Light-weight automobile front auxiliary frame based on composite spatial configuration and production method of light-weight automobile front auxiliary frame

Abstract

The invention relates to a light-weight automobile front auxiliary frame based on a composite spatial configuration and a production method thereof.The front auxiliary frame comprises a front auxiliary frame body, the front auxiliary frame body comprises a lower plate and an upper plate formed by splicing a plurality of sheet metal parts, the upper plate is fixed to the lower plate, and a weight reduction space is formed in the middle of the upper plate and the middle of the lower plate; the sheet metal part comprises a left longitudinal beam upper plate, a front cross beam, a rear cross beam and a right longitudinal beam upper plate; each of the left longitudinal beam upper plate, the front cross beam, the rear cross beam and the right longitudinal beam upper plate comprises an edge part so as to be spliced to form a weight reduction area, and the lower plate is provided with a weight reduction hole corresponding to the weight reduction area. And the upper plate is formed by splicing and welding four sub-parts with two plate thicknesses, so that the material utilization rate is greatly improved and the material waste is reduced compared with the design of a whole upper plate in the prior art.

Description

Technical Field

[0001] This invention relates to the field of automotive parts design, development and production technology, specifically to a lightweight automotive front subframe based on a composite spatial configuration and its production method. Background Technology

[0002] As a crucial component of the automotive chassis, the subframe's performance directly impacts a vehicle's handling stability, driving safety, and ride comfort. Its main functions include: isolating vibrations and noise; enhancing body rigidity; optimizing handling and stability; absorbing collision impacts; and providing support and connection.

[0003] Currently, most subframe designs utilize the interlocking and welding of upper and lower sheet metal parts. While ensuring product performance, this significantly increases the product's weight. Increased weight leads to increased overall vehicle load, higher energy consumption, higher fuel consumption, slower component response, and reduced flexibility. In the battle for automotive lightweighting, subframe weight reduction has become a key breakthrough.

[0004] The lightweight subframe involved in this invention has significant advantages in modal characteristics, dynamic stiffness, and strength while meeting the requirements of lightweight design. Summary of the Invention

[0005] To address the aforementioned technical problems, this invention proposes a lightweight automotive front subframe based on a composite spatial configuration and its manufacturing method. The technical problem to be solved by this invention is achieved through the following technical solution: A lightweight automotive front subframe based on a composite spatial configuration includes a front subframe body, the front subframe body including a lower plate and an upper plate spliced ​​from several sheet metal parts, the upper plate being fixed to the lower plate, and a weight reduction space being formed in the middle of the upper plate and the lower plate. The sheet metal parts include the upper plate of the left longitudinal beam, the front crossbeam, the rear crossbeam, and the upper plate of the right longitudinal beam; The upper plate of the left longitudinal beam, the front crossbeam, the rear crossbeam, and the upper plate of the right longitudinal beam all include edge portions to be spliced ​​together to form a weight reduction area, and the lower plate is provided with weight reduction holes corresponding to the weight reduction area; The upper plate of the left longitudinal beam is provided with a left reinforcing plate, a left control arm bracket and a left curved arm; the upper plate of the right longitudinal beam is provided with a right reinforcing plate, a right control arm bracket and a right curved arm; and the front crossbeam is provided with a suspended reinforcing plate.

[0006] The weight-reducing zone and the weight-reducing hole work together to form a weight-reducing space, and the coverage area of ​​the weight-reducing zone is larger than that of the weight-reducing hole.

[0007] The weight reduction zone has a first end and a second end opposite each other in the horizontal direction, and a third end and a fourth end opposite each other in the perpendicular direction.

[0008] The second end is longer than the first end, and the second end mates with the edge of the weight reduction hole; the second end is the edge of the upper plate of the right longitudinal beam, and the first end is the edge of the upper plate of the left longitudinal beam.

[0009] The third end is curved, the fourth end is straight, and the third end is the longest; the third end is the edge of the front crossbeam, and the fourth end is the edge of the rear crossbeam.

[0010] The weight reduction hole includes a first hole and a second hole, and the first hole and the second hole are not connected.

[0011] The area of ​​the second hole is larger than that of the first hole, wherein the first hole has a circular structure and the second hole has a polygonal structure.

[0012] The first hole is located on the side near the first end, and the second hole is located on the side near the second end.

[0013] The upper plates of the left and right longitudinal beams overlap on the side near the fourth end of the rear crossbeam, and the front crossbeam overlaps on the side near the third end of the upper plates of the left and right longitudinal beams.

[0014] A method for producing a lightweight automotive front subframe based on a composite spatial configuration: This method includes the following steps: Step 1: Weld the upper plate of the left longitudinal beam to the left reinforcing plate and the left control arm bracket to form sub-assembly one; weld the upper plate of the right longitudinal beam to the right reinforcing plate and the right control arm bracket to form sub-assembly two. Step 2: Weld the rear crossbeam to the lower plate, then weld the two hooks to the rear crossbeam, and at the same time weld the steering gear support sleeve to the lower plate to form sub-assembly three; Step 3: Weld the suspension reinforcement plate and the front crossbeam to form sub-assembly four; Step 4: Assemble sub-assembly one, sub-assembly two, and sub-assembly three, with the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam overlapping on the rear crossbeam; Step 5: Weld sub-assembly one and sub-assembly two to the lower plate, and then weld the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam to the rear cross beam; Step 6: Place the front crossbeam on the lower plate, and simultaneously overlap the front crossbeam with the upper plates of the left and right longitudinal beams; Step 7: Weld the front crossbeam to the lower plate, and then weld the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam to the overlap of the front crossbeam to form sub-assembly five; Step 8: Weld the left boom outer plate, left boom inner plate and boom left connecting plate to form welded sub-assembly six; weld the right boom outer plate, right boom inner plate and boom right connecting plate to form welded sub-assembly seven. Step 9: Connect sub-assembly 6 and sub-assembly 7 to the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam in sub-assembly 5. Then weld sub-assembly 6 and sub-assembly 7 to the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam to form sub-assembly 8. Step 10: Weld the left longitudinal beam mounting bracket, right longitudinal beam mounting bracket, small bracket, reinforcing plate, body assembly sleeve and positioning pin to the sub-assembly eight to form the front subframe welded assembly.

[0015] The beneficial effects of this invention are: 1. In the subframe structure, the upper plate and the lower plate are welded together by carbon dioxide shielded welding to form a closed section. The welding path avoids high stress areas to prevent stress concentration and effectively ensures welding consistency. Weight reduction holes are designed and located in the low stress area of ​​the lower plate. The edge of the holes is provided with an integral stamped flanged reinforcing rib. Under the premise of ensuring the overall strength and rigidity of the subframe, the weight of the subframe is reduced to the maximum extent (the weight of the lightweight subframe is 13.25Kg, which is 2.71Kg less than the previous 15.96Kg, a weight reduction of 17%).

[0016] 2. The stamping process involves integral forming of the upper and lower plates, with weight-reducing holes and flanged reinforcing ribs punched out simultaneously. The flange angle is 30°±2°. Welding is performed using fixtures to control the welding gap to ≤0.1mm, and the welding penetration depth is ≥80% of the plate thickness. The welding penetration depth has good redundancy, ensuring the consistency of the welding.

[0017] 3. The upper plate is made of two different plate thicknesses and four sub-parts welded together, which greatly improves material utilization and reduces material waste compared to the previous single upper plate design. Attached Figure Description

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] Figure 1 This is a schematic diagram of the three-dimensional structure of the front subframe assembly of the present invention; Figure 2 This is a schematic diagram of the three-dimensional structure of the upper plate of the present invention; Figure 3 This is a schematic diagram of the three-dimensional structure of the lower plate of the present invention; Figure 4 This is a schematic diagram of the three-dimensional structure of the upper plate of the left longitudinal beam of the present invention; Figure 5 This is a three-dimensional structural diagram of the upper plate of the right longitudinal beam of the present invention; Figure 6 This is a schematic diagram of the three-dimensional structure of the front crossbeam of the present invention; Figure 7 This is a three-dimensional structural diagram of the left curved arm of the present invention; Figure 8 This is a three-dimensional structural diagram of the right curved arm of the present invention; Figure 9This is a schematic diagram of the free modal-first torsional modal simulation analysis of the present invention; Figure 10 This is a schematic diagram of the free modal-first-order bending modal simulation analysis of the present invention; Figure 11 This is a schematic diagram of the constraint mode-first bending mode simulation analysis of the present invention; Figure 12 This is a schematic diagram of the installation modes of the vehicle body super-unit of the present invention (frequency response curve); Figure 13 This is a schematic diagram of the first-order modal simulation analysis of the hook of the present invention; Figure 14 This is a schematic diagram of the common strength conditions (body stress) simulation analysis of the present invention. Figure 1 ; Figure 15 This is a schematic diagram of the common strength conditions (body stress) simulation analysis of the present invention. Figure 2 ; Figure 16 This is a schematic diagram of the simulation analysis of the common strength conditions (weld stress) of the present invention. Figure 1 ; Figure 17 This is a schematic diagram of the simulation analysis of the common strength conditions (weld stress) of the present invention. Figure 2 ; Figure 18 This is a schematic diagram of the ultimate strength working condition simulation analysis of the present invention; Figure 19 This is a schematic diagram of the simulation analysis of the abuse intensity working conditions of the present invention.

[0020] The diagram shows: 1. Front subframe body; 2. Upper plate; 3. Lower plate; 4. Left longitudinal beam upper plate; 5. Front crossbeam; 6. Rear crossbeam; 7. Right longitudinal beam upper plate; 8. Weight reduction zone; 9. Weight reduction hole; 10. Hook; 41. Left reinforcing plate; 42. Left control arm bracket; 43. Left curved arm; 71. Right reinforcing plate; 72. Right control arm bracket; 73. Right curved arm; 51. Suspension reinforcing plate; 91. First hole; 92. Second hole. Detailed Implementation

[0021] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be described more clearly and completely below with reference to the accompanying drawings in the embodiments. Of course, the described embodiments are only a part of the present invention and not all of it. Based on this embodiment, other embodiments obtained by those skilled in the art without creative effort are all within the protection scope of the present invention.

[0022] like Figures 1 to 8As shown, a lightweight automotive front subframe based on a composite spatial configuration includes a front subframe body 1. The front subframe body 1 includes a lower plate 3 and an upper plate 2 composed of several sheet metal parts. The upper plate 2 is fixed on the lower plate 3, and a weight reduction space is formed in the middle of the upper plate 2 and the lower plate 3. The sheet metal parts include the left longitudinal beam upper plate 4, the front crossbeam 5, the rear crossbeam 6 and the right longitudinal beam upper plate 7; the lower plate 3 is integrally stamped and formed, and the upper plate 2 is formed by splicing and welding the left longitudinal beam upper plate 4, the front crossbeam 5, the rear crossbeam 6 and the right longitudinal beam upper plate 7 together, forming a composite spatial configuration through the cooperation of the upper plate 2 and the lower plate 3. The upper plate 4 of the left longitudinal beam, the front crossbeam 5, the rear crossbeam 6 and the upper plate 7 of the right longitudinal beam all include edge portions to splice together to form a weight reduction area 8. The lower plate 3 is provided with weight reduction holes 9 corresponding to the weight reduction area 8. The weight reduction holes 9 on the lower plate 3 are formed by integral stamping. The upper plate 4 of the left longitudinal beam, the front crossbeam 5, the rear crossbeam 6 and the upper plate 7 of the right longitudinal beam are formed by integral stamping. The left longitudinal beam upper plate 4 is provided with a left reinforcing plate 41, a left control arm bracket 42 and a left curved arm 43, the right longitudinal beam upper plate 7 is provided with a right reinforcing plate 71, a right control arm bracket 72 and a right curved arm 73, and the front crossbeam 5 is provided with a suspended reinforcing plate 51.

[0023] The weight-reduction zone 8 and the weight-reduction hole 9 work together to form a weight-reduction space, and the coverage area of ​​the weight-reduction zone 8 is larger than that of the weight-reduction hole 9. The weight-reduction space achieves weight reduction and fuel consumption reduction without compromising modal, dynamic stiffness, and strength properties. Experimental results are as follows: Figures 9 to 19 As shown.

[0024] like Figures 14 to 15 The diagram shows a simulation analysis of a common strength condition (body stress), where the maximum body stress is 419 MPa. Figures 16 to 17 The diagram shown is a simulation analysis of a common strength condition (weld stress), where the maximum stress in the weld is 319 MPa.

[0025] The results of modal and strength analysis are summarized in the following table:

[0026] Summary of dynamic stiffness analysis results:

[0027] The weight reduction zone 8 and weight reduction hole 9 reduce the product weight, which is in line with the current automotive lightweight concept. At the same time, the upper plate 2 is welded together from the left longitudinal beam upper plate 4, the front cross beam 5, the rear cross beam 6 and the right longitudinal beam upper plate 7, which improves the utilization rate of materials, reduces material waste and controls costs. Through material selection and optimization, the product performance is improved.

[0028] The weight reduction zone 8 has a first end and a second end opposite each other in the horizontal direction, and a third end and a fourth end opposite each other in the perpendicular direction.

[0029] The second end is longer than the first end, and the second end fits into the edge of the weight reduction hole 9; the second end is the edge of the upper plate 7 of the right longitudinal beam, and the first end is the edge of the upper plate 4 of the left longitudinal beam.

[0030] The third end is curved, the fourth end is straight, and the third end is the longest; the third end is the edge of the front crossbeam 5, and the fourth end is the edge of the rear crossbeam 6.

[0031] The weight reduction hole 9 includes a first hole 91 and a second hole 92, and the first hole 91 and the second hole 92 are not connected.

[0032] The area of ​​the second hole 92 is larger than that of the first hole 91, wherein the first hole 91 has a circular structure and the second hole 92 has a polygonal structure; the edge of the second hole 92 is welded to the edge of the front crossbeam 5, the rear crossbeam 6 and the upper plate 7 of the right longitudinal beam.

[0033] The first hole 91 is located on the side near the first end, and the second hole 92 is located on the side of the second end.

[0034] The upper plate 4 of the left longitudinal beam and the upper plate 7 of the right longitudinal beam near the fourth end overlap on the rear crossbeam 6, and the front crossbeam 5 overlaps on the upper plate 4 of the left longitudinal beam and the upper plate 7 of the right longitudinal beam near the third end.

[0035] A method for producing a lightweight automotive front subframe based on a composite spatial configuration: This method includes the following steps: Step 1: Weld the upper plate 4 of the left longitudinal beam, the left reinforcing plate 41, and the left control arm bracket 42 to form sub-assembly one; weld the upper plate 7 of the right longitudinal beam, the right reinforcing plate 71, and the right control arm bracket 72 to form sub-assembly two. Step 2: Weld the rear crossbeam 6 to the lower plate 3, then weld the two hooks 10 to the rear crossbeam 6, and at the same time weld the steering gear support sleeve to the lower plate 3 to form sub-assembly three; Step 3: Weld the suspension reinforcement plate 51 and the front crossbeam 5 to form sub-assembly four; Step 4: Assemble sub-assembly one, sub-assembly two, and sub-assembly three, with the upper plate 4 of the left longitudinal beam and the upper plate 7 of the right longitudinal beam overlapping on the rear crossbeam 6; Step 5: Weld sub-assembly one and sub-assembly two to the lower plate 3, and then weld the upper plate 4 of the left longitudinal beam and the upper plate 7 of the right longitudinal beam to the rear cross beam 6. Step 6: Place the front crossbeam 5 on the lower plate 3, and at the same time overlap the front crossbeam 5 with the upper plate 4 of the left longitudinal beam and the upper plate 7 of the right longitudinal beam. Step 7: Weld the front crossbeam 5 to the lower plate 3, and then weld the upper plate 4 of the left longitudinal beam and the upper plate 7 of the right longitudinal beam to the overlap of the front crossbeam 5 to form sub-assembly five; Step 8: Weld the left boom outer plate, left boom inner plate and boom left connecting plate to form welded sub-assembly six; weld the right boom outer plate, right boom inner plate and boom right connecting plate to form welded sub-assembly seven. Step 9: Connect sub-assembly 6 and sub-assembly 7 to the upper plate 4 of the left longitudinal beam and the upper plate 4 of the right longitudinal beam in sub-assembly 5. Then weld sub-assembly 6 and sub-assembly 7 to the upper plate 4 of the left longitudinal beam and the upper plate 4 of the right longitudinal beam to form sub-assembly 8. Step 10: Weld the left longitudinal beam mounting bracket, right longitudinal beam mounting bracket, small bracket, reinforcing plate, body assembly sleeve and locating pin to the sub-assembly to form the front subframe welded assembly; the longitudinal beam mounting bracket, right longitudinal beam mounting bracket, small bracket, reinforcing plate, body assembly sleeve and locating pin are common parts of the subframe, so they are not marked in the attached drawings.

[0036] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely prisms of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A lightweight automotive front subframe based on a composite spatial configuration, characterized in that: The vehicle includes a front subframe body, which includes a lower plate and an upper plate assembled from several sheet metal parts. The upper plate is fixed to the lower plate, and a weight-reducing space is formed in the middle of the upper and lower plates. The sheet metal parts include the upper plate of the left longitudinal beam, the front crossbeam, the rear crossbeam, and the upper plate of the right longitudinal beam; The upper plate of the left longitudinal beam, the front crossbeam, the rear crossbeam, and the upper plate of the right longitudinal beam all include edge portions to be spliced ​​together to form a weight reduction area, and the lower plate is provided with weight reduction holes corresponding to the weight reduction area; The upper plate of the left longitudinal beam is provided with a left reinforcing plate, a left control arm bracket and a left curved arm; the upper plate of the right longitudinal beam is provided with a right reinforcing plate, a right control arm bracket and a right curved arm; and the front crossbeam is provided with a suspended reinforcing plate.

2. The lightweight automotive front subframe based on a composite spatial configuration according to claim 1, characterized in that: The weight-reducing zone and the weight-reducing hole work together to form a weight-reducing space, and the coverage area of ​​the weight-reducing zone is larger than that of the weight-reducing hole.

3. The lightweight automotive front subframe based on a composite spatial configuration according to claim 2, characterized in that: The weight reduction zone has a first end and a second end opposite each other in the horizontal direction, and a third end and a fourth end opposite each other in the perpendicular direction.

4. The lightweight automotive front subframe based on a composite spatial configuration according to claim 3, characterized in that: The second end is longer than the first end, and the second end mates with the edge of the weight reduction hole; the second end is the edge of the upper plate of the right longitudinal beam, and the first end is the edge of the upper plate of the left longitudinal beam.

5. The lightweight automotive front subframe based on a composite spatial configuration according to claim 4, characterized in that: The third end is curved, the fourth end is straight, and the third end is the longest; the third end is the edge of the front crossbeam, and the fourth end is the edge of the rear crossbeam.

6. The lightweight automotive front subframe based on a composite spatial configuration according to claim 5, characterized in that: The weight reduction hole includes a first hole and a second hole, and the first hole and the second hole are not connected.

7. The lightweight automotive front subframe based on a composite spatial configuration according to claim 6, characterized in that: The area of ​​the second hole is larger than that of the first hole, wherein the first hole has a circular structure and the second hole has a polygonal structure.

8. The lightweight automotive front subframe based on a composite spatial configuration according to claim 7, characterized in that: The first hole is located on the side near the first end, and the second hole is located on the side near the second end.

9. The lightweight automotive front subframe based on a composite spatial configuration according to claim 8, characterized in that: The upper plates of the left and right longitudinal beams overlap on the side near the fourth end of the rear crossbeam, and the front crossbeam overlaps on the side near the third end of the upper plates of the left and right longitudinal beams.

10. A method for producing a lightweight automotive front subframe based on a composite spatial configuration according to any one of claims 1 to 9: characterized in that: The method includes the following steps: Step 1: Weld the upper plate of the left longitudinal beam to the left reinforcing plate and the left control arm bracket to form sub-assembly one; weld the upper plate of the right longitudinal beam to the right reinforcing plate and the right control arm bracket to form sub-assembly two. Step 2: Weld the rear crossbeam to the lower plate, then weld the two hooks to the rear crossbeam, and at the same time weld the steering gear support sleeve to the lower plate to form sub-assembly three; Step 3: Weld the suspension reinforcement plate and the front crossbeam to form sub-assembly four; Step 4: Assemble sub-assembly one, sub-assembly two, and sub-assembly three, with the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam overlapping on the rear crossbeam; Step 5: Weld sub-assembly one and sub-assembly two to the lower plate, and then weld the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam to the rear cross beam; Step 6: Place the front crossbeam on the lower plate, and simultaneously overlap the front crossbeam, the upper plate of the left longitudinal beam, and the upper plate of the right longitudinal beam. Step 7: Weld the front crossbeam to the lower plate, and then weld the upper plate of the left longitudinal beam, the upper plate of the right longitudinal beam, and the overlap of the front crossbeam to form sub-assembly five; Step 8: Weld the left boom outer plate, left boom inner plate and boom left connecting plate to form welded sub-assembly six; weld the right boom outer plate, right boom inner plate and boom right connecting plate to form welded sub-assembly seven. Step 9: Connect sub-assembly 6 and sub-assembly 7 to the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam in sub-assembly 5. Then weld sub-assembly 6 and sub-assembly 7 to the upper plate of the left longitudinal beam and the upper plate of the right longitudinal beam to form sub-assembly 8. Step 10: Weld the left longitudinal beam mounting bracket, right longitudinal beam mounting bracket, small bracket, reinforcing plate, body assembly sleeve and positioning pin to the sub-assembly eight to form the front subframe welded assembly.

Images