CN220180935U - Front longitudinal beam assembly and automobile body - Google Patents
Front longitudinal beam assembly and automobile body Download PDFInfo
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- CN220180935U CN220180935U CN202321477022.8U CN202321477022U CN220180935U CN 220180935 U CN220180935 U CN 220180935U CN 202321477022 U CN202321477022 U CN 202321477022U CN 220180935 U CN220180935 U CN 220180935U
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- front longitudinal
- longitudinal beam
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- assembly
- concave
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- 230000003014 reinforcing effect Effects 0.000 claims description 10
- 230000002787 reinforcement Effects 0.000 claims description 6
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 4
- 229910052782 aluminium Inorganic materials 0.000 claims description 4
- 238000005266 casting Methods 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 238000005452 bending Methods 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 1
- 239000004411 aluminium Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
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- Body Structure For Vehicles (AREA)
Abstract
The utility model discloses a front longitudinal beam assembly and an automobile body, which comprise a front longitudinal beam and a connecting piece, wherein a cavity is formed in the front longitudinal beam, a plurality of concave parts which are sunken towards the direction of the cavity are formed in the front longitudinal beam, the plurality of concave parts are arranged along the extending direction of the front longitudinal beam, and at least two concave parts are respectively arranged on two opposite sides of the front longitudinal beam in a first direction; the connecting piece is fixedly connected with one end of the front longitudinal beam, and at least two concave parts are arranged in a staggered mode in the first direction. By the aid of the scheme, the capability of the front longitudinal beam assembly for absorbing energy generated during collision is improved, and accordingly safety of a passenger cabin is improved.
Description
Technical Field
The utility model relates to the technical field of display, in particular to a front longitudinal beam assembly and an automobile body.
Background
With the rapid development of automobiles, the requirements for vehicle safety are also becoming more stringent. For the existing electric vehicle, the Chinese new vehicle evaluation rule (C-NCAP for short) and the Chinese insurance automobile safety index (C-IASI for short) have new requirements on the collision safety of the automobile.
When an automobile is subjected to a frontal collision, the front side member assembly structure of the automobile body is first subjected to an impact, which is liable to cause intrusion of the front cabin structure of the automobile body, the speed reducer, and the like into the passenger cabin, and therefore the ability of the front side member assembly to absorb collision energy is of great importance.
Disclosure of Invention
The utility model mainly solves the technical problem of providing a front longitudinal beam assembly and an automobile body, and improves the capability of the front longitudinal beam assembly for generating energy during collision absorption.
In order to solve the technical problems, the utility model adopts a technical scheme that: the front longitudinal beam assembly comprises a front longitudinal beam and a connecting piece, wherein a cavity is formed in the front longitudinal beam, a plurality of concave parts which are sunken towards the direction of the cavity are formed in the front longitudinal beam, the concave parts are arranged along the extending direction of the front longitudinal beam, and at least two concave parts are respectively arranged on two opposite sides of the front longitudinal beam in the first direction; the connecting piece is fixedly connected with one end of the front longitudinal beam, and at least two concave parts are arranged in a staggered mode in the first direction.
Preferably, a plurality of the concave portions are alternately provided in turn on opposite sides of the front side member in the extending direction of the front side member.
Preferably, the front side member includes a front side member inner panel and a front side member outer panel, the front side member inner panel includes two first end portions and a first protruding portion located between the two first end portions, the first protruding portion protrudes in a direction away from the front side member outer panel, the first end portions are fixedly connected with the front side member outer panel, and the cavity is formed between the front side member inner panel and the front side member outer panel.
Preferably, the recess includes a first recess, a second recess, and a third recess that are arranged in this order, the first recess and the third recess being both located on the front side rail outer panel, and the second recess being located on the protruding portion of the front side rail inner panel.
Preferably, the connecting piece is an integral aluminum casting connecting piece, and comprises a first connecting part and a second connecting part, wherein the first connecting part is connected with the front longitudinal beam; the second connecting portion is used for connecting a dash panel assembly of the vehicle.
Preferably, the first connecting portion is located on a side of the front side member inner panel away from the front side member outer panel, the first connecting portion includes two second end portions and a second protruding portion located between the two second end portions, the second protruding portion protrudes in a direction away from the front side member outer panel, the second end portion is fixedly connected with the first end portion, and the second protruding portion is fixedly connected with the first protruding portion.
Preferably, the front side rail assembly further comprises a first bolt and a first fastening nut; the first bolt sequentially passes through the front longitudinal outer plate, the first end part and the second end part, the first fastening nut is in threaded connection with the first bolt, and the first fastening nut abuts against one side of the second end part, which is away from the first end part.
Preferably, the front side rail assembly further comprises a second bolt and a second fastening nut; the second bolt passes through the first protruding part and the second protruding part, the second fastening nut is in threaded connection with the second bolt, and the second fastening nut abuts against one side, away from the first protruding part, of the second protruding part.
Preferably, the second connecting portion is integrally connected with the first connecting portion, a reinforcing rib is arranged between the first connecting portion and the second connecting portion, and two ends of the reinforcing rib are fixedly connected with the first connecting portion and the second connecting portion respectively.
In order to solve the technical problems, the utility model adopts another technical scheme that: the utility model provides an automobile body, includes dash board assembly and front wheel cover assembly, dash board assembly includes preceding enclose front cross member and dash board reinforcing plate, still includes the front longitudinal beam assembly of arbitrary embodiment, preceding enclose front cross member with dash board reinforcing plate all with connecting piece fixed connection, front wheel cover assembly with front longitudinal beam fixed connection.
The beneficial effects of the utility model are as follows: compared with the prior art, the front longitudinal beam of the front longitudinal beam assembly is provided with the plurality of concave parts recessed in the front longitudinal beam, when an automobile is impacted in the front, the position of the front longitudinal beam with the concave parts can be bent and deformed in the concave direction to absorb impact caused by the impact, and as the at least two concave parts are opposite in concave direction and the concave parts opposite in concave direction are arranged in a staggered manner, the front longitudinal beam is bent into a plurality of sections, and the bending directions of the at least two sections are opposite to form a fold line deformation structure, the deformation structure is stable, and the impact can be better absorbed in the deformation process; the front longitudinal beam transmits residual impact to the connecting piece while deforming and transmits the residual impact to other parts of the vehicle body through the connecting piece, so that the intrusion amount of the vehicle body structure to the passenger cabin during collision is reduced, the effect of improving the integrity of the passenger cabin is achieved, and the safety of passengers in the vehicle is ensured.
Drawings
FIG. 1 is a schematic structural view of an embodiment of a front rail assembly of the present utility model;
FIG. 2 is a bottom view of FIG. 1 of the present utility model;
FIG. 3 is a schematic view of an embodiment of a connector of the present utility model;
FIG. 4 is a schematic view of an embodiment of a connector according to the present utility model at another angle;
fig. 5 is a schematic partial structure of an embodiment of the automobile body of the present utility model.
Detailed Description
In order to make the objects, technical solutions and effects of the present utility model clearer and more specific, the present utility model will be described in further detail below with reference to the accompanying drawings and examples. 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 based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
Referring to fig. 1 and 2, fig. 1 is a schematic structural view of an embodiment of a front side member assembly according to the present utility model, and fig. 2 is a bottom view of fig. 1 according to the present utility model. In one embodiment of the present utility model, the front side member assembly 10 includes a front side member 1 and a connecting member 2, wherein a cavity 1a is provided in the front side member 1, a plurality of concave portions 11 recessed toward the cavity 1a are provided in the front side member 1, the plurality of concave portions 11 are arranged along an extending direction (X direction in the drawing) of the front side member 1, and at least two concave portions 11 are respectively provided on opposite sides of the front side member 1 in a first direction (Y direction in the drawing); the connecting member 2 is fixedly connected to one end of the front side member 1, and at least two concave portions 11 are arranged offset in the first direction (Y direction in the drawing).
The hollow cavity 1a in the front side member 1 reduces the weight of the front side member 1 and has a good capability of absorbing impact, and the front side member 1 of the present utility model is provided with a plurality of concave portions 11 concave toward the inside of the front side member 1, when the automobile is impacted in the front direction, the position of the front side member 1 with the concave portions 11 is bent and deformed toward the concave direction before the other positions of the front side member 1 to absorb the impact caused by the impact. Because the directions of the depressions of at least two concave parts 11 are opposite, and the concave parts 11 with opposite depressions are arranged in a staggered way, namely the concave parts 11 with opposite depressions are not aligned in the first direction (Y direction in the figure), the front longitudinal beam 1 is bent into a plurality of sections after being impacted, and the bending directions of at least two sections are opposite, a fold line deformation structure is formed, the deformation structure is stable, and the impact can be better absorbed in the deformation process; the connecting piece 2 is connected at the rear end of the front longitudinal beam 1, namely, one end close to the passenger cabin, and the front longitudinal beam 1 transmits residual impact to the connecting piece 2 while deforming and transmits the residual impact to other parts of the vehicle body through the connecting piece 2, so that the intrusion amount of the vehicle body structure to the passenger cabin during collision is reduced, the effect of improving the integrity of the passenger cabin is achieved, and the safety of passengers in the vehicle is ensured.
Alternatively, in the present embodiment, a plurality of the concave portions 11 are alternately provided in order on opposite sides of the front side member 1 in the extending direction (X direction in the drawing) of the front side member 1, specifically, the number of concave portions 11 is three, and the three concave portions 11 divide the front side member 1 into four segments. The arrangement makes the front longitudinal beam 1 easy to dent in three concave parts 11 after being impacted, thus being bent into four sections, and forming a fold line deformation structure similar to a W shape after being compressed, and the deformation structure is stable and can better absorb the impact in the deformation process. In other embodiments, only part of the concave portions 11 may be staggered on opposite sides of the front side member 1, with part of the concave portions 11 being located on the same side of the front side member 1.
Specifically, referring to fig. 1, in the present embodiment, the front side member 1 includes a front side member inner panel 12 and a front side member outer panel 13, the front side member inner panel 12 includes two first end portions 121 and a first projecting portion 122 located between the two first end portions 121, the first projecting portion 122 projecting in a direction away from the front side member outer panel 13, the first end portions 121 are fixedly connected to the front side member outer panel 13, and a cavity 1a is formed between the front side member inner panel 12 and the front side member outer panel 13. As can be seen from fig. 1, the cross section of the front side rail inner panel 12 in the extending direction is in a "figure" shape, the front side rail outer panel 13 is in a flat plate structure, and a cavity 1a is formed between the first projecting portion 122 and the front side rail outer panel 13 after the first end portion 121 and the front side rail outer panel 13 are spot-welded.
With continued reference to fig. 2, along the extending direction (X direction in the drawing) of the front side member 1, the three concave portions 11 include a first concave portion 111, a second concave portion 112, and a third concave portion 113 that are arranged in this order, the first concave portion 112 and the third concave portion 113 being located on the front side member outer panel 13, and the second concave portion 112 being located on the first convex portion 122 of the front side member inner panel 12. In the extending direction of the front side member 1, the three concave portions 11 are a first concave portion 111 located on the side of the front side member outer plate 13 away from the joint 2, a second concave portion 112 located in the middle of the front side member inner plate 12, and a third concave portion 113 located on the side of the front side member outer plate 13 closer to the joint 2 in this order.
Alternatively, with continued reference to fig. 1, the connecting member 2 is an integral aluminum cast connecting member, and the connecting member 2 includes a first connecting portion 21 and a second connecting portion 22, the first connecting portion 21 connecting the front side member 1; the second connecting portion 22 is for connecting a dash panel assembly of a vehicle. Because connecting piece 2 is the aluminium foundry goods of integration, on the one hand reduced the weight of connecting piece, easy to assemble, on the other hand can be well with the impact force transmission of front longitudinal beam 1 to other structures of car automobile body on the other hand, the impact force is effectively decomposed to improve the security in passenger cabin.
Specifically, referring to fig. 3 in conjunction with fig. 1, fig. 3 is a schematic structural view of an embodiment of the connector of the present utility model. As shown in fig. 1, the first connecting portion 21 is located on a side of the front side rail inner panel 12 facing away from the front side rail outer panel 13, and as shown in fig. 3, the first connecting portion 21 includes two second end portions 211 and a second protruding portion 212 located between the two second end portions 211, and as shown in fig. 1, the second protruding portion 212 protrudes in a direction away from the front side rail outer panel 13, the second end portion 211 is fixedly connected with the first end portion 121, and the second protruding portion 212 is fixedly connected with the first protruding portion 122. The cross section of the first connecting portion 21 in the extending direction of the front side member 1 is similar to the front side member 1, and is shaped like a Chinese character 'ji', and preferably, the first connecting portion 21 is attached to the front side member inner panel 12, wherein the second end portion 211 is attached to the first end portion 121, and the second protruding portion 212 is attached to the second end portion 122. So that the connection of the connecting member 2 to the front side member 1 is more stable.
Optionally, with continued reference to fig. 1, the front rail assembly 10 further includes a first bolt (not shown) and a first fastening nut 3; the first bolt sequentially passes through the front longitudinal outer plate 13, the first end 121 and the second end 211, the first fastening nut 3 is in threaded connection with the first bolt, and the first fastening nut 3 abuts against one side of the second end 211, which is away from the first end 121. The connecting piece 2, the front longitudinal beam inner plate 12 and the front longitudinal beam outer plate 13 are pressed and fixed together through the first bolt and the first fastening nut 3, so that the connection stability is improved, and the assembly is convenient.
Optionally, the front rail assembly 10 further includes a second bolt and a second fastening nut (not shown); the second bolt passes through the first protruding part 122 and the second protruding part 212, the second fastening nut is in threaded connection with the second bolt, and the second fastening nut abuts against one side of the second protruding part 212, which is away from the first protruding part 122. The connecting member 2 and the second projection 212 of the front side rail inner panel 12 are fixedly connected by a second bolt and a second fastening nut. Optionally, a third bolt and a third fastening nut (not shown) may be further included, the third bolt and the third fastening nut are screwed together, and the third fastening nut abuts against the side of the front rail outer panel 13 facing away from the connecting member 2. The connecting member 2 and the front side rail outer panel 12 are fixedly connected by a third bolt and a third fastening nut. To further fix the front side member 1 and the link 2.
Optionally, with continued reference to fig. 1 and 3, the second connecting portion 22 is integrally connected with the first connecting portion 21, a reinforcing rib 23 is disposed between the first connecting portion 21 and the second connecting portion 22, and two ends of the reinforcing rib 23 are fixedly connected with the first connecting portion 21 and the second connecting portion 22 respectively. Since the first connecting portion 21 and the second connecting portion 22 are respectively used for connection with the front side member 1 and the front cross member of the vehicle body, the strength of the first connecting portion 21 and the second connecting portion 22 is increased by providing a plurality of reinforcing ribs 23 therebetween.
Referring to fig. 4, fig. 4 is a schematic view of a connector according to another embodiment of the present utility model. The connecting piece 2 further comprises a third connecting part 23, a fourth connecting part 24 and a fifth connecting part 25, wherein the third connecting part 23 and the fourth connecting part 24 are connected into a whole, and a reinforcing rib 23 is also arranged between the third connecting part 23 and the fourth connecting part 24. The third connecting portion 23 is for connecting the dash panel reinforcement panel, and the fourth connecting portion 24 is for connecting the front floor panel. The fifth connection portion 25 is for connecting to the bottom of the a-pillar inner panel assembly 50.
Referring to fig. 5, fig. 5 is a partial schematic structural view of an embodiment of the automobile body of the present utility model, and fig. 5 mainly shows a front cabin structure in the automobile body. The automotive body includes the front side rail assembly 10 of any of the above embodiments, and further includes a dash panel assembly 20, a front wheel cover assembly 30, a side rail (shotgun) assembly 40, and an a-pillar inner panel assembly 50.
The top of the front longitudinal beam assembly 10 is welded with the bottom of the front wheel cover assembly 30, and the upper longitudinal beam assembly 40 extends forward in an arc shape to the front of the front longitudinal beam 1 and is connected with the front longitudinal beam 1; the upper rail assembly 40 is positioned like a nose on both sides of the vehicle body, and this structure absorbs energy while reducing intrusion of the passenger compartment in the event of an offset collision of the vehicle.
The dash panel assembly 20 includes a dash cross-member 201 and a dash panel reinforcement panel 202, both of the dash cross-member 201 and the dash panel reinforcement panel 202 are fixedly connected with the connecting member 2, specifically, the dash cross-member 201 is riveted with the second connecting portion 22 by SPR rivets, and the dash panel reinforcement panel 202 is riveted with the third connecting portion 23 by SPR rivets.
In this case, when a frontal collision occurs in a vehicle, the front side member 1 absorbs an impact caused by the collision by stable deformation of the multi-stage bending, and as shown by an arrow in fig. 5, the front side member 1 breaks down the collision force to each part of the vehicle body by the following 3 paths: a first path: is transmitted from the front side member 1 to the vehicle body outside via the connecting member 2 up to a rocker (not shown in the figure); second path: the front longitudinal beam 1 is transmitted to the A-pillar inner plate assembly 50 through the rear section of the front longitudinal beam outer plate 12 and the connecting piece 2 in an inclined way; third path: the front side member 1 is transmitted to the front cross member 201 via the connecting member 2 to the vehicle body inside, and then to the tunnel in the vehicle body. The impact force is decomposed through 3 paths, so that the intrusion amount of the passenger cabin in the front collision is reduced, the effect of improving the integrity of the passenger cabin is achieved, and the safety of passengers in the vehicle is ensured.
The foregoing is only the embodiments of the present utility model, and therefore, the patent scope of the utility model is not limited thereto, and all equivalent structures or equivalent processes using the descriptions of the present utility model and the accompanying drawings, or direct or indirect application in other related technical fields, are included in the scope of the utility model.
Claims (10)
1. A front rail assembly for a vehicle, comprising:
the front longitudinal beam is provided with a cavity, a plurality of concave parts which are sunken towards the cavity direction are arranged on the front longitudinal beam, the concave parts are arranged along the extending direction of the front longitudinal beam, at least two concave parts are respectively arranged on two opposite sides of the front longitudinal beam in the first direction, and at least two concave parts are arranged in a staggered manner along the first direction;
and the connecting piece is fixedly connected with one end of the front longitudinal beam.
2. The front rail assembly of claim 1, wherein,
the plurality of concave portions are alternately arranged in turn on opposite sides of the front side member in the extending direction of the front side member.
3. The front rail assembly of claim 1 or 2, wherein,
the front longitudinal includes front longitudinal inner panel and front longitudinal planking, the front longitudinal inner panel includes two first tip and is located two first bulge between the first tip, first bulge is to keeping away from the direction protrusion of front longitudinal planking, first tip with front longitudinal planking fixed connection, front longitudinal inner panel with form between the front longitudinal planking the cavity.
4. The front rail assembly of claim 3, wherein,
the concave parts comprise a first concave part, a second concave part and a third concave part which are sequentially arranged, wherein the first concave part and the third concave part are positioned on the front longitudinal outer plate, and the second concave part is positioned on the first convex part of the front longitudinal inner plate.
5. The front rail assembly of claim 3, wherein,
the connecting piece is an integral aluminum casting connecting piece and comprises a first connecting part and a second connecting part; the first connecting part is connected with the front longitudinal beam; the second connecting portion is used for connecting a dash panel assembly of the vehicle.
6. The front rail assembly of claim 5, wherein,
the first connecting portion is located the front longitudinal inner panel deviates from the one side of front longitudinal planking, the first connecting portion includes two second ends and is located two second bulge between the second end, the second bulge is to keeping away from the direction protrusion of front longitudinal planking, the second end with first end fixed connection, the second bulge with first bulge fixed connection.
7. The front rail assembly of claim 6, further comprising a first bolt and a first fastening nut;
the first bolt sequentially passes through the front longitudinal outer plate, the first end part and the second end part, the first fastening nut is in threaded connection with the first bolt, and the first fastening nut abuts against one side of the second end part, which is away from the first end part.
8. The front rail assembly of claim 6, further comprising a second bolt and a second fastening nut;
the second bolt passes through the first protruding part and the second protruding part, the second fastening nut is in threaded connection with the second bolt, and the second fastening nut abuts against one side, away from the first protruding part, of the second protruding part.
9. The front rail assembly of claim 5, wherein,
the second connecting portion is connected with the first connecting portion into a whole, a reinforcing rib is arranged between the first connecting portion and the second connecting portion, and two ends of the reinforcing rib are fixedly connected with the first connecting portion and the second connecting portion respectively.
10. An automotive body comprising a dash panel assembly and a front wheel cover assembly, wherein the dash panel assembly comprises a dash front cross member and a dash panel reinforcement panel;
the automobile body further comprises the front longitudinal beam assembly according to any one of claims 1 to 9, the front surrounding front cross member and the dash panel reinforcement plate are fixedly connected with the connecting member, and the front wheel cover assembly is fixedly connected with the front longitudinal beam.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321477022.8U CN220180935U (en) | 2023-06-09 | 2023-06-09 | Front longitudinal beam assembly and automobile body |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321477022.8U CN220180935U (en) | 2023-06-09 | 2023-06-09 | Front longitudinal beam assembly and automobile body |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220180935U true CN220180935U (en) | 2023-12-15 |
Family
ID=89102486
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321477022.8U Active CN220180935U (en) | 2023-06-09 | 2023-06-09 | Front longitudinal beam assembly and automobile body |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220180935U (en) |
-
2023
- 2023-06-09 CN CN202321477022.8U patent/CN220180935U/en active Active
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