New energy vehicle rear auxiliary frame light-weight non-occlusion assembly transverse tubular beam structure

Abstract

The utility model discloses a new energy vehicle rear subframe lightweight non-occlusion assembly horizontal tubular beam structure, which comprises a main tubular beam mechanism and an auxiliary tubular beam, the main tubular beam mechanism comprises a main tubular beam, two ends of the main tubular beam are fixedly provided with first connecting plates, the first connecting plates are inserted into the auxiliary tubular beam, and the second connecting plates are fixedly connected with the main tubular beam. A first bolt is fixed to the side face of the first connecting plate. Compared with the prior art, the adjustable connecting frame and the bolt connecting structure matched with the first connecting plate are arranged, so that the main pipe beam and the auxiliary pipe beam can be conveniently assembled and disassembled without welding, and through the design that bevel gear transmission is matched with the threaded sleeve in the adjusting mechanism, the assembly efficiency is greatly improved. The connecting frame is matched with the gasket, so that the connecting strength of the main pipe beam and the auxiliary pipe beam is further enhanced, lightweight design and reliable connection of the transverse pipe beam structure are achieved, the problems of welding thermal stress deformation and bolt connection looseness are solved, and maintenance convenience and structural stability of the rear auxiliary frame of the new energy automobile are improved.

Description

Technical Field

[0001] This utility model relates to the field of transverse tube beam structure technology, and in particular to a lightweight non-interlocking assembly transverse tube beam structure for the rear subframe of a new energy vehicle. Background Technology

[0002] As a core load-bearing component of the rear subframe, the automotive transverse tube beam primarily connects the vehicle body and suspension system, bearing the load transfer and structural support during vehicle operation. Its performance directly affects the vehicle's handling stability, comfort, and safety. In the field of new energy vehicles, lightweight design has become a key technological direction to meet the demands for optimized driving range and energy consumption. The structural design and connection method of the transverse tube beam have a significant impact on the overall weight and reliability of the subframe.

[0003] Existing automotive transverse beams are formed by integral welding, which can ensure structural strength, but the thermal stress generated during the welding process can easily cause component deformation. Furthermore, if local damage occurs during subsequent maintenance, the entire structure needs to be replaced, resulting in high maintenance costs and long cycles. This makes it difficult to meet the modular maintenance needs of new energy vehicles and has certain shortcomings. Therefore, we propose a lightweight non-interlocking assembly transverse beam structure for the rear subframe of new energy vehicles. Summary of the Invention

[0004] The purpose of this utility model is to address the shortcomings of existing technologies by proposing a lightweight, non-interlocking, assembled transverse tube beam structure for the rear subframe of new energy vehicles.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A lightweight, non-interlocking, assembled transverse tube beam structure for the rear subframe of a new energy vehicle includes a main tube beam mechanism and a secondary tube beam. The main tube beam mechanism includes a main tube beam, with a first connecting plate fixed to both ends of the main tube beam. The first connecting plate is inserted into the interior of the secondary tube beam. A first bolt is fixed to the side of the first connecting plate, and the first bolt passes through the secondary tube beam. A second connecting plate is sleeved on the first bolt, and a first nut is threaded onto the first bolt. A second bolt is fixed to the first connecting plate, and a second nut is threaded onto the second bolt. An adjustment mechanism is fixed to both ends inside the secondary tube beam, and a connecting bracket is installed on the adjustment mechanism. The connecting bracket is sleeved on the second bolt.

[0007] Preferably, a gasket is provided between the connecting frame and the first connecting plate, and the gasket is fitted onto the second bolt.

[0008] Preferably, the connecting frame and the secondary tube beam are slidably connected, and the first connecting plate and the connecting frame are locked together by a second bolt and a second nut.

[0009] Preferably, the adjusting mechanism includes a housing fixed inside the secondary tube beam, an adjusting rod installed on the side of the housing, the adjusting rod being inserted into the interior of the housing and connected to a first bevel gear, a threaded sleeve being rotatably connected inside the housing, a second bevel gear being fixedly sleeved on the threaded sleeve, and a threaded post being threadedly connected inside the threaded sleeve.

[0010] Preferably, the first bevel gear and the second bevel gear are meshing transmissions, and the threaded column is fixed to the connecting frame.

[0011] Compared with the prior art, the beneficial effects of this utility model are:

[0012] This utility model achieves convenient assembly and disassembly of the main beam and sub-beam without welding by setting an adjustable connecting frame and a bolt connection structure that cooperates with the first connecting plate. Furthermore, through the design of bevel gear transmission and threaded sleeve cooperation in the adjustment mechanism, the connection strength of the main beam and sub-beam is further enhanced by the connecting frame and the shim. This realizes the lightweight design and reliable connection of the transverse beam structure, avoids the problems of welding thermal stress deformation and bolt connection loosening, and improves the maintenance convenience and structural stability of the rear subframe of new energy vehicles. Attached Figure Description

[0013] Figure 1 This is a structural schematic diagram of a lightweight non-interlocking assembly transverse tube beam structure for the rear subframe of a new energy vehicle proposed in this utility model.

[0014] Figure 2 for Figure 1 Installation diagram of the main beam and secondary beam;

[0015] Figure 3 for Figure 1 Cross-sectional view of the adjustment mechanism.

[0016] In the figure: 1 main beam mechanism, 11 main beam, 12 first connecting plate, 13 first bolt, 14 second connecting plate, 15 first nut, 16 second bolt, 17 second nut, 2 auxiliary beam, 3 gasket, 4 adjusting mechanism, 41 housing, 42 adjusting rod, 43 first bevel gear, 44 threaded sleeve, 45 second bevel gear, 46 threaded column, 5 connecting frame. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0018] Reference Figure 1-3A lightweight, non-interlocking, assembled transverse tube beam structure for the rear subframe of a new energy vehicle includes a main tube beam mechanism 1 and a secondary tube beam 2. The main tube beam mechanism 1 includes a main tube beam 11, with a first connecting plate 12 fixed at both ends of the main tube beam 11. The first connecting plate 12 is inserted into the interior of the secondary tube beam 2. A first bolt 13 is fixed to the side of the first connecting plate 12, penetrating the secondary tube beam 2. A second connecting plate 14 is sleeved on the first bolt 13, and a first nut 15 is threaded onto the first bolt 13. This structure allows for convenient assembly and disassembly of the main tube beam 11 and the secondary tube beam 2 without welding, avoiding component deformation caused by welding thermal stress. A second bolt 16 is fixed on the first connecting plate 12, and a second nut 17 is threaded onto the second bolt 16. An adjustment mechanism 4 is fixed at both ends inside the secondary tube beam 2. A connecting frame 5 is installed on the adjustment mechanism 4, and the connecting frame 5 is sleeved on the second bolt 16. A gasket 3 is provided between the connecting frame 5 and the first connecting plate 12, and the gasket 3 is sleeved on the second bolt 16.

[0019] The adjustment mechanism 4 includes a housing 41 fixed inside the secondary pipe beam 2. An adjustment rod 42 is installed on the side of the housing 41. The adjustment rod 42 is inserted into the interior of the housing 41 and connected to a first bevel gear 43. A threaded sleeve 44 is rotatably connected inside the housing 41. A second bevel gear 45 is fixedly sleeved on the threaded sleeve 44. A threaded post 46 is threadedly connected inside the threaded sleeve 44. The adjustment rod 42 drives the first bevel gear 43 to mesh with the second bevel gear 45, which can drive the threaded post 46 to move axially along the secondary pipe beam 2, thereby flexibly adjusting the position of the connecting frame 5 inside the secondary pipe beam 2 to adapt to different installation requirements. The connecting frame 5 and the secondary pipe beam 2 are slidably connected. The first connecting plate 12 and the connecting frame 5 are locked by the second bolt 16 and the second nut 17. The setting of the gasket 3 increases the contact area between the connecting frame 5 and the first connecting plate 12. With the precise positioning of the adjustment mechanism 4, the connection strength between the main pipe beam 11 and the secondary pipe beam 2 is further strengthened, avoiding the problem of easy loosening of traditional bolt connections.

[0020] During installation, the secondary pipe beam 2 is installed first. The secondary pipe beam 2 is placed on both sides of the main pipe beam 11 in the main pipe beam mechanism 1, so that the first connecting plates 12 at both ends of the main pipe beam 11 are inserted into the secondary pipe beam 2. At this time, the first bolt 13 penetrates the side wall of the secondary pipe beam 2 and the first connecting plate 12. The second connecting plate 14 is sleeved on the end of the first bolt 13 located on the outside of the secondary pipe beam 2. By tightening the first nut 15, the second connecting plate 14 is clamped to the outer wall of the secondary pipe beam 2, thus completing the initial fixation of the main pipe beam 11 and the secondary pipe beam 2. The adjusting rod 42 in the adjusting mechanism 4 is rotated, causing the first bevel gear 43 at its end to rotate. The first bevel gear 43 and the second bevel gear 43 then rotate. Gear 45 meshes, thereby driving threaded sleeve 44 to rotate within housing 41. Since threaded column 46 and threaded sleeve 44 are connected by threads, the rotation of threaded sleeve 44 causes threaded column 46 to move back and forth along the axial direction of secondary pipe beam 2, thereby driving connecting frame 5, which is fixedly connected to threaded column 46, to slide inside secondary pipe beam 2, so that connecting frame 5 is engaged with first connecting plate 12 from the side. Washer 3 is fitted on second bolt 16 and located between connecting frame 5 and first connecting plate 12. By tightening second nut 17, connecting frame 5 and first connecting plate 12 are tightly fitted. Washer 3 increases contact area, thereby enhancing the connection strength between main pipe beam 11 and secondary pipe beam 2.

[0021] In summary, compared with the prior art, this utility model, through the setting of an adjustable connecting frame and a bolt connection structure that cooperates with the first connecting plate, achieves convenient assembly and disassembly of the main beam and the sub-beam without welding. Furthermore, through the design of bevel gear transmission and threaded sleeve cooperation in the adjustment mechanism, the connection strength of the main beam and the sub-beam is further enhanced by the connecting frame and the shim. This achieves a lightweight design and reliable connection of the transverse beam structure, avoids the problems of welding thermal stress deformation and bolt loosening, and improves the maintenance convenience and structural stability of the rear subframe of new energy vehicles.

[0022] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A lightweight non-interlocking assembly transverse tube beam structure for the rear subframe of a new energy vehicle, comprising a main tube beam mechanism (1) and a secondary tube beam (2), characterized in that, The main beam mechanism (1) includes a main beam (11), with a first connecting plate (12) fixed at both ends of the main beam (11). The first connecting plate (12) is inserted into the interior of the secondary beam (2). A first bolt (13) is fixed on the side of the first connecting plate (12). The first bolt (13) passes through the secondary beam (2). A second connecting plate (14) is sleeved on the first bolt (13). A first nut (15) is threaded onto the first bolt (13). A second bolt (16) is fixed on the first connecting plate (12). A second nut (17) is threaded onto the second bolt (16). An adjustment mechanism (4) is fixed at both ends inside the secondary beam (2). A connecting frame (5) is installed on the adjustment mechanism (4). The connecting frame (5) is sleeved on the second bolt (16).

2. The lightweight non-interlocking assembled transverse tube beam structure for the rear subframe of a new energy vehicle according to claim 1, characterized in that, A gasket (3) is provided between the connecting frame (5) and the first connecting plate (12), and the gasket (3) is fitted onto the second bolt (16).

3. The lightweight non-interlocking assembled transverse tube beam structure for the rear subframe of a new energy vehicle according to claim 1, characterized in that, The connecting frame (5) and the secondary tube beam (2) are slidably connected, and the first connecting plate (12) and the connecting frame (5) are locked together by the second bolt (16) and the second nut (16).

4. The lightweight non-interlocking assembled transverse tube beam structure for the rear subframe of a new energy vehicle according to claim 1, characterized in that, The adjustment mechanism (4) includes a housing (41) fixed inside the secondary tube beam (2). An adjustment rod (42) is installed on the side of the housing (41). The adjustment rod (42) is inserted into the inside of the housing (41) and connected to a first bevel gear (43). A threaded sleeve (44) is rotatably connected inside the housing (41). A second bevel gear (45) is fixedly sleeved on the threaded sleeve (44). A threaded column (46) is threadedly connected inside the threaded sleeve (44).

5. The lightweight non-interlocking assembled transverse tube beam structure for the rear subframe of a new energy vehicle according to claim 4, characterized in that, The first bevel gear (43) and the second bevel gear (45) are meshed and driven, and the threaded column (46) is fixed to the connecting frame (5).

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