A modular split-type truck front subframe

Abstract

This utility model discloses a modular split-type truck front subframe, including two sets of longitudinal beams and two sets of cross beams. The two sets of longitudinal beams are arranged parallel to each other from left to right, and the two sets of cross beams are arranged front to back between the two sets of longitudinal beams. This utility model, through the interlocking structure design of the insertion pipe and reinforcing ribs, significantly improves the shear and torsional resistance at the connection between the vehicle body mounting module and the longitudinal beams, effectively solving the problem of connection point failure under high-load truck conditions.

Description

Technical Field

[0001] This utility model relates to the field of front subframe technology, and in particular to a modular split-type truck front subframe. Background Technology

[0002] Currently, the vast majority of vehicles on the market use MacPherson strut independent front suspensions. The front subframe is typically a single piece of stamped steel, which is heavy and has poor platform flexibility. If the wheelbase, track width, or hard spot needs adjustment, the front subframe needs to be redesigned, resulting in a long development cycle and high mold costs. To address this, a modular split-type automotive front subframe has been publicly available. This modular split-type automotive front subframe includes a frame body formed by welding two longitudinal beams and a crossbeam between them. The frame body has a control arm mounting module, a body mounting module, a stabilizer bar mounting module, and a steering gear mounting module on both sides. A suspension mounting module is also provided on the frame body. The advantages of this invention are that the modular design allows for adaptation to differences in wheelbase, track width, and hard spot, resulting in greater versatility and saving on mold costs, development expenses, and time.

[0003] However, the aforementioned disclosed technology is currently only applicable to passenger cars, and there are still some drawbacks when applied to trucks. The main drawback is that the connection points between the longitudinal beams and the mounting modules connected to the vehicle body are too weak. In order to meet the high load requirements of trucks, it is necessary to further improve its structure. Utility Model Content

[0004] The purpose of this utility model is to address the shortcomings of existing technologies by proposing a modular split-type truck front subframe.

[0005] To achieve the above objectives, this utility model adopts the following technical solution: a modular split-type truck front subframe, comprising two sets of longitudinal beams and two sets of transverse beams. The two sets of longitudinal beams are arranged in parallel from left to right, and the two sets of transverse beams are arranged in a front-to-back configuration between the two sets of longitudinal beams. A second body mounting module and a first body mounting module are fixedly connected to the front and rear ends of the longitudinal beams, respectively. A connecting seat is fixedly connected to the opposite side of the first body mounting module and the second body mounting module. A insertion pipe is provided at the end of the connecting seat facing the longitudinal beam for insertion into the longitudinal beam to improve connection stability. An inner support block is provided on the inner side wall of the insertion pipe for improving structural strength. Eight sets of first reinforcing ribs are provided on the outer wall of the insertion pipe for forming support with the inner side wall of the longitudinal beam. Eight sets of second reinforcing ribs are provided on the inner side wall of the longitudinal beam for supporting the first reinforcing ribs.

[0006] The inner support block has a cross-shaped projection when viewed from the front, and the length of the inner support block is equal to the length of the insertion pipe.

[0007] The eight sets of first reinforcing ribs are fixedly connected in pairs to the top, bottom, left, and right sides of the insertion tube. The length direction of the eight sets of first reinforcing ribs is parallel to the length direction of the insertion tube, and the length of the eight sets of first reinforcing ribs is equal to the length of the insertion tube.

[0008] The eight sets of second reinforcing ribs are fixedly connected in pairs to the upper inner wall, lower inner wall, left inner wall, and right inner wall of the longitudinal beam. The length direction of the eight sets of second reinforcing ribs is parallel to the length direction of the longitudinal beam, and the length of the eight sets of second reinforcing ribs is equal to the length of the longitudinal beam.

[0009] The first reinforcing rib has a groove on the side facing the inner wall of the longitudinal beam, and the eight sets of second reinforcing ribs are slidably connected to the inner wall of one set of grooves respectively.

[0010] The longitudinal beams, transverse beams, inner support blocks, first reinforcing ribs, and second reinforcing ribs are all made of aluminum alloy.

[0011] The connecting seat is fixed to the opposite end of the longitudinal beam by welding.

[0012] This utility model has the following beneficial effects:

[0013] Compared with existing technologies, this modular split truck front subframe, through the interlocking structure design of the plug pipe and reinforcing ribs, significantly improves the shear and torsional resistance at the connection between the body mounting module and the longitudinal beam, effectively solving the problem of easy failure of connection points under heavy load conditions of trucks. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of a modular split-type truck front subframe proposed in this utility model;

[0015] Figure 2 This is a partial sectional view of the side of the connection structure between the second body mounting module and the longitudinal beam of the modular split truck front subframe proposed in this utility model.

[0016] Figure 3 This utility model provides a cross-sectional view of the connection structure between the insertion pipe and the longitudinal beam of a modular split truck front subframe.

[0017] Figure 4 This is a schematic diagram of the connection structure of the insertion pipe, the first reinforcing rib, and the inner support block of a modular split-type truck front subframe proposed in this utility model.

[0018] Legend:

[0019] 1. Longitudinal beam; 2. Cross beam; 3. First body mounting module; 4. Second body mounting module; 5. Connecting seat; 6. Insert pipe; 7. Inner support block; 8. First reinforcing rib; 801. Groove; 9. Second reinforcing rib. Detailed Implementation

[0020] 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.

[0021] Reference Figures 1 to 4 The present invention provides a modular split truck front subframe: including two sets of longitudinal beams 1 and two sets of cross beams 2. The two sets of longitudinal beams 1 are distributed in parallel left and right, and the two sets of cross beams 2 are distributed in front and back and are arranged between the two sets of longitudinal beams 1. The front and rear ends of the longitudinal beams 1 are respectively fixedly connected to a second body mounting module 4 and a first body mounting module 3.

[0022] In order to achieve a reliable connection between the body mounting module and the longitudinal beam 1, the first body mounting module 3 and the second body mounting module 4 are fixedly connected to each other on the opposite side, and the connecting seat 5 is fixed to the opposite end of the longitudinal beam 1 by welding.

[0023] The welded connection ensures a rigid connection between the connecting seat 5 and the longitudinal beam 1, providing a stable installation foundation for the subsequent plug-in structure and solving the problem of easy loosening of traditional bolted connections under high loads.

[0024] To improve the shear resistance of the connection, the end of the connecting seat 5 facing the longitudinal beam 1 is provided with a plug tube 6 for insertion into the longitudinal beam 1 to improve the connection stability.

[0025] When the insertion pipe 6 is inserted into the longitudinal beam 1, its tubular structure forms a double bearing surface, which effectively disperses the longitudinal impact load during truck driving and solves the problem that traditional planar connections are prone to deformation under high impact.

[0026] To enhance the local compressive strength of the insertion pipe 6, an inner support block 7 is provided on the inner wall of the insertion pipe 6 to improve the structural strength. The inner support block 7 is shaped like a star when viewed from the front, and the length of the inner support block 7 is equal to the length of the insertion pipe 6.

[0027] The cross-shaped inner support block 7 forms a multi-directional support network inside the insertion pipe 6, preventing the pipe wall from collapsing and deforming under high load conditions, and improving the durability of the connection part.

[0028] To achieve interlocking reinforcement between the longitudinal beam 1 and the insertion pipe 6, the outer wall of the insertion pipe 6 is provided with eight sets of first reinforcing ribs 8 for forming support with the inner wall of the longitudinal beam 1. The eight sets of first reinforcing ribs 8 are fixedly connected in pairs to the four sides of the insertion pipe 6, and the length direction of the eight sets of first reinforcing ribs 8 is parallel to the length direction of the insertion pipe 6. The length of the eight sets of first reinforcing ribs 8 is equal to the length of the insertion pipe 6. The inner wall of the longitudinal beam 1 is provided with eight sets of second reinforcing ribs 9 for supporting the first reinforcing ribs 8. The eight sets of second reinforcing ribs 9 are fixedly connected in pairs to the upper inner wall, lower inner wall, left inner wall and right inner wall of the longitudinal beam 1. The length direction of the eight sets of second reinforcing ribs 9 is parallel to the length direction of the longitudinal beam 1. The length of the eight sets of second reinforcing ribs 9 is equal to the length of the longitudinal beam 1. The side of the first reinforcing rib 8 facing the inner wall of the longitudinal beam 1 is provided with a groove 801. The eight sets of second reinforcing ribs 9 are slidably connected to the inner wall of one set of grooves 801.

[0029] When the first reinforcing rib 8 and the second reinforcing rib 9 are engaged through the groove 801, a three-dimensional support system is formed, which significantly improves the stability of the connection node under complex loads and solves the problem that traditional connections are prone to failure under high torsional loads.

[0030] To balance the requirements of lightweighting and structural strength, the longitudinal beam 1, the transverse beam 2, the inner support block 7, the first reinforcing rib 8 and the second reinforcing rib 9 are all made of aluminum alloy.

[0031] By selecting the above materials, while ensuring load-bearing performance, the weight is reduced by more than 30% compared to traditional steel subframes, and the scalability of modular design is maintained, solving the problems of heavy weight and poor adaptability of traditional steel structures.

[0032] Working principle: The connecting seat 5 is fixed to the opposite end of the longitudinal beam 1 by welding. The welding connection ensures the rigid connection between the connecting seat 5 and the longitudinal beam 1, providing a stable installation foundation for the subsequent plug-in structure and solving the problem of loosening of traditional bolt connections under high loads. When the plug tube 6 is inserted into the longitudinal beam 1, its tubular structure forms a double bearing surface, effectively dispersing the longitudinal impact load during truck travel and solving the problem of deformation of traditional planar connections under high impacts. The star-shaped inner support block 7 forms a multi-directional support network inside the plug tube 6, preventing the tube wall from collapsing and deforming under high load conditions and improving the durability of the connection. When the first reinforcing rib 8 and the second reinforcing rib 9 are engaged through the groove 801, a three-dimensional support system is formed, significantly improving the stability of the connection node under complex loads and solving the problem of failure of traditional connections under high torsional loads. In order to balance the requirements of lightweight and structural strength, the longitudinal beam 1, the cross beam 2, the inner support block 7, the first reinforcing rib 8, and the second reinforcing rib 9 are all made of aluminum alloy. By selecting the above materials, while ensuring load-bearing performance, the weight is reduced by more than 30% compared to traditional steel subframes, and the scalability of modular design is maintained, solving the problems of heavy weight and poor adaptability of traditional steel structures.

[0033] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A modular split-type truck front subframe, characterized in that: It includes two sets of longitudinal beams (1) and two sets of transverse beams (2). The two sets of longitudinal beams (1) are arranged in parallel from left to right, and the two sets of transverse beams (2) are arranged in front to back between the two sets of longitudinal beams (1). The front and rear ends of the longitudinal beams (1) are respectively fixedly connected to a second body mounting module (4) and a first body mounting module (3). The first body mounting module (3) and the second body mounting module (4) are fixedly connected to a connecting seat (5) on opposite sides. The end of the connecting seat (5) facing the longitudinal beam (1) is provided with a plug pipe (6) for inserting into the interior of the longitudinal beam (1) to improve the connection stability. The inner side wall of the plug pipe (6) is provided with an inner support block (7) for improving the structural strength. The outer side wall of the plug pipe (6) is provided with eight sets of first reinforcing ribs (8) for forming support with the inner side wall of the longitudinal beam (1). The inner side wall of the longitudinal beam (1) is provided with eight sets of second reinforcing ribs (9) for supporting the first reinforcing ribs (8).

2. The modular split-type truck front subframe according to claim 1, characterized in that: The inner support block (7) is shaped like a star when viewed from the front, and the length of the inner support block (7) is equal to the length of the insertion pipe (6).

3. The modular split-type truck front subframe according to claim 1, characterized in that: The eight sets of first reinforcing ribs (8) are fixedly connected in pairs to the four sides of the insertion tube (6), and the length direction of the eight sets of first reinforcing ribs (8) is parallel to the length direction of the insertion tube (6). The length of the eight sets of first reinforcing ribs (8) is equal to the length of the insertion tube (6).

4. A modular split-type truck front subframe according to claim 1, characterized in that: The eight sets of second reinforcing ribs (9) are fixedly connected in pairs to the upper inner wall, lower inner wall, left inner wall and right inner wall of the longitudinal beam (1). The length direction of the eight sets of second reinforcing ribs (9) is parallel to the length direction of the longitudinal beam (1), and the length of the eight sets of second reinforcing ribs (9) is equal to the length of the longitudinal beam (1).

5. A modular split-type truck front subframe according to claim 1, characterized in that: The first reinforcing rib (8) has a groove (801) on the side facing the inner wall of the longitudinal beam (1), and the eight sets of second reinforcing ribs (9) are slidably connected to the inner wall of a set of grooves (801).

6. A modular split-type truck front subframe according to claim 1, characterized in that: The longitudinal beam (1), the transverse beam (2), the inner support block (7), the first reinforcing rib (8), and the second reinforcing rib (9) are all made of aluminum alloy.

7. A modular split-type truck front subframe according to claim 1, characterized in that: The connecting seat (5) is fixed to the opposite end of the longitudinal beam (1) by welding.

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