first weight-reducing groove 100 to the bottom of the groove, the first weight-reducing groove 100 sequentially includes a concave section 101, a transition section 102, an extension section 103, and a connecting section 104. The wall thickness of the concave 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 connecting section 104 is b1, wherein b2 / b1=b4 / b1=7 / 8, and 7 / 8≤b3 / b1≤10 / 8. The wall thickness b1 of the connecting section 104 is set as the basic standard. The wall thickness of the recessed section 101 and the extension section 103 is set to 7 / 8 of the wall thickness of the connecting section 104. This means that the bottom portion of the groove farther from the opening end of the first weight-reducing groove 100 and the extension section 103 closer to the opening end are slightly thinner, which helps to reduce the weight of the main body 10 of the crossbeam. The wall thickness of the transition section 102 is set to 7 / 8 to 10 / 8 of the wall thickness of the connecting section 104. This gradual design helps to smooth the transition, reduce stress concentration, and also considers the different wall thickness requirements at different locations to optimize material usage and structural performance. In this embodiment, considering the stress distribution and force characteristics of the first weight-reducing groove 100 in the main body 10 of the crossbeam, a balance between structural lightweighting and strength optimization is achieved by precisely controlling the wall thickness of each section.

[0056] Furthermore, such as Figure 2As shown, a plurality of reinforcing members 11 are provided within the first weight-reducing groove 100. These reinforcing members 11 are spaced apart along the length of the main body 10 of the crossbeam, and adjacent reinforcing members 11 form a cavity structure 120 between themselves and the groove wall of the first weight-reducing groove 100. The reinforcing members 11, positioned within the first weight-reducing groove 100, further enhance the structural stability and rigidity of the crossbeam. Their spaced distribution along the length of the main body 10 of the crossbeam ensures additional support in several critical load-bearing areas. Furthermore, the groove space of the first weight-reducing groove 100 is divided into multiple cavity structures 120. These cavity structures 120 not only increase the structural complexity but also achieve further weight reduction through the rational utilization of space within the first weight-reducing groove 100. This ensures good stability and rigidity of the crossbeam under load and can provide acoustic or thermal optimization under specific conditions, such as noise reduction or improved heat dissipation.

[0057] Furthermore, such as Figure 1 , Figure 2 , Figure 4 As shown, the main body 10 of the crossbeam also includes a flange structure 12 disposed near the open end of the first weight-reducing groove 100. The flange structure 12 extends along the edge of the open end of the first weight-reducing groove 100. The flange structure 12 extending along the edge of the open end of the first weight-reducing groove 100 increases the local stiffness of the opening edge of the first weight-reducing groove 100, preventing deformation or damage to this area during assembly, use, or stress, thereby protecting the integrity of the first weight-reducing groove 100 and the structural stability of the main body of the crossbeam. Furthermore, the flange structure 12 can also improve the fit between the first weight-reducing groove 100 and external fittings, enhancing the reliability and sealing of the connection.

[0058] It should be noted that the design principle of the flange structure 12 is to increase the thickness of the edges of the crossbeam and the first weight-reducing groove 100, thereby improving the strength of the edges of the crossbeam and the first weight-reducing groove 100 and preventing damage during the installation and use of the crossbeam. Furthermore, the crossbeam can provide sufficient support when installing components such as large brackets, avoiding structural problems caused by insufficient edge strength.

[0059] Specifically, such as Figure 1 , Figure 2As shown, the suspension crossbeam structure also includes a large bracket connecting part 22 disposed on the flange structure 12. The large bracket connecting part 22 extends along the width direction of the crossbeam body 10, and has multiple connecting holes 200 spaced apart along the width direction of the crossbeam body 10. The large bracket connecting part 22 is connected to the large bracket through the connecting holes 200. The large bracket connecting part 22 further enhances the functionality and structural stability of the crossbeam body 10. Located on the flange structure 12 and extending along the width direction of the crossbeam body, the large bracket connecting part 22 ensures a more uniform and stable connection between the crossbeam and the large bracket. By providing multiple connecting holes 200 in the large bracket connecting part 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 loads generated during vehicle operation. In addition, the spacing of the connecting holes 200 (i.e., spacing along the width of the main body 10 of the crossbeam) is intended to provide multiple connection points, disperse stress, prevent structural failure caused by excessive stress at a single point, facilitate alignment and assembly with the main bracket, and also facilitate adjustment of the position of the main bracket to adapt to the requirements of different vehicle models or suspension systems, thereby improving design flexibility.

[0060] In one embodiment of this application, a flange structure 12 is also provided on the bottom and sidewall of the first weight-reducing groove 100 formed by the crossbeam body 10. The flange structure 12 may be provided with a connection hole 200 or a process hole. There are multiple flange structures 12 provided on the bottom of the first weight-reducing groove 100. The multiple flange structures 12 are arranged at intervals along the length direction of the crossbeam body 10. At least one flange structure 12 is provided with multiple connection holes 200 for connecting with the wire harness bracket. At least one flange structure 12 is provided with a process hole for retaining paint when painting the crossbeam body 10. There are multiple flange structures 12 provided on the sidewall of the first weight-reducing groove 100. The multiple flange structures 12 are also arranged at intervals along the length direction of the crossbeam body 10. At least one flange structure 12 is provided with a connection hole 200 for connecting with the battery valve. Flanged structures 12 are set at different positions on the main body of the crossbeam 10. Each flanged structure 12 can be connected to multiple components such as wire harness bracket, battery valve, large bracket, and reaction rod through the connection hole 200. This can optimize the suspension crossbeam structure, save space to the maximum extent, and reduce weight.

[0061] Furthermore, such as Figure 1 , Figure 3As shown, the suspension beam structure also includes a connecting boss 23 disposed on the beam body 10. The connecting boss 23 has mounting holes 230, the central axis of which is angled with the longitudinal centerline of the beam body 10. The beam body 10 is connected to the reaction rod through the mounting holes 230. The design of the connecting boss 23 ensures a stable connection between the beam body 10 and the reaction rod, meeting the force distribution and alignment requirements under dynamic driving conditions. The non-orthogonal mounting hole 230 arrangement on the connecting boss 23 optimizes the force transmission path, reducing stress concentration caused by direct force acting on the linear portion of the beam body 10, thereby improving the fatigue resistance and durability of the overall structure. Furthermore, the connection method between the mounting holes 230 and the reaction rod considers not only the strength and reliability of the mechanical connection but also the convenience of installation and maintenance. The non-orthogonal hole design allows for fine-tuning of the reaction rod position during assembly to accommodate different vehicle configurations or suspension system requirements, while reducing assembly errors and improving the overall system stability and consistency.

[0062] Furthermore, such as Figure 1 , Figure 2 As shown, a second weight-reducing groove 110 is provided at the end of the longitudinal beam connecting section 21 away from the main body of the crossbeam 10. Along the length of the main body of the crossbeam 10, the second weight-reducing groove 110 is also provided at the end of the main body of the crossbeam 10. The two ends of the main body of the crossbeam 10 sequentially include a base plate section 111, a first connecting section 112, a support section 113, a second connecting section 114, and a connecting section 104. The wall thickness of the base plate section 111 is a5, the wall thickness of the first connecting section 112 is a4, the wall thickness of the support section 113 is a3, and the wall thickness of the second connecting section 114 is a2. Wherein, a2 / b1 = 9 / 8, a3 / b1 = 10 / 8, a4 / b1 = 11 / 8, and a5 / b1 = 7 / 8. The design of the second weight-reducing groove 110 aims to further reduce the weight of the crossbeam while ensuring the strength and rigidity of key connection parts. The second weight-reduction groove 110 is opened at both ends along the length of the main beam 10, and removes material in areas that do not directly participate in bearing critical forces, achieving weight reduction while meeting structural safety requirements. Figure 5 , Figure 8As shown, the second weight-reducing groove 110, from the outside to the inside of the suspension beam structure, includes a bottom plate section 111, a first connecting section 112, a support section 113, a second connecting section 114, and a connecting section 104. The different wall thickness relationships of each section are shown above. This indicates that the wall thickness of the first connecting section 112 and the support section 113 is 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 connecting section 114 is also optimized to ensure a smooth transition with the connecting section 104 and appropriate strength.

[0063] It should be noted that, in addition to the different wall thicknesses of the first weight-reducing groove 100 and the second weight-reducing groove 110, the wall thicknesses of the main body of the crossbeam 10 and the longitudinal beam connecting section 21 can also be set to different thicknesses to ensure that the strength of the main body of the crossbeam 10, the longitudinal beam connecting section 21 and other parts meets the requirements.

[0064] In one embodiment of this application, the cross section of the main body 10 of the crossbeam, from the inner side to the outer side of the suspended crossbeam structure, is sequentially an installation section, a connecting section 104, and a clearance section. The wall thickness of the installation section is c1, the wall thickness of the side wall section of the second weight-reducing groove is c2, and the wall thickness of the clearance section is c3, wherein b1 / c1 = 8 / 12 and c3 / c1 = 30 / 12; the bottom wall thickness of the second weight-reducing groove 110 is c4, and c4 / c1 = 7 / 12; the wall thickness of the reinforcing member 11 is c5, and c5 / c1 = 9 / 12; and the wall thickness of the flange structure 12 is c6, and c6 / c1 = 15 / 12. Based on the wall thickness c1 of the mounting section, the wall thickness of the mounting section is prioritized to ensure the structural strength and stability of this section as the main connection part; the side wall thickness c2 of the second weight-reducing groove 110 is thinner, indicating that the weight is reduced by reducing the material in non-critical load-bearing parts, but the bottom section of the groove still maintains sufficient strength to support the beam structure; the wall thickness c3 of the avoidance section is thicker, which needs to withstand greater forces or requires additional structural support to avoid deformation or damage under stress; the bottom wall thickness c4 of the second weight-reducing groove 110 is further reduced, which may be to reduce the material as much as possible while ensuring that the strength of the groove wall meets the requirements, in order to achieve the purpose of lightweighting; the wall thickness c6 of the flange structure 12 is thicker, which helps to increase the local stiffness of the connection and protect the beam structure from external impact or damage during the assembly process.

[0065] Specifically, such as Figure 1 , Figure 2As shown, the longitudinal beam connecting section 21 has multiple connecting holes 200 at the end furthest from the crossbeam body 10. These connecting holes 200 are distributed circumferentially along the second weight-reducing groove 110, and the longitudinal beam connecting section 21 is connected to the longitudinal beam through these connecting holes 200. The circumferential arrangement of multiple connecting holes 200 on the longitudinal beam connecting section 21 ensures a stable connection between the crossbeam and the longitudinal beam, while also considering the potential impact of the second weight-reducing groove 110 on the connection strength and reliability. The circumferential distribution of the connecting holes 200 means that they are not only arranged along the length of the longitudinal beam connecting section 21 but also along its width. This evenly distributes the connection force, avoiding excessive local stress concentration, thereby improving the durability of the connection point and the overall stability of the structure. Furthermore, this distribution allows for fine-tuning of the connection position during assembly to adapt to different vehicle configurations or longitudinal beam structures, increasing design flexibility and adaptability.

[0066] In one exemplary embodiment of this application, a first clearance space is formed between the large bracket connecting part 22 and the longitudinal beam connecting section 21, the first clearance space being reserved for the installation of connecting bolts; on one side of the crossbeam body 10, a second clearance space is provided between two adjacent connecting bosses 23, the second clearance space being used to avoid interference from the reaction rod.

[0067] According to another specific embodiment of this application, a vehicle is also provided, the vehicle having a suspension beam structure, the suspension beam structure being the suspension beam structure in the above embodiment.

[0068] This application also provides a preferred embodiment of a suspension beam structure to solve the weight problem of the tractor's balance suspension beam structure.

[0069] Specifically, the suspension crossbeam structure is integrally formed using an aluminum alloy extrusion casting process. Based on the stress characteristics, a weight reduction of over 18kg can be achieved through topology optimization and integrated design. The suspension crossbeam structure is a bilaterally symmetrical structure, including a longitudinal beam connecting section 21, a large bracket connecting part 22, a connecting boss 23, a crossbeam body 10, a battery valve mounting part, a wiring harness bracket mounting part, a first weight reduction groove 100, a second weight reduction groove 110, and a reinforcing member 11. The longitudinal beam connecting section 21 is a rectangular flat plate structure with several connecting holes 200 for connecting and fixing the suspension crossbeam structure to the vehicle frame longitudinal beam; the connecting boss 23 is a block structure with mounting holes 230 for fixing the suspension reaction rod; the large bracket connecting part 22 is an elliptical flat plate structure with connecting holes 200 for fixing the suspension large bracket structure; the crossbeam body 10 is the main support structure of the suspension crossbeam structure, mainly used to connect the longitudinal beam connecting section 21, the connecting boss 23, and the large bracket connecting part. Part 22, the main body 10 of the crossbeam is also provided with process holes for paint retention during painting; the battery valve mounting part intersects with the main body 10 of the crossbeam and is provided with a connection hole 200 for fixing the battery valve; the wire harness bracket mounting part intersects with the main body 10 of the crossbeam and is provided with a connection hole 200 for fixing the wire harness bracket; the second weight reduction groove 110 is provided at the end of the main body 10 of the crossbeam and the first weight reduction groove 100 is provided in the middle of the main body 10 of the crossbeam for weight reduction; the reinforcing member 11 is provided in the first weight reduction groove 100 to play a role in structural reinforcement.

[0070] The main body of the crossbeam 10 ensures the lightness of the suspended crossbeam structure by setting different thicknesses in different internal areas. For example, the cross section of the main body of the crossbeam 10 from the inside to the outside of the suspended crossbeam structure is, in sequence, an installation section, a connecting section 104, and a clearance section. The wall thickness of the installation section is c1, the wall thickness of the side wall section of the second weight-reducing groove is c2, and the wall thickness of the clearance section is c3, where b1 / c1 = 8 / 12 and c3 / c1 = 30 / 12. The bottom wall thickness of the second weight-reducing groove 110 is c4, and c4 / c1 = 7 / 12. The wall thickness of the reinforcing member 11 is c5, and c5 / c1 = 9 / 12. The wall thickness of the flange structure 12 is c6, and c6 / c1 = 15 / 12.

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

[0072] The first weight-reducing groove 100 can achieve extreme weight reduction while ensuring structural strength by setting the thickness relationship of different internal regions. For example, along the direction from the opening end of the first weight-reducing groove 100 to the bottom of the groove, 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 wall thickness of the concave platform 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 connecting section 104 is b1. Among them, b2 / b1=b4 / b1=7 / 8, and 7 / 8≤b3 / b1≤10 / 8.

[0073] Based on the above description, it can be seen that the suspension beam structure in this embodiment has the following beneficial effects: through the application of aluminum alloy materials and structural optimization, the weight of the suspension beam structure is significantly reduced compared to the cast iron structure, effectively reducing the overall vehicle weight and improving fuel efficiency and handling performance; through the optimization of the thickness of different areas inside the main body, the strength of the suspension beam 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 weight, but also achieves the ultimate lightweighting goal while ensuring structural strength through the precise setting of the thickness of different areas inside, further optimizing material utilization efficiency; the design of the first and second clearance spaces provides the necessary space for connecting bolts and suspension reaction rods, avoiding structural interference, while maintaining the overall compactness and rational layout of the suspension beam structure.

[0074] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0075] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0076] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0077] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A suspended beam structure, characterized in that, include: A crossbeam body (10) is provided with at least one first weight-reducing groove (100). The first weight-reducing groove (100) is formed by recessing 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) extends along the length direction of the crossbeam body (10). The longitudinal beam connecting section (21) consists of two sections, which are respectively located at both ends of the main body of the crossbeam (10). The longitudinal beam connecting section (21) is integrally formed with the cross beam body (10); The wall thickness of the first weight-reducing groove (100) is set in an unequal manner; Along the direction from the opening end of the first weight-reducing groove (100) to the bottom of the groove, the first weight-reducing groove (100) sequentially includes a concave section (101), a transition section (102), an extension section (103) and a connecting section (104). The wall thickness of the concave 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 connecting section (104) is b1, wherein b2 / b1=b4 / b1=7 / 8, and / or, 7 / 8≤b3 / b1≤10 / 8; The longitudinal beam connecting section (21) is provided with a second weight-reducing groove (110) at one end away from the main body of the crossbeam (10). Along the length direction of the main body of the crossbeam (10), the end of the main body of the crossbeam (10) is provided with the second weight-reducing groove (110). The two ends of the main body of the crossbeam (10) include a bottom plate section (111), a first connecting section (112), a support section (113), a second connecting section (114), and the connecting section (104) in sequence. 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 support 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.

2. The suspended beam structure according to claim 1, characterized in that, The first weight-reducing groove (100) is provided with a plurality of reinforcing members (11). Along the length direction of the main body of the crossbeam (10), the plurality of reinforcing members (11) are arranged at a distance, and two adjacent reinforcing members (11) and the groove wall of the first weight-reducing groove (100) form a cavity structure (120).

3. The suspended beam structure according to claim 1, characterized in that, The main body of the crossbeam (10) also includes a flange structure (12) provided near the opening end of the first weight reduction groove (100), the flange structure (12) extending along the edge of the opening end of the first weight reduction groove (100).

4. The suspended beam structure according to claim 3, characterized in that, The suspended crossbeam structure also includes a large support connecting part (22) disposed on the flange structure (12). The large support connecting part (22) extends along the width direction of the crossbeam body (10), and the large support connecting part (22) is provided with a plurality of connecting holes (200). The plurality of connecting holes (200) are spaced apart along the width direction of the crossbeam body (10), and the large support connecting part (22) is connected to the large support through the connecting holes (200).

5. The suspended beam structure according to claim 1, characterized in that, The suspended crossbeam structure also includes a connecting boss (23) provided on the crossbeam body (10). The connecting boss (23) has a mounting hole (230). The central axis of the mounting hole (230) is set at an angle to the center line of the length direction of the crossbeam body (10). The crossbeam body (10) is connected to the reaction rod through the mounting hole (230).

6. The suspended beam structure according to claim 4, characterized in that, The longitudinal beam connecting section (21) has a plurality of connecting holes (200) at one end away from the main body of the crossbeam (10). The plurality of connecting holes (200) are distributed circumferentially along the second weight reduction groove (110). The longitudinal beam connecting section (21) is connected to the longitudinal beam through the connecting holes (200).

7. A vehicle, characterized in that, The vehicle has a suspension beam structure, which is the suspension beam structure according to any one of claims 1-6.

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