Front longitudinal beam, front auxiliary frame assembly and automobile

Abstract

The utility model discloses a front longitudinal beam, a front auxiliary frame assembly and an automobile, the front longitudinal beam comprises a front longitudinal beam body and an energy absorption box arranged at the front end of the front longitudinal beam body along the driving direction, and the front longitudinal beam body is provided with a cabin cross beam, a body-in-white stand column and an upper longitudinal beam stand column. Crumple structures are arranged at the connecting position of the front longitudinal beam body and the cabin cross beam, the connecting position of the front longitudinal beam body and the body-in-white stand column and the connecting position of the front longitudinal beam body and the upper longitudinal beam stand column. A plurality of crumple structures are arranged at the joint of the front longitudinal beam and the vehicle body stand column or the cabin cross beam, so that the defect that energy absorption is insufficient due to the fact that an energy absorption box is too short is overcome, collision energy can be effectively absorbed, and then harm to passengers is reduced; the supporting structure is arranged in the front longitudinal beam so as to form a multi-cavity structure with the whole longitudinal beam, crumple can occur to the maximum extent, the force transmission path is good, the risk that the rear end of the longitudinal beam is torn is avoided, and meanwhile a certain anti-torque effect is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile front subframes, in particular to a front longitudinal beam, a front subframe assembly and an automobile. Background Art

[0002] With the vigorous development of the modern automobile industry, automobile-related professional laws and regulations have gradually been improved. People have realized that automobile safety is the greatest luxury, so automobile safety has become the primary consideration of the public, and automobile collision safety has naturally become a research focus. During a frontal collision of a car, the front longitudinal beam is one of the important force transmission structures during the collision. It needs to absorb energy as much as possible during the collision, produce crushing deformation, reduce the impact force brought by the car during the collision, and thus reduce the damage to the occupants during the collision. Therefore, the front longitudinal beam plays a huge role in the collision.

[0003] However, in the prior art, the engine room space of most new energy vehicles is relatively short, resulting in a relatively short energy absorption box at the front end of the front longitudinal beam. At the same time, the cabin crossbeam and pillars need to be installed on the front longitudinal beam. This leads to the following problems in the existing front longitudinal beam structure: (1) In the event of a head-on collision, the longitudinal beam cannot effectively absorb the collision energy and cannot minimize the risk of occupant injury; (2) Due to insufficient energy absorption, the rear end of the longitudinal beam is deformed too much, causing the passenger compartment to deform too much, affecting the safety of the occupants; (3) The longitudinal beam is not fully collapsed and the force transmission path is not ideal, resulting in the risk of tearing at the rear end of the longitudinal beam; (4) Since the cabin space is relatively small, it is more difficult for designers to design space layout.

[0004] Therefore, it is necessary to improve the existing front longitudinal beam structure so that it can guide the front longitudinal beam to collapse and deform during a collision, thereby improving the collision safety of the car and reducing the injuries to the occupants. Utility Model Content

[0005] In view of this, the utility model provides a front longitudinal beam, a front subframe assembly and a car, by arranging multiple crush structures at the connection between the front longitudinal beam and the body pillar or the cabin cross beam and arranging a support structure inside the front longitudinal beam, so that the front longitudinal beam can be crushed to the greatest extent and the force transmission path is relatively good, and the risk of tearing at the rear end of the longitudinal beam is avoided, thereby reducing the damage to the occupants.

[0006] The utility model provides a front longitudinal beam, comprising a front longitudinal beam body and an energy absorption box arranged at the front end of the front longitudinal beam body along the driving direction, a cabin cross beam, a body-in-white column and an upper longitudinal beam column are installed on the front longitudinal beam body, and the front longitudinal beam body is provided with a collapse structure at the connection with the cabin cross beam, the connection with the body-in-white column and the connection with the upper longitudinal beam column.

[0007] Furthermore, a support structure for strengthening the structural strength of the cavity of the front longitudinal beam body is arranged inside the front longitudinal beam body.

[0008] Furthermore, the front longitudinal beam body includes a front longitudinal beam inner plate, and the collapse structure includes a collapse rib arranged on the front longitudinal beam inner plate between the connection between the cabin cross beam and the connection between the body-in-white pillar and a first collapse groove arranged below the collapse rib.

[0009] Furthermore, the front longitudinal beam body also includes a front longitudinal beam outer panel, and the crush structure also includes a second crush groove arranged on the front longitudinal beam outer panel between the connection between the upper longitudinal beam column and the energy absorption box on the vehicle body, and a third crush groove arranged on the front longitudinal beam outer panel at the connection with the body-in-white column.

[0010] Furthermore, the front longitudinal beam inner plate and the front longitudinal beam outer plate both have an L-shaped structure in cross section in their length direction, and a square cavity is formed inside the front longitudinal beam inner plate and the front longitudinal beam outer plate after being connected.

[0011] Furthermore, the support structure has a flange portion on the connection side and is welded and fixed to the front longitudinal beam body through the flange portion.

[0012] A front subframe assembly includes a front crossbeam, a rear crossbeam and the front longitudinal beam arranged between the front crossbeam and the rear crossbeam, wherein the front longitudinal beam includes a left longitudinal beam for connecting the left end of the front crossbeam with the left end of the rear crossbeam and a right longitudinal beam for connecting the right end of the front crossbeam with the right end of the rear crossbeam.

[0013] A car is provided, on which the above-mentioned front subframe assembly is installed.

[0014] The beneficial effects of the utility model are as follows: the front longitudinal beam, the front subframe assembly and the automobile provided by the utility model can effectively absorb collision energy and reduce damage to the occupants by arranging multiple crush structures at the connection between the front longitudinal beam and the vehicle body pillar or the cabin cross beam to compensate for the defect of insufficient energy absorption caused by the energy absorption box being too short; by arranging a supporting structure inside the front longitudinal beam to form a multi-cavity structure with the longitudinal beam as a whole, crushing can occur to the greatest extent and the force transmission path is relatively good, and the risk of tearing at the rear end of the longitudinal beam is avoided, and at the same time it also has a certain anti-torque effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0016] Figure 1 It is a schematic diagram of the front subframe assembly of the utility model;

[0017] Figure 2 This is a schematic diagram of the front longitudinal beam structure of the utility model;

[0018] Figure 3 It is a schematic diagram of the connection between the inner plate of the front longitudinal beam and the supporting structure and the outer plate of the front longitudinal beam and the supporting structure in the utility model;

[0019] The figures are marked as follows: 1-front cross beam; 2-rear cross beam; 3-left longitudinal beam; 4-right longitudinal beam; 5-energy absorption box; 6-upper longitudinal beam column; 7-body-in-white column; 8-cabin cross beam; 9-front longitudinal beam inner plate; 10-crush ribs; 11-first crush grooves; 12-front longitudinal beam outer plate; 13-second crush grooves; 14-third crush grooves; 15-support structure. DETAILED DESCRIPTION

[0020] As shown in the figure, the utility model provides a front longitudinal beam, including a front longitudinal beam body and an energy absorption box 5 arranged at the front end of the front longitudinal beam body along the driving direction, the front longitudinal beam body is installed with a cabin cross beam 8, a white body pillar 7 and an upper longitudinal beam pillar 6, and the front longitudinal beam body is provided with a collapse structure at the connection with the cabin cross beam 8, the connection with the white body pillar 7 and the connection with the upper longitudinal beam pillar 6; due to the short space of the automobile cabin, the energy absorption box 5 arranged at the front end of the front longitudinal beam body is also shorter than The front longitudinal beam is relatively short, and the cabin cross beam and the body pillar structure need to be installed on the front longitudinal beam, and the body pillars installed on the front longitudinal beam body are mainly the white body pillars 7 and the upper longitudinal beam pillars 6; therefore, the present scheme arranges a plurality of crush structures at the connection between the front longitudinal beam body and the cabin cross beam 8, the connection between the white body pillars 7 and the connection between the upper longitudinal beam pillars 6 to compensate for the defect of insufficient energy absorption caused by the short energy absorption box 5, so that the front longitudinal beam can effectively absorb the collision energy, thereby reducing the damage to the occupants.

[0021] In this embodiment, a support structure 15 is provided inside the front longitudinal beam body for strengthening the structural strength of the front longitudinal beam body cavity; Figure 2 and Figure 3 As described above, by arranging the support structure 15 inside the front longitudinal beam to form a cavity structure with the front longitudinal beam as a whole, the front longitudinal beam can be collapsed to the maximum extent and the force transmission path is relatively good, and the risk of tearing at the rear end of the front longitudinal beam is avoided. The rear end of the support structure 15 also has a certain supporting effect on the rear end of the front longitudinal beam to reduce the deformation of the rear end of the front longitudinal beam, thereby effectively reducing the intrusion into the passenger compartment, and at the same time it also has a certain anti-torque effect.

[0022] In this embodiment, the front longitudinal beam body includes a front longitudinal beam inner plate 9, the collapse structure includes a collapse rib 10 disposed on the front longitudinal beam inner plate between the connection of the cabin cross beam 8 and the connection of the body-in-white column 7, and a first collapse groove 11 disposed below the collapse rib 10; the front longitudinal beam body also includes a front longitudinal beam outer plate 12, the collapse structure also includes a second collapse groove 13 disposed on the front longitudinal beam outer plate 12 between the connection of the longitudinal beam column 6 on the body and the energy absorption box 5, and a third collapse groove 14 disposed on the front longitudinal beam outer plate 12 at the connection of the body-in-white column 7; combined Figure 2 As shown, the front longitudinal beam body is formed by connecting the front longitudinal beam inner plate 9 and the front longitudinal beam outer plate 12, wherein the front section structure of the front longitudinal beam body (i.e. the front longitudinal beam outer plate 12 portion between the connection of the energy absorption box 5 and the upper longitudinal beam column 6) is designed with a second crush groove 13, the middle section structure of the front longitudinal beam body (i.e. the front longitudinal beam inner plate 9 portion between the overlapped portion of the cabin cross beam 8 and the body-in-white column 7) is provided with a crush rib 10, and the first crush groove 11 is provided below the crush rib 10 in the vertical height direction, and the rear section structure of the longitudinal beam body (the front longitudinal beam outer plate 12 at the middle and rear end of the longitudinal beam body and the body-in-white column 7) is designed with a third crush groove 14, so as to effectively absorb the collision energy and reduce the damage to the occupants through the above-mentioned crush structure.

[0023] In this embodiment, the support structure 15 has a flange portion on the connecting side and is welded and fixed to the front longitudinal beam body through the flange portion; the support structure 15 is installed on the front longitudinal beam body by designing a flange portion on the support structure 15 and welding the flange portion to the front longitudinal beam outer plate 12 on the front longitudinal beam body, and a cavity structure is formed with the longitudinal beam as a whole, ensuring that the force transmission path on the front longitudinal beam body is not interrupted and the front longitudinal beam collapses evenly along the collapse ribs.

[0024] In this embodiment, the front longitudinal beam inner plate 9 and the front longitudinal beam outer plate 12 are both L-shaped in cross section in their length direction, and a square cavity is formed inside the front longitudinal beam inner plate 9 and the front longitudinal beam outer plate 12 after being connected; Figure 2 and Figure 3 As shown, the front longitudinal beam inner plate 9 and the front longitudinal beam outer plate 12 are both L-shaped in cross section in their length direction to facilitate stamping of the front longitudinal beam inner plate 9 and the front longitudinal beam outer plate 12. At the same time, a square cavity is formed inside after the front longitudinal beam inner plate 9 and the front longitudinal beam outer plate 12 are connected to facilitate the addition of a supporting structure inside the front longitudinal beam body.

[0025] The present embodiment also provides a front sub-frame assembly, including a front cross beam 1, a rear cross beam 2, and the above-mentioned front longitudinal beam arranged between the front cross beam 1 and the rear cross beam 2, wherein the front longitudinal beam includes a left longitudinal beam 3 for connecting the left end of the front cross beam 1 and the left end of the rear cross beam 2, and a right longitudinal beam 4 for connecting the right end of the front cross beam 1 and the right end of the rear cross beam 2; by arranging the front longitudinal beam structure on the front sub-frame assembly, it is possible to provide designers with more parts layout space in a limited cabin space while ensuring the collision safety performance of the front sub-frame; at the same time, the front longitudinal beam structure has a simple process and is easy to implement on the front sub-frame assembly.

[0026] This embodiment also provides a car, on which the above-mentioned front subframe assembly is installed; by installing the front subframe assembly on the car, the requirements and specifications for the car's collision safety can be met, the car's collision safety can be improved, and the injuries to the occupants can be reduced.

[0027] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A front longitudinal beam, characterized in that: The invention comprises a front longitudinal beam body and an energy absorption box arranged at the front end of the front longitudinal beam body along the driving direction, the front longitudinal beam body is installed with a cabin cross beam, a body-in-white column and an upper longitudinal beam column, and the front longitudinal beam body is provided with a collapse structure at the connection with the cabin cross beam, the connection with the body-in-white column and the connection with the upper longitudinal beam column.

2. The front longitudinal beam according to claim 1, characterized in that: A support structure for strengthening the structural strength of the cavity of the front longitudinal beam body is arranged inside the front longitudinal beam body.

3. The front longitudinal beam according to claim 1, characterized in that: The front longitudinal beam body includes a front longitudinal beam inner plate, and the collapse structure includes a collapse rib disposed on the front longitudinal beam inner plate between a connection point between the cabin cross beam and a connection point between the body-in-white pillar and a first collapse groove disposed below the collapse rib.

4. The front longitudinal beam according to claim 3, characterized in that: The front longitudinal beam body also includes a front longitudinal beam outer plate, and the crush structure also includes a second crush groove arranged on the front longitudinal beam outer plate between the connection between the upper longitudinal beam pillar and the energy absorption box on the vehicle body, and a third crush groove arranged on the front longitudinal beam outer plate at the connection with the body-in-white pillar.

5. The front longitudinal beam according to claim 4, characterized in that: The front longitudinal beam inner plate and the front longitudinal beam outer plate both have an L-shaped structure in the cross section in the length direction thereof, and a square cavity is formed inside the front longitudinal beam inner plate after being connected with the front longitudinal beam outer plate.

6. The front longitudinal beam according to claim 2, characterized in that: The support structure has a flanged portion on the connection side and is welded and fixed to the front longitudinal beam body through the flanged portion.

7. A front subframe assembly, characterized in that: It comprises a front cross beam, a rear cross beam and a front longitudinal beam as described in any one of claims 1 to 6 arranged between the front cross beam and the rear cross beam, wherein the front longitudinal beam comprises a left longitudinal beam for connecting the left end of the front cross beam with the left end of the rear cross beam and a right longitudinal beam for connecting the right end of the front cross beam with the right end of the rear cross beam.

8. A car, characterized in that: The front subframe assembly according to claim 7 is installed on the automobile.

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