A front axle weldment structure for a light commercial vehicle

Abstract

The utility model relates to a technical field of automobile chassis structure, especially relate to a light -duty commercial vehicle front axle welding spare structure, include: tubular beam module (1), tubular beam module (1) are straight pipe structure, two steering gear installation module (2), two steering gear installation module (2) are fixed on tubular beam module (1), and two steering gear installation module (2) are symmetric distribution, each steering gear installation module (2) is used for connecting vehicle steering gear, two integrated installation module (3), two integrated installation module (3) are respectively fixed at the both ends of tubular beam module (1), and two integrated installation module (3) are symmetric distribution, each integrated installation module (3) is used for connecting car body and swing arm, the utility model will two integrated installation module (3) be respectively directly fixed at the both ends of tubular beam module (1), make the mounting point for connecting car body and swing arm directly sit on main support structure, thereby shorten the force arm of car body and swing arm mounting point, eliminate overlong cantilever structure.

Description

Technical Field

[0001] This utility model relates to the field of automotive chassis structure technology, and in particular to a front axle welded component structure for light commercial vehicles. Background Technology

[0002] Traditional light commercial vehicle front axle welded components employ a U-shaped tubular beam structure. Due to the inherent shape limitations of this U-shaped structure, there is a significant distance difference between the longitudinal beams on both sides and the actual installation positions of components such as the vehicle body and control arms in the Y-direction (vehicle width direction). To adapt and connect to these components, existing structures (such as...) Figure 7 As shown, the body mounting bracket 31', swing arm mounting bracket 32' and steering gear mounting bracket 2' had to be designed to be longer in order to "reach" the mounting point, resulting in excessively long bracket cantilever arms.

[0003] Such excessively long cantilever structures tend to have poor rigidity at the body mounting points, swing arm mounting points, and steering gear mounting points, making them prone to deformation under stress. Furthermore, the poor force transmission path leads to stress concentration, which also negatively impacts the tubular beam itself. To improve strength and rigidity, traditional methods simply involve increasing the thickness of the swing arm support and tubular beam, resulting in a significant increase in weight. If the swing arm and body mounting points are close together in the Y-axis direction, the space for arranging the body mounting points is limited under the U-beam structure, making design difficult. Utility Model Content

[0004] The purpose of this utility model is to provide a front axle welded component structure for light commercial vehicles to solve the problem of excessively long cantilever arms in existing brackets.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A front axle welded assembly structure for a light commercial vehicle includes: a tubular beam module, wherein the tubular beam module is a straight tube structure; two steering gear mounting modules, wherein the two steering gear mounting modules are fixed to the tubular beam module and are symmetrically distributed, and each steering gear mounting module is used to connect to the vehicle steering gear; and two integrated mounting modules, wherein the two integrated mounting modules are respectively fixed to both ends of the tubular beam module and are symmetrically distributed, and each integrated mounting module is used to connect the vehicle body and the control arm.

[0006] Based on the above technical means, this utility model uses a tube beam module as a load-bearing structure and directly fixes two integrated installation modules to both ends of the tube beam, so that the mounting points for connecting the vehicle body and the swing arm are directly located on the main support structure, instead of requiring a long bracket to extend from the side as in the traditional U-shaped beam structure. This greatly shortens the lever arm between the vehicle body and the swing arm mounting points from the root, eliminating the excessively long cantilever structure.

[0007] Meanwhile, this invention integrates the vehicle body mounting point and the swing arm mounting point onto the same integrated mounting module. This integrated design avoids the design difficulties and spatial interference problems caused by the excessive proximity of the vehicle body mounting point and the swing arm mounting point in the Y direction in traditional distributed bracket layouts. On the other hand, since the two mounting points are integrated on a common base, a stable overall mounting interface can be formed, significantly improving the overall mounting stiffness and connection reliability of the suspension system.

[0008] Furthermore, each of the integrated installation modules includes a body mounting component and a swing arm mounting component. The body mounting component is fixed to the end of the tube beam module and is used to connect to the body. The swing arm mounting component is fixed to the body mounting component and is used to connect to the swing arm.

[0009] Based on the above technical means, by directly fixing the swing arm mounting component to the body mounting component, and the body mounting component to the end of the tube beam module, an integrated rigid node is formed. This allows the dynamic load from the swing arm to be directly transferred to the body mounting component through the swing arm mounting component and finally to the tube beam module, significantly improving the local stiffness and overall load-bearing efficiency of the connection node.

[0010] Furthermore, the vehicle body mounting component is a U-shaped sheet metal structure, and a first mounting surface and a second mounting surface are formed on the vehicle body mounting component. A first through hole is formed on the first mounting surface, and a second through hole is formed on the second mounting surface. The first through hole and the second through hole are arranged opposite to each other and are respectively adapted to the size of the tube beam module. The end of the tube beam module can pass through the first through hole and the second through hole so that the vehicle body mounting component is fixed to the end of the tube beam module.

[0011] According to the above technical means, the body mounting component adopts a U-shaped sheet metal structure. The first through hole and the second through hole opened on the first mounting surface and the second mounting surface together form a double support structure with precise alignment, so that the end of the tube beam module can pass through the two through holes in sequence, thereby realizing the fixed connection between the body mounting component and the tube beam.

[0012] Furthermore, a first weight-reducing hole is also formed on the first mounting surface.

[0013] Based on the aforementioned technical means, the first weight-reducing hole reduces the material usage of the sheet metal part, directly lowering the manufacturing cost of the part. Simultaneously, it achieves localized weight reduction of the first mounting surface.

[0014] Furthermore, a second weight-reducing hole is also formed on the second mounting surface.

[0015] Based on the aforementioned technical methods, the second weight-reducing hole reduces the material usage of the sheet metal part, directly lowering the manufacturing cost of the component. Simultaneously, it achieves localized weight reduction of the second mounting surface.

[0016] Furthermore, a third mounting surface is formed on the vehicle body mounting component, the third mounting surface being located between the first mounting surface and the second mounting surface; the third mounting surface is used to connect to the vehicle body.

[0017] According to the above technical means, the third mounting surface is located between the first mounting surface and the second mounting surface. Since both sides of it are connected to the first and second mounting surfaces, it is essentially supported on both sides to improve the rigidity and stability of the vehicle body connection point.

[0018] Furthermore, there are two swing arm mounting components, each fixed between the first mounting surface and the second mounting surface, and the two swing arm mounting components are respectively located on both sides of the end of the tube beam module.

[0019] Based on the aforementioned technical means, the ends of the tube beam module, the two swing arm mounting components, and the U-shaped body mounting components together form a stable box-shaped load-bearing frame, which greatly enhances the overall rigidity and deformation resistance of the swing arm mounting points and the body mounting points.

[0020] Furthermore, a third weight-reducing hole is formed on the swing arm mounting component.

[0021] According to the above-mentioned technical means, a third weight-reducing hole is opened on the swing arm mounting component, which can effectively reduce the weight of the swing arm mounting component and is conducive to the lightweighting of the entire integrated mounting module and even the front axle welded assembly.

[0022] Furthermore, the integrated installation module also includes a reinforcing member, which is fixedly connected to the swing arm mounting member and the tube beam module respectively.

[0023] Based on the aforementioned technical means, the reinforcing component, together with the swing arm mounting component and the pipe beam module, forms a stable triangular support structure, which enhances the rigidity of the swing arm mounting point and the overall load-bearing capacity.

[0024] Furthermore, each of the steering gear mounting modules has a groove formed on it.

[0025] According to the above-mentioned technical means, the groove is a three-dimensional recessed structure formed on the plate of the steering gear mounting module by a stamping process, which can effectively resist the bending and torsional deformation caused by the load from the steering gear and significantly improve the local rigidity of the steering gear mounting module.

[0026] The beneficial effects achieved by this utility model are: This utility model uses a straight tube beam module as the load-bearing structure, and fixes two integrated installation modules directly to both ends of the tube beam. This allows the mounting points for connecting the vehicle body and the swing arm to be located directly on the main support structure, instead of requiring a long bracket to extend from the side as in the traditional U-shaped beam structure. This greatly shortens the lever arm between the vehicle body and the swing arm mounting points from the root, eliminating the excessively long cantilever structure.

[0027] Meanwhile, this invention integrates the vehicle body mounting point and the swing arm mounting point onto the same integrated mounting module. This integrated design avoids the design difficulties and spatial interference problems caused by the excessive proximity of the vehicle body mounting point and the swing arm mounting point in the Y direction in traditional distributed bracket layouts. On the other hand, since the two mounting points are integrated on a common base, a stable overall mounting interface can be formed, significantly improving the overall mounting stiffness and connection reliability of the suspension system. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is an exploded view of the overall structure of this utility model; Figure 3 This is one of the schematic diagrams of the integrated installation module structure of this utility model; Figure 4 This is the second schematic diagram of the integrated installation module structure of this utility model; Figure 5 This is one of the structural schematic diagrams of the steering gear mounting module of this utility model; Figure 6 This is the second schematic diagram of the steering gear mounting module structure of this utility model; Figure 7 This is a schematic diagram of the existing structure.

[0029] Among them, 1. Pipe beam module; 2. Steering gear mounting module; 21. Groove; 3. Integrated mounting module; 31. Body mounting component; 311. First mounting surface; 312. Second mounting surface; 313. First through hole; 314. Second through hole; 315. First weight reduction hole; 316. Second weight reduction hole; 317. Third mounting surface; 32. Swing arm mounting component; 321. Third weight reduction hole; 33. Reinforcing component.

[0030] The accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent. To better illustrate this utility model, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings. The same or similar reference numerals correspond to the same or similar components. The terms describing positional relationships in the drawings are for illustrative purposes only and should not be construed as limiting this patent. Detailed Implementation

[0031] It should be noted that, unless otherwise specified, the embodiments and technical features in the embodiments of this application can be combined with each other, and the detailed descriptions in the specific embodiments should be understood as explanations of the purpose of this application and should not be regarded as undue limitations on this application.

[0032] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0033] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0034] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0035] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0036] The technical solution of this embodiment will be described in detail below with reference to the accompanying drawings.

[0037] like Figure 1As shown, a front axle welded assembly structure for a light commercial vehicle includes: a tubular beam module 1, which is a straight tube structure; two steering gear mounting modules 2, which are fixed to the tubular beam module 1 and are symmetrically distributed, each steering gear mounting module 2 being used to connect the vehicle steering gear; and two integrated mounting modules 3, which are respectively fixed to both ends of the tubular beam module 1 and are symmetrically distributed, each integrated mounting module 3 being used to connect the vehicle body and the control arm.

[0038] In this embodiment, the tube beam module 1 is used as the load-bearing structure, and the two integrated installation modules 3 are directly fixed to both ends of the tube beam. This allows the mounting points for connecting the vehicle body and the swing arm to be located directly on the main support structure, instead of requiring a long bracket to extend from the side as in the traditional U-beam structure. This greatly shortens the lever arm between the vehicle body and the swing arm mounting points from the root, eliminating the excessively long cantilever structure.

[0039] Meanwhile, in this embodiment, the vehicle body mounting point and the swing arm mounting point are integrated onto the same integrated mounting module 3. This integrated design avoids the design difficulties and spatial interference problems caused by the vehicle body mounting point and the swing arm mounting point being too close in the Y direction in traditional distributed bracket layouts. On the other hand, since the two mounting points are integrated on a common base, a stable overall mounting interface can be formed, significantly improving the overall mounting stiffness and connection reliability of the suspension system.

[0040] This embodiment also utilizes modular design. When vehicle models within the platform differ in parameters such as wheelbase, hard points, or load, there is no need to redesign and re-mold the entire front axle welded assembly. Only specific modules require targeted adjustments. Specifically, this is reflected in: 1. Adjustment of steering gear mounting points: By adjusting the cutting edge of the steering gear mounting module 2 and the pipe beam module 1 (to achieve coordinate transformation in the X / Z direction), shifting the steering gear mounting module 2 as a whole (to achieve coordinate transformation in the Y direction), or adjusting the spacing of the mounting points locally, the coordinate changes of the steering gear mounting points can be quickly responded to, avoiding changes to the overall structure.

[0041] 2. Adjustment of the vehicle body and swing arm mounting points: The single-sided hole spacing and left-right span of the vehicle body mounting points, as well as the swing arm openings, are standardized to form a stable and universal interface. When the hard points change, adaptation is prioritized through the overall translation of the integrated mounting module 3, requiring only minor adjustments to the connection boundary between the integrated mounting module 3 and the tube beam module 1.

[0042] 3. Adjustment of track width and wheelbase: For changes in track width, all mounting modules on both sides (steering gear mounting module 2 and integrated mounting module 3) can be moved synchronously and the length of tube beam module 1 can be adjusted accordingly; for changes in wheelbase, the subframe assembly can be moved and installed as a whole in the X direction.

[0043] It should be noted that in this embodiment, each mounting point is a mounting hole. The modularly produced steering gear mounting module 2 and integrated mounting module 3 do not have mounting holes pre-drilled. During the specific assembly and production process, the mounting hole positions are adjusted according to the vehicle models within the platform.

[0044] like Figure 2 As shown, each integrated installation module 3 includes a body mounting component 31 and a swing arm mounting component 32. The body mounting component 31 is fixed to the end of the tube beam module 1 and is used to connect the body. The swing arm mounting component 32 is fixed to the body mounting component 31 and is used to connect the swing arm.

[0045] By directly fixing the swing arm mounting component 32 to the body mounting component 31, and the body mounting component 31 to the end of the tube beam module 1, an integrated rigid node is formed, so that the dynamic load from the swing arm can be directly transferred to the body mounting component 31 through the swing arm mounting component 32 and finally flow into the tube beam module 1, which significantly improves the local stiffness and overall load-bearing efficiency of the connection node.

[0046] like Figures 2-4 As shown, the body mounting component 31 is a U-shaped sheet metal structure. The body mounting component 31 has a first mounting surface 311 and a second mounting surface 312 that are oppositely arranged. A first through hole 313 is formed on the first mounting surface 311, and a second through hole 314 is formed on the second mounting surface 312. The first through hole 313 and the second through hole 314 are oppositely arranged and are adapted to the size of the tube beam module 1. The end of the tube beam module 1 can pass through the first through hole 313 and the second through hole 314 so that the body mounting component 31 is fixed to the end of the tube beam module 1.

[0047] The body mounting component 31 adopts a U-shaped sheet metal structure. The first through hole 313 and the second through hole 314 opened on the first mounting surface 311 and the second mounting surface 312 together form a double support structure with precise alignment, so that the end of the tube beam module 1 can pass through the two through holes in sequence, thereby realizing the fixed connection between the body mounting component and the tube beam.

[0048] like Figure 2 and Figure 3 As shown, a first weight reduction hole 315 is also formed on the first mounting surface 311.

[0049] The first weight-reducing hole 315 reduces the amount of material used in the sheet metal part, directly lowering the manufacturing cost of the part. At the same time, it achieves localized weight reduction of the first mounting surface 311.

[0050] like Figure 2 and Figure 4 As shown, a second weight reduction hole 316 is also formed on the second mounting surface 312.

[0051] The second weight-reducing hole 316 reduces the amount of material used in the sheet metal part, directly lowering the manufacturing cost of the part. At the same time, it achieves localized weight reduction of the second mounting surface 312.

[0052] In this embodiment, the second weight reduction hole 316 and the first weight reduction hole 315 work together to achieve a more significant weight reduction effect on the U-shaped structure of the vehicle body mounting part 31.

[0053] like Figures 2-4 As shown, a third mounting surface 317 is also formed on the vehicle body mounting component 31, which is located between the first mounting surface 311 and the second mounting surface 312; the third mounting surface 317 is used to connect the vehicle body.

[0054] The third mounting surface 317 is located between the first mounting surface 311 and the second mounting surface 312. Since both sides of it are connected to the first and second mounting surfaces, it is essentially supported on both sides to improve the rigidity and stability of the vehicle body connection point.

[0055] like Figure 2 As shown, there are two swing arm mounting components 32. Each swing arm mounting component 32 is fixed between the first mounting surface 311 and the second mounting surface 312, and the two swing arm mounting components 32 are located on both sides of the end of the tube beam module 1, respectively.

[0056] The ends of the tube beam module 1, the two swing arm mounting parts 32, and the U-shaped body mounting parts 31 together form a stable box-shaped load-bearing frame, which greatly enhances the overall rigidity and deformation resistance of the swing arm mounting point and the body mounting point.

[0057] like Figures 2-4 As shown, a third weight-reducing hole 321 is formed on the swing arm mounting component 32.

[0058] The third weight reduction hole 321 is opened on the swing arm mounting component 32, which can effectively reduce the weight of the swing arm mounting component 32 and is conducive to the lightweighting of the entire integrated mounting module 3 and even the front axle welded assembly.

[0059] like Figures 2-4 As shown, the integrated installation module 3 also includes a reinforcing member 33, which is fixedly connected to the swing arm mounting member 32 and the pipe beam module 1 respectively.

[0060] The reinforcing member 33, together with the swing arm mounting member 32 and the pipe beam module 1, forms a stable triangular support structure, which enhances the rigidity of the swing arm mounting point and the overall load-bearing capacity.

[0061] In this embodiment, the reinforcing member 33 is a stamped structure. The load is directly transferred to the tube beam module 1 through the reinforcing member 33, which disperses the force originally concentrated on the swing arm mounting member 32 and avoids excessive bending stress and stress concentration.

[0062] like Figure 5 and Figure 6 As shown, each steering gear mounting module 2 has a groove 21 formed on it.

[0063] The groove 21 is a three-dimensional recessed structure formed on the plate of the steering gear mounting module 2 by a stamping process. It can effectively resist the bending and torsional deformation caused by the load from the steering gear and significantly improve the local rigidity of the steering gear mounting module 2.

[0064] In this embodiment, each steering gear mounting module 2 is fixed with a welded nut at its mounting point to improve the strength of the mounting point.

[0065] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A light commercial vehicle front axle weldment structure, characterized by, include: Pipe beam module (1), wherein the pipe beam module (1) is a straight pipe structure; Two steering gear mounting modules (2) are fixed on the tube beam module (1) and are symmetrically distributed. Each steering gear mounting module (2) is used to connect the vehicle steering gear. Two integrated installation modules (3) are fixed at both ends of the tube beam module (1) and are symmetrically distributed. Each integrated installation module (3) is used to connect the vehicle body and the swing arm.

2. A front axle assembly structure for a light commercial vehicle according to claim 1, characterized in that Each of the integrated installation modules (3) includes a body mounting component (31) and a swing arm mounting component (32). The body mounting component (31) is fixed to the end of the tube beam module (1) and is used to connect the body. The swing arm mounting component (32) is fixed on the body mounting component (31) and is used to connect the swing arm.

3. A light commercial vehicle front axle assembly structure as claimed in claim 2, characterised in that, The body mounting component (31) is a U-shaped sheet metal structure. The body mounting component (31) has a first mounting surface (311) and a second mounting surface (312) that are opposite to each other. A first through hole (313) is formed on the first mounting surface (311), and a second through hole (314) is formed on the second mounting surface (312). The first through hole (313) and the second through hole (314) are opposite to each other and are adapted to the size of the tube beam module (1). The end of the tube beam module (1) can pass through the first through hole (313) and the second through hole (314) so ​​that the body mounting component (31) is fixed to the end of the tube beam module (1).

4. A light commercial vehicle front axle assembly structure as claimed in claim 3, characterised in that, A first weight-reducing hole (315) is also formed on the first mounting surface (311).

5. A light commercial vehicle front axle assembly structure as claimed in claim 4, characterised in that, A second weight-reducing hole (316) is also formed on the second mounting surface (312).

6. A light commercial vehicle front axle assembly structure as claimed in claim 5, characterised in that, The vehicle body mounting component (31) also has a third mounting surface (317) formed thereon, the third mounting surface (317) being located between the first mounting surface (311) and the second mounting surface (312); the third mounting surface (317) is used to connect the vehicle body.

7. The front axle assembly structure of a light commercial vehicle of claim 3, wherein There are two swing arm mounting parts (32), each of which is fixed between the first mounting surface (311) and the second mounting surface (312), and the two swing arm mounting parts (32) are located on both sides of the end of the tube beam module (1).

8. A light commercial vehicle front axle assembly structure as claimed in claim 7, characterised in that, A third weight-reducing hole (321) is formed on the swing arm mounting component (32).

9. A light commercial vehicle front axle assembly structure as claimed in claim 2, wherein, The integrated installation module (3) also includes a reinforcing member (33), which is fixedly connected to the swing arm mounting member (32) and the pipe beam module (1) respectively.

10. The front axle assembly structure of a light commercial vehicle of claim 1, wherein, Each of the steering gear mounting modules (2) has a groove (21) formed on it.

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