Vehicle Subframe with Plate Reinforcement for Vertical Rigidity
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Solution Overview
Problem
Existing subframes for motor vehicles are complex and expensive due to their assembly from cast nodes and profiles, and they lack sufficient rigidity at the rear link connection point in the vertical direction.
Innovation Solution
A subframe design featuring two front and two rear function nodes connected via a plate-shaped, truss-like reinforcing element, with the rear nodes detachably attached to the vehicle body using additional fastening mechanisms such as screw connections or coupling elements, enhancing vertical rigidity and simplifying assembly and production.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a subframe is assembled from cast nodes and profiles (tubular construction), then various vehicle components can be mounted on it, but the subframe becomes complex and expensive
Solution Approach 1:
The patent combines multiple separate components (cast nodes and profiles) into a single integrated subframe body made from one metal casting. This merging eliminates the need for assembling multiple parts while maintaining the capability to mount various vehicle components through integrated mounting points and functional nodes built into the monolithic structure.
Solution Approach 2:
The monolithic subframe body incorporates multiple functional nodes and mounting points for different vehicle components (steering linkage, suspension, exhaust system) directly into its single-piece structure. This universal design allows various components to be mounted on the integrated subframe without requiring separate assembly of complex modular parts.
2Strength
If a subframe uses a joined construction of cast nodes and profiles, then it can support vehicle components, but production costs increase
Solution Approach 1:
The patent merges multiple separately manufactured components into a single metal casting process. This eliminates the need for expensive assembly operations, joining processes, and quality control of multiple parts, thereby reducing production costs while maintaining structural support capability through the integrated monolithic design.
Solution Approach 2:
The patent employs a cost-effective manufacturing approach by using a single metal casting process instead of expensive multi-step assembly operations. The monolithic subframe body is produced more economically through direct casting, reducing manufacturing complexity and production costs while maintaining necessary structural integrity.
3Ease of operation
If the rear link connection point lacks additional vertical fastening, then assembly is simpler, but rigidity in the vertical direction is insufficient
Solution Approach 1:
The patent provides conditional adaptability in the fastening system: the subframe can be assembled with or without the additional vertical fastening at the rear link connection point depending on specific application requirements. This dynamic configuration allows users to optimize between assembly simplicity and vertical rigidity based on the particular vehicle application and performance needs.
Solution Approach 2:
The patent modifies the fastening parameters at the rear link connection point by adding an additional vertical fastening option. This parameter change (from single-plane to multi-plane fastening) increases vertical rigidity and structural stability while maintaining the ability to adjust the degree of fastening based on specific application requirements.
Data Source
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AI summary
The frame has two front functional nodes (12, 14) observed along a vehicle longitudinal direction (FL), and two rear functional nodes (16, 18) for attachment to vehicle components. A reinforcement element (22) is arranged between the front and rear functional nodes. The front functional nodes are detachably connected with the rear functional nodes by the reinforcement element. The rear functional nodes are detachably connected with the reinforcement element. The front functional nodes are connected with each other via a transverse carrier (20) aligned along a vehicle transverse direction (FQ). The reinforcement element is designed as a plate-like framework-component.