Light-weight new energy automobile chassis cross beam

Abstract

The utility model discloses a light-weight new energy automobile chassis cross beam, belongs to the technical field of automobile chassis components, and provides the light-weight new energy automobile chassis cross beam which is lower in manufacturing and replacement cost and comprises a supporting plate, the front side and the rear side of the supporting plate tilt upwards, and a supporting plate is fixedly connected between the top of the front side of the supporting plate and the top of the rear side of the supporting plate. An auxiliary cantilever is fixedly connected to the tilted side face of the front side of the supporting plate, and a main cantilever is fixedly connected to the tilted side face of the rear side of the supporting plate. The chassis cross beam and other parts of the vehicle chassis are not integrally formed, the manufacturing difficulty and the manufacturing cost are lower, the chassis cross beam can be easily separated from the other parts of the vehicle chassis and can be conveniently replaced after being impacted and damaged, and therefore the maintenance and replacement cost is low; the supporting plate structure is arranged at the top of the warped supporting plate, so that the chassis cross beam has high structural strength and can resist bending and twisting of strength, and meanwhile the chassis cross beam has good light weight due to the fact that most of the structures are hollowed out.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis component technology, and in particular to a lightweight new energy vehicle chassis crossbeam. Background Technology

[0002] The chassis of new energy vehicles may need to accommodate components such as batteries, suspension and motors, requiring high structural strength. In order to improve the structural strength of the vehicle chassis, the existing process may use one-piece die casting. However, the equipment used in this method is expensive to manufacture, and if the chassis is damaged, it is difficult to replace parts such as the front and rear crossbeams and the battery compartment. The cost of repair and replacement is also relatively high. Summary of the Invention

[0003] The purpose of this application is to provide a lightweight new energy vehicle chassis crossbeam with lower manufacturing and replacement costs.

[0004] To achieve the above objectives, this application provides a lightweight new energy vehicle chassis crossbeam: including a support plate, the front and rear sides of the support plate are curved upwards, a support plate is fixedly connected between the top of the front side and the top of the rear side of the support plate, a secondary cantilever is fixedly connected to the curved side of the front side of the support plate, and a main cantilever is fixedly connected to the curved side of the rear side of the support plate, for providing shielding and protection for the vehicle's suspension structure and steering structure.

[0005] As a preferred embodiment, the width of the raised portion on the front side of the pallet is smaller than the width of the raised portion on the rear side, to accommodate narrower vehicle front dimensions.

[0006] As a preferred embodiment, the pallet has upwardly extending ribs on both the left and right sides to improve its resistance to bending in the front-to-back direction.

[0007] As a preferred embodiment, the pallet has connection holes in both of the ribs to facilitate connection with the longitudinal beam structure of the chassis.

[0008] As a preferred embodiment, the tray is also provided with heat dissipation grooves that run through the upper and lower surfaces to allow airflow to pass through, which can improve the heat dissipation efficiency of the heat-generating working components above the crossbeam.

[0009] As a preferred embodiment, there are several support plates, and the distance between the support plates and the front end of the support plate is smaller than the distance between the support plates and the rear end of the support plate, which can effectively improve the torsional resistance of the crossbeam.

[0010] As a preferred embodiment, the main cantilever has a semi-circular arc cross-section, and the end of the main cantilever facing the support plate has a reinforcing plate. A groove is formed between the side of the reinforcing plate and the inner top wall of the main cantilever, providing space for the moving parts of the cantilever and steering mechanism.

[0011] As a preferred embodiment, the sub-arm has a right-angled sector cross-section, and the top of the sub-arm is provided with a pipeline outlet groove and a sensor mounting hole. The sensor mounting hole is located at the end of the sub-arm away from the support plate, which can detect vehicle collisions earlier and provide more advance notice for vehicle safety measures.

[0012] Compared with the prior art, the beneficial effects of this application are as follows:

[0013] (1) The chassis crossbeam is not integrally formed with other parts of the vehicle chassis, which makes it easier and cheaper to manufacture. It can be easily separated from other parts of the vehicle chassis and can be easily replaced after impact damage. Therefore, the repair and replacement costs are relatively low. The large coverage area can also be used as chassis armor to protect the vehicle's suspension and motor structure.

[0014] (2) By setting a support plate structure on the top of the warped pallet, the chassis crossbeam has high structural strength and can resist bending and torsion. At the same time, the mostly hollow structure makes the chassis crossbeam very lightweight. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the first three-dimensional structure of the crossbeam of the lightweight new energy vehicle chassis.

[0016] Figure 2 This is a schematic diagram of the second three-dimensional structure of the crossbeam of the lightweight new energy vehicle chassis.

[0017] Figure 3 This is a schematic diagram of the third three-dimensional structure of the crossbeam of the lightweight new energy vehicle chassis.

[0018] In the diagram: 1. Support plate; 101. Heat dissipation slot; 102. Connection hole; 103. Rib plate; 2. Main cantilever; 201. Reinforcing plate; 202. Configuration slot; 3. Support plate; 4. Secondary cantilever; 401. Pipeline outlet slot; 402. Sensor mounting hole. Detailed Implementation

[0019] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0020] In the description of this application, it should be noted that the directional terms such as "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this application.

[0021] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0022] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0023] like Figure 1-3 The lightweight new energy vehicle chassis crossbeam shown includes a support plate 1 cast in one piece from aluminum alloy. The front and rear sides of the support plate 1 are curved upwards, forming a concave structure in the middle of the support plate 1. The width of the curved part on the front side of the support plate 1 is smaller than the width of the curved part on the rear side. The distance between the left and right sides of the support plate 1 gradually increases from front to back. The left and right sides of the support plate 1 have upwardly extending ribs 103 to improve the bending resistance of the support plate 1 in the front-rear direction. The support plate 1 has connecting holes 102 in both ribs 103 for connecting the vehicle's suspension structure. The support plate 1 also has heat dissipation grooves 101 that penetrate the upper and lower surfaces to allow airflow and improve the heat dissipation efficiency of the components above the support plate 1 during operation.

[0024] A support plate 3 is fixedly connected between the top front side and the top rear side of the tray 1 to further improve the resistance to deformation in the front and rear directions of the tray 1. There are several support plates 3. In this embodiment, three support plates 3 are provided. The distance between these support plates 3 and the front end of the tray 1 is smaller than the distance between them and the rear end of the tray 1. In fact, the left and right support plates 3 are not parallel, and they are symmetrical about the middle support plate 3.

[0025] A forward-curving secondary suspension arm 4 is fixedly connected to the raised side of the front of the support plate 1. The cross-section of the secondary suspension arm 4 is a right-angled sector shape, with one outer plane of the secondary suspension arm 4 facing upward. The top of the secondary suspension arm 4 has a pipeline outlet groove 401 and a sensor mounting hole 402. The pipeline outlet groove 401 allows water supply and drainage pipes and cable structures to pass through. For example, the cooling water pipe and power supply line of the motor pass through the secondary suspension arm 4. Most of the interior of the secondary suspension arm 4 is shielded, so it can effectively protect the pipes and cable structures. The sensor mounting hole 402 is located at the end of the secondary suspension arm 4 away from the support plate 1, that is, the end of the secondary suspension arm 4 that bends forward. The front end of the secondary suspension arm 4 is also used to install the vehicle's anti-collision beam and bumper structure. The collision sensor is installed in the sensor mounting hole 402. When the vehicle is subjected to a violent impact, the expansion sensor can be activated as early as possible, so that the safety protection devices inside the vehicle can participate in the work more promptly.

[0026] The main suspension arm 2 is fixedly connected to the raised side of the rear side of the support plate 1. The main suspension arm 2 and the auxiliary suspension arm 4 are not integrally formed with the support plate 1, but are joined together by secondary heat fusion after the support plate 1 is formed. The cross-section of the main suspension arm 2 is semi-circular arc. The interior of the main suspension arm 2 is hollow and has cavities that pass through both ends for the steering tie rod to pass through. The end of the main suspension arm 2 facing the support plate 1 has a reinforcing plate 201 to improve the deformation resistance of the main suspension arm 2. A configuration groove 202 is formed between the side of the reinforcing plate 201 and the top inner wall of the main suspension arm 2 to avoid interference with the moving parts in the vehicle suspension mechanism.

[0027] Working principle: The crossbeam structure is fixed to the bottom of the vehicle together with the battery compartment. The crossbeam structure is located below the vehicle's suspension structure and motor assembly. The main suspension arm 2 allows the steering mechanism to pass through. The vehicle's front anti-collision beam and bumper are fixedly connected to the secondary suspension arm 4. The support plate 1 serves as the underbody armor, which can effectively block flying stones from invading the suspension mechanism and motor assembly.

[0028] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A lightweight crossbeam for a new energy vehicle chassis, characterized in that: Includes a tray (1), the front and rear sides of the tray (1) are upturned, a support plate (3) is fixedly connected between the top of the front side and the top of the rear side of the tray (1), a secondary cantilever (4) is fixedly connected to the upturned side of the front side of the tray (1), and a main cantilever (2) is fixedly connected to the upturned side of the rear side of the tray (1).

2. The lightweight new energy vehicle chassis crossbeam as described in claim 1, characterized in that: The width of the raised part on the front side of the tray (1) is smaller than the width of the raised part on the rear side.

3. The lightweight new energy vehicle chassis crossbeam as described in claim 2, characterized in that: The tray (1) has upwardly extending ribs (103) on both the left and right sides.

4. The lightweight new energy vehicle chassis crossbeam as described in claim 3, characterized in that: The tray (1) has connection holes (102) in both of the two ribs (103).

5. The lightweight new energy vehicle chassis crossbeam as described in claim 4, characterized in that: The tray (1) is also provided with heat dissipation grooves (101) that run through the upper and lower surfaces.

6. The lightweight new energy vehicle chassis crossbeam as described in any one of claims 1 to 5, characterized in that: There are several support plates (3), and the distance between the support plates (3) and the front end of the tray (1) is smaller than the distance between the support plates (3) and the rear end of the tray (1).

7. The lightweight new energy vehicle chassis crossbeam as described in any one of claims 1 to 5, characterized in that: The main cantilever (2) has a semi-circular arc cross section. The end of the main cantilever (2) facing the support plate (1) has a reinforcing plate (201). A configuration groove (202) is formed between the side of the reinforcing plate (201) and the top inner wall of the main cantilever (2).

8. The lightweight new energy vehicle chassis crossbeam as described in any one of claims 1 to 5, characterized in that: The cross-section of the sub-cantilever (4) is a right-angled sector. The top of the sub-cantilever (4) is provided with a pipeline outlet groove (401) and a sensor mounting hole (402). The sensor mounting hole (402) is located at the end of the sub-cantilever (4) away from the support plate (1).

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