Rear module framework suitable for PHEV chassis, chassis and vehicle

Abstract

The utility model discloses a rear module framework suitable for a PHEV chassis, the chassis and a vehicle. The rear module framework of the chassis comprises a rear auxiliary frame, and reinforcing ribs in bilateral symmetry are arranged on cross beams and longitudinal beams of the rear auxiliary frame; bushings are arranged at the positions of four connecting joints of the rear auxiliary frame and a vehicle body, three suspension supports are arranged on the rear auxiliary frame, the three suspension supports are of hollow structures, and flanges are arranged at the edge positions of the three suspension supports. According to the rear auxiliary frame, the suspension supports of the rear auxiliary frame are optimized, the three suspension supports are hollowed out and flanged, the weight is reduced, the rigidity is improved, and meanwhile reinforcing ribs are arranged on the suspension supports to guarantee the strength of the rear auxiliary frame.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile suspension, and in particular to a rear module architecture suitable for a PHEV chassis. Background Art

[0002] With the development of new energy vehicles, pure electric vehicles and hybrid electric vehicles have emerged. Therefore, the chassis of automobiles has also ushered in a technological change from a traditional chassis to a hybrid chassis. At present, the rear module architecture of the chassis of hybrid vehicles includes a rear subframe, a rear shock absorber device, a rear upper control arm, a rear H arm, a rear tie rod, a rear brake, a rear stabilizer bar, a rear connecting rod, a front suspension, a rear left suspension, a rear right suspension, etc.; the rear upper control arm includes two, which are distributed on the left and right sides of the vehicle. The inner point of each rear upper control arm is connected to the subframe, and the outer point of the rear upper control arm is connected to the steering knuckle; the rear The front inner point of the H-arm is connected to the subframe, the rear inner point is connected to the subframe, the front outer point is connected to the steering knuckle through a bridging gasket, and the rear outer point is connected to the brake; the rear stabilizer bar is connected to the rear subframe by bolts; the rear connecting rod is connected to the rear stabilizer bar by nuts, and the rear connecting rod is connected to the rear H-arm by bolts; however, there are the following problems: the existing chassis rear module architecture has a relatively large overall mass and poor NVH performance; at the same time, since the shock absorber uses a passive shock absorber, the overall comfort performance is also poor; the subframe can only match one motor and has poor versatility. Summary of the invention

[0003] In order to solve the problems existing in the prior art, the purpose of the utility model is to design a rear module architecture suitable for a plug-in hybrid electric vehicle (PHEV) chassis, which is equipped with a PHEV model to provide excellent vehicle performance, and at the same time provides a chassis and a vehicle including the rear module architecture.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] In the first aspect, the utility model discloses a rear module architecture suitable for a PHEV chassis, including a rear subframe, on which three suspension brackets are arranged, the three suspension brackets are hollow structures, and flanges are arranged at the edge positions; left-right symmetrical reinforcing ribs are arranged on the crossbeam and longitudinal beam of the rear subframe; and bushings are arranged at the four connection node positions of the rear subframe and the vehicle body.

[0006] As a further technical solution, it also includes a rear upper control arm, the inner point of the rear upper control arm is connected to the subframe, the outer point of the rear upper control arm is connected to the steering knuckle, and the rear upper control arm is made of aluminum alloy.

[0007] As a further technical solution, the top end of the CDC shock absorber is connected to the vehicle body, the lower point bushing of the CDC shock absorber is connected to the steering knuckle, and the solenoid valve is arranged on the rear shock absorber.

[0008] As a further technical solution, the rear upper control arm is made of aluminum alloy material.

[0009] As a further technical solution, it also includes a rear H-arm, which is made of aluminum alloy. The front inner point of the rear H-arm is connected to the subframe, the rear inner point is connected to the subframe, the front outer point is connected to the steering knuckle through a bridging gasket, and the rear outer point is connected to the brake.

[0010] As a further technical solution, it also includes a rear steering knuckle, which is made of aluminum alloy material.

[0011] As a further technical solution, a rear stabilizer bar is also included. The rear stabilizer bar is connected to the rear suspension. A gap of 10 mm is reserved between the rear stabilizer bar and the subframe. The diameter of the rear stabilizer bar is 19-23 mm.

[0012] As a further technical solution, two types of suspension bracket installation positions are reserved on the rear subframe for matching different types of motors.

[0013] In a second aspect, the utility model discloses a chassis, on which the rear module structure applicable to the PHEV chassis is installed.

[0014] In a third aspect, the utility model discloses a vehicle, including a chassis, wherein the chassis adopts the chassis described above.

[0015] The beneficial effects of the utility model are as follows:

[0016] The utility model optimizes the suspension bracket of the rear subframe, hollows out and flanging the three suspension brackets to reduce weight, and simultaneously arranges some reinforcing ribs on the suspension brackets to ensure the strength of the rear subframe, and adds bushings at the four connection points between the rear subframe and the vehicle body to improve NVH performance.

[0017] The chassis rear module of the utility model is matched with a CDC shock absorber, and the CDC shock absorber cooperates with a sensor to improve the handling stability and comfort performance of the whole vehicle;

[0018] The utility model changes the materials of the rear upper control arm, rear H arm and rear steering knuckle to aluminum alloy, thereby reducing the unsprung mass of the rear suspension;

[0019] Add a gasket at the connection between the rear connecting rod and the rear H-arm to increase the contact area and reduce the axial force.

[0020] The utility model increases the span of the fixing clip of the rear stabilizer bar, changes the curvature of the rear stabilizer bar, reserves a certain gap between the rear subframe and the stabilizer bar, increases the diameter of the rear stabilizer bar, provides space for handling stability adjustment, and adopts a vulcanized stabilizer bar bushing to prevent abnormal noise of the stabilizer bar bushing.

[0021] The utility model has two reserved mounting positions for suspension brackets for matching different types of motors. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention.

[0023] Figure 1 This is a schematic diagram of the chassis rear module;

[0024] Figure 2 It is a schematic diagram of the hard point of the rear upper control arm;

[0025] Figure 3 This is a schematic diagram of a CDC shock absorber;

[0026] Figure 4 It is a schematic diagram of the rear upper control arm;

[0027] Figure 5 It is a schematic diagram of the H arm;

[0028] Figure 6 It is a schematic diagram of the steering knuckle;

[0029] Figure 7 A schematic diagram of the subframe proposed by the utility model;

[0030] Figure 8 It is a schematic diagram of a subframe in the prior art;

[0031] Fig. 9 A schematic diagram of the subframe proposed by the utility model;

[0032] Fig.10 It is a schematic diagram of a subframe in the prior art;

[0033] Fig.11 This is a schematic diagram of the front suspension bracket proposed by the utility model;

[0034] Fig.12 It is a schematic diagram of a front suspension bracket in the prior art;

[0035] Fig.13 This is a schematic diagram of the subframe - matching the Juyi motor;

[0036] Fig.14 It is a schematic diagram of the subframe - matching the UMC motor;

[0037] Fig.15 This is a schematic diagram of the installation of the subframe stabilizer bar;

[0038] Fig.16 is a schematic diagram of a cross section of a subframe stabilizer bar;

[0039] Fig.17 is a schematic diagram of the connecting rod;

[0040] In the figure: 101 subframe, 1011 reinforcement rib, 1012 reinforcement rib;

[0041] 1013 suspension bracket, 1014 suspension bracket; 1015 suspension bracket; 1013-1 suspension bracket, 1014-1 suspension bracket; 1015-1 suspension bracket; 1016 rear subframe bushing;

[0042] 102 rear shock absorber device, 1021 upper support, 1022 lower point bushing, 1023 rear shock absorber solenoid valve;

[0043] 103 rear upper control arm, 1031 inner point of rear upper control arm; 1032 outer point of rear upper control arm;

[0044] 104 rear H-arm, 1041 front inner point, 1042 rear inner point, 1043 front outer point, 1044 rear outer point;

[0045] 105 rear tie rod, 106 rear brake, 107 rear stabilizer bar, 1071 stabilizer bar clip;

[0046] 108 rear connecting rod, 1081 rear connecting rod gasket, 109 front suspension, 110 rear left suspension, 111 rear right suspension, 112 left half shaft, 113 right half shaft. DETAILED DESCRIPTION

[0047] It should be noted that the following detailed descriptions are all illustrative and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0048] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless otherwise explicitly stated in the present invention, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "include" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or their combinations;

[0049] As introduced in the background technology, in order to solve the above technical problems, the purpose of the utility model is to provide a rear module architecture suitable for PHEV chassis, by improving the rear subframe, shock absorber, rear upper control arm, rear H-arm, rear steering knuckle, rear stabilizer bar, suspension bracket, etc., the quality of the rear module architecture is reduced, and the handling comfort of the whole vehicle is improved; and the versatility of the subframe is improved, and local differentiated development is carried out to match two sets of different suspension frames.

[0050] For the convenience of description, this embodiment uses directional words in many places. Here, a unified explanation is given: "X direction" refers to the length direction of the vehicle body, and "Z direction" refers to the height direction of the vehicle body; "front" refers to the direction of the front of the vehicle, and "rear" refers to the direction of the rear of the vehicle; "left" refers to the direction where the co-pilot seat of the vehicle is located, and "right" refers to the direction where the driver's seat of the vehicle is located; "inside" refers to the direction close to the inside of the vehicle, and "outside" refers to the direction close to the outside of the vehicle.

[0051] The following is a further detailed description of the structure of each component, the relative position and connection relationship between each part, the function and working principle of each part, etc.:

[0052] The rear module architecture proposed in this embodiment is suitable for the PHEV chassis, such as Figure 1 As shown, it is mainly composed of a rear subframe 101, a rear shock absorber 102, a rear upper control arm 103, a rear H arm 104, a rear tie rod 105, a rear brake 106, a rear stabilizer bar 107, a rear connecting rod 108, a front suspension 109, a rear left suspension 110, a rear right suspension 111, a left half shaft 112, a right half shaft 113, etc. The connection relationship of each component is basically the same as that of the prior art and has not been changed; as shown in FIG. Figure 1 As shown, the rear upper control arm 103 includes two, which are distributed on the left and right sides of the vehicle. The right end of the rear upper control arm 103 on the left is connected to the left part of the rear subframe 101 through bolts, and the left end of the rear upper control arm 103 is connected to the steering knuckle through bolts; the left end of the rear upper control arm 103 on the right is connected to the left part of the rear subframe 101 through bolts, and the right end of the rear upper control arm 103 is connected to the steering knuckle through bolts;

[0053] The rear H-arm 104 also includes two, which are located on the left and right sides of the rear sub-frame 101. The front inner point 1041 of each rear H-arm 104 is connected to the rear sub-frame 101 by bolts, the rear inner point 1042 is also connected to the rear sub-frame 101 by bolts, the front outer point 1043 is connected to the steering knuckle of the vehicle by bolts through a bridging gasket, and the rear outer point 1044 is connected to the rear brake 106 by bolts;

[0054] The rear stabilizer bar 107 is connected to the rear subframe 101 , the rear connecting rod 108 is connected to the rear stabilizer bar 107 via nuts, and the rear connecting rod 108 is connected to the rear H-arm 104 via bolts.

[0055] A front suspension 109, a rear left suspension 110, and a rear right suspension 111 are installed on the rear subframe 101;

[0056] Two rear shock absorbers 102 are also provided, and the upper support 1021 thereof is connected to the vehicle body through two standard parts, and the lower point bushing 1022 of the rear shock absorber 102 is connected to the steering knuckle through a standard part;

[0057] The rear tie rod 105 connects the rear axle of the vehicle with the rear subframe 101;

[0058] The left half shaft 112 and the right half shaft 113 are used to connect the differential and the rear brake 106 respectively, so as to realize the power transmission of the left and right rear wheels.

[0059] The specific optimized structure is as follows:

[0060] The optimized subframe structure in this embodiment is mainly reflected in high load-bearing capacity, low weight, high modality, etc.; by optimizing the topology of the subframe, the weight is reduced to a certain extent while ensuring that the subframe has a certain strength; it is mainly reflected in the structural optimization of the crossbeam and longitudinal beam and the optimization of the suspension bracket structure; wherein the suspension bracket, such as Fig. 9 As shown, it includes a suspension bracket 1013, a suspension bracket 1014 and a suspension bracket 1015; the suspension bracket 1015 is as shown Fig.11 As shown, all three suspension brackets are hollowed out and flanging processed to reduce weight and improve rigidity; the suspension bracket 1013, the suspension bracket 1014, and the suspension bracket 1015 in the prior art are as follows. Fig.10 , Fig.12 As shown, no hollowing and flanging treatment is performed; the structural optimization of the rear subframe is mainly reflected in the addition of some reinforcing ribs on the crossbeam and the longitudinal beam. The reinforcing ribs in the utility model, such as Figure 7 As shown, it includes reinforcing ribs 1011 and 1012, and the reinforcing ribs 1011 are on the two longitudinal beams, symmetrically relative to the center line of the subframe, and the reinforcing ribs 1012 are distributed on the front cross beam, symmetrically relative to the center line of the rear subframe. Figure 8 It is a schematic diagram of a rear subframe in the prior art;

[0061] Furthermore, rear subframe bushings 1016 are added at the four connection nodes between the rear subframe and the vehicle body to improve the NVH performance of the vehicle. Figure 7As shown, NVH performance refers to noise, vibration and harshness, which is an important indicator to measure the manufacturing quality of automobiles. NVH performance directly affects the riding experience of automobile users. Therefore, improving NVH performance is crucial to improving the comfort and user satisfaction of the automobile. Therefore, this embodiment improves the NVH performance of the entire vehicle by adding rear subframe bushings 1016 at the four connection nodes between the rear subframe and the vehicle body.

[0062] Furthermore, the rear subframe in this embodiment can be matched with two different motors, namely, the UMC motor and the Juyi motor, to meet different customer needs. Different suspension brackets and suspension parts are configured to match two different suspension systems, and then match two sets of motors. The positions of the suspension mounting points of the two sets of motors are different, resulting in different positions of the suspension brackets, such as Fig.13 , which is a schematic diagram of the connection between the suspension bracket 1013, the suspension bracket 1014, the suspension bracket 1015 and the sub-frame when matching the Juyi motor; Fig.14 What is shown is a schematic diagram of the connection between the suspension bracket 1013-1, the suspension bracket 1014-1, and the suspension bracket 1015-1 and the subframe when matching the UMC motor; the suspension bracket 1013-1, the suspension bracket 1014-1, and the suspension bracket 1015-1 are different in shape from the suspension bracket 1013, the suspension bracket 1014, and the suspension bracket 1015, and are matched and installed with their respective corresponding suspensions.

[0063] The rear shock absorber 102 carried by the rear module in this embodiment adopts a CDC shock absorber, which is a passive shock absorber in the prior art. At the same time, 5 acceleration sensors, 1 controller, and 4 solenoid valves are added to the vehicle body. Specifically, 3 acceleration sensors are arranged on the left front support of the vehicle body, the right front support of the vehicle body, and the left rear of the vehicle body to monitor the posture of the whole vehicle. 2 accelerometers are arranged on the left front shock absorber and the rear front shock absorber to monitor the posture of the front wheels. The posture of the rear wheels is calculated through the acceleration signal of the front wheels, the wheelbase and the vehicle speed; the road condition is identified by the acceleration, the controller analyzes, calculates the shock absorber damping required for this working condition, and the shock absorber is implemented, thereby improving the handling stability and comfort performance of the whole vehicle.

[0064] Furthermore, the upper support 1021 of the CDC shock absorber is connected to the vehicle body through two standard parts, the lower bushing 1022 of the rear shock absorber is connected to the steering knuckle through a standard part, and the solenoid valve 1023 is arranged on the rear shock absorber, so that the damping of the shock absorber can be adjusted to meet the handling stability and comfort performance of the whole vehicle. Figure 3 As shown;

[0065] Furthermore, in order to reduce the weight of the rear module, the rear module in this embodiment adopts an aluminum alloy solution to reduce the unsprung mass of the entire vehicle and improve comfort performance. In the PHEV chassis rear module, the rear upper control arm 103 adopts an aluminum alloy solution: the inner point 1031 of the rear upper control arm is connected to the subframe, and the outer point 1032 of the rear upper control arm is connected to the steering knuckle, such as Figure 4 As shown;

[0066] The rear H arm in this embodiment is made of aluminum alloy. The front inner point 1041 of the rear H arm is connected to the subframe, the rear inner point 1042 is connected to the subframe, the front outer point 1043 is connected to the steering knuckle through a bridging gasket, and the rear outer point 1044 is connected to the brake. Figure 5 As shown;

[0067] The rear steering knuckle 106 in this embodiment is made of aluminum alloy. Figure 6 As shown;

[0068] In the rear stabilization scheme design of the utility model, the span of a single stabilizer bar clip 1071 is as high as 80mm. By changing the direction, a 10mm gap is reserved between the stabilizer bar clip and the stabilizer bar, and the stabilizer bar diameter can be expanded by 19 to 23mm, providing space for handling stability adjustment. A vulcanized stabilizer bar bushing is used to prevent abnormal noise from the stabilizer bar bushing, such as Fig.15 , Fig.16 As shown;

[0069] The rear connecting rod 108 of the utility model is used to connect the rear stabilizer bar 107 and the H arm 104, improve the connection scheme between the rear connecting rod 108 and the H arm 104, avoid excessive axial force and pull off the H arm connecting rod lifting ear, increase the contact area and reduce the axial force by adding the rear connecting rod gasket 1081, such as Fig.17 shown.

[0070] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A rear module architecture suitable for a PHEV chassis, comprising a rear subframe, characterized in that: Three suspension brackets are arranged on the rear subframe, the three suspension brackets are hollow structures, and flanges are arranged at the edge positions. The crossbeam and longitudinal beam of the rear subframe are provided with left-right symmetrical reinforcing ribs; and bushings are arranged at the four connection node positions of the rear subframe and the vehicle body.

2. The rear module architecture suitable for PHEV chassis according to claim 1, characterized in that: It also includes a shock absorber, and the shock absorber adopts a CDC shock absorber.

3. The rear module architecture suitable for PHEV chassis according to claim 2, characterized in that: The top end of the CDC shock absorber is connected to the vehicle body, the lower point bushing of the CDC shock absorber is connected to the steering knuckle, and the electromagnetic valve is arranged on the shock absorber.

4. The rear module architecture suitable for PHEV chassis according to claim 1, characterized in that: It also includes a rear upper control arm, the inner point of the rear upper control arm is connected to the subframe, the outer point of the rear upper control arm is connected to the steering knuckle, and the rear upper control arm is made of aluminum alloy.

5. The rear module architecture suitable for PHEV chassis according to claim 1, characterized in that: It also includes a rear H arm and a rear steering knuckle, and the rear H arm and the rear steering knuckle are made of aluminum alloy.

6. The rear module architecture suitable for PHEV chassis according to claim 5, characterized in that: It also includes a rear connecting rod, and a gasket is added at the connection position between the rear connecting rod and the rear H arm.

7. The rear module architecture suitable for PHEV chassis according to claim 1, characterized in that: The vehicle also includes a rear stabilizer bar, which is connected to the rear suspension. A 10 mm gap is reserved between the rear stabilizer bar and the subframe, and the diameter of the rear stabilizer bar is 19-23 mm.

8. The rear module architecture suitable for PHEV chassis according to claim 1, characterized in that: Two types of suspension bracket installation positions are reserved on the rear subframe for matching different types of motors.

9. A chassis, characterized in that: The chassis is installed with a rear module structure suitable for a PHEV chassis as described in any one of claims 1-8.

10. A vehicle, characterized in that: It comprises a chassis, and the chassis adopts the chassis described in claim 9.

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