CN201073984Y - Non-bearing body automobile frame - Google Patents
Non-bearing body automobile frame Download PDFInfo
- Publication number
- CN201073984Y CN201073984Y CNU2007200406237U CN200720040623U CN201073984Y CN 201073984 Y CN201073984 Y CN 201073984Y CN U2007200406237 U CNU2007200406237 U CN U2007200406237U CN 200720040623 U CN200720040623 U CN 200720040623U CN 201073984 Y CN201073984 Y CN 201073984Y
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- Prior art keywords
- frame
- main longitudinal
- utility
- model
- secondary longeron
- 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.)
- Expired - Fee Related
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- 238000010276 construction Methods 0.000 claims description 9
- 239000000295 fuel oil Substances 0.000 description 3
- 238000011076 safety test Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000012141 concentrate Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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Abstract
The utility model relates to a non-bearing body vehicle frame, wherein a rectangle frame composed of two main longitudinal beams and a back preserving beam at two sides and a vehicle frame beam spanning the two main longitudinal beams is provided at the back of the vehicle frame. The utility model is characterized in that at least one sub longitudinal beam is longitudinally arranged between the back preserving beam and the vehicle frame beam. The utility model can effectively reduce imbalance load distribution when the vehicle back is offset and impacted, to transmit the transverse load generated by bias impact on back portion and improve the anti-impact property of impacted offset back portion.
Description
Technical field
The utility model relates to automobile chassis frame, more specifically says so at the body-chassis frame construction automobile chassis frame, especially at being the rear structure that bears the automobile chassis frame that the rear portion offset collision takes place.
Background technology
For the automobile of body-chassis frame construction, vehicle frame is the major part of loading transfer and energy absorbing, and its structure mostly is frame-type.When automobile generation rear impact, especially during the offset collision of rear portion, mainly the distortion by vehicle frame absorbs impact energy.According to relevant collision safety test rules, under the operating condition of test of rear portion 70% offset collision, common vehicle frame can cause impact load mainly to concentrate on a side of vehicle owing to lack load lateral transport approach, cause that vehicle deformation is excessive, influence the safety of interior back row occupant of car and fuel oil system.Simultaneously, the towing hook that is placed on the chassis side rail will further be occupied the deformation space at rear portion, cause situation to worsen more.
The utility model content
The utility model is for avoiding above-mentioned existing in prior technology weak point, a kind of body-chassis frame construction automobile chassis frame is provided, distribution of load irregularity when reducing the rear portion offset collision, help to transmit the transverse load that the rear portion offset collision produces, to improve the collision performance of rear portion offset collision, eliminate of the influence of rearmounted towing hook simultaneously to the collision space.
The technical scheme that the utility model technical solution problem is adopted is:
The version of the utility model body-chassis frame construction automobile chassis frame is to be protected crossbeam and constituted rectangle frame across the cross member of frame between the main longitudinal grider of both sides by both sides main longitudinal grider, back at the vehicle frame rear portion;
Constructional feature of the present utility model is to protect between crossbeam and the crossbeam in described back, is the secondary longeron of vertical setting at least one between back guarantor's crossbeam and cross member of frame.
Constructional feature of the present utility model also is:
The rearmounted towing hook of automobile is set to be fixedly installed on the secondary longeron.
Described secondary longeron has twice, and the secondary longeron of twice is that center symmetry branch is in both sides with the vehicle frame longitudinal axis.
The secondary longeron of described twice is in 30% the position of two side girders in described rectangle frame respectively.
Compared with the prior art, the beneficial effects of the utility model are embodied in:
1, the setting of the secondary longeron of the utility model; help to transmit the transverse load that the rear portion offset collision produces; impact load in the reasonable distribution collision process; improve the harmony of vehicle deformation greatly; raising effect for automobile rear offset collision performance is obvious, protects the safety of fuel oil system effectively.
2, the utility model has discharged the deformation space of chassis side rail effectively by rearmounted towing hook is fixedly installed on the secondary longeron, fully absorbs impact energy.
3, the utility model specifically is provided with according to the form that the secondary longeron of twice is in 30% position of two side girders in rectangle frame respectively, can satisfy well in the FMVSS301 collision safety test rules about the safety performance requirement under the operating condition of test of automobile rear 70% offset collision, improve the deformation pattern of chassis side rail in the Collision test process.
4, the utility model is simple in structure, does not change the framework of existing vehicle frame, and is easy to implement.
5, the utility model also improves a lot for the safety performance that automobile rear collides fully.
Description of drawings
Fig. 1 is the utility model structural representation.
Distribution of load scheme drawing when Fig. 2 bears the rear portion offset collision for the utility model.
Fig. 3 bears the distribution of load scheme drawing of rear portion when colliding fully for the utility model.
Number in the figure: crossbeam, 6 right secondary longerons, 7 left secondary longerons, 8 left side energy-absorbing boxes, 9 rearmounted towing hook attachment points are protected in 1 left side main longitudinal grider, 2 cross member of framees, 3 right side main longitudinal griders, 4 right side energy-absorbing boxes, 5 backs.
Below by the specific embodiment, the utility model is described in further detail in conjunction with the accompanying drawings
The specific embodiment
Referring to Fig. 1, by existing version, protect crossbeam 5 and constitute rectangle frame by left side main longitudinal grider 1, right side main longitudinal grider 3, back at the vehicle frame rear portion across the cross member of frame between the main longitudinal grider of both sides 2, protect between the crossbeam 5 at both sides main longitudinal grider and back, the energy-absorbing box is set, comprises right side energy-absorbing box 4 and left side energy-absorbing box 8.
In the present embodiment, between crossbeam 5 and cross member of frame 2 are protected in the back, be the secondary longeron of twice vertically is set, promptly right secondary longeron 6 and left secondary longeron 7, the secondary longeron of twice are that center symmetry branch is in both sides with vehicle frame longitudinal axis a.
In concrete the enforcement, at in the FMVSS301 collision safety test rules about the safety performance requirement the operating condition of test of automobile rear 70% offset collision under, specifically being provided with of twice pair longeron can be to be in 30% the position of two side girders in rectangle frame respectively.Welding or bolted connection between the crossbeam 5 are protected in secondary longeron of twice and cross member of frame 2 and back.
Number in the figure: crossbeam, 6 right secondary longerons, the secondary longeron in 7 left sides, 8 left side energy-absorbing boxes, 9 rearmounted towing hook attachment points, 10 barrier are protected in 1 left side main longitudinal grider, 2 cross member of framees, 3 right side main longitudinal griders, 4 right side energy-absorbing boxes, 5 backs.
In order effectively to discharge the deformation space of chassis side rail, fully absorb impact energy, the rearmounted towing hook of automobile can be fixedly mounted on the towing hook attachment point of the secondary longeron of twice in the present embodiment.
Secondary longeron is by the punch forming of ductile metal metal plate material, and the thickness of material is regulated according to the intensity of main longitudinal grider, makes the vehicle deformation pattern leading by the vehicle frame main longitudinal grider.
Referring to Fig. 2, under the situation of the rear portion offset collision of the wall 10 of placing obstacles, impact load can be passed through secondary longeron, back and protects crossbeam and cross member of frame and pass opposite side to vehicle, and distribution of load as shown in Figure 2.Impact energy is mainly protected the rearward end and the secondary longeron absorption of twice of crossbeam 5, both sides main longitudinal grider by right side energy-absorbing box 4 and left side energy-absorbing box 8, back.So just avoided because of offset collision causes the distribution of load inequality, caused vehicle to become excessive problem, thereby guaranteed the safety that the occupant is arranged in fuel oil system and back.
Referring to Fig. 3, under the complete case of collision in rear portion, impact load is born jointly by both sides main longitudinal grider and the secondary longeron of twice.Impact energy is mainly protected the secondary longeron of crossbeam 5, both sides main longitudinal grider rearward end and twice end by energy-absorbing box 8, back and is absorbed.Because rearmounted hook 9 places on the secondary longeron towing hook attachment point, therefore, greater than close back Bao Hengliangchu, deformation pattern and main longitudinal grider and energy-absorbing box are harmonious near cross member of frame place intensity for secondary longeron.
Claims (4)
1. the body-chassis frame construction automobile chassis frame is protected crossbeam and is constituted rectangle frame across the cross member of frame between the main longitudinal grider of both sides by both sides main longitudinal grider, back at the vehicle frame rear portion; It is characterized in that protecting between crossbeam and the cross member of frame, be the secondary longeron of vertical setting at least one between back guarantor's crossbeam and cross member of frame in described back.
2. body-chassis frame construction automobile chassis frame according to claim 1 is characterized in that being provided with the rearmounted towing hook of automobile and is fixedly installed on the described secondary longeron.
3. body-chassis frame construction automobile chassis frame according to claim 1 is characterized in that described secondary longeron has twice, and the secondary longeron of twice is that center symmetry branch is in both sides with the vehicle frame longitudinal axis.
4. body-chassis frame construction automobile chassis frame according to claim 3 is characterized in that the secondary longeron of described twice is in 30% the position of both sides main longitudinal grider in described rectangle frame respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2007200406237U CN201073984Y (en) | 2007-07-13 | 2007-07-13 | Non-bearing body automobile frame |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2007200406237U CN201073984Y (en) | 2007-07-13 | 2007-07-13 | Non-bearing body automobile frame |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201073984Y true CN201073984Y (en) | 2008-06-18 |
Family
ID=39519245
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2007200406237U Expired - Fee Related CN201073984Y (en) | 2007-07-13 | 2007-07-13 | Non-bearing body automobile frame |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201073984Y (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102019961A (en) * | 2010-12-01 | 2011-04-20 | 奇瑞汽车股份有限公司 | Automobile body structure on lower part of automobile with moveable top |
| CN103738404A (en) * | 2013-11-29 | 2014-04-23 | 天津博信汽车零部件有限公司 | Frame and vehicle comprising same |
| CN104015806A (en) * | 2013-03-01 | 2014-09-03 | 福特全球技术公司 | Deflector and front end structure of vehicle |
| CN105923051A (en) * | 2016-05-24 | 2016-09-07 | 奇瑞汽车股份有限公司 | Vehicle front-end assembly and vehicle |
| CN106314540A (en) * | 2015-06-17 | 2017-01-11 | 上汽通用五菱汽车股份有限公司 | Overall frame structure |
| CN111267956A (en) * | 2018-12-05 | 2020-06-12 | 现代自动车株式会社 | Vehicle body structure |
-
2007
- 2007-07-13 CN CNU2007200406237U patent/CN201073984Y/en not_active Expired - Fee Related
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102019961A (en) * | 2010-12-01 | 2011-04-20 | 奇瑞汽车股份有限公司 | Automobile body structure on lower part of automobile with moveable top |
| CN102019961B (en) * | 2010-12-01 | 2014-03-12 | 奇瑞汽车股份有限公司 | Automobile body structure on lower part of automobile with moveable top |
| CN104015806A (en) * | 2013-03-01 | 2014-09-03 | 福特全球技术公司 | Deflector and front end structure of vehicle |
| CN104015806B (en) * | 2013-03-01 | 2017-08-25 | 福特全球技术公司 | Deflector and the front-end architecture for car body |
| CN103738404A (en) * | 2013-11-29 | 2014-04-23 | 天津博信汽车零部件有限公司 | Frame and vehicle comprising same |
| CN106314540A (en) * | 2015-06-17 | 2017-01-11 | 上汽通用五菱汽车股份有限公司 | Overall frame structure |
| CN105923051A (en) * | 2016-05-24 | 2016-09-07 | 奇瑞汽车股份有限公司 | Vehicle front-end assembly and vehicle |
| CN105923051B (en) * | 2016-05-24 | 2018-08-10 | 奇瑞汽车股份有限公司 | Vehicle front end module and vehicle |
| CN111267956A (en) * | 2018-12-05 | 2020-06-12 | 现代自动车株式会社 | Vehicle body structure |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C56 | Change in the name or address of the patentee |
Owner name: SAIC CHERY AUTOMOBILE CO., LTD. Free format text: FORMER NAME OR ADDRESS: QIRUI AUTOMOBILE CO., LTD. |
|
| CP03 | Change of name, title or address |
Address after: No. 8, Changchun Road, Wuhu economic and Technological Development Zone, Anhui 241000, China Patentee after: Saic Chery Automobile Co., Ltd. Address before: No. 8, Changchun Road, Wuhu economic and Technological Development Zone, Anhui 241000, China Patentee before: Qirui Automobile Co., Ltd. |
|
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20080618 Termination date: 20120713 |