Non-bearing frame longitudinal beam suspension mounting assembly structure

Abstract

The invention provides a non-bearing type frame longitudinal beam suspension installation assembly structure which comprises a longitudinal beam assembly and a suspension installation plate assembly used for installing a suspension, the suspension installation plate assembly is fixedly connected to the outer side of the longitudinal beam assembly and comprises an upper suspension installation plate and a lower suspension installation plate, and the upper suspension installation plate and the lower suspension installation plate are fixedly connected to the outer side of the longitudinal beam assembly. The suspension upper mounting plate and the suspension lower mounting plate are both of a triangular structure, and a first reinforcing cavity is formed in the suspension upper mounting plate and the suspension lower mounting plate after the suspension upper mounting plate and the suspension lower mounting plate are fixedly connected. The frame longitudinal beam assembly solves the problem that some existing frame longitudinal beam assemblies can only meet the basic function requirement of suspension installation, but cannot meet the vehicle body collision performance requirement.

Description

A non-load-bearing frame longitudinal beam suspension mounting assembly structure Technical Field

[0001] This invention relates to the field of automotive body technology, and in particular to a non-load-bearing frame longitudinal beam suspension mounting assembly structure. Background Technology

[0002] With the continuous development of the automotive market, off-road vehicles, as an important branch, are increasingly favored by people. As the popularity of new energy vehicles gradually increases, new energy off-road vehicles are also quietly occupying a portion of the market. A ladder frame is often standard equipment on off-road vehicles, and the longitudinal beams are crucial load-bearing structures, absorbing various impacts from the road surface and serving as key energy-absorbing components for collision safety. Currently, some high-strength steel suspension structures in chassis designs only meet the basic functional requirements for component installation, but are insufficient to provide effective support for achieving five-star safety standards in vehicle collision performance. Some chassis also address the need for improved collision safety performance by increasing the thickness of key components such as the longitudinal beams, but this increases vehicle weight, hindering lightweight design requirements. Therefore, a new non-load-bearing chassis longitudinal beam suspension assembly structure is needed. Summary of the Invention

[0003] The purpose of this invention is to provide a non-load-bearing frame longitudinal beam suspension mounting assembly structure, which solves the problem that some existing frame longitudinal beam assemblies can only meet the basic functional requirements of suspension mounting, but are difficult to meet the vehicle body collision performance requirements.

[0004] The technical solution adopted by the present invention to solve its technical problem is: a non-load-bearing frame longitudinal beam suspension mounting assembly structure, including a longitudinal beam assembly and a suspension mounting plate assembly for mounting the suspension. The suspension mounting plate assembly is fixedly connected to the outside of the longitudinal beam assembly. The suspension mounting plate assembly includes an upper suspension mounting plate and a lower suspension mounting plate. Both the upper and lower suspension mounting plates are triangular structures. After the upper and lower suspension mounting plates are fixedly connected, they form a first reinforcing cavity inside.

[0005] Preferably, in conjunction with the above scheme, a longitudinal beam reinforcing plate assembly is fixedly connected to the inner side of the longitudinal beam assembly. The longitudinal beam reinforcing plate assembly includes an upper longitudinal beam reinforcing plate and a lower longitudinal beam reinforcing plate. After the upper longitudinal beam reinforcing plate and the lower longitudinal beam reinforcing plate are fixedly connected, they form a second reinforcing cavity inside.

[0006] Preferably, in conjunction with the above scheme, the upper reinforcing plate of the longitudinal beam is fixedly connected to the upper inner side of the longitudinal beam assembly, and the lower reinforcing plate of the longitudinal beam is fixedly connected to the lower inner side of the longitudinal beam assembly. The upper reinforcing plate and the lower reinforcing plate of the longitudinal beam are overlapped and then fixedly connected.

[0007] Preferably, in conjunction with the above scheme, an outer reinforcing plate is fixedly connected to the outer side of the longitudinal beam assembly. The outer reinforcing plate is located in the first reinforcing cavity. The cross-section of the outer reinforcing plate is a Z-shaped structure. After the outer reinforcing plate is fixedly connected to the longitudinal beam assembly, it forms a third reinforcing cavity inside.

[0008] Preferably, in conjunction with the above scheme, the suspension mounting plate assembly further includes a suspension reinforcing plate, which is disposed in the first reinforcing cavity and is fixedly connected to the bottom of the upper suspension mounting plate.

[0009] Preferably, in conjunction with the above scheme, the upper mounting plate and the suspension reinforcing plate are respectively provided with a first suspension mounting hole and a third suspension mounting hole, and the first suspension mounting hole and the third suspension mounting hole are correspondingly provided.

[0010] Preferably, in conjunction with the above scheme, the upper mounting plate of the suspension is provided with a plurality of first suspension fixing holes around the first suspension mounting hole, and the suspension reinforcing plate is provided with a plurality of second suspension fixing holes at the positions corresponding to the first suspension fixing holes.

[0011] Preferably, in conjunction with the above scheme, the bottom of the suspension reinforcing plate is provided with several sets of projection weld nuts corresponding to the position of the second suspension fixing hole.

[0012] Preferably, in conjunction with the above scheme, a recessed platform is provided in the middle of the triangular structure of the upper mounting plate of the suspension, and the first suspension mounting hole and the first suspension fixing hole are both provided on the recessed platform.

[0013] Preferably, in conjunction with the above scheme, a second suspension mounting hole is provided on the lower suspension mounting plate at the position corresponding to the first suspension mounting hole.

[0014] The beneficial effects of this invention are as follows: This invention provides a non-load-bearing frame longitudinal beam suspension mounting assembly structure. Through the design of a large triangular upper and lower mounting plate that are fixedly connected to the longitudinal beam assembly, it satisfies the basic installation function of the suspension while ensuring a five-star side-impact performance. Furthermore, the enlarged cross-section structure formed here can additionally increase the frame's torsional and bending stiffness by more than 20%. By setting upper and lower reinforcing plates on the longitudinal beam assembly, the cross-section of the front longitudinal beam is directly enlarged, improving its load-bearing and deformation resistance at the basic structural level. Simultaneously, it helps optimize the frame's collision deformation characteristics during a frontal collision, facilitating the rational absorption and transfer of collision energy.

[0015] The present invention will now be described in more detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0016] Figure 1 is an assembly diagram of the non-load-bearing frame longitudinal beam suspension mounting assembly structure and the frame according to the present invention.

[0017] Figure 2 is a structural diagram of a non-load-bearing frame longitudinal beam suspension mounting assembly according to the present invention.

[0018] Figure 3 is a structural diagram from another direction of the non-load-bearing frame longitudinal beam suspension mounting assembly structure of the present invention.

[0019] Figure 4 is a top view of a non-load-bearing frame longitudinal beam suspension mounting assembly structure according to the present invention.

[0020] Figure 5 is a side view of a non-load-bearing frame longitudinal beam suspension mounting assembly structure according to the present invention.

[0021] Figure 6 is an exploded view of a non-load-bearing frame longitudinal beam suspension mounting assembly structure according to the present invention.

[0022] Figure 7 is an exploded view from another direction of a non-load-bearing frame longitudinal beam suspension mounting assembly structure according to the present invention.

[0023] Figure 8 is an exploded view of the suspension mounting plate assembly and the longitudinal beam reinforcing plate assembly in this invention.

[0024] Figure 9 is an assembly structure diagram of the upper mounting plate and the suspension reinforcement plate in this invention.

[0025] Figure 10 is a cross-sectional view of Figure 1 (AA section).

[0026] Figure 11 is a cross-sectional view of BB in Figure 4.

[0027] The components include: 1. Longitudinal beam assembly; 2. Suspension mounting plate assembly; 3. Longitudinal beam reinforcing plate assembly; 4. Longitudinal beam outer reinforcing plate; 5. Suspension assembly; 6. Energy-absorbing box assembly; 11. Front longitudinal beam; 12. Middle longitudinal beam; 13. Rear longitudinal beam; 20. First reinforcing cavity; 21. Upper suspension mounting plate; 22. Lower suspension mounting plate; 23. Suspension reinforcing plate; 30. Second reinforcing cavity; 31. Upper longitudinal beam reinforcing plate; 32. Lower longitudinal beam reinforcing plate; 40. Third reinforcing cavity; 210. Recessed platform; 211. First suspension mounting hole; 212. First suspension fixing hole; 213. First reinforcing rib; 221. Second suspension mounting hole; 231. Third suspension mounting hole; 232. Second suspension fixing hole; 233. Projection weld nut; 234. Third reinforcing rib; 311. Second reinforcing rib. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. It should be noted that, unless otherwise specified, the implementation methods and features in the implementation methods in this disclosure can be combined, separated, interchanged, and / or rearranged. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] In the accompanying drawings, the dimensions and relative dimensions of components may be exaggerated for clarity and / or descriptive purposes. When exemplary embodiments can be implemented differently, a specific process sequence may be performed in a different order than that described. For example, two consecutively described processes may be performed substantially simultaneously or in the reverse order of their description. Furthermore, the same reference numerals denote the same components.

[0030] The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting. As used herein, unless the context clearly indicates otherwise, the singular forms “a” and “(the)” are also intended to include the plural forms. Furthermore, when the terms “comprising” and / or “including” and variations thereof are used in this specification, it indicates the presence of the stated features, integrals, steps, operations, parts, components, and / or groups thereof, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, parts, components, and / or groups thereof. It should also be noted that, as used herein, the terms “substantially,” “about,” and other similar terms are used as approximate terms rather than as terms of degree, thus explaining the inherent biases in measurements, calculated values, and / or provided values ​​that would be recognized by one of ordinary skill in the art.

[0031] The core of the "non-load-bearing frame longitudinal beam suspension mounting assembly structure" described in this invention lies in a specially designed system for solving the installation function of the suspension assembly on the automobile frame, while also increasing the collision safety performance of the frame and improving the bending stiffness and torsional stiffness of the frame longitudinal beam assembly.

[0032] As shown in Figures 1 to 8, a non-load-bearing frame longitudinal beam suspension mounting assembly structure includes a longitudinal beam assembly 1 and a suspension mounting plate assembly 2 for mounting the suspension. The suspension mounting plate assembly 2 is fixedly connected to the outside of the longitudinal beam assembly 1. The suspension mounting plate assembly 2 includes an upper suspension mounting plate 21 and a lower suspension mounting plate 22. Both the upper and lower suspension mounting plates 21 and 22 are triangular structures that protrude outwards. After being fixedly connected by welding, the upper and lower suspension mounting plates 21 and 22 form a first reinforcing cavity 20 inside. The upper and lower suspension mounting plates 21 and 22 adopt a large triangular structure design, which not only meets the installation function of the suspension base but also provides five-star side impact performance for the vehicle body. Furthermore, the structure with an increased cross-section, combined with the triangular structure design, has significant advantages. It not only increases the side impact strength and stiffness of the frame by more than 20% but also simultaneously enhances the stiffness of the suspension mounting itself, taking into account both safety and stability. The aforementioned overall design further optimizes the vehicle frame's collision deformation characteristics during a frontal collision, enabling more efficient absorption and transfer of collision energy and enhancing collision safety. This invention also provides protection for collision (side impact and frontal impact) safety performance.

[0033] Because the high-strength steel used in the upper mounting plate 21 and the lower mounting plate 22 has a low elongation rate, it is difficult to draw and form by cold stamping alone. Therefore, both the upper mounting plate 21 and the lower mounting plate 22 adopt hot forming process to simultaneously meet the forming requirements and performance standards of the parts. This also achieves the effect of reducing the weight of the parts and improving the performance of the frame. The weight of the frame is reduced by about 8 kg compared to the cold stamping solution. Cold stamping requires the material to be thickened by more than 30% to achieve the same performance. Even if the performance is met through thickening design, the parts are difficult to adapt to the mass production requirements of the cold stamping process.

[0034] In this embodiment, the upper mounting plate 21 and the lower mounting plate 22 can be made of 22MnB5 or HC600 / 980QP steel. Both the upper mounting plate 21 and the lower mounting plate 22 are 2-4 mm thick and are thermoformed parts. To increase the structural strength of the upper mounting plate 21, a first reinforcing rib 213 is provided protruding upwards at the front of the upper mounting plate 21.

[0035] 22MnB5 is an air-cooled martensitic steel, also known as boron-manganese steel. Its strength is generally low when it leaves the factory to facilitate processing, but its strength increases dramatically after hot stamping (i.e., rapid quenching after heating), making it suitable for manufacturing safety structural components in automobiles. The cooling rate during hot stamping is crucial for achieving optimal performance. Research has shown that the cooling rate must be no less than 30°C / second to obtain a uniform, fully martensitic structure, thus maximizing the material's strength potential. Due to its extremely high strength and good forming precision, 22MnB5 is a core material for lightweight and safety design in automobiles. It effectively resists deformation during collisions, improving the overall rigidity and torsional resistance of the vehicle body, protecting passenger safety. Furthermore, longitudinal beam upper reinforcing plates 31 and lower reinforcing plates 32 made from 22MnB5 can reduce weight by more than 50% compared to those made from ordinary steel plates, while still ensuring sufficient safety performance.

[0036] HC600 / 980QP is a cold-rolled and quenched fractional steel, belonging to the third generation of advanced high-strength steel. Through its unique microstructure design, it provides an ultra-high risk strength of nearly 1000 MPa while possessing formability far exceeding that of traditional steels of the same grade, achieving an excellent balance between strength and plasticity. Its microstructure consists of a three-phase composite of ferrite, martensite, and retained austenite. Because HC600 / 980QP steel combines strength and plasticity, it can absorb more energy during impact, thereby improving the safety of the longitudinal beam assembly structure.

[0037] To better connect and fix the upper mounting plate 21 and the lower mounting plate 22, both the upper mounting plate 21 and the lower mounting plate 22 are bent with flanges on the side away from the vehicle interior. The flange of the upper mounting plate 21 is bent downwards, and the flange of the lower mounting plate 22 is bent upwards. The two sets of flanges overlap each other and are then fixedly connected by welding.

[0038] To increase the deformation resistance of the longitudinal beams, a longitudinal beam reinforcing plate assembly 3 is fixedly connected to the inner side of the longitudinal beam assembly 1. The longitudinal beam reinforcing plate assembly 3 includes an upper longitudinal beam reinforcing plate 31 and a lower longitudinal beam reinforcing plate 32. After the upper longitudinal beam reinforcing plate 31 and the lower longitudinal beam reinforcing plate 32 are fixedly connected, a second reinforcing cavity 30 is formed inside. By welding the upper longitudinal beam reinforcing plate 31 and the lower longitudinal beam reinforcing plate 32 to the inner side of the longitudinal beam assembly 1, the cross-section of the longitudinal beam assembly 1 can be directly enlarged, improving its load-bearing and deformation resistance from the basic structural level. At the same time, it helps to optimize the collision deformation characteristics of the frame during a frontal collision, and helps to rationally absorb and transfer collision energy.

[0039] To better connect and fix the upper reinforcing plate 31 and the lower reinforcing plate 32 of the longitudinal beam, the upper reinforcing plate 31 and the lower reinforcing plate 32 are overlapped on the side closest to the vehicle interior and then fixedly connected by welding. After the upper reinforcing plate 31 and the lower reinforcing plate 32 are fixedly connected, the cross-section of the longitudinal beam reinforcing plate assembly 3 is shaped like a "Z" and has a stronger resistance to deformation than solid or flat materials of the same weight. It can significantly reduce the self-weight of the structure while ensuring the overall load-bearing capacity, thereby saving material costs or reducing energy consumption.

[0040] In this embodiment, both the upper reinforcing plate 31 and the lower reinforcing plate 32 of the longitudinal beam can be made of 22MnB5 material with a thickness of 1.5-3mm, and both are thermoformed parts. The yield strength of the upper reinforcing plate 31 and the lower reinforcing plate 32 of the longitudinal beam can reach 1050MPa or higher, which can effectively solve the problem of meeting safety performance standards in side collision and frontal collision scenarios.

[0041] To better securely connect the upper reinforcing plate 31 and the lower reinforcing plate 32 of the longitudinal beam to the longitudinal beam assembly 1, the upper reinforcing plate 31 is welded to the upper inner side of the longitudinal beam assembly 1, and the lower reinforcing plate 32 is welded to the lower inner side of the longitudinal beam assembly 1. The upper and lower reinforcing plates 31 and 32 are overlapped and then fixedly connected. Designing the longitudinal beam reinforcing plate assembly 3 as a separate assembly with the upper and lower reinforcing plates 31 and 32 facilitates the production and processing of thermoformed parts and also facilitates the springback of the thermoforming process. To increase the structural strength of the upper reinforcing plate 31, a second reinforcing rib 311 is provided on the front protrusion of the upper reinforcing plate 31, protruding inwards towards the vehicle interior.

[0042] An outer reinforcing plate 4 is fixedly connected to the outer side of the longitudinal beam assembly 1. The outer reinforcing plate 4 is located in the first reinforcing cavity 20. The cross-section of the outer reinforcing plate 4 is a U-shaped structure. After being fixedly connected to the longitudinal beam assembly 1, the outer reinforcing plate 4 forms a third reinforcing cavity 40 inside. The outer reinforcing plate 4 can be made of 22MnB5 material, is a thermoformed part, and has a thickness of 1.5-2.5mm. By setting the outer reinforcing plate 4, the rigidity and strength of the overall structure are increased, which can effectively solve the problem of meeting safety performance standards in side collision and frontal collision scenarios.

[0043] To increase the structural strength of the suspension mounting point, as shown in Figures 9 and 11, the suspension mounting plate assembly 2 further includes a suspension reinforcing plate 23. The suspension reinforcing plate 23 is disposed within the first reinforcing cavity 20 and is fixedly connected to the bottom of the upper suspension mounting plate 21. The suspension reinforcing plate 23 can be welded to the upper suspension mounting plate 21 via a flanged structure. In this embodiment, the material of the suspension reinforcing plate 23 is B610L, with a thickness of 2-3 mm. B610L is a low-alloy high-strength steel that, while ensuring high strength, also possesses good toughness, can absorb impact energy, and has good cold stamping forming performance.

[0044] To increase the structural strength of the suspension reinforcing plate 23, several sets of third reinforcing ribs 234 are arranged parallel to one side of the suspension reinforcing plate 23. As shown in Figure 10, since this side of the suspension reinforcing plate 23 is only welded and fixed to the inner wall of the upper mounting plate 21 through a flange structure, and there is a certain height gap between this side of the suspension reinforcing plate 23 and the upper mounting plate 21, this embodiment uses two sets of third reinforcing ribs 234 to structurally strengthen this side of the suspension reinforcing plate 23, thereby improving the structural rigidity.

[0045] To facilitate the mounting of the suspension assembly 5 onto the suspension mounting plate assembly 2, the upper suspension mounting plate 21 and the suspension reinforcing plate 23 are respectively provided with a first suspension mounting hole 211 and a third suspension mounting hole 231, which are correspondingly provided. Both the first suspension mounting hole 211 and the third suspension mounting hole 231 are mounting through holes adapted to the suspension assembly 5.

[0046] To facilitate the installation of the suspension assembly 5 onto the suspension mounting plate assembly 2 using bolts, the upper suspension mounting plate 21 is provided with several sets of first suspension fixing holes 212 surrounding the first suspension mounting hole 211, and the suspension reinforcing plate 23 is provided with several sets of second suspension fixing holes 232 at positions corresponding to the first suspension fixing holes 212. In this embodiment, four sets of both the first suspension fixing holes 212 and the second suspension fixing holes 232 are provided to facilitate more stable installation of the suspension assembly 5.

[0047] To facilitate the screwing of the suspension assembly bolts, several sets of projection-welded nuts 233 are provided at the bottom of the suspension reinforcing plate 23 corresponding to the position of the second suspension fixing hole 232. In this embodiment, four sets of projection-welded nuts 233 are provided to facilitate more stable installation of the suspension assembly 5.

[0048] The upper mounting plate 21 has a recessed platform 210 in the middle of its triangular structure. The first mounting hole 211 and the first mounting fixing hole 212 are both located on the recessed platform 210. The structure of the recessed platform 210 not only increases the structural strength of the mounting plate assembly 2 to a certain extent, but also adapts to the height of the mounting assembly 5, providing the mounting assembly 5 with sufficient mounting surface and vertical mounting spacing, so that the mounting assembly 5 can be smoothly assembled onto the mounting plate assembly 3.

[0049] As shown in Figure 10, in order to facilitate the insertion of a tool into the first reinforcing cavity 20 and the smooth installation of the main bolt of the suspension assembly 5, a second suspension mounting hole 221 is provided on the lower mounting plate 22 corresponding to the position of the first suspension mounting hole 211.

[0050] The longitudinal beam assembly 1 includes a front longitudinal beam 11 and a middle longitudinal beam 12. The rear part of the front longitudinal beam 11 is inserted into the middle longitudinal beam 12. Both the front longitudinal beam 11 and the middle longitudinal beam 12 are manufactured by an internal high-pressure forming process.

[0051] As shown in Figure 1, in this embodiment, in addition to the front longitudinal beam 11 and the middle longitudinal beam 12, the longitudinal beam assembly 1 also has a rear longitudinal beam 13. The integrated internal high-pressure body longitudinal beam can be divided into three internal high-pressure longitudinal beams. During assembly, the rear end of the front longitudinal beam 11 can be inserted into the front of the middle longitudinal beam 12, and then the front end of the rear longitudinal beam 13 can be inserted into the rear of the middle longitudinal beam 12. The rear longitudinal beam 13 is also processed by internal high-pressure forming process. The front longitudinal beam 11, the middle longitudinal beam 12, and the rear longitudinal beam 13 are all rectangular cross sections.

[0052] Internal high-pressure forming is an advanced manufacturing process that uses metal tubing as raw material. By applying ultra-high-pressure liquid (typically 100-1000 MPa) internally and coordinating with axial feeding, the tubing blank is deformed and fitted within a mold cavity, thus forming a hollow longitudinal beam structure with complex cross-sections, varying wall thicknesses, or curved axes. The use of internal high-pressure forming for automotive longitudinal beams offers several significant advantages, primarily in terms of lightweighting, performance enhancement, cost optimization, and process simplification.

[0053] Because the internal high-pressure forming process uses hollow tubes as raw materials, the structure is formed directly through high-pressure liquid expansion, and its material utilization rate can reach more than 90%. In contrast, the traditional stamping and welding process has a material utilization rate of only 60-70% due to multiple blanking processes.

[0054] Internal high-pressure forming can also reduce weight, significantly reducing weight while maintaining strength, thus improving fuel economy and range. Compared to traditional stamped and welded longitudinal beams, weight reduction can reach 20-40%, helping to reduce the overall vehicle weight, thereby reducing fuel consumption or increasing the range of new energy vehicles. Internal high-pressure forming can improve strength and stiffness, enhancing safety. This process can manufacture complex irregular cross-sections (such as rectangles and trapezoids), making the material distribution more consistent with stress requirements. For example, after forming a circular tube into a specific rectangular cross-section, the bending modulus can be greatly improved, significantly enhancing the longitudinal beam's bending and torsional resistance, improving vehicle collision safety and handling stability. Internal high-pressure forming can simplify the production process and reduce manufacturing costs. Traditional stamping requires multiple sets of molds, and the subsequent welding process is complex. Internal high-pressure forming can achieve "integral forming," simplifying the longitudinal beam, which originally required multiple stamped parts to be welded together, into a single integral part, reducing the number of parts, molds, and subsequent welding processes, thereby reducing mold costs, assembly costs, and labor time. Internal high-pressure forming can also improve product precision and consistency. Traditional welding processes are prone to deformation and stress concentration, affecting precision. Internal high-pressure forming creates a seamless, integral structure, avoiding welding defects, improving dimensional accuracy and product consistency, and reducing subsequent machining requirements. This process is suitable for lightweight, high-strength materials such as aluminum alloys and high-strength steel, effectively solving the problem of stamping cracks in high-strength materials. Simultaneously, it allows for flexible design of variable cross-sections and localized reinforcement structures, meeting the performance requirements of the chassis for different load areas and providing greater flexibility for lightweight design. In the field of new energy vehicles, this process plays a crucial role in lightweighting, high performance, and cost control. As shown in Figure 5, the rear of the front longitudinal beam 11 bends downwards, and the front of the rear longitudinal beam 13 bends downwards, giving the middle longitudinal beam 12 of the frame a downward structural tendency. This structure is used to avoid the vehicle floor. Since there are seat crossbeams and seats above the vehicle floor, and the human body defined by the overall layout is above the seats, the position of the human body's seating reference point R determines the height of the seat crossbeams and the floor. Therefore, the floor height determines the downward structural tendency of the middle section of the frame.

[0055] By dividing the integrated internal high-pressure longitudinal beam into three sections—the front longitudinal beam 11, the middle longitudinal beam 12, and the rear longitudinal beam 13—made using the internal high-pressure process, the problems of numerous parts and long welds in the traditional C-shaped beam frame structure can be solved. At the same time, separating the front longitudinal beam 11, the middle longitudinal beam 12, and the rear longitudinal beam 13 reduces the difficulty of product molding, and the longitudinal interlocking structure between the two adjacent sections of the front and rear longitudinal beams ensures the strength of the longitudinal beams.

[0056] The independent design of the mid-section longitudinal beam 12 allows for the addition of reinforcing beams or plates within it as needed to further meet the strength requirements of the frame in pole impacts. Combined with the energy-absorbing box assembly 6, it effectively absorbs the impact force of side collisions, further enhancing the frame's strength requirements in pole impacts. The independent design of the mid-section longitudinal beam 12 also allows the battery pack to be directly mounted on the longitudinal beam, simultaneously meeting the platform requirements of both EV and gasoline-powered vehicles.

[0057] Furthermore, the component-based design allows for better modular design. By adjusting the dimensions of the front longitudinal beam 11 and the rear longitudinal beam 13, the body longitudinal beams can be adapted to different body shapes. Additionally, the dimensions of the middle longitudinal beam 12 can be adjusted to accommodate models with different wheelbases. In this embodiment, the middle longitudinal beam 12 is designed with a rectangular cross-section and is a straight segment. Adapting to different wheelbase models is achieved solely by adjusting the length of the middle longitudinal beam 12, thus improving the chassis's adaptability and development capabilities.

[0058] The installation steps of a non-load-bearing frame longitudinal beam suspension mounting assembly structure of the present invention are as follows: Step 1: Fix the upper mounting plate 21 and the mounting reinforcement plate 23 by spot welding to form the upper mounting plate sub-assembly; Step 2: Weld the lower mounting plate 22 and the upper mounting plate sub-assembly together by CO2 shielded welding to form the mounting plate assembly 2; Step 3: Interlock the front longitudinal beam 11, the middle longitudinal beam 12, and the rear longitudinal beam 13 and weld them together to form the longitudinal beam assembly 1; Step 4: Weld the outer reinforcement plate 4 of the longitudinal beam to the longitudinal beam assembly 1; Step 5: Weld the mounting plate assembly 2 to the longitudinal beam assembly 1; Step 6: Weld the upper reinforcement plate 31 and the lower reinforcement plate 32 of the longitudinal beam to the longitudinal beam assembly 1 respectively, completing the assembly of the non-load-bearing frame suspension mounting assembly in this embodiment.

[0059] In the description of this invention, it should be understood that terms such as “center,” “longitudinal,” “lateral,” “vertical,” “horizontal,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “bottom,” “inner,” “outer,” “top,” “one end,” “one side,” “both ends,” “both sides,” “clockwise,” and “counterclockwise” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0060] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this patent, unless otherwise stated, "a plurality of" means two or more.

[0061] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0062] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any improvements made using the inventive concept and technical solution of the present invention, or direct applications in other situations, fall within the protection scope of the present invention.

Claims

1. A non-load-bearing frame longitudinal beam suspension mounting assembly structure, characterized in that, It includes a longitudinal beam assembly (1) and a suspension mounting plate assembly (2) for mounting the suspension. The suspension mounting plate assembly (2) is fixedly connected to the outside of the longitudinal beam assembly (1). The suspension mounting plate assembly (2) includes an upper suspension mounting plate (21) and a lower suspension mounting plate (22). Both the upper suspension mounting plate (21) and the lower suspension mounting plate (22) are triangular structures. After the upper suspension mounting plate (21) and the lower suspension mounting plate (22) are fixedly connected, they form a first reinforcing cavity (20) inside.

2. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 1, characterized in that, The longitudinal beam assembly (1) is fixedly connected to the inner side of the longitudinal beam reinforcing plate assembly (3). The longitudinal beam reinforcing plate assembly (3) includes an upper longitudinal beam reinforcing plate (31) and a lower longitudinal beam reinforcing plate (32). After the upper longitudinal beam reinforcing plate (31) and the lower longitudinal beam reinforcing plate (32) are fixedly connected, a second reinforcing cavity (30) is formed inside.

3. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 2, characterized in that, The upper reinforcing plate (31) of the longitudinal beam is fixedly connected to the upper inner side of the longitudinal beam assembly (1), and the lower reinforcing plate (32) of the longitudinal beam is fixedly connected to the lower inner side of the longitudinal beam assembly (1). The upper reinforcing plate (31) and the lower reinforcing plate (32) of the longitudinal beam overlap and are then fixedly connected.

4. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 1, characterized in that, The longitudinal beam assembly (1) is fixedly connected to an outer reinforcing plate (4). The outer reinforcing plate (4) is located in the first reinforcing cavity (20). The cross section of the outer reinforcing plate (4) is a Z-shaped structure. After the outer reinforcing plate (4) is fixedly connected to the longitudinal beam assembly (1), a third reinforcing cavity (40) is formed inside.

5. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 1, characterized in that, The suspension mounting plate assembly (2) further includes a suspension reinforcing plate (23), which is disposed in the first reinforcing cavity (20) and is fixedly connected to the bottom of the suspension upper mounting plate (21).

6. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 5, characterized in that, The upper mounting plate (21) and the upper mounting plate (23) are respectively provided with a first mounting hole (211) and a third mounting hole (231), and the first mounting hole (211) and the third mounting hole (231) are respectively provided.

7. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 6, characterized in that, The upper mounting plate (21) of the suspension is provided with a number of first suspension fixing holes (212) around the first suspension mounting hole (211), and the upper mounting plate (23) of the suspension is provided with a number of second suspension fixing holes (232) at the positions corresponding to the first suspension fixing holes (212).

8. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 7, characterized in that, The bottom of the suspension reinforcing plate (23) is provided with several sets of projection weld nuts (233) at the position corresponding to the second suspension fixing hole (232).

9. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 7, characterized in that, The triangular structure of the upper mounting plate (21) has a recessed platform (210) in the middle, and the first mounting hole (211) and the first mounting fixing hole (212) are both located on the recessed platform (210).

10. The non-load-bearing frame longitudinal beam suspension mounting assembly structure according to claim 6, characterized in that, The suspension mounting plate (22) is provided with a second suspension mounting hole (221) at the position corresponding to the first suspension mounting hole (211).

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