CN212921692U - Structure for improving modal of front auxiliary frame - Google Patents
Structure for improving modal of front auxiliary frame Download PDFInfo
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- CN212921692U CN212921692U CN201922484949.4U CN201922484949U CN212921692U CN 212921692 U CN212921692 U CN 212921692U CN 201922484949 U CN201922484949 U CN 201922484949U CN 212921692 U CN212921692 U CN 212921692U
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- support
- lower plate
- auxiliary frame
- subframe
- cross
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Abstract
The utility model discloses a structure of sub vehicle frame mode before promoting has: a subframe lower plate; the cross-brace bracket is connected with the lower end of the lower plate of the auxiliary frame and extends from the left side to the right side of the lower plate of the auxiliary frame; the first end of the left longitudinal support is connected with the cross brace support, and the second end of the left longitudinal support is connected with the upper end of the lower plate of the auxiliary frame; the first end of the right longitudinal support is connected with the cross brace support, and the second end of the right longitudinal support is connected with the upper end of the lower plate of the auxiliary frame; and the first end of the middle reinforcing support is connected with the cross-brace support, the second end of the middle reinforcing support is connected with the position near the middle of the lower plate of the auxiliary frame, and the torsion mode of the front auxiliary frame is obviously promoted to meet the requirement that the target value is more than or equal to 180 Hz.
Description
Technical Field
The utility model belongs to the technical field of the car, especially, relate to a structure of sub vehicle frame mode before promoting.
Background
In the process of implementing the present invention, the inventor finds that the prior art has at least the following problems:
along with the improvement of living standard of people, the NVH requirement on the whole automobile is higher and higher, and the whole automobile factory is prompted to pay more attention to the performance in the aspect. At the engine speeds commonly used, customer complaints about this are very strong if the subframe resonates with the engine, and therefore such problems are to be avoided at the beginning of the vehicle design. The mode of the subframe is used as an important influence index, and it is particularly important to achieve a target value of performance decomposition in the design stage.
After CAE analysis, the torsion modal value of the existing front auxiliary frame cannot meet the requirement that the target value is more than or equal to 180 Hz.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that a torsion mode of sub vehicle frame before promotion that is showing is provided, make it reach the structure of sub vehicle frame mode before promotion that the target value is more than or equal to 180 Hz's requirement.
In order to solve the technical problem, the utility model discloses the technical scheme who adopts is: a structure for lifting a front subframe mode, comprising:
a subframe lower plate;
a cross brace bracket connected to a lower end of the subframe lower plate, the cross brace bracket extending from a left side to a right side of the subframe lower plate;
the first end of the left longitudinal support is connected with the cross brace support, and the second end of the left longitudinal support is connected with the upper end of the lower plate of the auxiliary frame;
the first end of the right longitudinal support is connected with the cross brace support, and the second end of the right longitudinal support is connected with the upper end of the lower plate of the auxiliary frame;
and the first end of the middle reinforcing bracket is connected with the cross brace bracket, and the second end of the middle reinforcing bracket is connected with the position close to the middle part of the lower plate of the auxiliary frame.
The first end of the left longitudinal support is welded with the left side of the cross-brace support; and the first end of the right longitudinal support is welded with the right side of the cross-brace support.
The middle reinforcing bracket is welded with the middle part of the cross-brace bracket.
And the cross brace support is welded with the lower plate of the auxiliary frame.
One of the technical schemes has the following advantages or beneficial effects that the torsion mode of the front subframe can be obviously improved, the requirement that the target value is more than or equal to 180Hz is met, and the roaring caused by the resonance of the subframe and an engine is avoided.
Drawings
Fig. 1 is a schematic structural diagram of a structure of a lifting front subframe mode provided in an embodiment of the present invention;
FIGS. 2(a), (b) are schematic structural diagrams of the front subframe mode shape structure of FIG. 1;
FIGS. 3(a), (b), and (c) are schematic structural views of the front subframe modal structure of FIG. 1;
FIG. 4 is a graph of a performance analysis of the structure of the pre-lift subframe mode of FIG. 1;
the labels in the above figures are: 1. subframe hypoplastron, 2, stull support, 3, left longitudinal support, 4, right longitudinal support, 5, well reinforcing frame.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.
Referring to fig. 1-4, a structure for lifting a front subframe mode has:
a subframe lower plate;
the cross-brace bracket is connected with the lower end of the lower plate of the auxiliary frame and extends from the left side to the right side of the lower plate of the auxiliary frame;
the first end of the left longitudinal support is connected with the cross brace support, and the second end of the left longitudinal support is connected with the upper end of the lower plate of the auxiliary frame;
the first end of the right longitudinal support is connected with the cross brace support, and the second end of the right longitudinal support is connected with the upper end of the lower plate of the auxiliary frame;
and the first end of the middle reinforcing bracket is connected with the cross brace bracket, and the second end of the middle reinforcing bracket is connected with the part near the middle part of the lower plate of the auxiliary frame.
The first end of the left longitudinal support is welded with the left side of the cross-brace support; the first end of the right longitudinal support is welded with the right side of the cross-brace support. The middle reinforcing bracket is welded with the middle part of the cross-brace bracket. And welding the cross-brace bracket and the lower plate of the auxiliary frame.
The cross brace support is welded with the lower plate of the auxiliary frame, the rear end of the left longitudinal support is welded with the cross brace support, the front end of the left longitudinal support is welded with the lower plate of the auxiliary frame, the rear end of the right longitudinal support is welded with the cross brace support, the front end of the right longitudinal support is welded with the lower plate of the auxiliary frame, the rear end of the middle reinforcing support is welded with the cross brace support, and the front end of the middle reinforcing support is welded with the lower plate.
The function of the cross brace support is to make up for the Z-direction section shortage at the rear end of the auxiliary frame and increase the Z-direction rigidity in torsion (as shown in figure 2). The left longitudinal reinforcing bracket, the right longitudinal reinforcing bracket and the middle reinforcing bracket are used for connecting the front end and the rear end of the lower plate into a whole, so that the problem of insufficient torsional rigidity of the lower plate of the auxiliary frame caused by the existence of large reinforcing ribs is solved (as shown in figure 3). The cross brace support, the left longitudinal reinforcing support, the right longitudinal reinforcing support and the middle reinforcing support are welded with the lower plate of the auxiliary frame into a whole, so that the torsional mode of the auxiliary frame can be obviously improved.
The cross brace support, the left longitudinal reinforcing support, the right longitudinal reinforcing support, the middle reinforcing support and the lower plate of the auxiliary frame are welded into a whole to form a shape like a Chinese character 'shan', so that the torsion mode of the auxiliary frame can be obviously improved to reach 182.6Hz (shown in figure 4), and the requirement that the target value of performance decomposition is more than or equal to 180Hz is met.
After the structure is adopted, the torsion mode of the front auxiliary frame can be obviously improved, the requirement that the target value is more than or equal to 180Hz is met, and the acoustic boom caused by the resonance of the auxiliary frame and an engine is avoided.
The present invention has been described above with reference to the accompanying drawings, and it is obvious that the present invention is not limited by the above-mentioned manner, and various insubstantial improvements can be made without modification to the method and technical solution of the present invention, or the present invention can be directly applied to other occasions without modification, all within the scope of the present invention.
Claims (4)
1. The utility model provides a structure of sub vehicle frame mode before promoting which characterized in that has:
a subframe lower plate;
a cross brace bracket connected to a lower end of the subframe lower plate, the cross brace bracket extending from a left side to a right side of the subframe lower plate;
the first end of the left longitudinal support is connected with the cross brace support, and the second end of the left longitudinal support is connected with the upper end of the lower plate of the auxiliary frame;
the first end of the right longitudinal support is connected with the cross brace support, and the second end of the right longitudinal support is connected with the upper end of the lower plate of the auxiliary frame;
and the first end of the middle reinforcing bracket is connected with the cross brace bracket, and the second end of the middle reinforcing bracket is connected with the position close to the middle part of the lower plate of the auxiliary frame.
2. The front subframe modal structure of claim 1 wherein a first end of said left longitudinal support is welded to a left side of said cross brace support; and the first end of the right longitudinal support is welded with the right side of the cross-brace support.
3. The front subframe modal structure of claim 2 wherein the center reinforcement brace is welded to a middle portion of the cross brace.
4. The pre-lift subframe modal structure of claim 3 wherein said cross brace bracket is welded to the subframe lower plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922484949.4U CN212921692U (en) | 2019-12-31 | 2019-12-31 | Structure for improving modal of front auxiliary frame |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922484949.4U CN212921692U (en) | 2019-12-31 | 2019-12-31 | Structure for improving modal of front auxiliary frame |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212921692U true CN212921692U (en) | 2021-04-09 |
Family
ID=75296055
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922484949.4U Active CN212921692U (en) | 2019-12-31 | 2019-12-31 | Structure for improving modal of front auxiliary frame |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212921692U (en) |
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2019
- 2019-12-31 CN CN201922484949.4U patent/CN212921692U/en active Active
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20210430 Address after: Room b1071, 1st floor, building 1 (North), 368 Liuhe Road, Puyan street, Binjiang District, Hangzhou City, Zhejiang Province 310000 Patentee after: Zhejiang Weige magnesium Automobile Technology Co.,Ltd. Address before: Room j2053, 1st floor, No.185, Moyu Road, Anting Town, Jiading District, Shanghai, 201800 Patentee before: SHANGHAI RUIMEI NEW ENERGY TECHNOLOGY Co.,Ltd. |