CN209870512U - Aluminum alloy frame rear section structure for car and car - Google Patents
Aluminum alloy frame rear section structure for car and car Download PDFInfo
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- CN209870512U CN209870512U CN201920574262.7U CN201920574262U CN209870512U CN 209870512 U CN209870512 U CN 209870512U CN 201920574262 U CN201920574262 U CN 201920574262U CN 209870512 U CN209870512 U CN 209870512U
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- 229910000838 Al alloy Inorganic materials 0.000 title claims abstract description 59
- 230000006698 induction Effects 0.000 claims description 12
- 238000004026 adhesive bonding Methods 0.000 claims description 8
- 238000005192 partition Methods 0.000 claims description 5
- 230000013011 mating Effects 0.000 claims description 4
- 238000000638 solvent extraction Methods 0.000 claims description 2
- 238000000034 method Methods 0.000 abstract description 3
- 230000000694 effects Effects 0.000 description 9
- 238000005452 bending Methods 0.000 description 8
- 230000035772 mutation Effects 0.000 description 8
- 238000010521 absorption reaction Methods 0.000 description 6
- 230000009172 bursting Effects 0.000 description 3
- 231100000350 mutagenesis Toxicity 0.000 description 3
- 238000002703 mutagenesis Methods 0.000 description 3
- 238000004512 die casting Methods 0.000 description 2
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
- 241001244708 Moroccan pepper virus Species 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 229910052744 lithium Inorganic materials 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 231100000219 mutagenic Toxicity 0.000 description 1
- 230000003505 mutagenic effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
The utility model relates to an aluminum alloy frame rear section structure for a car and the car, wherein the car comprises an aluminum alloy frame rear section structure, and the aluminum alloy frame rear section structure comprises two parallel rear section longitudinal beams which are spaced; the rear section cross beam is used for connecting the two rear section longitudinal beams; the energy-absorbing type connecting beam is used for connecting a rear axle framework, a rear door frame and a middle section longitudinal beam of the aluminum alloy frame of the car to the corresponding rear section longitudinal beam; and the anti-collision beam is simultaneously connected with the rear ends of the two rear longitudinal beams. Wherein, all be equipped with on the rear end lower surface of every back end longeron and induce the hole. When the vehicle is violently collided to cause the deformation of the anti-collision beam, the rear-section structure of the aluminum alloy frame greatly absorbs the capacity of collision impact force by means of the rear-section longitudinal beam with the induced holes, reduces the collision impact force and deformation born by the energy-absorbing type connecting beam in the process, and reduces the risk of deformation of key supporting components such as a rear axle framework, a rear door frame, a middle-section longitudinal beam and the like.
Description
Technical Field
The utility model belongs to the technical field of the car, concretely relates to an aluminum alloy frame back end structure reaches car including this aluminum alloy frame back end structure for car.
Background
In the existing car, the rear structure of the aluminum alloy frame mainly comprises two rear longitudinal beams, a rear cross beam which connects the two rear longitudinal beams, an anti-collision beam which is simultaneously connected with the rear ends of the two rear longitudinal beams, and two energy-absorbing connecting beams which independently connect each rear longitudinal beam to a rear axle framework, a rear door frame and a middle longitudinal beam of the aluminum alloy frame. When the vehicle is violently collided to deform the anti-collision beam, the rear longitudinal beam can transmit the collision impact force generated by collision from the anti-collision beam to the energy-absorbing connecting beam, so that the rear longitudinal beam and the energy-absorbing connecting beam can deform as necessary and absorb the energy brought by the collision impact force (namely the impact force) together, and the safety of personnel and key equipment (such as a power assembly, a steering assembly, a brake assembly and the like) in the vehicle is ensured.
However, since the energy-absorbing connecting beam is connected with the rear axle frame, the rear door frame, the middle longitudinal beam and other key supporting components, if the energy-absorbing connecting beam deforms, the safety of personnel and key equipment in the vehicle is directly threatened, so people hope that when the collision-proof beam deforms due to severe collision of the vehicle, the deformation degree of the energy-absorbing connecting beam can be reduced by the rear section structure of the aluminum alloy vehicle frame, and the safety of the personnel and the key equipment in the vehicle is better ensured.
SUMMERY OF THE UTILITY MODEL
Based on above whole or partial problem, the utility model provides an aluminum alloy frame rear-end structure reaches car including this aluminum alloy frame rear-end structure for car, when the vehicle takes place violent collision and makes the anticollision roof beam produce the deformation, aforementioned aluminum alloy frame rear-end structure can reduce the produced deformation degree of energy-absorbing formula linking beam, and then guarantees the safety of personnel and key equipment in the car better.
According to the utility model discloses an aspect provides an aluminum alloy frame back end structure for car, and it includes: two parallel spaced apart rear section stringers; the rear section cross beam is used for connecting the two rear section longitudinal beams; the energy-absorbing type connecting beams are used for connecting a rear axle framework, a rear door frame and a middle section longitudinal beam of an aluminum alloy frame of the car to the corresponding rear section longitudinal beam; and the anti-collision beam is simultaneously connected with the rear ends of the two rear longitudinal beams. And the lower surface of the rear end of each rear longitudinal beam is provided with an induction hole.
Furthermore, the cross section of the rear longitudinal beam is in a shape like a Chinese character 'ri' or a Chinese character 'mu', and the induction holes are strip-shaped through holes extending along the transverse direction of the rear longitudinal beam.
Furthermore, the distance between the induction hole and the front end face of the rear longitudinal beam is 1/20-1/10 times the length of the rear longitudinal beam, and the distance between the induction hole and one side of the rear longitudinal beam is equal to the distance between the induction hole and the other side of the rear longitudinal beam.
Further, the length of the induced hole is 1/2-3/5 times of the width of the rear longitudinal beam, and the width of the induced hole is 1/10-1/8 times of the width of the rear longitudinal beam.
Furthermore, the rear section structure of the aluminum alloy frame further comprises a rear axle support which is connected with the rear section longitudinal beam and is used for connecting the rear axle framework, the energy-absorbing connecting beam and the rear axle support are vacuum die-casting components made of aluminum alloy, and the rear section longitudinal beam and the rear section cross beam are extrusion-molded parts made of aluminum alloy.
Furthermore, the energy-absorbing type connection beam comprises a frame body and staggered partition plates for partitioning the interior of the frame body into a plurality of compartments, and the frame body is used for connecting the middle section longitudinal beam, the rear axle framework, the rear door frame and the rear section longitudinal beam.
Further, the compartments extend in a transverse direction of the energy-absorbing adapter beam.
Furthermore, the frame body comprises a first bending surface which is arranged at the rear end of the frame body and is used for being connected with the rear section longitudinal beam in a matching mode, and a second bending surface which is arranged at the front end of the frame body and is used for being connected with the middle section longitudinal beam in a matching mode.
Furthermore, the connection between the frame body and the rear section longitudinal beam comprises bolt connection, structural adhesive bonding and/or riveting, and the connection between the frame body and the middle section longitudinal beam comprises bolt connection, structural adhesive bonding and/or riveting.
According to the utility model discloses a second aspect provides a car, and it includes according to the utility model discloses the first aspect aluminum alloy frame back end structure.
The utility model discloses the aluminum alloy frame back end structure that is used for car that the first aspect relates to and the utility model discloses the used aluminum alloy frame back end structure of car that the second aspect relates to is the same, and they all make the back end longeron can produce the deformation law of orientation, location and possess the characteristic of easily bursting through the mutagenesis hole that sets up on the rear end lower surface of back end longeron to this energy-absorbing effect that improves the back end longeron. When the vehicle is violently collided to deform the anti-collision beam, the rear-section longitudinal beam can bend downwards (directionally) and collapse stacked at the position (location) of the mutation hole, and the capacity of the collision impact force is greatly absorbed, so that the collision impact force and deformation borne by the energy-absorbing type connection beam in the process can be reduced, the risk of deformation of key supporting components such as a rear axle framework, a rear door frame and the middle-section longitudinal beam is reduced, and the safety of personnel and key equipment is ensured. The rear end of the rear longitudinal beam is attracted to bend downwards to avoid the obstruction of a vehicle body, particularly a trunk, so that the rear longitudinal beam can be enabled to efficiently absorb energy in the collision.
The utility model discloses an aluminum alloy frame back end structure for car has simple structure, total mass is light, makes conveniently, the assembly is nimble, a great deal of advantages such as the cost is on the low side, safe in utilization.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the technical solutions in the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.
Fig. 1 is a schematic perspective view of a rear section structure of an aluminum alloy frame for a car according to an embodiment of the present invention;
fig. 2 is a schematic perspective view of a rear section structure of an aluminum alloy frame for a car according to an embodiment of the present invention;
FIG. 3 schematically illustrates a rear rail of the aluminum alloy frame rear structure of FIG. 1;
fig. 4 is an enlarged view of the rear end of the rear side member shown in fig. 3.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and therefore are only examples, and the protection scope of the present invention is not limited thereby.
Fig. 1 is a schematic perspective view of a rear section structure of an aluminum alloy frame for a car according to an embodiment of the present invention; fig. 2 is a schematic perspective view of an aluminum alloy frame rear section structure for a car according to an embodiment of the present invention. As shown in fig. 1 to 2, the rear-section structure 100 of the aluminum alloy frame can be used as a part of the aluminum alloy frame, and can form the aluminum alloy frame together with the middle-section structure of the aluminum alloy frame and the front-section structure of the aluminum alloy frame, wherein the middle-section structure of the aluminum alloy frame is approximately distributed between the front axle framework and the rear axle framework. The rear section structure 100 of the aluminum alloy frame comprises two parallel and spaced rear section longitudinal beams 2, a rear section cross beam 3 connecting the two rear section longitudinal beams 2 and an anti-collision beam 1 simultaneously connected with the rear ends of the two rear section longitudinal beams 2. Among them, the rear-section side members 2 and the rear-section cross members 3 are preferably extruded members made of aluminum alloy, and have high mechanical strength and good economy. The number of the rear-section cross members 3 is not limited, and is preferably two, for example, and is spaced apart in the front-rear direction to facilitate the floor to settle at the space to form an expanded space. The expansion space is used for installing a lithium battery of a pure electric car.
The rear section structure 100 of the aluminum alloy frame further comprises two energy-absorbing connecting beams 5. On one side of the rear section structure 100 of the aluminum alloy frame, an energy-absorbing connecting beam 5 is used for connecting a rear axle framework (not shown), a rear door frame (not shown) and a middle section longitudinal beam (not shown, belonging to the components of the middle section structure of the aluminum alloy frame) to a rear section longitudinal beam 2; on the other side of the rear section structure 100 of the aluminum alloy frame, another energy-absorbing type connecting beam 5 is used for connecting the rear axle framework, the rear door frame and the middle section longitudinal beam to another rear section longitudinal beam 2. The rear axle frame, the rear door frame and the middle longitudinal beam are not part of the rear section structure 100 of the aluminum alloy frame, but are conventional in passenger cars, and are not shown in the figures.
The energy-absorbing type joint beam 5 may be selected as a known torsion box capable of efficiently absorbing energy by impact force of collision through deformation. However, in this embodiment, a novel energy absorbing engagement beam 5 is provided, wherein the energy absorbing engagement beam 5 comprises a frame 51 and a staggered partition 52 dividing the interior of the frame 51 into a plurality of compartments. The frame body 52 is used for connecting the middle section longitudinal beam, the rear axle framework, the rear door frame and the rear section longitudinal beam, and the staggered clapboard 52 is used for supporting the frame body 51 so as to meet the requirement of the car in normal use. The known torsion box is a closed structure formed by a shell and staggered partition plates, and the energy-absorbing type connecting beam 5 is an open structure formed by mainly modifying the known closed structure into a frame body 51 and the staggered partition plates 52, so that the energy-absorbing effect of the energy-absorbing type connecting beam 5 is improved. On the basis, in order to further improve the energy absorbing effect of the energy absorbing type connecting beam 5, each compartment extends along the transverse direction of the energy absorbing type connecting beam 5. The energy-absorbing adapter beam 5 is preferably a vacuum die-cast component made of an aluminum alloy.
In the present embodiment, the frame body 51 includes a first bending surface at the rear end thereof for mating connection with the rear side member 2, and a second bending surface at the front end thereof for mating connection with the middle side member. When the vehicle is violently collided and the anti-collision beam 1 is deformed, the rear longitudinal beam 2 receives collision impact force in a plurality of directions through the first bending surface and transmits the received collision impact force in a scattered manner through the second bending surface. The connection between the frame body 51 and the rear-stage side member 2 includes bolting, structural gluing, and/or riveting (preferably FDS riveting), and the connection between the frame body 51 and the middle-stage side member includes bolting, structural gluing, and/or riveting (preferably FDS riveting). Preferably, the connection between the frame body 51 and the rear side member 2 includes bolting, structural gluing, and riveting, and is provided all on the first bending surface, and the connection between the frame body 51 and the middle side member includes bolting, structural gluing, and riveting, and is provided all on the second bending surface.
The known rear longitudinal beam 2 does not have the deformation rule of orientation and positioning, and is difficult to break, so that the energy absorption effect is poor. In order to improve the energy absorption effect of the known rear side member 2, an induction hole 2a is provided on the lower surface of the rear end of each rear side member 2. The induced holes 2a can enable the rear longitudinal beam 2 to generate a directional and positioned deformation rule and have the characteristic of easy bursting, so that the energy absorption effect of the rear longitudinal beam 2 is improved. When the vehicle is violently collided to deform the anti-collision beam 1, the rear-section longitudinal beam 2 can bend and stack downwards (directionally) at the position (location) of the mutation hole 2a and greatly absorb the capacity of collision impact force, so that the collision impact force and deformation borne by the energy-absorbing type connection beam in the process can be reduced, the risk of deformation of key supporting components such as a rear axle framework, a rear door frame and a middle-section longitudinal beam is reduced, and the safety of personnel and key equipment is ensured. It is noted that the advantage of the mutagenic hole 2a provided on the rear end lower surface of the rear-end side member 2 is that: the rear end of the rear longitudinal beam 2 can be effectively attracted to bend downwards by avoiding the obstruction of a vehicle body, particularly a trunk, and the rear longitudinal beam 2 can be ensured to efficiently absorb energy in the collision.
It has been found that, in the case where the mutation holes 2a are through holes extending in the transverse direction and the sizes and shapes of the mutation holes are not changed, the rear side members 2 having the cross sections in the shape of a Chinese character ri and a Chinese character mu have better energy absorption effects than the rear side members 2 having the cross sections in the shape of a Chinese character kou or a Chinese character tian, for example, more accurate deformation in orientation and positioning, and improved bursting degree. Under the condition that the shape and the size of the beam body of the rear-section longitudinal beam 2 are not changed, the capability of inducing the rear-section longitudinal beam 2 to deform by the strip-shaped through holes such as the rectangular through holes and the waist-shaped holes is stronger than that of the square through holes and the round through holes. Therefore, it is preferable that the cross section of the rear side member 2 is formed in a zigzag shape or a zigzag shape, and the mutation holes 2a are formed in a strip shape extending in the transverse direction. As shown in fig. 3 and 4, in order to further improve the energy absorption effect of the rear side member 2, the distance L1 from the mutation hole 2a to the front end surface of the rear side member 2 is 1/20 to 1/10 times the length L of the rear side member 2, and the distance L2 between the mutation hole 2a and one side of the rear side member 2 is equal to the distance L3 between the mutation hole 2a and the other side of the rear side member 2. In order to further improve the energy absorption effect of the rear longitudinal beam 2, the length L4 of the mutagenesis hole 2a is 1/2-3/5 times of the width L5 of the rear longitudinal beam 2, and the width L6 of the mutagenesis hole is 1/10-1/8 times of the width L5 of the rear longitudinal beam 2.
In order to improve the supporting strength of the rear section longitudinal beam 2 to the rear axle frame, the rear section structure 100 of the aluminum alloy frame further comprises a rear axle support which is connected with the rear section longitudinal beam 2 and used for connecting the rear axle frame, and the rear axle support is suggested to be a vacuum die-casting component made of aluminum alloy and has the characteristics of light weight and high strength.
In an embodiment not shown, there is also provided a passenger car comprising the aluminum alloy frame rear section structure 100 of any of the above embodiments. The car is preferably a pure electric car. In this application, cars and electric cars are to be understood in a broad sense and include two-compartment vehicles, three-compartment vehicles, pick-up trucks, SUVs, MPVs, vans, off-road vehicles, and the like.
It is to be noted that unless otherwise specified, technical or scientific terms used herein shall have the ordinary meaning as understood by those skilled in the art to which the present invention belongs.
In the description of the present application, it is to be understood that the terms "longitudinal," "lateral," "front," "back," and the like refer to an orientation or positional relationship based on that shown in the drawings, which is for convenience of description and simplicity of description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second", etc. 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. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the scope of the embodiments of the present invention, and are intended to be covered by the claims and the specification. In particular, the technical features mentioned in the embodiments can be combined in any way as long as there is no structural conflict. The present invention is not limited to the particular embodiments disclosed herein, but encompasses all technical solutions falling within the scope of the claims.
Claims (10)
1. An aluminum alloy frame rear section structure for a car, characterized by comprising:
two parallel spaced apart rear section stringers;
the rear section cross beam is used for connecting the two rear section longitudinal beams;
the energy-absorbing type connecting beams are used for connecting a rear axle framework, a rear door frame and a middle section longitudinal beam of an aluminum alloy frame of the car to the corresponding rear section longitudinal beam;
the anti-collision beam is simultaneously connected with the rear ends of the two rear longitudinal beams;
and the lower surface of the rear end of each rear longitudinal beam is provided with an induction hole.
2. The aluminum alloy frame rear section structure of claim 1, wherein the rear section side member has a cross section in a shape of a Chinese character ri or a Chinese character mu, and the induction hole is a strip-shaped through hole extending in a transverse direction of the rear section side member.
3. The aluminum alloy frame rear section structure of claim 2, wherein the distance from the induction hole to the front end face of the rear side member is 1/20 to 1/10 times the length of the rear side member, and the distance from the induction hole to one side of the rear side member is equal to the distance from the induction hole to the other side of the rear side member.
4. The aluminum alloy frame rear section structure of claim 3, wherein the length of the induction hole is 1/2-3/5 times the width of the rear section side member, and the width thereof is 1/10-1/8 times the width of the rear section side member.
5. The aluminum alloy frame rear section structure of claim 1, further comprising a rear axle support connected to the rear section side member and used for connecting the rear axle frame, wherein the energy-absorbing type joining beam and the rear axle support are vacuum die-cast members made of aluminum alloy, and the rear section side member and the rear section cross member are extruded pieces made of aluminum alloy.
6. The aluminum alloy frame rear section structure of any one of claims 1-5, wherein the energy-absorbing type engagement beam comprises a frame body and a staggered partition plate for partitioning the interior of the frame body into a plurality of compartments, the frame body is used for connecting the middle section longitudinal beam, the rear axle frame, the rear door frame and the rear section longitudinal beam.
7. The aluminum alloy frame rear section structure of claim 6, wherein the compartment extends in a transverse direction of the energy-absorbing adapter beam.
8. The aluminum alloy frame rear section structure of claim 6, wherein the frame body includes a first angled surface at a rear end thereof for mating connection with the rear section rail and a second angled surface at a front end thereof for mating connection with the center section rail.
9. The aluminum alloy frame rear section structure of claim 8, wherein the connection between the frame body and the rear section side member comprises a bolted connection, a structural adhesive bonding and/or a riveted connection, and the connection between the frame body and the middle section side member comprises a bolted connection, a structural adhesive bonding and/or a riveted connection.
10. A passenger car characterized by comprising the aluminum alloy frame rear section structure according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920574262.7U CN209870512U (en) | 2019-04-24 | 2019-04-24 | Aluminum alloy frame rear section structure for car and car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920574262.7U CN209870512U (en) | 2019-04-24 | 2019-04-24 | Aluminum alloy frame rear section structure for car and car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209870512U true CN209870512U (en) | 2019-12-31 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920574262.7U Active CN209870512U (en) | 2019-04-24 | 2019-04-24 | Aluminum alloy frame rear section structure for car and car |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN209870512U (en) |
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2019
- 2019-04-24 CN CN201920574262.7U patent/CN209870512U/en active Active
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