Suspension support of automobile, frame structure and automobile

Abstract

The utility model provides an automobile suspension support, a frame structure and an automobile, the suspension support is used for connecting a motor and a front longitudinal beam assembly, and a first connecting part and a second connecting part which are used for connecting the front longitudinal beam assembly are arranged at the two ends of a suspension cross beam in the length direction. The first connecting part comprises a first connecting hole and a second connecting hole which are spaced in the width direction of the suspension cross beam, and the second connecting part comprises a third connecting hole and a fourth connecting hole which are spaced in the width direction of the suspension cross beam; according to the technical scheme, the motor mounting device at least has the advantages that the motor mounting unit is arranged on the suspension support, the suspension support provides mounting point positions for the motor, the motor mounting structure is simplified, when the motor is mounted on the motor mounting unit, the motor mounting unit is arranged on the motor mounting unit, and the motor mounting unit is arranged on the suspension cross beam and used for being connected with the motor. A blocking structure of an original auxiliary frame does not exist, installation is more convenient and faster, the overall weight of the frame is reduced, the effect of light weight is achieved, and the installation space of the motor is enlarged.

Description

Technical Field

[0001] This application relates to the field of automotive structural technology, specifically to an automotive suspension bracket, a frame structure, and an automotive. Background Technology

[0002] With the development of the automotive industry and the increasing demand for energy conservation and emission reduction, lightweight vehicle body design has become an important topic in the field of automotive structural design. As a connecting component of the vehicle frame, the suspension has two main functions: one is to support the weight of the power unit, and the other is to isolate the vibration and noise transmitted from the power unit to the vehicle body.

[0003] In the existing technology, most suspension mounts are installed on the vehicle body through brackets or other connectors. This connection method will occupy the main space inside the vehicle, resulting in insufficient installation space and assembly difficulties when installing the power unit, and increasing the overall weight of the car. Utility Model Content

[0004] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a car suspension bracket, a frame structure and a car, to solve the problem that in the existing technology, when the suspension is installed, the bracket or other connecting parts occupy the main space inside the car, resulting in insufficient installation space, assembly difficulties and increased overall car weight when installing the power unit.

[0005] To achieve the above and other related objectives, this utility model provides a vehicle suspension bracket for connecting a motor and a front longitudinal beam assembly, comprising:

[0006] A suspension beam has a first connecting portion and a second connecting portion at both ends along its length for connecting to a front longitudinal beam assembly. The first connecting portion includes a first connecting hole and a second connecting hole, which are located on different axes in the width direction of the suspension beam. The second connecting portion includes a third connecting hole and a fourth connecting hole, which are located on different axes in the width direction of the suspension beam.

[0007] A motor mounting unit is mounted on the suspension beam and is used to connect the motor.

[0008] Optionally, the first connecting hole and the second connecting hole are located on different axes along the length of the suspension beam, and the third connecting hole and the fourth connecting hole are located on different axes along the length of the suspension beam.

[0009] Optionally, along the length of the suspension beam, the first connecting hole is closer to the suspension beam than the second connecting hole, and the third connecting hole is closer to the suspension beam than the fourth connecting hole.

[0010] Optionally, a first weight-reduction structure is provided on the suspension beam.

[0011] Optionally, the first connecting portion and / or the second connecting portion are provided with a second weight reduction structure.

[0012] Optionally, the first connecting portion and the second connecting portion are formed by extending the suspension beam outward.

[0013] Optionally, the first connecting portion or the second connecting portion is provided with a recessed clearance portion.

[0014] Optionally, the side width of the first connecting portion and / or the second connecting portion away from the suspension beam is greater than the side width of the portion closer to the suspension beam.

[0015] Optionally, the suspension beam has a first mounting hole along its width, and the motor mounting unit includes a suspension bushing disposed in the first mounting hole.

[0016] Optionally, the suspension bushing includes an inner core, a shock-absorbing component outer sleeve of the inner core, and an outer sleeve covering the shock-absorbing component. The inner core has a second mounting hole, and the end of the inner core is provided with an anti-rotation structure for circumferential positioning of the motor. The anti-rotation structure protrudes from the outer sleeve along the axial direction of the inner core.

[0017] Optionally, two first mounting holes are arranged along the length of the suspension beam, and the suspension bushing is interference-fitted with the first mounting hole.

[0018] This application also provides a vehicle frame structure, including a front longitudinal beam assembly and a vehicle suspension bracket as described above. The front longitudinal beam includes a first longitudinal beam, a second longitudinal beam, and a connecting beam connecting the first longitudinal beam and the second longitudinal beam, arranged in parallel. A first support portion is provided at the junction of the first longitudinal beam and the connecting beam, and a second support portion is provided at the junction of the second longitudinal beam and the connecting beam. The first connecting hole and the third connecting hole are respectively connected to the connecting beam by a set of bolts; the second connecting hole is connected to the first support portion by a set of bolts, and the fourth connecting hole is connected to the second support portion by a set of bolts.

[0019] Optionally, the first longitudinal beam, the second longitudinal beam, the connecting beam, the first support portion, and the second support portion are integrally formed.

[0020] This application also provides an automobile, including the frame structure as described above.

[0021] As described above, the beneficial effects of the technical solution in this utility model include at least the following: This utility model connects to the front longitudinal beam through a suspension bracket, and a motor mounting unit is provided on the suspension bracket. The suspension bracket provides mounting points for the motor, simplifying the motor mounting structure. When the motor is mounted on the motor mounting unit, there is no obstruction structure like that of the previous subframe, making installation more convenient and faster. Moreover, while simplifying the motor mounting structure, it also reduces the overall weight of the frame, achieving a lightweight effect. Furthermore, it increases the installation space for the motor, allowing for the selection of a larger power motor or the installation of other parts. Attached Figure Description

[0022] Figure 1 The diagram shows a front view of the suspension bracket as an exemplary embodiment of the present invention.

[0023] Figure 2 The diagram shows a structural schematic of the suspension bracket from the Y1 direction, which is an exemplary embodiment of the present invention.

[0024] Figure 3 The diagram shown is an exploded view of a suspension bracket as an exemplary embodiment of the present invention.

[0025] Figure 4 Shown as an exemplary embodiment of this utility model Figure 3 Enlarged view of point A in the middle;

[0026] Figure 5 Shown as an exemplary embodiment of this utility model Figure 3 Enlarged view of point B in the middle;

[0027] Figure 6 The diagram shows a schematic diagram of the rear structure of a suspension bracket as an exemplary embodiment of the present invention;

[0028] Figure 7 The diagram shows a suspension bushing structure as an exemplary embodiment of the present invention.

[0029] Figure 8 Shown is a cross-sectional view of the suspension bushing as an exemplary embodiment of the present invention;

[0030] Figure 9 The diagram shows a vehicle frame structure as an exemplary embodiment of the present invention.

[0031] Figure 10 The image shown is a top view of the vehicle frame structure, which is an exemplary embodiment of the present invention.

[0032] Part number explanation:

[0033] 1. Suspension beam; 2. First connecting part; 21. First connecting hole; 22. Second connecting hole; 3. Second connecting part; 31. Third connecting hole; 32. Fourth connecting hole; 4. Suspension bushing; 41. Inner core; 42. Shock-absorbing component; 43. Outer sleeve; 44. Anti-rotation structure; 45. Second mounting hole; 5. First weight-reducing groove; 6. Second weight-reducing groove; 7. Clearance part; 8. Third weight-reducing groove; 9. First mounting hole; 10. First longitudinal beam; 11. Second longitudinal beam; 12. Connecting beam; 13. First support part; 14. Second support part. Detailed Implementation

[0034] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model.

[0035] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0036] Numerous details are explored in the following description to provide a more thorough explanation of embodiments of the present disclosure. However, it will be apparent to those skilled in the art that embodiments of the present disclosure may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present disclosure.

[0037] It should be noted that in this embodiment, the roof is on top, the bottom is on the bottom, the front is in front, and the rear is behind as a reference. The length direction of the vehicle body is the front-to-back direction, and the width direction is the left-to-right direction.

[0038] In this embodiment, X1 and X2 directions in the figure represent the vehicle width direction, and X1 and X2 directions are opposite; Y1 and Y2 directions represent the vehicle length direction, and Y1 and Y2 directions are opposite.

[0039] Please see Figure 1 , Figure 2 and Figure 3This embodiment illustrates a vehicle suspension bracket for connecting a motor and a front longitudinal beam assembly. It includes a suspension crossbeam 1 and a motor mounting unit. The suspension crossbeam 1 has a first connecting portion 2 at one end along its length and a second connecting portion 3 at the other end. The first connecting portion 2 includes a first connecting hole 21 and a second connecting hole 22, located on different axes in the width direction (front-rear direction) of the suspension crossbeam 1. There is a gap between the first connecting hole 21 and the second connecting hole 22 in the front-rear direction. The gap between the first connecting hole 21 and the second connecting hole 22 in the width direction of the suspension crossbeam 1 is greater than zero, forming two front-rear... The second connection part 3 includes a third connection hole 31 and a fourth connection hole 32. The third connection hole 31 and the fourth connection hole 32 are located on different axes in the width direction (front and rear direction of the vehicle body) of the suspension beam 1. In the front and rear direction of the vehicle body, there is a gap between the third connection hole 31 and the fourth connection hole 32. The gap between the third connection hole 31 and the fourth connection hole 32 in the width direction of the suspension beam 1 is greater than zero, so that the force is more even and the connection between the suspension beam 1 and the front longitudinal beam assembly is more stable, avoiding the suspension beam 1 from swaying due to the weight of the motor, forming two connection positions at the front and rear. The motor mounting unit is set on the suspension beam 1 and is used to connect the motor.

[0040] In one embodiment of this application, the suspension bracket includes a suspension crossbeam 1 body. The suspension crossbeam 1 is a long strip structure. In this embodiment, the cross-section of the suspension crossbeam 1 along its length direction is a quadrilateral structure (or the top and bottom surfaces of the suspension crossbeam 1 are flat, and its sides are arc-shaped). The suspension crossbeam 1 is placed horizontally, and its length direction is perpendicular to the length direction of the vehicle. The first connecting part 2 and the second connecting part 3 are both integrally formed with the suspension crossbeam 1. The width of the end of the first connecting part 2 away from the suspension crossbeam 1 is greater than the width of the end near the suspension crossbeam 1. The width of the end of the second connecting part 3 away from the suspension crossbeam 1 is greater than the width of the end near the suspension crossbeam 1. A first connecting hole 21 and a second connecting hole 22 are provided on the first connecting part 2. The second connecting part 3 is provided with a third connecting hole 31 and a fourth connecting hole 32. The first connecting hole 21, the second connecting hole 22, the third connecting hole 31 and the fourth connecting hole 32 are all through holes. Four bolts pass through the first connecting hole 21, the second connecting hole 22, the third connecting hole 31 and the fourth connecting hole 32 respectively, and fix the suspension bracket as a whole to the front longitudinal beam assembly. The first connecting hole 21 and the second connecting hole 22 are staggered in the width direction of the suspension beam 1, and the third connecting hole 31 and the fourth connecting hole 32 are staggered in the width direction of the suspension beam 1. That is, the line connecting the first connecting hole 21, the second connecting hole 22, the third connecting hole 31 and the fourth connecting hole 32 forms a quadrilateral, thereby realizing the overall fixation of the suspension bracket.

[0041] like Figure 1As shown, in one embodiment of this application, specifically, the width of the first connecting part 2 in the X1 direction is greater than the width of the first connecting part 2 in the X2 direction, and the width of the second connecting part 3 in the X2 direction is greater than the width of the second connecting part 2 in the X1 direction. The first connecting part 2 and the second connecting part 3 are arranged in a trapezoidal shape. The end width of the first connecting part 2 in the X1 direction is larger for connecting with the vehicle body, making the connection easier, while the end width of the first connecting part 2 in the X2 direction is smaller, reducing the overall weight of the vehicle. The second connecting part 3 has the same structure as the first connecting part 2, so the effect is the same.

[0042] In one embodiment of this application, a motor mounting unit is further provided on the suspension crossbeam 1. The motor mounting unit is used to support and install the motor and fix one side of the motor. The other side of the motor is fixed to the frame and connected to the front longitudinal beam through the suspension bracket. The motor mounting unit is provided on the suspension bracket, which provides the mounting point for the motor, simplifying the motor mounting structure. When the motor is mounted on the motor mounting unit, there is no obstruction structure of the previous subframe, making the installation more convenient and quick. Moreover, while simplifying the motor mounting structure, the overall weight of the frame is reduced, resulting in a lightweight effect. In addition, the installation space for the motor is increased, allowing for the selection of a larger power motor or the installation of other parts.

[0043] The suspension beam 1 is fixedly connected to the front longitudinal beam assembly through the first connecting part 2 and the second connecting part 3 at both ends. The suspension beam 1 is located above the front longitudinal beam assembly. The surface of the suspension beam 1 that is close to the front longitudinal beam assembly is the bottom surface, and the surface of the suspension beam 1 that is away from the front longitudinal beam assembly is the top surface.

[0044] like Figure 2 As shown, the first connecting part 2 and the second connecting part 3 are formed by the outward extension of the suspension beam 1 (extending in the width direction and / or length direction), making the connection more stable.

[0045] In one embodiment of this application, specifically, the first connecting part 2 and the second connecting part 3 are respectively disposed at both ends of the suspension beam 1 along its length. The first connecting part 2 and the second connecting part 3 are both extended from both ends of the suspension beam 1. The first connecting part 2 and the second connecting part 3 are integrally formed with the suspension beam 1. The first connecting part 2 is disposed in the X1 direction of the suspension beam 1, and the second connecting part 3 is disposed in the X2 direction of the suspension beam 1.

[0046] like Figure 1 , Figure 3 and Figure 6As shown, the first connecting hole 21 and the second connecting hole 22 are offset along the length of the suspension beam 1, and the third connecting hole 31 and the fourth connecting hole 32 are also offset along the length of the suspension beam 1. That is, in the X1 direction of the suspension beam 1, the distance between the first connecting hole 21 and the second connecting hole 22 is greater than zero, and the distance between the third connecting hole 31 and the fourth connecting hole 32 is also greater than zero, which makes it easier to install the suspension beam 1.

[0047] In one embodiment of this application, the line connecting the first connecting hole 21 and the second connecting hole 22 intersects the length direction of the suspension beam 1, and the line connecting the third connecting hole 31 and the fourth connecting hole 32 intersects the length direction of the suspension beam 1.

[0048] In one embodiment of this application, the first connecting hole 21 is located at the Y1 direction end of the first connecting part 2, the second connecting hole 22 is located at the Y2 direction end of the first connecting part 2, the third connecting hole 31 is located at the Y1 direction end of the second connecting part 3, and the fourth connecting hole 32 is located at the Y2 direction end of the second connecting part 3. The first connecting hole 21, the second connecting hole 22, the third connecting hole 31, and the fourth connecting hole 32 are located in four directions, making the installation of the suspended crossbeam 1 more stable. Under the condition that other conditions remain unchanged, increasing the distance between the connection points can reduce the relative displacement between the connection points when the structure is subjected to external forces, thereby enhancing the overall rigidity and stability of the structure, distributing the force evenly, reducing the risk of single-point force, and thus improving the overall stability.

[0049] Along the length of the suspension beam 1, the first connecting hole 21 is closer to the suspension beam 1 than the second connecting hole 22, and the third connecting hole 31 is closer to the suspension beam 1 than the fourth connecting hole 32.

[0050] like Figure 1 and Figure 3 As shown, in one embodiment of this application, the first connecting hole 21 and the second connecting hole 22 are both disposed at the X1 direction end of the first connecting portion 2, and the first connecting hole 21 and the second connecting hole 22 are respectively located at the two ends of the Y1 direction and the Y2 direction of the first connecting portion 2. The Y1 direction end of the first connecting portion 2 is closer to the suspension beam 1 than the Y2 direction end of the first connecting portion 2. The third connecting hole 31 and the fourth connecting hole 32 are both disposed at the X2 direction end of the second connecting portion 3, and the third connecting hole 31 and the fourth connecting hole 32 are both disposed at the two ends of the Y1 direction and the Y2 direction. The Y1 direction end of the second connecting portion 3 is closer to the suspension beam 1 than the Y2 direction end of the first connecting portion 2.

[0051] In one embodiment of this application, the width of the first connecting portion 2 gradually increases along the X1 direction (the width of the first connecting portion 2 in the Y1 or Y2 direction increases linearly along the X1 direction), and the two sides of the first connecting portion 2 gradually extend along the X1 direction along the Y1 direction and the Y2 direction respectively, which makes it easier to connect with the front longitudinal beam assembly.

[0052] In one embodiment of this application, the width of the second connecting portion 3 gradually increases along the X2 direction (the width of the second connecting portion 3 in the Y1 or Y2 direction increases linearly along the X2 direction), and the two sides of the second connecting portion 3 gradually extend along the X2 direction along the Y1 and Y2 directions respectively, which makes it easier to connect with the front longitudinal beam assembly.

[0053] Please see Figure 1 and Figure 3 A first weight-reduction structure is provided on the suspension beam 1.

[0054] In one embodiment of this application, the first weight reduction structure is a first weight reduction groove 5. The first weight reduction groove 5 is disposed at the Y1 direction end of the middle part of the suspension beam 1. The first weight reduction groove 5 is cut along the bottom surface of the suspension beam 1, cutting the Y1 direction side of the suspension beam 1, forming a stepped weight reduction groove on the bottom surface of the suspension beam 1. The two sides of the first weight reduction groove 5 are inclined towards the X1 and X2 directions respectively. The side wall of the first weight reduction groove 5 near the first connecting part 2 is gradually inclined towards the X1 direction from bottom to top. The side wall of the first weight reduction groove 5 near the second connecting part 3 is gradually inclined towards the X2 direction from bottom to top.

[0055] In one embodiment of this application, the first weight-reducing structure is a plurality of fourth weight-reducing grooves arranged in parallel, with the plurality of fourth weight-reducing grooves arranged along the Y1 direction end of the middle part of the suspension beam 1.

[0056] In one embodiment of this application, the first weight-reduction structure is a first weight-reduction hole, and at least one first weight-reduction hole is provided. The first weight-reduction hole can be a waist-shaped hole, a circular hole, an irregular hole, or other controllable structure that can achieve the weight-reduction function.

[0057] In one embodiment of this application, the first weight-reducing structure is a weight-reducing cavity, which is located inside the suspension beam 1. For example... Figure 6 As shown, in one embodiment of this application, a second weight-reducing groove 6 is also provided on the suspension beam 1. The second weight-reducing groove 6 is provided on the top surface of the suspension beam 1. Multiple second weight-reducing grooves 6 are provided (two or more can be provided). In this embodiment, the second weight-reducing grooves 6 are arranged in two columns. Both columns of weight-reducing grooves are arranged sequentially along the length direction of the suspension beam 1. Each weight-reducing groove has the same structure, which reduces the overall weight of the suspension beam 1 and has the effect of lightweighting.

[0058] The first connecting part 2 or the second connecting part 3 is provided with a recessed relief part 7.

[0059] like Figure 1 , Figure 3 and Figure 4 As shown, in one embodiment of this application, the first connecting portion 2 is provided with a clearance portion 7. The clearance portion 7 is bent, that is, the edge of the first connecting portion 2 in the X1 direction is bent towards the X2 direction at the end of the edge in the Y1 direction, forming a clearance portion 7 that avoids the body mounting parts.

[0060] Optionally, the second connecting portion 3 is provided with a recessed avoidance portion 7, and the edge of the second connecting portion 3 in the X2 direction is bent towards the X1 direction at the end in the Y1 direction to form an avoidance portion 7 that avoids the body parts.

[0061] Please see Figure 1 , Figure 3 , Figure 4 and Figure 5 The first connecting part 2 and / or the second connecting part 3 are provided with a second weight reduction structure.

[0062] In one embodiment of this application, the first connecting portion 2 is provided with a second weight-reducing structure, which is a third weight-reducing groove 8. The third weight-reducing groove 8 is disposed on the bottom surface of the first connecting portion 2. When the first connecting portion 2 is provided with a clearance portion 7, the end of the first connecting portion 2 in the Y1 direction is disposed close to the suspension beam 1. One third weight-reducing groove 8 is provided, and the third weight-reducing groove 8 is cut to fit the shape of the bottom surface of the first connecting portion 2. The first connecting hole 21 is located outside the third weight-reducing groove 8, and the second connecting hole 22 is also located outside the third weight-reducing groove 8. The inner wall of the third weight-reducing groove 8 and the outer wall of the first connecting part 2 have a wall thickness that can support and fix it. When the first connecting part 2 is not provided with the avoidance part 7, there is a distance between the end of the first connecting part 2 in the Y1 direction and the suspension beam 1. The third weight-reducing groove 8 is cut along the bottom surface of the first connecting part 2. The inner wall of the third weight-reducing groove 8 and the outer wall of the first connecting part 2 have a wall thickness that can support and fix it. In addition, two intersecting reinforcing ribs are also provided inside the third weight-reducing groove 8, which reduces the overall weight of the suspension beam 1 and has a lightweight effect.

[0063] In one embodiment of this application, the second connecting portion 3 is provided with a second weight-reducing structure, which is a third weight-reducing groove 8. The third weight-reducing groove 8 is disposed on the bottom surface of the second connecting portion 3. When the second connecting portion 3 is provided with a clearance portion 7, the end of the second connecting portion 3 in the Y1 direction is disposed close to the suspension beam 1. One third weight-reducing groove 8 is provided, and one third weight-reducing groove 8 is cut to fit the bottom surface shape of the first connecting portion 2. The third connecting hole 31 is located outside the third weight-reducing groove 8, and the fourth connecting hole 32 is also located outside the third weight-reducing groove 8. The inner wall of the third weight-reducing groove 8 and the outer wall of the second connecting part 3 have a wall thickness that can support and fix it. When the second connecting part 3 is not provided with the avoidance part 7, there is a distance between the end of the second connecting part 3 in the Y1 direction and the suspension beam 1. The third weight-reducing groove 8 is cut along the bottom surface of the second connecting part 3. The inner wall of the third weight-reducing groove 8 and the outer wall of the second connecting part 3 have a wall thickness that can support and fix it. In addition, two intersecting reinforcing ribs are also provided inside the third weight-reducing groove 8, which reduces the overall weight of the suspension beam 1 and has a lightweight effect.

[0064] In one embodiment of this application, specifically, the first connecting part 2 and the second connecting part 3 are both plate-shaped structures. The first connecting part 2 and the third connecting part 3 are each provided with two cylindrical connecting blocks. The two cylindrical connecting blocks on the first connecting part 2 are respectively provided with a first connecting hole 21 and a second connecting hole 22, and the two cylindrical connecting blocks on the second connecting part 3 are respectively provided with a third connecting hole 31 and a fourth connecting hole 32, thereby forming a second weight reduction structure.

[0065] In one embodiment of this application, both the first connecting part 2 and the second connecting part 3 are provided with hollow weight-reducing cavities, thereby forming a second weight-reducing structure.

[0066] In one embodiment of this application, the first connecting portion 2 is not provided with the avoidance portion 7, while the second connecting portion 3 is provided with the avoidance portion 7. The edges of the second connecting portion 3 in the X2 and Y1 directions are bent and recessed toward the suspension beam 1 to form the avoidance portion 7; or the edges of the second connecting portion 3 away from the suspension beam 1 are cut off to form an arc-shaped avoidance portion that bends toward the suspension beam 1.

[0067] The suspension beam 1 has a first mounting hole 9 along its width direction, and the motor mounting unit includes a suspension bushing 4 disposed in the first mounting hole.

[0068] Please see Figure 3In one embodiment of this application, a first mounting hole 9 is provided on the side of the suspension beam 1 in the width direction. There are two first mounting holes 9 arranged side by side. There are two motor mounting units. The two motor mounting units are respectively fixedly installed in the two first mounting holes 9. The motor mounting units are used to fix one end of the motor. Each motor mounting unit includes a suspension bushing 4 (in this embodiment, the motor mounting unit is the suspension bushing 4). The two suspension bushings 4 are respectively fixedly installed in the two first mounting holes 9.

[0069] In one embodiment of this application, the suspension beam 1 has two first mounting holes 9 located at both ends in the length direction. The two first mounting holes 9 are respectively located near the first connecting part 2 and the second connecting part 3. The height of the two first mounting holes 9 on the suspension beam 1 is higher than the height of other parts of the suspension beam 1, ensuring the overall strength of the suspension beam 1. The height of the suspension beam 1 gradually decreases from the location of the first mounting holes 9 towards the middle, which can reduce the overall weight of the suspension beam 1 and has a lightweight effect, while still meeting the installation strength requirements of the suspension beam 1.

[0070] Please see Figure 3 , Figure 7 and Figure 8 The suspension bushing 4 includes an inner core 41, a shock-absorbing component 42 that is outer sleeved on the inner core 41, and an outer sleeve 43 that covers the shock-absorbing component 42. The inner core 41 is provided with a second mounting hole 45. The end of the inner core 41 is provided with an anti-rotation structure 44 for circumferential positioning of the motor. The anti-rotation structure 44 protrudes from the outer sleeve 43 along the axial direction of the inner core 41.

[0071] In one embodiment of this application, the suspension bushing 4 includes an inner core 41, a shock-absorbing component 42, and an outer sleeve 43. Both the inner core 41 and the shock-absorbing component 42 are located inside the outer sleeve 43. The inner core 41 is disposed inside the shock-absorbing component 42. The outer sleeve is made of nylon material (called polyamide, abbreviated as PA, which has good mechanical properties, wear resistance, self-lubrication, and chemical stability). The inner core 41 is made of cast aluminum material, which has high strength and good corrosion resistance, maintaining stability in various environments. The shock-absorbing component 42 is a rubber main spring (common materials for rubber main springs include ethylene propylene diene monomer (EPDM) and natural rubber (NBR). These materials have excellent elasticity, durability, and chemical corrosion resistance, meeting the requirements of rubber main springs under various working conditions. The rubber main spring has good elastic deformation capability. It can adapt to load changes under different working conditions, ensuring stable support for the engine. It bears and transmits the weight of the engine through its own elastic deformation. At the same time, the rubber main spring utilizes its own elastic damping characteristics to effectively attenuate and isolate the vibration and impact of the engine. When the engine is working, the vibration and impact generated are absorbed by the rubber main spring and converted into heat energy, thereby reducing the impact on other parts of the car, improving ride comfort and overall vehicle performance. The inner core 41, shock absorber 42, and outer sleeve 43 are vulcanized together. The shock absorber 42 and outer sleeve 43 have the same length. The outer sleeve 43 completely wraps around the shock absorber 42. The Y2 direction protrusion of the inner core 41 is set with the shock absorber 42 and outer sleeve 43. The part of the inner core 41 that protrudes from the shock absorber 42 and outer sleeve 43 is an anti-rotation structure 44. The anti-rotation structure 44 cooperates with the motor to prevent the motor from rotating circumferentially.

[0072] In one embodiment of this application, the first mounting hole 9 is a circular through hole, and the outer sleeve 43 is a circular tube structure.

[0073] In one embodiment of this application, a second mounting hole 45 is provided in the middle of the inner core 41. The second mounting hole 45 is opened along the Y1 or Y2 direction. The second mounting hole 45 is a through hole that completely penetrates both ends of the inner core 41. Bolts pass through the second mounting hole 45 to fix the motor.

[0074] In one embodiment of this application, both ends of the inner core 41 in the Y1 and Y2 directions protrude from the shock-absorbing component 42 and the outer sleeve 43.

[0075] In one embodiment of this application, the anti-rotation structure 44 has a limiting surface that restricts the rotation of the motor.

[0076] In one embodiment of this application, the anti-rotation structure 44 is a boss with a polygonal cross-section, such as a rectangle or pentagon. In this example, the cross-section of the anti-rotation structure 44 is a rhombus structure.

[0077] In one embodiment of this application, the limiting surface of the anti-rotation structure 44 is bent toward the direction of the second mounting hole 45. The anti-rotation structure 44 is a rhomboid structure, and all four sides of the rhomboid anti-rotation structure 44 are limiting surfaces. The second mounting hole 45 is located in the middle of the four limiting surfaces. The four limiting surfaces are bent and recessed toward the second mounting hole 45 to form an inwardly concave arc-shaped limiting surface, which improves the limiting and anti-rotation effect.

[0078] In one embodiment of this application, the inner core 41, the shock-absorbing component 42, and the outer sleeve 43 are all cylindrical structures, and the first mounting hole 9 is a circular hole.

[0079] There are two first mounting holes 9 along the length of the suspension beam 1, and the suspension bushing 4 is interference-fitted with the first mounting hole 9.

[0080] In one embodiment of this application, the outer tube 43 of the suspension bushing 4 has a diameter larger than the diameter of the first mounting hole 9, and the suspension bushing 4 and the first mounting hole 9 are assembled together by interference fit.

[0081] In one embodiment of this application, both the inner core 41 and the shock-absorbing component 42 are provided with multiple irregularly shaped weight-reducing holes, which reduce the overall weight of the inner core 41 and the shock-absorbing component 42 and have a lightweight effect.

[0082] Please see Figure 9 and Figure 10 This application also provides a vehicle frame structure, including a front longitudinal beam assembly and a vehicle suspension bracket as described above. The front longitudinal beam includes a first longitudinal beam 10, a second longitudinal beam 11 arranged in parallel, and a connecting beam 10 connecting the first longitudinal beam 10 and the second longitudinal beam 11. A first support portion 13 is provided at the junction of the first longitudinal beam 10 and the connecting beam 10, and a second support portion 14 is provided at the junction of the second longitudinal beam 11 and the connecting beam 10. A first connecting hole 21 and a third connecting hole 31 are respectively connected to the connecting beam 10 by a set of bolts; a second connecting hole 22 is connected to the first support portion 13 by a set of bolts, and a fourth connecting hole 32 is connected to the second support portion 14 by a set of bolts.

[0083] In one embodiment of this application, the front longitudinal beam assembly includes a first longitudinal beam 10, a second longitudinal beam 11, and a connecting beam 10. The first longitudinal beam 10 and the second longitudinal beam 11 are arranged side by side. The end of the first longitudinal beam 10 in the Y1 direction is integrally formed with one end of the connecting beam 10, and the other end of the connecting beam 10 is integrally formed with the end of the second longitudinal beam 11 in the Y1 direction. Both the first longitudinal beam 10 and the second longitudinal beam 11 are arranged along the Y1 direction, and the connecting beam 10 is arranged along the X1 direction. A first support portion 13 is provided at the junction of the first longitudinal beam 10 and the connecting beam 10, and a second support portion 14 is provided at the junction of the second longitudinal beam 11 and the connecting beam 10.

[0084] The first support part 13 includes a first support plate, a first guard plate, and a first reinforcing block. The first support plate is placed horizontally. The side of the first support plate in the Y1 direction is integrally formed with the side of the connecting beam 10 in the Y2 direction. The side of the first support plate in the X1 direction is integrally formed with the side of the first longitudinal beam 10 in the X2 direction. The first guard plate has an L-shaped structure and is set vertically. The first guard plate is perpendicular to the first support plate. The inner side of the first guard plate is integrally formed with the side of the first support plate in the Y2 direction and the side of the first support plate in the X2 direction. One end of the first guard plate is integrally formed with the side of the connecting beam 10 in the Y2 direction, and the other end of the first guard plate is integrally formed with the side of the first longitudinal beam 10 in the X2 direction. The first reinforcing block is set on the first support plate. The side of the first reinforcing block is integrally formed with the corner of the first guard plate. A fifth connecting hole is opened on the first reinforcing block. Bolts pass through the second connecting hole 22 and the fifth connecting hole for fixing.

[0085] The second support part 14 includes a second support plate, a second guard plate, and a second reinforcing block. The second support plate is placed horizontally, and the side of the second support plate in the Y1 direction is integrally formed with the side of the connecting beam 10 in the Y2 direction. The side of the second support plate in the X2 direction is integrally formed with the side of the second longitudinal beam 11 in the X1 direction. The second guard plate has an L-shaped structure and is set vertically. The second guard plate is perpendicular to the second support plate. The inner side of the second guard plate is integrally formed with the side of the second support plate in the Y2 direction and the side in the X1 direction. One end of the second guard plate is integrally formed with the side of the connecting beam 10 in the Y2 direction, and the other end of the second guard plate is integrally formed with the side of the second longitudinal beam 11 in the X2 direction. The second reinforcing block is set on the second support plate, and the side of the second reinforcing block is integrally formed with the corner of the second guard plate. A sixth connecting hole is opened on the second reinforcing block, and bolts are fixed by passing through the fourth connecting hole 32 and the sixth connecting hole.

[0086] The connecting beam 10 is also provided with a seventh connecting hole and an eighth connecting hole. The seventh connecting hole mates with the first connecting hole 21, and bolts pass through the first connecting hole 21 and the seventh connecting hole for fixing. The eighth connecting hole mates with the third connecting hole 31, and bolts pass through the third connecting hole 31 and the eighth connecting hole for fixing.

[0087] This application also provides an automobile, including the aforementioned frame structure.

[0088] The structure of this embodiment is easy to install. First, the suspension bushing and suspension bracket are assembled together using an interference fit. Then, the suspension bracket is fixed to the front longitudinal beam assembly with bolts. Finally, the motor is installed. The entire installation process is simple and quick, and there are no obstructing parts when installing the motor, making installation more convenient, reducing the number of motor mounting parts, and increasing the motor installation space. Moreover, weight-reducing structures are provided on the suspension crossbeam, the first connecting part, the second connecting part, and the suspension bushing, which can reduce the overall weight of the suspension bracket, thereby reducing the overall weight of the vehicle and achieving a lightweighting effect.

[0089] In the description of this utility model, it should be understood that 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., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0090] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0091] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A suspension bracket for an automobile, used to connect a motor and a front longitudinal beam assembly, characterized in that, include: A suspension beam has a first connecting portion and a second connecting portion at both ends along its length for connecting to a front longitudinal beam assembly. The first connecting portion includes a first connecting hole and a second connecting hole, which are located on different axes in the width direction of the suspension beam. The second connecting portion includes a third connecting hole and a fourth connecting hole, which are located on different axes in the width direction of the suspension beam. A motor mounting unit is mounted on the suspension beam and is used to connect the motor.

2. The vehicle suspension bracket according to claim 1, characterized in that: The first connecting hole and the second connecting hole are located on different axes along the length of the suspension beam, and the third connecting hole and the fourth connecting hole are located on different axes along the length of the suspension beam.

3. A vehicle suspension bracket according to claim 2, characterized in that: Along the length of the suspension beam, the first connecting hole is closer to the suspension beam than the second connecting hole, and the third connecting hole is closer to the suspension beam than the fourth connecting hole.

4. The vehicle suspension bracket according to claim 1, characterized in that: The suspension beam is equipped with a first weight reduction structure.

5. A vehicle suspension bracket according to claim 1, characterized in that: The first connecting part and / or the second connecting part are provided with a second weight reduction structure.

6. A vehicle suspension bracket according to claim 1, characterized in that: The first connecting portion and the second connecting portion are formed by extending the suspension beam outward.

7. A vehicle suspension bracket according to claim 1, characterized in that: The first or second connecting part is provided with a recessed clearance portion.

8. A vehicle suspension bracket according to claim 1, characterized in that: The width of the side of the first connecting portion and / or the second connecting portion away from the suspension beam is greater than the width of the side of the portion closer to the suspension beam.

9. A vehicle suspension bracket according to any one of claims 1-8, characterized in that: The suspension beam has a first mounting hole along its width, and the motor mounting unit includes a suspension bushing disposed in the first mounting hole.

10. A vehicle suspension bracket according to claim 9, characterized in that: The suspension bushing includes an inner core, a shock-absorbing component outer sleeve of the inner core, and an outer sleeve covering the shock-absorbing component. The inner core has a second mounting hole, and the end of the inner core is provided with an anti-rotation structure for circumferential positioning of the motor. The anti-rotation structure protrudes from the outer sleeve along the axial direction of the inner core.

11. A vehicle suspension bracket according to claim 9, characterized in that: There are two first mounting holes arranged along the length of the suspension beam, and the suspension bushing is interference-fitted with the first mounting hole.

12. A vehicle frame structure, characterized in that, The invention includes a front longitudinal beam assembly and a vehicle suspension bracket as described in any one of claims 1-11. The front longitudinal beam includes a first longitudinal beam, a second longitudinal beam, and a connecting beam connecting the first longitudinal beam and the second longitudinal beam, wherein a first support portion is provided at the junction of the first longitudinal beam and the connecting beam, and a second support portion is provided at the junction of the second longitudinal beam and the connecting beam. The first connecting hole and the third connecting hole are respectively connected to the connecting beam by a set of bolts; the second connecting hole is connected to the first support portion by a set of bolts, and the fourth connecting hole is connected to the second support portion by a set of bolts.

13. A vehicle frame structure according to claim 12, characterized in that: The first longitudinal beam, the second longitudinal beam, the connecting beam, the first support part, and the second support part are integrally formed.

14. An automobile, characterized in that: Includes the frame structure as described in claim 12 or 13.

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