CN214084449U

CN214084449U - Automobile body structure designed based on 25% offset collision

Info

Publication number: CN214084449U
Application number: CN202022798279.6U
Authority: CN
Inventors: 王超; 张珂铭; 徐泽华; 黄轶
Original assignee: Dilu Technology Co Ltd
Current assignee: Dilu Technology Co Ltd
Priority date: 2020-11-27
Filing date: 2020-11-27
Publication date: 2021-08-31
Anticipated expiration: 2030-11-27

Abstract

The utility model provides an automobile body structure based on 25% biasing collision design, be fixed in the automobile body front longitudinal of crashproof roof beam before the automobile body, every including a pair of symmetry all fix a boundary beam on the automobile body front longitudinal, it is a pair of connect through a crossbeam between the boundary beam. The utility model discloses be connected the anterior segment boundary beam in collision zone directly with the front longitudinal, utilize the crossbeam to control anterior segment boundary beam lug connection simultaneously, collision energy diffuses to crossbeam and a corresponding automobile body front longitudinal by a anterior segment boundary beam in collision zone, later diffuses to another anterior segment boundary beam, another automobile body front longitudinal by the crossbeam in proper order. Therefore, the vehicle body structure can directly transmit collision energy to the front longitudinal beams on two sides of the vehicle body, so that the energy is uniformly and multipath dispersed to the vehicle body, the destructive power of collision on the vehicle body structure is reduced, the structural integrity of the member cabin is protected, and the collision effect is improved.

Description

Automobile body structure designed based on 25% offset collision

Technical Field

The utility model belongs to the technical field of the automobile body, especially, relate to an automobile body structure based on 25% biasing collision design.

Background

American standard 25% offset collision test, namely small offset test is considered to be one of the strictest automobile collision tests in the industry, in order to deal with the 25% offset collision test, the traditional automobile model mainly utilizes the material performance of high-strength steel to absorb more energy, and a plurality of parts such as an inner plate, an outer plate and a reinforcing plate of a boundary beam in a collision area are welded into an arc cavity structure with a guiding function, and the whole automobile body can generate lateral sliding to ensure the integrity of a member cabin structure and the safety of members during collision. Specifically, in the 25% offset crash test, the boundary beam 8 of the conventional vehicle type is in a suspended state: as shown in FIG. 1, the side sill 8 and the front side member 5 are connected through only a steel plate of 1.5 mm, and other conventional vehicle types have no connecting piece between the side sill 8 and the front side member 5. In this crash test, a completely rigid barrier is used, and the projection of the barrier in the entire vehicle width direction covers only 25% of the vehicle width on the driver side, and the crash speed is 64km/h which is the highest in the crash test. On the premise of such a collision form and a vehicle body structure, there are the following 2 collision cases based on the above 2 connection relationships between the side member 8 and the front side member 5. 1) During the collision, the steel plate 7 is broken, so that the typical vehicle body energy absorption structure such as the front vehicle body side frame 5 cannot directly participate in the collision, namely, the collision energy cannot be transmitted and diffused through the front vehicle body side frame 5. 2) During the collision, the front side frame 5 cannot participate in the collision, i.e., the collision energy cannot be transmitted and diffused through the front side frame 5.

Thus, the 25% offset bump test suffers from the following drawbacks: the transmission path of the collision energy is only transmitted through one side beam of the collision area, as shown in fig. 2, the front longitudinal beam 5 of the vehicle body does not directly participate in the energy transmission, the transmission path is single, the energy cannot be uniformly dispersed, and the collision effect is poor.

Disclosure of Invention

An object of the utility model is to provide an automobile body structure based on 25% offset collision design can directly transmit the front longitudinal of automobile body both sides with the collision energy, is favorable to the even of energy, the dispersion of multipath to have improved the collision effect.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

the automobile body structure based on 25% offset collision design comprises a pair of automobile body front longitudinal beams symmetrically fixed on an automobile body front anti-collision beam, each automobile body front longitudinal beam is fixedly provided with a side beam, and the side beams are connected through a cross beam.

Preferably, the edge beam comprises a front section edge beam and a rear section edge beam riveted at the rear end of the front section edge beam; the front section boundary beam is an aluminum alloy casting; the back section boundary beam is an aluminum alloy section.

Preferably, the front section edge beam and the corresponding front longitudinal beam of the vehicle body are fixed through a fastener; the front section edge beam and the corresponding rear section edge beam are fixed through a fastener.

Preferably, the cross beam and the pair of front section edge beams are connected through riveting.

Preferably, the rear end of the rear section edge beam is riveted with a connecting piece, and the rear end of the connecting piece is riveted with the A column of the vehicle body.

Preferably, the front section boundary beam comprises a front boundary beam body arranged along the Y direction, and a connector arranged along the X direction is fixed at the front end of the front boundary beam body.

Preferably, the cross beam is an aluminum alloy profile.

Compared with the prior art, the utility model has the advantages that:

(1) the front section boundary beam in the collision area is directly connected with the front longitudinal beam, the left front section boundary beam and the right front section boundary beam are directly connected by the cross beam, collision energy is diffused to the cross beam and the corresponding front longitudinal beam of the automobile body through one front section boundary beam in the collision area, and then is sequentially diffused to the other front section boundary beam and the other front longitudinal beam of the automobile body through the cross beam. Therefore, the vehicle body structure can directly transmit collision energy to the front longitudinal beams on two sides of the vehicle body, so that the energy is uniformly and multipath dispersed to the vehicle body, the destructive power of collision on the vehicle body structure is reduced, the structural integrity of the member cabin is protected, and the collision effect is improved.

(2) The crossbeam is aluminum alloy ex-trusions, and anterior segment boundary beam is aluminum alloy casting structure, back end boundary beam are aluminum alloy ex-trusions, therefore whole automobile body structure light in weight, accord with the lightweight demand.

(3) The boundary beam of the collision area is only formed by connecting an aluminum alloy die casting and an aluminum profile structure, the number of parts is small, and the structure is simple.

Drawings

FIG. 1 is a schematic view of a conventional vehicle body structure in a prior art 25% offset crash design;

FIG. 2 is a schematic diagram of the force transfer path of FIG. 1;

fig. 3 is a schematic diagram of a force transmission path of an automobile body structure based on a 25% offset crash design according to an embodiment of the present invention;

fig. 4 is a perspective view of an automotive body structure based on a 25% offset crash design in accordance with an embodiment of the present invention;

FIG. 5 is a schematic view of the connection of the cross member, front body rail and front section side rail of FIG. 4;

FIG. 6 is a bottom view of FIG. 4;

fig. 7 is a schematic structural view of the front end sill of fig. 4.

The automobile body front longitudinal beam comprises 1-a front section boundary beam, 11-a front section boundary beam body, 12-a connector, 2-a rear section boundary beam, 3-a cross beam, 4-a connector, 5-an automobile body front longitudinal beam, 6-a front shock absorber seat, 7-a steel plate and 8-a boundary beam.

Detailed Description

The present invention will now be described in more detail with reference to the drawings, in which preferred embodiments of the invention are shown, it being understood that one skilled in the art could modify the invention herein described while still achieving the beneficial effects of the invention. Accordingly, the following description should be construed as broadly as possible to those skilled in the art and not as limiting the invention.

As shown in fig. 3 to 6, an automobile body structure based on 25% offset collision design comprises a pair of front body longitudinal beams 5 symmetrically fixed on a front body anti-collision beam, each front body longitudinal beam 5 is fixed with a side beam, and the pair of side beams are connected through a cross beam 3.

The boundary beam comprises a front section boundary beam 1 and a rear section boundary beam 2 riveted at the rear end of the front section boundary beam 1, as shown in fig. 7. Specifically, the front end sill 1 includes a front sill body 11 disposed along the Y direction, and a connecting head 12 disposed along the X direction is fixed to the front end of the front sill body 11, as shown in fig. 7.

The front section edge beam 1 and the corresponding front longitudinal beam 5 of the vehicle body are fixed through a fastener; the front section edge beam 1 and the corresponding rear section edge beam 2 are fixed through a fastener. Specifically, as shown in fig. 5, the front side member 1 and the corresponding front side member 5 are connected by bolts and structural adhesive of M10; the front section edge beam 1 is connected with the corresponding rear section edge beam 2 through a bolt and structural adhesive of M10, and the inner side of the front section edge beam is connected with the front shock absorber seat 6 through riveting and structural adhesive.

The rear end of the rear section boundary beam 2 is riveted with a connecting piece 4 and is provided with structural adhesive, and the rear end of the connecting piece 4 is riveted with the lower section of the A column of the vehicle body and then is connected with the structural adhesive.

The crossbeam 3 and a pair of anterior segment boundary beam 1 all adopt to add the structural adhesive after the riveting to connect.

In the present embodiment, "corresponding" of "the front side member 1 and the corresponding front side member 5" means that the left front side member 1 corresponds to the left front side member 5, and the right front side member 1 corresponds to the right front side member 5. Similarly, "correspond" in "between the front section boundary beam 1 and the corresponding rear section boundary beam 2 means that the front section boundary beam 1 on the left side corresponds to the rear section boundary beam 2 on the left side, and the front section boundary beam 1 on the right side corresponds to the rear section boundary beam 2 on the right side.

In the present embodiment, the front end side beam 1 is an aluminum alloy casting; the back section boundary beam 2 is an aluminum alloy section. The beam 3 is an aluminum alloy section.

In the present embodiment, in fig. 3 and 2, the arrows on the front side of the impact beam each indicate the 25% offset collision reaction force direction, the arrows on the side beam each indicate the vehicle traveling direction, and the black arrows on the vehicle body structure each indicate the force transmission path of the collision energy.

To sum up, the utility model relates to an embodiment's automobile body structure based on 25% biasing collision design has following advantage:

1) the front section boundary beam 1 in the collision area is directly connected with the front longitudinal beam, the left front section boundary beam 1 and the right front section boundary beam 1 are directly connected by the cross beam 3, collision energy is diffused to the cross beam 3 and the corresponding front longitudinal beam 5 of a vehicle body through one front section boundary beam 1 in the collision area, and then is sequentially diffused to the other front section boundary beam 1 and the other front longitudinal beam 5 of the vehicle body through the cross beam 3. Therefore, the vehicle body structure can directly transmit collision energy to the front side frames on two sides of the vehicle body, and is beneficial to uniform energy and multipath dispersion.

2) The crossbeam 3 is aluminum alloy section bar, anterior segment boundary beam 1 is aluminum alloy casting structure, back end boundary beam 2 is aluminum alloy section bar, therefore whole automobile body structure light in weight, accord with the lightweight demand. In the traditional vehicle type, high-strength steel is applied in a large amount in order to absorb more energy in the 25% collision process, so that the weight of the vehicle body is increased and the requirement of light weight is not met; however, in this way, in order to pursue high strength of a local structure, a large amount of high-strength steel is applied and an arc-shaped closed cavity mechanism is formed, which results in a great increase in the weight of the vehicle body, a complicated design of the vehicle body structure, and an increase in the number of parts; the requirement of the new energy automobile for the light weight of the automobile body is not met.

3) The boundary beam of the collision area is only formed by connecting an aluminum alloy die casting and an aluminum profile structure, the number of parts is small, and the structure is simple. In order to protect the safety of the member cabin in 25% of the collision process of the traditional vehicle type, the boundary beam of the collision area is composed of a plurality of parts, the number of the parts is large, the structural design is complex, and the weight of the whole vehicle is increased.

The above description is only for the preferred embodiment of the present invention, and does not limit the present invention. Any technical personnel who belongs to the technical field, in the scope that does not deviate from the technical scheme of the utility model, to the technical scheme and the technical content that the utility model discloses expose do the change such as the equivalent replacement of any form or modification, all belong to the content that does not break away from the technical scheme of the utility model, still belong to within the scope of protection of the utility model.

Claims

1. The automobile body structure based on 25% offset collision design comprises a pair of automobile body front longitudinal beams symmetrically fixed on an automobile body front anti-collision beam, and is characterized in that each automobile body front longitudinal beam is fixedly provided with a side beam, and the side beams are connected through a cross beam.

2. The automotive body structure designed based on a 25% offset crash of claim 1, characterized in that the side rails comprise a front side rail, a rear side rail riveted to a rear end of the front side rail; the front section boundary beam is an aluminum alloy casting; the back section boundary beam is an aluminum alloy section.

3. The automotive body structure designed based on a 25% offset collision according to claim 2, characterized in that the front end side member and the corresponding front side member are fixed by a fastener; the front section edge beam and the corresponding rear section edge beam are fixed through a fastener.

4. The automotive body structure designed based on a 25% offset crash of claim 2 wherein said cross member and a pair of said front side members are riveted together.

5. The automotive body structure designed based on a 25% offset crash of claim 2, characterized in that the rear end of the rear section side rail is riveted with a connecting piece, the rear end of which is riveted with the body a-pillar.

6. The automobile body structure designed based on 25% offset crash of claim 2, wherein said front side member includes a front side member body arranged in the Y direction, and a connection head arranged in the X direction is fixed to a front end of said front side member body.

7. The automotive body structure based on the 25% offset crash design of claim 1, wherein the cross-member is an aluminum alloy profile.