Frame front end structure

Abstract

The utility model discloses a kind of vehicle frame front end structures, and vehicle frame front end structure includes: front beam;Steering support, including main body part and side body part, main body part is equipped with through-hole, side body part is formed by the side of main body part along vehicle front-back direction to the side of car folding;Main body part and side body part are connected in corresponding steering support mounting portion respectively, main body part, side body part and front beam are jointly defined in the vehicle width direction with one installation space;Installation space is configured to allow steering rocker to be set in it, and steering gear output shaft passes through through-hole and extends into installation space and is drivingly connected with steering rocker. Utilize side body part to fold inward to car mode, make steering support and front beam cooperatively build out rotating rocker movement space, synchronously realize steering rocker and steering gear driving connection. Main body part and side body part are connected in each mounting point of front beam respectively, form triangular or multi-point support structure, improve the torsional stiffness and bending stiffness of steering support itself and the connection stability with front beam.

Description

Technical Field

[0001] This utility model relates to the field of vehicle parts technology, and in particular to a front end structure of a vehicle frame. Background Technology

[0002] The chassis is the skeleton of a car, and important assemblies such as the engine, steering system, and suspension system are installed at its front end. Among them, the steering gear, as the core actuator of the steering system, converts rotational motion into linear motion of the tie rod through the steering rocker arm, thereby driving the wheels to turn.

[0003] In related technologies, in the front-end design of a vehicle frame, the steering gear is typically fixed to the frame longitudinal beams or front connecting beams via a steering gear bracket. However, the front-end structure of the vehicle frame is compact, with a dense layout of components such as longitudinal beams, front connecting beams, front crossbeams, and the engine. Existing steering gear bracket designs primarily focus on fixing the steering gear body but fail to allocate sufficient dedicated space for the large steering rocker arm and its movement trajectory. This results in the steering rocker arm easily interfering with the movement of adjacent frame structures (such as the side of the front connecting beam or the bracket itself) during rotation, affecting steering performance. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a front-end structure for a vehicle frame, which utilizes a folding design for the steering gear bracket to work in conjunction with the front connecting beam to create a space for the movement of the steering rocker arm, thereby simultaneously realizing the transmission connection between the steering rocker arm and the steering gear.

[0005] According to an embodiment of the present invention, the front end structure of the vehicle frame includes: a longitudinal beam; a front connecting beam, the front connecting beam being connected to the front end of the longitudinal beam and having at least two spaced-apart steering gear bracket mounting portions along the vehicle's longitudinal direction; a steering gear bracket including a main body and a side body, the main body having a through hole for the steering gear output shaft to pass through, and the side body being formed by folding the main body from one side of the main body along the vehicle's longitudinal direction toward the inward side; wherein the main body and the side body are respectively connected to the corresponding steering gear bracket mounting portions, and the main body, the side body, and the front connecting beam together define an installation space in the vehicle's width direction; the installation space is configured to allow a steering rocker arm to pass through it, and the steering gear output shaft passes through the through hole and extends into the installation space to be drively connected to the steering rocker arm.

[0006] Therefore, this utility model designs the steering gear bracket as a combination structure of a main body and a side body, and utilizes the side body to fold inwards into the vehicle, allowing the steering gear bracket and the front connecting beam to collaboratively construct an installation space for the steering rocker arm movement. This simultaneously achieves the transmission connection between the steering rocker arm and the steering gear, effectively ensuring that the steering rocker arm operates without collision or jamming throughout its entire working stroke, significantly improving the reliability of the steering system. Furthermore, without altering the overall frame structure, the innovative design of the steering gear bracket's geometry fully utilizes the redundant inner space in the vehicle's width direction, optimizing the layout of the front-end frame structure. Moreover, the main body and side body are respectively connected to various mounting points on the front connecting beam, forming a triangular or multi-point support structure, improving the steering gear bracket's own torsional and bending resistance as well as the connection stability between the steering gear and the front connecting beam.

[0007] According to some embodiments of the present invention, the main body is provided with a plurality of steering gear mounting holes connected to the steering gear; and along the vehicle front-rear direction, the side of the main body away from the side body and the side of the side body away from the main body are respectively provided with front connecting beam mounting parts, and the two front connecting beam mounting parts are respectively connected to the corresponding steering gear bracket mounting parts.

[0008] According to some embodiments of the present invention, the front connecting beam includes: a front beam portion, a rear beam portion, the rear beam portion being located behind the front beam portion; a variable cross-section beam portion, the variable cross-section beam portion being connected between the front beam portion and the rear beam portion, and configured such that the front beam portion is offset relative to the rear beam portion toward the outside of the vehicle; a main body portion being connected to the front beam portion, and a side body portion being connected to the rear beam portion, such that the main body portion, the side body portion, the variable cross-section beam portion, and the rear beam portion together define the installation space in the vehicle width direction.

[0009] According to some embodiments of the present invention, the front beam and the rear beam are respectively provided with steering gear bracket mounting portions, and the steering gear bracket mounting portions of the rear beam are provided with a plurality of steering gear bracket mounting holes, which are arranged at intervals along the edge of the rear beam in an arc-shaped trajectory.

[0010] According to some embodiments of the present invention, the variable cross-section beam is provided with a suspension mounting part and a suspension mounting part at both ends along the vertical direction of the vehicle; wherein, along the longitudinal direction of the vehicle, the suspension mounting part is connected to the front beam part and / or the rear beam part by a first reinforcing rib, and the suspension mounting part is connected to the front beam part and / or the rear beam part by a second reinforcing rib.

[0011] According to some embodiments of the present invention, the suspension mounting part includes two suspension mounting plates, which are disposed on the upper end of the variable cross-section beam and are arranged opposite to each other in the front-rear direction of the vehicle; wherein, the suspension mounting plate extends upward from one end connected to the variable cross-section beam toward the outside of the vehicle and the suspension mounting plate is tapered in the upward direction, and the top of the suspension mounting plate is provided with a suspension mounting hole.

[0012] According to some embodiments of the present invention, the variable cross-section beam is provided with a first weight-reducing groove on both the side facing the inside of the vehicle and the side facing the outside of the vehicle, and the variable cross-section beam around the first weight-reducing groove forms a reinforcing rib plate, the reinforcing rib plate being used to support the connection to the suspension mounting part and / or the suspension mounting part.

[0013] According to some embodiments of the present invention, the suspension mounting part includes: a first bracket part, which is connected to the lower end face of the variable cross-section beam part and extends downward; a second bracket part, which is connected to the upper end of the first bracket part, and the second bracket part extends from the end connected to the first bracket part to the side inside the vehicle and then extends downward, and a connecting plate is provided between the second bracket part and the first bracket part; the first bracket part and the second bracket part form corresponding suspension mounting holes.

[0014] According to some embodiments of the present invention, the lower end of the first bracket portion is bent toward the outside of the vehicle to form a first horizontal plate, and the lower end of the second bracket portion is bent toward the inside of the vehicle to form a second horizontal plate. The first horizontal plate and the second horizontal plate are respectively provided with lower crossbeam mounting holes.

[0015] According to some embodiments of the present invention, the front end of the front connecting beam is provided with at least two bumper bracket positioning pins arranged at intervals along the vertical direction of the vehicle, for positioning and cooperating with the bumper bracket.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a first-view structural schematic diagram of the front end structure of the vehicle frame according to an embodiment of the present utility model; Figure 2 This is a partial exploded view from a first perspective of the front end structure of the vehicle frame according to an embodiment of the present utility model; Figure 3 This is a second-view structural schematic diagram of the front end structure of the vehicle frame according to an embodiment of the present utility model; Figure 4 This is a structural schematic diagram of the steering gear bracket from a first-view perspective according to an embodiment of the present utility model; Figure 5 This is a structural schematic diagram of the steering gear bracket from a second perspective according to an embodiment of the present utility model; Figure 6 This is a top view of the front connecting beam according to an embodiment of the present utility model; Figure 7 The isometric view of the front beam according to an embodiment of this utility model Figure 1 ; Figure 8 The isometric view of the front beam according to an embodiment of this utility model Figure 2 ; Figure 9 This is a front view of the front connecting beam according to an embodiment of the present utility model; Figure 10 This is a side view of the front connecting beam according to an embodiment of the present utility model.

[0018] Figure label: 1. Longitudinal beam; 2. Front connecting beam; 21. Steering gear bracket mounting part; 211. Steering gear bracket mounting hole; 22. Front beam part; 221. First hollow structure; 222. Second weight reduction groove; 223. Cooler mounting through hole; 224. Extension part; 225. Support plate mounting hole; 23. Rear beam part; 231. Second hollow structure; 24. Variable cross-section beam part; 241. First weight reduction groove; 242. Reinforcing rib plate; 243. Third hollow structure; 25. Suspension mounting part; 251. Suspension mounting plate; 252. Suspension mounting hole; 26. Suspension mounting part; 2 61. First bracket section; 262. Second bracket section; 263. Connecting plate; 264. Suspension mounting hole; 27. First cross plate; 271. Lower cross beam mounting hole; 28. Second cross plate; 29. ​​Bumper bracket positioning pin; 3. Steering gear bracket; 31. Main body section; 32. Side body section; 33. Through hole; 34. Steering gear mounting hole; 35. Front connecting beam mounting section; 4. Installation space; 5. Steering gear; 51. Steering gear output shaft; 6. Steering rocker arm; 7. First reinforcing rib; 8. Second reinforcing rib; 9. Front cross beam; 10. Lower cross beam; 11. Bumper bracket. Detailed Implementation

[0019] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0020] The following is for reference. Figures 1-10 The front end structure of the vehicle frame according to an embodiment of the present utility model is described.

[0021] like Figures 1-5As shown, the front-end structure of the vehicle frame according to an embodiment of the present invention includes: a longitudinal beam 1, a front connecting beam 2, a steering gear bracket 3, a steering gear 5, and a steering rocker arm 6. The front connecting beam 2 is connected to the front end of the longitudinal beam 1, and the front ends of the left and right longitudinal beams 1 are respectively connected to the front connecting beam 2. A front cross beam 9 is connected between the two front connecting beams 2. Furthermore, the front connecting beam 2 is provided with at least two spaced-apart steering gear bracket mounting portions 21 along the longitudinal direction of the vehicle for connecting to the steering gear bracket 3.

[0022] Furthermore, such as Figure 1 , Figure 2 , Figure 4 and Figure 5 As shown, the steering gear bracket 3 includes a main body 31 and a side body 32. The main body 31 is provided with a through hole 33 for the steering gear output shaft 51 to pass through. The side body 32 is formed by folding the main body 31 from one side of the vehicle in the front-rear direction toward the inside of the vehicle.

[0023] Specifically, the main body 31 serves as the primary load-bearing component of the steering gear bracket 3, connecting the steering gear 5 to the main body 31 and the main body 31 to the front connecting beam 2, thus securely integrating the steering gear 5 into the front frame structure. The main body 31 has a through hole 33 for the steering gear output shaft 51 to pass through, serving as a crucial channel for power transmission between the steering gear 5 and the steering rocker arm 6. The side body 32 is formed by folding the main body 31 inwards from one side in the vehicle's longitudinal direction. This folding structure transforms the steering gear bracket 3 from a two-dimensional flat plate into a three-dimensional component.

[0024] The main body 31 and the side body 32 are respectively connected to the corresponding steering gear bracket mounting part 21, and the main body 31, the side body 32 and the front connecting beam 2 together define a mounting space 4 in the vehicle width direction. The mounting space 4 is configured to allow the steering rocker arm 6 to pass through it, and the steering gear output shaft 51 passes through the through hole 33 and extends into the mounting space 4 to drive the steering rocker arm 6.

[0025] Specifically, the steering gear bracket 3 is located on the side of the front connecting beam 2 outside the vehicle. The main body 31 and the side body 32 are respectively connected to the corresponding steering gear bracket mounting parts 21 on the front connecting beam 2, avoiding the risk of stress concentration or loosening that may be caused by single-point installation, and greatly improving the connection stability. Furthermore, based on the three-dimensional structural design of the steering gear bracket 3, the side body 32, the main body 31, and the front connecting beam 2 together enclose a dedicated mounting space 4 in the vehicle width direction to accommodate the steering rocker arm 6. In this way, the steering output shaft 51 of the steering gear 5 passes through the through hole 33 and extends into the mounting space 4, and is drivenly connected to the steering rocker arm 6 located in the mounting space 4. The steering rocker arm 6 rotates around the axis under the drive of the steering output shaft 51, and its swing trajectory is restricted within the mounting space 4. Since the installation space 4 is formed by the main body 31, the side body 32 and the front connecting beam 2, the size and shape of the installation space 4 are optimized according to the outer dimensions and movement trajectory of the steering rocker arm 6, ensuring that the steering rocker arm 6 can be inserted therein and does not interfere with the surrounding structure within its entire rotation range, thereby providing sufficient rotation margin for the steering rocker arm 6.

[0026] Furthermore, the steering gear bracket 3 is connected to two steering gear bracket mounting parts 21 on the front connecting beam 2 at two points (the main body 31 and the side body 32), forming a stable triangular or multi-point support structure. This effectively improves the overall torsional and bending resistance of the steering gear bracket 3, and also enhances the connection stability between the steering gear 5 and the front connecting beam 2. Simultaneously, the front connecting beam 2 itself connects to the left and right longitudinal beams 1 and is reinforced by the front cross beam 9, forming a rigid frame that provides a high-rigidity mounting base for the steering gear 5 and its rocker arm, contributing to improved steering response accuracy and driving safety.

[0027] Therefore, this utility model designs the steering gear bracket 3 as a combination structure of a main body 31 and a side body 32, and utilizes the side body 32 to fold inwards into the vehicle, so that the steering gear bracket 3 and the front connecting beam 2 can work together to construct the mounting space 4 for the movement of the steering rocker arm 6, and simultaneously realize the transmission connection between the steering rocker arm 6 and the steering gear 5, effectively ensuring that the steering rocker arm 6 has no collision or jamming throughout its entire working stroke, significantly improving the reliability of the steering system. Furthermore, without changing the overall structure of the vehicle frame, through the innovative design of the geometry of the steering gear bracket 3, the redundant space on the inner side in the vehicle width direction is fully utilized, achieving a compact and optimized layout of the front end structure of the vehicle frame. Moreover, the main body 31 and the side body 32 are respectively connected to the mounting points of the front connecting beam 2, forming a triangular or multi-point support structure, improving the torsional and bending resistance of the steering gear bracket 3 itself and the connection stability between the steering gear 5 and the front connecting beam 2.

[0028] In some embodiments of this utility model, such as Figure 4 and Figure 5As shown, the main body 31 is provided with multiple steering gear mounting holes 34 that connect to the steering gear 5. The multiple steering gear mounting holes 34 can be arranged around the through hole 33, that is, evenly or asymmetrically distributed along the circumference of the through hole 33, forming a multi-point connection layout around the steering gear output shaft 51, so as to enhance the connection rigidity and adapt to different models of steering gear 5.

[0029] Furthermore, along the front-rear direction of the vehicle, the side of the main body 31 away from the side body 32 and the side of the side body 32 away from the main body 31 are respectively provided with front connecting beam mounting parts 35, and the two front connecting beam mounting parts 35 are respectively connected to the corresponding steering gear bracket mounting parts 21.

[0030] It is understood that the steering gear bracket 3 has front connecting beam mounting portions 35 on the side of the main body 31 away from the side body 32 and on the side of the side body 32 away from the main body 31 (i.e., the free end after folding) along the vehicle's longitudinal direction. Each front connecting beam mounting portion 35 may be in the form of a boss, mounting ear plate, bolt hole group, or welded lap surface, etc. Preferably, in this embodiment, the front connecting beam mounting portion 35 is a mounting ear plate with multiple bolt holes.

[0031] Two front connecting beam mounting portions 35 are fixedly connected to the corresponding steering gear bracket mounting portions 21 on the front connecting beam 2, for example, by bolting or welding. Thus, the steering gear bracket 3 forms a spanning double-point connection structure in the vehicle's longitudinal direction, with its two ends anchored to different positions on the front connecting beam 2. This arrangement allows the entire steering gear bracket 3 to be connected to the front connecting beam 2 on both sides or at both points, significantly improving the steering gear bracket 3's resistance to torsional and bending deformation, thereby ensuring the transmission stability between the steering output shaft 51 and the steering rocker arm 6. Furthermore, by distributing the load at two points, the force is transmitted more evenly to the front connecting beam 2, the longitudinal beam 1, and the front cross beam 9 structure, improving the rigidity of the front-end structure of the frame.

[0032] In some embodiments of this utility model, such as Figure 1 , Figure 2 , Figure 5 and Figure 6 As shown, the front connecting beam 2 includes a front beam portion 22, a rear beam portion 23, and a variable cross-section beam portion 24. The rear beam portion 23 is located behind the front beam portion 22. The variable cross-section beam portion 24 connects the front beam portion 22 and the rear beam portion 23, and is configured such that the front beam portion 22 is offset relative to the rear beam portion 23 towards the outside of the vehicle. The main body portion 31 is connected to the front beam portion 22, and the side body portion 32 is connected to the rear beam portion 23, such that the main body portion 31, the side body portion 32, the variable cross-section beam portion 24, and the rear beam portion 23 together define the installation space 4 in the vehicle width direction.

[0033] It is understandable that the front connecting beam 2 at the front of the frame is not a traditional straight beam with a uniform cross-section, but rather consists of three parts: a front beam section 22, a rear beam section 23, and a variable cross-section beam section 24 connecting the two. The rear beam section 23 is located behind the front beam section 22, while the variable cross-section beam section 24 smoothly connects the front beam section 22 and the rear beam section 23. This variable cross-section beam section 24 is configured such that the front beam section 22 is offset relative to the rear beam section 23 towards the outside of the vehicle in the vehicle width direction. Viewed from front to rear, the front connecting beam 2 has an overall "stepped" layout, meaning the front beam section 22 protrudes outwards, while the rear beam section 23 is positioned relatively inwards.

[0034] Correspondingly, the main body 31 of the steering gear bracket 3 is fixedly connected to the front beam 22, while its side body 32 is fixedly connected to the rear beam 23. Due to the outward-biased structure of the front beam 22 and the inward-curving structure of the rear beam 23, the main body 31, the side body 32, the variable cross-section beam 24, and the rear beam 23 together enclose and define a three-dimensional mounting space 4 in the vehicle width direction. The steering rocker arm 6 passes through this mounting space 4, with one end connected to the steering gear output shaft 51 that passes through the through hole 33 of the main body 31, and the other end connected to the steering tie rod.

[0035] This invention utilizes the variable cross-section offset characteristics of the front connecting beam 2, combined with the geometric structure of the steering gear bracket 3, to collaboratively construct a dedicated space for the swing of the steering rocker arm 6. This achieves an integrated design of the vehicle frame load-bearing structure and functional space, effectively solving the technical bottleneck of difficult and easily interfered front-end steering mechanism layout in compact vehicle frames. Furthermore, utilizing the variable cross-section offset characteristics of the front connecting beam 2, the front connecting beam 2 has a higher bending section modulus, which can effectively disperse stress, especially when bearing lateral forces and torques from the steering system. At the same time, the steering gear bracket 3 is anchored at both ends to the front beam 22 and the rear beam 23, respectively, forming a stable support across the variable cross-section area, further improving the overall structural rigidity.

[0036] In some embodiments of this utility model, such as Figures 7-10 As shown, the front beam 22 and the rear beam 23 are respectively provided with steering gear bracket mounting parts 21. The steering gear bracket mounting parts 21 of the rear beam 23 are provided with multiple steering gear bracket mounting holes 211. The multiple steering gear bracket mounting holes 211 are arranged at intervals along the edge of the rear beam 23 along an arc-shaped trajectory.

[0037] Specifically, multiple steering gear bracket mounting holes 211 are arranged at intervals along the edge contour of the rear beam 23 in an arc shape. This arrangement can better match the connection interface after the side body 32 is folded, improving the fit and connection stability; on the other hand, it can form a multi-point, non-collinear constraint layout within a limited installation area, significantly enhancing the torsional stiffness and anti-loosening ability of the connection structure.

[0038] In addition, the steering gear bracket mounting part 21 of the front beam part 22 may also be provided with a corresponding steering gear bracket mounting hole 211, which together with the rear beam part 23 forms a front and rear cross-connected multi-point fixation, further improving the overall stability of the steering gear bracket 3.

[0039] In addition, a second hollow structure 231 is provided in the middle of the rear beam 23. The outer edge of the second hollow structure 231 is connected to the four sides of the rear beam 23. Multiple steering gear bracket mounting holes 211 are provided on the side of the rear beam 23 away from the front beam 22.

[0040] In some embodiments of this utility model, a steering gear bracket mounting part 21 is provided in the middle of the front beam 22, which can better distribute and bear the force from the steering gear bracket 3, improve the rigidity of the front beam 22 and improve the connection reliability between the front beam 22 and the steering gear bracket 3.

[0041] Furthermore, the front beam 22 is provided with a first hollow structure 221 on both sides of the steering gear bracket mounting part 21, which achieves weight reduction design while ensuring the structural rigidity of the steering gear bracket mounting part 21 and the front beam 22 itself.

[0042] Furthermore, the front beam portion 22, excluding the steering gear bracket mounting portion 21, has a second weight reduction groove 222 on the side facing outwards. The upper end of the front beam portion 22 has a cooler mounting through hole 223, which is connected to the groove of the second weight reduction groove 222.

[0043] like Figures 7-10 As shown, the front beam portion 22, excluding the steering gear bracket mounting portion 21, has a second weight-reducing groove 222 on the side facing outwards. The upper end of the front beam portion 22 has a radiator mounting through hole 223, which leads to the space within the second weight-reducing groove 222. During radiator installation, the radiator pad is placed on the upper end of the front beam portion 22, allowing the bolts connecting the front connecting beam 2 and the radiator pad to be installed from bottom to top within the second weight-reducing groove 222. The radiator pad and radiator bracket are installed from top to bottom, enabling rapid radiator installation.

[0044] Furthermore, a support plate mounting part is provided on the front beam 22. The support plate mounting part is located below the steering gear bracket mounting part 21 and is used to install the support plate. The support plate is used to fix the front lower protection.

[0045] Specifically, the lower end of the front beam portion 22 is provided with a support plate mounting hole 225, and at least a portion of the lower end of the front beam portion 22 extends downward to form an extension portion 224, the lower end of which is provided with the support plate mounting hole 225. Multiple support plate mounting holes 225 constitute a support plate mounting portion for fixing the support plate, which in turn can be used to fix the front lower guard. In this embodiment, the extension portion 224 is approximately triangular, which can improve the structural strength of the front beam portion 22.

[0046] In some embodiments of this utility model, such as Figures 7-10 As shown, the variable cross-section beam portion 24 has a suspension mounting portion 25 and a suspension mounting portion 26 at both ends along the vertical direction of the vehicle. A first reinforcing rib 7 connects the suspension mounting portion 25 to the front beam portion 22 and / or the rear beam portion 23 along the longitudinal direction of the vehicle, and a second reinforcing rib 8 connects the suspension mounting portion 26 to the front beam portion 22 and / or the rear beam portion 23.

[0047] Specifically, the variable cross-section beam portion 24 has a suspension mounting portion 25 and a suspension mounting portion 26 at both ends along the vertical direction of the vehicle. The suspension mounting portion 25 is located in the upper region of the variable cross-section beam portion 24 and is used to fix the engine or transmission suspension bracket to transmit and buffer the vibration and inertial loads of the powertrain. The suspension mounting portion 26 is located in the lower region of the variable cross-section beam portion 24 and is used to connect the control arm, subframe connection point, or stabilizer bar bracket of the front suspension system to withstand vertical, longitudinal, and lateral forces from the wheels.

[0048] Considering that the suspension mounting portion 25 and the suspension mounting portion 26 need to withstand high-frequency dynamic loads or large impact loads during vehicle operation, in order to improve local stiffness and prevent fatigue cracking caused by stress concentration, this utility model provides a first reinforcing rib 7 along the vehicle's longitudinal direction, between the suspension mounting portion 25 and the front beam portion 22, and / or between the suspension mounting portion 25 and the rear beam portion 23; similarly, along the vehicle's longitudinal direction, a second reinforcing rib 8 is provided between the suspension mounting portion 26 and the front beam portion 22, and / or between the suspension mounting portion 26 and the rear beam portion 23. The first reinforcing rib 7 and the second reinforcing rib 8 can be plate-shaped rib structures, arc-shaped transition ribs, or closed reinforcing frames, with one end connected to the corresponding mounting portion and the other end extending and connecting to the corresponding position of the front beam portion 22 and / or the rear beam portion 23. Through the design of the first reinforcing rib 7 and the second reinforcing rib 8, the loads on the suspension mounting part 25 and the suspension mounting part 26 can be effectively transferred to the front beam part 22 and the rear beam part 23, and then distributed to the entire front connecting beam 2 and even the frame system, significantly improving the bending, torsional and fatigue resistance of the local connection area.

[0049] In some embodiments of this utility model, such as Figures 7-10As shown, the suspension mounting section 25 includes two suspension mounting plates 251, which are disposed at the upper end of the variable cross-section beam section 24 and are arranged opposite to each other in the vehicle's longitudinal direction. The suspension mounting plates 251 extend upwards at an angle from one end connected to the variable cross-section beam section 24 toward the outside of the vehicle, and the suspension mounting plates 251 taper in the upward angle. A suspension mounting hole 252 is provided at the top of each suspension mounting plate 251.

[0050] It can be understood that the two mounting plates 251 of the suspension mounting section 25 are arranged opposite each other in the longitudinal direction of the vehicle, that is, one is located in the front area of ​​the variable cross-section beam section 24 and the other is located in the rear area of ​​it. The two are opposite each other in the longitudinal direction, forming a symmetrical or asymmetrical two-point support layout. One end of each mounting plate 251 is fixedly connected to the upper end of the variable cross-section beam section 24, and the other end extends obliquely upward from the end connected to the variable cross-section beam section 24 toward the outside of the vehicle. In other words, the mounting plates 251 are arranged obliquely in space, and their extension direction has components both outward and upward.

[0051] Furthermore, such as Figures 7-10 As shown, the mounting plate 251 tapers along its upward inclined direction, that is, its width gradually decreases from the end connected to the variable cross-section beam 24 to the free end, which helps to optimize stress distribution and avoid stress concentration at the root. A mounting hole 252 is provided at the top end (i.e., the free end) of the mounting plate 251. This mounting hole 252 is used to pass bolts or bushings to achieve a reliable connection with the powertrain mounting bracket. The mounting section 25 not only provides a stable and reliable mounting connection structure, but also improves structural stiffness and dynamic durability through its inclined and tapered shape.

[0052] In some embodiments of this utility model, such as Figures 7-10 As shown, the variable cross-section beam portion 24 is provided with a first weight reduction groove 241 on both the side facing the inside of the vehicle and the side facing the outside of the vehicle, and the variable cross-section beam portion 24 around the first weight reduction groove 241 forms a reinforcing rib 242, which is used to support the connection to the suspension mounting portion 25 and / or the suspension mounting portion 26.

[0053] It is understandable that, to balance lightweight design and structural strength, the variable cross-section beam 24 has first weight-reducing grooves 241 on both its inward-facing side and its outward-facing side. The first weight-reducing groove 241 is a recessed area formed by stamping, milling, or casting. Crucially, the first weight-reducing groove 241 is not simply hollowed out, but rather constructed to naturally raise or thicken the material of the variable cross-section beam 24 around it, thereby forming a closed reinforcing rib 242 surrounding the edge of the first weight-reducing groove 241. Furthermore, a third hollow structure 243 is formed within the first weight-reducing groove 241 to achieve the weight-reduction design.

[0054] The reinforcing rib 242 has a high moment of inertia, which not only effectively compensates for the stiffness loss caused by the slotting, but also further enhances the overall bending and torsional resistance of the variable cross-section beam 24. Furthermore, the reinforcing rib 242 is configured to support and connect to the suspension mounting portion 25 and / or the suspension mounting portion 26. For example, when the suspension mounting portion 25 is located at the upper end of the variable cross-section beam 24, its root can be connected to the upper reinforcing rib 242 along the vertical direction of the vehicle; when the suspension mounting portion 26 is located at the lower end, its load can be transferred to the front beam portion 22 and the rear beam portion 23 through the lower reinforcing rib 242. Thus, while the first weight-reducing groove 241 achieves weight reduction, the reinforcing rib 242 formed around it becomes an important structural support area for the suspension and suspension system, achieving an integrated design effect of "weight reduction without reducing strength".

[0055] In some embodiments of this utility model, such as Figures 7-10 As shown, the suspension mounting part 26 includes: a first bracket part 261 and a second bracket part 262. The first bracket part 261 is connected to the lower end face of the variable cross section beam part 24 and extends downward. The second bracket part 262 is connected to the upper end of the first bracket part 261. The second bracket part 262 extends from the end connected to the first bracket part 261 towards the inside of the vehicle and then extends downward. A connecting plate 263 is provided between the second bracket part 262 and the first bracket part 261. The first bracket part 261 and the second bracket part 262 form corresponding suspension mounting holes 264.

[0056] Specifically, one end of the first support portion 261 is fixedly connected to the lower end face of the variable cross-section beam portion 24 and extends downward along the vertical direction of the vehicle to form a vertical support plate structure; the second support portion 262 is connected to the upper region of the first support portion 261, and extends horizontally towards the inside of the vehicle from the end connected to the first support portion 261, and then extends downward, thus forming an "L" shape in space. Further, a connecting plate 263 is provided between the first support portion 261 and the second support portion 262. Its two ends are fixedly connected to the adjacent sides of the first support portion 261 and the second support portion 262 respectively, to enhance the structural integrity between the two and improve torsional stiffness.

[0057] The first bracket portion 261 and the second bracket portion 262 are respectively provided with corresponding suspension mounting holes 264. The axes of the corresponding suspension mounting holes 264 are collinear, thereby clamping and fixing the suspension link components between the first bracket portion 261 and the second bracket portion 262 to form a stable double shear connection structure. This arrangement not only improves the connection strength and fatigue durability, but also effectively restricts the vertical and lateral displacement of the suspension components, thereby improving the overall vehicle handling stability.

[0058] In some embodiments of this utility model, such as Figures 7-10As shown, the lower end of the first bracket portion 261 is bent toward the outside of the vehicle to form a first horizontal plate 27, and the lower end of the second bracket portion 262 is bent toward the inside of the vehicle to form a second horizontal plate 28. The first horizontal plate 27 and the second horizontal plate 28 are respectively provided with lower crossbeam mounting holes 271.

[0059] Specifically, the lower end of the first support portion 261 is bent towards the outward side of the vehicle to form a first horizontal plate 27 extending along the width direction of the vehicle; correspondingly, the lower end of the second support portion 262 is bent towards the inward side of the vehicle to form a second horizontal plate 28 extending along the width direction of the vehicle. The two horizontal plates are arranged approximately on the same horizontal plane in space and are located on the outer and inner sides of the suspension mounting portion 26, respectively. Lower crossbeam mounting holes 271 are provided on the first horizontal plate 27 and the second horizontal plate 28, respectively, for connecting to the lower crossbeam 10 at the front of the frame, thereby forming a stable multi-point connection system between the suspension mounting portion 26 and the lower frame structure. Through the above structural design, not only is the overall bending and torsional resistance of the suspension mounting portion 26 enhanced, but an effective transmission path for the suspension load to the lower crossbeam 10 of the frame is also achieved.

[0060] In some embodiments of this utility model, such as Figure 3 As shown, the front end face of the front connecting beam 2 is provided with at least two bumper bracket positioning pins 29. The at least two bumper bracket positioning pins 29 are respectively located at the upper and lower ends of the front end face of the front connecting beam 2, and are used to position and cooperate with the bumper bracket 11.

[0061] Specifically, at least two bumper bracket positioning pins 29 are respectively located at the upper and lower ends of the front end face of the front connecting beam 2. For example, one positioning pin is located at the upper part of the front end face of the front connecting beam 2 near the upper flange, and the other positioning pin is located at the lower part of the front end face near the lower flange. The two positioning pins are spaced apart in the vehicle height direction, forming a double-point positioning reference in the vertical direction. Each bumper bracket positioning pin 29 can be a cylindrical pin, a tapered pin, or a positioning boss, etc., and its axis direction preferably extends along the vehicle's front-rear direction. During the vehicle assembly process, the bumper bracket 11 is provided with matching positioning holes. By fitting the positioning holes onto the corresponding positioning pins, the bumper bracket 11 is quickly and accurately positioned relative to the front connecting beam 2, effectively restricting its degrees of freedom in vertical, left-right, and rotational directions around the vertical axis.

[0062] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0063] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0064] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A front-end structure for a vehicle frame, characterized in that, include: Longitudinal beam (1); The front connecting beam (2) is connected to the front end of the longitudinal beam (1) and has at least two spaced steering gear bracket mounting parts (21) along the front-rear direction of the vehicle. The steering gear bracket (3) includes a main body (31) and a side body (32). The main body (31) is provided with a through hole (33) for the steering gear output shaft (51) to pass through. The side body (32) is formed by folding the main body (31) from one side of the vehicle in the front-rear direction toward the inside of the vehicle. The main body (31) and the side body (32) are respectively connected to the corresponding steering gear bracket mounting part (21), and the main body (31), the side body (32) and the front connecting beam (2) together define an installation space (4) in the vehicle width direction. The mounting space (4) is configured to allow the steering rocker arm (6) to pass through it, and the steering output shaft (51) extends through the through hole (33) into the mounting space (4) and is drively connected to the steering rocker arm (6).

2. The front end structure of the vehicle frame according to claim 1, characterized in that, The main body (31) is provided with a plurality of steering gear mounting holes (34) that are connected to the steering gear (5). Along the front-rear direction of the vehicle, the side of the main body (31) away from the side body (32) and the side of the side body (32) away from the main body (31) are respectively provided with front connecting beam mounting parts (35), and the two front connecting beam mounting parts (35) are respectively connected to the corresponding steering gear bracket mounting parts (21).

3. The front end structure of the vehicle frame according to claim 1, characterized in that, The preceding beam (2) includes: Front beam (22) The rear beam (23) is located behind the front beam (22); A variable cross-section beam (24) is connected between the front beam (22) and the rear beam (23), and is configured such that the front beam (22) is offset relative to the rear beam (23) toward the outside of the vehicle. The main body (31) is connected to the front beam (22), and the side body (32) is connected to the rear beam (23), such that the main body (31), the side body (32), the variable cross-section beam (24), and the rear beam (23) together define the installation space (4) in the vehicle width direction.

4. The front end structure of the vehicle frame according to claim 3, characterized in that, The front beam (22) and the rear beam (23) are respectively provided with steering gear bracket mounting parts (21). The steering gear bracket mounting parts (21) of the rear beam (23) are provided with multiple steering gear bracket mounting holes (211), and the multiple steering gear bracket mounting holes (211) are arranged at intervals along the edge of the rear beam (23) in an arc-shaped trajectory.

5. The front end structure of the vehicle frame according to claim 3, characterized in that, The variable cross-section beam (24) is provided with a suspension mounting part (25) and a suspension mounting part (26) at both ends along the vertical direction of the vehicle. Along the front-rear direction of the vehicle, the suspension mounting part (25) is connected to the front beam part (22) and / or the rear beam part (23) by a first reinforcing rib (7), and the suspension mounting part (26) is connected to the front beam part (22) and / or the rear beam part (23) by a second reinforcing rib (8).

6. The front end structure of the vehicle frame according to claim 5, characterized in that, The suspension mounting part (25) includes two suspension mounting plates (251), which are located at the upper end of the variable cross-section beam part (24) and are arranged opposite to each other in the front-rear direction of the vehicle. The suspension mounting plate (251) extends upward from one end connected to the variable cross-section beam (24) toward the outside of the vehicle and is tapered in the upward direction. The top of the suspension mounting plate (251) is provided with a suspension mounting hole (252).

7. The front end structure of the vehicle frame according to claim 5, characterized in that, The variable cross-section beam (24) is provided with a first weight reduction groove (241) on both the side facing the inside of the vehicle and the side facing the outside of the vehicle, and the variable cross-section beam (24) around the first weight reduction groove (241) forms a reinforcing rib (242), the reinforcing rib (242) is used to support the suspension mounting part (25) and / or the suspension mounting part (26).

8. The front end structure of the vehicle frame according to claim 5, characterized in that, The suspension mounting part (26) includes: The first support portion (261) is connected to the lower end face of the variable cross-section beam portion (24) and extends downward; The second bracket part (262) is connected to the upper end of the first bracket part (261). The second bracket part (262) extends from the end connected to the first bracket part (261) towards the inside of the vehicle and then downwards, and a connecting plate (263) is provided between it and the first bracket part (261). The first bracket part (261) and the second bracket part (262) have corresponding suspension mounting holes (264).

9. The front end structure of the vehicle frame according to claim 8, characterized in that, The lower end of the first bracket (261) is bent toward the outside of the vehicle to form a first horizontal plate (27), and the lower end of the second bracket (262) is bent toward the inside of the vehicle to form a second horizontal plate (28). The first horizontal plate (27) and the second horizontal plate (28) are respectively provided with lower crossbeam mounting holes (271).

10. The front end structure of the vehicle frame according to claim 1, characterized in that, The front end of the front connecting beam (2) is provided with at least two spaced bumper bracket positioning pins (29) along the vertical direction of the vehicle, which are used to position and cooperate with the bumper bracket (11).

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