New energy automobile front auxiliary frame with butterfly type main body structure

Abstract

The utility model relates to the field of electric automobile manufacturing and design, in particular to a new energy automobile front auxiliary frame with a butterfly type main body structure. The front auxiliary frame of the new energy automobile with the butterfly type main body structure is provided with a front auxiliary frame beam body and a middle tower connecting seat which are provided with the butterfly type main body structure and are rapid and reasonable in stress transmission. Comprising a beam body, at least two middle tower fixing positions are arranged on the beam body, middle tower assemblies are arranged on the middle tower fixing positions, a conduction beam is further arranged on the surface of the top of the beam body, and the head end and the tail end of the conduction beam are connected to the inner sides of the middle tower assemblies. Aiming at the situation that a butterfly type, namely a round girder is long in transverse direction, poor in stress transmission capacity and weak in central bearing capacity, a conduction beam for reinforcing a girder body structure on a cross beam of a girder main body is designed, and the capacity of transmitting stress from the left to the right and from the center to the left and the right is greatly enhanced; when the middle tower assembly is connected with the vehicle body chassis, stress can be transmitted in a double-layer or three-layer mode.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle manufacturing and design, and in particular to a butterfly-shaped main body structure for the front subframe of a new energy vehicle. Background Technology

[0002] Currently, front subframes in technology are generally of two types: U-beam and butterfly beam. Butterfly beams are smaller, lighter, and lower in cost, and are commonly found in ordinary gasoline-powered passenger cars. The technology is very mature, so it can be applied to new energy vehicles. To improve the handling of new energy vehicles, the connection between the front subframe and the suspension becomes crucial. The durability of the connection point between the front subframe and the suspension directly determines the lifespan of the vehicle chassis. Varying road conditions subject the front subframe to constant impact loads from the road surface. Under cyclic loads, stress will be concentrated significantly on the center tower joint of the front subframe. Since stress may be transferred between the connection structure of the front subframe and the suspension during driving, long-term mutual movement can lead to fatigue failure of the two connections. How to design the structure more rationally and avoid fatigue cracking remains a technical problem to be solved. Summary of the Invention

[0003] The technical problem to be solved by this utility model is to overcome the problems of the prior art by designing a new energy vehicle front subframe with a butterfly-shaped main structure, which has a front subframe beam body and a middle tower connecting seat that has fast and reasonable stress transmission.

[0004] This utility model solves the above-mentioned technical problems through the following technical solution: a front subframe of a new energy vehicle with a butterfly-shaped main structure, including a beam body, wherein: at least two middle tower fixing positions are provided on the beam body, the middle tower fixing positions are provided with middle tower components, and a transmission beam is also provided on the top surface of the beam body, the head end and tail end of the transmission beam are connected to the inner side of the middle tower components.

[0005] Preferably, the beam body includes an upper plate and a lower bottom plate, which are connected to each other to form a box structure. An inner cavity is formed inside the beam body, and a supporting reinforcement plate is vertically arranged in the inner cavity directly below the conduction beam.

[0006] Preferably, the transmission beam is provided with a positioning and fixing sleeve, and the supporting reinforcing plate inside the beam cavity is provided with an inner lining sleeve, and the positioning and fixing sleeve is inserted into the inner lining sleeve and assembled together.

[0007] Preferably, a raised central arch is provided in the center of the main beam body.

[0008] Preferably, the head and tail ends of the transmission beam are provided with bite grooves, the inner side of the middle tower assembly is inserted into the bite grooves from above, and the inner side of the middle tower assembly is inserted into the middle tower fixing position from below. The middle tower fixing position is a middle tower mounting groove provided on the left and right sides of the beam body. The middle tower mounting groove is a recessed groove structure cut out from the upper plate and the lower bottom plate, and a welding bottom plate is placed at the bottom for sealing.

[0009] Preferably, the head and tail of the supporting reinforcement plate disposed in the inner cavity of the beam are connected to the middle tower components disposed on the left and right sides of the main beam body.

[0010] Preferably, a support reinforcement plate is also provided in the groove of the transmission beam.

[0011] Preferably, the upper plate has a force-breaking groove arranged laterally in the central arch.

[0012] Preferably, the transmission beam is provided with a lifting arch, which is located in front of the upper breaking groove.

[0013] Preferably, the central arch is set obliquely, with an angle between 5° and 40°.

[0014] Compared with the prior art, the beneficial effects of implementing this utility model are as follows: Addressing the issues of the butterfly-shaped (or ingot-shaped) beam having a relatively long lateral direction, poor stress transmission capacity, and weak central load-bearing capacity, a transmission beam with a crossbeam on the main beam body is designed to strengthen the beam structure. This significantly enhances the ability to transmit stress from left to right and from the center. Furthermore, the transmission beam connects to the central tower assembly at both ends, allowing for double or triple stress transmission when the central tower assembly connects to the vehicle chassis. Compared to the single or double-layer sheet metal transmission in existing technologies, this significantly reduces the likelihood of fatigue cracking in the connection structure between the front subframe and the vehicle suspension. Attached Figure Description

[0015] Figure 1 Three-dimensional structural diagram of the main embodiment;

[0016] Figure 2 This is a side view of the installation structure of the middle tower components;

[0017] Figure 3 Exploded view of the main embodiment;

[0018] Figure 4 Side view of the beam cavity in the main embodiment;

[0019] Figure 5 Exploded view of the transmission beam and upper plate, which are the main components;

[0020] Figure 6 This is a perspective view of Example 2;

[0021] In the diagram: 1. Main beam; 2. Central tower fixing position; 3. Central tower assembly; 4. Transmission beam; 5. Upper plate; 6. Lower bottom plate; 7. Beam cavity; 8. Support reinforcing plate; 9. Positioning and fixing sleeve; 10. Inner lining sleeve; 11. Central arch; 12. Sealing groove; 13. Central tower mounting groove; 14. Welding base plate; 15. Upper force breaking groove; 16. Lifting arch. Implementation

[0022] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0023] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Preferred embodiments of the present invention will now be described in detail, examples of which are shown in the drawings. Wherever possible, the same reference numerals will be used in all the drawings to denote the same or similar parts.

[0024] Furthermore, although the terminology used in this invention is selected from commonly known and used terms, some terms mentioned in this specification may have been selected by the applicant in his or her judgment, and their detailed meanings are explained in the relevant sections of the description herein.

[0025] Furthermore, it is required that this utility model be understood not only through the actual terminology used, but also through the meaning implied by each term.

[0026] Main Implementation Example 1, as follows Figure 1 , 2 As shown, a butterfly-shaped front subframe for new energy vehicles includes a beam body 1, which is the existing ingot-shaped main beam body, made of sheet metal into a butterfly shape, with a hollow interior. Specifically, it is as follows... Figure 2 As shown, two middle tower fixing positions 2 are set at the upper right and upper left corners of the main beam 1. The so-called middle tower fixing position 2 is a middle tower mounting groove 13 set on the left and right sides of the main beam 1. The middle tower mounting groove 13 is an inwardly recessed groove structure cut out from the upper plate 5 and the lower bottom plate 6, and a welding bottom plate 14 is placed at the bottom for sealing. The middle tower fixing position 2 is equipped with a middle tower assembly 3. The middle tower assembly 3 has an arc-shaped structure, and a body connecting bushing is set vertically at the top for connection with the body suspension or chassis.

[0027] like Figure 3 , 4 As shown, the main beam 1 includes an upper plate 5 and a lower bottom plate 6. The upper plate 5 and the lower bottom plate 6 are connected to each other to form a box structure. A beam cavity 7 is formed inside the main beam 1. A support reinforcing plate 8 is vertically installed in the beam cavity 7 directly below the conduction beam 4.

[0028] Unlike existing technologies, such as Figure 1-3As shown, a transmission beam 4 is also provided on the top surface of the main beam 1. The head and tail ends of the transmission beam 4 are connected to the inner side of the middle tower component 3. The transmission beam 4 is as follows: Figure 2 The cross-section shown is a U-shaped sheet metal structure, slender overall. The stress-transfer beam is completely fitted to the top surface of the main beam 1, thus completely transmitting stress from the left and right sides of the main beam. The stress on the center tower assembly is primarily transmitted from the vehicle body to the center of the main beam, while the stress on the main beam is transmitted from the center to the center tower assembly and then to the vehicle body. There are two methods for fixing the stress-transfer beam: one is that the edge plates are directly welded to the top surface of the main beam 1, and... Figure 3 As shown, a positioning and fixing sleeve 9 is provided on the transmission beam 4, and an inner lining sleeve 10 is vertically provided on the support reinforcement plate 8 in the inner cavity 7 of the beam. The positioning and fixing sleeve 9 is inserted into the inner lining sleeve 10 and assembled together. The support reinforcement plate 8 is provided in the inner cavity 7 of the beam, and the head and tail of the support reinforcement plate 8 are connected to the middle tower components 3 provided on the left and right sides of the beam body 1. Thus, the transmission beam of the beam body strengthens the beam structure, which greatly enhances the ability to transmit stress from left and right and from the center. The head and tail of the transmission beam are also connected to the middle tower components. When the middle tower components are connected to the vehicle chassis, stress can be transmitted in two or three layers. Compared with the single or double sheet metal plate transmission of the existing technology, it has greatly reduced the problem of fatigue cracking of the connection structure between the front subframe and the body suspension.

[0029] Example 2 primarily focuses on further enhancing the support and stress transmission capabilities of the conduction beam while maintaining an overall weight surplus. Figure 6 As shown, based on the main embodiment, a support reinforcement plate 8 is also provided in the groove of the transmission beam 4. In this way, the upper and lower double support reinforcement plates can cope with stress transmission and weight bearing in various layers and directions, further enhancing the invention objective of this utility model.

[0030] Furthermore, based on the main embodiment and embodiment 2, the structure of the upper plate 5 and the lower bottom plate 6 is improved, such as... Figure 6 As shown, a raised central arch 11 is provided in the center of the main beam 1; the setting of the central arch 11 can increase the weight-bearing capacity, make the center of the main beam more elastic, and also extend the stress transmission path.

[0031] The head and tail ends of the transmission beam 4 are provided with bite grooves 12. The inner side of the middle tower assembly 3 is inserted into the bite groove 12 from above, and the inner side of the middle tower assembly 3 is inserted into the middle tower fixing position 2 from below. This provides strength for the three-layer sheet metal structure along the Z-axis. The T-shaped combination of the box-shaped structure of the transverse middle tower assembly and the box-shaped structure of the transmission beam has very high strength and strong resistance to metal fatigue.

[0032] like Figure 2 , 5The upper plate 5 shown has an upper stress-breaking groove 15 arranged laterally on the central arch 11. The central arch mainly disperses the lateral stress transmission of the main beam, while the upper stress-breaking groove disperses the front-to-back stress transmission of the main beam.

[0033] Preferably, the transmission beam 4 is provided with a lifting arch 16, which is located in front of the upper breaking groove 15.

[0034] Preferably, the central arch 11 is angled, with an angle between 5° and 40°. The angled angle allows for a longer stress transmission path in the central arch without obstructing the stress transmission path.

[0035] While specific embodiments of this utility model have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of this utility model is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of this utility model, but all such changes and modifications fall within the scope of protection of this utility model.

Claims

1. A butterfly-shaped main body structure for the front subframe of a new energy vehicle, comprising a beam main body (1), characterized in that: The main beam (1) is provided with a middle tower fixing position (2), the middle tower fixing position (2) is provided with a middle tower component (3), and the top surface of the main beam (1) is also provided with a transmission beam (4), the head end and tail end of the transmission beam (4) are connected to the inner side of the middle tower component (3).

2. The butterfly-shaped main body structure of a new energy vehicle front subframe according to claim 1, characterized in that: The main beam (1) includes an upper plate (5) and a lower bottom plate (6). The upper plate (5) and the lower bottom plate (6) are connected to each other to form a box structure. A beam cavity (7) is formed inside the main beam (1). A support reinforcement plate (8) is vertically set directly below the conduction beam (4) in the beam cavity (7).

3. The front subframe of a new energy vehicle with a butterfly-shaped main structure according to claim 1, characterized in that: The transmission beam (4) is provided with a positioning and fixing sleeve (9), and the inner lining sleeve (10) is vertically provided on the support reinforcement plate (8) in the inner cavity (7) of the beam. The positioning and fixing sleeve (9) is inserted into the inner lining sleeve (10) and combined together.

4. The front subframe of a new energy vehicle with a butterfly-shaped main structure according to claim 1, characterized in that: The beam body (1) has a raised central arch (11) in the center.

5. A butterfly-shaped main body structure for a new energy vehicle front subframe according to claim 1 or 3, characterized in that: The head and tail ends of the transmission beam (4) are provided with bite grooves (12). The inner side of the middle tower assembly (3) is inserted into the bite groove (12) from above, and the inner side of the middle tower assembly (3) is inserted into the middle tower fixing position (2) from below. The middle tower fixing position (2) is a middle tower mounting groove (13) provided on the left and right sides of the beam body (1). The middle tower mounting groove (13) is a concave groove structure cut out from the upper plate (5) and the lower bottom plate (6), and a welding bottom plate (14) is placed at its bottom for sealing.

6. The front subframe of a new energy vehicle with a butterfly-shaped main structure according to claim 1, characterized in that: The head and tail of the support reinforcement plate (8) set in the inner cavity (7) of the beam are connected to the middle tower components (3) set on the left and right sides of the main beam body (1).

7. The front subframe of a new energy vehicle with a butterfly-shaped main structure according to claim 5, characterized in that: The channel of the transmission beam (4) is also provided with a support reinforcement plate (8).

8. The front subframe of a new energy vehicle with a butterfly-shaped main structure according to claim 1, characterized in that: The upper plate (5) has an upper break groove (15) set laterally on the central arch (11).

9. The front subframe of a new energy vehicle with a butterfly-shaped main structure according to claim 5, characterized in that: The transmission beam (4) is provided with a lifting arch (16), which is located in front of the upper breaking groove (15).

10. A new energy vehicle front subframe with a butterfly-shaped main structure according to claim 8, characterized in that: The central arch (11) is set obliquely, with an angle of 5° to 40°.

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