Front auxiliary frame structure of automobile

Abstract

The utility model discloses a light-weight and high-strength automobile front auxiliary frame structure. According to the structure, the left longitudinal beam, the right longitudinal beam and the cross beam are welded to form an orthogonal bearing type frame, the longitudinal beam is a hollow rectangular tube formed by welding an upper plate and a lower plate which are formed through stamping, and the cross beam is a hollow trapezoidal tube formed by a trapezoidal-groove-shaped upper plate and a trapezoidal-groove-shaped lower plate, so that material redundancy is remarkably reduced. The innovative cleat structure adopts a hollow trapezoidal tubular cleat bracket, a lining positioning tube with a circumferential boss is arranged in a transverse extension part of the cleat bracket, and weldless assembly is realized through clearance fit of the boss and an annular groove, so that welding deformation is effectively eliminated, and the fatigue strength is improved. The front side of the beam is provided with a suspension mounting port, the rear side is provided with a steering engine support, and the middle is additionally provided with a reinforcing support with flanges to connect left and right cleats to form a reinforcing system. According to the structure, modular stamping parts are combined and welded, cost reduction and efficiency improvement are achieved while the performance is guaranteed, and the structure is particularly suitable for the light weight requirement of new energy vehicle models.

Description

Technical Field

[0001] This utility model relates to the field of automobile chassis, specifically to a front subframe structure for automobiles. Background Technology

[0002] The subframe is an extremely important automotive component, used to connect the body, engine, and suspension. It withstands impact loads and vibrations from the engine and the road surface, therefore it has extremely high requirements for strength and durability, while also meeting NVH performance requirements.

[0003] The most commonly used front subframe is the butterfly-shaped front subframe, also known as the ingot-shaped subframe. The butterfly-shaped front subframe has a simple structure and is easy to manufacture. It is usually composed of an upper plate, a lower plate, a longitudinal connecting plate located between the upper plate and the lower plate, and a yoke bracket. For example, the automotive front subframe disclosed in CN211809838U and the automotive subframe yoke structure disclosed in CN105882751A are both butterfly-shaped front subframe structures.

[0004] However, existing butterfly-shaped front subframes have problems such as large upper and lower plate dimensions, complex structure, and excess material in some areas. Furthermore, there are reinforcing members such as longitudinal connecting plates between the upper and lower plates, as shown in CN211809838U. As a result, the cost is high and the weight is large. In today's increasingly competitive automotive industry, it is particularly important to reduce costs and weight from the front subframe.

[0005] Furthermore, the side of the body connecting sleeve of the automotive subframe steering knuckle structure is fixed to the steering knuckle bracket via a connecting weld, as shown in CN105882751A. The method of welding the steering knuckle bracket and the bushing positioning tube together results in high heat input, high power consumption, and high production costs, which is detrimental to social carbon emissions and energy conservation and environmental protection, as well as the control of overall vehicle costs. In addition, the high welding heat input causes severe thermal deformation of the steering knuckle, which makes it extremely difficult to control the dimensional accuracy of the subframe, reducing the overall vehicle quality. At the same time, the stress changes during the welding of the steering knuckle bracket and the bushing positioning tube, and after long-term use of the vehicle, fatigue damage at the welding position may exceed the standard. Summary of the Invention

[0006] The purpose of this invention is to address the shortcomings of existing technologies by providing a new automotive front subframe structure. This front subframe features H-shaped longitudinal and transverse beams after welding, which, compared to the traditional butterfly-shaped front subframe, solves the problem of excess material in certain areas. Furthermore, both the longitudinal and transverse beams are hollow tubular with no internal reinforcements, achieving cost and weight reduction. Additionally, the steering knuckle bracket and bushing positioning tube employ a clearance fit to prevent stress changes and fatigue damage caused by welding.

[0007] The objective of this utility model is achieved through the following solution:

[0008] A front subframe structure for automobiles includes a left longitudinal beam, a right longitudinal beam, a crossbeam, and a yoke. The left longitudinal beam, right longitudinal beam, and crossbeam are welded to form an orthogonal load-bearing frame structure. The left and right longitudinal beams are both formed by welding stamped upper and lower longitudinal beam plates to form a hollow rectangular tube structure. The crossbeam is formed by welding stamped upper and lower crossbeam plates to form a hollow trapezoidal tube structure.

[0009] The left and right longitudinal beams are respectively welded and fixed to the front outer sides of the front part of the left and right longitudinal beams, and the left and right steering horns are respectively welded and fixed to the upper ends of the left and right longitudinal beams. The left and right steering gear mounting holes are respectively opened at the upper middle part of the left and right longitudinal beams, and the left and right stabilizer bar mounting holes are respectively opened at the upper rear part of the left and right longitudinal beams. The rear mounting steel sleeves are respectively fixed in the rectangular tube cavity of the rear end.

[0010] The front side wall of the crossbeam is provided with a suspension mounting port, and steering gear brackets are welded and fixed at the corners of the rear side of the crossbeam and the left and right longitudinal beams. Steering gear mounting holes are provided on the steering gear brackets.

[0011] The ram's horn includes a ram's horn bracket and a bushing positioning tube. The ram's horn bracket has a hollow trapezoidal tube structure. The front parts of the left and right longitudinal beams are welded and fixed to the fixed ends of the oblique support parts of the left and right ram's horn brackets, respectively. The oblique support parts of the ram's horn bracket are connected to the transverse extension parts through a bending part. The bushing positioning tube is vertically installed inside the transverse extension parts of the ram's horn bracket. Both ends of the bushing positioning tube are provided with axially extending circumferential bosses. The circumferential bosses are fitted with an annular groove provided on the inner wall of the transverse extension parts of the ram's horn bracket. The upper and lower sides of the ram's horn bracket are respectively provided with through holes that connect to the inner holes of the bushing positioning tubes.

[0012] Preferably, the ram's horn bracket is formed by stamping and welding a stamped upper sheet metal body and a stamped lower sheet metal body. The upper sheet metal body is a trapezoidal groove with an opening facing downwards, and the lower sheet metal body covers the opening of the upper sheet metal body to form a hollow trapezoidal tube structure.

[0013] Preferably, the upper plate of the longitudinal beam is in the shape of a downward-opening n-shaped groove, and the lower plate of the longitudinal beam covers the opening of the upper plate, forming a hollow rectangular tube structure.

[0014] Preferably, the flanges on both sides of the web of the upper plate of the crossbeam expand outward to form a downward-opening groove, and the lower plate of the crossbeam covers the opening of the upper plate of the crossbeam to form a hollow trapezoidal tube structure.

[0015] Preferably, a strip-shaped reinforcing bracket is welded and fixed to the upper end of the crossbeam. The reinforcing bracket is located between the left and right ram's horns, and its two ends are welded and fixed to the left and right ram's horns respectively.

[0016] Preferably, the upper edge of the reinforcing bracket is provided with a forward-curved flange, and the two ends of the flange are welded and fixed to the left and right ram's horns, respectively.

[0017] Preferably, the front support of the swing arm is in the shape of a downward-opening n-shaped groove, and a front support reinforcement is welded and fixed to the downward opening of the front support of the swing arm. The left and right front support reinforcements are welded and fixed to the left and right longitudinal beams, respectively.

[0018] Preferably, an exhaust pipe bracket extending longitudinally backward is welded and fixed on the crossbeam.

[0019] Preferably, one edge of the left and right steering gear brackets is welded and fixed to the crossbeam, and the other edge is welded and fixed to the left longitudinal beam and the right longitudinal beam, respectively.

[0020] Preferably, the reinforcing bracket has an axially extending waist-shaped hole.

[0021] The beneficial effects of this utility model are as follows:

[0022] 1. Lightweight structure and cost optimization: The left and right longitudinal beams and cross beams are welded to form an orthogonal load-bearing frame structure, which reduces redundant materials and overall weight compared to the traditional butterfly subframe. The longitudinal beams and cross beams are made of stamped upper and lower plates welded into a hollow tubular structure, which eliminates the need for additional reinforcements, simplifies the process and reduces material costs, thus achieving cost reduction and weight reduction.

[0023] 2. Enhanced strength and durability: The hollow rectangular tube longitudinal beam and hollow trapezoidal tube transverse beam structure significantly improve bending and torsional stiffness, enhancing load-bearing capacity; the horn bracket and bushing positioning tube are fitted with a circumferential boss and annular groove to avoid welding thermal deformation, reduce stress concentration and fatigue damage risk, and extend service life; the reinforced bracket and flange design further enhance the rigidity of the horn connection area and reduce vibration transmission.

[0024] 3. Assembly precision and functional integration optimization: The steering gear mounting holes, stabilizer bar mounting holes, and rear mounting steel sleeves are integrated into the longitudinal beams, ensuring precise positioning and simplifying the assembly process of the suspension and steering systems; the steering gear bracket is welded to the corner of the crossbeam and longitudinal beams, improving the stability of the steering gear installation and optimizing the stress distribution; the exhaust pipe bracket is integrated with the crossbeam, enhancing functional integration and saving chassis space.

[0025] 4. Manufacturing efficiency and environmental benefits: The ram's horn bracket, longitudinal beams, and transverse beams are all formed by stamping, and the upper and lower plates are welded together, which reduces the need for complex molds and lowers manufacturing costs; the bushing positioning tube and the ram's horn bracket have a weld-free design, which reduces heat input, energy consumption and carbon emissions, and conforms to the trend of green manufacturing.

[0026] 5. Improved NVH performance: The combination of orthogonal load-bearing frame, hollow rectangular tube longitudinal beam and hollow trapezoidal tube crossbeam effectively disperses vibration energy. The front support reinforcement of the swing arm suppresses local deformation, reduces noise transmission, strengthens the support, improves structural strength, relieves assembly stress, and improves the overall NVH performance of the vehicle. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of this utility model;

[0028] Figure 2 This is a top view of the present invention;

[0029] Figure 3 This is a front view of the present invention;

[0030] Figure 4 This is a schematic diagram of the ram's horn structure in this utility model;

[0031] Figure 5 This is a schematic diagram of the crossbeam structure in this utility model. Detailed Implementation

[0032] like Figures 1 to 5 As shown, a front subframe structure for an automobile includes a left longitudinal beam 11, a right longitudinal beam 12, a crossbeam 2, and a yoke 3. The left longitudinal beam 11, the right longitudinal beam 12, and the crossbeam 2 are welded to form an H-shape and an orthogonal load-bearing frame structure. The left longitudinal beam 11 and the right longitudinal beam 12 are parallel to each other, and both the left and right longitudinal beams are perpendicular to the crossbeam 2.

[0033] The left and right longitudinal beams are both formed by welding stamped upper and lower plates 17 and 18 to form a hollow rectangular tube structure. The upper plate 17 is a downward-opening n-shaped groove, and the lower plate 18 has an L-shaped cross-section, covering the opening of the upper plate 17. The upper and lower plates 17 and 18 are welded together to form a hollow rectangular tube structure. The crossbeam is formed by welding stamped upper and lower plates 22 and 23 to form a hollow trapezoidal tube structure. The web of the upper plate 22... Both sides of the wing plate expand outwards, forming a downward-opening groove. The slope of the outward expansion of the front wing plate is steeper, while the slope of the outward expansion of the rear wing plate is gentler. The lower plate 23 of the crossbeam covers the opening of the upper plate 22 of the crossbeam, forming a hollow trapezoidal tube structure. A longitudinally extending exhaust pipe bracket 6 is welded and fixed on the crossbeam 2. The vertical cross-sectional size of the hollow cavity formed by the welding of the upper plate 22 and the lower plate 23 of the crossbeam is positively correlated with the bending mode of the subframe, and the longitudinal cross-sectional size is positively correlated with the torsional mode of the subframe.

[0034] The left and right longitudinal beams are respectively welded and fixed to the front outer side of the front part of the left and right longitudinal beams, and the left and right steering horns 3 are respectively welded and fixed to the upper end of the left and right longitudinal beams. The left and right steering gear mounting holes 14 are respectively opened at the upper middle part of the left and right longitudinal beams. The left and right stabilizer bar mounting holes 15 are respectively opened at the upper rear end of the left and right longitudinal beams. The rear sidewalls are respectively opened to the rear mounting bracket mounting port of the swing arm. The rear mounting steel sleeve 16 is respectively fixed in the rectangular tube cavity of the rear end.

[0035] The front side wall of the crossbeam 2 is provided with a suspension mounting port 21. Steering gear brackets 4 are welded and fixed at the corners of the rear side of the crossbeam 2 and the left and right longitudinal beams. The left and right steering gear brackets 4 are provided with second steering gear mounting holes 41. The left and right steering gear brackets 41 are triangular in shape, with one edge welded and fixed to the crossbeam 2, and the other edge welded and fixed to the left longitudinal beam 11 and the right longitudinal beam 12 respectively. The welding range and torsional mode of the left and right steering gear brackets 41 and the longitudinal beams are positively correlated. The left and right steering gears are installed and fixed in a three-point manner through the steering gear mounting hole 14, the second steering gear mounting hole 41, and the third steering gear mounting hole opened at the upper end of the crossbeam 2.

[0036] The ram's horn 3 includes a ram's horn bracket 31 and a bushing positioning tube 32. The ram's horn bracket 31 has a hollow trapezoidal tube structure. The front parts of the left and right longitudinal beams are welded and fixed to the fixed ends of the oblique support parts of the left and right ram's horn brackets 31, respectively. The fixed ends of the oblique support parts of the ram's horn brackets 31 are also welded to the front support 13 of the swing arm. The horizontal and vertical welding lengths between the ram's horn brackets 31 and the front support 13 of the swing arm are proportional to the dynamic stiffness of the front mounting point of the swing arm.

[0037] The oblique support portion of the ram's horn bracket 31 is connected to the transverse extension portion through a bending portion. A bushing positioning tube 32 is erected in the transverse extension portion of the ram's horn bracket 31. Both ends of the bushing positioning tube 32 are provided with axially extending circumferential bosses. The circumferential bosses are fitted with an annular groove provided in the inner wall of the transverse extension portion of the ram's horn bracket 31. Through holes 33 communicating with the inner hole of the bushing positioning tube 32 are respectively opened on the upper and lower sides of the ram's horn bracket 31.

[0038] The ram's horn bracket 31 is formed by stamping and welding together a stamped upper sheet metal body 311 and a lower sheet metal body 312. The upper sheet metal body 311 is a trapezoidal groove with an opening facing downwards. The lower sheet metal body 312 covers the opening of the upper sheet metal body 311, forming a hollow trapezoidal tube structure.

[0039] A strip-shaped reinforcing bracket 5 is welded and fixed to the upper end of the crossbeam 2. The reinforcing bracket 5 is located between the left and right ram's horns 3. The two ends of the reinforcing bracket 5 are welded and fixed to the left and right ram's horns 3 respectively. The reinforcing bracket 5 has an axially extending waist-shaped hole 52. The upper edge of the reinforcing bracket 5 has a forward-curved flange 51. The two ends of the flange 51 are welded and fixed to the left and right ram's horns 3 respectively. The suspension mounting point can be adjusted by adjusting the vertical height of the reinforcing bracket 5. The vertical stiffness of the reinforcing bracket 5 is proportional to the dynamic stiffness of the front mounting point of the swing arm. The longitudinal extension length of the flange 51 is proportional to the static stiffness of the front mounting point of the swing arm.

[0040] The front support brackets 13 of the swing arm are all in the shape of downward-opening n-shaped grooves. The thickness of the front support bracket is proportional to the dynamic stiffness of the front mounting point of the swing arm and the static stiffness of the front mounting point of the swing arm. The downward opening of the front support bracket 13 of the swing arm is welded and fixed with a front support bracket reinforcement 131. The left and right front support bracket reinforcements 131 are welded and fixed to the left and right longitudinal beams, respectively. The welding extension length of the front support bracket reinforcement 131 to the longitudinal beam is proportional to the dynamic stiffness of the front mounting point of the swing arm.

[0041] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications made to the present utility model by those skilled in the art without departing from the spirit of the present utility model shall fall within the protection scope of the present utility model.

Claims

1. An automobile front subframe structure comprising a left side member (11), a right side member (12), a cross member (2), and a horn (3), characterized in that: The left longitudinal beam (11), right longitudinal beam (12), and cross beam (2) are welded to form an orthogonal load-bearing frame structure. The left and right longitudinal beams are both formed by welding the upper plate (17) and lower plate (18) of the longitudinal beams, which are formed by stamping, to form a hollow rectangular tube structure. The cross beams are formed by welding the upper plate (22) and lower plate (23) of the cross beams, which are formed by stamping, to form a hollow trapezoidal tube structure. The left and right longitudinal beams are respectively welded and fixed to the front outer side of the front part of the left and right longitudinal beams, and the left and right steering horns (3) are respectively welded and fixed to the upper end of the left and right longitudinal beams. The left and right steering gear mounting holes (14) are respectively opened at the upper middle part of the left and right longitudinal beams, and the left and right stabilizer bar mounting holes (15) are respectively opened at the upper rear part of the left and right longitudinal beams. The rear mounting steel sleeves (16) are respectively fixed in the rear rectangular tube cavity. The front side wall of the crossbeam (2) is provided with a suspension mounting port (21), and the rear side of the crossbeam (2) and the corner of the left and right longitudinal beams are welded and fixed with steering gear brackets (4), and the steering gear brackets (4) are provided with second steering gear mounting holes (41). The ram's horn (3) includes a ram's horn bracket (31) and a bushing positioning tube (32). The ram's horn bracket (31) has a hollow trapezoidal tube structure. The front parts of the left and right longitudinal beams are welded and fixed to the fixed ends of the oblique support parts of the left and right ram's horn brackets (31), respectively. The oblique support parts of the ram's horn bracket (31) are connected to the transverse extension parts through the bending parts. The bushing positioning tube (32) is installed upright in the transverse extension parts of the ram's horn bracket (31). The bushing positioning tube (32) has axially extending circumferential bosses on both ends. The circumferential bosses are fitted with an annular groove on the inner wall of the transverse extension parts of the ram's horn bracket (31). The ram's horn bracket (31) has through holes (33) on the upper and lower sides respectively, which are connected to the inner holes of the bushing positioning tube (32).

2. The automobile front subframe structure according to claim 1, characterized by: The ram's horn bracket (31) is formed by stamping and welding a stamped upper sheet metal body (311) and a lower sheet metal body (312). The upper sheet metal body (311) is a trapezoidal groove with an opening facing downwards. The lower sheet metal body (312) covers the opening of the upper sheet metal body (311) to form a hollow trapezoidal tube structure.

3. The automobile front subframe structure according to claim 1, characterized by: The upper plate (17) of the longitudinal beam is an n-shaped groove with a downward opening, and the lower plate (18) of the longitudinal beam covers the opening of the upper plate (17) to form a hollow rectangular tube structure.

4. The automobile front subframe structure according to claim 1, characterized by: The flanges on both sides of the web of the upper plate (22) of the crossbeam expand outward and form a downward-opening groove. The lower plate (23) of the crossbeam covers the opening of the upper plate (22) of the crossbeam, forming a hollow trapezoidal tube structure.

5. The automobile front subframe structure according to claim 1, characterized by: The upper end of the crossbeam (2) is welded and fixed with a strip-shaped reinforcing bracket (5). The reinforcing bracket (5) is located between the left and right ram's horns (3). The two ends of the reinforcing bracket (5) are welded and fixed to the left and right ram's horns (3) respectively.

6. The automobile front subframe structure according to claim 5, characterized by: The upper edge of the reinforcing bracket (5) is provided with a forward-curved flange (51), and the two ends of the flange (51) are welded and fixed to the left and right ram's horns (3) respectively.

7. The automobile front subframe structure according to claim 1, characterized by: The front support brackets (13) of the swing arm are all in the shape of an n-shaped groove with a downward opening. The front support bracket reinforcement (131) of the swing arm is welded and fixed at the downward opening of the front support bracket (13). The left and right front support bracket reinforcements (131) are welded and fixed to the left and right longitudinal beams respectively.

8. The automobile front subframe structure according to claim 1, characterized by: An exhaust pipe bracket (6) extending longitudinally backward is welded and fixed on the crossbeam (2).

9. The automobile front subframe structure according to claim 1, characterized by: The left and right steering gear brackets are welded and fixed to the crossbeam (2) on one side edge, and to the left longitudinal beam (11) and right longitudinal beam (12) on the other side edge respectively.

10. The automobile front subframe structure according to claim 5, characterized by: The reinforcing bracket (5) has an axially extending waist-shaped hole (52).

Images