A transverse structural force transmission system for handling oblique side pole impacts and automobiles

Abstract

This invention discloses a lateral structural force transmission system and automobile for dealing with oblique side pole collisions, belonging to the field of automotive safety technology. It includes a central tunnel crossbeam, both sides of which are fixedly connected to one end of the front seat rear crossbeam, and the other end of the front seat rear crossbeam is fixedly connected to the inner door sill. The two ends of the front seat rear crossbeam are configured with a variable cross-section structure, and the two ends of the front seat rear crossbeam extend vertically upward. The two ends of the front seat rear crossbeam are vertically overlapped with the inner door sill and the central tunnel crossbeam, respectively.

Description

Technical Field

[0001] This invention belongs to the field of automotive safety technology, specifically relating to a lateral structural force transmission system and an automobile for dealing with oblique side pole collisions. Background Technology

[0002] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art.

[0003] Currently, major global new car assessment regulations such as E-NCAP, A-NCAP, and C-NCAP have incorporated the 32km / h oblique side pole impact test into their evaluation criteria. This test has also been specifically designated as the ECE R135 pole impact regulation, and many domestic and international OEMs are increasingly emphasizing the development and design of this test. Unlike conventional side impact tests, this test involves a large barrier area that allows for significant deformation and energy absorption. The barrier in the 32km / h oblique side pole impact test is a rigid pole with a diameter of 254mm. The impact energy is more concentrated at a single point, placing extremely stringent requirements on the impact resistance of structures at that point, such as the door sill, upper A-pillar, B-pillar, the connection between the inner door sill and the seat crossbeam, and the connection between the seat crossbeam and the central tunnel crossbeam. Furthermore, because the gap between the occupant and the B-pillar and door panels is small in the side pole impact test, apart from the limited buffering provided by the side airbags, there is insufficient energy buffer space between the front occupant and the "hard" structure. This presents many challenges for the research and design of the oblique side pole impact test.

[0004] Due to the stringent characteristics described above, many vehicles currently in production and on sale were not designed for this condition, or their design strength is insufficient, resulting in limited protection for occupants. This poses numerous hidden safety hazards to consumers and the public. Existing vehicles lack stability in energy transfer during side pole impacts, failing to establish a proper force transmission path. This leads to severe deformation of localized vehicle structures, resulting in significant injuries to front-seat occupants, particularly to the shoulders, chest, and other upper limbs, during the impact. Summary of the Invention

[0005] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a lateral structural force transmission system and automobile for dealing with oblique side pole collisions. This device can effectively reduce the deformation of the vehicle body structure during oblique pole collisions, fully dissipate the energy during the collision process, and reduce the injury to the occupants.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0007] In a first aspect, the present invention provides a transverse structural force transmission system for dealing with oblique side column collisions, including a central channel crossbeam. Both sides of the central channel crossbeam are fixedly connected to one end of the rear crossbeam of the front seat, and the other end of the rear crossbeam of the front seat is fixedly connected to the inner sill. The two ends of the rear crossbeam of the front seat are configured as variable cross-section structures, and the two ends of the rear crossbeam of the front seat extend vertically upward. The two ends of the rear crossbeam of the front seat are respectively vertically overlapped with the inner sill and the central channel crossbeam.

[0008] As a further technical solution, the rear crossbeam of the front seat is fixedly connected to the rear crossbeam reinforcement plate, the rear crossbeam reinforcement plate is placed at the bottom of the rear crossbeam of the front seat, and the rear crossbeam reinforcement plate is also placed between the inner sill and the central channel crossbeam.

[0009] As a further technical solution, the two ends of the rear crossbeam reinforcing plate are configured as variable cross-section structures, and the two ends of the rear crossbeam reinforcing plate extend vertically upwards, and the two ends of the rear crossbeam reinforcing plate are respectively vertically overlapped with the inner sill and the central channel crossbeam.

[0010] As a further technical solution, a central channel body is provided above the central channel beam, and a cavity is provided between the central channel beam and the central channel body, with an embedded adhesive block provided in the cavity.

[0011] As a further technical solution, the embedded adhesive block is made of polymer material and is arranged on the top of the central channel crossbeam.

[0012] As a further technical solution, the two front seat rear crossbeams are located on the same straight line, and the front seat rear crossbeam and the rear crossbeam reinforcement plate are connected by double-layer welding.

[0013] As a further technical solution, the inner sill is fixedly connected to the inner sill reinforcement, and the rear crossbeam of the front seat is fixedly connected perpendicularly to the inner sill.

[0014] As a further technical solution, the inner sill reinforcement is fixed to the upper and lower ends of the inner sill, and the inner sill reinforcement is made of angle iron.

[0015] As a further technical solution, an outer sill is provided on the outside of the inner sill, and the outer sill is fixedly connected to the outer sill reinforcement plate; the longitudinal section of the outer sill reinforcement plate is a C-shaped structure.

[0016] Secondly, the present invention also provides an automobile including the transverse force transmission system described above.

[0017] The beneficial effects of the present invention are as follows:

[0018] The transverse structural force transmission system of the present invention features a variable cross-section design at both ends of the rear crossbeam of the front seat, with both ends extending vertically upwards to overlap with the inner sill and the central channel crossbeam. This design is more conducive to the stability of Y-axis collision energy transmission during an oblique pole impact, forming a continuous and effective force transmission path in the Y and Z directions. This can effectively reduce the deformation of the vehicle body structure during an oblique pole impact, fully channel the energy during the collision, and reduce occupant injury.

[0019] In the transverse structural force transmission system of the present invention, the ends of the rear crossbeam reinforcing plate are also designed with variable cross sections, so that the ends of the rear crossbeam reinforcing plate overlap with the inner sill and the middle channel crossbeam. The ends of the rear crossbeam reinforcing plate form a Z-direction local upward shape, which can ensure the Z-direction overlap between the rear crossbeam reinforcing plate and the inner sill and the middle channel crossbeam, and increase the stability of the Y-direction force transmission path.

[0020] The transverse structural force transmission system of the present invention has an embedded rubber block in the cavity between the central channel beam and the central channel body to enhance the stiffness in the Y direction at that point, forming a "bridge" for force transmission, making the force transmission more stable and effectively transmitting the collision energy of the side column collision. Attached Figure Description

[0021] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0022] Figure 1 This is a top view schematic diagram of the lateral structural force transmission system for responding to oblique side column collisions according to one or more embodiments of the present invention.

[0023] Figure 2 This is an explosion diagram of the transverse structural force transmission system for responding to oblique side column collisions according to one or more embodiments of the present invention.

[0024] In the diagram: 1-1 outer sill reinforcement plate, 1-2 outer sill reinforcement plate, 2-1 inner sill reinforcement, 2-2 inner sill reinforcement, 3-1 front seat rear crossbeam, 3-2 front seat rear crossbeam, 4 embedded rubber block, 5 center tunnel crossbeam, 6-1 rear crossbeam reinforcement plate, 6-2 rear crossbeam reinforcement plate.

[0025] The distances or dimensions between parts have been exaggerated to show their positions; the diagram is for illustrative purposes only. Detailed Implementation

[0026] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless otherwise expressly indicated by the invention, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] For ease of description, the words "up," "down," "left," and "right" appearing in this invention only indicate that they are consistent with the up, down, left, and right directions of the accompanying drawings themselves, and do not limit the structure. They are merely for the purpose of facilitating the description of this invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0029] Terminology Explanation: In this invention, terms such as “installation,” “connection,” “linking,” and “fixing” should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction relationship between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0030] In a typical embodiment of the present invention, such as Figures 1-2 As shown, a transverse structural force transmission system for dealing with oblique side column impact conditions is proposed, which includes an outer sill reinforcement plate, an inner sill reinforcement member, a front seat rear crossbeam, a rear crossbeam reinforcement plate, a central channel crossbeam, and embedded rubber blocks.

[0031] There are two outer sill reinforcement plates, namely outer sill reinforcement plate 1-1 and outer sill reinforcement plate 1-2, which are positioned opposite each other and spaced apart. Outer sill reinforcement plates 1-1 and 1-2 are located on both sides and are horizontally positioned. Inner sill reinforcement, front seat rear crossbeam, rear crossbeam reinforcement plate, center channel crossbeam, and embedded rubber blocks are all located between the two outer sill reinforcement plates.

[0032] The outer sill reinforcement plate is connected to the outer sill by double-layer welding. Considering issues such as electrophoresis and corrosion prevention, the plate can be partially avoided or have electrophoresis holes. Its size, material and thickness need to be specifically set according to the structural deformation of the oblique side column impact CAE or test results.

[0033] The longitudinal section of the outer sill reinforcement plate is C-shaped.

[0034] There are two inner sill reinforcements, namely inner sill reinforcement 2-1 and inner sill reinforcement 2-2, which are positioned opposite each other and spaced apart. Inner sill reinforcement 2-1 and inner sill reinforcement 2-2 are placed inside the outer sill reinforcement plate and are positioned horizontally.

[0035] The inner sill reinforcement uses angle iron, meaning that the longitudinal section of the inner sill reinforcement is an L-shaped structure. The inner sill reinforcement is connected to the inner sill by double-layer welding. Its X-axis dimension is similar to that of the outer sill reinforcement plate. Its material and thickness need to be specifically set according to the structural deformation results of the oblique side column impact CAE or test.

[0036] The inner sill reinforcement is fixed to the upper and lower ends of the inner sill, forming an integral structure with the inner sill.

[0037] Among them, a front seat rear crossbeam and a central passage crossbeam are set between the inner sills. The front seat rear crossbeam is fixedly connected to the inner sill perpendicularly. There are two front seat rear crossbeams, namely front seat rear crossbeam 3-1 and front seat rear crossbeam 3-2. One of the front seat rear crossbeams is fixedly connected to the inner sill on one side, and the other front seat rear crossbeam is fixedly connected to the inner sill on the other side. A central passage crossbeam 5 is fixedly set between the two front seat rear crossbeams.

[0038] Specifically, the central tunnel beam 5 is located in the middle of the entire system. Both sides of the central tunnel beam 5 are fixedly connected to a front seat rear beam. The two front seat rear beams are on the same straight line. One end of the front seat rear beam is fixedly connected to the central tunnel beam, and the other end is fixedly connected to the inner door sill.

[0039] The rear crossbeam of the front seat is fixedly connected to the rear crossbeam reinforcement plate. The rear crossbeam reinforcement plate is placed at the bottom of the rear crossbeam of the front seat and is also placed between the inner sill and the center channel crossbeam. There are two rear crossbeam reinforcement plates, namely rear crossbeam reinforcement plate 6-1 and rear crossbeam reinforcement plate 6-2. Rear crossbeam reinforcement plate 6-1 is placed at the bottom of the rear crossbeam of the front seat 3-1 and fixedly connected to the rear crossbeam of the front seat 3-1. Rear crossbeam reinforcement plate 6-2 is placed at the bottom of the rear crossbeam of the front seat 3-2 and fixedly connected to the rear crossbeam of the front seat 3-2.

[0040] like Figure 1 , Figure 2 As shown, the front seat rear crossbeam and the rear crossbeam reinforcement plate are connected by double-layer welding on the upper surface. If there is enough space, double rows of welding points are preferred.

[0041] In a preferred embodiment, the two ends of the front seat rear crossbeam and the rear crossbeam reinforcement plate are configured as variable cross-section structures. Both ends of the front seat rear crossbeam and the rear crossbeam reinforcement plate extend vertically (i.e., in the Z direction), so that the two ends of the front seat rear crossbeam are vertically connected to the inner sill and the center channel crossbeam, respectively, and the two ends of the rear crossbeam reinforcement plate are vertically connected to the inner sill and the center channel crossbeam, respectively. Thus, the two ends of the front seat rear crossbeam and the rear crossbeam reinforcement plate form a Z-direction partially raised shape, which can ensure the Z-direction connection between the front seat rear crossbeam and the rear crossbeam reinforcement plate and the inner sill and the center channel crossbeam, and can increase the stability of the Y-direction force transmission path.

[0042] The two ends of the front seat rear crossbeam and the rear crossbeam reinforcement plate can be either gradually changing cross-sections or segmented gradually changing cross-sections.

[0043] The central channel body is set above the central channel crossbeam 5, and the central channel body and the central channel crossbeam form an integral central channel. There is a cavity between the central channel crossbeam and the central channel body. An embedded rubber block 4 is added to the cavity formed by the central channel crossbeam 5 and the central channel body to enhance the stiffness in the Y direction and form a force transmission "bridge".

[0044] The embedded adhesive block 4 is made of polymer material. The embedded adhesive block 4 is arranged on the top of the central channel beam 5. During the coating process, it can expand and fill the cavity formed by the central channel beam and the central channel body, making the force transmission more stable and effective.

[0045] The central channel crossbeam 5 is welded to the lower body. The embedded rubber block 4 further reinforces the upper surface of the central channel crossbeam by flange. If the layout boundary allows, the Z-direction cavity section of the central channel crossbeam 5 can be increased, which is more conducive to preventing instability when the oblique side pillar hits the Y-direction force transmission.

[0046] During the virtual digital design phase of the vehicle, CAE simulation analysis can be used to set an empirical value for the size, material type, and material thickness of the outer sill reinforcement plate, inner sill reinforcement, front seat rear crossbeam, rear crossbeam reinforcement plate, center channel crossbeam, and the embedded rubber block in the center channel crossbeam. Then, simulation analysis is carried out, and ideal parameters are obtained through continuous matching. Based on these parameters, full-scale test verification is carried out.

[0047] In the early stages of actual vehicle production, prototypes that meet the parameter requirements are obtained by developing molds or hand-crafting parts.

[0048] During vehicle production, the outer sill reinforcement plate can be connected to the outer sill via double-layer welding, the inner sill reinforcement can be connected to the inner sill via double-layer welding, the front seat rear crossbeam and the rear crossbeam reinforcement plate can be welded with two rows of double-layer welding, and the front seat rear crossbeam can be welded to surrounding parts such as the inner sill, the front floor and the center tunnel body; the center tunnel crossbeam and the embedded rubber block are assembled, and then the center tunnel crossbeam is connected to the center tunnel body and the front floor via welding points and structural adhesive; after the frame welding is completed, painting is completed within one week to ensure the effect of the embedded rubber block and structural adhesive in the center tunnel.

[0049] In another typical embodiment of the present invention, an automobile is proposed, including the transverse structural force transmission system as described above.

[0050] In this invention, the Z-direction variable cross-section design of the front seat rear crossbeam and the end of the rear crossbeam reinforcement plate, as well as the application of embedded rubber blocks in the central channel, are rarely seen in the industry. This lateral structural force transmission system for oblique side pole impact conditions is not only suitable for gasoline vehicles, but also particularly suitable for the development of hybrid vehicles based on gasoline-to-electric platforms, demonstrating wide applicability. Furthermore, this invention provides OEMs with design ideas and solutions for passing the ECE R135 pole impact regulation and going global, which helps eliminate safety hazards for consumers and society.

[0051] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A transverse structural force transmission system for coping with oblique side column impact conditions, characterized in that, The system includes a central tunnel beam, both sides of which are fixedly connected to one end of the rear crossbeam of the front seat, and the other end of the rear crossbeam of the front seat is fixedly connected to the inner sill. The two ends of the rear crossbeam of the front seat are configured with a variable cross-section structure, and the two ends of the rear crossbeam of the front seat extend vertically upwards. The two ends of the rear crossbeam of the front seat are vertically overlapped with the inner sill and the central tunnel beam, respectively. The rear crossbeam of the front seat is fixedly connected to the rear crossbeam reinforcement plate. The rear crossbeam reinforcement plate is placed at the bottom of the rear crossbeam of the front seat, and the rear crossbeam reinforcement plate is also placed between the inner sill and the central channel crossbeam. The two ends of the rear crossbeam reinforcing plate are configured as variable cross-section structures, and the two ends of the rear crossbeam reinforcing plate extend vertically upward. The two ends of the rear crossbeam reinforcing plate are respectively vertically overlapped with the inner sill and the central channel crossbeam. A central channel body is disposed above the central channel crossbeam, and a cavity is formed between the central channel crossbeam and the central channel body, with an embedded adhesive block disposed within the cavity.

2. The transverse structural force transmission system as described in claim 1, characterized in that, The embedded adhesive block is made of polymer material and is arranged on the top of the central channel crossbeam.

3. The transverse structural force transmission system as described in claim 1, characterized in that, The two front seat rear crossbeams are located on the same straight line, and the front seat rear crossbeam and the rear crossbeam reinforcement plate are connected by double-layer welding.

4. The transverse structural force transmission system as described in claim 1, characterized in that, The inner sill is fixedly connected to the inner sill reinforcement, and the rear crossbeam of the front seat is fixedly connected perpendicularly to the inner sill.

5. The transverse structural force transmission system as described in claim 4, characterized in that, The inner sill reinforcement is fixed to the upper and lower ends of the inner sill, and the inner sill reinforcement is made of angle iron.

6. The transverse structural force transmission system as described in claim 1, characterized in that, An outer threshold is provided on the outside of the inner threshold, and the outer threshold is fixedly connected to the outer threshold reinforcement plate; the longitudinal section of the outer threshold reinforcement plate is a C-shaped structure.

7. A car characterized by, Including the transverse structural force transmission system as described in any one of claims 1-6.

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