Longitudinal beam, auxiliary frame and automobile

Abstract

The utility model provides a longeron, subframe and automobile, the longeron comprises the front end that is close to the head of the automobile, the tail end that is far away from the head of the automobile, and the middle end that is located between the front end and the tail end, the middle end is equipped with the elastic restraint structural member, the both ends of the elastic restraint structural member are respectively with the middle end and chassis girder fixed connection, a buffering assembly is arranged between the middle end and the elastic restraining structural part, a reinforcing assembly is arranged between the front end and the elastic restraining structural part, and the reinforcing assembly comprises a first hinge seat arranged at the front end, a second hinge seat arranged at the elastic restraining structural part and a fork arm structure rotationally connected between the first hinge seat and the second hinge seat. The supporting force of the auxiliary frame can be improved, so that the damping capacity is improved, and meanwhile, the overall stability between the auxiliary frame and a chassis of a vehicle body can be improved to a certain extent when the vehicle is subjected to impact force.

Description

Technical Field

[0001] This utility model relates to automotive exterior parts, and in particular to a longitudinal beam, a subframe, and an automobile. Background Technology

[0002] The subframe has upper and lower crossbeams and longitudinal beams connecting the upper and lower crossbeams. It is connected to the main beam of the vehicle chassis through 6 mounting points. The two middle points are elastically constrained. The purpose is to allow the subframe and the main beam of the chassis to deform relative to each other at mid-span, reducing the difficulty of matching the subframe with the vehicle body, thereby reducing the manufacturing precision of the longitudinal beams. At the same time, it also gives the subframe a certain shock absorption capacity.

[0003] In existing technologies, the elastic restraint structure itself is relatively thin, and its vibration isolation effect is poor when encountering bumpy road surfaces. Furthermore, the two ends of the elastic restraint structure are connected to the longitudinal beam and the chassis main beam respectively by bolts. This means that in the event of a vehicle accident, the impact force at the front end can easily cause the bolts at the elastic restraint structure to receive a large amount of shear force, making the elastic restraint structure prone to loosening or falling off from the main beam or longitudinal beam. This affects the deformation and energy absorption capacity of the rear section of the longitudinal beam, thereby reducing the overall safety of the vehicle. Utility Model Content

[0004] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a longitudinal beam that aims to solve the technical problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model is implemented through the following technical solution:

[0006] A longitudinal beam includes a front end located near the front of the vehicle, a rear end located away from the front of the vehicle, and a middle end located between the front end and the rear end. An elastic constraint structure is provided at the middle end, and the two ends of the elastic constraint structure are fixedly connected to the middle end and the chassis main beam, respectively. A buffer assembly is provided between the middle end and the elastic constraint structure. A reinforcing assembly is provided between the front end and the elastic constraint structure. The reinforcing assembly includes a first hinge seat located at the front end, a second hinge seat located at the elastic constraint structure, and a fork arm structure rotatably connected between the first hinge seat and the second hinge seat. An elastic element is connected between the first hinge seat and the fork arm structure.

[0007] According to one aspect of the above technical solution, the second hinge seat is connected to the elastic constraint structure via a fixing plate.

[0008] According to one aspect of the above technical solution, the first hinge seat includes a first mounting plate disposed on the front end side and a first fixed shaft disposed on the first mounting plate, the second hinge seat includes a second mounting plate disposed on the fixed plate and a second fixed shaft disposed on the second mounting plate, the fixed plate is recessed with a sliding groove, the second mounting plate is slidably disposed in the sliding groove by a slider, and a buffer spring is provided between the second mounting plate and the groove wall of the sliding groove.

[0009] According to one aspect of the above technical solution, the fork arm structure includes a first sub-fork arm and a second sub-fork arm rotatably mounted on the first fixed shaft, and a third sub-fork arm rotatably mounted on the second fixed shaft, wherein the first sub-fork arm, the second sub-fork arm, and the third sub-fork arm are integrally formed.

[0010] According to one aspect of the above technical solution, the elastic element is a torsion spring, and there are two torsion springs. The two ends of one torsion spring are fixedly connected to the first sub-fork arm and the first mounting plate, respectively, and the two ends of the other torsion spring are fixedly connected to the second sub-fork arm and the first mounting plate, respectively.

[0011] According to one aspect of the above technical solution, the buffer assembly includes a third hinge seat disposed on the middle side, a fourth hinge seat disposed on the fixed plate, and a buffer structure rotatably disposed between the third hinge seat and the fourth hinge seat.

[0012] According to one aspect of the above technical solution, the third hinge seat includes a third mounting plate fixed to the middle side and a third fixed shaft disposed on the third mounting plate, and the fourth hinge seat includes a fourth mounting plate fixed to the fixed plate and a fourth fixed shaft disposed on the fourth mounting plate.

[0013] According to one aspect of the above technical solution, the buffer structure includes a first rotating plate rotatably mounted on the third fixed shaft, a second rotating plate rotatably mounted on the fourth fixed shaft, a damper fixed between the first rotating plate and the second rotating plate, and a telescopic spring sleeved on the outer cylindrical surface of the damper, wherein the two ends of the telescopic spring are fixedly connected to the first rotating plate and the second rotating plate respectively.

[0014] This utility model also provides a subframe, including the longitudinal beams as described above.

[0015] This utility model also provides an automobile, including the longitudinal beams described above.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] By installing a buffer assembly between the midpoint of the longitudinal beam and the elastic constraint structure, and a reinforcing assembly between the front end of the longitudinal beam and the elastic constraint structure, the reinforcing assembly includes a first hinge seat and a fork arm structure. An elastic element is located between the first hinge seat and the fork arm structure. During normal driving, when encountering extremely bumpy road sections, the buffer assembly and the elastic element work together to reduce the degree of bumps between the subframe and the main beam of the floor, improving the support force of the elastic constraint structure and preventing the floor from feeling loose due to insufficient connection support of the elastic constraint structure, thus improving the driving experience to some extent. When an impact occurs at the front of the vehicle, the subframe longitudinal beam, after being subjected to force, does not simply... The bolts at the elastic constraint structure bear the shear force, and the fork arm structure also distributes some of the force to the elastic constraint structure itself. Since the elastic constraint structure is a whole, it can withstand a certain amount of force. When the longitudinal beam is impacted and the elastic constraint structure deflects, the presence of the fork arm structure can hold the elastic constraint structure in place so that it does not deflect easily. At the same time, the elastic constraint structure will also resist the fork arm structure, so that the fork arm structure and the longitudinal beam do not continue to move backward, thereby improving the overall stability between the subframe and the chassis. In addition, the inclined fork arm structure can withstand more of the axial force transmitted from the longitudinal beam, so that the fork arm structure will not be easily damaged. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the longitudinal beam in the first embodiment of the present invention;

[0019] Figure 2 for Figure 1 A structural schematic diagram of the elastically constrained structural component;

[0020] Figure 3 for Figure 1 Exploded view of the structure at the elastically constrained structural member;

[0021] Explanation of key component symbols:

[0022]

[0023]

[0024] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this utility model. Detailed Implementation

[0025] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0026] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0028] Please see Figures 1 to 3 The diagram shows a longitudinal beam in the first embodiment of this utility model, including a front end 10 located near the front of the vehicle, a rear end 30 located away from the front of the vehicle, and a middle end 20 located between the front end 10 and the rear end 30. An elastic constraint structure 40 is provided at the middle end 20, and the two ends of the elastic constraint structure 40 are fixedly connected to the middle end 20 and the chassis main beam, respectively. A buffer assembly 50 is provided between the middle end 20 and the elastic constraint structure 40. A reinforcing assembly 60 is provided between the front end 10 and the elastic constraint structure 40. The reinforcing assembly 60 includes a first hinge seat 62 located at the front end 10, a second hinge seat 63 located at the elastic constraint structure 40, and a fork arm structure 61 rotatably connected between the first hinge seat 62 and the second hinge seat 63. An elastic element is connected between the first hinge seat 62 and the fork arm structure 61.

[0029] Understandably, this utility model provides a buffer assembly 50 between the middle end 20 of the longitudinal beam and the elastic constraint structure 40, and a reinforcing assembly 60 between the front end 10 of the longitudinal beam and the elastic constraint structure 40. The reinforcing assembly 60 includes a first hinge seat 62 and a fork arm structure 61, with an elastic element between the first hinge seat 62 and the fork arm structure 61. During normal driving, when encountering extremely bumpy road sections, the buffer assembly 50 and the elastic element work together to reduce the degree of bumping between the subframe and the main beam of the floor, increasing the support force of the elastic constraint structure 40, and preventing the floor from feeling loose due to insufficient connection support of the elastic constraint structure 40, thereby improving the driving experience to some extent. When the front end 10 of the vehicle experiences an impact, the subframe longitudinal beam is subjected to… The shear force is not only borne by the bolts at the elastic constraint structure 40, but also by the fork arm structure 61, which distributes a portion of the force to the elastic constraint structure 40 itself. Since the elastic constraint structure 40 is a whole, it can withstand a certain degree of force. When the longitudinal beam is impacted and the elastic constraint structure 40 deflects, the presence of the fork arm structure 61 can hold the elastic constraint structure 40 in place so that it does not deflect easily. At the same time, the elastic constraint structure 40 will also resist the fork arm structure 61, so that the fork arm structure 61 and the longitudinal beam do not continue to move backward, thereby improving the overall stability between the subframe and the chassis. In addition, the inclined fork arm structure 61 can withstand more of the axial force transmitted from the longitudinal beam, so that the fork arm structure 61 will not be easily damaged.

[0030] Specifically, in this embodiment, the second hinge seat 63 is connected to the elastic constraint structure 40 via a fixing plate 42. The first hinge seat 62 includes a first mounting plate 621 disposed on the side of the front end 10 and a first fixing shaft 622 disposed on the first mounting plate 621. The second hinge seat 63 includes a second mounting plate 411 disposed on the fixing plate 42 and a second fixing shaft 412 disposed on the second mounting plate 411. A groove 70 is recessed on the fixing plate 42. The second mounting plate 411 is slidably disposed in the groove 70 by a slider. A buffer spring 71 is disposed between the second mounting plate 411 and the groove wall of the groove 70. The fork arm structure 61 includes a first sub-fork arm 611 and a second sub-fork arm 612 rotatably disposed on the first fixing shaft 622 and a third sub-fork arm 613 rotatably disposed on the second fixing shaft 412. The first sub-fork arm 611, the second sub-fork arm 612, and the third sub-fork arm 613 are integrally formed.

[0031] Understandably, the longitudinal beam is generally a hollow steel pipe with a rectangular cross-section. Therefore, the first mounting plate 621 can be fixed to the side of the front end 10 near the elastic constraint structure 40 by bolts or welding. Then, the first fixing shaft 622 is fixed on the first mounting plate 621. Similarly, the second mounting plate 411 and the second fixing shaft 412 can also be set on the arc-shaped elastic constraint structure 40 in the same way. When the fork arm structure 61 is not set, when the longitudinal beam is subjected to a backward impact force, since the other end of the elastic constraint structure 40 is connected to the chassis main beam, the elastic constraint structure 40 will... There is a deflection force that can easily loosen the bolts on one side of the elastic constraint structure 40. After the fork arm structure 61 is set, when the longitudinal beam is subjected to a backward impact force, the middle position of the elastic constraint structure 40 will provide a resisting force to the third sub-fork arm 613, which will hold the fork arm structure 61 in place and prevent it and the longitudinal beam from displacing too much. This reduces the deflection force of the elastic constraint structure 40, which is equivalent to converting the force originally borne by the bolts at the elastic constraint structure 40 alone into the force borne by the bolts at the elastic constraint structure 40 and the elastic constraint structure 40 itself, thereby improving the overall integrity of the structure.

[0032] Furthermore, the elastic element is a torsion spring 614. There are two torsion springs 614. The two ends of one torsion spring 614 are fixedly connected to the first sub-fork arm 611 and the first mounting plate 621, respectively. The two ends of the other torsion spring 614 are fixedly connected to the second sub-fork arm 612 and the first mounting plate 621, respectively.

[0033] Understandably, during normal driving, in addition to the buffer assembly 50, the torsion spring 614 between the fork arm structure 61 and the first mounting plate 621 will also move along with the deformation of the elastic constraint structure 40. The second mounting plate 411 will slide adaptively along the slide groove 70 to adapt to the deformation of the elastic constraint structure 40. The buffer spring 71 plays a role in buffering and resetting, thereby enabling the entire structure to play a supporting role.

[0034] Furthermore, the buffer assembly 50 includes a third hinge seat 53 disposed on the side of the middle end 20, a fourth hinge seat 51 disposed on the fixed plate 42, and a buffer structure 54 rotatably disposed between the third hinge seat 53 and the fourth hinge seat 51; the third hinge seat 53 includes a third mounting plate 531 fixed to the side of the middle end 20, and a third fixed shaft 532 disposed on the third mounting plate 531; the fourth hinge seat 51 includes a fourth mounting plate 511 fixed to the fixed plate 42, and a buffer structure 54 rotatably disposed between the third hinge seat 53 and the fourth hinge seat 51. The fourth fixed shaft 512 is located on the fourth mounting plate 511; the buffer structure 54 includes a first rotating plate 541 rotatably mounted on the third fixed shaft 532, a second rotating plate 544 rotatably mounted on the fourth fixed shaft 512, a damper 542 fixed between the first rotating plate 541 and the second rotating plate 544, and a telescopic spring 543 sleeved on the outer cylindrical surface of the damper 542, wherein the two ends of the telescopic spring 543 are fixedly connected to the first rotating plate 541 and the second rotating plate 544 respectively.

[0035] Understandably, during normal driving, when encountering bumpy roads, the damper 542 will adaptively extend and retract according to the centering amplitude of the elastic constraint structure 40, and work with the extension spring 543 to provide support for the elastic constraint structure 40, thereby improving the overall stability of the subframe.

[0036] Since both the buffer assembly 50 and the fork arm structure 61 are located below the elastic constraint structure 40, they will not interfere with the connection between the subframe and the chassis.

[0037] Furthermore, a tail fixing point 31 is provided at the tail end 30, and a middle fixing point 41 is provided at the elastic constraint structure 40.

[0038] It should be noted that the subframe includes a front subframe and a rear subframe. In this application, it is the front subframe. The subframe includes a front crossbeam, a rear crossbeam, and two longitudinal beams located between the front and rear crossbeams. This application is an improvement on the longitudinal beams. There are generally six fixing points. Two middle fixing points 41 are provided on the elastic constraint structure 40 at the middle 20 of the two longitudinal beams, and two tail fixing points 31 are provided at the tail 30 of the two longitudinal beams. Two head fixing points (not shown in the figure) are provided at both ends of the front crossbeam. The subframe is connected to the vehicle chassis through the above six fixing points.

[0039] In summary, the longitudinal beam in the above embodiments of this utility model can improve the support of the subframe, thereby improving the shock absorption capacity. At the same time, when the vehicle is subjected to impact force, it can improve the overall stability between the subframe and the vehicle chassis to a certain extent.

[0040] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is 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. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0041] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A longitudinal beam, characterized in that, The vehicle includes a front end located near the front of the vehicle, a rear end located away from the front of the vehicle, and a middle section located between the front end and the rear end. An elastic constraint structure is provided at the middle section. The two ends of the elastic constraint structure are fixedly connected to the middle section and the chassis main beam, respectively. A buffer assembly is provided between the middle section and the elastic constraint structure. A reinforcing assembly is provided between the front end and the elastic constraint structure. The reinforcing assembly includes a first hinge seat located at the front end, a second hinge seat located at the elastic constraint structure, and a fork arm structure rotatably connected between the first hinge seat and the second hinge seat. An elastic element is connected between the first hinge seat and the fork arm structure.

2. The longitudinal beam according to claim 1, characterized in that, The second hinge seat is connected to the elastic constraint structure via a fixing plate.

3. The longitudinal beam according to claim 2, characterized in that, The first hinge seat includes a first mounting plate disposed on the front end side and a first fixed shaft disposed on the first mounting plate. The second hinge seat includes a second mounting plate disposed on the fixed plate and a second fixed shaft disposed on the second mounting plate. A groove is recessed on the fixed plate. The second mounting plate is slidably disposed in the groove by a slider. A buffer spring is provided between the second mounting plate and the groove wall.

4. The longitudinal beam according to claim 3, characterized in that, The fork arm structure includes a first sub-fork arm and a second sub-fork arm rotatably mounted on the first fixed shaft, and a third sub-fork arm rotatably mounted on the second fixed shaft. The first sub-fork arm, the second sub-fork arm, and the third sub-fork arm are integrally formed.

5. The longitudinal beam according to claim 4, characterized in that, The elastic element is a torsion spring. There are two torsion springs. The two ends of one torsion spring are fixedly connected to the first sub-fork arm and the first mounting plate, respectively. The two ends of the other torsion spring are fixedly connected to the second sub-fork arm and the first mounting plate, respectively.

6. The longitudinal beam according to claim 2, characterized in that, The buffer assembly includes a third hinge seat disposed on the middle side, a fourth hinge seat disposed on the fixed plate, and a buffer structure rotatably disposed between the third hinge seat and the fourth hinge seat.

7. The longitudinal beam according to claim 6, characterized in that, The third hinge seat includes a third mounting plate fixed to the middle side and a third fixed shaft disposed on the third mounting plate; the fourth hinge seat includes a fourth mounting plate fixed to the fixed plate and a fourth fixed shaft disposed on the fourth mounting plate.

8. The longitudinal beam according to claim 7, characterized in that, The buffer structure includes a first rotating plate rotatably mounted on the third fixed shaft, a second rotating plate rotatably mounted on the fourth fixed shaft, a damper fixed between the first rotating plate and the second rotating plate, and a telescopic spring sleeved on the outer cylindrical surface of the damper. The two ends of the telescopic spring are fixedly connected to the first rotating plate and the second rotating plate, respectively.

9. A subframe, characterized in that, The longitudinal beam includes any one of claims 1 to 8.

10. A car, characterized in that, The longitudinal beam includes any one of claims 1 to 8.

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