Frame assembly and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to a vehicle frame assembly and a vehicle, and aims to solve the problem of how to improve the connection strength of an anti-collision beam and an energy absorption box so as to improve the safety of the vehicle. In order to achieve the purpose, the frame assembly comprises an anti-collision beam, an energy absorption box and a connecting structure connected between the anti-collision beam and the energy absorption box, the connecting structure comprises a first connecting plate, a second connecting plate and a third connecting plate, the second connecting plate and the third connecting plate are connected to the two ends of the first connecting plate respectively, and the first connecting plate is attached to the side surface of the energy absorption box; the second connecting plate is attached to the upper surface of the energy absorption box, and the third connecting plate is attached to the lower surface of the energy absorption box. The first fastener is used for connecting the second connecting plate and the third connecting plate with the anti-collision beam; the second connecting plate and the third connecting plate extend from the end of the first connecting plate to the middle of the anti-collision beam. According to the anti-collision beam, the tension borne by the connecting position of the energy absorption box and the anti-collision beam can be reduced, so that the connecting strength between the energy absorption box and the anti-collision beam is improved, and the safety of a vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically providing a chassis assembly and a vehicle. Background Technology

[0002] The vehicle's crash beam and energy-absorbing box are usually fixed by welding or bolts. In the event of a frontal pole collision, the middle of the crash beam will be subjected to compressive force and move towards the engine compartment. The connection between the energy-absorbing box and the crash beam may also break due to excessive load, causing the crash beam to deform further and thus intrude into the engine compartment, threatening the safety of the occupants.

[0003] While some related technologies involve adding a connecting structure between the crash beam and the energy-absorbing box to enhance their connection strength, these solutions suffer from problems such as complex structures and cumbersome assembly processes. Moreover, their effectiveness in improving the connection strength between the crash beam and the energy-absorbing box remains limited.

[0004] Accordingly, a new technical solution is needed in this field to solve the above problems. Utility Model Content

[0005] This application aims to solve the aforementioned technical problem, namely, how to improve the connection strength between the anti-collision beam and the energy-absorbing box to enhance vehicle safety.

[0006] In a first aspect, this application provides a vehicle frame assembly, the vehicle frame assembly including a crash beam, an energy-absorbing box, and a connecting structure connecting the crash beam and the energy-absorbing box, the connecting structure including:

[0007] A first connecting plate and a second connecting plate and a third connecting plate respectively connected to both ends of the first connecting plate. The first connecting plate is attached to the side surface of the energy-absorbing box, the second connecting plate is attached to the upper surface of the energy-absorbing box, and the third connecting plate is attached to the lower surface of the energy-absorbing box.

[0008] A first fastener connects the second connecting plate and the third connecting plate to the anti-collision beam;

[0009] The second connecting plate and the third connecting plate extend from the end of the first connecting plate toward the middle of the anti-collision beam, so that when the anti-collision beam is subjected to tensile force due to a frontal collision, the extension direction of the second connecting plate and the extension direction of the third connecting plate can be located in the force transmission direction of the tensile force.

[0010] When the above technical solution is adopted, during the bending process of the anti-collision beam due to a frontal impact with a pillar, the direction of the tensile force on both sides of the impact point of the anti-collision beam is approximately the same as the extension direction of the second connecting plate and the third connecting plate. That is, the extension direction of the second connecting plate and the third connecting plate is located in the direction of force transmission of the tensile force. In this way, the second connecting plate and the third connecting plate can share the tensile force from the anti-collision beam. Moreover, under the action of the tensile force, the first connecting plate generates a compressive force on the side surface of the energy-absorbing box. Under these circumstances, the entire connection structure bears most of the load, which can reduce the tensile force at the connection between the energy-absorbing box and the anti-collision beam, thereby improving the connection strength between the energy-absorbing box and the anti-collision beam and enhancing vehicle safety. On the other hand, the entire connection structure only includes a "C"-shaped structure composed of the first connecting plate, the second connecting plate, and the third connecting plate, as well as the first fastener, which can simplify the composition of the connection structure and the assembly process, thereby reducing processing costs.

[0011] In one technical solution of the above-mentioned frame assembly, the angle between the extending direction of the second connecting plate and / or the extending direction of the third connecting plate and the extending direction of the energy-absorbing box is 20°-70°.

[0012] When the above technical solution is adopted, during the bending process of the anti-collision beam, the extension direction of the second connecting plate and the extension direction of the third connecting plate can be as close as possible to the direction of force transmission of the tension, thereby improving the connection strength between the energy absorption box and the anti-collision beam.

[0013] In one technical solution of the above-mentioned frame assembly, the first fastener passes through the second connecting plate, the energy-absorbing box, the anti-collision beam and the third connecting plate in sequence to connect the second connecting plate, the energy-absorbing box, the third connecting plate and the anti-collision beam.

[0014] By adopting the above technical solution, the structural composition of the connection structure can be simplified.

[0015] In one technical solution of the above-mentioned frame assembly, the first fastener is located at the ends of the second connecting plate and the third connecting plate away from the first connecting plate.

[0016] In one technical solution of the aforementioned chassis assembly, the chassis assembly further includes:

[0017] The second fastener is inserted between the energy-absorbing box and the anti-collision beam to connect the energy-absorbing box and the anti-collision beam.

[0018] By adopting the above technical solution, the connection strength between the energy-absorbing box and the anti-collision beam can be further improved.

[0019] In one technical solution of the aforementioned frame assembly, a load-bearing component is provided inside the anti-collision beam, and the first fastener and / or the second fastener pass through the load-bearing component.

[0020] When the above technical solution is adopted, when the first fastener and the second fastener are subjected to tensile force, the tensile force can be distributed to the load-bearing component to disperse the load on the first fastener and the second fastener, thereby reducing the possibility of deformation of the first fastener and the second fastener due to excessive local stress.

[0021] In one technical solution of the aforementioned vehicle frame assembly, the anti-collision beam has an accommodating space, and the load-bearing component is filled in the accommodating space.

[0022] With the above technical solution, not only is production and processing convenient, but when the first fastener and the second fastener are subjected to tension, the tension can be transmitted to the inner wall of the accommodating space through the load-bearing component, thereby distributing the load to the main structure of the anti-collision beam.

[0023] In one technical solution of the above-mentioned frame assembly, the first connecting plate, the second connecting plate, and the third connecting plate are integrally formed.

[0024] By adopting the above technical solution, the structural strength of the connection structure can be enhanced.

[0025] In one technical solution of the aforementioned chassis assembly, the chassis assembly further includes:

[0026] The third fastener is connected between the first connecting plate and the side surface of the energy-absorbing box.

[0027] By adopting the above technical solution, fixing the first connecting plate to the energy-absorbing box can improve the connection strength between the first connecting plate and the energy-absorbing box.

[0028] In a second aspect, this application provides a vehicle that includes the frame assembly described in any one of the first aspects. Attached Figure Description

[0029] The preferred embodiments of this application are described below with reference to the accompanying drawings, in which:

[0030] Figure 1 This is a partial schematic diagram of a vehicle frame assembly according to one embodiment of this application;

[0031] Figure 2 This is a schematic diagram of a connection structure according to an embodiment of this application;

[0032] Figure 3 This is a top view of a vehicle frame assembly in a normal state according to an embodiment of this application;

[0033] Figure 4 This is a schematic diagram of the deformation of a vehicle frame assembly after a frontal pole impact according to an embodiment of this application;

[0034] Figure 5 This is a top view of a crash beam according to an embodiment of this application;

[0035] Figure 6 This is a schematic diagram illustrating the installation relationship between a load-bearing component and a crash beam according to an embodiment of this application.

[0036] In the figure, the reference numerals refer to the following:

[0037] 1. Anti-collision beam; 11. Load-bearing component; 100. Accommodation space; 2. Energy-absorbing box; 3. Connecting structure; 31. First connecting plate; 32. Second connecting plate; 33. Third connecting plate; 34. First fastener; 35. Second fastener; 36. Third fastener. Detailed Implementation

[0038] Preferred embodiments of this application are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0039] It should be noted that in the description of this application, terms such as "upper," "lower," "left," "right," "inner," and "outer," which indicate direction or positional relationship, are based on the direction or positional relationship shown in the accompanying drawings. These terms are used merely for ease of description and do not indicate or imply that the relevant device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, ordinal numbers such as "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0040] Furthermore, it should be noted that, in the description of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0041] Reference Figure 1 and Figure 3 , Figure 1 This is a partial schematic diagram of a frame assembly according to one embodiment of the present application. Figure 3This is a top view of a vehicle frame assembly according to an embodiment of the present application. The vehicle frame assembly includes a crash beam 1, an energy-absorbing box 2, and a connecting structure 3. The extending direction of the energy-absorbing box 2 is substantially perpendicular to the extending direction of the crash beam 1. One energy-absorbing box 2 is respectively provided at each end of the crash beam 1. The connecting structure 3 connects the energy-absorbing box 2 and the crash beam 1 to enhance the connection strength between the energy-absorbing box 2 and the crash beam 1.

[0042] Reference Figure 1 and Figure 2 The connecting structure 3 includes a first connecting plate 31 and a second connecting plate 32 and a third connecting plate 33 respectively fixedly connected to both ends of the first connecting plate 31. The second connecting plate 32 and the third connecting plate 33 are both perpendicular to the first connecting plate 31, and their extending directions are consistent, making the connecting structure 3 as a whole a "C" shape. Optionally, the first connecting plate 31, the second connecting plate 32, and the third connecting plate 33 are integrally formed, which not only facilitates processing but also improves the overall structural strength of the connecting structure 3.

[0043] After the connecting structure 3 is installed, the first connecting plate 31 is attached to the side surface of the energy-absorbing box 2, the second connecting plate 32 is attached to the upper surface of the energy-absorbing box 2, and the third connecting plate 33 is attached to the lower surface of the energy-absorbing box 2. It should be noted that, in the above description, the "side surface" of the energy-absorbing box 2 refers to the side surface of the energy-absorbing box 2 away from the middle of the anti-collision beam 1. This causes the second connecting plate 32 and the third connecting plate 33 to extend from the end of the first connecting plate 31 towards the middle of the anti-collision beam 1. Thus, the extension directions of the second connecting plate 32 and the third connecting plate 33 are both set at an angle to the extension direction of the energy-absorbing box 2, and this angle is acute. It should also be noted that, in the description of this application, the "middle" of the anti-collision beam 1 refers to the part of the anti-collision beam 1 located between the two energy-absorbing boxes 2. This part can be the geometric center of the anti-collision beam 1 along its length, or any position to the left or right of that geometric center.

[0044] Reference Figure 1 The connecting structure 3 also includes a first fastener 34, which is used to fix the second connecting plate 32 and the third connecting plate 33 to the anti-collision beam 1. The first fastener 34 includes, but is not limited to, bolts, rivets, and other components. In one embodiment of this application, the end of the energy-absorbing box 2 near the anti-collision beam 1 has a U-shaped structure, so that the end of the energy-absorbing box 2 can clamp the upper and lower surfaces of the anti-collision beam 1. The first fastener 34 is a bolt, which passes through the second connecting plate 32, the energy-absorbing box 2, the anti-collision beam 1, and the third connecting plate 33 in sequence, thereby connecting the connecting structure 3, the anti-collision beam 1, and the energy-absorbing box 2 into one unit. In this way, the connecting structure 3 wraps around the outside of the energy-absorbing box 2, and the first fastener 34 fixes the connecting structure 3 to the energy-absorbing box 2 and the anti-collision beam 1 respectively.

[0045] Reference Figure 3 and Figure 4 The scenario of the crash beam 1 encountering a head-on collision with a column is analyzed. Figure 3 This is a schematic diagram of the chassis assembly in its normal state. Figure 4 This is a schematic diagram of the deformation of the chassis assembly after a pole impact. After the anti-collision beam 1 experiences a frontal pole impact, the middle section of the anti-collision beam 1 bends towards the engine compartment. At this time, the middle section of the anti-collision beam 1 generates a tensile force F on its two sides. Figure 4 It can be seen that during the bending process of the anti-collision beam 1, the direction of the tension F is approximately the same as the extension direction of the second connecting plate 32 and the extension direction of the third connecting plate 33 (the tension F is dynamically changing, and at a specific bending angle, the extension direction of the second connecting plate 32 and the extension direction of the third connecting plate 33 may be completely consistent). That is, the extension direction of the second connecting plate 32 and the extension direction of the third connecting plate 33 are basically the same as the force transmission direction of the tension F. In this way, the second connecting plate 32 and the third connecting plate 33 can share the tension from the anti-collision beam 1. Moreover, under the action of the tension, the first connecting plate 31 generates a compressive force on the side surface of the energy-absorbing box 2. Under this condition, the entire connecting structure 3 bears most of the load, which can reduce the tension at the connection between the energy-absorbing box 2 and the anti-collision beam 1, thereby improving the connection strength between the energy-absorbing box 2 and the anti-collision beam 1 and enhancing vehicle safety.

[0046] On the other hand, when the above technical solution is adopted, the entire connection structure 3 only includes a "C"-shaped structure composed of a first connecting plate 31, a second connecting plate 32 and a third connecting plate 33, and a first fastener 34, which can simplify the composition and assembly process of the connection structure 3 and reduce the processing cost.

[0047] In one embodiment of this application, the angle between the extending direction of the second connecting plate 32 and the extending direction of the third connecting plate 33 and the extending direction of the energy-absorbing box 2 is 20°-70°. This ensures that during the bending process of the anti-collision beam 1, the extending directions of the second connecting plate 32 and the third connecting plate 33 are as close as possible to the direction of force transmission of the tension, thereby improving the connection strength between the energy-absorbing box 2 and the anti-collision beam 1.

[0048] Reference Figure 1 In one embodiment of this application, the first fastener 34 is located at the ends of the second connecting plate 32 and the third connecting plate 33 away from the first connecting plate 31, and a second fastener 35 is also provided on one side of the second connecting plate 32 and the third connecting plate 33. The second fastener 35 passes through the energy-absorbing box 2 and the anti-collision beam 1. In this way, by reducing the width of the second connecting plate 32 and the third connecting plate 33 and connecting the energy-absorbing box 2 and the anti-collision beam 1 on one side by means of the second fastener 35, the connection strength between the energy-absorbing box 2 and the anti-collision beam 1 can be further improved.

[0049] Optionally, a third fastener 36 is also connected between the first connecting plate 31 and the side surface of the energy-absorbing box 2. The third fastener 36 can further enhance the connection strength between the connecting structure 3 and the energy-absorbing box 2. It should also be noted that since the load is mainly transmitted between the first connecting plate 31 and the side surface of the energy-absorbing box 2 by extrusion force, the force on the third fastener 36 can be reduced, thereby reducing the number of third fasteners 36, further simplifying the system configuration and assembly process, and reducing processing costs.

[0050] Similarly, the second fastener 35 and the third fastener 36 mentioned above include, but are not limited to, components such as bolts and rivets.

[0051] Reference Figure 5 and Figure 6 The anti-collision beam 1 also contains a load-bearing component 11, through which the first fastener 34 and the second fastener 35 both pass. Thus, when the first fastener 34 and the second fastener 35 are subjected to tensile force, the tensile force can be distributed to the load-bearing component 11, thereby dispersing the load on the first fastener 34 and the second fastener 35 and reducing the possibility of deformation due to excessive local stress in the first fastener 34 and the second fastener 35.

[0052] Optionally, in actual processing, a receiving space 100 can be reserved inside the anti-collision beam 1, and the load-bearing component 11 is filled in the receiving space 100. This not only facilitates production and processing, but also allows the load to be distributed to the main structure of the anti-collision beam 1 when the first fastener 34 and the second fastener 35 are subjected to tension.

[0053] This application also discloses a vehicle that includes the frame assembly of any of the above embodiments.

[0054] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A vehicle frame assembly, characterized in that, The frame assembly includes a crash beam (1), an energy-absorbing box (2), and a connecting structure (3) connecting the crash beam (1) and the energy-absorbing box (2). The connecting structure (3) includes: A first connecting plate (31) and a second connecting plate (32) and a third connecting plate (33) respectively connected to both ends of the first connecting plate (31). The first connecting plate (31) is attached to the side surface of the energy-absorbing box (2), the second connecting plate (32) is attached to the upper surface of the energy-absorbing box (2), and the third connecting plate (33) is attached to the lower surface of the energy-absorbing box (2). A first fastener (34) connects the second connecting plate and the third connecting plate to the anti-collision beam (1); The second connecting plate and the third connecting plate extend from the end of the first connecting plate toward the middle of the anti-collision beam (1) so that when the anti-collision beam (1) is subjected to tension due to a frontal collision, the extension direction of the second connecting plate and the extension direction of the third connecting plate can be located in the force transmission direction of the tension.

2. The frame assembly according to claim 1, characterized in that, The angle between the extension direction of the second connecting plate (32) and / or the extension direction of the third connecting plate (33) and the extension direction of the energy-absorbing box (2) is 20°-70°.

3. The frame assembly according to claim 1, characterized in that, The first fastener (34) passes through the second connecting plate (32), the energy-absorbing box (2), the anti-collision beam (1) and the third connecting plate in sequence to connect the second connecting plate (32), the energy-absorbing box (2), the third connecting plate (33) and the anti-collision beam (1).

4. The frame assembly according to claim 3, characterized in that, The first fastener (34) is located at the ends of the second connecting plate (32) and the third connecting plate (33) away from the first connecting plate (31).

5. The frame assembly according to claim 4, characterized in that, The chassis assembly also includes: The second fastener (35) is inserted between the energy-absorbing box (2) and the anti-collision beam (1) to connect the energy-absorbing box (2) and the anti-collision beam (1).

6. The frame assembly according to claim 5, characterized in that, The anti-collision beam (1) is provided with a load-bearing component (11), and the first fastener (34) and / or the second fastener (35) pass through the load-bearing component (11).

7. The frame assembly according to claim 6, characterized in that, The anti-collision beam (1) has an accommodating space (100), and the load-bearing component (11) is filled in the accommodating space (100).

8. The frame assembly according to claim 1, characterized in that, The first connecting plate (31), the second connecting plate (32), and the third connecting plate (33) are integrally formed.

9. The frame assembly according to any one of claims 1 to 8, characterized in that, The chassis assembly also includes: A third fastener (36) is connected between the first connecting plate (31) and the side surface of the energy-absorbing box (2).

10. A vehicle, characterized in that, The frame assembly includes any one of claims 1 to 9.

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