CN220947893U

CN220947893U - Frame assembly and automobile with same

Info

Publication number: CN220947893U
Application number: CN202322670683.9U
Authority: CN
Inventors: 王辉; 汤小生; 吴泽勋; 闫高峰; 包国建; 宿学深
Original assignee: Chongqing Ruilan Automobile Research Institute Co ltd; Chongqing Ruilan Automotive Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Current assignee: Chongqing Ruilan Automobile Research Institute Co ltd; Chongqing Ruilan Automotive Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2023-09-28
Filing date: 2023-09-28
Publication date: 2024-05-14
Anticipated expiration: 2033-09-28

Abstract

The utility model discloses a frame assembly, which comprises an automobile anti-collision beam assembly, an automobile auxiliary frame and a frame longitudinal beam arranged between the automobile anti-collision beam assembly and the automobile auxiliary frame, wherein the anti-collision beam assembly comprises a main beam for absorbing low-speed collision load, a first energy absorbing piece connected with the main beam and used for further absorbing the low-speed collision load, and a second energy absorbing piece arranged between the first energy absorbing piece and the frame longitudinal beam and used for absorbing high-speed collision load, and the frame longitudinal beam is provided with a cavity for transmitting the collision load and a reserved hole for assembly. The utility model also discloses an automobile with the frame assembly.

Description

Frame assembly and automobile with same

Technical Field

The utility model belongs to the technical field of frames, and particularly relates to a frame assembly and an automobile with the same.

Background

Along with the rapid development of the new energy automobile industry, the safety evaluation standard of automobiles is revised at present, for example, the front collision speed in C-NCAP (refers to China New automobile evaluation rules) is increased from 50km/h to 56km/h, the introduction of an MPDB (refers to moving progressive deformable barrier) collision test working condition, and the grade evaluation of crashworthiness and maintenance economy index in C-IASI (refers to China insurance automobile safety index), and higher requirements are put forward on the design and arrangement of the front structure of the whole automobile. When an automobile collides, the automobile longitudinal beam is used as one of key components in an automobile frame structure, the front section and the rear section of the automobile longitudinal beam are required to provide enough supporting force to ensure that the anti-collision beam assembly can bear low-speed load, and the middle section of the automobile longitudinal beam is required to displace and invade or collapse and deform in a target range to further bear high-speed load, so that the safety of personnel in a cab is protected. However, most of the existing longitudinal beams are of a single-cavity structure, the performance of the longitudinal beams is generally improved in a splice welding mode of a plurality of reinforcing plates, reasonable collapse of the front structure cannot be ensured, and the performance improvement is limited; in addition, existing cooling modules (referred to as condensers and radiators) are typically disposed on the crash boxes of the impact beam assembly, which also is detrimental to maintenance economy. Accordingly, those skilled in the art have been working to develop a frame assembly that improves the crashworthiness and maintenance economy index of an automobile and meets the requirements of the evaluation criteria.

Disclosure of utility model

An object of the present utility model is to provide a frame assembly that overcomes the disadvantages of the prior art, such as complex connection, heavy weight, and limited load bearing capacity; it is another object of the present utility model to provide an automobile having such a frame assembly.

In order to achieve the above technical object, a first aspect of the present utility model provides a frame assembly, including an automobile crashproof beam assembly, an automobile subframe, and a frame rail disposed between the automobile crashproof beam assembly and the automobile subframe, the crashproof beam assembly including a main beam for absorbing a low-speed collision load, a first energy absorbing member connected with the main beam for further absorbing the low-speed collision load, and a second energy absorbing member disposed between the first energy absorbing member and the frame rail for absorbing a high-speed collision load, the frame rail being provided with a cavity for transmitting the collision load and a preformed hole for assembly.

Preferably, the anti-collision beam assembly further comprises a first connecting piece, and the first connecting piece is connected between the first energy absorbing piece and the second energy absorbing piece.

Preferably, the anti-collision beam assembly further comprises a second connecting piece, and the second connecting piece is connected between the first connecting piece and the second energy absorbing piece.

Preferably, the anti-collision beam assembly further comprises two third connecting pieces, and the third connecting pieces are connected between the two second connecting pieces.

Preferably, the frame rail comprises an inner plate and an outer plate connected with the inner plate, the cavity is arranged between the inner plate and the outer plate, and the reserved hole is formed in the side surfaces of the inner plate and the outer plate.

Preferably, the inner plate comprises a main body section connected with the second energy absorbing piece and an extension section extending from one end of the main body section and connected with a front wall beam of the automobile, and the included angle between the main body section and the extension section is an obtuse angle or a flat angle.

Preferably, the longitudinal section dimension of the extension section is gradually increased along the extension direction thereof and is larger than the longitudinal section dimension of the main body section.

Preferably, the body section has a guide for guiding the longitudinal beam to a predetermined deformation when it is impacted.

Preferably, the auxiliary frame of the automobile is provided with a Y-shaped structure for reducing weight, and the Y-shaped structure is symmetrically arranged at two ends of the auxiliary frame of the automobile.

A second aspect of the utility model provides an automobile comprising a frame assembly as described in the above claims.

In summary, the utility model has the following beneficial effects:

The frame assembly comprises the automobile anti-collision beam assembly, the automobile auxiliary frame and the frame longitudinal beam arranged between the automobile anti-collision beam assembly and the automobile auxiliary frame, and the multi-cavity structure is arranged on the frame longitudinal beam to transmit larger collision load and the reserved holes are formed to conveniently assemble adjacent preset parts. Compared with the single-cavity type longitudinal beam in the prior art, the frame longitudinal beam can provide stronger supporting force and more load transmission paths, and is beneficial to arranging the energy absorption boxes or the energy absorption devices capable of absorbing more energy on the anti-collision beam at the front end of the longitudinal beam so as to improve the crashworthiness index of the whole front structure of the vehicle.

In addition, the energy absorbing device for absorbing more energy can be arranged on the anti-collision beam at the front end of the longitudinal beam, so that the cooling module is conveniently arranged on the energy absorbing device, and compared with the arrangement of the cooling module near the anti-collision beam at present, the energy absorbing device is not damaged in low-speed collision, and the energy absorbing device is beneficial to improving the maintenance economy index of an automobile.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present utility model and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of a frame assembly according to an embodiment of the present utility model;

FIG. 2 is a schematic illustration of the frame rail of the frame assembly of FIG. 1;

FIG. 3 is an exploded view of the frame rail of FIG. 2;

Fig. 4 is a schematic structural diagram at a in fig. 1.

Reference numerals illustrate:

1. a frame rail;

11. An inner plate; 12. an outer plate; 13. a cavity; 14. a preformed hole;

111. a guide section;

2. an automobile anti-collision beam assembly;

21. A main beam; 22. a first energy absorbing member; 23. a second energy absorbing member; 24. a first connector; 25. a second connector; 26. a third connecting member;

3. An automobile auxiliary frame.

Detailed Description

Specific embodiments of the present utility model will be described in detail below with reference to the accompanying drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art without making any inventive effort, are intended to be within the scope of the present utility model.

In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "disposed," "mounted," "connected," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the terms described above will be understood to those of ordinary skill in the art in a specific context.

The terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," and the like are used as references to orientations or positional relationships based on the orientation or positional relationships shown in the drawings, or the orientation or positional relationships in which the inventive product is conventionally disposed in use, merely for convenience of description and simplicity of description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore are not to be construed as limiting the utility model.

The terms "first," "second," "third," and the like, are merely used for distinguishing between similar elements and not necessarily for indicating or implying a relative importance or order.

The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a list of elements does not include only those elements but may include other elements not expressly listed.

Referring to fig. 1, a frame assembly provided in an embodiment of the present utility model is disposed at an front portion of a vehicle, and not only can be used for interconnecting vehicle body parts, but also can be used for absorbing impact load during a vehicle collision to protect passengers in a cab, and includes a vehicle bumper beam assembly 2, a vehicle subframe 3, and a frame rail 1 disposed between the vehicle bumper beam assembly 2 and the vehicle subframe 3, wherein the bumper beam assembly 2 includes a main beam 21 for absorbing low-speed collision load, a first energy absorber 22 connected to the main beam 21 for further absorbing low-speed collision load, and a second energy absorber 23 disposed between the first energy absorber 22 and the frame rail 1 for absorbing high-speed collision load, and the frame rail 1 is provided with a cavity 13 for transmitting collision load and a preformed hole 14 for assembly.

In this embodiment, the main beam 21 of the anti-collision beam assembly 2 is in an arc plate shape, and the first energy absorbing member 22 and the second energy absorbing member 23 are each in a rectangular parallelepiped plate shape and are sequentially arranged along the direction from the head to the tail.

When the vehicle collides, the magnitude of the load will be different due to the fact that the collision load is related to the vehicle speed, and the longitudinal section dimension of the second energy absorbing member 23 is larger than the longitudinal section dimension of the first energy absorbing member 22 in this embodiment for the purpose of maintenance economy of the vehicle, so that the second energy absorbing member 23 can absorb more collision load. Thus, when the automobile is subjected to a frontal collision at a low speed (referring to a vehicle speed lower than 50 km/h), only the main beam 21 and the first energy absorber 22 are damaged; when the automobile is subjected to a high-speed (namely, the speed is greater than 50 km/h) frontal collision, the second energy absorber 23 and the longitudinal beam 1 are damaged, so that the whole front structure of the automobile can play a role in layering crumple and energy absorption on collision loads with different magnitudes.

Preferably, the second energy absorber 23 can have a multi-layered and interdigitating reinforcement structure on the interior.

In this embodiment, in order to assemble the first energy absorbing member 22 conveniently, the impact beam assembly 2 further includes a first connecting member 24, where the first connecting member 24 has a rectangular plate structure and is connected between the first energy absorbing member 22 and the second energy absorbing member 23, so as to ensure stability of connection.

Further, the anti-collision beam assembly 2 further comprises a second connecting piece 25, wherein the second connecting piece 25 is of a rectangular plate-shaped structure and is connected between the first connecting piece 24 and the second energy absorbing piece 23, so that the stability of connection is further ensured, and the transmission of load is facilitated.

Preferably, the second connector 25 has a size greater than the first connector 24.

It should be noted that the number of the first connecting members 24 may be plural, and the number of the second connecting members 25 may be plural. In this example, the number of first connectors 24 is two, and the number of second connectors 25 is also two.

In this embodiment, the impact beam assembly 2 further includes a third connecting member 26, where the third connecting member 26 is in a strip shape and is connected between the two second connecting members 25, so that the impact beam assembly 2 has a substantially rectangular frame structure, and is beneficial to improving the stability of the internal connection of the impact beam assembly 2.

Referring to fig. 2 and 3, the frame rail 1 has a generally L-shaped plate structure as a whole, and may be manufactured by a stamping process and a laser welding process, and includes an inner plate 11 and an outer plate 12 connected to the inner plate 11 as viewed in the width direction of the vehicle body.

In the present embodiment, the inner panel 11 includes a first main body section for connection with the second energy absorber 23 and a first extension section extending from one end of the first main body section for connection with the cowl cross member of the automobile, wherein the first main body section is substantially parallel to the ground and smoothly connected with the first extension section. In order to increase the space utilization in the front hatch of the motor vehicle, the angle between the first body section and the first extension section is preferably an obtuse angle or a flat angle.

Suitably, the outer panel 12 comprises a second main body section for connection with the second energy absorber 23 and a second extension section extending from one end of the second main body section for connection with the front rail of the vehicle, wherein the angle between the second main body section and the second extension section is similar to the angle between the first main body section and the first extension section.

Since the front cross member, the a pillar and the threshold generally have height differences in the direction perpendicular to the ground, in order to ensure the stability of the connection between the frame rail 1 and the adjacent members, in this embodiment, the longitudinal heights of the first extension section of the inner panel 11 and the second extension section of the outer panel 12 are gradually increased along the direction from the head to the tail of the automobile, and are both greater than the longitudinal heights of the first main body section and the second main body section, so that the use of additional connecting brackets is reduced, and the weight reduction of the whole automobile is also facilitated.

It is known from simulation tests of the structural performance of the side member that, in this embodiment, a cavity 13 providing a transmission path for the collision load is formed between the inner panel 11 and the outer panel 12 of the side member 1, and the cavity 13 has a substantially rectangular cross section and is disposed along the longitudinal direction of the side member 1, as the number of chamfers of the cross section of the side member increases and the supporting force of the side member on the adjacent members increases.

In some embodiments, the cavity 13 may be hexahedral or octahedral to increase the support of the frame rail 1 to adjacent components.

In some embodiments, the number of the cavities 13 is more than one, so that the paths for transmitting the load can be increased by the design of the multi-cavity structure, and the performance of the multi-cavity structure is further improved.

Since there are a relatively large number of vehicle body parts to be disposed at the front of the vehicle and a limited space is required, in this example, for the convenience of assembling parts (such as a steering gear) adjacent to the frame rail 1, the side surfaces of the inner panel 11 and the outer panel 12 are provided with the preformed holes 14, and the preformed holes 14 are substantially elliptical and disposed along the longitudinal direction of the frame rail 1, so that the parts beneficial to the front of the entire vehicle are more rationalized in arrangement.

Referring to fig. 3 and 4, in order to ensure a reasonable deformation mode of the frame rail 1 when the vehicle collides, and further to protect the safety of the occupant in the cab, the inner surface of the first body section of the inner panel 11 is formed with a guide portion 111 having an outer convex shape. The inner surface herein means a direction closer to the inside of the vehicle body, and the convex direction means a direction farther from the inside of the vehicle body. In this way, due to the provision of the guide portion 111, the deformation of the frame rail 1 upon receiving a collision is in accordance with an expected and reasonable fold line shape to absorb as much load as possible.

In some embodiments, in order to ensure that the deformation mode of the frame rail 1 at the time of collision is satisfactory, the number of the guide portions 111 may be plural and arranged at intervals on the inner panel 11.

Correspondingly, the outer plate 12 may be provided with a concave-convex structure for guiding the deformation tendency of the frame rail 1 when the vehicle is crashed, such as Z-shaped, W-shaped or M-shaped.

In some embodiments, to facilitate assembly of the frame rail 1 and adjacent components, the frame rail 1 may also include a front end piece and a rear end piece, as viewed along the length of the vehicle body, wherein the front end piece is located between the vehicle bumper beam assembly 2 and the rear end piece, which is the same shape as compared to the rail 1 formed of the inner panel 11 and the outer panel 12, and will not be described again.

Because the anti-collision beam assembly 2 and the frame longitudinal beam 1 of the disclosed frame assembly of this example have strong overall crashworthiness, for the consideration of reducing the dead weight of the automobile, the two ends of the auxiliary frame 3 of the automobile can be Y-shaped structures, as shown in FIG. 1, compared with the existing auxiliary frame of the automobile, the arrangement of the longitudinal arm structure in the direction from the head to the tail is reduced, and the light-weight requirement of the whole automobile is more beneficial to being realized.

The embodiment of the utility model also discloses an automobile which comprises the frame assembly according to the embodiment, so that the automobile has the characteristics of high crashworthiness and high maintenance economy index, and the automobile can comprise a fuel automobile and an electric automobile.

Compared with the prior art, the utility model has the following beneficial effects:

The foregoing is merely illustrative of the present utility model, and the present utility model is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present utility model should be included in the present utility model. Accordingly, the scope of the utility model should be assessed as that of the appended claims.

Claims

1. The utility model provides a frame subassembly, its characterized in that includes car crashproof roof beam assembly (2), car sub vehicle frame (3) and sets up car crashproof roof beam assembly (2) with frame longeron (1) between car sub vehicle frame (3), crashproof roof beam assembly (2) including be used for absorbing low-speed collision load girder (21), with first energy-absorbing piece (22) that are connected for further absorbing low-speed collision load and set up first energy-absorbing piece (22) with second energy-absorbing piece (23) that are used for absorbing high-speed collision load between frame longeron (1), cavity (13) and preformed hole (14) that are used for the assembly that are used for transmitting collision load are seted up to frame longeron (1).

2. The frame assembly of claim 1, wherein the impact beam assembly (2) further comprises a first connection member (24), the first connection member (24) being connected between the first energy absorbing member (22) and the second energy absorbing member (23).

3. The frame assembly according to claim 2, wherein the impact beam assembly (2) further comprises a second connection member (25), the second connection member (25) being connected between the first connection member (24) and the second energy absorbing member (23).

4. A frame assembly according to claim 3, wherein the impact beam assembly (2) further comprises a third connecting member (26), the number of second connecting members (25) being two, the third connecting member (26) being connected between two of the second connecting members (25).

5. The frame assembly according to claim 1, wherein the frame rail (1) comprises an inner plate (11) and an outer plate (12) for connection with the inner plate (11), the cavity (13) is arranged between the inner plate (11) and the outer plate (12), and the preformed hole (14) is formed in the side surfaces of the inner plate (11) and the outer plate (12).

6. The frame assembly according to claim 5, wherein the inner panel (11) comprises a main body section for connection with the second energy absorbing member (23) and an extension section extending from one end of the main body section for connection with a cowl cross member of a vehicle, the main body section and the extension section having an obtuse or a flat angle.

7. The frame assembly of claim 6, wherein the longitudinal cross-sectional dimension of the extension section is progressively larger along its extension direction and is greater than the longitudinal cross-sectional dimension of the main body section.

8. Frame assembly according to claim 7, wherein the body section has a guide (111) for guiding the longitudinal beam (1) to a predetermined deformation in the event of a collision.

9. The frame assembly according to claim 1, wherein the automotive subframe (3) has a Y-shaped structure for weight reduction, which is symmetrically arranged at both ends of the automotive subframe (3).

10. An automobile comprising a frame assembly according to any one of claims 1 to 9.