Automobile longitudinal beam connection structure, automobile longitudinal beam structure using the same, and automobile

Abstract

The present invention relates to the field of automobile body design, and discloses an automobile longitudinal beam connection structure, an automobile longitudinal beam structure using the same, and an automobile. The automobile longitudinal beam connection structure comprises a first connection body, the first connection body comprises a first end portion for fixedly connecting with a front longitudinal beam of an automobile and a second end portion for fixedly connecting with a door sill beam of an automobile, wherein the connection body has a smooth curved surface formed from the first end portion to the second end portion for dispersing and transmitting the force on the front longitudinal beam to the door sill beam. The automobile longitudinal beam connection structure of the present invention can improve the anti-collision capability of an automobile after being applied to the connection of automobile longitudinal beams.

Description

Technical Field

[0001] The invention relates to the field of automobile body design, and in particular to an automobile longitudinal beam connection structure, an automobile longitudinal beam structure using the same, and an automobile. Background Art

[0002] How to improve the safety of passengers in cars and reduce accident injuries has always been an eternal theme in the development of automobiles. Among them, head-on collisions between cars are the most common and cause the greatest harm to passengers.

[0003] However, most of the existing traditional automobile longitudinal beams in China are still welded with high-strength steel. Although the production technology of high-strength steel is more mature and the cost is lower, the automobile longitudinal beams welded with high-strength steel, on the one hand, can directly affect the overall weight of the automobile due to the heavy weight of the steel, which does not meet the lightweight design requirements of the automobile. Even if lightweight materials are used, the strength and collision resistance of the automobile longitudinal beam structure are directly reduced; on the other hand, the welded steel will have different degrees of hardening, softening or brittleness at the welding point, which further reduces the strength and collision resistance of the automobile longitudinal beam, thereby causing the automobile to easily increase the damage to passengers when an accident occurs.

[0004] In view of the shortcomings of the prior art, technicians in this field are in urgent need of seeking an automobile longitudinal beam connection structure, which can improve the anti-collision ability of the automobile after being applied to the connection of the automobile longitudinal beam, so as to make up for the shortcomings of the prior art. Summary of the invention

[0005] The invention provides an automobile longitudinal beam connection structure, which can improve the anti-collision ability of the automobile after being applied to the connection of the automobile longitudinal beams.

[0006] The automobile longitudinal beam connection structure according to the present invention comprises a first connection body, the first connection body comprising a first end portion for fixedly connecting to the front longitudinal beam of the automobile and a second end portion for fixedly connecting to the door sill beam of the automobile, wherein the first connection body has a smooth curved surface formed from the first end portion to the second end portion for dispersing and transmitting the force on the front longitudinal beam to the door sill beam.

[0007] Furthermore, the curved surface structure is in the shape of a wavy curved surface when the automobile longitudinal beam connection structure is viewed from the front, and in the shape of a wavy curve when the automobile longitudinal beam connection structure is viewed from the top.

[0008] Furthermore, the first end includes a first connecting plate for fixedly connecting to the outer side wall of the front longitudinal beam, and the second end includes a second connecting plate for fixedly connecting to the top wall of the door sill beam and a third connecting plate connected to the second connecting plate and for fixedly connecting to the inner side wall of the door sill beam.

[0009] Furthermore, the vehicle longitudinal beam connection structure further includes a second connection body. The second connection body includes a third end for fixedly connecting with the front longitudinal beam. The third end includes a fourth connecting plate for fixedly connecting with the inner side wall of the front longitudinal beam and a fifth connecting plate connected to the fourth connecting plate and for fixedly connecting with the top wall of the front longitudinal beam. The fifth connecting plate is detachably connected to the first connecting plate.

[0010] Furthermore, rib structures are formed on the side wall surface of the first connection body opposite to the second connection body and / or on the side wall surface of the second connection body opposite to the first connection body, and the rib structures are arranged in an interlaced manner.

[0011] The present invention also proposes a vehicle longitudinal beam structure, which includes longitudinal beam assemblies symmetrically arranged on the left and right sides of the vehicle and a front panel cross beam connecting the two longitudinal beam assemblies. Among them, each longitudinal beam assembly includes a front longitudinal beam, a sill beam, and the above-mentioned vehicle longitudinal beam connection structure connecting the front longitudinal beam and the sill beam. The second connection body of the vehicle longitudinal beam connection structure further includes a fourth connection end for fixedly connecting with the front panel cross beam, and both ends of the front panel cross beam are fixedly connected to the first connection body respectively.

[0012] Furthermore, the shape of the transverse cross section of the front longitudinal beam is configured as a "day" shape, and crush ribs are formed on the outer wall surface of one end of the front longitudinal beam close to the vehicle longitudinal beam connection structure.

[0013] Furthermore, the shape of the transverse cross section of the sill beam is configured by splicing a plurality of polygons.

[0014] Furthermore, the vehicle longitudinal beam structure further includes a front panel, and the front panel is fixedly connected to the front panel cross beam, the first connection body, and the second connection body at the same time; the vehicle longitudinal beam structure further includes a connection reinforcement plate fixedly connected to the first connection body and the sill beam at the same time.

[0015] The present invention also proposes a vehicle, which includes the above-mentioned vehicle longitudinal beam structure.

[0016] Compared with the prior art, the vehicle longitudinal beam connection structure of the present invention has the following advantages:

[0017] 1) By fixedly connecting the front longitudinal beam and the sill beam through the vehicle longitudinal beam connection structure of the present invention, the welding connection method in the prior art is effectively avoided, so that the vehicle longitudinal beam structure can avoid problems such as hardening, softening or embrittlement at the welding joints, and further makes the integration of the vehicle longitudinal beam structure higher, the dimensional accuracy better, and the structure more reliable;

[0018] 2) When the front longitudinal beam collides and generates collision force, the force on the front longitudinal beam can be transmitted to the door sill beam through the first end, the curved surface and the second end in sequence, and because the curved surface is a smooth torsion curved surface, it can effectively disperse the force in multiple directions, thereby effectively improving the anti-collision ability of the automobile longitudinal beam structure;

[0019] 3) Due to its good anti-collision ability, the automobile longitudinal beam structure using the automobile longitudinal beam connection structure of the present invention can be made of lightweight materials, thereby reducing the overall weight of the automobile longitudinal beam, meeting the lightweight design requirements of the automobile. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for the specific embodiments or the description of the prior art. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn according to the actual scale.

[0021] Figure 1 A schematic structural diagram of a longitudinal beam connection structure for an automobile according to the present invention;

[0022] Figure 2 for Figure 1 A schematic structural diagram of the first connecting body shown;

[0023] Figure 3 for Figure 1 A schematic structural diagram of a second connection body shown;

[0024] Figure 4 is an oblique schematic diagram of a longitudinal beam structure of an automobile according to the present invention;

[0025] Figure 5 for Figure 4 An exploded schematic diagram of a longitudinal beam structure of a vehicle is shown;

[0026] Figure 6 for Figure 4 A schematic top view of a longitudinal beam structure of an automobile shown;

[0027] Figure 7 for Figure 4 A schematic cross-sectional view of a sill beam is shown;

[0028] Figure 8 for Figure 4 Schematic diagram of the structure of the front panel shown. DETAILED DESCRIPTION

[0029] The following embodiments of the technical solution of the present invention are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and are therefore only used as examples, and cannot be used to limit the protection scope of the present invention.

[0030] Figure 1 The structure of the automobile longitudinal beam connection structure 100 according to the present invention is shown. Figure 4 The structure of the automobile longitudinal beam structure 200 according to the present invention is shown, which includes the automobile longitudinal beam connection structure 100. Figure 1 , Figure 2 as well as Figure 4 As shown, the automobile longitudinal beam connection structure 100 includes a first connection body 1, and the first connection body 1 includes a first end 11 for fixedly connecting to the front longitudinal beam 41 of the automobile and a second end 12 for fixedly connecting to the door sill beam 42 of the automobile. The first connection body 1 has a smooth curved surface 13 formed from the first end 11 to the second end 12 for dispersing and transmitting the force on the front longitudinal beam 41 to the door sill beam 42.

[0031] When the automobile longitudinal beam connection structure 100 of the present invention is applied to the connection of automobile longitudinal beam structures, Figure 4 As shown, the first end portion 11 is fixedly connected to the front longitudinal beam 41 by a fixing member (such as a bolt, an FDS screw, etc.), and the second end portion 12 is fixedly connected to the door sill beam 42 by a fixing member (such as a bolt, an FDS screw, etc.), so that the connection entity formed by the smooth curved surface 13 forms a transition section connecting the front longitudinal beam 41 and the door sill beam 42. In this way, on the one hand, the front longitudinal beam 41 and the door sill beam 42 are fixedly connected by the first connecting body 1, which effectively avoids the welding connection method in the prior art, so that the automobile longitudinal beam structure using the automobile longitudinal beam connection structure 100 of the present invention can avoid the phenomenon of hardening, softening or embrittlement at the welding point, thereby making the automobile longitudinal beam structure more integrated, with better dimensional accuracy and more reliable structure; on the other hand, when the front longitudinal beam 41 collides and generates a collision force, the force on the front longitudinal beam 41 can be transmitted to the door sill beam 42 through the first end 11, the curved surface 13 and the second end 12 in sequence, and because the curved surface 13 is a smooth torsion curved surface, it can effectively disperse the force in multiple directions, thereby reducing the effect of the force on the automobile longitudinal beam connection structure 100, thereby effectively improving the anti-collision ability of the automobile longitudinal beam structure; in addition, due to its good anti-collision ability, the automobile longitudinal beam structure can also be made of lightweight materials, such as aluminum alloy, thereby reducing the overall weight of the automobile longitudinal beam, meeting the lightweight design requirements of the automobile.

[0032] In such Figure 1In the preferred embodiment shown, the curved surface 13 may be configured to be a wavy curved surface in the front view of the automobile longitudinal beam connection structure 100, and may be a wavy curve in the top view of the automobile longitudinal beam connection structure 100. Figure 6 As shown, Figure 6 The A direction shown is set as the X direction, the B direction is set as the Y direction, and the direction perpendicular to the plane where the X direction and the Y direction are located is the Z direction (i.e., the direction perpendicular to the paper surface), wherein the main view state is the view state perpendicular to the XZ plane, and the top view state is the view state perpendicular to the XY plane. In this way, the automobile longitudinal beam connection structure 100 of the present invention can be formed as a two-way torsion structure in space, that is, the projection on the XY plane and the XZ plane can be approximated as an S-shaped smoothly connected curve. Through this setting, after the front longitudinal beam 41 collides, the approximately S-shaped two-way torsion structure can effectively ensure the force transmission route, and at the same time, the S-shaped two-way torsion structure can disperse the force in multiple directions in space, thereby better improving the anti-collision ability of the automobile longitudinal beam structure using the automobile longitudinal beam connection structure 100.

[0033] In such Figure 2 In the preferred embodiment shown, combined with Figure 4 As shown, the first end 11 may include a first connecting plate 111 for fixedly connecting with the outer side wall of the front longitudinal beam 41, and the second end 12 may include a second connecting plate 121 for fixedly connecting with the top wall of the door sill beam 42 and a third connecting plate 122 connected to the second connecting plate 121 and for fixedly connecting with the inner side wall of the door sill beam 42. Through this arrangement, the first connecting plate 111 has a fixed surface that fits with the outer side wall of the front longitudinal beam 41, so that after it is fixedly connected with the outer side wall of the front longitudinal beam 41 by a fixing member (such as a bolt, an FDS screw, etc.), the stability and strength of the fixing of the two can be improved; the second connecting plate 121 and the third connecting plate 122 respectively have a fixed surface that fits with the door sill beam 42, so that after it is fixedly connected with the outer side wall of the front longitudinal beam 41 by a fixing member (such as a bolt, an FDS screw, etc.), not only the stability and strength of the fixing of the two can be improved, but also the force can be more quickly transmitted and dispersed to the door sill beam 42, thereby further improving the anti-collision ability of the automobile longitudinal beam structure.

[0034] In such Figure 1 In the preferred embodiment shown, the automobile longitudinal beam connection structure 100 may further include a second connection body 2, Figure 3 and Figure 4As shown, the second connection body 2 may include a third end 21 for fixedly connecting with the front longitudinal beam 41, and the third end 21 may include a fourth connection plate 211 for fixedly connecting with the inner side wall of the front longitudinal beam 41 and a fifth connection plate 212 connected with the fourth connection plate 211 and for fixedly connecting with the top wall of the front longitudinal beam 41, and the fifth connection plate 212 is detachably connected with the first connection plate 111. After the first connection plate 111 is connected with the fifth connection plate 212, the first end 11 and the third end 21 may form a square-shaped connection cavity, which can be fitted and fixed with the outer wall surface of the front longitudinal beam 41. In this way, not only can the connection strength between the automobile longitudinal beam connection structure 100 and the front longitudinal beam 41 be improved, but also when the front longitudinal beam 41 is seriously collided, the front longitudinal beam 41 can slide and buffer along the square-shaped connection cavity, so that not only a certain buffering effect can be achieved, but also damage to the automobile longitudinal beam connection structure 100 or the threshold beam 42 can be avoided.

[0035] In a preferred embodiment, the side wall surface of the first connecting body 1 opposite to the second connecting body 2 and / or the side wall surface of the second connecting body 2 opposite to the first connecting body 1 may be formed with rib structures 3 (such as Figure 1 As shown). The interlaced rib structure 3 can be constructed in a honeycomb shape. This arrangement can not only effectively improve the ability of the first connection body 1 and / or the second connection body 2 to resist deformation, but also, when the front longitudinal beam 41 collides, the force generated by the front longitudinal beam 41 can be dispersed and transmitted in multiple dimensions through the honeycomb rib structure 3, thereby reducing the amount of crushing, enhancing the rigidity of the automobile longitudinal beam structure, and protecting the safety of the occupants.

[0036] Figures 4 to 6 FIG4 shows an automobile longitudinal beam structure 200 according to the present invention. As shown in FIG4, the automobile longitudinal beam structure 200 includes longitudinal beam components 4 symmetrically arranged on the left and right sides of the automobile and a front wall cross beam 5 connecting the two longitudinal beam components 4. Each longitudinal beam component 4 includes a front longitudinal beam 41, a door sill beam 42, and the above-mentioned automobile longitudinal beam connection structure 100 connecting the front longitudinal beam 41 and the door sill beam 42. Figure 3 As shown, the second connection body 2 of the automobile longitudinal beam connection structure 100 may further include a fourth connection end 22 for fixedly connecting to the dash panel cross beam 5, and both ends of the dash panel cross beam 5 are respectively fixedly connected to the first connection body 1. Figure 2As shown, preferably, both ends of the front bulkhead crossbeam 5 are fixedly connected to the third connecting plate 122 of the first connecting body 1 respectively. According to the above, by connecting the front longitudinal beam 41 and the sill beam 42 through the vehicle longitudinal beam connection structure 100, the force from the front longitudinal beam 41 can be effectively dispersed and transmitted, thereby effectively improving the anti-collision ability of the vehicle longitudinal beam structure 200. The vehicle longitudinal beam structure 200 of the present invention also fixedly connects both ends of the front bulkhead crossbeam 5 to the first connecting body 1 respectively, that is, fixedly connected to the third connecting plate 122 of the first connecting body 1 through fixing parts (such as FDS screws). In this way, when a collision force is generated when the front longitudinal beam 41 collides, the force on the front longitudinal beam 41 can also be dispersed and transmitted to the front bulkhead crossbeam 5 through the first connecting body 1, thereby further improving the anti-collision ability of the vehicle longitudinal beam structure 200.

[0037] In a preferred embodiment, the shape of the transverse cross-section of the front longitudinal beam 41 can be configured as a "day" shape, and a crush rib 411 can be formed on the outer wall surface of one end of the front longitudinal beam 41 close to the vehicle longitudinal beam connection structure 100 (as Figure 6 shown). The "day" shape can be understood as having a transverse reinforcing rib 412 extending along its length direction formed in the cavity of the front longitudinal beam 41 (as Figure 5 shown); the crush rib 411 can be understood as a buffer groove formed on the outer wall surface of the front longitudinal beam 41. Through this setting, the continuous reinforcing rib 412 structure can, while ensuring the structural strength of the front longitudinal beam 41, effectively reduce the wall thickness of the front longitudinal beam 41, thereby further reducing the self-weight of the front longitudinal beam 41. And the crush rib 411 can play a certain buffering role when the front longitudinal beam 41 collides.

[0038] In the preferred embodiment as Figure 7 shown, the shape of the transverse cross-section of the sill beam 42 can be configured as being composed of a plurality of polygons assembled together. Being composed of a plurality of polygons assembled together can be understood as having reinforcing ribs 421 extending along its length direction and intersecting and connecting with each other formed in the cavity of the sill beam 42. Through this setting, the continuous reinforcing rib 421 structure can, while ensuring the structural strength of the sill beam 42, also reduce the wall thickness of the sill beam 42, thereby further reducing the self-weight of the sill beam 42.

[0039] Certainly, having a transverse reinforcing rib 412 formed in the cavity of the front longitudinal beam 41 and having reinforcing ribs 421 intersecting and connecting with each other formed in the cavity of the sill beam 42 also makes the overall strength of the front longitudinal beam 41 lower than that of the sill beam 42. In this way, when the front longitudinal beam 41 collides, the force on the front longitudinal beam 41 can be quickly transmitted to the sill beam 42 and can be better dispersed on the sill beam 42 without causing damage to the sill beam 42.

[0040] In the case as Figure 4In the preferred embodiment shown, the automobile longitudinal beam structure 200 may further include a dash panel 6, which is fixedly connected to the dash panel cross beam 5, the first connection body 1 and the second connection body 2; the automobile longitudinal beam structure 200 may further include a connection reinforcement plate 7 which is fixedly connected to the first connection body 1 and the threshold beam 42. This arrangement not only makes the overall structure of the automobile longitudinal beam structure 200 more compact and integrated, but also improves the connection strength between each other, thereby further improving the reliability of the automobile longitudinal beam structure 200.

[0041] In such Figure 8 In the preferred embodiment shown, the dash panel 6 may include a dash panel body 61, a front wheel cover plate 62, and a steering column mounting plate 63 that are fixedly connected to each other, and the dash panel body 61, the front wheel cover plate 62, and the steering column mounting plate 63 may be fixedly connected to each other via rivets. The dash panel body 61 and the steering column mounting plate 63 may be fixedly connected to the dash panel cross beam 5 via SPR rivets, and the front wheel cover plate 62 may be fixedly connected to the second connection body 2 via a fixing member.

[0042] The present invention also proposes an automobile, comprising the automobile longitudinal beam structure 200. As can be seen from the above, the automobile using the automobile longitudinal beam structure 200 can have better anti-collision ability, and at the same time, the automobile can meet the design requirements of lightweight. It should be noted that the automobile may include a fuel automobile, an electric automobile, etc. Specifically, it may be a hatchback, a sedan, a pickup truck, an SUV, an MPV, a van or an off-road vehicle, etc.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be included in the scope of the claims and specification of the present invention. In particular, as long as there is no structural conflict, the various technical features mentioned in each embodiment can be combined in any way. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. An automobile longitudinal beam connection structure, characterized in that: The invention comprises a first connecting body, wherein the first connecting body comprises a first end portion for being fixedly connected to a front longitudinal beam of an automobile and a second end portion for being fixedly connected to a door sill beam of an automobile, wherein the first connecting body has a smooth curved surface structure formed from the first end portion to the second end portion for dispersing and transmitting the force on the front longitudinal beam to the door sill beam, The curved surface structure is in the shape of a wavy curved surface when the automobile longitudinal beam connection structure is viewed from the front, and in the shape of a wavy curve when the automobile longitudinal beam connection structure is viewed from the top. The curved surface structure is formed into a smooth twisted curved surface, The first end portion includes a first connecting plate for fixedly connecting to the outer side wall of the front longitudinal beam, the second end portion includes a second connecting plate for fixedly connecting to the top wall of the sill beam and a third connecting plate connected to the second connecting plate and for fixedly connecting to the inner side wall of the sill beam, The automobile longitudinal beam connection structure further includes a second connection body, the second connection body includes a third end portion for fixedly connecting to the front longitudinal beam, the third end portion includes a fourth connection plate for fixedly connecting to the inner side wall of the front longitudinal beam and a fifth connection plate connected to the fourth connection plate and for fixedly connecting to the top wall of the front longitudinal beam, the fifth connection plate is detachably connected to the first connection plate, A rib structure arranged alternately with each other is formed on a side wall surface of the first connecting body opposite to the second connecting body and / or a side wall surface of the second connecting body opposite to the first connecting body.

2. An automobile longitudinal beam structure, characterized in that: It includes longitudinal beam assemblies symmetrically arranged on the left and right sides of the automobile and a front panel cross beam connecting the two longitudinal beam assemblies, wherein each of the longitudinal beam assemblies includes a front longitudinal beam, a door sill beam, and an automobile longitudinal beam connection structure according to claim 1 that connects the front longitudinal beam and the door sill beam, the second connection body of the automobile longitudinal beam connection structure also includes a fourth connection end for fixed connection to the front panel cross beam, and the two ends of the front panel cross beam are respectively fixedly connected to the first connection body.

3. The automobile longitudinal beam structure according to claim 2, characterized in that: The transverse cross section of the front longitudinal beam is in a shape of a Japanese character, and a crushing rib is formed on an outer wall surface of one end of the front longitudinal beam close to the automobile longitudinal beam connecting structure.

4. The automobile longitudinal beam structure according to claim 2 or 3, characterized in that: The shape of the transverse cross section of the door sill beam is composed of a plurality of polygons.

5. The automobile longitudinal beam structure according to claim 2 or 3, characterized in that: The automobile longitudinal beam structure also includes a dash panel, which is fixed to the dash panel cross beam, the first connecting body and the second connecting body at the same time; the automobile longitudinal beam structure also includes a connecting reinforcement plate which is fixedly connected to the first connecting body and the threshold beam at the same time.

6. A car, characterized in that: The vehicle longitudinal beam structure comprises the vehicle longitudinal beam structure according to any one of claims 2 to 5.

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