CN115465362A

CN115465362A - Fracture sacrificial structure, frame and vehicle

Info

Publication number: CN115465362A
Application number: CN202211012911.7A
Authority: CN
Inventors: 黄红生
Original assignee: Hechuang Automotive Technology Co Ltd
Current assignee: Hechuang Automotive Technology Co Ltd
Priority date: 2022-08-23
Filing date: 2022-08-23
Publication date: 2022-12-13

Abstract

The invention relates to the technical field of vehicle frames, and provides a fracture sacrificial structure, a vehicle frame and a vehicle, wherein the fracture sacrificial structure comprises a push-off piece and a connecting piece for connecting the vehicle frame and a wheel assembly; the inferring piece is used for being installed on the frame and is positioned in front of the connecting piece in the direction of the head of the frame; the inference piece comprises a connecting end, the connecting end is connected with the frame and faces the head direction of the frame; the push-off part also comprises a push-off end which is contacted with the connecting piece and deduces the connecting piece when the frame is extruded and deformed by external force, and the push-off end is arranged corresponding to the connecting piece. Compared with the prior art, the invention can reduce the intrusion amount of the barrier column into the inner cab or the inner passenger compartment of the vehicle when bearing 25% or 40% offset collision, namely, the wheels can be separated from the frame by deducing the connecting piece connected with the wheel assembly through collision, thereby avoiding the condition that the tire intrudes into the cab due to the collision of the wheel assembly and the barrier, and the whole structure has higher installation performance.

Description

Fracture sacrificial structure, frame and vehicle

Technical Field

The invention relates to the technical field of vehicle frames, in particular to a fracture sacrificial structure, a vehicle frame and a vehicle.

Background

With the continuous development of vehicle technology, the requirements of consumers on vehicle collision safety are also continuously increased.

Among the existing crash regulations, the requirement of the front crash rigidity with 25% offset is particularly strict, which is a key index for judging whether the vehicle can meet the guaranteed crash regulations. The 25% offset frontal collision barrier column, because the whole vehicle only contacts 25% of the area with the barrier column during the vehicle collision, so the barrier column produces great side collision stress to the vehicle during the collision, finally leads to great injury to the vehicle and drivers in the cabin, which is the difficult point that the regulation deals with.

When a vehicle is in 25% offset collision, the vehicle collides with the barrier column from front to back from the side part, the whole barrier column collides with the front anti-collision beam firstly, then the longitudinal beam connected with the anti-collision beam is continuously extruded and deformed by the barrier column, and finally collides with the tire assembly, the tire is extruded to the A column area of a passenger compartment, so that the safety of a passenger or a driver behind the A column cavity is threatened, and the whole problem of lower safety exists.

Disclosure of Invention

Based on this, it is necessary to provide a fracture sacrificial structure, a vehicle frame and a vehicle, which aim to solve the problem that the overall safety of the vehicle is low when the vehicle bears 25% offset collision in the prior art and have the advantage of high structural safety.

A fracture sacrificial structure comprises a thrust piece and a connecting piece for connecting a frame and a wheel assembly;

the inference part is used for being installed on the frame and located in front of the connecting part in the direction of the head of the frame;

the pushing-off part further comprises a pushing-off end, the frame is in contact with the connecting piece when being extruded and deformed by an external force, and the pushing-off end is arranged corresponding to the connecting piece.

Compared with the prior art, when the vehicle frame is subjected to offset collision, the barrier columns are in contact with the whole vehicle frame at the first time, then the vehicle frame is extruded and deformed by collision, and the vehicle body is gradually decelerated due to collision energy absorption in the deformation process of the vehicle frame. The barrier column extrudes the frame and further impacts the inference piece, and the inference end of the inference piece corresponds to the connecting piece, so that the barrier column drives the inference piece to move while impacting the inference piece, and finally the inference end of the inference piece infers the connecting piece, so that the wheel assembly can be separated from the inside of the frame. The fracture sacrificial structure can reduce the intrusion amount of the barrier column into a cab or a passenger compartment inside a vehicle, namely, the connecting piece connected with the wheel assembly is deduced through collision, the wheel can be separated from a vehicle frame, the condition that the tire intrudes into the cab due to collision of the wheel assembly and a barrier is avoided, and the whole structure installation performance is high.

In one embodiment, the connecting member comprises a first connecting arm, a second connecting arm and a mounting seat for mounting the wheel assembly;

one ends of the first connecting arm and the second connecting arm are used for being mounted on the frame, and the other ends of the first connecting arm and the second connecting arm are connected with the mounting seat;

the first connecting arm is positioned on one side of the direction of the head of the frame, and the second connecting arm is positioned on one side back to the direction of the tail of the frame;

the inference piece comprises a connecting end, the connecting end is connected with the frame and faces the direction of the head of the frame, and the disconnection end is arranged corresponding to the first connecting arm.

In one embodiment, the thrust end is disposed toward the wheel assembly.

In one embodiment, the first connecting arm comprises two load bearing segments and a strength sacrificial segment connecting the two load bearing segments;

one of the bearing sections is used for connecting the frame, and the other bearing section is used for connecting the mounting seat;

the thickness value of the strength sacrificial section is smaller than the thickness values of the two load-bearing sections;

the strength sacrifice section is arranged corresponding to the deducing end.

In one embodiment, the thickness of the strength sacrificial section decreases from the two ends to the middle.

In one embodiment, the pushing end is provided with a guide groove, and the guide groove is arranged corresponding to the connecting piece.

In one embodiment, the thrust piece is provided with an auxiliary fixing piece, and the auxiliary fixing piece is connected with the frame through a bolt;

the auxiliary fixing piece is provided with a notch for the bolt to be separated from the auxiliary fixing piece when the frame deforms under stress.

The invention also provides a vehicle frame which comprises the fracture sacrificial structure.

Compared with the prior art, when the frame bears offset collision, the intrusion amount of the barrier column into a cab or a passenger compartment in the vehicle can be reduced, namely, the wheel can be separated from the frame by deducing the connecting piece connected with the wheel assembly during collision, the condition that the tire intrudes into the cab due to the collision of the wheel assembly and the barrier is avoided, and the whole structure installation performance is high.

In one embodiment, the vehicle frame further comprises a bumper, a cushioning structure, and a wheel assembly;

the buffer structure comprises a longitudinal beam, the wheel assembly is connected with the longitudinal beam through the connecting piece, and the end part of the longitudinal beam is connected with the anti-collision bar;

the end of the thrust piece is connected with the bumper or the longitudinal beam.

In one embodiment, the longitudinal beam comprises a web at an end, and the end of the push-off member is connected to the web.

In one embodiment, the connecting plate is provided with a first energy absorbing cylinder;

one side of the first energy-absorbing cylinder is connected with the anti-collision bar, and the other side of the first energy-absorbing cylinder is connected with the connecting plate.

In one embodiment, the cushioning structure further comprises an a-pillar cavity;

the A-pillar cavity extends towards the head direction of the frame and is provided with a protection beam, the protection beam is wound outside the wheel assembly, and a second energy absorption cylinder is arranged outside the protection beam;

the second energy absorption barrel is located in front of the vehicle head direction of the wheel assembly, and the protection beam is connected with the anti-collision bar through the second energy absorption barrel.

In one embodiment, the cushioning mechanism further comprises a connecting beam;

one end of the connecting beam is connected with the longitudinal beam, and the other end of the connecting beam is connected with the protective beam;

the connecting beam is provided with a third energy-absorbing cylinder, and the connecting beam is connected with the bumper through the third energy-absorbing cylinder.

In one embodiment, the wheel assembly is provided with two walking parts which are the head parts of the frame;

the buffer structure is also provided with two buffer structures which respectively correspond to the two wheel assemblies.

In one embodiment, the frame further comprises a chassis bracket;

the chassis support extends upwards to be provided with two connecting rods, and the two connecting rods are respectively connected with the two longitudinal beams;

the frame further comprises a rear chassis mounting rack, and the rear chassis mounting rack is positioned in the tail direction of the frame;

the chassis support is provided with two inclined support rods at one side of the frame tail direction, and the two inclined support rods are respectively inclined to the threshold direction of the frame;

and the two inclined supporting rods are connected with the rear chassis mounting frame.

In one embodiment, the chassis support is provided with at least two fourth energy-absorbing cylinders at the outer side of the frame in the direction of the vehicle head, and the four fourth energy-absorbing cylinders are distributed in front of the two wheel assemblies in the direction of the vehicle head.

The invention further provides a vehicle which comprises the vehicle frame.

Compared with the prior art, when the vehicle is subjected to 25% or 40% offset collision, the intrusion amount of the barrier column into the inner cab or the inner passenger compartment of the vehicle can be reduced, namely, the wheel can be separated from the vehicle frame by deducing the connecting piece connected with the wheel assembly during collision, the condition that the tire intrudes into the cab due to the collision of the wheel assembly and the barrier is avoided, and the whole structure installation performance is high.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention.

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic diagram of a detailed structure of a sacrificial structure for fracture in an embodiment of the present invention;

FIG. 2 is a schematic view of the detailed structure of the frame according to an embodiment of the present invention;

FIG. 3 is a schematic view of a mounting structure of a sacrificial structure for fracture in an embodiment of the present invention;

FIG. 4 is a schematic diagram of a buffer structure according to an embodiment of the present invention;

FIG. 5 is an enlarged view at A in FIG. 4;

FIG. 6 is a schematic view of the front portion of the frame in accordance with an embodiment of the present invention;

FIG. 7 is an exploded view of the frame components of one embodiment of the present invention;

FIG. 8 is a schematic diagram of a detailed structure of a chassis frame according to an embodiment of the present invention;

FIG. 9 is a schematic view of the mounting structure of the chassis bracket and the chassis mount according to an embodiment of the present invention;

fig. 10 is a schematic view of the crash principle of the frame in an embodiment of the invention.

Description of the reference numerals:

10. breaking the sacrificial structure;

101. a push-off member; 1011. a connecting end; 1012. pushing off the end; 10121. a guide groove; 1013. an auxiliary fixing member; 10131. a notch;

102. a connecting member; 1021. a first connecting arm; 10211. a load bearing section; 10212. a strength sacrifice section; 1022. a second connecting arm; 1023. a mounting seat;

20. a wheel assembly;

30. an anti-collision bar;

40. a buffer structure; 401. a stringer; 4011. a connecting plate; 402. a first energy absorbing cylinder; 403. a column A cavity; 404. a protective beam; 405. a second energy-absorbing cylinder; 406. a connecting beam; 407. a third energy-absorbing cylinder;

50. a rigid member;

60. a chassis support; 601. a connecting rod; 602. a fourth energy-absorbing cylinder; 603. a diagonal brace;

70. a chassis mount.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention more comprehensible, embodiments accompanying figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will recognize without departing from the spirit and scope of the present invention.

In the prior art, when a vehicle suffers from 25% offset collision, the vehicle collides with a barrier column from the side part to the back part, the whole barrier column collides with a frame firstly, then a wheel assembly connected with the frame is continuously extruded and deformed by the barrier column, tires of the wheel assembly are extruded to an A column area of a passenger compartment, and then the safety of a passenger or a driver behind a cavity of the A column is threatened, and the whole safety problem is low. In this scheme, in order to solve the lower problem of security that prior art exists, this scheme provides fracture sacrificial structure, frame and vehicle, aims at solving prior art, and the lower problem of whole security when the vehicle bears 25% biasing collision has the higher advantage of structural security, and concrete scheme is as follows:

referring to fig. 1, a sacrificial fracture structure 10 according to an embodiment of the present invention includes a thrust member 101 and a connecting member 102 for connecting a vehicle frame and a wheel assembly 20. The deducing part 101 is used for being installed and fixed on the frame, and the deducing part 101 is positioned in front of the connecting part 102 in the direction of the head of the frame; the push-off member 101 includes a connecting end 1011, and the connecting end 1011 is connected with the frame and faces the head direction of the frame. The inference member 101 further includes an inference end 1012 contacting the connection member 102 and inferring the connection member 102 when the frame is deformed by the external force, and the inference end 1012 is disposed corresponding to the connection member 102.

It should be noted that in this embodiment, sacrificial fracture structure 10 is applied and mounted on the vehicle as a whole, wherein connection end 1011 of inference piece 101 is connected with the vehicle frame, and the location of connection end 1011 is towards the vehicle head direction of the vehicle frame. It should be noted that, in this embodiment, the entirety of the fracture sacrificial structure 10 is disposed corresponding to the wheel assembly 20, and the inference piece 101 is disposed in front of the connecting piece 102 in the vehicle forward direction of the vehicle frame, so that when the vehicle is subjected to a 25% offset collision, the entirety of the barrier column is disposed in front of the wheel assembly 20 and the fracture sacrificial structure 10.

Illustratively, when a vehicle equipped with the present fracture sacrificial structure 10 is subjected to a 25% offset collision, the barrier pillar will be in contact with the entire frame for the first time, and then the frame is crushed and deformed by the collision, and the vehicle body gradually decelerates due to the energy absorption of the collision during the deformation of the frame. Since connection end 1011 of inference piece 101 is connected to the frame and connection end 1011 is oriented in the forward direction of the frame, the fault interference post will press against the frame and further impact inference piece 101. When the pushing part 101 is impacted, the deducing end 1012 of the deducing part 101 corresponds to the connecting part 102, and the barrier column pushes and drives the pushing part 101 to move while impacting the pushing part 101, so that the deducing end 1012 of the pushing part 101 deduces the connecting part 102 finally, and the wheel assembly 20 can be separated from the inside of the frame.

After the wheel assembly 20 is separated from the inside of the frame, a cavity for mounting the wheel assembly 20 is formed in the frame, when the barrier column continuously extrudes the frame to deform, the wheel assembly 20 separated from the frame can avoid colliding with the barrier column, the empty cavity can increase the stroke of the barrier column which is independently extruded by colliding with the vehicle body and the contact collapse time, the diameter of the whole tire of the frame in the collision process is reduced, the situation that the tire invades into a cab due to collision is avoided, and finally the effect of protecting a driver in the collision is achieved.

Compared with the prior art, the invention can reduce the intrusion amount of the barrier column into the inner cab or the inner passenger compartment of the vehicle when bearing 25% or 40% offset collision, namely, the wheel can be separated from the vehicle frame by deducing the connecting piece 102 connected with the wheel assembly 20 through collision, the condition that the tire intrudes into the cab due to the collision of the wheel assembly 20 and an obstacle is avoided, and the whole structure installation performance is higher.

In an embodiment, the overall structure of the connecting member 102 is further refined, and the connecting member 102 includes a first connecting arm 1021, a second connecting arm 1022, and a mounting base 1023 for mounting the wheel assembly 20. One end of each of the first connecting arm 1021 and the second connecting arm 1022 is used for being mounted on the frame, and the other end is connected with the mounting base 1023. In addition, the first connecting arm 1021 is located at one side of the front direction of the frame, the second connecting arm 1022 is located at one side of the rear direction of the frame, and the estimation end 1012 is arranged corresponding to the first connecting arm 1021.

In this embodiment, the connecting member 102 is integrally mounted to the frame via a first connecting arm 1021 and a second connecting arm 1022, wherein the first connecting arm 1021 corresponds to the inferring end 1012 of the inferring member 101. Therefore, when the vehicle is involved in a collision, the first connecting arm 1021 will be inferred under the impact of the thrust piece 101. When the first connecting arm 1021 is broken, the entire wheel assembly 20 will move laterally rearward out of the interior of the frame under continued compression of the frame.

If the connecting member 102 is broken as a whole, the wheel assembly 20 is completely separated from the frame, and the wheel assembly 20 is in an out-of-control state, and the falling of the wheel assembly 20 will easily cause a secondary accident. In this embodiment, after the first connecting arm 1021 is broken, the second connecting arm 1022 functions to connect the wheel assembly 20, so that the wheel assembly 20 can be separated from the inside of the frame and still connected to the frame, thereby preventing the wheel assembly 20 from falling off as a whole, improving the overall structural stability of the frame structure, and having high structural practicability.

Preferably, in this embodiment, the inference end 1012 is disposed toward the wheel assembly 20, and when the inference member 101 collides with the connection member 102, the inference end 1012 mainly contacts the connection member 102, and infers the first connection arm 1021 through the inference end 1012, so that the inference end 1012 faces to guide the moving direction of the connection member 102 after breaking. In this embodiment, the estimation end 1012 is disposed toward the wheel assembly 20, so that the entire thrust member 101 can estimate the connecting member 102 in a posture inclined toward the outside of the vehicle frame, and apply an obliquely outward thrust to the connecting member 102 to guide the moving direction of the wheel assembly 20, thereby making the fracture process of the fracture sacrificial structure 10 more stable.

Further preferably, in this embodiment, the first connecting arm 1021 includes two load bearing segments 10211 and a strength sacrificial segment 10212 connecting the two load bearing segments 10211. One of the load bearing sections 10211 is used for connecting to a frame, the other load bearing section 10211 is used for connecting to a mounting base 1023, the thickness of the strength sacrifice section 10212 is smaller than the thickness of the two load bearing sections 10211, and the strength sacrifice section 10212 is disposed corresponding to the deducing end 1012. Specifically, the cross-sectional size of the components of the strength sacrificial section 10212 is smaller than the cross-sectional size of the two load bearing sections 10211.

It should be noted that the thickness of the sacrificial strength portion 10212 is designed to be thinner than the thickness of the two load-bearing portions 10211, so that the first connecting arm 1021 has a structural rigidity as a whole, which is convenient for the first connecting arm 1021 to be impacted by the inference part 101, and the overall structure of the first connecting arm 1021 is optimized. Specifically, in this embodiment, the thickness values of the strength sacrificial sections 10212 gradually decrease from the two ends toward the middle.

In one embodiment, to further guide the impact stroke of the inference piece 101, the inference end 1012 is provided with a guide groove 10121, and the guide groove 10121 is provided corresponding to the connection piece 102. It should be noted that, the groove width of the guide groove 10121 is greater than the entire width of the connecting member 102, when the pushing member 101 is impacted, the connecting member 102 will gradually sink into the guide groove 10121, and when the pushing member 101 continues to move, the guide groove 10121 is disposed to prevent the connecting member 102 from separating from the guide groove 10121, so as to further optimize the entire movement guiding effect of the pushing member 101, and make the breaking process of the breaking sacrificial structure 10 more stable.

Preferably, in this embodiment, the inference unit 101 is fixedly provided with an auxiliary fixing unit 1013, the auxiliary fixing unit 1013 is connected to the frame by a bolt, and the auxiliary fixing unit 1013 is provided with a notch 10131 for the bolt to disengage from the auxiliary fixing unit 1013 when the frame is deformed by a force, and the notch 10131 faces the front direction of the frame.

The auxiliary fixing member 1013 is provided to improve the installation stability of the pushing member 101, and it should be noted that the auxiliary fixing member 1013 is provided with a notch 10131 for the bolt to disengage from, for example, when the whole frame is collided, the frame deformation causes the pushing member 101 to move towards the rear of the frame, and the bolt is disengaged from the auxiliary fixing member 1013 through the notch 10131. Through the arrangement of the auxiliary fixing member 1013, the thrust member 101 can have high installation stability, and when the vehicle frame is collided, the auxiliary fixing member 1013 does not affect the movement of the thrust member 101, so that the practicability of the whole structure is high. In addition, in order to reduce the overall weight of the inference piece 101, in this embodiment, the inference piece 101 is provided in a hollow-out manner.

As shown in fig. 2-9, the present invention also provides a vehicle frame including the fracture sacrificial structure 10 mentioned in the above-mentioned aspect. Referring to fig. 2, 3 and 4 in particular, the vehicle frame further includes a bumper 30, a buffer structure 40 and a wheel assembly 20, wherein the buffer structure 40 includes a longitudinal beam 401, the wheel assembly 20 is connected to the longitudinal beam 401 through a connecting member 102, an end of the longitudinal beam 401 is connected to the bumper 30, and a connecting end 1011 is connected to the bumper 30 or the longitudinal beam 401.

It should be noted that, according to the overall structural arrangement of the sacrificial fracture structure 10, the sacrificial fracture structure 10 can achieve the final effect of impact fracture as long as the connecting end 1011 of the thrust piece 101 is located on one side of the vehicle frame forward direction, so that the connecting end 1011 of the thrust piece 101 can be installed on the longitudinal beam 401 or the bumper 30 according to the actual requirement of the vehicle frame structure, and in this embodiment, the connecting end 1011 is connected with the longitudinal beam 401 for explaining the embodiment in more detail.

For example, when a vehicle with the frame is in 25% offset collision, the barrier pillar is in contact with the bumper 30 of the frame for the first time, then the bumper 30 impacts the longitudinal beam 401, the longitudinal beam 401 is deformed due to extrusion, and the vehicle body is gradually decelerated due to energy absorption of collision during the deformation of the frame. Since connection end 1011 of inference article 101 is connected to side rail 401 and connection end 1011 is oriented toward the forward direction of the vehicle frame, the crash bar will continue to squeeze the vehicle frame through bumper 30 and further impact inference article 101. When the pushing part 101 is impacted, the deducing end 1012 of the deducing part 101 corresponds to the connecting part 102, and the barrier column pushes and drives the pushing part 101 to move while impacting the pushing part 101, so that the deducing end 1012 of the pushing part 101 deduces the connecting part 102 finally, and the wheel assembly 20 can be separated from the inside of the frame.

When the barrier column continuously extrudes the whole deformation of the frame, the wheel assembly 20 separated from the inside of the frame can avoid colliding with the barrier column, the empty cavity of the wheel assembly can increase the stroke of the barrier column which is independently extruded by colliding with the frame and the contact collapse time, the diameter of the whole tire of the whole frame in the collision process is reduced, the situation that the tire invades into the cab due to collision is avoided, and finally the effect of protecting a driver in the collision is achieved.

Compared with the prior art, when the vehicle frame is subjected to 25% or 40% offset collision, the intrusion amount of the barrier column into the inner cab or the inner passenger compartment of the vehicle can be reduced, namely, the wheel can be separated from the vehicle frame by deducing the connecting piece 102 connected with the wheel assembly 20 during collision, the condition that the tire intrudes into the cab due to collision of the wheel assembly 20 and an obstacle is avoided, and the whole structure installation performance is high.

Referring to fig. 5 and 6, the bumper structure 40 is further detailed in an embodiment in which the longitudinal beam 401 includes a connecting plate 4011 at the end, the connecting end 1011 is connected to the connecting plate 4011, and the longitudinal beam 401 is connected to the bumper bar 30 through the connecting plate 4011. The connecting end 1011 of the thrust piece 101 is located at the end of the longitudinal beam 401, so that the bumper 30 can impact the thrust piece 101 by impacting the end of the longitudinal beam 401 at the initial stage of the collision of the vehicle frame with an obstacle, and the collision response time of the thrust piece 101 is effectively shortened.

More preferably, in this embodiment, the connecting plate 4011 is provided with a first energy cylinder 402, and the first energy cylinder 402 is connected to the bumper 30 on one side and to the connecting plate 4011 on the other side.

When the vehicle frame is impacted, the first energy absorption cylinder 402 can play a role in deformation and buffering of the impact of the bumper 30, and the first energy absorption cylinder 402 can firstly receive the impact of the bumper 30 by the longitudinal beam 401 in one step and can also reduce the speed of the vehicle frame. When the frame suffers from a small-sized collision with a small speed, the first energy-absorbing tube 402 can completely relieve the collision force of the frame, the speed of the frame is reduced to zero, the longitudinal beam 401 cannot be further impacted by the anti-collision bar 30 at the moment, the fracture of the fracture sacrificial structure 10 is triggered by small-sized touch, and the first energy-absorbing tube 402 can protect the fracture sacrificial structure 10 when the frame suffers from the small-sized collision.

Preferably, in this embodiment, the cushion structure 40 further includes an a-pillar cavity 403, the a-pillar cavity 403 extends toward the front of the vehicle frame, and a protection beam 404 is disposed around the protection beam 404 outside the wheel assembly 20.

The protective beam 404 is configured to surround the upper half of the wheel assembly 20 therein to delay the impact sequence of the wheel assembly 20. The rigid structure of the protective beam 404 can increase the stroke of the barrier column which is singly collided and extruded with the vehicle body and the contact collapse time, and improve the overall structural rigidity of the vehicle frame.

More preferably, in this embodiment, a second energy-absorbing cylinder 405 is disposed outside the protection beam 404, the second energy-absorbing cylinder 405 is located in front of the front direction of the wheel assembly 20, and the protection beam 404 is connected to the bumper 30 through the second energy-absorbing cylinder 405.

It should be noted that, when the vehicle frame is impacted, the second energy-absorbing tube 405 is arranged similarly to the first energy-absorbing tube 402, and can also play a role of deformation buffering for the impact of the bumper 30, and the second energy-absorbing tube 405 can firstly protect the beam 404 to bear the impact of the bumper 30 in one step and relieve the speed of the vehicle frame. The second energy absorption cylinder 405 can be matched with the first energy absorption cylinder 402, so that the impact buffering performance of the frame structure is optimized, and the protection effect on the cockpit is improved.

In one embodiment, the cushioning mechanism further includes a connecting beam 406, and one end of the connecting beam 406 is connected to the longitudinal beam 401, and the other end is connected to the protective beam 404. The tie-beam 406 can strengthen the transverse structural strength between the longitudinal beam 401 and the protective beam 404, when the frame suffers offset collision, the frame will also receive lateral impact force besides receiving the impact force positioned right ahead, and the lateral impact force suffered by the protective beam 404 can be transmitted to the longitudinal beam 401 through the tie-beam 406, so the tie-beam 406 not only can improve the overall structural rigidity of the frame, but also can optimize the impact force stability of the frame.

Preferably, in this embodiment, the connecting beam 406 is provided with a third energy absorber tube 407, and the connecting beam 406 is connected to the bumper beam 30 via the third energy absorber tube 407. When the frame is impacted, the third energy-absorbing cylinder 407 has similar functions with the first energy-absorbing cylinder 402 and the second energy-absorbing cylinder 405, and can also play a role in deformation buffering for the impact of the bumper 30, and the third energy-absorbing cylinder 407 can firstly connect the beam 406 to bear the impact of the bumper 30 in one step, and can buffer and relieve the speed of the frame. The third energy-absorbing cylinder 407 can be matched with the first energy-absorbing cylinder 402 and the second energy-absorbing cylinder 405, so that the impact buffering performance of the frame structure is optimized, and the protection effect on the cockpit is improved.

First energy-absorbing section of thick bamboo 402, the cooperation setting of a second energy-absorbing section of thick bamboo 405 and a third energy-absorbing section of thick bamboo 407, make bumper 30 and longeron 401, can possess stronger crashproof performance between tie-beam 406 and the protection roof beam 404, the three is mutually supported and is constituteed the first group striking buffering part of frame, the frame is when suffering the less small-size collision of speed, the impact of frame can be alleviated completely to first group striking buffering part, and make the speed of frame drop to zero, longeron 401 will not be further strikeed by bumper 30 this moment, prevent that miniature touching from triggering fracture that fracture sacrifices structure 10 promptly, further improve the striking cushioning performance of frame structure.

It should be noted that in this embodiment, two wheel assemblies 20 are provided, which are two running members at the front of the frame, so that two buffer structures 40 are also provided, which correspond to the two wheel assemblies 20 respectively. The two buffer structures 40 are arranged in mirror symmetry. In addition, the frame further comprises a rigid member 50, and the rigid member 50 is fixedly connected with the two longitudinal beams 401.

The rigid part 50 is used for connecting the two longitudinal beams 401, so that the transverse structural strength between the two longitudinal beams 401 is enhanced, when the frame is subjected to lateral impact force, the lateral impact force suffered by one longitudinal beam 401 can be transmitted to the other longitudinal beam 401 through the rigid part 50, the effect of improving the structural rigidity of the frame is also achieved, and the impact force stability of the frame can be optimized.

Referring to fig. 7, 8 and 10, in this embodiment, in order to further stabilize the overall structural rigidity of the vehicle frame, the vehicle frame is further refined, and the vehicle frame further includes a chassis bracket 60, and the chassis bracket 60 is provided with two connecting rods 601 extending upward, and the two connecting rods 601 are respectively connected with the two longitudinal beams 401. In addition, the protective beam 404 is connected to the a-pillar cavity 403 at one end and to the chassis bracket 60 at the other end. Meanwhile, a flange is further arranged at one end of the protection beam 404 far away from the a-column cavity 403, and the end of the protection beam 404 is fixedly connected with the chassis bracket 60 through the flange.

More preferably, the chassis support 60 is provided with a fourth energy absorption tube 602 at the outer side of the vehicle frame in the vehicle head direction. In this embodiment, there are 4 fourth energy-absorbing cylinders 602, and each of the four fourth energy-absorbing cylinders is a group of two cylinders, and each of the four fourth energy-absorbing cylinders is located in front of the two wheel assemblies 20 in the vehicle head direction. It should be noted that the fourth energy absorbing cylinder 602 is located in front of the vehicle head direction of the wheel assembly 20, and is mainly used for absorbing impact potential energy of the vehicle frame located right in front of the wheel assembly 20 when the vehicle frame is impacted, so as to improve the impact force-bearing capacity of the vehicle frame in front of the wheel assembly 20.

In one embodiment, the frame further includes a rear chassis mount 70, the rear chassis mount 70 being located in a rearward direction of the frame. The chassis support 60 is provided with two diagonal braces 603 at one side of the rear direction of the frame, the two diagonal braces 603 are respectively inclined to the threshold direction of the frame, and the two diagonal braces 603 are connected with the rear chassis mounting frame 70.

It should be noted that, in this embodiment, the two diagonal braces 603 are integrally arranged in an outward-extending Y-shaped structure, and the stress conducting component is arranged, so that when the front portion of the frame is impacted, the impact force can be conducted backward to the rear portion of the frame through the two diagonal braces 603 on the chassis support 60, so as to relieve the impact stress on the front portion of the frame, and greatly improve the impact stress stability of the frame structure.

In order to understand the features and technical content of the embodiments of the present disclosure more thoroughly, a specific application example is provided below for illustration, and it is understood that the following application example is only used as a reference and does not limit the specific implementation process.

The invention also provides a vehicle, which comprises the vehicle frame in the scheme, and the specific scheme is as follows:

the vehicle as a whole is divided into a front portion and a rear portion according to different functions. The front part is mainly used for mounting other driving type components such as an engine, and the rear part is mainly used for mounting internal components such as a cab, a passenger compartment, a vehicle door and a doorsill.

The frame body includes a sacrificial fracture structure 10, bumper 30, bumper structure 40, chassis bracket 60, rear chassis mount 70, and wheel assembly 20. The sacrificial structure 10 includes a push-off member 101 and a connecting member 102.

The buffer structure 40 comprises a longitudinal beam 401, the wheel assembly 20 is integrally mounted on a mounting seat 1023 of the connecting member 102, the connecting member 102 is connected with the longitudinal beam 401 through a first connecting arm 1021 and a second connecting arm 1022, a connecting plate 4011 of the longitudinal beam 401 is connected with the bumper 30 through a first energy absorption tube 402, and meanwhile, a connecting end 1011 of the thrust member 101 is also connected with the connecting plate 4011.

The buffer structure 40 further includes an a-pillar cavity 403, a protection beam 404 is arranged in the a-pillar cavity 403 and extends towards the advancing direction of the vehicle frame, the protection beam 404 is integrally a cavity-type beam-shaped structure, the protection beam 404 is wound outside the wheel assembly 20, the buffer structure further includes a connecting beam 406, and the protection beam 404 is connected with the longitudinal beam 401 through the connecting beam 406. The exterior of the protective beam 404 is provided with a second energy-absorbing tube 405, the second energy-absorbing tube 405 is located in front of the advancing direction of the wheel assembly 20, and the protective beam 404 is connected with the bumper 30 through the second energy-absorbing tube 405. The connecting beam 406 is also provided with a third energy-absorbing tube 407, and the connecting beam 406 is connected to the bumper 30 through the third energy-absorbing tube 407.

Two wheel assemblies 20 are provided corresponding to the two wheels at the front of the vehicle, and two buffer structures 40 are provided corresponding to the two wheel assemblies 20, respectively. The two buffer structures 40 are arranged in mirror symmetry. In addition, the frame further comprises a rigid member 50, and the rigid member 50 is fixedly connected with the two longitudinal beams 401.

The chassis bracket 60 is integrally of a hollow metal structure, and two connecting rods 601 extend upwards and are connected with the two longitudinal beams 401 respectively. Meanwhile, a flange is further arranged at one end of the protection beam 404 far away from the a-column cavity 403, and the end of the protection beam 404 is fixedly connected with the chassis bracket 60 through the flange. The chassis bracket 60 is provided with 4 fourth energy-absorbing cylinders 602 at the outer side of the vehicle frame in the vehicle head direction. And the two fourth energy-absorbing cylinders 602 are a group and are respectively located in front of the two wheel assemblies 20 in the vehicle head direction.

The rear chassis mount 70 is located in the rear direction of the frame. The chassis support 60 is provided with two diagonal braces 603 at one side of the rear direction of the frame, the two diagonal braces 603 are respectively inclined to the threshold direction of the frame, and the two diagonal braces 603 are connected with the rear chassis mounting frame 70.

Referring to fig. 10, fig. 10 is a schematic view illustrating the principle of collision of a vehicle frame, when the vehicle is in a 25% offset collision, a barrier pillar will contact with the frame bumper 30 for the first time, and then the bumper 30 presses the first energy-absorbing tube 402, the second energy-absorbing tube 405, the third energy-absorbing tube 407, and the fourth energy-absorbing tube 602, if the collision force is low, the first energy-absorbing tube 402, the second energy-absorbing tube 405, the third energy-absorbing tube 407, and the fourth energy-absorbing tube 602 deform to absorb energy and accelerate the vehicle to decelerate, and at this time, the collision process is ended.

If the impact is greater, the obstacle post will continue to force bumper 30 to impact stringer 401, chassis brace 60, and guard beam 404, and because connecting end 1011 of inference 101 is located at the front end of stringer 401, the obstacle post will continue to press against the frame through bumper 30 and further impact is applied to inference 101. When the push-off part 101 is impacted, the deducing end 1012 of the deducing part 101 corresponds to the connecting part 102, so that the barrier column can push and drive the push-off part 101 to move while impacting the push-off part 101, and finally the deducing end 1012 of the push-off part 101 deduces the connecting part 102.

In the process of deducing the connecting member 102 by the inference member 101, the inference member 101 will infer the first connecting arm 1021, and then the inference member 101 will push the entire wheel assembly 20 outwards along its own inclination angle, so as to urge the wheel assembly 20 to roll outwards and separate from the inside of the frame. Meanwhile, the impact force can be transmitted to the rear part of the frame through the two diagonal support rods 603 on the chassis bracket 60 to relieve the impact force on the front part of the frame.

Compared with the prior art, when the vehicle is subjected to 25% or 40% offset collision, the intrusion amount of the barrier column into the inner cab or the inner passenger compartment of the vehicle can be reduced, namely, the wheel can be separated from the frame by deducing the connecting piece 102 connected with the wheel assembly 20 during collision, the condition that the tire intrudes into the cab due to collision of the wheel assembly 20 and an obstacle is avoided, and the whole structure installation performance is high.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly, e.g., as being permanently connected, detachably connected, or integral; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the second feature or the first and second features may be indirectly contacting each other through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Claims

1. A fracture sacrificial structure is characterized by comprising a thrust piece and a connecting piece for connecting a frame and a wheel assembly;

the inference part is used for being installed on the frame, and the inference part is positioned in front of the connecting part in the direction of the head of the frame;

2. The sacrificial break structure of claim 1, wherein the connecting member comprises a first connecting arm, a second connecting arm and a mounting seat for mounting the wheel assembly;

the inference piece comprises a connecting end, the connecting end is connected with the frame and faces the direction of the head of the frame, and the inference end is arranged corresponding to the first connecting arm.

3. The sacrificial break structure of claim 2, wherein the thrust end is disposed toward the wheel assembly.

4. The sacrificial fracture structure of claim 2, wherein the first connecting arm comprises two load bearing segments and a strength sacrificial segment connecting the two load bearing segments;

the strength sacrifice section is arranged corresponding to the deducing end.

5. The sacrificial structure of claim 4, wherein the thickness of the strength sacrificial section gradually decreases in value transitionally from both ends to the middle.

6. The sacrificial fracturing structure of claim 2, wherein the pushing end is provided with a guide groove, and the guide groove is arranged corresponding to the connecting piece.

7. The sacrificial fracture structure of claim 1, wherein the thrust piece is provided with an auxiliary fixing piece, and the auxiliary fixing piece is connected with the frame through a bolt;

8. A vehicle frame comprising a sacrificial fracture structure as claimed in any one of claims 1 to 7.

9. The vehicle frame of claim 8, further comprising a bumper, a cushioning structure, and a wheel assembly;

10. The vehicle frame of claim 9, wherein said side rails include a web at an end, said thrust member end being connected to said web.

11. The vehicle frame of claim 10, wherein the web is provided with a first energy absorbing cylinder;

one side of the first energy absorption cylinder is connected with the anti-collision bar, and the other side of the first energy absorption cylinder is connected with the connecting plate.

12. The vehicle frame of claim 9, wherein the cushion structure further comprises an a-pillar cavity;

the A column cavity extends towards the head direction of the frame and is provided with a protection beam, the protection beam is wound outside the wheel assembly, and a second energy absorption barrel is arranged outside the protection beam;

the second energy-absorbing cylinder is positioned in front of the vehicle head direction of the wheel assembly, and the protective beam is connected with the anti-collision bar through the second energy-absorbing cylinder.

13. The vehicle frame of claim 12, wherein the cushioning mechanism further comprises a connecting beam;

the connecting beam is provided with a third energy-absorbing cylinder and is connected with the anti-collision bar through the third energy-absorbing cylinder.

14. A frame as claimed in any of claims 9 to 13, wherein the wheel assembly is provided with two, two running members being part of the head of the frame;

15. The vehicle frame of claim 14, further comprising a chassis bracket;

and the two inclined support rods are connected with the rear chassis mounting frame.

16. The frame of claim 15, wherein the chassis bracket is provided with a fourth energy absorption cylinder at the outer side of the frame in the vehicle head direction;

the number of the fourth energy absorption cylinders is at least two, and the fourth energy absorption cylinders are distributed in front of the head direction of the two wheel assemblies.

17. A vehicle comprising a frame as claimed in any one of claims 9 to 16.