CN110962941A - Reinforced body-in-white frame - Google Patents
Reinforced body-in-white frame Download PDFInfo
- Publication number
- CN110962941A CN110962941A CN201811147366.6A CN201811147366A CN110962941A CN 110962941 A CN110962941 A CN 110962941A CN 201811147366 A CN201811147366 A CN 201811147366A CN 110962941 A CN110962941 A CN 110962941A
- Authority
- CN
- China
- Prior art keywords
- frame
- plate
- fixedly connected
- vehicle body
- collision
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/02—Side panels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/06—Fixed roofs
Abstract
The invention discloses a reinforced white vehicle body frame which comprises a vehicle body front end frame, a lower vehicle body frame, a side wall frame, a top cover frame and a tail frame, wherein the upper part of the vehicle body front end frame is fixedly connected with the front part of the top cover frame, the rear part of the vehicle body front end frame is fixedly connected with the front part of the lower vehicle body frame, the rear part of the lower vehicle body frame is fixedly connected with the front part of the tail frame, the upper part of the tail frame is fixedly connected with the rear part of the top cover frame, the longitudinal section shapes of a front anti-collision beam and an energy absorption box of the vehicle body front end frame are both in a shape like a Chinese character 'mu', and anti-collision supporting plates are arranged between. According to the reinforced body-in-white frame, the energy absorption of the energy absorption area of the front structure of the body in the frontal collision process is increased, the transverse rigidity and the yaw mode of the front cabin of the front structure of the body are improved, the frontal collision safety performance and the force transmission efficiency are improved, the overall strength of the body frame is improved, and therefore the riding comfort is improved.
Description
Technical Field
The invention relates to the technical field of automobile body-in-white, in particular to a reinforced body-in-white frame.
Background
The body frame is a closed cavity structure formed by body cross beams, longitudinal beams, upright posts and part of reinforcing parts, and is a main body for bearing load and resisting collision and impact of the whole vehicle. It can be generally divided into a front end frame of a vehicle body, a lower body frame, a side frame, a top frame and a tail frame. However, body frames also have different characteristics because of differences in market positioning, functional configuration, manufacturing strategies, and engineering arrangements of the finished vehicle.
At present, there are two types of common passenger car body frames 1. Fig. 1 to 3 show a semi-monocoque body frame 1, the front side of which is mainly subjected to force transmission via front-middle-rear side members, a small part of which is transmitted to the side sills and sills via the dash reinforcement panel, and the front deck roof side rails are transmitted to the a-pillar and the side sill; the side surface mainly transfers force through an annular frame formed by the side wall frame, the B column and the cross beam and the frame cross beam. Such a frame has the following problems:
1) along with the increase of the weight and collision energy of the vehicle, the increase of the rigidity of the front end of the vehicle body easily causes insufficient energy absorption of the front end of the vehicle body, the increase of the energy absorption of the weakened structure easily causes poor transverse rigidity, and the yaw mode of the NVH front cabin is low;
2) the front collision mainly depends on the force transmission of a front girder, a middle girder and a rear girder, the force transmission proportion of each path is not harmonious, the collision force at the lap joint of the front coaming and the front girder is not dispersed enough, and the collision invasion amount is easy to be overlarge along with the increase of the vehicle type weight and the collision energy;
3) the side wall reinforcing plate is incomplete, so that the strength of the side wall frame is discontinuous, and the side wall frame is easy to tear and fail under violent collision;
4) the closed loop of the vehicle body frame is less, the connection performance of the upper vehicle body and the lower vehicle body is weak, the integrity of the white vehicle body is poor, if the connection performance of the lower connector of the B column is weak, the connection performance of the rear wheel cover reinforcing plate and the rear vehicle frame is weak, the tail frame is not connected with the rear vehicle frame in a cavity mode, and the like, the energy generated by collision cannot be effectively absorbed and dispersed, and the injury value of passengers is large.
Another common passenger car body frame 1 is a load-bearing body frame 1, as shown in fig. 4-5, the front side of which mainly transfers force through a front girder-a threshold-a rear girder, a part of the force is transferred through a front girder B and a front floor lower longitudinal beam, and a front deck upper side beam is transferred to a and a side wall upper side beam; the side mainly passes power through ring frame and the frame cross member that side wall frame, B post and crossbeam formed, and this kind of frame construction is seen in the motorcycle type more than the intermediate level, and the wholeness of upper and lower automobile body is better, can the fast dispersion impact, but the structure is also comparatively complicated, and the leading problem has:
1) the integral front girder and the front girder closing plate are adopted, so that the parts are heavy in weight, the material utilization rate is low, and the cost is high;
2) the middle channel longitudinal beam is not overlapped with the front floor lower longitudinal beam, so that the integrity of the frame is deficient; the middle channel longitudinal beam and the front floor lower longitudinal beam stop at the rear end of the front floor and are not in lap joint with the rear floor cross beam, so that the strength continuity of the lower vehicle body frame is insufficient;
3) the side wall upper edge beam reinforcing plate stops behind the C column, so that the strength continuity of the side wall frame is insufficient;
4) the left side and the right side of the front wall plate are directly lapped with the front girder, the front wall plate and the front girder belong to different assemblies, and the requirements on assembly size control, welding precision and gluing are high in order to guarantee the sealing performance of the passenger compartment.
Disclosure of Invention
The invention is completed for solving the defects in the prior art, and the invention aims to provide a reinforced body-in-white frame, which increases the energy absorption of an energy absorption area of a front structure of a vehicle body in the frontal collision process, improves the transverse rigidity and the yaw mode of a front cabin of the front structure of the vehicle body, improves the safety performance and the force transmission efficiency of the frontal collision, and improves the integral strength of the vehicle body frame, thereby improving the riding comfort.
The invention relates to a reinforced body-in-white frame, which comprises a front end frame of a vehicle body, a lower vehicle body frame, a side frame, a top cover frame and a tail frame, the upper part of the front end frame of the vehicle body is fixedly connected with the front part of the top cover frame, the rear part of the front end frame of the vehicle body is fixedly connected with the front part of the lower vehicle body frame, the rear part of the lower vehicle body frame is fixedly connected with the front part of the tail frame, the upper part of the tail frame is fixedly connected with the rear part of the top cover frame, the side frame is fixed on the left side part and the right side part of the lower vehicle body frame, the front end frame of the vehicle body comprises a front anti-collision beam and an energy absorption box, the longitudinal cross sections of the front anti-collision beam and the energy absorption box are in a shape like a Chinese character 'mu', the middle parts of the front anti-collision beam and the front end module are provided with anti-collision supporting plates, the upper end part of the anti-collision supporting plate is fixed on the front end module, and the lower end part of the anti-collision supporting plate is fixed on the front anti-collision beam.
The reinforced body-in-white frame of the present invention may further be:
reinforcing ribs are transversely arranged in the centers of the energy absorption box and the front anti-collision beam, and the longitudinal cross sections of the reinforcing ribs are wavy.
The front wall assembly of the lower vehicle body frame comprises a front wall upper part, a front wall lower part and a front wall left part, the front wall upper part is fixed on the first front girder, the front wall left part is fixed on the second front girder, the upper end part of the front wall lower part is fixed at the lower end part of the front wall left part, and the end part of the front wall lower part is fixed on the longitudinal beam connecting plate.
The lower vehicle body frame further comprises a front girder sealing plate, a sealing plate extending piece is arranged on the front girder sealing plate and fixedly connected with the front plate of the inner sill plate, and an 8-shaped cavity is formed by the front wall plate upper piece, the front wall plate lower piece, the front wall plate left piece and the sealing plate extending piece in an enclosing mode.
A front floor longitudinal beam connecting plate is arranged between a front floor longitudinal beam of the lower vehicle body frame and the first vehicle frame cross beam, the front end part of the front floor longitudinal beam connecting plate is fixedly connected with the rear end part of the front floor longitudinal beam, and the rear end part of the front floor longitudinal beam connecting plate is fixedly connected with the front end part of the first vehicle frame cross beam.
The side wall upper edge beam reinforcing plate of the side wall frame extends from the upper part of the A-column reinforcing plate to the upper part of the D-column reinforcing plate, and the threshold outer plate of the side wall frame extends from the lower part of the A-column reinforcing plate to the middle lower part of the C-column reinforcing plate.
And a rear side wall connecting plate is arranged between the C column reinforcing plate and the middle part of the D column reinforcing plate, the front end part of the rear side wall connecting plate is fixedly connected with the C column reinforcing plate, and the rear end part of the rear side wall connecting plate is fixedly connected with the D column reinforcing plate.
The C-column reinforcing plate is provided with a closed C-column cavity, and the C-column cavity extends from the upper part of the C-column reinforcing plate to the upper part of the rear wheel cover.
The B-pillar inner plate of the side wall frame extends to the lower flanging position of the doorsill inner plate, the rear wheel cover supporting plate extends to the inside of the rear girder, and the rear wheel cover supporting plate is fixedly connected with the rear girder.
The rear wheel cover comprises a rear floor and a side wall frame, wherein the rear floor is provided with a rear wheel cover inner plate and a rear wheel cover inner plate, the rear wheel cover inner plate is arranged on the side wall frame, the rear.
The invention relates to a reinforced white vehicle body frame, which comprises a vehicle body front end frame, a lower vehicle body frame, a side wall frame, a top cover frame and a tail frame, wherein the upper part of the vehicle body front end frame is fixedly connected with the front part of the top cover frame, the rear part of the vehicle body front end frame is fixedly connected with the front part of the lower vehicle body frame, the rear part of the lower vehicle body frame is fixedly connected with the front part of the tail frame, the upper part of the tail frame is fixedly connected with the rear part of the top cover frame, the side wall frame is fixed on the left side part and the right side part of the lower vehicle body frame, the vehicle body front end frame comprises a front anti-collision beam and an energy absorption box, the longitudinal section shapes of the front anti-collision beam and the energy absorption box are both in a shape like Chinese character 'mu', anti-collision support plates are arranged in the middle parts of the front anti-collision beam, the front end module is made of composite materials, the front anti-collision beam and the energy absorption box are made of aluminum alloy materials, and the anti-collision supporting plate is made of steel materials. Thus, a novel aluminum-plastic-steel mixed-lap vehicle body front-end frame consisting of a composite material front-end module, an anti-collision beam and an energy absorption box made of aluminum alloy materials and an anti-collision support plate made of steel materials is adopted, then the longitudinal section shapes of the front anti-collision beam and the energy absorption box of the vehicle body front-end frame are both arranged in a shape like a Chinese character 'mu', the structure like the Chinese character 'mu' can improve the transverse rigidity of the front anti-collision beam and the energy absorption box, a crushing induction hole is designed at the front end of the energy absorption box to guide deformation energy absorption, the front anti-collision beam and the middle part of the front-end module are connected through the anti-collision support plate, the local rigidity of a mounting; whole automobile body front end frame forms three-dimensional annular and upper and lower double-deck four biography power access structures, and it is low effectively to solve NVH front end yaw mode, and the not enough problem of structure collision energy-absorbing promotes automobile body lightweight level simultaneously. According to the reinforced body-in-white frame, the energy absorption of the energy absorption area of the front structure of the body in the frontal collision process is increased, the transverse rigidity and the yaw mode of the front cabin of the front structure of the body are improved, the frontal collision safety performance and the force transmission efficiency are improved, the overall strength of the body frame is improved, and therefore the riding comfort is improved.
Drawings
Fig. 1 is a schematic structural view of a semi-monocoque vehicle body frame structure of the prior art.
FIG. 2 is a schematic view of the structure A-A in FIG. 1.
Fig. 3 is a bottom view of a semi-monocoque vehicle body frame structure of the prior art.
Fig. 4 is a schematic structural view of a vehicle body frame structure of the related art.
Fig. 5 is a schematic diagram of the structure of E-E in fig. 4.
Fig. 6 is a schematic view of the force transfer of a body front end frame of a reinforced body in white frame of the present invention.
Fig. 7 is a partial enlarged view at G in fig. 6.
Fig. 8 is a partial enlarged view at H in fig. 6.
Fig. 9 is a 45 ° view of a body-in-white of a reinforced body-in-white frame of the present invention.
Fig. 10 is a schematic diagram of the force transfer of I-I of fig. 9.
Fig. 11 is a schematic diagram of the structure at L in fig. 9.
Fig. 12 is a schematic view of the structure in J-J of fig. 9.
Fig. 13 is a schematic diagram of the structure at K in fig. 9.
FIG. 14 is a side frame loop diagram of a reinforced body in white frame of the present invention.
FIG. 15 is a bottom view of a reinforced body-in-white frame of the present invention.
Fig. 16 is a 45 view of a reinforced body-in-white frame of the present invention.
Fig. 17 is a partial enlarged view at M in fig. 15.
Fig. 18 is a schematic diagram of the structure of N-N in fig. 16.
FIG. 19 is a lower body frame web structure view of the reinforced body in white frame of the present invention.
Fig. 20 is a 45 view of a reinforced body-in-white frame of the present invention.
Fig. 21 is a rear wheel cover force transmitting path diagram of a reinforced body in white frame of the present invention.
FIG. 22 is a diagram of a force transmitting path force of the rear wheel cover region of the concealed side wall outer panel according to the present invention.
FIG. 23 is a non-sunroof top frame construction of the reinforced body-in-white frame of the present invention.
FIG. 24 is a structural view of a body-in-white frame of the present invention reinforcing a non-sunroof panel of the body-in-white frame.
Fig. 25 is a body-in-white frame structure view of a sunroof panel of a reinforced body-in-white frame according to the present invention.
Description of the figures
1 … vehicle body frame 2 … vehicle body front end frame 3 … lower vehicle body frame
4 … side frame 5 … top cover frame 6 … tail frame
7 … front impact beam 8 … front end module 9 … energy absorption box
10 … Bumper support plate 11 … stiffener 12 … cowl top
13 … cowl bottom 14 … cowl left 15 … lower guard beam
16 … rocker inner panel front plate 17 … front longeron plate 18 … plate extension piece
19 … side sill upper edge rail reinforcing plate 20 … A column reinforcing plate 21 … B column reinforcing plate
22 … inner sill plate 23 … C column reinforcing plate 24 … D column reinforcing plate
25 … side wall connecting plate 26 … rear wheel cover 27 … front floor longitudinal beam connecting plate
28 … first frame rail 29 … front floor rail 30 … rear rail
34 … rear wheel cover support plate
Detailed Description
A reinforced body-in-white frame of the present invention will now be described in further detail with reference to figures 6 to 25 of the accompanying drawings.
The invention relates to a reinforced white vehicle body frame, please refer to fig. 6-25, which comprises a vehicle body front end frame 2, a lower vehicle body frame 3, a side wall frame 4, a top cover frame 5 and a tail frame 6, wherein the upper part of the vehicle body front end frame 2 is fixedly connected with the front part of the top cover frame 5, the rear part of the vehicle body front end frame 2 is fixedly connected with the front part of the lower vehicle body frame 3, the rear part of the lower vehicle body frame 3 is fixedly connected with the front part of the tail frame 6, the upper part of the tail frame 6 is fixedly connected with the rear part of the top cover frame 5, the side wall frame 4 is fixed at the left side part and the right side part of the lower vehicle body frame 3, the vehicle body front end frame 2 comprises a front anti-collision beam 7 and an energy absorption box 9, the longitudinal section shapes of the front anti-collision beam 7 and the energy absorption box 9 are both in, the upper end of the anti-collision supporting plate 10 is fixed on the front end module 8, the lower end of the anti-collision supporting plate 10 is fixed on the front anti-collision beam 7, the front end module 8 is made of composite materials, the front anti-collision beam 7 and the energy absorption box 9 are both made of aluminum alloy materials, and the anti-collision supporting plate 10 is made of steel materials. Thus, a novel aluminum-plastic-steel mixed-lap vehicle body front end frame 2 consisting of a composite material front end module 8, a lower protective beam 15, an aluminum alloy material anti-collision beam and energy absorption box 9 and a steel material anti-collision support plate 10 is adopted, then the longitudinal section shapes of the front anti-collision beam 7 and the energy absorption box 9 of the vehicle body front end frame 2 are both arranged in a shape like the Chinese character 'mu', the structure like the Chinese character 'mu' can improve the transverse rigidity of the front anti-collision beam 7 and the energy absorption box 9, a crushing induction hole is designed at the front end of the energy absorption box 9 to guide deformation energy absorption, the front anti-collision beam 7 is connected with the middle part of the front end module 8 through the anti-collision support plate 10, the local rigidity of a hood lock mounting area is improved; whole automobile body front end frame 2 forms three-dimensional annular and upper and lower double-deck four biography power access structures, and it is low effectively to solve NVH front end yaw mode, and the not enough problem of structural collision energy-absorbing promotes automobile body lightweight level simultaneously. According to the reinforced body-in-white frame 1 structure, the energy absorption of an energy absorption area of a body front structure in the frontal collision process is increased, the transverse rigidity and the front cabin yaw mode of the body front structure are improved, the frontal collision safety performance and the force transmission efficiency are improved, the overall strength of the body frame 1 is improved, and therefore the riding comfort is improved.
Referring to fig. 6-25, the structure of the reinforced body-in-white frame 1 of the present invention may further include: reinforcing ribs 11 are transversely arranged in the centers of the energy absorption boxes 9 and the front anti-collision beam 7, and the longitudinal section of each reinforcing rib 11 is wavy. Thus, the wave-shaped reinforcing ribs 11 with the cross sections shaped like Chinese character 'mu' are beneficial to increasing the energy absorption and the longitudinal crushing energy absorption of the front anti-collision beam 7.
The method can also be as follows: the front wall assembly of the lower body frame 3 comprises a front wall upper part 12, a front wall lower part 13 and a front wall left part 14, the front wall upper part 12 is fixed on the first front girder, the front wall left part 14 is fixed on the second front girder, the upper end part of the front wall lower part 13 is fixed on the lower end part of the front wall left part 14, and the end part of the front wall lower part 13 is fixed on the longitudinal beam connecting plate. In this way, the lower body frame 3 is designed to be reinforced by multiple force transmission paths in the collision reinforcement area, and the dash panel assembly is divided into the dash lower part 13 and the dash left part 14, and the thickness t is 1.5, so that the structural rigidity and strength of the dash area are improved.
The further preferred scheme is as follows: the lower vehicle body frame 3 further comprises a front girder sealing plate 17, a sealing plate extending piece 18 is arranged on the front girder sealing plate 17, the sealing plate extending piece 18 is fixedly connected with a threshold inner plate front plate 16, and the front wall plate upper piece 12, the front wall plate lower piece 13, the front wall plate left piece 14 and the sealing plate extending piece 18 form an 8-shaped cavity. In this way, the front frame sealing plate 17 is additionally provided with the sealing plate extension part 18, the thickness t of the sealing plate extension part 18 is 1.8, the front wall panel upper part 12, the front wall panel lower part 13, the front wall panel left part 14 and the sealing plate extension part 18 form an 8-shaped cavity structure, so that a unilateral 4-channel force transmission path (bilateral symmetry) is formed in a frontal collision strengthening holding area, the force transmission efficiency is improved, the collision force can be more effectively transmitted to the a column, the threshold and the front floor longitudinal beam 29, the stability of the passenger compartment is ensured, and the safety performance is improved on the premise that the original BOP is not changed and the sealing performance is not affected.
The method can also be as follows: a front floor longitudinal beam 29 connecting plate 27 is arranged between a front floor longitudinal beam 29 of the lower body frame 3 and the first frame cross beam 28, the front end part of the front floor longitudinal beam 29 connecting plate 27 is fixedly connected with the rear end part of the front floor longitudinal beam 29, and the rear end part of the front floor longitudinal beam 29 connecting plate 27 is fixedly connected with the front end part of the first frame cross beam 28. Thus, the lower vehicle body frame 3 is optimized, the front floor longitudinal beam 29 connecting plate 27 is newly added, the front floor longitudinal beam 29 is connected with the first vehicle frame cross beam 28, and the front and rear vehicle body connection performance is enhanced; the rear end plate structure is changed to connect the rear end plate cavity with the rear girder 30 cavity, thereby ensuring the integrity, integrality and strength of the frame to be continuous and avoiding the structure from tearing and losing efficacy under violent collision (such as column collision). The integrity of the lower vehicle body frame 3 is improved, and a net-shaped reinforcing structure is formed in the bottom area of the passenger compartment, so that the rigidity and the mode of the whole vehicle are improved, the vibration response is reduced, and the riding comfort is improved;
referring to fig. 6-25, the structure of the reinforced body-in-white frame 1 of the present invention may further include: the side wall roof side rail reinforcing plate 19 of the side wall frame 4 extends from the upper part of the A-pillar reinforcing plate 20 to the upper part of the D-pillar reinforcing plate 24, and the doorsill outer plate of the side wall frame 4 extends from the lower part of the A-pillar reinforcing plate 20 to the middle lower part of the C-pillar reinforcing plate 23. Therefore, the side frame 4 is optimized, the structure of the side roof side rail reinforcing plate 19 penetrates from the A-column reinforcing plate 20 to the D-column reinforcing plate 24, the structure of the back plate of the threshold outer plate is prolonged to the middle lower part of the C-column reinforcing plate 23, the C-column reinforcing plate 23 adopts an integrated reinforcing plate, and the cavity penetrates from the upper end of the C-column reinforcing plate 23 to the rear wheel cover 26, so that the structural rigidity and the strength of the side frame 4 are improved.
The further preferred scheme is as follows: a rear side wall connecting plate 25 is arranged between the C column reinforcing plate 23 and the middle part of the D column reinforcing plate 24, the front end part of the rear side wall connecting plate 25 is fixedly connected with the C column reinforcing plate 23, and the rear end part of the rear side wall connecting plate 25 is fixedly connected with the D column reinforcing plate 24. Thus, the newly-added rear side wall connecting plate 25 is connected with the C column reinforcing plate 23 and the D column reinforcing plate 24, so that an integral loop is formed, the integrity and the strength continuity of the side wall frame 4 are ensured, the structural tearing failure under violent collision (such as column collision) is avoided, the torsion/bending rigidity and the mode of the whole vehicle are improved, the vibration transfer function of the rear side wall is reduced, and the comfort is improved.
The further preferred scheme is as follows: the C-pillar reinforcement plate 23 is provided with a closed C-pillar cavity which extends from the upper part of the C-pillar reinforcement plate 23 to the upper part of the rear wheel cover 26. In this way, the C-pillar reinforcement plate 23 is provided with a closed C-pillar cavity, and the C-pillar reinforcement plate 23 is an integrated reinforcement plate, and the cavity penetrates from the upper end of the C-pillar reinforcement plate 23 to the rear wheel housing 26, thereby improving the structural rigidity and strength of the C-pillar reinforcement plate 23 and the rear wheel housing 26.
The method can also be as follows: the B-pillar inner plate of the side wall frame 4 extends to the lower flanging position of the threshold inner plate 22, the rear wheel cover supporting plate 34 extends to the inside of the rear girder 30, and the rear wheel cover supporting plate 34 is fixedly connected with the rear girder 30. Therefore, the joint structure of the side frame 4 and the lower frame 3 is optimized, and the joint connection performance of the upper and lower vehicle bodies is improved. The B-pillar inner plate extends to the lower flanging position of the threshold inner plate 22, so that the torsion rigidity and the side impact performance of the whole vehicle are improved.
The method can also be as follows: at least two rear wheel casing support plates 34 with L-shaped longitudinal cross sections are arranged at the connection part of the rear wheel casing 26 inner plate and the rear floor of the side wall frame 4, the rear wheel casing support plates 34 extend into the rear girder 30, and the rear wheel casing support plates 34 are fixedly connected with the rear girder 30 and the rear girder 30 reinforcing plate respectively. Therefore, the rear wheel cover support plate 34 structure extends into the rear girder 30 and is welded with the rear girder 30 and the reinforcing plate of the rear girder 30, so that the connection performance of the frame in the rear suspension installation area of the vehicle body is improved, the stress of the suspension installation point is effectively dispersed to the C column reinforcing plate 23 and the frame cross beam, and the stress concentration in the area is reduced.
The integrity of the vehicle body frame 1 is optimized, the vehicle body structure cavity is designed into frame loops, and each loop is connected with the longitudinal beam/cross beam through a key joint, so that the vehicle body frame 1 becomes an effective closed loop and a loop buckle, a cage type vehicle body is manufactured, and the rigidity, the mode, the NVH and the safety performance of the body in white are improved.
The method can also be as follows: at least three threshold clapboards are arranged on the inner side of the threshold inner plate 22, and the threshold clapboards are fixed on the inner side surface of the threshold inner plate 22 at intervals. In this way, the doorsill partition plates are reasonably arranged and respectively arranged corresponding to the first front floor beam, the second front floor beam and the first frame beam, so that a collision force transmission path is continuous, and collision force is effectively transmitted and dispersed; and a threshold clapboard close to the outer part of the threshold cavity below the B-pillar reinforcing plate 21 is eliminated, so that the local strength of the position is reduced, and the deformation and energy absorption of the threshold at the position are guided. The further preferred scheme is as follows: the doorsill partition plate comprises a first partition plate and a second partition plate, the first partition plate comprises a first bottom plate and is fixed on the first bending of the left side and the right side of the first bottom plate, the second partition plate comprises a second bottom plate and is fixed on the second bending of the left side and the right side of the second bottom plate, the bottom surface of the first bottom plate is fixedly connected with the upper surface of the second bottom plate, the first bending is fixed on the doorsill inner plate 22, and the second bending is fixed on the inner side surface of the doorsill reinforcing assembly. Thus, the back-to-back type doorsill partition plate is designed to strengthen the inner doorsill plate 22, the force transmission efficiency in collision is improved by improving the overlapping amount between the two first partition plates and the second partition plate, a better deformation mode is realized, and the overturning of the doorsill in collision is inhibited. The further preferable technical scheme is that the second bending is fixed on the reinforcing plate of the outer plate of the threshold, so that stress can be effectively dispersed and transmitted through the second bending, and the stress value at the threshold is reduced.
The B-pillar reinforcing plate 21 extends to the lower flanging position of the inner plate 20 of the threshold and the threshold, the connection between the B-pillar reinforcing plate 21 and the threshold is reinforced, the overturning of the rear threshold caused by the barrier is effectively reduced, the injury value of passengers is reduced, and meanwhile, the rigidity and the mode of a white vehicle body are also improved.
The height of the upper part of the B-pillar reinforcing plate 21 is 1120-1200 mm, the thickness is 1.8mm, the height of the lower part of the B-pillar reinforcing plate 21 is 200-227 mm, and the thickness is 1.4 mm. Thus, the B-column reinforcing plate 21 adopts a laser tailor-welding hot forming process for the first time, the upper part of the B-column reinforcing plate is 1.8mm thick, the lower part of the B-column reinforcing plate is 1.4mm thick, the lower end of the B-column reinforcing plate is deformed in an energy absorption mode during side collision, the tailor-welding point height proportion is optimized according to the simulation deformation trend, the whole B-column reinforcing plate is more reasonable in deformation, the injury value of personnel is reduced, and meanwhile, the weight reduction of.
The above description is only for the purpose of illustrating a few embodiments of the present invention, and should not be taken as limiting the scope of the present invention, in which equivalent changes, modifications, or scaling up or down, etc. made in accordance with the spirit of the present invention should be considered as falling within the scope of the present invention.
Claims (10)
1. A reinforced body-in-white frame characterized by: the automobile body front end frame comprises a front end frame of an automobile body, a lower automobile body frame, a side wall frame, a top cover frame and a tail frame, wherein the upper part of the front end frame of the automobile body is fixedly connected with the front part of the top cover frame, the rear part of the front end frame of the automobile body is fixedly connected with the front part of the lower automobile body frame, the rear part of the lower automobile body frame is fixedly connected with the front part of the tail frame, the upper part of the tail frame is fixedly connected with the rear part of the top cover frame, the side wall frame is fixed on the left side part and the right side part of the lower automobile body frame, the front end frame of the automobile body comprises a front anti-collision beam and an energy absorption box, the longitudinal cross sections of the front anti-collision beam and the energy absorption box are both in a shape like a Chinese character 'mu', an anti-collision support plate is arranged between the front anti-collision, the front anti-collision beam and the energy absorption box are both made of aluminum alloy materials, and the anti-collision supporting plate is made of steel materials.
2. A reinforced body-in-white frame as claimed in claim 1, wherein: reinforcing ribs are transversely arranged in the centers of the energy absorption box and the front anti-collision beam, and the longitudinal cross sections of the reinforcing ribs are wavy.
3. A reinforced body-in-white frame as claimed in claim 1, wherein: the front wall assembly of the lower vehicle body frame comprises a front wall upper part, a front wall lower part and a front wall left part, the front wall upper part is fixed on the first front girder, the front wall left part is fixed on the second front girder, the upper end part of the front wall lower part is fixed at the lower end part of the front wall left part, and the end part of the front wall lower part is fixed on the longitudinal beam connecting plate.
4. A reinforced body-in-white frame as claimed in claim 3, wherein: the lower vehicle body frame further comprises a front girder sealing plate, a sealing plate extending piece is arranged on the front girder sealing plate and fixedly connected with the front plate of the inner sill plate, and an 8-shaped cavity is enclosed by the front wall plate upper piece, the front wall plate lower piece, the front wall plate left piece and the sealing plate extending piece.
5. A reinforced body-in-white frame as claimed in any one of claims 1 to 4, wherein: a front floor longitudinal beam connecting plate is arranged between a front floor longitudinal beam of the lower vehicle body frame and the first vehicle frame cross beam, the front end part of the front floor longitudinal beam connecting plate is fixedly connected with the rear end part of the front floor longitudinal beam, and the rear end part of the front floor longitudinal beam connecting plate is fixedly connected with the front end part of the first vehicle frame cross beam.
6. A reinforced body-in-white frame as claimed in any one of claims 1 to 4, wherein: the side wall upper edge beam reinforcing plate of the side wall frame extends from the upper part of the A-column reinforcing plate to the upper part of the D-column reinforcing plate, and the threshold outer plate of the side wall frame extends from the lower part of the A-column reinforcing plate to the middle lower part of the C-column reinforcing plate.
7. A reinforced body-in-white frame as claimed in claim 6, wherein: and a rear side wall connecting plate is arranged between the C column reinforcing plate and the middle part of the D column reinforcing plate, the front end part of the rear side wall connecting plate is fixedly connected with the C column reinforcing plate, and the rear end part of the rear side wall connecting plate is fixedly connected with the D column reinforcing plate.
8. A reinforced body-in-white frame as claimed in claim 7, wherein: the C-column reinforcing plate is provided with a closed C-column cavity, and the C-column cavity extends from the upper part of the C-column reinforcing plate to the upper part of the rear wheel cover.
9. A reinforced body-in-white frame as claimed in any one of claims 1 to 4, wherein: the B-pillar inner plate of the side wall frame extends to the lower flanging position of the doorsill inner plate, the rear wheel cover supporting plate extends to the inside of the rear girder, and the rear wheel cover supporting plate is fixedly connected with the rear girder.
10. A reinforced body-in-white frame as claimed in any one of claims 1 to 4, wherein: the rear wheel casing inner plate of the side wall frame is provided with at least two rear wheel casing supporting plates with L-shaped longitudinal sections at the joint with the rear floor, the rear wheel casing supporting plates extend into the rear girder, and the rear wheel casing supporting plates are respectively and fixedly connected with the rear girder and the rear girder reinforcing plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811147366.6A CN110962941A (en) | 2018-09-29 | 2018-09-29 | Reinforced body-in-white frame |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811147366.6A CN110962941A (en) | 2018-09-29 | 2018-09-29 | Reinforced body-in-white frame |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110962941A true CN110962941A (en) | 2020-04-07 |
Family
ID=70027964
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811147366.6A Pending CN110962941A (en) | 2018-09-29 | 2018-09-29 | Reinforced body-in-white frame |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110962941A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113428239A (en) * | 2021-08-05 | 2021-09-24 | 安徽江淮汽车集团股份有限公司 | Platform-based rear longitudinal beam structure of engine room |
| CN113771955A (en) * | 2021-09-28 | 2021-12-10 | 中国第一汽车股份有限公司 | Automobile front end collision force transmission structure and vehicle |
| JP7424239B2 (en) | 2020-07-27 | 2024-01-30 | 三菱自動車工業株式会社 | Vehicle rear structure |
-
2018
- 2018-09-29 CN CN201811147366.6A patent/CN110962941A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7424239B2 (en) | 2020-07-27 | 2024-01-30 | 三菱自動車工業株式会社 | Vehicle rear structure |
| CN113428239A (en) * | 2021-08-05 | 2021-09-24 | 安徽江淮汽车集团股份有限公司 | Platform-based rear longitudinal beam structure of engine room |
| CN113428239B (en) * | 2021-08-05 | 2022-08-09 | 安徽江淮汽车集团股份有限公司 | Platform-based rear longitudinal beam structure of engine room |
| CN113771955A (en) * | 2021-09-28 | 2021-12-10 | 中国第一汽车股份有限公司 | Automobile front end collision force transmission structure and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP6409724B2 (en) | Car side body structure | |
| US6705667B1 (en) | Supporting structure for a motor vehicle | |
| US7699385B2 (en) | Vehicle body structure | |
| JPH0750301Y2 (en) | Front body structure of automobile | |
| CN211568103U (en) | White automobile body frame of small-size pure electric vehicles | |
| CN205273623U (en) | Preceding cabin frame assembly | |
| CN110962941A (en) | Reinforced body-in-white frame | |
| CN203345037U (en) | Automobile body frame structure | |
| CN210734297U (en) | Side coaming reinforcing device | |
| CN111017034B (en) | Vehicle frame structure | |
| CN102582551A (en) | Car door anti-collision beam | |
| CN110962938A (en) | Automobile side wall frame reinforcing assembly | |
| CN112896323B (en) | Cage-shaped framework structure of vehicle body | |
| CN214138710U (en) | Vehicle body side structure | |
| CN113291381A (en) | Car B post additional strengthening and car B post | |
| CN211001562U (en) | B-pillar structure and automobile | |
| CN108382463B (en) | Two-compartment vehicle type inner plate rear frame structure | |
| CN215706661U (en) | Car A post and threshold connection structure | |
| CN212950844U (en) | Body-in-white frame | |
| CN115384634A (en) | Commercial car driver's cabin additional strengthening | |
| CN213008402U (en) | Vehicle body and have its vehicle | |
| CN212500670U (en) | Vehicle body structure and automobile | |
| JP4728296B2 (en) | Auto body structure | |
| CN209617276U (en) | A kind of reinforcement white body frame | |
| CN210364060U (en) | White car body assembly of sliding back type car |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |