Rear auxiliary frame body mounting support structure

Abstract

The utility model provides a rear auxiliary frame body installation support structure which comprises an installation support, one end of the installation support is fixed to a rear auxiliary frame body, and the other end of the installation support is fixed to a rear doorsill beam. The mounting bracket comprises a first connecting part and a third connecting part which are arranged in parallel, a second connecting part is obliquely connected between the opposite ends of the first connecting part and the third connecting part, the first connecting part is mounted on the rear auxiliary frame body, and the third connecting part is mounted on the rear doorsill beam. According to the structure, connection between the rear auxiliary frame body and the rear threshold beam is enhanced through the mounting bracket, so that the overall mean value of the dynamic stiffness of a mounting point of the rear auxiliary frame body in the Y direction is improved by 50%, the overall mean value of the dynamic stiffness in the X direction is improved by 40%, the vibration isolation rate of the position and the rigidity and stability of a vehicle are greatly improved, and therefore the NVH performance is improved, noise in the vehicle is reduced, and the comfort level of passengers is improved.

Description

Technical Field

[0001] This utility model belongs to the field of automotive parts, and specifically belongs to a mounting bracket structure for the rear subframe body. Background Technique

[0002] Since the 21st century, people's living standards have gradually improved. Automobiles have gradually changed from luxury consumer goods for a family to necessities, and the quality of ordinary non-luxury cars has received increasing attention from the public. With the gradual increase in the world's attention to carbon emissions, new energy electric vehicles have become the mainstream products of each vehicle manufacturer and the future R & D direction. The powertrain of electric vehicles has less noise, so the NVH characteristics under road excitation are one of the vehicle performance that customers currently pay more attention to.

[0003] Currently, in the assembly process of existing automobiles, the rear subframe body of the vehicle body is fixedly connected to the rear sill beam on the chassis by screws. Furthermore, when the vehicle travels at different speeds on different roads, road excitation is transmitted from the chassis to the vehicle body, causing the vehicle body sheet metal to vibrate and squeeze the interior acoustic cavity, which will exacerbate the interior noise level and affect the riding comfort of passengers.

[0004] Practical Content

[0005] In order to solve the problem in the prior art that since the rear subframe body and the rear sill beam are fixedly connected by screws, during the vehicle driving process, road excitation is directly transmitted from the chassis to the interior of the vehicle, exacerbating the interior noise and resulting in poor riding comfort for passengers, this utility model provides a mounting bracket structure for the rear subframe body.

[0006] To achieve the above object, this utility model provides the following technical solutions:

[0007] This utility model provides a mounting bracket structure for the rear subframe body, including a mounting bracket. One end of the mounting bracket is fixed on the rear subframe body, and the other end of the mounting bracket is fixed on the rear sill beam;

[0008] The mounting bracket includes a first connecting portion and a third connecting portion arranged in parallel with each other, and the projections of the first connecting portion and the third connecting portion are on the same plane. There is a certain distance between the opposite ends of the first connecting portion and the third connecting portion. A second connecting portion is obliquely connected between the opposite ends of the first connecting portion and the third connecting portion. The first connecting portion is mounted on the rear subframe body, and the third connecting portion is mounted on the rear sill beam.

[0009] Preferably, the included angle between the second connecting portion and the first connecting portion is 167°; the included angle between the second connecting portion and the third connecting portion is 210°.

[0010] Preferably, a recessed portion is provided on the third connection portion at a position away from the second connection portion, and a first connection hole is provided on the recessed portion, and the first connection hole is connected to the rear sub-frame body by a screw.

[0011] Preferably, the recessed portion has a depth of 9 mm.

[0012] Preferably, a second connecting hole is provided on the first connecting portion, and the second connecting hole is connected to the rear sill beam by means of screws.

[0013] Preferably, a second weight-reducing groove is provided on the second connecting portion and the first connecting portion;

[0014] A first weight-reducing groove is provided between the second connection portion and the third connection portion.

[0015] Preferably, flanges are provided on the edges of the first connection portion, the second connection portion and the third connection portion.

[0016] Preferably, the flange has a height of 4.7 mm and a width of 10 mm.

[0017] Preferably, the first connection portion, the second connection portion and the third connection portion of the mounting bracket are integrally formed.

[0018] Preferably, the thickness of the mounting bracket is 2 mm.

[0019] Compared with the prior art, the present invention has the following beneficial technical effects:

[0020] The utility model provides a rear sub-frame body mounting bracket structure, in which the first connecting portion of the mounting bracket is connected to the rear sill beam, and the third connecting portion is connected to the rear sub-frame body, thereby strengthening the connection between the rear sub-frame body and the rear sill beam, so that the overall average of the Y-direction dynamic stiffness of the rear sub-frame body mounting point is increased by 50%, and the overall average of the X-direction is increased by 40%, and the vibration isolation rate of the position as well as the rigidity and stability of the vehicle are greatly improved, thereby improving the NVH performance, reducing the noise in the vehicle, and improving the comfort of the passengers.

[0021] Furthermore, in the mounting bracket of the present structure, the included angle between the second connecting portion and the first connecting portion is 165° to 170°; the included angle between the second connecting portion and the third connecting portion is 208° to 212°, which ensures that the mounting bracket can maintain optimal mechanical properties and stability when subjected to various forces and vibrations, effectively disperse and absorb impact energy from the road surface, thereby further enhancing the shock absorption effect, helping to optimize the vibration transmission path, reduce the occurrence of resonance, and thereby reduce the noise level in the vehicle, thereby improving driving comfort and quietness.

[0022] Furthermore, the first connection hole provided on the mounting bracket of this structure is connected to the rear subframe body by screws, and the second connection hole is connected to the rear sill beam by screws. While enhancing the stiffness of the mounting points, it does not affect the installation of the subframe of other models on the same platform; only bolt mounting holes need to be reserved at the corresponding positions, which greatly reduces the cost of test verification and the cost of modifying each model of the platform.

[0023] Furthermore, the first weight-reducing groove and the second weight-reducing groove are provided on the mounting bracket of this structure. Through the first weight-reducing groove and the second weight-reducing groove, the weight of the mounting bracket can be reduced, thereby reducing the unsprung mass of the vehicle, achieving the lightweight goal, helping to reduce the overall mass of the vehicle, and reducing energy consumption and emissions.

[0024] Furthermore, flanges are provided on the edges of the first connection part, the second connection part, and the third connection part of the mounting bracket of this structure. The height of the flange is 4 - 5 mm, and the width is 9 - 12 mm, which improves the structural strength of the entire mounting bracket. During the driving of the vehicle, especially under complex or harsh road conditions, this enhancement can ensure the stability and durability of the mounting bracket, effectively resist the impact and vibration from the road surface, and help optimize the stress distribution inside the mounting bracket and reduce the occurrence of stress concentration. When the vehicle is subjected to external forces, the flange can disperse and absorb part of the stress, reducing the risk of damage to the connection part due to excessive stress. Description of the Drawings

[0025] Figure 1 One of the installation schematic diagrams of the mounting bracket structure of the rear subframe body provided by this utility model;

[0026] Figure 2 Another installation schematic diagram of the mounting bracket structure of the rear subframe body provided by this utility model;

[0027] Figure 3 One of the structural schematic diagrams of the mounting bracket structure of the rear subframe body provided by this utility model;

[0028] Figure 4 The front view schematic diagram of the mounting bracket structure of the rear subframe body provided by this utility model;

[0029] Figure 5 The top view schematic diagram of the mounting bracket structure of the rear subframe body provided by this utility model;

[0030] Figure 6 The bottom view schematic diagram of the mounting bracket structure of the rear subframe body provided by this utility model;

[0031] In the accompanying drawings: 1. Rear subframe body; 2. Mounting bracket; 20. First connecting portion; 21. Second connecting portion; 22. Third connecting portion; 220. Concave portion; 221. First connecting hole; 23. Flange; 24. First weight reduction groove; 25. Second weight reduction groove; 26. Second connecting hole; 3. Rear sill beam; 4. Rear longitudinal beam. Detailed implementation manners

[0032] In the following text, only some exemplary embodiments are simply described. As those skilled in the art can recognize, the described embodiments can be modified in various different ways without departing from the spirit or scope of the present utility model. Therefore, the drawings and the description are considered to be exemplary in nature rather than restrictive.

[0033] In the description of the present utility model, it should be understood that the orientation or positional relationships indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationships shown in the drawings. These are only for the convenience of describing the present utility model 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. Therefore, they should not be construed as limitations on the present utility model.

[0034] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, "a plurality" means two or more unless otherwise specifically defined.

[0035] In the present utility model, unless otherwise clearly defined and limited, the terms "mount", "connect", "couple", "fix", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, or a communication connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0036] In this utility model, unless otherwise clearly stipulated and defined, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is less than that of the second feature.

[0037] The embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0038] See Figures 1 to 6 , this utility model discloses a structure of a mounting bracket for a rear subframe body. This structure includes a mounting bracket 2, the mounting bracket 2 is an iron plate with a thickness of 2 - 3 mm, preferably 2 mm. One end of the mounting bracket 2 is fixed on the rear subframe body 1, the rear subframe body 1 is connected to the rear longitudinal beam 4 of the vehicle body, and they are installed through a bushing between them. The other end of the mounting bracket 2 is fixed on the rear sill beam 3; through the strengthening connection of the mounting bracket 2, the vibration isolation rate at this position is greatly improved, thereby enhancing the NVH performance.

[0039] See Figures 3 to 6 , the mounting bracket 2 includes a first connecting portion 20 and a third connecting portion 22. The first connecting portion 20 and the third connecting portion 22 are parallel to each other, and the projections of the first connecting portion 20 and the third connecting portion 22 are on the same plane. There is a certain distance between the opposite ends of the first connecting portion 20 and the third connecting portion 22. A second connecting portion 21 is connected between the opposite ends of the first connecting portion 20 and the third connecting portion 22. The second connecting portion 21 is inclined, and the lower end of the second connecting portion 21 is connected to the right end of the third connecting portion 22, and the upper end of the second connecting portion 21 is connected to the left end of the first connecting portion 20. The included angle between the second connecting portion 21 and the first connecting portion 20 is 165° - 170°, preferably 167°, and the included angle between the second connecting portion 21 and the third connecting portion 22 is 208° - 212°, preferably 210°. The first connecting portion 20, the second connecting portion 21 and the third connecting portion 22

[0040] A downward recess 220 is provided on the upper end face of the third connecting portion 22. A first connecting hole 221 is provided at the center position of the recess 220. A screw is installed in the first connecting hole 221, and the third connecting portion 22 is fixed on the rear subframe body 1 through the screw. The recess depth of the recess 220 is 8 - 11 mm. Preferably, the recess depth of the recess 220 is 9 mm.

[0041] At a position near the right end of the first connecting portion 20, there are two second connecting holes 26. The second connecting holes 26 are connected to the rear sill beam 3 by fixing screws.

[0042] The first connecting portion 20, the second connecting portion 21 and the third connecting portion 22 are integrally formed. On the upper end faces of the first connecting portion 20, the second connecting portion 21 and the third connecting portion 22, there are a first weight-reducing groove 24 and a second weight-reducing groove 25. The second weight-reducing groove 25 is located between the first connecting portion 20 and the second connecting portion 21, and the first weight-reducing groove 24 is located between the second connecting portion 21 and the third connecting portion 22. The overall weight of the mounting bracket 2 is reduced through the first weight-reducing groove 24 and the second weight-reducing groove 25, facilitating installation.

[0043] Flanges 23 are provided on the edges of the first connecting portion 20, the second connecting portion 21 and the third connecting portion 22. The height of the flanges 23 provided on the edges of the first connecting portion 20, the second connecting portion 21 and the third connecting portion 22 is 4 - 5 mm, and the width is 9 - 12 mm; the preferred height of the flanges 23 is 4.7 mm and the preferred width is 10 mm.

[0044] The above has shown and described the basic principles, main features and advantages of the present utility model. For those skilled in the art, it is obvious that the present utility model is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic features of the present utility model. Therefore, in any aspect, the embodiments should be regarded as exemplary and non-limiting. The scope of the present utility model is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present utility model. Any reference signs in the claims should not be regarded as limiting the claims involved.

[0045] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art. The above content is only to illustrate the technical idea of the present utility model and cannot be used to limit the protection scope of the present utility model. Any modification made on the basis of the technical solution according to the technical idea proposed by the present utility model falls within the protection scope of the claims of the present utility model.

Claims

1. A rear subframe body mounting bracket structure, characterized in that: It comprises a mounting bracket (2), one end of the mounting bracket (2) is fixed on the rear sub-frame body (1), and the other end of the mounting bracket (2) is fixed on the rear sill beam (3); The mounting bracket (2) comprises a first connecting portion (20) and a third connecting portion (22) which are arranged in parallel with each other, and the first connecting portion (20) and the third connecting portion (22) are projected on the same plane, a certain distance is provided between the opposite ends of the first connecting portion (20) and the third connecting portion (22), a second connecting portion (21) is obliquely connected between the opposite ends of the first connecting portion (20) and the third connecting portion (22), the first connecting portion (20) is mounted on the rear sub-frame body (1), and the third connecting portion (22) is mounted on the rear sill beam (3).

2. The rear subframe body mounting bracket structure according to claim 1, characterized in that: The included angle between the second connecting portion (21) and the first connecting portion (20) is 165° to 170°; the included angle between the second connecting portion (21) and the third connecting portion (22) is 208° to 212°.

3. The rear subframe body mounting bracket structure according to claim 1, characterized in that: A recessed portion (220) is provided on the third connecting portion (22) at a position away from the second connecting portion (21), and a first connecting hole (221) is provided on the recessed portion (220), and the first connecting hole (221) is connected to the rear sub-frame body (1) by means of screws.

4. The rear subframe body mounting bracket structure according to claim 3, characterized in that: The recessed portion (220) has a depth of 8 to 11 mm.

5. The rear sub-frame body mounting bracket structure according to claim 1, characterized in that: The first connecting portion (20) is provided with a second connecting hole (26), and the second connecting hole (26) is connected to the rear sill beam (3) via screws.

6. The rear subframe body mounting bracket structure according to claim 1, characterized in that: A second weight-reducing groove (25) is provided on the second connecting portion (21) and the first connecting portion (20); A first weight-reducing groove (24) is provided between the second connecting portion (21) and the third connecting portion (22).

7. The rear sub-frame mounting bracket structure according to claim 2, characterized in that: The edges of the first connecting portion (20), the second connecting portion (21) and the third connecting portion (22) are all provided with flanges (23).

8. The rear sub-frame body mounting bracket structure according to claim 7, characterized in that: The flange (23) has a height of 4 to 5 mm and a width of 9 to 12 mm.

9. The rear sub-frame mounting bracket structure according to claim 1, characterized in that: The first connecting portion (20), the second connecting portion (21) and the third connecting portion (22) in the mounting bracket (2) are integrally formed.

10. The rear sub-frame body mounting bracket structure according to claim 2, characterized in that: The thickness of the mounting bracket (2) is 2 to 3 mm.

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