Automobile frame suspension support structure and automobile

Abstract

The utility model provides an automobile frame suspension support structure and a vehicle, the support structure comprises a suspension support body, one side of the suspension support body is provided with a suspension installation groove, the suspension support body comprises an upper shell and a lower shell, and the upper shell is provided with a suspension installation groove. After the upper shell and the lower shell are fixedly connected, a cavity is formed in the suspension support body, the sides, facing a frame longitudinal beam, of the upper shell and the lower shell are fixedly connected with the side wall of the frame longitudinal beam, and one side of the lower end face of the lower shell is fixedly connected with the upper end face of a suspension installation cross beam. The utility model solves the problem that the NVH (Noise Vibration and Harshness) performance is influenced due to insufficient dynamic stiffness of the existing frame suspension bracket structures of some vehicle types.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile bodies, in particular to an automobile frame suspension bracket structure and a vehicle. Background Art

[0002] With the development of the automobile industry and the upgrading of user consumption needs, automobile NVH performance has become one of the important factors affecting user purchase and use. NVH is an objective matter that takes into account both physiological and psychological subjective reactions. The input from excitation sources such as the road surface, powertrain, and motor is transmitted to the car through the vibration of various components such as tires, suspensions, suspensions, and body, arousing the response of the sound cavity, and finally being perceived by the human body. As a non-load-bearing body, the frame plays a vital role in the NVH performance of the whole vehicle. The dynamic stiffness of the suspension mounting points arranged on it has become a top priority, and it has a great impact on NVH comfort. The frame suspension bracket structure of some existing models is simple, which is a single-layer sheet metal welded with the frame longitudinal beam. Due to insufficient dynamic stiffness, the NVH performance is affected, the fatigue life of the body structure parts is affected, and the ride comfort is also affected. Therefore, it is necessary to invent a new automobile frame suspension bracket structure. Utility Model Content

[0003] The utility model aims to provide an automobile frame suspension bracket structure to solve the problem that the frame suspension bracket structures of some existing vehicle models have insufficient dynamic rigidity and affect the NVH performance.

[0004] The technical solution adopted by the utility model to solve its technical problems is:

[0005] A suspension bracket structure for an automobile frame comprises a suspension bracket body, one side of the suspension bracket body is provided with a suspension mounting groove, the suspension bracket body comprises an upper shell body and a lower shell body, the upper shell body and the lower shell body are fixedly connected to form a cavity inside the suspension bracket body, one end of the upper shell body and the lower shell body facing the frame longitudinal beam are fixedly connected to the side wall of the frame longitudinal beam, and one side of the lower end surface of the lower shell body is fixedly connected to the upper end surface of the suspension mounting cross beam.

[0006] Preferably, in combination with the above solution, the edge of the upper shell body located at the suspension installation groove is bent downward to form an upper bending edge of an arc structure, and the upper bending edge is fixedly connected to the upper end surface of the lower shell body.

[0007] Preferably, in combination with the above solution, a suspension groove boss with an arc structure is protruded at a position of the lower shell corresponding to the upper bending edge, and the upper bending edge is fixedly connected to the upper end surface of the suspension groove boss.

[0008] Preferably, in combination with the above solution, the left and right sides of the lower shell are bent upward to form a lower bent edge of an L-shaped structure, and the lower bent edge is fixedly connected to the lower end surface of the upper shell.

[0009] Preferably, in combination with the above solution, the height of the lower bent edge gradually increases toward the direction close to the frame longitudinal beam.

[0010] Preferably, in combination with the above solution, mounting holes are provided on both the left and right sides of the upper shell, and a nut seat is fixedly connected to the position of the lower end surface of the upper shell corresponding to the mounting hole.

[0011] Preferably, in combination with the above solution, nut seat avoidance grooves are provided at positions corresponding to the nut seats on both sides of the lower shell.

[0012] Preferably, in combination with the above solution, an upper fixing edge is bent on one side of the upper shell body toward the frame longitudinal beam, and the upper fixing edge is fixedly connected to the side wall of the frame longitudinal beam by welding.

[0013] Preferably, in combination with the above solution, a lower fixing edge is bent on one side of the lower shell body toward the frame longitudinal beam, and the lower fixing edge is fixedly connected to the side wall of the frame longitudinal beam by welding.

[0014] The utility model also provides a vehicle, wherein the vehicle is provided with the automobile frame suspension bracket structure according to any one of claims 1 to 9.

[0015] The beneficial effects of the utility model are as follows: the frame suspension mounting bracket of the utility model is connected by welding the upper and lower shells, and is welded to the frame longitudinal beam and the suspension mounting cross beam, which can ensure the installation rigidity of the suspension bracket. The upper and lower shells and the internal nut seats are welded up and down to ensure the installation rigidity of the suspension bracket itself. The bracket structure is reasonably designed, the welding is simple, and the overlap is convenient, which effectively improves the feasibility of the process and the feasibility of the layout.

[0016] The present invention will be described in more detail below with reference to the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 The utility model is a structural diagram of a vehicle frame suspension bracket.

[0018] Figure 2 This is a structural diagram of an automobile frame suspension bracket in another direction of the utility model.

[0019] Figure 3 It is a structural diagram of the suspension bracket body in the utility model.

[0020] Figure 4 It is an exploded view of the suspension bracket body in the utility model. DETAILED DESCRIPTION

[0021] like Figures 1 to 4 A vehicle frame suspension bracket structure shown includes a suspension bracket body, one side of which is provided with a suspension mounting groove 3, the suspension bracket body includes an upper shell 1 and a lower shell 2, the upper shell 1 and the lower shell 2 are fixedly connected by welding to form a hollow cavity inside the suspension bracket body, one end of the upper shell 1 and the lower shell 2 facing the frame longitudinal beam 20 are fixedly connected to the side wall of the frame longitudinal beam 20 by welding, and one side of the lower end surface of the lower shell 2 is fixedly connected to the upper end surface of the suspension mounting cross beam 30 by welding.

[0022] In order to better fix with the lower shell 2 and improve the structural stiffness and mode, the edge of the upper shell 1 located at the suspension mounting groove 3 is bent downward to form an upper bending edge 11 of an arc structure, and the upper bending edge 11 is overlapped with the upper end surface of the lower shell 2 and fixedly connected by welding.

[0023] In order to better fix with the upper bending edge 11 and improve the structural stiffness and mode, the lower shell 2 is provided with a suspension groove boss 21 with an arc structure at the position corresponding to the upper bending edge 11. The bending design of the suspension groove boss 21 can increase the structural stiffness. The upper bending edge 11 is overlapped with the upper end surface of the suspension groove boss 21 and fixedly connected by welding.

[0024] In order to better fix with the upper shell 1 and improve the structural rigidity and mode, the left and right sides of the lower shell 2 are bent upward to form a lower bending edge 22 of an L-shaped structure. The lower bending edge 22 overlaps the lower end surface of the upper shell 1 and is fixedly connected by welding.

[0025] In order to increase the structural rigidity, the height of the lower bent edge 22 gradually increases toward the direction close to the frame longitudinal beam 20 to form a triangular reinforcement structure, and the cavity formed by the structure also gradually increases.

[0026] In order to facilitate the installation of the suspension bolts, mounting holes 12 are provided on both the left and right sides of the upper shell 1, and a nut seat 4 is fixedly connected to the position of the lower end surface of the upper shell 1 corresponding to the mounting hole 12 by welding.

[0027] In order to avoid the installation of the nut seat 4 and prevent interference problems, nut seat avoidance grooves 23 are provided at the positions corresponding to the nut seat 4 on both sides of the lower shell 2.

[0028] In order to increase the welding connection strength between the upper shell 1 and the frame longitudinal beam 20, the upper shell 1 is bent toward the side of the frame longitudinal beam 20 to provide an upper fixed edge 13, and the upper fixed edge 13 is fixedly connected to the side wall of the frame longitudinal beam 20 by welding.

[0029] In order to increase the welding connection strength between the lower shell 2 and the frame longitudinal beam 20, the lower shell 2 is bent toward one side of the frame longitudinal beam 20 to provide a lower fixed edge 24, and the lower fixed edge 24 is fixedly connected to the side wall of the frame longitudinal beam 20 by welding.

[0030] In addition, the utility model also provides a vehicle, on which the above-mentioned automobile frame suspension bracket structure is provided, and the bracket structure is installed on the frame longitudinal beam 20.

[0031] The utility model has a simple structure and a reasonable layout. It starts from the path and improves the structure of the suspension bracket itself on the frame under the NVH problem solving idea of ​​source-path-response. It improves the dynamic stiffness of the suspension mounting point and effectively reduces the transmission of the vibration energy of the powertrain into the vehicle, thereby improving NVH comfort.

[0032] In the description of the present invention, it should be understood that terms such as "upper", "lower", "front", "back", "left", "right", "bottom", "inside", "outside", "one end", "one side", "two ends", "both sides", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0033] The utility model is described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the utility model is not limited to the above-mentioned method. As long as various improvements are made using the method concept and technical solution of the utility model, or they are directly applied to other occasions, they all fall within the protection scope of the utility model.

Claims

1. A vehicle frame suspension bracket structure, comprising a suspension bracket body, one side of the suspension bracket body is provided with a suspension mounting groove (3), wherein: The suspension bracket body comprises an upper shell (1) and a lower shell (2); the upper shell (1) and the lower shell (2) are fixedly connected to form a cavity inside the suspension bracket body; the ends of the upper shell (1) and the lower shell (2) facing the frame longitudinal beam (20) are fixedly connected to the side wall of the frame longitudinal beam (20); and one side of the lower end surface of the lower shell (2) is fixedly connected to the upper end surface of the suspension mounting cross beam (30).

2. The automobile frame suspension bracket structure according to claim 1, characterized in that: The edge of the upper shell (1) located at the suspension installation groove (3) is bent downward to form an upper bent edge (11) with an arc structure, and the upper bent edge (11) is fixedly connected to the upper end surface of the lower shell (2).

3. The automobile frame suspension bracket structure according to claim 2, characterized in that: The lower shell (2) is provided with a suspension groove boss (21) with an arc structure protruding at a position corresponding to the upper bending edge (11), and the upper bending edge (11) is fixedly connected to the upper end surface of the suspension groove boss (21).

4. The automobile frame suspension bracket structure according to claim 1, characterized in that: The left and right sides of the lower shell (2) are bent upward to form a lower bent edge (22) of an L-shaped structure, and the lower bent edge (22) is fixedly connected to the lower end surface of the upper shell (1).

5. The automobile frame suspension bracket structure according to claim 4, characterized in that: The height of the lower bent edge (22) gradually increases from small to large in a direction approaching the frame longitudinal beam (20).

6. The automobile frame suspension bracket structure according to claim 1, characterized in that: The left and right sides of the upper shell (1) are both provided with mounting holes (12), and a nut seat (4) is fixedly connected to a position of the lower end surface of the upper shell (1) corresponding to the mounting hole (12).

7. The automobile frame suspension bracket structure according to claim 6, characterized in that: Nut seat avoidance grooves (23) are provided at positions corresponding to the nut seats (4) on both sides of the lower shell (2).

8. The automobile frame suspension bracket structure according to claim 1, characterized in that: The upper shell (1) is bent and provided with an upper fixed edge (13) on one side facing the frame longitudinal beam (20), and the upper fixed edge (13) is fixedly connected to the side wall of the frame longitudinal beam (20) by welding.

9. The automobile frame suspension bracket structure according to claim 1, characterized in that: The lower shell (2) is bent and provided with a lower fixed edge (24) on one side facing the frame longitudinal beam (20), and the lower fixed edge (24) is fixedly connected to the side wall of the frame longitudinal beam (20) by welding.

10. A vehicle, characterized in that: The vehicle is provided with an automobile frame suspension bracket structure according to any one of claims 1 to 9.

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