A kind of automobile transverse cantilever structure
By designing the car's lateral cantilever structure, including front longitudinal beams, suspended installation pipes, suspended installation plates and reinforced beams, the problem of large body damage during small overlapping bias collisions is solved, and the buffering and guiding offset effects during collisions is achieved, and the vehicle's collision safety performance is improved.
Patent Information
- Application Number
- CN202421596352.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-08
- Publication Date
- 2025-04-01
- Estimated Expiration
- 2034-07-08
AI Technical Summary
In the event of small overlap bias collisions, the car body damage is large, and the prior art is difficult to effectively reduce damage.
A transverse cantilever structure of automobiles is designed, including front longitudinal beams, suspended mounting pipes, suspended mounting plates and reinforced beams. The cantilever tube beam structure plays a buffering role in small bias collisions and keeps the vehicle body away from the barriers earlier.
In the event of small overlap bias collision, the cantilever tube beam structure can effectively buffer the impact force, reduce body damage, and move away from the barrier earlier through guiding offset, improving passenger safety.
Smart Images
Figure CN222698586U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile bodies, in particular to an automobile transverse cantilever structure. Background Art
[0002] With the continuous development of the automobile industry, automobile collision safety performance has received widespread attention, so the requirements for automobile collision safety are getting higher and higher. Automobile collisions are usually divided into head-on collisions, side collisions, and rear collisions. In a head-on collision, the main components of the front of the vehicle need to absorb the collision energy by deformation, bending, crushing, etc. Among them, a small overlap (25% overlap) offset collision is one of the typical head-on collisions that cause occupant injuries. In the event of a small overlap offset collision, the collision overlap area between the collision barrier and the car is equivalent to an area of 25% of the width of the car body. Therefore, the main load-bearing components such as the front anti-collision beam assembly and the front longitudinal beam are avoided, the collision area is small, and the pressure is much increased, so the safety performance of the car is more challenging. Therefore, it is necessary to invent a car lateral cantilever structure to reduce damage to the car body in a small offset collision. Utility Model Content
[0003] The utility model aims to provide a transverse cantilever structure of an automobile, which can reduce the damage of the automobile body during a small overlap offset collision.
[0004] The technical solution adopted by the utility model to solve its technical problems is:
[0005] A transverse cantilever structure of an automobile comprises a front longitudinal beam and a front anti-collision beam mounting plate, wherein the front end of the front longitudinal beam is fixedly connected to a suspension mounting tube, the suspension mounting tube is arranged transversely and perpendicular to the front longitudinal beam, the upper end surface of the suspension mounting tube is fixedly connected to the suspension mounting plate, and the end of the suspension mounting tube away from the front longitudinal beam is connected to a reinforcing beam.
[0006] Preferably, in combination with the above solution, a U-shaped mounting groove is provided at the front end of the front longitudinal beam, and one end of the suspension mounting tube close to the front longitudinal beam is fixedly connected in the mounting groove.
[0007] Preferably, in combination with the above scheme, the rear side of the front anti-collision beam mounting plate is fixedly connected to the front end of the front longitudinal beam and the front side of the suspension mounting tube, and the front anti-collision beam mounting plate blocks the opening of the mounting groove.
[0008] Preferably, in combination with the above solution, the suspension mounting plate is provided with a suspension mounting hole, and the suspension mounting tube is also provided with a through hole at a position corresponding to the suspension mounting hole.
[0009] Preferably, in combination with the above solution, the lower end of the suspension mounting plate is fixedly connected to the upper end surface of the suspension mounting tube, and the side of the suspension mounting plate close to the front longitudinal beam is fixedly connected to the front longitudinal beam.
[0010] Preferably, in combination with the above solution, one end of the suspension mounting tube away from the front longitudinal beam is sleeved and fixed to one end of the reinforcing beam.
[0011] Preferably, in combination with the above solution, bolts are passed through the suspension mounting tube and the reinforcement beam, and are fixedly connected by nuts.
[0012] Preferably, in combination with the above solution, the reinforcing beam is bent and inclined toward the front of the vehicle.
[0013] Preferably, in combination with the above solution, upper mounting positioning holes are provided on the upper and lower end surfaces of the reinforcing beam.
[0014] Preferably, in combination with the above solution, a plurality of groups of stress holes are provided on the upper and lower end surfaces of the reinforcing beam.
[0015] The beneficial effects of the utility model are as follows: the utility model fixes the suspension mounting tube reinforcement beam assembly to the front end of the front longitudinal beam of the vehicle body to form a cantilever tube beam structure, the width of which covers the barrier collision area, which can play a buffering role in small offset collisions, and the bending of the cantilever tube beam can allow the vehicle to generate lateral thrust on the barrier, which plays a guiding and offset role for the vehicle body, so that the vehicle body can move away from the barrier earlier, reducing the damage to the vehicle body in small overlap offset collisions.
[0016] The present invention will be described in more detail below with reference to the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 The utility model is a structural diagram of a vehicle transverse cantilever.
[0018] Figure 2 This is a structural diagram of a vehicle transverse cantilever in another direction of the utility model.
[0019] Figure 3 The utility model is a front view of a transverse cantilever structure of an automobile.
[0020] Figure 4 It is a structural diagram of the reinforcing beam in the utility model.
[0021] Figure 5 It is a bottom view of the reinforcing beam in the utility model. DETAILED DESCRIPTION
[0022] like Figures 1 to 3 A vehicle transverse cantilever structure shown in the figure includes a front longitudinal beam 1 and a front anti-collision beam mounting plate 2. The front end of the front longitudinal beam 1 is fixedly connected to a suspension mounting tube 4. The suspension mounting tube 4 is arranged horizontally and perpendicular to the front longitudinal beam 1. The upper end surface of the suspension mounting tube 4 is fixedly connected to a suspension mounting plate 3. The end of the suspension mounting tube 4 away from the front longitudinal beam 1 is connected to a reinforcing beam 5.
[0023] In order to make the connection between the front longitudinal beam 1 and the suspension mounting tube 4 more secure, a U-shaped mounting groove 11 is provided at the front end of the front longitudinal beam 1, and one end of the suspension mounting tube 4 close to the front longitudinal beam 1 is fixedly connected in the mounting groove 11. The side wall of the suspension mounting tube 4 is fully welded to the notch of the mounting groove 11, thereby greatly increasing the X-direction rigidity of the root of the cantilever beam structure.
[0024] In order to increase the connection strength, the rear side of the front anti-collision beam mounting plate 2 is fixedly connected to the front end of the front longitudinal beam 1 and the front side of the suspension mounting tube 4 by full welding, and the front anti-collision beam mounting plate 2 blocks the opening of the mounting groove 11.
[0025] In order to facilitate the installation of the suspension assembly, the suspension mounting plate 3 is provided with a suspension mounting hole 31 , and the suspension mounting tube 4 is also provided with a through hole at a position corresponding to the suspension mounting hole 31 .
[0026] In order to increase the connection strength of the suspension mounting plate 3 and ensure the stability of the structure, the lower end of the suspension mounting plate 3 is fixedly connected to the upper end surface of the suspension mounting tube 4, and the side of the suspension mounting plate 3 close to the front longitudinal beam 1 is fixedly connected to the front longitudinal beam 1.
[0027] In order to increase the connection strength and stability between the reinforcing beam 5 and the suspension mounting tube 4, one end of the suspension mounting tube 4 away from the front longitudinal beam 1 is sleeved and fixed with one end of the reinforcing beam 5. In this embodiment, one end of the reinforcing beam 5 is inserted into the suspension mounting tube 4.
[0028] In order to increase the stability of the connection and facilitate installation and disassembly, bolts 6 are passed through the suspension installation tube 4 and the reinforcement beam 5, and are fixedly connected by nuts 7. In this embodiment, two groups of bolts 6 and nuts 7 are provided, and are spaced apart along the width direction of the suspension installation tube 4 and the reinforcement beam 5.
[0029] In order to improve the strength of the structure in the X direction, the reinforcing beam 5 is bent and tilted toward the front of the vehicle. In this embodiment, the reinforcing beam 5 is provided with two front and rear facades, which are perpendicular to the upper and lower planes; however, the front and rear facades are not planar structures, but slightly bent forward, so that the reinforcing beam 5 is bent forward as a whole, thereby improving the strength of the structure in the X direction. At the same time, the bent and tilted structure can allow the vehicle to generate a lateral thrust on the barrier, play a role in guiding the vehicle body, so that the vehicle body can move away from the barrier earlier, reducing the damage to the vehicle body during a small overlap offset collision.
[0030] In order to facilitate the positioning of the reinforcement beam 5 , positioning holes 51 are provided on the upper and lower end surfaces of the reinforcement beam 5 .
[0031] In order to reduce the stress concentration effect during the stamping process, a plurality of stress holes 52 are provided on the upper and lower end surfaces of the reinforcing beam 5 .
[0032] The utility model has a set of transverse cantilever structures for automobiles at the front longitudinal beams 1 on the left and right sides of the vehicle body, and is symmetrically arranged on the left and right sides of the vehicle body. The cantilever tube beam structure can effectively play a buffering role in a small offset collision, reduce damage to the vehicle body, and can make the vehicle body stay away from the barrier earlier in the event of a collision, further ensuring the safety of passengers in the vehicle.
[0033] In the description of the present invention, it should be understood that terms such as "upper", "lower", "front", "back", "left", "right", "bottom", "inside", "outside", "one end", "one side", "two ends", "both sides", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.
[0034] The utility model is described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the utility model is not limited to the above-mentioned method. As long as various improvements are made using the method concept and technical solution of the utility model, or they are directly applied to other occasions, they all fall within the protection scope of the utility model.
Claims
1. A transverse cantilever structure for an automobile, comprising a front longitudinal beam (1) and a front anti-collision beam mounting plate (2), wherein: The front end of the front longitudinal beam (1) is fixedly connected to a suspension mounting tube (4), the suspension mounting tube (4) is arranged transversely and perpendicular to the front longitudinal beam (1), the upper end surface of the suspension mounting tube (4) is fixedly connected to a suspension mounting plate (3), and the end of the suspension mounting tube (4) away from the front longitudinal beam (1) is connected to a reinforcing beam (5).
2. The automobile transverse cantilever structure according to claim 1, characterized in that: A U-shaped mounting groove (11) is provided at the front end of the front longitudinal beam (1), and one end of the suspension mounting tube (4) close to the front longitudinal beam (1) is fixedly connected in the mounting groove (11).
3. The automobile transverse cantilever structure according to claim 2, characterized in that: The rear side of the front anti-collision beam mounting plate (2) is fixedly connected to the front end of the front longitudinal beam (1) and the front side of the suspension mounting tube (4), and the front anti-collision beam mounting plate (2) blocks the opening of the mounting groove (11).
4. The automobile transverse cantilever structure according to claim 1, characterized in that: The suspension mounting plate (3) is provided with a suspension mounting hole (31), and the suspension mounting tube (4) is also provided with a through hole at a position corresponding to the suspension mounting hole (31).
5. The automobile transverse cantilever structure according to claim 1, characterized in that: The lower end of the suspension mounting plate (3) is fixedly connected to the upper end surface of the suspension mounting tube (4), and the side of the suspension mounting plate (3) close to the front longitudinal beam (1) is fixedly connected to the front longitudinal beam (1).
6. The automobile transverse cantilever structure according to claim 1, characterized in that: One end of the suspension mounting tube (4) away from the front longitudinal beam (1) is sleeved and fixed to one end of the reinforcing beam (5).
7. The automobile transverse cantilever structure according to claim 6, characterized in that: Bolts (6) are passed through the suspension installation tube (4) and the reinforcement beam (5), and are fixedly connected by nuts (7).
8. The automobile transverse cantilever structure according to claim 1, characterized in that: The reinforcing beam (5) is bent and inclined toward the front of the vehicle.
9. The automobile transverse cantilever structure according to claim 1, characterized in that: Upper mounting positioning holes (51) are provided on the upper and lower end surfaces of the reinforcing beam (5).
10. The automobile transverse cantilever structure according to claim 1, characterized in that: A plurality of groups of stress holes (52) are provided on the upper and lower end surfaces of the reinforcing beam (5).