CN116252864A - Automobile cabin frame structure and automobile - Google Patents

Abstract

The invention discloses an automobile cabin frame structure, which comprises: the front anti-collision beam assembly, the cabin longitudinal beam assembly, the A column assembly, the cabin roof side rail assembly and the front wall reinforcing beam assembly generate collision energy in collision working conditions, the collision energy is dispersed to the A column assembly through the longitudinal beam upright post and the cabin roof side rail assembly at the front section of the cabin longitudinal beam, and the collision energy transmitted to the rear section of the cabin longitudinal beam by the front section of the cabin longitudinal beam is dispersed and transmitted to the A column assembly and the other side of the vehicle body through the front wall reinforcing middle beam and the front wall reinforcing bottom beam respectively, so that the area frame of the rear section of the cabin longitudinal beam is stable. The invention also discloses an automobile with the automobile cabin frame structure. By implementing the automobile cabin frame structure and the automobile, the collision force transmission structure is optimized, and the small offset collision performance is improved; the structure is simplified, the weight is reduced, and the manufacturing cost is reduced.

Description

An automobile cabin frame structure, automobile

technical field

The invention relates to the field of automobile manufacturing, in particular to an automobile cabin frame structure and an automobile.

Background technique

In the prior art, the frame structure of the front end of the car body is single, and the front longitudinal beam of most models overlaps too little with the barrier in the small offset collision condition, and the collision energy cannot be effectively transmitted. Safety hazards such as excessive intrusion into the passenger compartment.

In addition, the existing automobile engine room frame structure still has a single force transmission structure and fails to effectively support the engine room longitudinal beams. It can be seen that the current automobile cabin frame structure can no longer meet the increasingly stringent layout environment and collision requirements.

Contents of the invention

The technical problem to be solved by the present invention is to provide an automobile cabin frame structure and automobile, optimize the collision force transmission structure, improve the small offset collision performance; simplify the structure, reduce the weight, and reduce the manufacturing cost.

In order to solve the above-mentioned technical problems, an embodiment of the present invention provides an automobile cabin frame structure, including: a front anti-collision beam assembly; a cabin longitudinal beam assembly, which includes: a front section of the cabin longitudinal beam and a The rear section of the longitudinal beam of the engine room is integrated, the front section of the longitudinal beam of the cabin is fastened to the longitudinal beam column, the opposite ends of the front section of the longitudinal beam of the cabin are provided with a first assembly end and a second assembly end, the first assembly end is connected with the front anti-collision beam The A-pillar assembly; the engine room upper side beam assembly, one end of the engine room upper side beam assembly is fastened to the longitudinal beam column, and the other end of the engine room upper side beam assembly is fastened to the A-pillar assembly; and the front Reinforced crossbeam assembly, which includes: middle reinforced front crossbeam and bottom reinforced bottom crossbeam fastened to the middle reinforced crossbeam, wherein: the second assembly end is fastened and connected to the middle reinforced middle crossbeam, reinforced The bottom beam is firmly connected with the rear section of the cabin longitudinal beam, wherein: the collision energy is dispersed to the A-pillar assembly at the front section of the cabin longitudinal beam through the longitudinal beam column and the upper side beam assembly of the cabin, and is transmitted from the front section of the cabin longitudinal beam to the rear section of the cabin longitudinal beam The collision energy of the collision is distributed and transferred to the A-pillar assembly and the other side of the vehicle body through the front wall reinforcement center cross member and the front wall reinforcement bottom cross member, so as to stabilize the frame of the rear section of the cabin longitudinal beam.

Among them, one side of the first assembly end is provided with a front sub-frame assembly position, and the front sub-frame is fastened to the front section of the longitudinal beam of the cabin through the front sub-frame assembly position, wherein: the collision energy passes through the front sub-frame and the longitudinal beam column respectively Pull the engine room longitudinal beam assembly, so that the collision energy is transferred to the engine room longitudinal beam assembly.

Wherein, the end of the longitudinal beam column connected to the upper side beam of the cabin transitions smoothly towards the outer rear side of the cabin frame.

Among them, the size of the upper side beam of the engine room gradually increases from the end connected to the longitudinal beam column to the other end connected to the A-pillar assembly, so that the collisions dispersed to the A-pillar assembly can be sent to the upper and lower parts of the A-pillar assembly respectively. transfer.

Among them, the front anti-collision beam assembly includes; the front anti-collision beam body, the energy-absorbing box and the collision block used to drive the collision energy absorption of the front section of the cabin longitudinal beam; the energy-absorbing box and the collision block are respectively fastened to the At the end, the energy-absorbing box is fastened to the first assembly end, and the collision block is arranged on the outside of the energy-absorbing box.

Wherein, the size of the front section of the cabin longitudinal beam gradually increases from the middle to the cross-section direction of the first assembly end, so that the front section of the cabin longitudinal beam is subjected to force to participate in deformation, energy absorption and energy transmission during impact.

Among them, the size of the rear section of the longitudinal beam of the cabin increases gradually along the cross-sectional direction to disperse the collision stability of the longitudinal beam; the rear section of the longitudinal beam of the cabin is raised to improve the flexural performance of the ribs.

Wherein, the rear section of the longitudinal beam of the engine room extends into the reinforced bottom crossbeam of the front wall, and is covered by the bottom reinforced crossbeam of the front wall.

Wherein, the vertical cross-sections of the front wall reinforced middle cross beam and the front wall reinforced bottom cross beam are triangular respectively.

In order to solve the above-mentioned technical problems, the present invention also discloses an automobile with the above-mentioned cabin frame structure.

The automobile cabin frame structure and the automobile provided by the present invention have the following beneficial effects: the automobile cabin frame structure includes: a front anti-collision beam assembly; The rear section of the longitudinal beam of the engine room is connected as a whole, and the front section of the longitudinal beam of the cabin is fastened to the column of the longitudinal beam. The opposite ends of the front section of the longitudinal beam of the cabin are provided with a first assembly end and a second assembly end, and the first assembly end is connected to the front anti-collision The beam assembly is fastened; the A-pillar assembly; the engine room upper side beam assembly, one end of the engine room upper side beam assembly is fastened to the longitudinal beam column, and the other end of the engine room upper side beam assembly is fastened to the A-pillar assembly; And the front wall reinforcement beam assembly, which includes: the front wall reinforcement center beam and the front wall reinforcement bottom beam fastened to the front wall reinforcement center beam, wherein: the second assembly end is fastened to the front wall reinforcement center beam, the front The reinforced bottom beam is firmly connected with the rear section of the longitudinal beam of the cabin, wherein: the collision energy is dispersed to the A-pillar assembly at the front section of the longitudinal beam of the cabin through the vertical beam column and the upper side beam assembly of the cabin, optimizing the collision force transmission structure and improving the small offset High impact performance; simplified structure, light weight, and reduced manufacturing costs.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only These are some embodiments of the present invention. Those skilled in the art can also obtain other drawings based on these drawings without creative work.

Fig. 1 is a structural schematic diagram of an automobile cabin frame according to an embodiment of the present invention.

Fig. 2 is a schematic structural view of the front anti-collision beam assembly according to the embodiment of the present invention.

Fig. 3 is a schematic structural view of the cabin longitudinal beam assembly according to the embodiment of the present invention.

Fig. 4 is a schematic structural view of the roof rail assembly of the cabin according to the embodiment of the present invention.

Fig. 5 is a schematic structural view of a cowl reinforcement beam assembly according to an embodiment of the present invention.

Fig. 6 is a schematic structural view of the A-pillar assembly of the embodiment of the present invention.

Fig. 7 is a schematic diagram showing the effect of the first angle of the collision force transmission path of the automobile cabin frame according to the embodiment of the present invention.

Fig. 8 is a schematic diagram showing the effect of the second angle of the collision force transmission path of the automobile cabin frame according to the embodiment of the present invention.

Fig. 9 is a schematic diagram showing the effect of the collision force transmission path of the front anti-collision beam assembly according to the embodiment of the present invention.

Fig. 10 is a schematic diagram showing the effect of the collision force transmission path of the front section of the cabin longitudinal beam of the cabin longitudinal beam assembly according to the embodiment of the present invention.

Detailed ways

The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

Figures 1-10 show the first embodiment of the frame structure of the automobile cabin of the present invention.

The frame structure of the automobile cabin in this embodiment includes: a front anti-collision beam assembly 1 , a cabin longitudinal beam assembly 2 , an A-pillar assembly 3 , a cabin upper side beam assembly 4 and a cowl reinforcement beam assembly 5 .

The engine room longitudinal beam assembly 2 comprises: the engine room longitudinal beam front section 21 and the engine room longitudinal beam rear section 22 connected with the engine room longitudinal beam front section 21, the engine room longitudinal beam front section 21 is fastened and connected with the longitudinal beam column 23, and the engine room longitudinal beam front section 21 A first assembly end 21a and a second assembly end 21b are provided at opposite ends of the front anti-collision beam assembly 1, and the first assembly end 21a is fastened to the front anti-collision beam assembly 1 .

One end of the cabin upper side beam assembly 4 is fastened to the longitudinal beam column 23, and the other end of the cabin upper side beam assembly 4 is fastened to the A-pillar assembly 3.

The dash reinforcement beam 5 includes: a dash reinforcement center cross member 51 and a dash reinforcement bottom cross member 52 fastened to the dash reinforcement center cross member 51, wherein the second assembly end 21b is fastened to the dash reinforcement center cross member 51, The front wall reinforced bottom beam 52 is fastened to the rear section 22 of the cabin longitudinal beam, wherein:

The engine room frame and the barrier generate collision energy in the collision condition, and the collision energy is dispersed to the A-pillar assembly 3 at the front section 21 of the engine room longitudinal beam through the longitudinal beam column 23 and the upper side beam assembly 4 of the engine room, and is transmitted by the front section 21 of the engine room longitudinal beam The collision energy to the rear section 22 of the cabin longitudinal beam is distributed and transmitted to the other side of the A-pillar assembly 3 and the vehicle body through the front wall reinforced middle beam 51 and the cowl reinforced bottom beam 52, so that the area frame of the cabin longitudinal beam rear section Stablize. For details, please refer to the transmission path Y of the collision force on each component in Figure 7-10.

During specific implementation, the front anti-collision beam assembly 1 and the cabin longitudinal beam assembly 2 are connected by bolts, and the remaining components are connected by flanging spot welding to meet the requirements of collision, durability, strength and rigidity.

The front anti-collision beam assembly 1 includes: the front anti-collision beam body 11, the energy absorbing box 12 and the collision block 13 used to drive the collision energy absorption of the front section of the longitudinal beam of the cabin; At the end of the crash beam body 11 , the crash box 12 is fastened to the first assembly end 21 a , and the crash block 13 is mounted on the outside of the crash box 12 .

In this embodiment, the front anti-collision beam body 11 is made of aluminum alloy material. In order to better absorb energy and transmit collision energy to the cabin longitudinal beam assembly 2, the transverse dimension of the front anti-collision beam body 11 does not affect the shape and layout. conditions as much as possible. The length of the energy-absorbing box 12 can be appropriately lengthened, for example, terminated at the front point of the front sub-frame, so that the energy-absorbing space can be further increased. That is to say, the length of both sides of the front anti-collision beam assembly 1 and the length of the crash box 12 can also affect the amount of collision overlap and the efficiency of collision energy absorption.

The collision block 13 is an extruded aluminum profile structure, and is welded to the front anti-collision beam body 11 . The function of the collision block 13 is: after being hit, the collision block 13 retracts and squeezes to the front section 21 of the cabin stringer, thereby driving the cabin stringer assembly 2 to participate in force and energy absorption.

Further, the cabin stringer assembly 2 includes: a front section 21 of the cabin stringer and a rear section 22 of the cabin stringer integrated with the front section 21 of the cabin stringer, the opposite ends of the front section 21 of the cabin stringer are provided with first assembly ends 21a And the second assembly end 21b. The first assembly end 21a is fastened to the energy-absorbing box 12, so that the front section 21 of the longitudinal beam of the cabin overlaps the collision barrier, and can be directly subjected to force to participate in deformation energy absorption and energy transmission during collision.

Further, the longitudinal beam column 23 is installed on the first assembly end 21a of the front section 21 of the cabin longitudinal beam, and the bottom of the first assembly end 21a is provided with a front sub-frame assembly position, and the front sub-frame 6 passes through the front sub-frame assembly position. Fastened to the front section 21 of the cabin stringer.

In this embodiment, the assembly position of the front sub-frame is located directly below the front section 21 of the longitudinal beam of the cabin, and the installation point of the assembly position extends out of the vehicle, and extends out of the vehicle in combination with the front sub-frame 6 as a whole.

This can bring the following beneficial effects: in the case of a small offset collision, the collision energy pulls the cabin longitudinal beam assembly 2 through the front sub-frame 6 and the longitudinal beam column 23 respectively, so that the collision energy is transmitted to the cabin longitudinal beam assembly 2 on. Simultaneously, the cabin longitudinal beam assembly 2 and the subframe can also participate more in collision force transmission and energy absorption.

Preferably, the end of the longitudinal beam column 23 connected to the roof rail 4 of the nacelle transitions smoothly toward the outer rear side of the nacelle frame.

The effect of such setting is: the collision energy can be transmitted to the upper side beam assembly 4, wherein: the connection between the cabin longitudinal beam assembly 2, the longitudinal beam column 23, the cabin upper side beam 4 and the A-pillar assembly 3 forms a ring and interacts , making the frame structure at the front end of the cabin more stable, thereby improving the force transmission efficiency of collision force transmission.

Preferably, the size of the front section 21 of the cabin longitudinal beam gradually increases from its middle to the cross-sectional direction of the first assembly end 21a. Large, it can make the front section 21 of the longitudinal beam of the cabin be subjected to force to participate in deformation, energy absorption and energy transmission during impact.

Preferably, the size of the cross-sectional direction of the rear section 22 of the cabin longitudinal beam gradually increases, specifically, it gradually increases from the second assembly end 21b of the front section 21 of the cabin longitudinal beam to the rear, forming a trumpet shape. The function of such setting is to disperse the collision energy of the front anti-collision beam assembly 1 and ensure the overall collision stability of the longitudinal beam.

Preferably, the rear section 22 of the longitudinal beam of the cabin is raised with ribs 220 for improving the bending resistance. The ribs 220 can improve the bending resistance of the rear section 22 of the cabin longitudinal beam.

Further, one end of the cabin roof beam assembly 4 is fastened to the longitudinal beam column 23 , and the other end of the cabin roof beam assembly 4 is fastened to the A-pillar assembly 3 .

Preferably, the dimension of the roof side beam 4 of the cabin gradually increases in cross-sectional direction from one end connected to the longitudinal beam column to the other end 42 connected to the A-pillar assembly 3 . The function of such setting is: to realize the lap joint with the A-pillar assembly 3, and then realize a stable triangular structure between them, which can respectively transmit the collision energy to the upper part of the A-pillar assembly 3 along the side beam of the roof, and to the The lower part of the A-pillar assembly 3 disperses and transmits collision energy along the threshold.

Further, the dash reinforcement beam 5 includes: a dash reinforcement center cross member 51 and a dash reinforcement bottom cross member 52 fastened to the dash reinforcement center cross member 51, wherein: the second assembly end 21b is tightly connected to the dash reinforcement center cross member 51 Solidly connected, the cowl reinforced bottom beam 52 is firmly connected with the rear section 22 of the longitudinal beam of the cabin.

During specific implementation, the front wall reinforcement center cross member 51 and the front wall reinforcement bottom cross member 52 run through the left and right sides of the vehicle body respectively, and the second assembly end 21b of the front section 21 of the cabin longitudinal beam is matched with the position of the front wall reinforcement center cross member 51, so that It can play the role of supporting the cabin longitudinal beam assembly 2 in the small offset collision condition, ensure that the deformation mode of the cabin longitudinal beam assembly 2 is reasonable, and transmit the collision force to the A-pillar assembly 3 and the other side of the vehicle body.

Preferably, the rear section 22 of the longitudinal beam of the cabin extends into the bottom reinforced cross member 52 of the front wall, and is covered by the bottom reinforced cross member 52 of the front wall. The longitudinal cross-sections of the dash reinforcement center cross member 51 and the dash reinforcement bottom cross member 52 are triangular in shape.

The effect of such setting is: in long-endurance pure electric models, the space under the front floor needs to be provided for the installation of power batteries, so it is impossible to design large cross-section reinforcement beams like traditional models, and can extend to the lower part of the front floor. Therefore, in the frame structure of the cabin, the cowl reinforced bottom beam 52 replaces the function of the rear section of the longitudinal beam of the traditional vehicle, runs through the bottom of the cowl, and is connected with the A-pillar assembly 3 and the door sill. In this way, when the collision energy is transmitted to the rear section 22 of the cabin longitudinal beam, the cowl reinforced bottom beam 52 can disperse the collision energy to the A-pillar assembly 3 to ensure the frame stability of the entire longitudinal beam rear section area.

When the frame structure of the automobile cabin in this embodiment is implemented, the collision energy is distributed to the A-pillar assembly 3 through the longitudinal beam column 23 and the cabin upper side beam assembly 4 at the front section 21 of the cabin longitudinal beam, and the front anti-collision beam assembly 1 and The cabin longitudinal beam assembly 2 forms a front end energy-absorbing area, which improves the collision efficiency of the front part of the airport frame. The collision energy transmitted from the front section 21 of the cabin longitudinal beam to the rear section 22 of the cabin longitudinal beam is distributed and transmitted to the other side of the A-pillar assembly 3 and the vehicle body through the front wall reinforcement center beam 51 and the cowl reinforcement bottom beam 52 respectively, so that the cabin Stabilization of the frame in the rear section of the stringer. Referring to Fig. 7-10, the transmission path Y of the collision force on each component is further optimized to ensure the collision stability of the rear of the frame.

Carrying out the automobile cabin frame structure of the present invention, automobile, have following beneficial effect:

First, the engine room frame and the barrier generate collision energy in the collision condition, and the collision energy is dispersed to the A-pillar assembly at the front section of the engine room longitudinal beam through the longitudinal beam column and the upper side beam assembly of the cabin, optimizing the front anti-collision beam assembly The structure of the energy-absorbing area at the front end of the cabin longitudinal beam assembly improves the front collision efficiency of the frame.

Second, the collision energy transmitted from the front section of the cabin longitudinal beam to the rear section of the cabin longitudinal beam is distributed and transmitted to the A-pillar assembly and the other side of the body through the front wall reinforced middle cross beam and the front wall reinforced bottom cross beam respectively. On the basis of the large layout space and long battery life requirements, the cabin frame structure has better lightweight performance and reduces the body manufacturing cost.

Third, the structure is more compact and stable, which improves the small offset collision performance and improves the overall rigidity of the vehicle body.

Claims (10)

1. An automobile cabin frame structure is characterized in that, comprising: Front anti-collision beam assembly; The engine room longitudinal beam assembly, which includes: the front section of the engine room longitudinal beam and the rear section of the engine room longitudinal beam integrated with the front section of the engine room longitudinal beam, the front section of the engine room longitudinal beam is fastened to the longitudinal beam column, and the The opposite ends of the front section are provided with a first assembly end and a second assembly end, and the first assembly end is fastened to the front anti-collision beam assembly; A-pillar assembly; The cabin roof beam assembly, one end of the cabin roof beam assembly is fastened to the longitudinal beam column, and the other end of the cabin roof beam assembly is fastened to the A-pillar assembly; and The front wall reinforcement beam assembly, which includes: the front wall reinforcement center beam and the front wall reinforcement bottom beam fastened to the front wall reinforcement center beam, wherein the second assembly end is connected to the front wall reinforcement center beam fastened connection, the front wall reinforced bottom beam is fastened connected with the rear section of the cabin longitudinal beam, wherein: The engine room frame and the barrier generate collision energy in the collision condition, and the collision energy is dispersed to the A-pillar assembly at the front section of the engine room longitudinal beam through the longitudinal beam column and the engine room upper side beam assembly, and is transmitted by the engine room longitudinal beam The collision energy transferred from the front section of the beam to the rear section of the longitudinal beam of the engine room is distributed and transmitted to the other side of the A-pillar assembly and the vehicle body through the middle beam of the cowl reinforcement and the bottom beam of the cowl reinforcement respectively, so as to ensure that the engine room Stabilization of the frame in the rear section of the stringer. 2. The automobile engine room frame structure according to claim 1, characterized in that, one side of the first assembly end is provided with a front sub-frame assembly position, and the front sub-frame is fastened on the front sub-frame assembly position through the front sub-frame assembly position. The front section of the longitudinal beam of the engine room, wherein: The collision energy respectively pulls the cabin longitudinal beam assembly through the front sub-frame and the longitudinal beam column, so that the collision energy is transmitted to the cabin longitudinal beam assembly. 3 . The frame structure of an automobile cabin according to claim 1 , wherein the end of the longitudinal beam column connected to the upper side beam of the cabin smoothly transitions toward the outer rear side of the cabin frame. 4 . 4. The automobile engine room frame structure according to claim 1, characterized in that, the size of the upper side beam of the engine room gradually increases from the end connected to the longitudinal beam column to the other end connected to the A-pillar assembly. large, so that the impact dispersed to the A-pillar assembly can be transmitted to the upper and lower parts of the A-pillar assembly respectively. 5. The automobile engine room frame structure according to claim 1, wherein the front anti-collision beam assembly comprises: a front anti-collision beam body, an energy-absorbing box and an energy-absorbing box for driving the front section of the longitudinal beam of the engine room. the collision block; The energy-absorbing box and the collision block are respectively fastened to the ends of the front anti-collision beam body, the energy-absorbing box is fastened to the first assembly end, and the collision block is installed on the The outside of the crash box. 6. The automobile engine room frame structure according to claim 5, wherein the size of the front section of the engine room longitudinal beam gradually increases from the middle to the section direction of the first assembly end, so that the engine room longitudinal beam The front section is subjected to force to participate in deformation, energy absorption and energy transmission during impact. 7. The automobile cabin frame structure according to claim 1, wherein the size of the rear section of the cabin longitudinal beam along the cross-sectional direction gradually increases to disperse the collision stability of the longitudinal beam; The rear section of the longitudinal beam of the engine room is raised to improve the bending resistance performance of the ribs. 8 . The frame structure of an automobile engine room according to claim 1 , wherein the rear section of the longitudinal beam of the engine room extends into the bottom beam of the cowl reinforcement, and is fastened to the bottom beam of the cowl reinforcement. 9 . 9 . The frame structure of an automobile engine room according to claim 8 , wherein the vertical cross-sections of the front wall reinforcement center beam and the cowl reinforcement bottom beam are triangular in shape. 10 . 10. An automobile, characterized in that the automobile is equipped with the automobile cabin frame structure according to any one of claims 1-9.

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