Cross beam

Abstract

The utility model discloses a cross beam which comprises a cross beam body, a first support, a second support, a first rubber bushing and a second rubber bushing. The cross beam body is of a stamping and welding structure, mounting hole positions are formed in the two ends of the cross beam body, a mounting assembly is arranged in the middle area of the cross beam body, and the cross beam body is connected with an engine suspension support through the mounting assembly. The first bracket and the second bracket are respectively mounted on mounting hole positions at two ends of the cross beam main body, and are fixedly connected with the inner side of a vehicle girder through first bolts; and the first rubber bushing and the second rubber bushing are pressed in the mounting hole sites at the two ends of the cross beam main body through interference fit. Compared with a traditional multi-stamping part welding structure, the multi-stamping part welding structure has the advantage that the variety number of separated parts is greatly reduced. In this way, the complexity of part management is reduced, the overall structure of the cross beam is more concise, installation errors caused by various parts are not prone to occurring in the assembling process, and the assembling efficiency is remarkably improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of crossbeam, especially a crossbeam. BACKGROUND

[0002] In the field of vehicle manufacturing, as a key structural component of the vehicle, the performance of the crossbeam has a direct impact on the safety, comfort and reliability of the vehicle. The traditional crossbeam design adopts a welding combination of multiple stamping parts. Although this design meets the production needs of the vehicle in a certain period, its inherent defects gradually become prominent as the automobile industry continues to improve the performance, cost and production efficiency of parts.

[0003] From the process point of view, the high temperature generated during the welding process easily causes thermal deformation of the stamping part, making it difficult to control the dimensional accuracy of the crossbeam product. This not only increases the cost and time of subsequent correction processes, but also may affect the matching of the overall assembly of the vehicle due to dimensional deviation. SUMMARY

[0004] To solve the technical problems in the background art, the utility model provides a crossbeam.

[0005] The utility model provides a crossbeam, which comprises a crossbeam body, a first support, a second support, a first rubber bushing and a second rubber bushing. The crossbeam body is a stamping and welding structure, both ends of the crossbeam body are provided with mounting hole positions, and a mounting assembly is arranged in the middle region of the crossbeam body. The crossbeam body is connected to an engine suspension support through the mounting assembly. The first support and the second support are respectively mounted on the mounting hole positions at both ends of the crossbeam body, and the first support and the second support are fixedly connected to the inner side of the vehicle girder through first bolts. The first rubber bushing and the second rubber bushing are press-fitted into the mounting hole positions at both ends of the crossbeam body through interference fit.

[0006] Preferably, the mounting assembly comprises a first circular hole and a second circular hole, the first circular hole and the second circular hole are symmetrically arranged on the crossbeam body, and the first circular hole and the second circular hole are connected to the engine suspension support through second bolts.

[0007] Preferably, the first support and the second support adopt a symmetrical structure, and the first support and the second support are distributed along the length direction of the crossbeam body.

[0008] Preferably, the interference fit tolerance range of the first rubber bushing and the second rubber bushing is 0.15mm, and a metal skeleton is embedded in the interior of the first rubber bushing and the second rubber bushing and a rubber body is mounted.

[0009] Preferably, the first circular hole and the second circular hole are located at the bottom of the crossbeam body and symmetrically distributed on both sides of the longitudinal center line of the crossbeam body.

[0010] Preferably, the connecting area of the beam body and the first support, the second support is provided with a radial reinforcing rib, and the thickness of the reinforcing rib is 1.5 times the thickness of the base material.

[0011] Preferably, the beam body is provided with a weight-reducing hole between the first circular hole and the second circular hole.

[0012] Preferably, the first support and the second support are cast by nodular cast iron QT500-7.

[0013] The beam has the advantages that: the beam is symmetrically designed, the first support and the second support are symmetrically arranged, and the mounting assembly and the reinforcing rib structure are reasonably arranged, so that the number of parts is greatly reduced compared with the traditional multi-stamping part welding structure. This not only reduces the complexity of component management, but also makes the overall structure of the beam more simple, and installation errors caused by too many components in the assembly process are less likely to occur, which significantly improves the assembly efficiency. The stamping die and the welding process of the beam body are optimized, and the welding deformation and the number of welds are effectively reduced. The first support and the second support are cast by nodular cast iron QT500-7, which is a mature material process and has stable casting process. Compared with the traditional process, the production difficulty is reduced, the defect rate is greatly reduced, and the product quality stability is effectively guaranteed. By arranging the weight-reducing hole between the first circular hole and the second circular hole of the beam body and optimizing the overall structure layout, the lightweight goal is achieved without affecting the strength and performance of the beam. The reduced vehicle weight helps to reduce the energy consumption during vehicle driving, improve fuel economy, and meet the development trend of modern automobile energy saving and emission reduction. BRIEF DESCRIPTION OF DRAWINGS

[0014] Fig. 1 The overall structure of the beam is shown in the utility model;

[0015] Fig. 2 The side view of the beam is shown in the utility model;

[0016] Fig. 3 The top view of the beam is shown in the utility model. DETAILED DESCRIPTION

[0017] REFERENCE Figs. 1-3 The utility model provides a kind of beam, including beam body 1, first support 21, second support 22, first rubber bushing 31 and second rubber bushing 32.

[0018] The beam body 1 is a stamping and welding structure, and the processability is fully considered in the design. By optimizing the stamping die and welding process, the welding deformation and the number of welds are reduced. The beam body 1 is provided with mounting hole positions at both ends for connection with other components; the mounting assembly is arranged in the middle region, and the beam body 1 is connected with the engine suspension bracket through the mounting assembly to provide stable support for the engine.

[0019] The first bracket 21 and the second bracket 22 are respectively mounted on the mounting hole positions at both ends of the beam body 1 and are fixedly connected with the inside of the vehicle beam through first bolts. This connection mode is convenient for installation and disassembly, and at the same time ensures the reliability of the connection. The first bracket 21 and the second bracket 22 adopt a symmetrical structure and are distributed along the length direction of the beam body 1. The symmetrical structure design is not only conducive to improving the force balance of the whole beam, but also can simplify the mold design and production process and reduce the cost.

[0020] The first rubber bushing 31 and the second rubber bushing 32 are press-fitted in the mounting hole positions at both ends of the beam body 1 through interference fit, and the interference fit tolerance range is 0.15mm. This tolerance range is verified through a large number of tests, which can not only ensure the tight connection between the rubber bushing and the mounting hole position and prevent loosening, but also facilitate assembly operation. The first rubber bushing 31 and the second rubber bushing 32 are embedded with a metal skeleton and mounted with a rubber body. The metal skeleton enhances the strength and rigidity of the rubber bushing, and the rubber body plays a role in buffering and damping, effectively reducing the vibration and noise generated during vehicle driving and improving the driving comfort.

[0021] Further, the mounting assembly includes a first circular hole 41 and a second circular hole 42, which are symmetrically arranged on the beam body 1 and connected with the engine suspension bracket through second bolts. The symmetrically arranged mounting hole positions can make the stress of the engine suspension bracket more uniform and improve the stability of the engine installation. The first circular hole 41 and the second circular hole 42 are located at the bottom of the beam body 1 and symmetrically distributed on both sides of the longitudinal center line of the beam body 1. This layout fully utilizes the space at the bottom of the beam, ensures the connection strength, and does not affect the installation and layout of other components.

[0022] In order to further improve the strength and stability of the beam body 1, radial reinforcing ribs are arranged in the connection regions of the beam body 1 and the first bracket 21 and the second bracket 22, and the thickness of the reinforcing ribs is 1.5 times the thickness of the base material. The radial reinforcing ribs can effectively disperse the stress in the connection region, enhance the carrying capacity of the connection part, and improve the reliability of the whole beam. At the same time, the weight-reducing hole positions are arranged between the first circular hole 41 and the second circular hole 42 of the beam body 1. On the premise of not affecting the strength and performance of the beam, the lightweight design of the beam is realized, the self-weight of the vehicle is reduced, and the fuel economy is improved.

[0023] In addition, the first support 21 and the second support 22 are cast by using nodular cast iron QT500-7, the nodular cast iron QT500-7 has good strength, toughness and wear resistance, and can meet the stress requirement of the support in the vehicle running process, and guarantee the service life of the support.

[0024] The above merely describes a preferred embodiment of the present application, but the protection scope of the present application is not limited to this. Any skilled person in the art, according to the technical scheme of the present application and the present application concept, makes equivalent replacement or change within the technical range disclosed by the present application, and all of them should be covered in the protection scope of the present application.

Claims

1. A cross member characterized by, The beam body (1), the first support (21), the second support (22), the first rubber bushing (31) and the second rubber bushing (32) are included; the beam body (1) is a stamping welded structure, both ends of the beam body (1) are provided with mounting hole positions, the middle region of the beam body (1) is provided with a mounting assembly, and the beam body (1) is connected with an engine suspension support through the mounting assembly; the first support (21) and the second support (22) are respectively mounted on the mounting hole positions at both ends of the beam body (1), and the first support (21) and the second support (22) are fixedly connected with the inner side of a vehicle beam through first bolts; the first rubber bushing (31) and the second rubber bushing (32) are press-fitted into the mounting hole positions at both ends of the beam body (1) through interference fit.

2. The crossbeam of claim 1, wherein: The mounting assembly includes a first circular hole (41) and a second circular hole (42), the first circular hole (41) and the second circular hole (42) are symmetrically arranged on the beam body (1), and the first circular hole (41) and the second circular hole (42) are connected with the engine suspension support through second bolts.

3. The crossbeam of claim 2, wherein: The first support (21) and the second support (22) adopt a symmetrical structure, and the first support (21) and the second support (22) are distributed along the length direction of the beam body (1).

4. The crossbeam of claim 3, wherein: The interference fit tolerance range of the first rubber bushing (31) and the second rubber bushing (32) is 0.15mm, and a metal skeleton is embedded in the first rubber bushing (31) and the second rubber bushing (32) and a rubber body is mounted.

5. The crossbeam of claim 2, wherein: The first circular hole (41) and the second circular hole (42) are located at the bottom of the beam body (1) and are symmetrically distributed on both sides of the longitudinal center line of the beam body (1).

6. The crossbeam of claim 5, wherein: The connection region of the beam body (1) and the first support (21) and the second support (22) is provided with radial reinforcing ribs, and the thickness of the reinforcing ribs is 1.5 times the thickness of the base material.

7. The crossbeam of claim 6, characterized in that: The beam body (1) is provided with a weight-reducing hole position between the first circular hole (41) and the second circular hole (42).

8. The crossbeam of claim 1, wherein: The first support (21) and the second support (22) are cast from nodular cast iron QT500-7.

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