A frame reinforcement structure for an electric vehicle
By designing a linked shock absorber assembly and a front buffer mechanism, the problems of poor vehicle stability and stress concentration caused by the independent operation of shock absorbers in the electric vehicle frame structure are solved. Synchronous response of seat and rear wheel vibration is achieved, improving ride smoothness and shock absorber lifespan.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- NINGBO XIAOFEIXIA VEHICLE IND CO LTD
- Filing Date
- 2025-06-11
- Publication Date
- 2026-06-12
AI Technical Summary
The shock absorbers in the existing electric vehicle frame structure work independently, resulting in increased residual vibrations in the vehicle body, poor stability, and easy bending stress generated by front wheel impacts, which affects ride smoothness and service life.
It adopts a linked shock absorption component and a front buffer mechanism. Through the linkage design of the central shock absorber and the front shock absorber, combined with the design of the arc-shaped connecting bend and the sliding seat, it can realize the synchronous response of the seat and the rear wheel vibration, and the front shock absorber can buffer the front wheel impact to avoid stress concentration.
It improves vehicle stability and ride smoothness, extends the service life of shock absorbers, enhances vehicle body strength, and reduces vehicle body aftershocks and stress concentration.
Smart Images
Figure CN224349065U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of electric vehicle frame technology, specifically to a frame reinforcement structure for an electric vehicle. Background Technology
[0002] The electric vehicle frame is the core skeleton structure of the entire vehicle, usually welded / riveted from metal tubing or composite materials. It supports and secures key components such as the battery, motor, suspension system, and body shell. The frame is like the skeleton of the electric vehicle, directly affecting safety, load capacity, and driving experience. Existing electric vehicle frame structures can basically meet the needs of daily riding. However, the shock absorption structure of the frame structure is mostly installed on the seat bracket and rear wheel bracket. The two sets of shock absorption structures are relatively independent, with the rear wheel shock absorber and the seat shock absorber working independently. This can easily lead to asynchronous damping response, resulting in increased residual vibration, poor vehicle stability, and affecting ride smoothness. At the same time, the front wheel support tube is fixed to the main beam. The impact of the front wheel will directly generate bending stress in the support tube. Over time, fatigue stress can accumulate and cause cracks. Therefore, we propose a frame reinforcement structure for electric vehicles. Utility Model Content
[0003] To address the aforementioned technical problems, this application provides a frame reinforcement structure for an electric vehicle, including a main frame beam, a linked shock absorber assembly, a front buffer mechanism, and a front fixing tube. The linked shock absorber assembly is elastically supported on the main frame beam, and a front buffer mechanism is provided on the top of the main frame beam. The front buffer mechanism rotatably supports the front fixing tube.
[0004] In some embodiments, the linkage damping assembly consists of a central support, a central shock absorber, an upper support, a rear wheel mounting bracket, a lower support, and a connecting bend. The central shock absorber is hinged to one side of the central support, and the bottom end of the central shock absorber is rotatably connected to the main beam of the vehicle frame.
[0005] In some embodiments, the bottom of the central support is rotatably connected to the seat fixing frame in the main beam of the vehicle frame, and the other side of the central support is hinged to the upper support, on which the rear wheel fixing frames are symmetrically arranged.
[0006] In some embodiments, one end of the rear wheel mounting bracket is hinged to the lower support, one end of the lower support is provided with a connecting bend, and one end of the connecting bend is hinged to the main beam of the vehicle frame.
[0007] In some embodiments, the front buffer mechanism comprises a fixed seat, a rotating shaft, side pads, an arc-shaped bracket, a sliding seat, and a front shock absorber, wherein the fixed seat is welded to a groove at the top of the main beam of the vehicle frame.
[0008] In some embodiments, a rotating shaft is rotatably connected to the fixed seat, the rotating shaft is symmetrically welded to the front fixing tube, and a side gasket is sleeved on the front fixing tube, the side gasket being fitted between the main beams of the vehicle frame.
[0009] In some embodiments, a front shock absorber is fixedly connected to the bottom of the front fixing tube, one end of the front shock absorber is fixed to a sliding seat, the sliding seat is slidably connected to an arc-shaped bracket, and the arc-shaped bracket is embedded in a groove opened at the bottom of the main beam of the vehicle frame.
[0010] This utility model has at least the following beneficial effects:
[0011] 1. This utility model uses a central support rotatably connected to the main beam of the vehicle frame to connect the central shock absorber and the upper support. The rear wheel mounting bracket on the upper support is hinged to the lower support and the connecting bend, and finally rotatably connected to the main beam of the vehicle frame through the connecting bend, forming a quadrilateral connection structure. The top of the entire structure is elastically supported on the top of the main beam of the vehicle frame by the central shock absorber, so that the seat mounting bracket and the rear wheel mounting bracket in the main beam of the vehicle frame form a linked overall buffer structure, so that the vibration response of the seat and the rear wheel is synchronized during driving, reducing the residual vibration of the vehicle body, strengthening the vehicle body stability, and ensuring the smoothness of driving. At the same time, the arc design of the connecting bend can flexibly transmit the impact force of the road surface, avoiding stress concentration. The impact force is dispersed by the rotation of the hinged part through the connecting bend and finally distributed by the main beam of the vehicle frame, effectively protecting the rear wheel suspension structure and enhancing the vehicle body strength.
[0012] 2. This utility model uses a fixed base to rotatably support the front fixing tube. A front shock absorber is installed at the bottom of the front fixing tube. At the same time, one end of the front shock absorber is fixed to a sliding seat that is slidably connected in the arc-shaped bracket. The impact on the front wheel is buffered by the front shock absorber, which reduces the bending stress on the front fixing tube and avoids the accumulation of fatigue stress and cracks caused by long-term use. At the same time, when the front shock absorber is stretched or pulled by force, the sliding seat follows the angle change of the front fixing tube to adjust the position of the sliding seat in the arc-shaped bracket, so that the force direction of the entire front shock absorber always coincides with its own axis. This reduces the number of rotating connecting parts, improves the support strength of the front shock absorber, and thus extends the service life of the front shock absorber. Attached Figure Description
[0013] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0014] Figure 2 This is a partial exploded view of the structure of this utility model;
[0015] Figure 3 This is a partial structural schematic diagram of the present invention;
[0016] Figure 4This is a three-dimensional view of the energy-absorbing unit in Embodiment 2 of this utility model;
[0017] Figure 5 This is a schematic diagram of the exploded structure of the energy-absorbing unit in Embodiment 2 of this utility model.
[0018] In the diagram: 1-Chassis main beam; 2-Linked shock absorber assembly; 3-Front buffer mechanism; 4-Headboard fixing tube; 21-Center bracket; 22-Center shock absorber; 23-Upper bracket; 24-Rear wheel fixing bracket; 25-Lower bracket; 26-Connecting bend; 31-Fixed seat; 32-Rotating shaft; 33-Side gasket; 34-Arc-shaped bracket; 35-Sliding seat; 36-Front shock absorber; 100-Energy absorption unit; 101-Enclosed shell; 102-Side protrusion; 103-Energy absorption plate; 104-Liquid passage hole; 105-Rigid spring; 106-Outer shaft. Detailed Implementation
[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0020] Example 1:
[0021] Please see Figure 1-3 This utility model provides a technical solution: a frame reinforcement structure for an electric vehicle, including a frame main beam 1, a linkage shock absorber 2, a front buffer mechanism 3, and a front fixing tube 4. The linkage shock absorber 2 is elastically supported on the frame main beam 1, the front buffer mechanism 3 is provided on the top of the frame main beam 1, and the front fixing tube 4 is rotatably supported in the front buffer mechanism 3. The linkage shock absorber 2 is installed at the rear of the frame main beam 1 to form the installation structure of the entire rear wheel and seat.
[0022] The front end fixing tube 4 is elastically rotatably connected to the head of the frame main beam 1 through the front buffer mechanism 3, and is used to install the handlebars and front wheel. The front buffer mechanism 3 buffers the positive impact during driving and reduces the bending stress on the front end fixing tube 4. The section of the frame main beam 1 that connects to the front end fixing tube 4 forms a V-shaped structure with the seat fixing frame that connects to the seat. The section of the frame main beam 1 that connects to the front end fixing tube 4 is a square tube structure, which enhances the overall bending and torsional resistance. At the same time, the internal space of the square tube is used to install the electric vehicle battery, saving overall space.
[0023] The linkage-type shock absorber assembly 2 consists of a central support 21, a central shock absorber 22, an upper support 23, a rear wheel mounting bracket 24, a lower support 25, and a connecting bend 26. The central shock absorber 22 is hinged to one side of the central support 21, and the bottom end of the central shock absorber 22 is rotatably connected to the main frame 1. The bottom of the central support 21 is rotatably connected to the seat mounting bracket in the main frame 1. The other side of the central support 21 is hinged to the upper support 23, on which the rear wheel mounting brackets 24 are symmetrically arranged. One end of the rear wheel mounting bracket 24 is hinged to the lower support 25, and one end of the lower support 25 is provided with a connecting bend 26. One end of the connecting bend 26 is hinged to the main frame 1. The central shock absorber 22 and the upper support 23 are connected by the central support 21, which is rotatably connected to the main frame 1. The rear wheel mounting bracket 24 on frame 23 is hinged to the lower bracket 25 and the connecting bend 26, and finally rotatably connected to the main beam 1 of the frame through the connecting bend 26, forming a quadrilateral connection structure. The top of the entire structure is elastically supported on the top of the main beam 1 of the frame through the central shock absorber 22, so that the seat mounting bracket and the rear wheel mounting bracket 24 in the main beam 1 of the frame form a linkage-type overall buffer structure, so that the vibration response of the seat and the rear wheel is synchronized during driving, reducing the residual vibration of the vehicle body, strengthening the vehicle body stability, and ensuring the smoothness of driving. At the same time, the arc design of the connecting bend 26 can flexibly transmit the impact force of the road surface, avoiding stress concentration. The impact force is distributed by the main beam 1 of the frame through the connecting bend 26, causing the hinge part to rotate, which effectively protects the rear wheel suspension structure and enhances the body strength.
[0024] The front buffer mechanism 3 consists of a fixed seat 31, a rotating shaft 32, side pads 33, an arc-shaped bracket 34, a sliding seat 35, and a front shock absorber 36. The fixed seat 31 is welded into a groove at the top of the main beam 1 of the frame. The rotating shaft 32 is rotatably connected to the fixed seat 31. The rotating shaft 32 is symmetrically welded to the front fixing tube 4. The side pads 33 are fitted onto the front fixing tube 4 and fit between the main beams 1 of the frame. The front shock absorber 36 is fixedly connected to the bottom of the front fixing tube 4. One end of the front shock absorber 36 is fixed to the sliding seat 35. The sliding seat 35 is slidably connected to the arc-shaped bracket 34. The arc-shaped bracket 34 is embedded in a groove at the bottom of the main beam 1 of the frame. The front suspension tube 4 is rotated and supported by the fixed base 31. The bottom of the front suspension tube 4 is equipped with a front shock absorber 36. One end of the front shock absorber 36 is fixed to the sliding seat 35 which is slidably connected in the arc-shaped bracket 34. The impact on the front wheel is buffered by the front shock absorber 36, which reduces the bending stress on the front suspension tube 4 and avoids the accumulation of fatigue stress and cracks caused by long-term use. At the same time, when the front shock absorber 36 is stretched or extended by force, the sliding seat 35 adjusts its position in the arc-shaped bracket 34 according to the angle change of the front suspension tube 4, so that the force direction of the entire front shock absorber 36 is always coincident with its own axis, thus extending the service life of the front shock absorber 36.
[0025] Example 2:
[0026] Please see Figure 1-5 This utility model provides a technical solution: a frame reinforcement structure for an electric vehicle, including a main frame beam 1, a linkage shock absorber assembly 2, a front buffer mechanism 3, and a front fixing tube 4. The linkage shock absorber assembly 2 is elastically supported on the main frame beam 1, and the front buffer mechanism 3 is provided on the top of the main frame beam 1. The front buffer mechanism 3 rotatably supports the front fixing tube 4. In embodiment one, the front shock absorber 36 in the front buffer mechanism 3 is replaced with an energy absorption unit 100. The front buffer mechanism 3 consists of a fixed seat 31, a rotating shaft 32, side pads 33, an arc-shaped bracket 34, a sliding seat 35, and... The energy-absorbing unit 100 consists of a mounting base 31 welded to a groove at the top of the main beam 1 of the frame, a rotating shaft 32 rotatably connected to the mounting base 31, the rotating shaft 32 being symmetrically welded to the front fixing tube 4, a side gasket 33 fitted onto the front fixing tube 4, the side gasket 33 fitting between the main beams 1 of the frame, and an energy-absorbing unit 100 disposed at the bottom of the front fixing tube 4. One end of the energy-absorbing unit 100 is fixed to a sliding seat 35, the sliding seat 35 being slidably connected to an arc-shaped bracket 34, the arc-shaped bracket 34 being embedded in a groove at the bottom of the main beam 1 of the frame; the energy-absorbing unit 100 The electric vehicle consists of a closed shell 101, side protrusions 102, an energy-absorbing plate 103, liquid passage holes 104, a rigid spring 105, and an outer shaft 106. Side protrusions 102 are evenly distributed on the inner wall of the closed shell 101. The energy-absorbing plate 103 is slidably connected to the inner wall of the closed shell 101. A rigid spring 105 is provided between the energy-absorbing plate 103 and the closed shell 101. Liquid passage holes 104 are evenly distributed on the energy-absorbing plate 103. An outer shaft 106 is provided on the energy-absorbing plate 103. The closed shell 101 is filled with a filling fluid. The impact on the front wheel of the electric vehicle during riding... It will act on the front fixing tube 4, thereby causing the front fixing tube 4 to rotate between the fixing seats 31. During the process, the rigid spring 105 is compressed by force, and the energy-absorbing plate 103 isolates the closed shell 101 into two spaces. During the sliding of the energy-absorbing plate 103, the filling liquid in the two spaces passes through the liquid passage hole 104 to provide space margin while consuming the impact potential energy. At the same time, during the sliding of the energy-absorbing plate 103, it works with the compression side protrusion 102 to further consume the impact potential energy. Together with the rigid spring 105, it achieves a triple relief effect. At the same time, the potential energy consumption helps the front wheel to restore dynamic balance.
Claims
1. A frame reinforcement structure for an electric vehicle, comprising a frame main beam (1), a linkage shock absorber assembly (2), a front buffer mechanism (3), and a front fixing tube (4), characterized in that: The main beam of the frame (1) is elastically supported by a linkage shock absorber (2), and a front buffer mechanism (3) is provided on the top of the main beam of the frame (1). The front buffer mechanism (3) is rotatably supported by a front fixing tube (4). The linkage shock absorber assembly (2) consists of a central support (21), a central shock absorber (22), an upper support (23), a rear wheel fixing bracket (24), a lower support (25), and a connecting bend (26). The central support (21) is hinged to one side with a central shock absorber (22), and the bottom end of the central shock absorber (22) is rotatably connected to the main beam of the vehicle frame (1). The front buffer mechanism (3) consists of a fixed seat (31), a rotating shaft (32), a side pad (33), an arc-shaped bracket (34), a sliding seat (35), and a front shock absorber (36). The fixed seat (31) is welded to the groove at the top of the main beam of the vehicle frame (1).
2. The frame reinforcement structure for an electric vehicle according to claim 1, characterized in that: The bottom of the central support (21) is rotatably connected to the seat fixing frame in the main beam (1) of the frame, and the other side of the central support (21) is hinged to the upper support (23), and the upper support (23) is symmetrically provided with rear wheel fixing frames (24).
3. The frame reinforcement structure for an electric vehicle according to claim 2, characterized in that: One end of the rear wheel fixing bracket (24) is hinged to the lower bracket (25), and one end of the lower bracket (25) is provided with a connecting bend (26), and one end of the connecting bend (26) is hinged to the main beam (1) of the vehicle frame.
4. The frame reinforcement structure for an electric vehicle according to claim 1, characterized in that: The fixed seat (31) is rotatably connected to a rotating shaft (32), which is symmetrically welded to the front fixing tube (4). A side gasket (33) is sleeved on the front fixing tube (4) and the side gasket (33) is attached to the main beam (1) of the frame.
5. The frame reinforcement structure for an electric vehicle according to claim 4, characterized in that: The bottom of the front fixing tube (4) is fixedly connected to a front shock absorber (36). One end of the front shock absorber (36) is fixed on a sliding seat (35). The sliding seat (35) is slidably connected in an arc-shaped bracket (34). The arc-shaped bracket (34) is embedded in a groove opened at the bottom of the main beam of the vehicle frame (1).