A bridge type mounting structure for rear shock absorption of a vehicle frame, a vehicle frame and a vehicle

Abstract

The application relates to the technical field of suspensions, and discloses a bridge type mounting structure for rear shock absorption of a vehicle frame, a vehicle frame and a vehicle, which comprises a rear longitudinal beam. An oil tank rear cross beam body is arranged through the rear longitudinal beam, the end of the oil tank rear cross beam body extends outside the rear longitudinal beam by a certain length, a rear lower support is arranged on the end of the oil tank rear cross beam body, and a hollow front axle pier is formed. Rear lower supports and rear upper supports are also arranged through the outside of the rear longitudinal beam, and a hollow rear axle pier is formed. Rear shock absorption lower reinforcing plates and rear shock absorption front support plates are arranged between the front axle pier and the rear axle pier, a shock absorber mounting plate is arranged above the front axle pier, the rear axle pier, the rear shock absorption lower reinforcing plates and the rear shock absorption front support plates, and the shock absorber mounting plate is supported at multiple points. The problems that fatigue deformation is prone to occurring in the existing shock absorption mounting structure and the weight of the shock absorption mounting structure is large are solved.

Description

Technical Field

[0001] This invention relates to the field of suspension technology, and in particular to a bridge-type mounting structure for rear shock absorbers, a vehicle frame, and a vehicle. Background Technology

[0002] During vehicle operation, the rear shock absorber absorbs and buffers the impact load transmitted from the road surface, and its mounting structure needs to withstand complex dynamic stresses. Traditional rear shock absorber mounting structures often use single-point or double-point support methods, that is, mounting brackets are directly welded to the rear longitudinal beam of the frame to fix the shock absorber. With single-point or double-point support methods, the mounting plate will bear concentrated loads in local areas when the shock absorber is working, which can easily lead to fatigue deformation or cracking of the mounting plate. At the same time, in order to meet strength requirements, the mounting brackets often need to be made of solid structure or thickened plates, resulting in a large overall mounting structure weight, which is not conducive to the lightweight design of the vehicle. Summary of the Invention

[0003] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a bridge-type mounting structure for rear shock absorbers, a frame and a vehicle, which solves the problems of fatigue deformation and heavy weight of existing shock absorber mounting structures.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solution: Firstly, a bridge-type mounting structure for a rear shock absorber of a vehicle frame includes a rear longitudinal beam; a rear crossbeam body for the fuel tank is provided through the rear longitudinal beam, the end of the rear crossbeam body for the fuel tank extends a predetermined length beyond the rear longitudinal beam, and a lower front bracket for the rear shock absorber is installed on the end of the rear crossbeam body for the fuel tank, forming a hollow front axle pier; a lower rear bracket and an upper rear bracket for the rear shock absorber are also provided through the outer side of the rear longitudinal beam, forming a hollow rear axle pier; a lower rear shock absorber reinforcement plate and a front rear shock absorber support plate are provided between the front axle pier and the rear axle pier, and a shock absorber mounting plate is installed above the front axle pier, the rear axle pier, the lower rear shock absorber reinforcement plate, and the front rear shock absorber support plate, thereby achieving multi-point support for the shock absorber mounting plate; by adopting a bridge-type mounting structure, a front axle pier and a rear axle pier are formed on the outer side of the rear longitudinal beam, and a lower rear shock absorber reinforcement plate and a front rear shock absorber support plate are provided between the two axle piers, thereby forming multi-point support for the shock absorber mounting plate.

[0005] As a further implementation, both the lower rear reducer front support and the upper rear reducer rear support are hollow tubular structures, and the ends of the lower rear reducer front support and the upper rear reducer rear support near the rear longitudinal beam are fixedly connected to the rear longitudinal beam.

[0006] As a further implementation, the rear shock absorber lower reinforcement plate and the rear shock absorber front support plate are symmetrically arranged, and both the rear shock absorber lower reinforcement plate and the rear shock absorber front support plate have an L-shaped structure with bent portions on both sides; one of the bent portions is fixedly connected to the rear longitudinal beam; the bent portions on both sides of the L-shaped structure increase the stiffness and torsional resistance of the rear shock absorber lower reinforcement plate and the rear shock absorber front support plate; the symmetrical arrangement of the rear shock absorber lower reinforcement plate and the rear shock absorber front support plate ensures the uniform distribution of load, and the load of the shock absorber is transferred to the frame through the fixed connection of the bent portion on one side to the rear longitudinal beam.

[0007] As a further implementation, the horizontal support surfaces of the rear shock absorber lower reinforcing plate and the rear shock absorber front support plate are located at the top of the vertical plane, providing support for the shock absorber mounting plate through the horizontal support surface. The horizontal support surface is provided with a first fixing hole; the horizontal support surface located at the top can directly support the shock absorber mounting plate, providing a stable support surface for the shock absorber mounting plate; and the shock absorber mounting plate is reliably fixed through the first fixing hole.

[0008] As a further implementation, the shock absorber mounting plate is a long strip-shaped stamped part, the shape of one side of which is adapted to the shape of the rear longitudinal beam, and overlaps with the rear longitudinal beam and is fixedly connected by welding; the long strip-shaped stamped part is connected by shape adaptation and welding, and the shock absorber mounting plate and the rear longitudinal beam form an integral structure, which improves the rigidity and reliability of the mounting structure.

[0009] As a further implementation, a rear upper shock absorber reinforcing plate is provided on the top of the shock absorber mounting plate. A shock absorber mounting hole is located at the center of the shock absorber mounting plate. The rear upper shock absorber reinforcing plate is arranged correspondingly to the shock absorber mounting hole to reduce deformation of the shock absorber mounting plate. Symmetrically arranged second fixing holes are provided on the rear upper shock absorber reinforcing plate. Fasteners are passed through the second fixing holes, the shock absorber mounting plate, and the first fixing hole to fix the shock absorber mounting plate, the rear upper shock absorber reinforcing plate, the rear lower shock absorber reinforcing plate, and the rear front shock absorber support plate. The rear upper shock absorber reinforcing plate, corresponding to the shock absorber mounting hole, provides support and reinforcement in the shock absorber's working load area, effectively reducing deformation of the mounting plate under load. The rear upper shock absorber reinforcing plate, the shock absorber mounting plate, the rear lower shock absorber reinforcing plate, and the rear front shock absorber support plate are connected into a whole by fasteners to form a reliable fixing structure.

[0010] As a further implementation, the shock absorber mounting plate is provided with third fixing holes at both ends. The shock absorber mounting plate is fixedly connected to the rear lower support and the rear upper support of the rear pier through the third fixing holes. By fixing the two ends of the shock absorber mounting plate to the rear lower support and the rear upper support of the rear pier through the third fixing holes, the shock absorber mounting plate forms a complete multi-point support system.

[0011] As a further implementation, a reinforcing sleeve is provided on the inner side of the rear longitudinal beam, which is respectively arranged on the rear crossbeam body of the fuel tank and the rear upper bracket of the rear deceleration unit. The reinforcing sleeve is fixedly connected to the rear longitudinal beam, thereby reducing the stress concentration of the rear crossbeam body of the fuel tank and the rear upper bracket of the rear deceleration unit at the rear longitudinal beam. At the connection position between the rear crossbeam body of the fuel tank and the rear upper bracket of the rear deceleration unit and the rear longitudinal beam, the reinforcing sleeve distributes the load to the rear longitudinal beam, effectively reducing the stress concentration at the connection position.

[0012] Secondly, the present invention also provides a vehicle frame including the aforementioned bridge-type mounting structure for the rear shock absorber. This enables the vehicle frame to have good rear shock absorber mounting performance, with the shock absorber mounting plate subjected to uniform stress, making it less prone to fatigue deformation or cracking. At the same time, the overall weight is lighter, which is beneficial for vehicle weight reduction.

[0013] Thirdly, the present invention also provides a vehicle including the aforementioned frame; which improves the vehicle's driving stability and comfort while reducing the vehicle's curb weight.

[0014] The beneficial effects of the present invention are as follows: This invention employs a bridge-type multi-point support structure, distributing the shock absorber load to four support points: the front axle pier, the rear axle pier, the lower reinforcing plate of the rear shock absorber, and the front support plate of the rear shock absorber. This effectively reduces stress concentration in localized areas of the shock absorber mounting plate, avoiding fatigue deformation or cracking, and improving the reliability and durability of the mounting structure. Both the front and rear axle piers are hollow structures, while the lower front support and upper rear support of the rear shock absorber are hollow tubular structures. This significantly reduces the weight of the mounting structure while ensuring support strength, achieving a lightweight design for the chassis and contributing to a reduction in vehicle curb weight. Attached Figure Description

[0015] The accompanying drawings, which form part of this invention, 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 improper limitation of the invention.

[0016] Figure 1 This is a diagram of the bridge-type mounting structure of the rear shock absorber of the vehicle frame according to the present invention; Figure 2 This is an exploded view of the bridge-type mounting structure of the rear shock absorber of the vehicle frame according to the present invention.

[0017] The components include: 1. Rear longitudinal beam; 2. Rear crossbeam body of the fuel tank; 3. Lower front bracket of the rear shock absorber; 4. Lower rear bracket of the rear shock absorber; 5. Upper rear bracket of the rear shock absorber; 6. Lower reinforcing plate of the rear shock absorber; 7. Front support plate of the rear shock absorber; 8. Shock absorber mounting plate; 9. Upper reinforcing plate of the rear shock absorber; 10. Reinforcing sleeve plate; 11. Shock absorber mounting hole; 12. First fixing hole; 13. Second fixing hole; 14. Third fixing hole; 15. Bending part. Detailed Implementation

[0018] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0019] This invention provides a bridge-type mounting structure for the rear shock absorber of a vehicle frame. It achieves load distribution through multi-point bridge support and lightweight design through a hollow structure, effectively solving the problems of fatigue deformation or cracking caused by localized stress concentration in the mounting plate and the excessive weight of the overall mounting structure in existing technologies. Traditional rear shock absorber mounting structures typically use single-point or double-point support, fixing the shock absorber by directly welding a solid bracket to the rear longitudinal beam of the frame. In this structure, when the shock absorber is working, the mounting plate bears concentrated loads in a localized area, and the load transmission path is singular, leading to excessively high localized stress levels. Under long-term dynamic loads, fatigue deformation or cracking is likely to occur. Furthermore, to meet strength requirements, traditional mounting brackets need to use solid structures or thickened plates, resulting in a large overall weight of the mounting structure, which is detrimental to lightweight vehicle design.

[0020] This invention solves the above problems through a bridge-type multi-point support structure; it utilizes the existing structure of the rear crossbeam of the fuel tank passing through the rear longitudinal beam to form a cantilevered front support point; the rear pier is composed of two supports arranged vertically, passing through the rear longitudinal beam to form a rear support point; the middle part is supplemented by the rear shock absorber lower reinforcing plate and the rear shock absorber front support plate, and the four support points are evenly distributed below the shock absorber mounting plate to form a stable bridge-type support span.

[0021] In terms of lightweight design, the rear crossbeam of the fuel tank of the front pier is made of hollow cross section tube, and the two supports of the rear pier are fastened together to form a hollow round tube. The lower reinforcement plate of the rear shock absorber and the front support plate of the rear shock absorber adopt an L-shaped bending structure instead of solid plate, which reduces their own weight while ensuring the support rigidity.

[0022] Example 1 This embodiment provides a bridge-type mounting structure for the rear shock absorber of a vehicle frame, such as... Figure 1 - Figure 2 As shown, this includes the rear longitudinal beam 1. The rear longitudinal beam 1 serves as the fundamental load-bearing structure of the entire rear shock absorber mounting system, and its structural reliability and load-bearing capacity directly determine the stability of the entire multi-point support system. The rear longitudinal beam 1 has a rectangular cross-sectional shape, which effectively resists bending deformation when subjected to bending loads.

[0023] The rear longitudinal beam 1 can be made of high-strength steel and subjected to normalizing heat treatment. High-strength steel has high yield strength and tensile strength, which can withstand the complex dynamic loads transmitted by the road surface during vehicle operation, providing reliable foundation support for the entire installation structure.

[0024] The rear longitudinal beam 1 serves as the mounting base for the front axle pier, rear axle pier, rear shock absorber lower reinforcing plate 6, and rear shock absorber front support plate 7. The fuel tank rear crossbeam body 2 passes through the rear longitudinal beam 1 to form the front axle pier. The rear shock absorber lower bracket 4 and rear shock absorber upper bracket 5 pass through the rear longitudinal beam 1 to form the rear axle pier. The bent parts 15 of the rear shock absorber lower reinforcing plate 6 and rear shock absorber front support plate 7 are welded and fixed to the rear longitudinal beam 1, so that the load of all support points is ultimately transferred to the main frame structure through the rear longitudinal beam 1. Therefore, the rear longitudinal beam 1 needs high reliability, which directly determines the stability and service life of the multi-point support structure.

[0025] The rear longitudinal beam 1 is through which the rear crossbeam body 2 of the fuel tank is installed. The rear crossbeam body 2 of the fuel tank is a hollow tubular structure. The end of the rear crossbeam body 2 extends beyond the rear longitudinal beam 1 by a certain length. This extension length provides space for the installation of the rear reducer front lower bracket 3, forming a cantilever structure. The rear reducer front lower bracket 3 is installed on the extended end of the rear crossbeam body 2. The rear reducer front lower bracket 3 is a hollow circular tubular structure, which can be made from seamless steel pipe or by welding two semi-circular structures together.

[0026] The rear lower shock absorber bracket 3 is connected to the rear crossbeam body 2 of the fuel tank by welding. The rear lower shock absorber bracket 3 can be set at the end of the rear crossbeam body 2 of the fuel tank, or it can be sleeved on the rear crossbeam body 2 of the fuel tank to bear the vertical and horizontal loads generated when the shock absorber is working. When the rear lower shock absorber bracket 3 is sleeved on the rear crossbeam body 2 of the fuel tank, the end of the rear lower shock absorber bracket 3 near the rear longitudinal beam 1 is fixed to the outer wall of the rear longitudinal beam 1 by fillet weld. The fillet weld can effectively transfer shear load and bending load, improve the connection reliability between the rear lower shock absorber bracket 3 and the frame, and prevent the bracket from loosening or falling off under vibration load.

[0027] The through hole between the rear crossbeam body 2 and the rear longitudinal beam 1 of the fuel tank can be processed by plasma cutting or laser cutting, which can ensure the dimensional accuracy and edge quality of the through hole. The connection is made by circumferential welding of fillet welds. Before welding, the contact surface is ground to remove oxide layer and burrs to ensure welding quality, and at the same time improve the appearance quality and fatigue performance of the weld.

[0028] The rear crossbeam body 2 of the fuel tank and the front lower bracket 3 of the rear shock absorber together form a hollow front pier, providing a front support point for the shock absorber mounting plate 8. As the front support point of the four-point support structure, the front pier, together with the rear pier, forms a bridge-type support foundation, allowing the shock absorber load to be distributed and transferred to both the front and rear ends, achieving a multi-point support structural foundation. In this embodiment, both the rear crossbeam body 2 of the fuel tank and the front lower bracket 3 of the rear shock absorber adopt a hollow structure. The hollow section has a higher flexural section modulus per unit weight, significantly reducing the weight of the installation structure while ensuring support rigidity compared to solid support columns. This is one of the important means of achieving lightweighting in this invention.

[0029] A rear lower reducer bracket 4 and a rear upper reducer bracket 5 are installed through the outer side of the rear longitudinal beam 1. Both the rear lower reducer bracket 4 and the rear upper reducer bracket 5 are semi-circular structures, which form a tubular structure when they are fastened together. The edges where the rear lower reducer bracket 4 and the rear upper reducer bracket 5 fasten together are machined with a V-shaped bevel, that is, a V-shaped bevel is machined. The bevel angle and the blunt edge dimension are determined according to the welding process requirements. The V-shaped bevel machining can increase the weld penetration depth, ensure that the weld can be fully penetrated, and improve the overall load-bearing capacity of the joint.

[0030] The rear lower support 4 and the rear upper support 5 are arranged vertically to form a hollow rear pier, providing a rear support point for the shock absorber mounting plate 8. In this embodiment, the spatial structure of the rear pier formed by the vertical arrangement of the rear lower support 4 and the rear upper support 5 has stronger bending moment resistance and a good strength-to-weight ratio. While ensuring the stiffness of the rear support, it significantly reduces its own weight, further achieving lightweighting.

[0031] Symmetrically arranged between the front and rear piers are a rear damping lower reinforcing plate 6 and a rear damping front support plate 7, both made of high-strength steel plates through processes such as steel plate blanking, laser cutting, bending, and punching. The bending process involves bending the cut steel plate blank on a bending machine to form an L-shaped structure. The L-shaped structure has a higher moment of inertia than a flat plate, effectively resisting bending deformation under bending loads. Both the rear damping lower reinforcing plate 6 and the rear damping front support plate 7 have bent sections 15 on their sides. These bent sections 15 are reinforcing ribs formed by further bending the edges of the L-shaped structure. The bending section 15 is manufactured by bending the edges of the L-shaped structure at a small angle on a bending machine.

[0032] The bending portion 15 makes the cross-sections of the rear shock absorber lower reinforcing plate 6 and the rear shock absorber front support plate 7 form a cross-section effect similar to that of channel steel, giving them higher torsional stiffness and effectively resisting torsional deformation. At the same time, the bending portion 15 increases the effective height of the cross-section, further improving the bending stiffness of the cross-section.

[0033] The rear damper lower reinforcing plate 6 and the rear damper front support plate 7 are arranged symmetrically. The symmetrical arrangement ensures that the force on the damper mounting plate 8 is balanced from left to right. The load generated when the damper is working is transferred to the rear damper lower reinforcing plate 6 and the rear damper front support plate 7 through the damper mounting plate 8. The symmetrical arrangement avoids the problem of excessive force on one side of the reinforcing plate and insufficient force on the other side due to eccentric loading, and prevents local stress concentration.

[0034] The rear damper lower reinforcing plate 6 and the rear damper front support plate 7 serve as the two central support points in the four-point support system, filling the support gap between the front and rear piers and ensuring a uniform distribution of the four-point support. Compared to the two-point support at the front and rear, the four-point support adds two central support points, reducing the span of the damper mounting plate 8 under four-point support. This reduced span decreases the bending deformation of the damper mounting plate 8 under load, resulting in a more uniform stress distribution. The bent portions 15 on one side of the rear shock absorber lower reinforcing plate 6 and the rear shock absorber front support plate 7 are fixedly connected to the rear longitudinal beam 1. The bent portions 15 are welded to the rear longitudinal beam 1, so that the shock absorber load is directly transferred to the main body of the rear longitudinal beam 1 through the rear shock absorber lower reinforcing plate 6 and the rear shock absorber front support plate 7. The force transmission path is short and efficient. Compared with the bolt connection, the welded connection has higher rigidity and can more effectively transfer the load and reduce the deformation at the connection.

[0035] The rear damper lower reinforcing plate 6 and the rear damper front support plate 7 are in an L-shape. The horizontal support surface is located at the top of the vertical plane and in the horizontal part of the L-shape, providing support for the damper mounting plate 8. A first fixing hole 12 is provided on the horizontal support surface, allowing direct connection to the rear damper upper reinforcing plate 9. The horizontal support surface directly supports the damper mounting plate 8, forming surface contact. Compared to point or line contact, surface contact can distribute the load over a larger contact area, effectively reducing contact stress and avoiding crushing or fatigue failure caused by localized stress concentration.

[0036] Furthermore, the rear damping lower reinforcing plate 6 and the rear damping front support plate 7 can also be processed using laser welding technology. Laser welding technology allows steel plates of different thicknesses or materials to be laser-welded together into a single blank, which is then stamped and formed to obtain parts with differentiated plate thicknesses or materials. For the rear damping lower reinforcing plate 6 and the rear damping front support plate 7, the stress distribution in each region can be determined based on finite element analysis results. For example, the connection between the bending part 15 and the horizontal support surface is a high-stress area, bearing the concentrated load transmitted by the damper, resulting in a high stress level. The vertical surface of the L-shaped structure and the horizontal support surface far from the connection point are low-stress areas. Thicker plates are used in high-stress areas to ensure the load-bearing capacity of these areas, while thinner plates are used in low-stress areas to reduce material usage, achieving a differentiated weight-reduction design.

[0037] Shock absorber mounting plates 8 are installed above the front pier, rear pier, rear shock absorber lower reinforcing plate 6, and rear shock absorber front support plate 7. The shock absorber mounting plate 8 is a long strip stamped part that can span the front pier, rear pier, rear shock absorber lower reinforcing plate 6, and rear shock absorber front support plate 7, connecting the four support points into a whole to form a unified load-bearing structure, so that the load of the shock absorber can be evenly distributed to the four support points through the shock absorber mounting plate 8.

[0038] Bending involves bending one side of the shock absorber mounting plate 8 to match its shape with that of the rear longitudinal beam 1. The bent shock absorber mounting plate 8 can fit tightly against the outer wall of the rear longitudinal beam 1, ensuring the connection strength between the shock absorber mounting plate 8 and the rear longitudinal beam 1.

[0039] The shock absorber mounting plate 8 is provided with a shock absorber mounting hole 11, a second fixing hole 13, and a third fixing hole 14. The shock absorber mounting hole 11 is located at the center of the shock absorber mounting plate 8 and is used to install the shock absorber. The shock absorber is fixedly connected to the shock absorber mounting plate 8 by bolts passing through the shock absorber mounting hole 11. The load generated by the shock absorber during operation is transmitted to the shock absorber mounting plate 8 through the shock absorber mounting hole 11. The second fixing hole 13 is located around the shock absorber mounting hole 11 and is used to bolt to the rear shock absorber upper reinforcing plate 9, the rear shock absorber lower reinforcing plate 6, and the rear shock absorber front support plate 7. The shock absorber mounting plate 8 is clamped and fixed by the rear shock absorber upper reinforcing plate 9, the rear shock absorber lower reinforcing plate 6, and the rear shock absorber front support plate 7.

[0040] The third fixing hole 14 is located at both ends of the shock absorber mounting plate 8, and is used to fix both ends of the shock absorber mounting plate 8 to the front and rear axle piers. Bolt fixing is used, with high-strength bolts. A flat washer and a spring washer are fitted onto the lower end of the bolt before tightening the nut, and a torque wrench is used to control the preload torque. The flat washer increases the support area of ​​the bolt head and nut, preventing the bolt head or nut from being partially pressed into the shock absorber mounting plate 8 or bracket, causing the connection to loosen.

[0041] The top of the shock absorber mounting plate 8 is provided with a rear shock absorber upper reinforcing plate 9. The rear shock absorber upper reinforcing plate 9 is made of high-strength steel plate through blanking and stamping. Its shape matches the area around the shock absorber mounting hole 11, and a second fixing hole 13 is symmetrically provided on it.

[0042] It is understandable that the area around the shock absorber mounting hole 11 is a high-stress area. When the shock absorber is working, a concentrated load is generated at the shock absorber mounting hole 11. The load is transferred from the shock absorber to the edge of the mounting hole through the bolt. The cross-sectional area of ​​the edge of the mounting hole is relatively small, resulting in a high stress level in this area, making this area a weak point of the shock absorber mounting plate 8. The rear shock absorber upper reinforcing plate 9 covers the high-stress area around the shock absorber mounting hole 11 to locally reinforce this area.

[0043] High-strength bolts are sequentially passed through the second fixing hole 13 of the upper rear shock absorber plate 9, the through hole of the shock absorber mounting plate 8, and the first fixing hole 12 on the horizontal support surface of the lower rear shock absorber plate 6 or the front rear shock absorber support plate 7. After installing flat washers and spring washers, the nuts are tightened, and the preload torque is controlled using a torque wrench. This achieves integrated fixing of the upper rear shock absorber plate 9, the shock absorber mounting plate 8, the lower rear shock absorber plate 6, and the front rear shock absorber support plate 7. This connection method forms a sandwich structure, that is, the upper rear shock absorber plate 9, the shock absorber mounting plate 8, the lower rear shock absorber plate 6, and the front rear shock absorber support plate 7 are clamped together by bolts to form a three-layer composite structure.

[0044] The three-layer composite structure is tightly bonded together by bolt preload. When subjected to bending loads, the three layers share the load, significantly increasing the equivalent moment of inertia and improving bending stiffness. Simultaneously, the three-layer composite structure transmits shear loads through friction, with interlayer friction effectively transferring the load. This collaborative action of the three layers greatly enhances their resistance to bending deformation. During the bolt tightening process, the preload torque of the bolts must be precisely controlled using a torque wrench. Insufficient preload torque can lead to insecure clamping of the three layers, potentially causing relative slippage between the layers and reducing the stiffness of the sandwich structure.

[0045] High-strength bolt connections are now made using self-locking nuts or pre-applied adhesive bolts to further improve their anti-loosening performance. Self-locking nuts are ordinary nuts with an added self-locking device, typically a nylon ring or modified thread inside the nut. When the bolt is screwed into the self-locking nut, the bolt thread and the self-locking device generate significant friction, effectively preventing the nut from loosening under vibration. The anti-loosening performance of self-locking nuts is superior to that of spring washers. Pre-applied adhesive bolts have an anaerobic adhesive pre-coated onto the bolt threads. When the bolt is screwed into the threaded hole or nut, the anaerobic adhesive cures in an air-isolated environment. The cured anaerobic adhesive bonds the bolt threads to the threaded hole or nut threads, forming a reliable anti-loosening connection. Pre-applied adhesive bolts offer excellent anti-loosening performance and can maintain connection reliability over long-term under harsh vibration conditions.

[0046] Reinforcing sleeves 10 are installed on the inner side of the rear longitudinal beam 1 at the penetration positions of the rear crossbeam body 2 of the fuel tank and the rear upper support 5 of the rear reducer. The reinforcing sleeves 10 are made of high-strength steel plates through blanking and bending, and their shape conforms to the inner wall of the rear longitudinal beam 1. They are fixedly connected to the inner wall of the rear longitudinal beam 1 by fillet welds. Stress concentration occurs at the through-hole. When a through-hole is made in the rear longitudinal beam 1, the cross-section at this location changes abruptly. The originally continuous cross-section is interrupted by the through-hole. When the load is transmitted at this location, the stress flow lines need to bypass the through-hole. The stress flow lines bend and become denser at the edge of the hole, resulting in a stress level in the area near the hole that is much higher than in the area far from the hole, thus forming stress concentration. The purpose of the reinforcing sleeves 10 is to reduce stress concentration at the through-hole and improve the fatigue resistance of the rear longitudinal beam 1 at this location. The coverage area of ​​the reinforcing sleeves 10 includes the area surrounding the through-hole, and the coverage area should be larger than the high-stress area, so that the reinforcing sleeves 10 can effectively diffuse stress to a larger area.

[0047] After the reinforcing sleeve 10 is attached to the inner wall of the rear longitudinal beam 1, the effective thickness and effective cross-sectional area of ​​the area around the through hole are increased. When the load is transferred at this position, part of the load is transferred through the rear longitudinal beam 1 and the other part of the load is transferred through the reinforcing sleeve 10. The two bear the load together, which reduces the cross-sectional stress in this area. At the same time, the presence of the reinforcing sleeve 10 expands the load transfer range. The load that was originally concentrated at the edge of the hole is diffused to a larger area, turning the concentrated load into a surface load. The stress level of the surface load is much lower than that of the concentrated load, thereby effectively reducing the stress concentration factor at the through connection.

[0048] Reinforcing sleeves 10 are respectively arranged at the penetration positions of the rear crossbeam body 2 of the fuel tank and the rear upper support 5 of the rear shock absorber, reinforcing the connection positions between the front and rear piers and the rear longitudinal beam 1. The front and rear piers are the main support points of the multi-point support system, bearing most of the load transmitted by the shock absorber. The reliability of their connection positions with the rear longitudinal beam 1 directly affects the stability of the entire multi-point support system. The installation of reinforcing sleeves 10 ensures the structural reliability of the connection points between the front and rear piers and the rear longitudinal beam 1, preventing fatigue failure at these positions under long-term dynamic loads, thereby ensuring the stable operation of the overall multi-point support system.

[0049] The front axle pier is located at the end of the rear crossbeam body 2 of the fuel tank, serving as the front support point; the rear axle pier is composed of the rear shock absorber lower support 4 and the rear shock absorber upper support 5, located at the rear, serving as the rear support point; the rear shock absorber lower reinforcing plate 6 and the rear shock absorber front support plate 7 are located between the front axle pier and the rear axle pier, serving as the two middle support points; the four support points are evenly distributed longitudinally below the shock absorber mounting plate 8, forming a stable bridge support span.

[0050] Traditional single-point support involves mounting the shock absorber directly onto a single support point on the vehicle frame. The entire load of the shock absorber is borne by this single point, resulting in extremely high stress levels at that point, making it prone to fatigue failure. Traditional dual-point support involves setting two support points, one at the front and one at the rear, below the shock absorber mounting plate 8. Although the load is shared between the two points, the span between the two points of the shock absorber mounting plate 8 is relatively large. When bearing load, the shock absorber mounting plate 8 will undergo significant bending deformation. The stress level in the middle area of ​​the shock absorber mounting plate 8 is relatively high, and there is still a risk of fatigue failure.

[0051] The four-point support structure evenly distributes the load of the shock absorber to four support points, with each support point bearing only about one-quarter of the total load. This significantly reduces the stress on each support point and the stress level at the support point, effectively preventing fatigue failure. At the same time, the four-point support reduces the span of the shock absorber mounting plate 8 between the four support points, reducing the bending deformation of the shock absorber mounting plate 8 under load. This results in a more uniform stress distribution on the shock absorber mounting plate 8 and a lower maximum stress value, fundamentally solving the problem of fatigue deformation or cracking caused by localized stress concentration in the shock absorber mounting plate 8, which is present in traditional single-point or double-point supports.

[0052] In terms of lightweight hollow structure design, the front pier consists of a hollow rectangular cross-section fuel tank rear beam body 2 and a hollow circular tubular rear shock absorber front lower support 3. Both adopt a hollow structure, which significantly reduces its own weight while ensuring support stiffness compared to a solid structure. The rear pier consists of a rear shock absorber rear lower support 4 and a rear shock absorber rear upper support 5, forming a hollow circular tubular structure. The hollow tubular structure has a good strength-to-weight ratio, which significantly reduces weight while ensuring rear support stiffness. The rear shock absorber lower reinforcement plate 6 and the rear shock absorber front support plate 7 adopt an L-shaped bending structure instead of solid plates. The L-shaped cross-section reduces material usage and weight while ensuring bending stiffness. The fuel tank rear crossbeam body 2 fully reuses the original fuel tank rear crossbeam on the frame, eliminating the need for additional independent front support components, reducing the number of parts and further reducing the overall weight.

[0053] The entire mounting structure achieves significant weight reduction while ensuring the load-bearing capacity of each support point through a systematic hollow structure design. Compared with traditional solid structure mounting brackets, the mounting structure of this invention has a significantly reduced weight, which helps to reduce the vehicle's curb weight and improve the vehicle's fuel economy and power performance.

[0054] Example 2 This embodiment provides a vehicle frame, including a front longitudinal beam, a rear longitudinal beam 1, several crossbeams, and a bridge-type mounting structure for the rear shock absorber mounted on the rear longitudinal beam 1. The overall vehicle frame adopts a trapezoidal frame structure, with the front and rear longitudinal beams 1 connected by several crossbeams to form the basic load-bearing skeleton of the vehicle frame. The front longitudinal beam is located at the front of the vehicle frame, bearing the front suspension system and powertrain. While maintaining a high section modulus, it reduces material usage, achieving lightweighting of the front structure.

[0055] A front suspension bracket is welded above the front longitudinal beam. After precise positioning, the front suspension bracket is welded and fixed to the front longitudinal beam, ensuring the reliability of the front suspension system installation. Several center crossbeams are located in the middle of the frame, connecting the left and right longitudinal beams. These crossbeams bear lateral loads and maintain a stable distance between the left and right longitudinal beams. The center crossbeams are made of high-strength steel tubing or stamped channel beams, welded and fixed to the left and right longitudinal beams at both ends. Multiple center crossbeams are evenly distributed longitudinally, forming multi-point lateral support, effectively improving the overall torsional stiffness of the frame and preventing excessive torsional deformation under complex road conditions.

[0056] The powertrain mounting bracket is welded above or to the side of the crossbeam. The powertrain mounting bracket is used to install the mounting pads of the engine and transmission, which elastically support the powertrain on the frame. The mounting pads absorb the vibration generated by the powertrain, effectively blocking the transmission of vibration to the frame and body, and improving the vehicle's vibration and noise performance.

[0057] The rear longitudinal beam 1 is located at the rear of the frame and serves as the basic load-bearing body of the rear shock absorber axle mounting structure. Its channel-shaped cross-section has a high section modulus, which can effectively resist bending and torsional loads and provide a reliable mounting foundation for the entire multi-point support structure.

[0058] The chassis in this embodiment achieves a synergistic unity of lightweight design and multi-point support. Regarding lightweight design, the front longitudinal beam, middle crossbeam, rear longitudinal beam 1, and each suspension bracket all utilize high-strength steel with optimized cross-sectional design, effectively reducing material usage while meeting load-bearing requirements. The rear shock absorber axle mounting structure fully reuses the fuel tank rear crossbeam body 2 as the foundation for the front axle pier, eliminating the need for additional independent supports and further reducing the number of parts. The front axle pier, rear axle pier, and each bracket all adopt a hollow tubular structure. The hollow cross-section has a higher bending section modulus per unit weight, significantly reducing its weight compared to traditional solid brackets while maintaining rigidity.

[0059] In terms of multi-point support, the rear shock absorber axle mounting structure forms a front pier, a rear pier, and a central rear shock absorber lower reinforcement plate 6 and a rear shock absorber front support plate 7 on the outer side of the rear longitudinal beam 1, providing four-point uniform support for the shock absorber mounting plate 8. This distributes the load generated by the shock absorber during operation to four support points, significantly reducing the stress on each support point and effectively avoiding fatigue deformation or cracking caused by localized stress concentration in the mounting plate. The load distributed by the four-point support is further transferred to the entire frame frame through the rear longitudinal beam 1, optimizing the load transfer path from localized multi-point support to overall frame load-bearing. This results in more uniform stress distribution in the rear structure of the frame, significantly improving overall rigidity and durability.

[0060] Example 3 This embodiment provides a vehicle, including the aforementioned frame. Vehicles face various complex road and operating conditions during actual use. Urban roads have smooth surfaces but contain obstacles such as speed bumps and manhole covers, generating impact loads when vehicles pass over these obstacles; highways have relatively good road surface quality but high vehicle speeds, causing even minor unevenness to generate high-frequency vibrations; mountain roads have steep gradients and numerous curves, requiring the suspension system to withstand significant lateral and longitudinal loads when driving on mountain roads; unpaved roads have harsh conditions and significant unevenness, resulting in substantial impact and vibration loads on the suspension system when driving on unpaved roads.

[0061] When a vehicle travels under various road conditions, road impact loads and vibration loads are transmitted to the rear suspension system through the wheels and rear axle. As the core component of the rear suspension system, the rear shock absorber's main function is to absorb and buffer the impact loads transmitted from the road surface, reduce vehicle vibration, and improve ride comfort. The reaction force generated by the rear shock absorber during operation is transmitted to the vehicle frame through the shock absorber mounting plate 8. The loads borne by the shock absorber mounting plate 8 include vertical compressive and tensile loads, horizontal shear loads, and bending moment loads around the mounting point.

[0062] The vehicle in this embodiment adopts a four-point bridge-type support frame. The shock absorber mounting plate 8 is evenly stressed under the joint support of the front axle pier, rear axle pier, rear shock absorber lower reinforcement plate 6, and rear shock absorber front support plate 7. Compared with traditional single-point or double-point support, the four-point support distributes the load of the shock absorber to four support points, significantly reducing the load borne by each support point and the stress level at the support points, effectively avoiding fatigue failure of the support points. At the same time, the span of the shock absorber mounting plate 8 under four-point support is reduced, the bending deformation of the mounting plate under load is reduced, the stress distribution is more uniform, the maximum stress value is reduced, and the mounting plate is less prone to fatigue deformation or cracking, thus improving the reliability and durability of the shock absorber mounting structure.

[0063] The high reliability of the shock absorber mounting structure allows the shock absorber to fully exert its damping performance. During operation, the shock absorber will not shift its mounting position or change its mounting angle due to deformation of the mounting plate. The shock absorber is always in the best working condition, which can effectively absorb the impact load transmitted from the road surface, reduce the vibration amplitude of the vehicle body, reduce the vehicle body acceleration, and improve the driving stability and ride comfort of the vehicle.

[0064] The chassis adopts a hollow structure design. The front axle pier, rear axle pier, and all brackets are hollow. The rear crossbeam body 2 of the fuel tank fully reuses the existing crossbeam. The overall installation structure significantly reduces the weight while ensuring the support strength, thus achieving a lightweight design for the chassis.

[0065] The above are merely preferred embodiments of the present invention and are not intended to limit the present 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 bridge-type mounting structure for a rear shock absorber on a vehicle frame, characterized in that, The vehicle includes a rear longitudinal beam; a rear crossbeam body for the fuel tank is installed through the rear longitudinal beam, and the end of the rear crossbeam body for the fuel tank extends a certain length beyond the rear longitudinal beam. A rear shock absorber lower bracket is installed on the end of the rear crossbeam body for the fuel tank, forming a hollow front axle pier. A rear shock absorber lower bracket and a rear shock absorber upper bracket are also installed through the outer side of the rear longitudinal beam, forming a hollow rear axle pier to reduce the weight of the installation structure. A rear shock absorber lower reinforcing plate and a rear shock absorber front support plate are installed between the front axle pier and the rear axle pier. A shock absorber mounting plate is installed above the front axle pier, the rear axle pier, the rear shock absorber lower reinforcing plate, and the rear shock absorber front support plate, thereby achieving multi-point support for the shock absorber mounting plate and realizing the lightweight and reliability of the frame.

2. The bridge-type mounting structure for rear shock absorbers of a vehicle frame according to claim 1, characterized in that, Both the lower rear reducer front support and the upper rear reducer rear support are hollow tubular structures, and the ends of the lower rear reducer front support and the upper rear reducer rear support near the rear longitudinal beam are fixedly connected to the rear longitudinal beam.

3. The bridge-type mounting structure for rear shock absorbers of a vehicle frame according to claim 2, characterized in that, The rear damping lower reinforcing plate and the rear damping front support plate are arranged symmetrically, and both the rear damping lower reinforcing plate and the rear damping front support plate are L-shaped structures with bent portions on both sides to increase the support strength; one of the bent portions is fixedly connected to the rear longitudinal beam.

4. The bridge-type mounting structure for rear shock absorbers of a vehicle frame according to claim 3, characterized in that, The horizontal support surfaces of the rear shock absorber lower reinforcing plate and the rear shock absorber front support plate are located at the top of the vertical plane, providing support for the shock absorber mounting plate through the horizontal support surfaces. The horizontal support surfaces are provided with first fixing holes, thereby providing fixing points for the shock absorber mounting plate.

5. The bridge-type mounting structure for rear shock absorbers of a vehicle frame according to claim 3, characterized in that, The shock absorber mounting plate is a long strip stamped part, the shape of one side of which is adapted to the shape of the rear longitudinal beam, and it overlaps with the rear longitudinal beam and is fixedly connected by welding.

6. The bridge-type mounting structure for rear shock absorbers of a vehicle frame according to claim 3, characterized in that, The top of the shock absorber mounting plate is provided with a rear upper shock absorber reinforcing plate, and a shock absorber mounting hole is provided at the center of the shock absorber mounting plate. The rear upper shock absorber reinforcing plate is arranged corresponding to the shock absorber mounting hole to reduce the deformation of the shock absorber mounting plate. The rear upper shock absorber reinforcing plate is symmetrically provided with second fixing holes. Fasteners are passed through the second fixing holes, the shock absorber mounting plate, and the first fixing holes to fix the shock absorber mounting plate, the rear upper shock absorber reinforcing plate, the rear lower shock absorber reinforcing plate, and the rear front shock absorber support plate.

7. The bridge-type mounting structure for rear shock absorbers of a vehicle frame according to claim 3, characterized in that, The shock absorber mounting plate has a third fixing hole at both ends, and the shock absorber mounting plate is fixedly connected to the rear lower bracket and the rear upper bracket of the shock absorber through the third fixing hole.

8. The bridge-type mounting structure for rear shock absorbers of a vehicle frame according to claim 1, characterized in that, The inner side of the rear longitudinal beam is provided with a reinforcing sleeve plate, which is respectively arranged on the rear crossbeam body of the fuel tank and the rear upper bracket of the rear deceleration unit. The reinforcing sleeve plate is fixedly connected to the rear longitudinal beam to reduce the stress concentration of the rear crossbeam body of the fuel tank and the rear upper bracket of the rear deceleration unit at the rear longitudinal beam.

9. A vehicle frame, characterized in that, Including a bridge-mounted structure for rear shock absorber of a vehicle frame as described in any one of claims 1-8.

10. A vehicle, characterized in that, Includes the frame as described in claim 9.

Images