CN220721196U

CN220721196U - Rear longitudinal beam sealing plate structure

Info

Publication number: CN220721196U
Application number: CN202322402097.6U
Authority: CN
Inventors: 武国玉; 闫满响; 彭江华
Original assignee: Chery Automobile Co Ltd
Current assignee: Chery Automobile Co Ltd
Priority date: 2023-09-05
Filing date: 2023-09-05
Publication date: 2024-04-05
Anticipated expiration: 2033-09-05

Abstract

The utility model provides a rear longitudinal beam sealing plate structure which comprises a rear longitudinal beam, a sealing plate and a rear anti-collision assembly, wherein the sealing plate is provided with a sealing plate plane perpendicular to the length direction of the rear longitudinal beam, a flanging perpendicular to the sealing plate plane is formed in the middle of the sealing plate plane in a mode of bending towards one side after cutting, the rear longitudinal beam is placed on the flanging and is connected with the sealing plate and the edge of the flanging in a welding mode, and the other side of the sealing plate is connected with the rear anti-collision assembly. The structure can effectively improve the local rigidity of the rear longitudinal beam, and further improve the transmission efficiency of collision force, so that the deformation of the rear longitudinal beam body is reduced, and finally the purpose of reducing maintenance cost after collision is achieved.

Description

Rear longitudinal beam sealing plate structure

Technical Field

The utility model relates to an automobile collision safety technology, in particular to a rear longitudinal beam structure.

Background

Under the background that the automobile consumption concept is continuously improved by people in the current society, the safety of the automobile can become an important factor to be considered when consumers purchase automobile products. With the release of a Chinese insurance automobile safety index (C-IASI) test evaluation system, the requirements on performance such as crashworthiness, maintenance economy, maintainability and the like are surrounded, and higher requirements are put forward on designers in vehicle design. Wherein in a vehicle low speed structure rear collision, the rigid barrier vehicle impacts the test vehicle right rear end (or left rear end) region at a speed of 15 km/h. Because the rear end energy-absorbing box of the vehicle is generally short due to the limitation of modeling, the deformation and energy absorption of the structure of the energy-absorbing box are insufficient in the collision process, the rear longitudinal beam body is extremely easy to deform, and therefore the maintenance cost is greatly increased. This requires that the structural deformation characteristics of the area be fully considered during design to ensure that no deformation of the rear side member portion occurs, and that the crash box absorbs as much deformation as possible while not increasing weight as much as possible.

Disclosure of Invention

In order to solve the problems in the prior art, the utility model provides a rear longitudinal beam sealing plate structure, which can effectively improve the local rigidity of a rear longitudinal beam, further improve the transmission efficiency of collision force, reduce the deformation of a rear longitudinal beam body and finally achieve the purpose of reducing maintenance cost after collision.

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

the utility model provides a back longeron shrouding structure, includes back longeron, shrouding and back buffer stop, the shrouding has a perpendicular to back longeron length direction's shrouding plane, shrouding plane's middle part be formed with one through the mode of cutting backward to one side buckling with shrouding plane vertically turn-ups, back longeron is shelved on the turn-ups and through welded mode with shrouding and turn-ups edge connection, the other one side of shrouding is connected with back buffer stop.

The middle part of the sealing plate plane is provided with a hollowed-out part after being cut and bent, and the flanging is positioned at the bottom of the hollowed-out part.

The hollowed-out part is arranged in a non-bearing area on the sealing plate.

The edge welded connection of back longeron with shrouding and turn-ups is formed with two welding lines, and one welding line is along the upper end edge and both sides end edge of back longeron, and another welding line is along both sides edge and the outward flange of turn-ups.

The edge surrounding the plane of the sealing plate is provided with a sealing plate edge flanging.

The shrouding is located the top of fretwork portion and is provided with the bolt hole.

The shrouding passes through the bolt and is connected with back buffer stop.

The rear anti-collision assembly comprises an energy-absorbing box end plate, an energy-absorbing box and a rear anti-collision cross beam, wherein the energy-absorbing box end plate is arranged on one side of the energy-absorbing box, the rear anti-collision cross beam is arranged on the other side of the energy-absorbing box, the energy-absorbing box end plate is provided with bolt holes corresponding to the bolt holes in the plane of a sealing plate, and the sealing plate is connected with the energy-absorbing box end plate through bolts.

The energy-absorbing box end plates and the rear anti-collision cross beams are welded and connected with the energy-absorbing box.

The rear longitudinal beam and the sealing plate are made of aluminum materials.

The utility model has the beneficial effects that: the structure can effectively improve the local rigidity of the rear longitudinal beam, and further improve the transmission efficiency of collision force, so that the deformation of the rear longitudinal beam body is reduced, and finally the purpose of reducing maintenance cost after collision is achieved.

Drawings

The utility model is further described below with reference to the accompanying drawings.

FIG. 1 is a schematic view of the overall structure of the seal plate according to the present utility model;

FIG. 2 is a diagram of an original seal plate structure;

FIG. 3 is a schematic view of a seal plate in the seal plate structure according to the present utility model;

FIG. 4 is a graph comparing CAE simulation results of the collision conditions of the original seal plate structure and the structure according to the present utility model.

Wherein:

10-rear stringers;

20-a rear anti-collision assembly; 21-an energy absorption box; 22-rear bumper beam; 23-energy-absorbing box end plates;

30-sealing plates; 31-a sealing plate plane; 32-flanging; 33-hollowed-out parts; 34, flanging the edge of the sealing plate; 35-welding lines;

Detailed Description

The present utility model will be described in further detail with reference to specific embodiments in order to make the objects, technical solutions and advantages of the present utility model more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not to be construed as limiting the utility model.

As shown in fig. 1, the present utility model provides a rear rail sealing plate structure, which includes a rear rail 10, a sealing plate 30 and a rear bumper assembly 20, wherein the sealing plate 30 is mounted at an end of the rear rail 10, and the rear bumper assembly 20 is mounted on the sealing plate 30.

Fig. 2 shows a sealing plate currently in use, and the rear side member 10 is connected to the sealing plate by welding, which results in a very easy deformation of the rear side member 10.

The sealing plate structure of the present utility model is improved, as shown in fig. 1 and 3, the sealing plate 30 in the sealing plate structure of the present utility model has a sealing plate plane 31 perpendicular to the length direction of the rear longitudinal beam 10, a flange 32 perpendicular to the sealing plate plane 31 and a hollow part 33 are formed in a way that a non-bearing area in the middle of the sealing plate plane 31 is bent to one side after cutting, the flange 32 is positioned at the bottom of the hollow part 33, the rear longitudinal beam 10 is placed on the flange 32 and is connected with the sealing plate 30 and the edge of the flange 32 by welding, and the other side of the sealing plate 30 is connected with the rear anti-collision assembly 20.

The welded connection of the rear side member 10 to the edges of the sealing plate 30 and the flange 32 forms two welding lines 35 (indicated by arrows in fig. 1), one of which is along the upper and both side edges of the rear side member 10, and the other of which is along both side and outer edges of the flange 32.

It can be seen that the length of the weld line 35 and the connection strength are increased by increasing the flange, and the purpose of avoiding local stress concentration by dispersing the collision force is achieved.

In order to increase the overall strength of the closure plate 30, a closure plate edge flange 34 is provided around the edge of the closure plate plane 31.

The shrouding 30 is provided with the bolt hole in the top of fretwork portion 33, and shrouding 30 passes through the bolt and is connected with back crashproof assembly 20.

The rear anti-collision assembly comprises an energy-absorbing box end plate 23, an energy-absorbing box 21 and a rear anti-collision cross beam 22, wherein the energy-absorbing box end plate 23 is welded on one side of the energy-absorbing box 21, the rear anti-collision cross beam 22 is welded on the other side of the energy-absorbing box 21, the energy-absorbing box end plate 23 is provided with bolt holes corresponding to the bolt holes in a sealing plate plane 31, and the sealing plate 30 is connected with the energy-absorbing box end plate 23 through bolts.

As shown in fig. 4, after the sealing plate structure is adopted, a CAE simulation test of collision working conditions is carried out on the sealing plate structure and the original sealing plate structure, and the result shows that the maximum deformation of the longitudinal beam of the original sealing plate structure is 3.9mm and the requirement (the target value is <3 mm) is not met; adopt longeron maximum deformation 2.3mm behind this novel shrouding structure, satisfy the requirement.

The foregoing detailed description describes the basic principles and main features of the present utility model. It should be understood by those skilled in the art that the scope of the present utility model is not limited to the above-described embodiments, and any modifications or substitutions which are not subject to the inventive effort should be included in the scope of the present utility model. Therefore, the protection scope of the present utility model should be subject to the protection scope defined by the claims.

Claims

1. The utility model provides a back longeron shrouding structure, includes back longeron, shrouding and back buffer stop, its characterized in that, the shrouding has a perpendicular to back longeron length direction's shrouding plane, the middle part of shrouding plane be formed with one with the mode of buckling to one side after cutting with shrouding plane vertically turn-ups, back longeron is shelved on the turn-ups and is connected with shrouding and turn-ups's edge through welded mode, the other one side of shrouding is connected with back buffer stop.

2. The rear longitudinal beam sealing plate structure according to claim 1, wherein a hollowed-out portion is formed in the middle of the sealing plate plane after cutting and bending, and the flanging is located at the bottom of the hollowed-out portion.

3. The rear rail seal structure of claim 2, wherein the hollowed-out portion is disposed in a non-load bearing area of the seal.

4. A rear rail seal plate structure according to claim 3, wherein the rear rail is welded to the edges of the seal plate and the flange to form two weld lines, one of the weld lines being along the upper and both side edges of the rear rail and the other weld line being along the both side and outer edges of the flange.

5. A trailing rail seal arrangement as claimed in claim 4, wherein the edge around the plane of the seal plate is provided with a seal plate edge flange.

6. The rear rail seal plate structure of claim 4, wherein the seal plate is provided with bolt holes above the hollowed-out portions.

7. The rear rail seal assembly of claim 6, wherein the seal is bolted to the rear bumper assembly.

8. The rear rail seal plate structure of claim 7, wherein the rear bumper assembly includes a box end plate, a box and a rear bumper beam, the box end plate being disposed on one side of the box, the rear bumper beam being disposed on the other side of the box, the box end plate being provided with bolt holes corresponding to the bolt holes in the plane of the seal plate, the seal plate being bolted to the box end plate.

9. The rear rail seal structure of claim 8 wherein said crash box end panel and said rear bumper beam are both welded to the crash box.

10. The rear rail seal plate structure of claim 1, wherein said rear rail and seal plate are aluminum.