Tire mounting assembly and vehicle

Abstract

The utility model discloses a tire installation assembly and a vehicle, the tire installation assembly comprises: an A pillar assembly, the A pillar assembly comprises an A pillar main body and an A pillar baffle plate, the A pillar baffle plate is arranged in front of the A pillar main body; the tire is arranged in front of the A column assembly, the tire comprises a brake disc and calipers, the calipers are arranged behind the brake disc in a clamping mode, the center line of the calipers is adjacent to or coincides with the center line of the brake disc, and the lower end of the calipers and the lower end of the A column baffle are located on the same horizontal plane. The calipers are clamped behind the brake disc, the center line of the calipers and the center line of the brake disc are adjacent or coincide, and the lower end of the calipers and the lower end of the A-column baffle are located on the same horizontal plane, so that when the collision load reaches the brake disc fragmentation load, the brake disc is fragmented, and the brake disc cannot invade the A-column main body; therefore, the integrity of the passenger compartment and the safety of passengers can be protected.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a tire mounting assembly and a vehicle. Background Technology

[0002] In related technologies, the A-pillar assembly of a vehicle includes: an A-pillar body and an A-pillar support structure. The A-pillar support structure is located at the lower part of the A-pillar body and is situated at the front side of the A-pillar body. The A-pillar support structure is positioned opposite to the vehicle's tires in the longitudinal direction.

[0003] However, existing tire mounting assemblies also have significant drawbacks: when a vehicle is involved in a collision, the tire mounting assembly cannot protect the integrity of the passenger compartment or the safety of the occupants. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a tire mounting assembly that can protect the integrity of the passenger compartment and ensure the safety of the occupants.

[0005] This utility model further proposes a vehicle.

[0006] The tire mounting assembly according to this utility model includes: an A-pillar assembly, the A-pillar assembly including: an A-pillar body and an A-pillar baffle, the A-pillar baffle being disposed in front of the A-pillar body; and a tire, the tire being disposed in front of the A-pillar assembly, the tire including: a brake disc and a caliper, the caliper being clamped behind the brake disc, the centerline of the caliper being adjacent to or coinciding with the centerline of the brake disc, and the lower end of the caliper being on the same horizontal plane as the lower end of the A-pillar baffle.

[0007] According to the tire mounting assembly of this utility model, the caliper is clamped behind the brake disc, the center line of the caliper is adjacent to or coincides with the center line of the brake disc, and the lower end of the caliper is on the same horizontal plane as the lower end of the A-pillar baffle. In this way, when the collision load reaches the load that causes the brake disc to break, the brake disc will break without intruding into the A-pillar body, thereby protecting the integrity of the passenger compartment and the safety of the occupants.

[0008] In some examples of this utility model, the caliper includes a clamping part and a contact part. The clamping part is clamped on both axial sides of the brake disc, and the contact part is connected between the clamping parts and is disposed opposite to the A-pillar baffle.

[0009] In some examples of this utility model, the surface of the contact portion adjacent to the A-pillar baffle is constructed as a first plane, and the surface of the A-pillar baffle adjacent to the contact portion is constructed as a second plane.

[0010] In some examples of this utility model, the area of ​​the first plane is s1, the area of ​​the second plane is s2, and the relationship between s1 and s2 is: s1≤s2.

[0011] In some examples of this utility model, the A-pillar baffle is constructed as a box structure.

[0012] In some examples of this utility model, it also includes: a vehicle door sill, which is disposed at the lower part of the A-pillar body and is located behind the A-pillar baffle.

[0013] In some examples of this utility model, the vehicle door sill is an aluminum profile structural component.

[0014] In some examples of this invention, the cross-section of the vehicle door sill is constructed as a mesh structure.

[0015] In some examples of this utility model, it also includes: a front control arm, a rear control arm, and a steering tie rod. The tire also includes: a steering knuckle, which is fixedly connected to the brake disc. One end of the front control arm, one end of the rear control arm, and one end of the steering tie rod are respectively connected to the steering knuckle.

[0016] In some examples of this utility model, it further includes: a first connector, the first connector being connected to the steering knuckle, one end of the front control arm being provided with a first ball joint mounting groove, one end of the first connector being provided with a first ball joint, the first ball joint being rotatably fitted into the first ball joint mounting groove; a second connector, the second connector being connected to the steering knuckle, one end of the rear control arm being provided with a second ball joint mounting groove, one end of the second connector being provided with a second ball joint, the second ball joint being rotatably fitted into the second ball joint mounting groove; and a third connector, the third connector being connected to the steering knuckle, one end of the steering tie rod being provided with a third ball joint mounting groove, one end of the third connector being provided with a third ball joint, the third ball joint being rotatably fitted into the third ball joint mounting groove.

[0017] In some examples of this utility model, the diameter of the opening of the first ball head mounting groove is d1, the diameter of the opening of the second ball head mounting groove is d2, and the diameter of the opening of the third ball head mounting groove is d3. The relationship between d1, d2 and d3 is: d1 > d2 > d3.

[0018] The vehicle according to this utility model includes: the tire mounting assembly described above.

[0019] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0021] Figure 1 This is a first structural schematic diagram of the tire mounting assembly according to an embodiment of the present utility model;

[0022] Figure 2 This is a second structural schematic diagram of the tire mounting assembly according to an embodiment of the present utility model;

[0023] Figure 3 This is a partial structural schematic diagram of the tire mounting assembly according to an embodiment of the present utility model;

[0024] Figure 4 A schematic diagram of the tire structure;

[0025] Figure 5 This is a structural diagram of the vehicle door sill.

[0026] Figure label:

[0027] 1. Tire mounting assembly;

[0028] 10. A-pillar assembly; 100. A-pillar body; 101. A-pillar baffle; 102. Second plane; 20. Tire; 200. Brake disc; 201. Caliper; 202. Clamping part; 203. Contact part; 205. First plane; 30. Body door sill. Detailed Implementation

[0029] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0030] The following is for reference. Figures 1-5 The tire mounting assembly 1 according to an embodiment of the present utility model is described.

[0031] like Figure 1 As shown, the tire mounting assembly 1 according to an embodiment of the present invention includes: an A-pillar assembly 10 and a tire 20. The A-pillar assembly 10 mainly supports the vehicle body structure, ensures the rigidity of the vehicle body, and protects the passenger compartment. The tire 20 mainly supports the vehicle body, buffers external impacts, and makes contact with the road surface, thereby ensuring the vehicle's driving performance.

[0032] like Figures 1-3As shown, the A-pillar assembly 10 includes an A-pillar body 100 and an A-pillar baffle 101, with the baffle 101 positioned in front of the A-pillar body 100. The A-pillar body 100 and the baffle 101 are components of the A-pillar assembly 10. The A-pillar body 100 primarily supports the vehicle body structure, secures the windshield, and protects the passenger compartment. The A-pillar baffle 101 primarily supports the vehicle body structure, improves the rigidity and stability of the vehicle body, and absorbs energy during a collision to protect the passenger compartment. Positioned in front of the A-pillar body 100, the baffle 101 can better absorb energy, thus better protecting the passenger compartment.

[0033] like Figure 1 and Figure 2 As shown, tire 20 is positioned in front of A-pillar assembly 10. Tire 20 includes a brake disc 200 and a caliper 201. The caliper 201 is clamped behind the brake disc 200, and its centerline is adjacent to or coincides with the centerline of the brake disc 200. Furthermore, the lower end of the caliper 201 is on the same horizontal plane as the lower end of the A-pillar baffle 101. Positioning tire 20 in front of A-pillar assembly 10 allows for the utilization of its energy-absorbing space. The brake disc 200 and caliper 201 are components of tire 20. The brake disc 200 primarily provides braking force to help the vehicle decelerate or stop, while the caliper 201 primarily decelerates, stops, or keeps the vehicle stationary. The caliper 201 is clamped behind the brake disc 200, and its centerline is adjacent to or coincides with the centerline of the brake disc 200. The brake disc 200 is positioned close to or overlaps with the A-pillar baffle 101 when a collision occurs, and the lower end of the caliper 201 is on the same horizontal plane as the lower end of the A-pillar baffle 101. In this way, when a collision occurs, the caliper 201 can move directly opposite the A-pillar baffle 101. Thus, when the collision load reaches the load that causes the brake disc 200 to break, the brake disc 200 will break without intruding into the A-pillar body 100, thereby protecting the integrity of the passenger compartment and the safety of the occupants.

[0034] Therefore, the caliper 201 is clamped behind the brake disc 200, with the center line of the caliper 201 adjacent to or coinciding with the center line of the brake disc 200. Moreover, the lower end of the caliper 201 is on the same horizontal plane as the lower end of the A-pillar baffle 101. In this way, when the collision load reaches the load that causes the brake disc 200 to break, the brake disc 200 will break without intruding into the A-pillar body 100, thereby protecting the integrity of the passenger compartment and the safety of the occupants.

[0035] Specifically, such as Figure 4As shown, the caliper 201 includes a clamping part 202 and a contact part 203. The clamping part 202 is clamped on both sides of the brake disc 200 along the axial direction. The contact part 203 is connected between the clamping parts 202 and is disposed opposite to the A-pillar baffle 101. The clamping part 202 and the contact part 203 are components of the caliper 201. The clamping part 202 mainly functions as a clamping part, and the contact part 203 mainly functions as a contact part. The clamping parts 202 are respectively clamped on both sides of the brake disc 200 in the axial direction of the brake disc 200, so that the caliper 201 can be clamped behind the brake disc 200. The contact part 203 is connected between the clamping parts 202. At this time, the contact part 203 and the clamping part 202 form a whole, which facilitates the installation and setting of the caliper 201. Moreover, the contact part 203 is arranged opposite to the A-pillar baffle 101. That is to say, the caliper 201 is arranged opposite to the A-pillar baffle 101, which is beneficial to the transfer of load and the absorption of collision energy.

[0036] Among them, such as Figure 3 and Figure 4 As shown, the surface of the contact portion 203 adjacent to the A-pillar baffle 101 is constructed as a first plane 205, and the surface of the A-pillar baffle 101 adjacent to the contact portion 203 is constructed as a second plane 102. By constructing the opposing surfaces of the contact portion 203 and the A-pillar baffle 101 as the first plane 205 and the second plane 102 respectively, the contact portion 203 can make better contact with the A-pillar baffle 101, which is beneficial for load transfer and collision energy absorption. This also better prevents the brake disc 200 from intruding into the A-pillar body 100, thereby protecting the integrity of the passenger compartment and the safety of the occupants. It should be noted that the surface of the contact portion 203 adjacent to the A-pillar baffle 101 and the surface of the A-pillar baffle 101 adjacent to the contact portion 203 can also be constructed as curved surfaces.

[0037] In addition, such as Figure 3 and Figure 4 As shown, the area of ​​the first plane 205 is s1, and the area of ​​the second plane 102 is s2. The relationship between s1 and s2 is: s1 ≤ s2. It should be noted that the area s1 of the first plane 205 and the area s2 of the second plane 102 need to meet a certain range. Specifically, the area s1 of the first plane 205 is less than or equal to the area s2 of the second plane 102. At this time, the caliper 201 can make complete contact with the A-pillar baffle 101, resulting in better contact effect, which is more conducive to load transfer and energy absorption. It can also better prevent the brake disc 200 from intruding into the A-pillar body 100, thereby protecting the integrity of the passenger compartment and the safety of the occupants.

[0038] Of course, such as Figure 1 and Figure 3As shown, the A-pillar baffle 101 is constructed as a box structure. At this time, the overall structural strength of the A-pillar baffle 101 is high. In addition, constructing the A-pillar baffle 101 as a box structure is more conducive to load transmission and energy absorption, and can better prevent the brake disc 200 from intruding into the A-pillar body 100, thereby protecting the integrity of the passenger compartment and the safety of the occupants.

[0039] Furthermore, such as Figures 1-3 As shown, the tire mounting assembly 1 also includes a vehicle sill 30, which is located at the lower part of the A-pillar body 100 and behind the A-pillar baffle 101. The vehicle sill 30 mainly serves to protect the vehicle body. Its location at the lower part of the A-pillar body 100 and behind the A-pillar baffle 101 facilitates load transfer and collision energy absorption, better preventing the brake disc 200 from intruding into the A-pillar body 100 and the vehicle sill 30, thus effectively ensuring the integrity of the vehicle body and the safety of the occupants.

[0040] In addition, such as Figures 1-3 As shown, the vehicle sill 30 is an aluminum profile structural component. Aluminum profile structural components have advantages such as light weight and high strength. By using an aluminum profile structural component for the vehicle sill 30, the overall structure of the vehicle sill 30 is light and has greater strength, which is more in line with actual working conditions. Its strength can ensure the transmission of force from the brake disc 200 to the vehicle sill 30.

[0041] It should be noted that, as Figure 5 As shown, the cross-section of the vehicle sill 30 is constructed as a grid structure. The grid structure provides greater strength, making the vehicle sill 30's cross-section more robust and better suited to actual working conditions. This strength ensures the transmission of force from the brake disc 200 to the vehicle sill 30. Specifically, the cross-section of the vehicle sill 30 can be constructed as a 6-grid section.

[0042] In addition, the tire mounting assembly 1 also includes a front control arm, a rear control arm, and a steering tie rod. The tire 20 also includes a steering knuckle, which is fixedly connected to the brake disc 200. One end of the front control arm, one end of the rear control arm, and one end of the steering tie rod are respectively connected to the steering knuckle. The front control arm is an important component connecting the tire 20 to the vehicle body, allowing the tire 20 to move up and down relative to the vehicle body, absorbing vibrations caused by uneven road surfaces, and maintaining the correct tire positioning. The rear control arm supports the vehicle, transmits force, and controls the movement trajectory of the tire 20. The steering tie rod controls the direction of the vehicle. The tire 20 also includes a steering knuckle, which allows the tire 20 to rotate relative to the vehicle body to achieve the vehicle's steering function. The steering knuckle is fixedly connected to the brake disc 200, forming a single unit with the brake disc 200, facilitating the installation and setting of the tire 20. One end of the front control arm, one end of the rear control arm, and one end of the steering tie rod are respectively connected to the steering knuckle. In this way, the front control arm, rear control arm, steering tie rod, and steering knuckle work together to achieve steering and maintain stability, ensuring the vehicle's driving safety.

[0043] Optionally, the tire mounting assembly 1 further includes: a first connector connected to the steering knuckle, one end of the front control arm having a first ball joint mounting groove, one end of the first connector having a first ball joint rotatably fitted into the first ball joint mounting groove; a second connector connected to the steering knuckle, one end of the rear control arm having a second ball joint mounting groove, one end of the second connector having a second ball joint rotatably fitted into the second ball joint mounting groove; and a third connector connected to the steering knuckle, one end of the steering tie rod having a third ball joint mounting groove, one end of the third connector having a third ball joint rotatably fitted into the third ball joint mounting groove.

[0044] The first connecting member mainly serves a connecting function. The first connecting member is connected to the steering knuckle via a stud. One end of the front control arm is provided with a first ball joint mounting groove, which mainly serves a connecting function. One end of the first connecting member is provided with a first ball joint, which mainly serves a connecting function. The first ball joint is rotatably fitted into the first ball joint mounting groove. In other words, the steering knuckle and the front control arm can be connected through the first connecting member, and the steering knuckle and the front control arm can rotate relative to each other.

[0045] The second connector mainly serves a connecting function. It connects to the steering knuckle via a stud. One end of the rear control arm has a second ball joint mounting groove, which serves a connecting function. The second connector has a second ball joint, which serves a connecting function. The second ball joint rotatably fits into the second ball joint mounting groove. In other words, the steering knuckle and the rear control arm can be connected through the second connector, and the steering knuckle and the rear control arm can rotate relative to each other.

[0046] The third connecting member primarily serves a connecting function, connecting to the steering knuckle via a stud. One end of the steering tie rod has a third ball joint mounting groove, primarily for installation and connection. The third connecting member also has a third ball joint at one end, primarily for connection. This third ball joint rotatably fits into the third ball joint mounting groove. In other words, the third connecting member enables the connection between the steering knuckle and the steering tie rod, allowing relative rotation between them. This collaborative work of the front control arm, rear control arm, steering tie rod, and steering knuckle achieves steering and maintains stability, ensuring vehicle driving safety. The first, second, and third connecting members can all be ball joint studs.

[0047] Specifically, the diameter of the opening of the first ball joint mounting slot is d1, the diameter of the opening of the second ball joint mounting slot is d2, and the diameter of the opening of the third ball joint mounting slot is d3. The relationship between d1, d2, and d3 is: d1 > d2 > d3. It should be noted that the diameters d1, d2, and d3 of the openings of the first, second, and third ball joint mounting slots must meet a certain range. The diameter d1 of the first ball joint mounting slot is greater than the diameter d2 of the second ball joint mounting slot, which is greater than the diameter d3 of the third ball joint mounting slot. The larger the diameter of the ball joint mounting slot opening, the easier it is for the ball joint to be pulled out of the ball joint mounting slot. Specifically, in order to make the wheel hub move backward in an approximately translational manner to impact the A-pillar body 100 and the vehicle sill 30, a front control arm is provided. The connection with the steering knuckle fails first. When the tension on the front control arm reaches a certain load, the first connecting piece disconnects, and the first ball joint is pulled out of the first ball joint mounting groove. After the first connecting piece fails, the steering tie rod, rear control arm, steering knuckle, and subframe form a quadrilateral structure. Under the pressure of the obstacle, the wheel hub and steering knuckle will move backward in an almost horizontal direction and impact the A-pillar body 100 and the vehicle sill 30. Then the wheel hub breaks and continues to move backward. The connection between the rear control arm and the fixed bracket is disconnected, and the brake disc 200 drives the caliper 201 to impact the A-pillar body 100 and the vehicle sill 30. It should be noted that in order to achieve the sequential failure of the front and rear control arms, the ball joint pull-out failure load values ​​need to be set. Specifically: when the first ball joint of the front control arm is pulled out of the first ball joint mounting slot, the control force value needs to be 80±5KN; when the rear control arm fixing bracket breaks or the second ball joint is pulled out of the second ball joint mounting slot, the control force value needs to be ±5KN; when the third ball joint of the steering tie rod is pulled out of the third ball joint mounting slot, the control force value needs to be greater than 40KN.

[0048] The vehicle according to an embodiment of the present invention includes: the tire mounting assembly 1 described in the above embodiments.

[0049] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0050] In the description of this utility model, "first feature" and "second feature" may include one or more of the features. In the description of this utility model, "multiple" means two or more. In the description of this utility model, "above" or "below" the second feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. In the description of this utility model, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature.

[0051] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0052] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A tire mounting assembly (1), characterized in that, include: A-pillar assembly (10), the A-pillar assembly (10) includes: A-pillar body (100) and A-pillar baffle (101), the A-pillar baffle (101) being disposed in front of the A-pillar body (100); The tire (20) is located in front of the A-pillar assembly (10). The tire (20) includes a brake disc (200) and a caliper (201). The caliper (201) is clamped behind the brake disc (200). The center line of the caliper (201) is adjacent to or coincides with the center line of the brake disc (200), and the lower end of the caliper (201) is on the same horizontal plane as the lower end of the A-pillar baffle (101).

2. The tire mounting assembly (1) according to claim 1, characterized in that, The caliper (201) includes a clamping part (202) and a contact part (203). The clamping part (202) is clamped on both sides of the axial direction of the brake disc (200). The contact part (203) is connected between the clamping parts (202) and is disposed opposite to the A-pillar baffle (101).

3. The tire mounting assembly (1) according to claim 2, characterized in that, The surface of the contact portion (203) adjacent to the A-pillar baffle (101) is configured as a first plane (205), and the surface of the A-pillar baffle (101) adjacent to the contact portion (203) is configured as a second plane (102).

4. The tire mounting assembly (1) according to claim 3, characterized in that, The area of ​​the first plane (205) is s1, and the area of ​​the second plane (102) is s2. The relationship between s1 and s2 is: s1≤s2.

5. The tire mounting assembly (1) according to claim 1, characterized in that, The A-pillar baffle (101) is constructed as a box structure.

6. The tire mounting assembly (1) according to claim 1, characterized in that, Also includes: The vehicle door sill (30) is located at the lower part of the A-pillar body (100) and is located behind the A-pillar baffle (101).

7. The tire mounting assembly (1) according to claim 6, characterized in that, The vehicle door sill (30) is an aluminum profile structural component.

8. The tire mounting assembly (1) according to claim 6, characterized in that, The cross-sectional structure of the vehicle body sill (30) is a grid structure.

9. The tire mounting assembly (1) according to claim 1, characterized in that, Also includes: The tire (20) includes a front control arm, a rear control arm, and a steering tie rod. The tire (20) also includes a steering knuckle, which is fixedly connected to the brake disc (200). One end of the front control arm, one end of the rear control arm, and one end of the steering tie rod are respectively connected to the steering knuckle.

10. The tire mounting assembly (1) according to claim 9, characterized in that, Also includes: A first connecting member is connected to the steering knuckle. One end of the front control arm is provided with a first ball joint mounting groove, and one end of the first connecting member is provided with a first ball joint, which is rotatably fitted into the first ball joint mounting groove. The second connector is connected to the steering knuckle. One end of the rear swing arm is provided with a second ball joint mounting groove, and one end of the second connector is provided with a second ball joint, which is rotatably fitted into the second ball joint mounting groove. The third connector is connected to the steering knuckle. One end of the steering tie rod is provided with a third ball joint mounting groove, and one end of the third connector is provided with a third ball joint, which is rotatably fitted into the third ball joint mounting groove.

11. The tire mounting assembly (1) according to claim 10, characterized in that, The diameter of the opening of the first ball head mounting groove is d1, the diameter of the opening of the second ball head mounting groove is d2, and the diameter of the opening of the third ball head mounting groove is d3. The relationship between d1, d2 and d3 is: d1 > d2 > d3.

12. A vehicle, characterized in that, include: The tire mounting assembly (1) according to any one of claims 1-11.

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