CN111391923A - Rear longitudinal beam assembly for vehicle and design method thereof - Google Patents
Rear longitudinal beam assembly for vehicle and design method thereof Download PDFInfo
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- CN111391923A CN111391923A CN202010255295.2A CN202010255295A CN111391923A CN 111391923 A CN111391923 A CN 111391923A CN 202010255295 A CN202010255295 A CN 202010255295A CN 111391923 A CN111391923 A CN 111391923A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
- B62D21/155—Sub-frames or underguards
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Abstract
The invention provides a rear longitudinal beam assembly for a vehicle and a design method thereof, and relates to the field of vehicle bodies. The rear longitudinal beam assembly comprises a rear longitudinal beam body. The rear longitudinal beam body is of an integrally formed structure and comprises a plurality of first areas, at least one second area and a plurality of transition areas positioned between the two first areas or between the first areas and the second areas. The hardness of each of the plurality of first regions is greater than a first threshold value, and the hardness is used for improving the safety of the vehicle. The hardness of the at least one second area is smaller than a second threshold value, the second threshold value does not exceed the first threshold value, and the second threshold value is used for absorbing the collapse energy generated when the part is collided. The length of the plurality of transition regions is greater than a third threshold to facilitate rolling the part. The thickness of the end faces of the two sides of each transition area is the same as that of the end face of the first area or the second area connected with the transition area, and the thickness of each transition area is gradually changed. The rear longitudinal beam body provided by the scheme of the invention is not uniform in thickness and is integrally formed.
Description
Technical Field
The invention relates to the field of vehicle bodies, in particular to a rear longitudinal beam assembly for a vehicle and a design method thereof.
Background
Current longeron assembly structure is mostly the thermoforming structure of equal thickness behind the lightweight to reinforcing plate in the inside welding cold forming of longeron body behind, in order to guarantee sufficient intensity. One end of the rear longitudinal beam body is often made into a soft area in order to meet the requirement of energy absorption for rear safety collision, the soft area and the hard area can be realized by a single equal-thickness thermal forming longitudinal beam through different heat treatments at different positions, and two steel plates with different thicknesses and different strengths can be welded together through laser (a TWB structure for short). The size of the inner reinforcing plate of the rear longitudinal beam assembly structure is usually longer, multiple sets of large-scale dies are needed to be designed to realize punch forming, the inner reinforcing plate and the longitudinal beam are connected together to need a large number of spot welding, the welding beat is reduced while the welding tool is increased, the difficulty of dimensional tolerance control is increased, and importantly, the light weight level of the structure cannot meet the light weight requirement of the existing whole automobile, especially the light weight requirement of an electric automobile. In addition, if a TWB structure is added at the rear part of the rear longitudinal beam to realize collision energy absorption, a series of working procedures such as cutting, welding and the like need to be added, the cost is greatly improved, meanwhile, the excessive laser welding seams influence the surface quality and the performance uniformity of stamping, and the abrupt change of the thickness also influences the transmission of force flow and reduces the fatigue performance of the longitudinal beam.
Disclosure of Invention
One object of the present invention is to provide a rear longitudinal beam body with different thickness and integrated molding, so as to reduce the manufacturing process and improve the manufacturing quality.
It is a further object of the present invention to provide a rear rail assembly that is lightweight and reduces manufacturing costs.
In particular, the present invention provides a rear rail assembly for a vehicle comprising:
the rear longitudinal beam body is of an integrally formed structure and comprises a plurality of first areas, at least one second area and a plurality of transition areas positioned between the two first areas or between the first areas and the second areas;
the hardness of each of the first areas is greater than a first threshold value, and the first areas are used for improving the safety of the vehicle;
the hardness of at least one second area is less than a second threshold value which does not exceed the first threshold value and is used for absorbing the collapse energy generated when the part is collided;
the length of a plurality of said transition regions is greater than a third threshold value to facilitate rolling the part;
the thickness of the end faces of the two sides of each transition area is the same as that of the end face of the first area or the second area connected with the transition area, and the thickness of each transition area is gradually changed.
Optionally, the rear side member assembly for a vehicle further comprises:
the front inner reinforcing plate of the rear longitudinal beam and the rear inner reinforcing plate of the rear longitudinal beam are welded on the rear longitudinal beam body and are formed by punching cold forming plates.
Optionally, the rear longitudinal beam front inner reinforcing plate is provided with a rear subframe front mounting point for mounting the rear subframe;
the rear inner reinforcing plate of the rear longitudinal beam is provided with a rear auxiliary frame rear mounting point for mounting a rear auxiliary frame.
Optionally, the rear side member body is manufactured by thermoforming, and the second region is manufactured by controlling a cooling rate in a mold during manufacturing so that the hardness thereof is less than the second threshold value.
Optionally, the rear inner rail reinforcement plate is welded to adjacent ends of a group of the first and second connected regions.
Optionally, the rear longitudinal beam front inner reinforcing plate and the rear longitudinal beam rear inner reinforcing plate are respectively located near two ends of the rear longitudinal beam body, and distances between the rear longitudinal beam front inner reinforcing plate and the rear longitudinal beam rear inner reinforcing plate relative to the middle of the rear longitudinal beam body are substantially the same.
Optionally, the rear longitudinal beam assembly is configured such that the thicknesses of an overlapping area of the rear longitudinal beam body and the rear longitudinal beam front inner reinforcing plate after welding and an overlapping area of the rear longitudinal beam body and the rear longitudinal beam rear inner reinforcing plate after welding are respectively 1.6 to 3 times of the thickness of other areas on the rear longitudinal beam body.
Optionally, at least a partial region of the rear side rail body is different in thickness.
Optionally, the number of the first regions is five, and the first regions are respectively a first region, a second region, a third region, a fourth region and a fifth region;
the number of the second areas is one, and the second areas are sixth areas;
the number of the transition areas is five, and the transition areas are respectively a first transition area, a second transition area, a third transition area, a fourth transition area and a fifth transition area;
the first transition region is located between the first region and the second region, the second transition region is located between the second region and the third region, the third transition region is located between the third region and the fourth region, the fourth transition region is located between the fourth region and the fifth region, and the fifth transition region is located between the fifth region and the sixth region.
In particular, the present invention also provides a design method for a rear side member assembly of a vehicle, for designing the rear side member assembly, comprising:
identifying performance requirements for different locations of the rear rail assembly;
dividing the area into a plurality of first areas, at least one second area and a plurality of transition areas positioned between two first areas or between the first areas and the second areas according to the performance requirements of different positions;
designing and optimizing a non-uniform thickness scheme, and determining the thicknesses of the first area, the second area and the transition area;
substituting the thickness values of the first region, the second region and the transition region into a finite element collision model of the vehicle for performance checking;
and judging whether the performance meets the requirements, if so, designing and curing, and if not, re-designing and optimizing the unequal thickness scheme.
According to the scheme of the invention, the rear longitudinal beam body adopts an integrally formed structure, the working procedures of cutting, welding and the like are not needed, and the surface of a finished product is smooth and uniform. The rear longitudinal beam body comprises a plurality of first areas, at least one second area and a plurality of transition areas positioned between the two first areas or between the first areas and the second areas, the hardness of the first areas is higher than that of the second areas, the first areas are used for improving the safety of a vehicle, the second areas absorb the collapse energy generated when parts collide, and the requirements on the strength, the rigidity and the durability of the rear longitudinal beam assembly in the actual operation of the vehicle are met.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic structural view of a rear rail body according to one embodiment of the present invention;
FIG. 2 is a schematic structural view of a rear rail assembly according to one embodiment of the present invention;
FIG. 3 is a schematic structural view of a rear side rail front inner gusset in accordance with an embodiment of the present invention;
FIG. 4 is a schematic structural view of a rear inner gusset of a rear side rail according to an embodiment of the present invention;
FIG. 5 is a block flow diagram of a method of designing a rear rail assembly in accordance with an embodiment of the present invention.
Detailed Description
Fig. 1 is a schematic structural view of a rear side rail body 10 according to an embodiment of the invention. FIG. 2 is a schematic structural view of a rear rail assembly according to one embodiment of the present invention. As shown in fig. 1 and 2, the present invention provides a rear side member assembly for a vehicle, including a rear side member body 10. The rear side member body 10 is an integrally formed structure including a plurality of first regions 11, at least one first region 12, and a plurality of transition regions 13 located between two first regions 11 or between a first region 11 and a first region 12. The hardness of each of the plurality of first regions 11 is greater than a first threshold value for improving the safety of the vehicle. The hardness of at least one first region 12 is less than a second threshold, which does not exceed the first threshold, for absorbing the crush energy generated upon impact of the part. The length of the plurality of transition areas 13 is greater than a third threshold value to facilitate rolling the part. The thickness of the end faces of the two sides of each transition region 13 is the same as that of the end face of the first region 11 or the first region 12 connected with the transition region, and the thickness of each transition region 13 is gradually changed.
According to the scheme of the embodiment, the rear longitudinal beam body 10 is of an integrally formed structure, processes such as cutting and welding are not needed, and the surface of a finished product is smooth and uniform. The rear longitudinal beam body 10 comprises a plurality of first areas 11, at least one first area 12 and a plurality of transition areas 13 located between two first areas 11 or between the first areas 11 and the first areas 12, the hardness of the first areas 11 is greater than that of the first areas 12, the first areas 11 are used for improving the safety of a vehicle, and the first areas 12 absorb the collapse energy generated when parts collide, so that the requirements on the strength, the rigidity and the durability of a rear longitudinal beam assembly in the actual operation of the vehicle are met.
In a preferred embodiment, the rear side member body 10 is in a stepped structure, and the thickness of each first region 11 is different to meet the requirements of different strengths at different positions, so as to achieve the optimal distribution of weight, and the rear side member front inner reinforcement plate 20 and the rear side member rear inner reinforcement plate 30 are integrated or shortened to achieve the reduction of weight and the reduction of weight while ensuring good strength, rigidity and durability.
In one embodiment, the third threshold is 20mm, which can be satisfied when the length of the transition region 13 is greater than 20 mm.
Optionally, the rear longitudinal beam body 10 is manufactured by thermoforming, the material thickness of the rear longitudinal beam body is different at different positions, and transition areas 13 in gradual transition are formed between different material thicknesses. Wherein the first region 11 may be referred to as a hard region, the first region 12 may be referred to as a soft region, and the first region 12 may form the soft region by different cooling rates within the production mold. Laser welding in the prior art is eliminated in the connection mode of the first area 11 and the first area 12, and the first area 12 and the first area are integrally formed, so that the production cost is reduced, the condition that the thickness of the first area 12 changes suddenly is avoided, the energy absorption capacity of the first area 12 in collision can be ensured, and the fatigue durability is improved.
Fig. 3 is a schematic structural view of the rear side member front inner gusset 20 according to one embodiment of the present invention. Fig. 4 is a structural view of the rear inner gusset 30 of the rear side member according to one embodiment of the present invention. As shown in fig. 2 to 4, the rear side member assembly further includes a rear side member front inner reinforcement plate 20 and a rear side member rear inner reinforcement plate 30, which are welded to the rear side member body 10 and are each formed by cold-forming a plate by stamping. As shown in fig. 3, the rear side member front inner reinforcement plate 20 is provided with a rear sub-frame front mounting point 21 for mounting the rear sub-frame. As shown in fig. 4, the rear side member rear inner reinforcement plate 30 is provided with a rear sub-frame rear mounting point 31 for mounting the rear sub-frame. In a preferred embodiment, the thickness of the rear longitudinal beam front inner reinforcing plate 20 is 1.9mm, the length of the rear longitudinal beam front inner reinforcing plate is 303mm, the thickness of the longitudinal beam rear inner reinforcing plate is 1.7mm, the length of the longitudinal beam rear inner reinforcing plate is 160mm, and the lengths of the rear longitudinal beam front inner reinforcing plate and the longitudinal beam rear inner reinforcing plate are shorter than those of the rear longitudinal beam front inner reinforcing plate 20 and the longitudinal beam rear inner reinforcing plate in the prior art, so that the number of welding spots is greatly reduced, the welding quality is easier to control.
Alternatively, the rear side member body 10 is manufactured by thermoforming, and the first region 12 is formed by controlling the cooling rate in the mold during the manufacturing process so that the hardness thereof is less than the second threshold value.
Optionally, the rear side rail rear inner reinforcement plate 30 is welded to the adjacent ends of a group of connected first regions 11 and 12.
As shown in fig. 2, the rear side member front inner gusset 20 and the rear side member rear inner gusset 30 are respectively located near both ends of the rear side member body 10, and the distances of the rear side member front inner gusset 20 and the rear side member rear inner gusset 30 with respect to the middle portion of the rear side member body 10 are substantially the same.
Preferably, in one embodiment, the rear side member body 10 is provided with a rear side member body rear sub-frame front mounting point position corresponding to the rear sub-frame front mounting point 21 on the rear side member front inner reinforcement plate 20 and a rear side member body rear sub-frame rear mounting point position corresponding to the rear sub-frame rear mounting point 31 on the rear side member rear inner reinforcement plate 30, the rear side member front inner reinforcement plate 20 is welded to the rear side member body 10 rear sub-frame front mounting point position, and the rear side member rear inner reinforcement plate 30 is welded to the rear side member body 10 rear sub-frame rear mounting point position, so that the rear side member assembly can have sufficient dynamic and static rigidity and fatigue durability.
Alternatively, the rear side member assembly is configured such that the thickness of the overlapping region of the rear side member body 10 and the rear side member front inner reinforcement plate 20 after welding and the overlapping region of the rear side member body 10 and the rear side member rear inner reinforcement plate 30 after welding is 1.6 to 3 times the thickness of the other region on the rear side member body 10. Preferably, in one embodiment, the thickness of the overlapping region of the rear side member body 10 and the rear side member front inner reinforcement plate 20 after welding and the thickness of the overlapping region of the rear side member body 10 and the rear side member rear inner reinforcement plate 30 after welding are 1.6 times of the thickness of other regions on the rear side member body 10, so that the rigidity requirement can be satisfied, and the weight can be reduced. In another embodiment, the thickness of the overlapping region of the rear side member body 10 and the rear side member front inner reinforcement plate 20 after welding and the thickness of the overlapping region of the rear side member body 10 and the rear side member rear inner reinforcement plate 30 after welding are 3 times of the thickness of other regions on the rear side member body 10, so that the rigidity requirement can be well met, but the weight is increased, and the light weight cannot be realized. In other embodiments, the thickness of each of the overlapping region where the rear side member body 10 and the rear side member front inner reinforcement plate 20 are welded and the overlapping region where the rear side member body 10 and the rear side member rear inner reinforcement plate 30 are welded may be any value of 1.6 to 3 times the thickness of the other region of the rear side member body 10.
Optionally, the thickness of at least a partial region of the rear side member body 10 is different. The thickness of each region of the rear side member body 10 is designed according to different requirements of different regions. For example, when a region is subjected to a large force, the thickness of the region is correspondingly large to meet the strength and rigidity requirements. When a region is subjected to relatively small forces, the thickness of the region is correspondingly relatively small to reduce weight.
As shown in fig. 1 and 4, optionally, in one embodiment, the number of the first regions 11 is five, namely, a first region 111, a second region 112, a third region 113, a fourth region 114, and a fifth region 115. Preferably, the first, second, third, fourth and fifth zones 111, 112, 113, 114 and 115 have thicknesses of 1.5mm, 1.8mm, 1.5mm, 2.2mm and 1.8mm, respectively. The number of the first regions 12 is one, and is a sixth region. Preferably, the thickness of the sixth zone is 1.8 mm. The number of transition regions 13 is five, being a first transition region 131, a second transition region 132, a third transition region 133, a fourth transition region 134 and a fifth transition region 135, respectively. A first transition zone 131 is located between first zone 111 and second zone 112, a second transition zone 132 is located between second zone 112 and third zone 113, a third transition zone 133 is located between third zone 113 and fourth zone 114, a fourth transition zone 134 is located between fourth zone 114 and fifth zone 115, and a fifth transition zone 135 is located between fifth zone 115 and sixth zone. The first region 111 and the sixth region are both ends of the rear side rail body 10. The first, second, third, fourth and fifth zones 111, 112, 113, 114 and 115 are hard zones for safety of collision and ensuring a sufficient safety space in the passenger compartment, the sixth zone is a soft zone for energy absorption of collision collapse, the first, second, third and fourth transition zones 131, 132, 133 and 134 are general thermoforming zones, and the fifth transition zone 135 is a soft-hard transition zone treated by a special heat treatment process. In the embodiment, the light weight is very good, the weight of the rear longitudinal beam assembly is only 8.3kg, and the weight is reduced by at least 11.7% compared with the prior art.
FIG. 5 is a block flow diagram of a method of designing a rear rail assembly in accordance with an embodiment of the present invention. As shown in fig. 5, the present invention also provides a method for designing a rear side member assembly for a vehicle, including:
s1: identifying performance requirements for different positions of the rear longitudinal beam assembly;
s2: dividing the area into a plurality of first areas 11, at least one first area 12 and a plurality of transition areas 13 between two first areas 11 or between a first area 11 and a first area 12 according to the performance requirements of different positions;
s3: designing and optimizing a non-uniform thickness scheme, and determining the thicknesses of the first area 11, the first area 12 and the transition area 13;
s4: substituting the thickness values of the first region 11, the first region 12 and the transition region 13 into a finite element collision model of the vehicle for performance check;
s5: judging whether the performance meets the requirements;
s60: if the requirements are met, curing is designed.
And if the performance does not meet the requirement, re-designing and optimizing the unequal thickness scheme. Among these, the performance requirements for the rear rail assembly mainly include strength, rigidity, and durability.
The design of the unequal thickness scheme in this embodiment requires following principle:
1. areas of equal strength but different thickness follow the same principle of strength.
2. Areas with the same rigidity requirement but different thicknesses follow the principle that the strength is not reduced or the strength is increased to be below 15 percent and the overall thickness is not reduced, so that the performance is prevented from being excessive, and the weight can be reduced while the rigidity performance is ensured by adding the reinforcing plate.
3. Energy absorption requires that areas of equal but different thickness follow the same principle of energy absorption in impact.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.
Claims (10)
1. A rear rail assembly for a vehicle, comprising:
the rear longitudinal beam body is of an integrally formed structure and comprises a plurality of first areas, at least one second area and a plurality of transition areas positioned between the two first areas or between the first areas and the second areas;
the hardness of each of the first areas is greater than a first threshold value, and the first areas are used for improving the safety of the vehicle;
the hardness of at least one second area is less than a second threshold value which does not exceed the first threshold value and is used for absorbing the collapse energy generated when the part is collided;
the length of a plurality of said transition regions is greater than a third threshold value to facilitate rolling the part;
the thickness of the end faces of the two sides of each transition area is the same as that of the end face of the first area or the second area connected with the transition area, and the thickness of each transition area is gradually changed.
2. The rear rail assembly of claim 1, further comprising:
the front inner reinforcing plate of the rear longitudinal beam and the rear inner reinforcing plate of the rear longitudinal beam are welded on the rear longitudinal beam body and are formed by punching cold forming plates.
3. The rear side rail assembly of claim 2, wherein the rear side rail front inner reinforcement panel is provided with a rear sub-frame front mounting point for mounting a rear sub-frame;
the rear inner reinforcing plate of the rear longitudinal beam is provided with a rear auxiliary frame rear mounting point for mounting the rear auxiliary frame.
4. The rear side rail assembly of claim 3, wherein the rear side rail body is manufactured by thermoforming, and the second region is manufactured by controlling a cooling rate in a mold during manufacturing such that the hardness thereof is less than the second threshold value.
5. The rear rail assembly of claim 4, wherein the rear rail rear inner gusset is welded to adjacent ends of a group of the joined first and second regions.
6. The rear rail assembly of claim 5, wherein the rear rail front inner gusset and the rear rail rear inner gusset are located near both ends of the rear rail body, respectively, and the distances of the rear rail front inner gusset and the rear rail rear inner gusset relative to a middle portion of the rear rail body are approximately the same.
7. The rear side rail assembly according to claim 6, wherein the rear side rail assembly is configured such that an overlapping area of the rear side rail body and the rear side rail front inner gusset after welding and an overlapping area of the rear side rail body and the rear side rail rear inner gusset after welding each have a thickness 1.6 to 3 times a thickness of other areas on the rear side rail body.
8. The rear rail assembly of claim 7, wherein at least some regions of the rear rail body are of different thicknesses.
9. The rear rail assembly of any of claims 1-8, wherein the first zones are five in number, being a first zone, a second zone, a third zone, a fourth zone, and a fifth zone, respectively;
the number of the second areas is one, and the second areas are sixth areas;
the number of the transition areas is five, and the transition areas are respectively a first transition area, a second transition area, a third transition area, a fourth transition area and a fifth transition area;
the first transition region is located between the first region and the second region, the second transition region is located between the second region and the third region, the third transition region is located between the third region and the fourth region, the fourth transition region is located between the fourth region and the fifth region, and the fifth transition region is located between the fifth region and the sixth region.
10. A design method for a rear side member assembly for a vehicle, for designing the rear side member assembly according to any one of claims 1 to 9, comprising:
identifying performance requirements for different locations of the rear rail assembly;
dividing the area into a plurality of first areas, at least one second area and a plurality of transition areas positioned between two first areas or between the first areas and the second areas according to the performance requirements of different positions;
designing and optimizing a non-uniform thickness scheme, and determining the thicknesses of the first area, the second area and the transition area;
substituting the thickness values of the first region, the second region and the transition region into a finite element collision model of the vehicle for performance checking;
and judging whether the performance meets the requirements, if so, designing and curing, and if not, re-designing and optimizing the unequal thickness scheme.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010255295.2A CN111391923A (en) | 2020-04-02 | 2020-04-02 | Rear longitudinal beam assembly for vehicle and design method thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010255295.2A CN111391923A (en) | 2020-04-02 | 2020-04-02 | Rear longitudinal beam assembly for vehicle and design method thereof |
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| CN111391923A true CN111391923A (en) | 2020-07-10 |
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| CN202010255295.2A Pending CN111391923A (en) | 2020-04-02 | 2020-04-02 | Rear longitudinal beam assembly for vehicle and design method thereof |
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| DE102012221193A1 (en) * | 2012-11-20 | 2014-05-22 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle body designed for a low overlap collision |
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