CN212149016U - Auxiliary frame front end structure and vehicle - Google Patents

Abstract

The utility model provides an auxiliary frame front end structure and vehicle, wherein auxiliary frame front end structure includes energy-absorbing box and triangular supports structure, and its symmetrical arrangement is in auxiliary frame both sides.

Description

Auxiliary frame front end structure and vehicle

Technical Field

The present invention relates to a sub-frame front end structure, and more particularly, to a sub-frame front end structure for a small-area overlapping front offset collision and a vehicle equipped with the same.

Background

With the continuous upgrading of automobile market consumption in modern society, the automobile safety gradually becomes an important factor influencing the automobile purchasing of consumers. Meanwhile, the SOF (Small overhead front blast, 25% Overlap Frontal offset collision) working condition gradually becomes an important working condition for evaluating the passive safety of the automobile, and the SOF working condition puts more strict requirements on the design of the passive safety of the automobile.

Under the SOF condition, the collision speed is set to 64km/h, the collision barrier is set to be a rigid barrier, and the overlap ratio between the barrier and the vehicle is set to 25% of the full width of the vehicle. Under the setting, the overlapping rate between the crushing energy-absorbing components such as the crashproof beam, the energy-absorbing box and the longitudinal beam which are designed by the traditional automobile safety and the barrier is small, and the crushing energy-absorbing components can not be effectively crushed, absorb the collision energy and reduce the collision strength. This can result in the collision barrier directly impacting the vehicle passenger compartment, resulting in severe deformation of the passenger compartment and a greater risk of injury to occupants within the vehicle.

SUMMERY OF THE UTILITY MODEL

According to the problem that exists among the above-mentioned prior art, the utility model discloses sub vehicle frame front end structure has been redesigned to the SOF operating mode. Under SOF conditions, the structure transfers frontal longitudinal crash loads to the secondary compartment rail, while some of the loads are converted to lateral crash loads. According to the utility model discloses a structure make full use of prior art's automobile body structural design to coordinate positive rigid wall collision and positive 40% biasing collision operating mode performance, make the energy-absorbing box fully absorb the collision energy, reduce collision strength, thereby avoid the direct striking passenger cabin of barrier, driver and crew's safety in the protection car then.

According to the utility model discloses an aspect provides an auxiliary frame front end structure, wherein auxiliary frame front end structure includes energy-absorbing box and triangular supports structure, and its symmetrical arrangement is in auxiliary frame both sides.

According to the utility model discloses an additional or additional embodiment sub vehicle frame front end structure, wherein sub vehicle frame front end structure the crash box is connected with sub vehicle frame front anticollision roof beam, and sets up the triangular supports structure and the sub vehicle frame longeron of crash box rear end are connected.

According to the utility model discloses an additional or additional embodiment sub vehicle frame front end structure, wherein sub vehicle frame front end structure the energy-absorbing box is made by aluminum alloy material and inside is provided with the reinforcing plate for absorb collision energy.

According to another or additional embodiment of the present invention, the subframe front end structure, wherein the energy-absorbing box cross-section of the subframe front end structure is rectangular and the reinforcing plate is in an intermediate position.

According to the utility model discloses an additional or additional embodiment sub vehicle frame front end structure, wherein sub vehicle frame front end structure the energy-absorbing box is connected with sub vehicle frame front anticollision roof beam through cold metal transition welding CMT welding.

According to the utility model discloses an additional or additional embodiment sub vehicle frame front end structure, wherein sub vehicle frame front end structure the triangular support structure is made by the high strength steel and has arranged the lightening hole to guarantee structural strength and satisfy the lightweight requirement.

According to another or additional embodiment of the present invention the subframe front end structure, wherein the subframe front end structure the triangular support structure is connected to the subframe longitudinal beam by MIG welding.

According to the utility model discloses an additional or additional embodiment sub vehicle frame front end structure, wherein the energy-absorbing box with the triangular supports structure utilizes bolt and nut to connect through the end plate.

According to another or additional embodiment of the present invention, the subframe front end structure, wherein the subframe front end structure absorbs collision energy and improves an energy-absorbing force-transmitting structure of a collision load transmission path.

According to another aspect of the present invention, a vehicle is provided, wherein the vehicle is equipped with a subframe front end structure as described in the above.

Under the SOF operating mode, the utility model discloses a but sub vehicle frame front end structure fully absorbs collision energy, and guide collision load transmits to sub vehicle frame longeron, and turns into transverse collision load with longitudinal collision load part, increases vehicle lateral motion, makes the vehicle keep away from collision barrier to reduce collision strength, guarantee the structural integrity in passenger cabin, reduce the interior driver and crew damage risk of car.

The above features of the present invention will become more apparent from the following description and the accompanying drawings.

Drawings

The above and other objects and advantages of the present invention will be more fully apparent from the following detailed description taken in conjunction with the accompanying drawings, in which like or similar elements are designated with like reference numerals.

Fig. 1 shows a general schematic of a subframe front end structure according to the present invention.

Fig. 2 shows a schematic diagram of a front end structure of a subframe according to the present invention.

Fig. 3 specifically shows a schematic view of the crash box of the subframe front end structure.

Fig. 4 specifically shows a schematic view of the triangular support structure of the front end structure of the subframe.

FIG. 5 shows a cross-sectional view of the plane in which the crash box is connected to the triangular support structure.

Fig. 6 shows a schematic view of the triangular support structure of the subframe front end structure provided with lightening holes.

Fig. 7 shows a schematic diagram of the overall arrangement of the subframe front end structure and its surrounding parts according to the present invention.

Detailed Description

The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. The present invention may, however, be embodied in different forms and should not be construed as limited to the embodiments set forth herein. The embodiments described above are intended to be illustrative in all respects, all of the present disclosure being full and complete, so that the scope of the present invention may be more fully and accurately understood.

Terms such as "comprising", "including" and "having" mean that, in addition to having components that are directly and explicitly stated in the description and claims, the technical solution of the invention does not exclude other components that are not directly or explicitly stated.

Terms such as "first" and "second" do not denote an order of the elements or components in time, space, size, etc., but rather are used to distinguish one element or component from another.

According to the utility model discloses an auxiliary frame front end structure has designed triangular support structure based on limited space of arranging according to the relative position relation between collision barrier and the auxiliary frame longeron to be connected energy-absorbing box and auxiliary frame longeron. This increases the area of overlap of the crash barrier with the crash box in the longitudinal direction. The crash box is sufficiently crushed, and the collision energy is absorbed. And the structure improves a collision load transmission path, and when the load is transmitted to the auxiliary frame longitudinal beam, part of longitudinal load is converted into transverse load to drive the vehicle to increase transverse movement under the action of the transverse load and keep away from the collision barrier, so that the vehicle passes through one side of the barrier, and the direct collision of a passenger compartment on the barrier is avoided.

The strength of the energy absorption box is increased by arranging the longitudinal reinforcing ribs and arranging the reinforcing plates in the cavity. Under the same crushing state, the optimized energy absorption box fully absorbs the collision energy, and further relieves the collision strength.

The sub vehicle frame front end structure according to the present invention is fully described below with reference to the accompanying drawings.

Fig. 1 shows a general schematic of a subframe front end structure according to the present invention. As shown in fig. 1, the subframe is characterized by being provided with two frame front end structures 101 and 102. The frame front end structures 101 and 102 are symmetrically arranged on two sides of the auxiliary frame, and each of the frame front end structures comprises an energy absorption box and a triangular support structure. The specific structure of the frame front end structure 102 will be specifically described below as a specific example.

Fig. 2 shows a schematic diagram of a front end structure of a subframe according to the present invention. The front end structure of the frame is composed of an energy absorption box 201 and a triangular support structure 202.

Fig. 3 specifically shows a schematic view of the crash box 300 of the subframe front end structure. The transverse section of the energy absorption box is rectangular, and the geometric dimension of the energy absorption box is preferably 90mm in length, 45mm in height and 60mm in width. The front end face of the energy absorption box is attached to the vertical face of the auxiliary frame anti-collision beam and is connected with the anti-collision beam arranged in front of the energy absorption box in a cold metal transition welding (CMT) mode. The crash box is also provided with longitudinally disposed ribs and a reinforcement plate disposed within the cavity.

Fig. 4 specifically shows a schematic view of the triangular support structure of the front end structure of the subframe. Triangle bearing structure is formed by upper and lower two-layer punching press sheet metal component turn-ups welding, and its trilateral geometric dimensions is preferred as follows: side 401 is 400mm, side 402 is 220mm and side 403 is 200 mm. The front end of the triangular support structure is provided with a plane, the width of the plane is 70mm, and the height of the plane is 50mm, so that the plane is used for welding an end plate to connect the energy absorption box. On the plane, the energy absorption box and the triangular support structure are connected through end plates by bolts and nuts. The triangular support structure can be provided with lightening holes to meet the requirement of light weight.

FIG. 5 shows a cross-sectional view of the plane in which the crash box is connected to the triangular support structure. As shown in fig. 5, a reinforcing rib 501 and a reinforcing plate 502 and a bolt mounting hole 503 for connecting the energy absorption box and the triangular support structure are provided in the energy absorption box. Wherein the rib depth of the reinforcing ribs 501 is preferably 5mm, the reinforcing plate is preferably installed at the middle of the crash box, and the number of the bolt installation holes 503 is preferably 3.

Fig. 6 shows a schematic view of a triangular support structure 600 of the subframe front end structure provided with lightening holes. As shown in fig. 6, the triangular support structure is formed by welding and connecting an upper stamping metal plate and a lower stamping metal plate through flanges, the flanges are all 30mm, and three side lengths of the triangular lightening hole 601 of the lower metal plate are respectively 85mm, 100mm and 130 mm.

Fig. 7 shows a schematic diagram of the overall arrangement of the subframe front end structure and its surrounding parts according to the present invention. The figure includes a front end unit of a subframe consisting of an energy absorption box 701 and a triangular support structure 702, a subframe impact beam 703, a subframe longitudinal beam 704, and the like.

Under the SOF operating mode, according to the utility model discloses a sub vehicle frame front end structure can increase vehicle lateral motion, keeps away from the barrier, reduces collision strength to fully absorb collision energy. As described above, the crash box can be rectangular in transverse cross-section, with a length of up to 90mm, a height of up to 45mm, and a width of up to 60 mm. Three side lengths of the triangular support structure can reach 400mm, 220mm and 200mm respectively, and the energy absorption box and the collision barrier are completely overlapped in the longitudinal direction.

As the utility model discloses a preferred embodiment, the energy-absorbing box adopts aluminium alloy material, and the material trade mark is preferred 6082-T6, and the yield strength is preferred 328MPa, and thickness is preferred 2mm, and the preferred thickness of middle reinforcing plate is 2mm, and panel beating cross position thickness is preferred 3 mm. The triangular support structure preferably adopts high strength CR420, and the panel beating thickness is preferably 2.0 mm.

The front end of the triangular support structure is connected with the energy absorption box through three preferably M8 bolts (grade 8.8), and the rear end of the triangular support structure is connected with the side face of the auxiliary frame longitudinal beam through metal inert gas arc welding MIG welding.

Through the preferable selection of the materials, the thickness and the connection mode, the material can be fully crushed while the structural strength is ensured, and the collision energy is absorbed.

Under the SOF operating mode, according to the utility model discloses an overlap area between multiplicable sub vehicle frame energy-absorbing box of sub vehicle frame front end structure and the collision barrier, abundant conquassation, absorb collision energy, and transmit collision load guide to sub vehicle frame longeron, turn into horizontal effort with vertical collision load part simultaneously, increase vehicle transverse movement, make the vehicle keep away from the barrier, thereby reduce collision strength, with this direct striking of avoiding the barrier to the passenger cabin, and then reduce the deformation in passenger cabin, guarantee driver and crew's living space in the car.

For verifying the utility model provides a sub vehicle frame front end structure can increase vehicle lateral motion, keeps away from the barrier, reduces collision strength, has carried out the virtual analytical test of automobile auxiliary engineering CAE under the SOF operating mode to the vehicle of installing this sub vehicle frame front end device. The vehicle is set to hit the rigid barrier at 64km/h, with a 25% overlap of the full width of the vehicle set between the barrier and the vehicle. According to the analysis result, the transverse movement of the vehicle in the collision is increased, the vehicle is far away from the collision barrier, the passenger compartment of the vehicle is kept complete, and the deformation is small.

Simultaneously the utility model also discloses a vehicle, wherein the vehicle is including as in any embodiment above sub vehicle frame front end structure.

The above examples mainly illustrate the present invention in terms of an auxiliary frame front end structure and a vehicle. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made thereto without departing from the spirit and scope of the present invention as defined by the appended claims.

Claims (10)

1. The utility model provides a sub vehicle frame front end structure, its characterized in that, sub vehicle frame front end structure includes energy-absorbing box and triangular supports structure, and its symmetrical arrangement is in sub vehicle frame both sides.

2. The subframe front end structure of claim 1 wherein said crash boxes of said subframe front end structure are connected to a subframe front impact beam and a triangular support structure disposed at a rear end of said crash boxes is connected to a subframe longitudinal beam.

3. The subframe front end structure according to claim 2, wherein said crash box of said subframe front end structure is made of an aluminum alloy material and is internally provided with a reinforcing plate for absorbing collision energy.

4. The subframe front end structure of claim 3 wherein said crash boxes of said subframe front end structure are rectangular in cross-section and said reinforcement panel is in a neutral position.

5. The subframe front end structure of claim 4 wherein said crash boxes of said subframe front end structure are joined to a subframe front impact beam by cold metal transfer welding (CMT) welding.

6. The subframe front end structure according to claim 2, wherein the triangular support structure of the subframe front end structure is made of high-strength steel and is arranged with lightening holes to secure structural strength and satisfy a requirement for light weight.

7. The subframe front end structure of claim 6 wherein said triangular support structure of said subframe front end structure is joined to a subframe rail by MIG welding.

8. The subframe front end structure according to any one of claims 1 to 7, wherein said crash box and said triangular support structure are connected by an end plate using bolts and nuts.

9. The subframe front end structure of claim 8 wherein said subframe front end structure absorbs crash energy and improves the energy and force transfer structure of the crash load path.

10. A vehicle characterized in that the vehicle is provided with the subframe front end structure as recited in claim 9.

Images