Cabin framework assembly

Abstract

The utility model provides a cabin framework assembly which comprises an anti-collision beam, an energy absorption box connected with the anti-collision beam through a connecting structure and a front longitudinal beam connected with the energy absorption box through a detachable structure, and the front longitudinal beam comprises an energy absorption area, a transition area and a rigid area which are sequentially connected through a mortise and tenon joint structure. The connecting structure comprises two connecting plates which are welded to the side, close to the energy absorption box, of the anti-collision beam and arranged in a spaced mode, and a buffering space is formed between the two connecting plates. The mounting plate is fixed on one side, close to the anti-collision beam, of the energy absorption box; and the fixing piece penetrates through the connecting plate and the mounting plate and is used for fastening and connecting the connecting plate and the mounting plate, so that the maintenance cost is remarkably reduced, the flexibility and economy of maintenance are improved through the modular design, and resource waste is reduced.

Description

Technical Field

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

[0002] To meet high safety performance requirements, vehicles face stricter demands on materials and structural design. The engine compartment frame is prone to stress concentration and localized deformation during a collision, which can affect crash safety performance. As the primary structure absorbing frontal impacts, the front engine compartment assembly must maintain adequate rigidity to effectively absorb and disperse collision energy, preventing its transfer to the passenger compartment, thereby protecting passenger safety and reducing the overall vehicle's collision risk.

[0003] Aluminum alloy frames, due to their excellent lightweight properties (density only 1 / 3 that of steel), have become one of the core materials for automotive front engine compartment frames. Traditional designs typically employ unibody die casting or extrusion molding processes (such as the unibody die-cast front longitudinal beams of the Tesla Model Y), simplifying the structure, reducing weight, and improving production efficiency. These structures rely on the plastic deformation of aluminum alloys to absorb energy in a collision, but their irreversible deformation characteristics necessitate the replacement of the entire frame assembly during repairs, resulting in high maintenance costs and resource waste. Utility Model Content

[0004] Therefore, the purpose of this utility model is to provide a cabin frame assembly to solve the problems mentioned above in the background art.

[0005] A cabin frame assembly includes a crash beam, an energy-absorbing box connected to the crash beam via a connecting structure, and a front longitudinal beam connected to the energy-absorbing box via a detachable structure. The front longitudinal beam includes an energy-absorbing area, a transition area, and a rigid area connected sequentially via a tenon-and-mortise structure. The connecting structure includes:

[0006] Two spaced connecting plates are welded to the side of the anti-collision beam near the energy-absorbing box, forming a buffer space between the two connecting plates;

[0007] A mounting plate fixed to the side of the energy-absorbing box near the anti-collision beam; and

[0008] A fastener passing through the connecting plate and the mounting plate is used to securely connect the two.

[0009] Compared to existing technologies, the advantages of this application are as follows: through the arrangement of connecting and disassembling structures, the naval frame assembly is divided into multiple independent and replaceable modules, including crash beams, energy-absorbing boxes, and front longitudinal beams. This modular design allows for the replacement of only damaged parts, avoiding complete scrapping and thus significantly reducing maintenance costs. At the same time, the modular design also improves the flexibility and economy of maintenance, reducing resource waste.

[0010] Furthermore, the energy-absorbing region has a corrugated tube structure, and the inner side of the energy-absorbing region is filled with a first honeycomb aluminum core.

[0011] Furthermore, the sidewall thickness of the transition zone increases linearly from the energy absorption zone to the rigid zone, and the inner wall of the transition zone is provided with reinforcing ribs.

[0012] Furthermore, the rigid region is internally divided into multiple independent cavities, each of which is filled with a deformable material, namely polyurethane foam.

[0013] Furthermore, the detachable structure includes a protrusion integrally formed on the end of the energy-absorbing box, a connector connected to the front longitudinal beam, and a fixing bolt passing through the protrusion and the connector. The connector has a snap-fit ​​groove that matches the shape of the protrusion.

[0014] Furthermore, the connector includes a straight plate portion and two side plates formed by bending the two ends of the straight plate portion, and the distance between the two side plates is equal to the width of the protrusion.

[0015] Furthermore, an energy distribution groove is provided at the weld between the connecting plate and the anti-collision beam, and the energy distribution groove is an arc-shaped groove extending along the direction of the collision force.

[0016] Furthermore, the energy-absorbing box includes a crumple section near the anti-collision beam and a crushing section near the front longitudinal beam. The outer surface of the crumple section is provided with a V-shaped crumple guide groove, and the interior of the crushing section is filled with a second honeycomb aluminum core. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of the cabin frame assembly of this utility model;

[0018] Figure 2 This is a structural schematic diagram of the front longitudinal beam of this utility model;

[0019] Figure 3 This is a three-dimensional structural schematic diagram of a portion of the cabin frame assembly of this utility model;

[0020] Figure 4 This is a sectional view of the moving front longitudinal beam of this utility model;

[0021] Figure 5 This is a cross-sectional view of the energy-absorbing box of this utility model.

[0022] Key component symbols: 10. Anti-collision beam; 11. Energy distribution channel; 20. Connecting structure; 21. Connecting plate; 22. Buffer space; 23. Mounting plate; 24. Fixing component; 30. Energy absorption box; 31. Crushing section; 32. Crushing section; 33. Crushing guide channel; 34. Second honeycomb aluminum core; 40. Detachable structure; 41. Protrusion; 42. Connecting component; 421. Straight plate section; 422. Side plate; 43. Fixing bolt; 50. Front longitudinal beam; 51. Energy absorption zone; 511. First honeycomb aluminum core; 52. Transition zone; 521. Reinforcing rib; 53. Rigid zone; 531. Independent cavity; 532. Deformable material; 54. Mortise and tenon structure. Detailed Implementation

[0023] 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.

[0024] 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.

[0025] 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.

[0026] Please see Figures 1 to 3 The image shows a cabin frame assembly according to an embodiment of the present invention, including...

[0027] The anti-collision beam 10, the energy-absorbing box 30 connected to the anti-collision beam 10 via a connecting structure 20, and the front longitudinal beam 50 connected to the energy-absorbing box 30 via a detachable structure 40, wherein the front longitudinal beam 50 includes an energy-absorbing area 51, a transition area 52, and a rigid area 53 connected in sequence via a tenon and mortise structure 54; the connecting structure 20 includes:

[0028] Two spaced connecting plates 21 are welded to the side of the anti-collision beam 10 near the energy-absorbing box 30, and a buffer space 22 is formed between the two connecting plates 21.

[0029] The mounting plate 23 is fixed to the side of the energy-absorbing box 30 near the anti-collision beam 10; and

[0030] A fastener 24 passes through the connecting plate 21 and the mounting plate 23 to securely connect the two.

[0031] It is worth noting that, through the connection structure 20 and the disassembly structure, the nacelle frame assembly is divided into multiple independent and replaceable modules, including the crash beam 10, energy-absorbing box 30, and front longitudinal beam 50. This modular design allows for the replacement of only damaged parts, avoiding complete scrapping and thus significantly reducing maintenance costs. At the same time, the modular design also improves the flexibility and economy of maintenance, reducing resource waste.

[0032] The segmented design, combining the mortise and tenon joints of the energy-absorbing zone 51, transition zone 52, and rigid zone 53, forms a multi-stage energy absorption and gradual transfer of impact force mechanism. The buffer space 22 initially absorbs impact energy in the early stages of the collision; the energy-absorbing zone 51 absorbs energy in the middle stage through plastic deformation of the material; and the independent cavity 531 of the rigid zone 53 dissipates remaining energy in the later stages of the collision, ultimately protecting the passenger compartment. This staged energy absorption design significantly reduces the peak impact force and prevents premature failure of individual components, thereby improving the overall vehicle's collision safety performance.

[0033] The combination of modular and segmented design not only optimizes collision safety, but also ensures the integrity of the passenger compartment through precise energy dispersion and dissipation mechanisms, providing passengers with greater survival space.

[0034] In this embodiment, the fastener 24 can be a bolt. After the energy-absorbing area 51, the transition area 52 and the rigid area 53 are connected by the tenon and mortise structure 54, the connection points can be welded or filled with epoxy structural adhesive to suppress vibration and abnormal noise.

[0035] Please see Figure 4As shown, in this embodiment, the energy-absorbing zone 51 adopts a corrugated tube structure, with a first honeycomb aluminum core 511 filling its inner side. The corrugated tube has extremely strong axial compressive deformation capability, which, combined with the plastic deformation of the first honeycomb aluminum core 511, can efficiently absorb low-to-medium speed collision energy, such as a rear-end collision at 25 km / h. This design can reduce the kinetic energy transferred to the vehicle body during a collision, thereby reducing maintenance costs. In low-speed collisions, the corrugated tube absorbs energy through crushing deformation, while the first honeycomb aluminum core 511 absorbs energy through collapse deformation, thus effectively protecting the vehicle structure and occupant safety. In addition, this design also has the advantage of economical maintenance. After a low-speed collision, the damaged energy-absorbing zone 51 can be replaced individually without replacing the entire engine compartment frame assembly, thereby avoiding complete scrapping and further reducing maintenance costs. This modular design concept not only improves the vehicle's safety performance but also takes into account economy and environmental protection.

[0036] In this embodiment, the sidewall thickness of the transition zone 52 increases linearly from the energy-absorbing zone 51 to the rigid zone 53. This gradual design helps avoid abrupt stress changes, thereby improving the continuity and stability of the structure. Simultaneously, the inner wall of the transition zone 52 is equipped with reinforcing ribs 521, which enhance bending resistance and guide the impact force to diffuse evenly towards the rigid zone 53. In medium-to-high speed collisions (30-50 km / h), the transition zone 52 is responsible for evenly transferring the remaining energy to the rear section. Furthermore, the design of the transition zone 52, combining a gradual thickness change with the placement of reinforcing ribs 521, allows the entire structure to more effectively absorb and disperse energy during a collision, avoiding structural failure caused by localized stress concentration. This design approach balances the structure's strength, toughness, and energy absorption capacity, providing more reliable collision safety protection for the vehicle.

[0037] In this embodiment, the rigid zone 53 is designed to contain multiple independent cavities 531, each filled with polyurethane foam. This structural design allows each cavity to undergo controlled collapse under pressure, thereby providing rigid support while absorbing energy. In high-speed collisions (e.g., 50 km / h), the rigid zone 53 provides a "soft landing," effectively reducing the peak acceleration of the passenger compartment and protecting passenger safety. In even higher-speed collisions (above 50 km / h), the rigid zone 53 disperses the impact force through its multi-cavity structure, maintaining the boundary integrity of the passenger compartment. During the collision, the polyurethane foam absorbs and dissipates impact energy through the collapse and plastic deformation of its internal closed-cell structure, further reducing the peak impact force transmitted to the passenger compartment. This material selection and structural design ensure that the rigid zone 53 effectively protects the passenger compartment and reduces injury to passengers at different collision speeds.

[0038] Specifically, the detachable structure 40 includes a protrusion 41 integrally formed on the end of the energy-absorbing box 30, a connector 42 connected to the front longitudinal beam 50, and a fixing bolt 43 passing through the protrusion 41 and the connector 42. The connector 42 has a snap-fit ​​groove that matches the shape of the protrusion 41. More specifically, the connector 42 includes a straight plate portion 421 and two side plates 422 formed by bending the two ends of the straight plate portion 421. The distance between the two side plates 422 is equal to the width of the protrusion 41, so that the protrusion 41 can be tightly snapped into the snap-fit ​​groove of the connector 42. The interference fit between the protrusion 41 and the snap-fit ​​groove effectively avoids lateral displacement, while the fixing bolt 43 provides axial locking force, ensuring a stable connection between the rear end of the energy-absorbing box 30 body and the front end of the front longitudinal beam 50. This design avoids problems such as poor bonding or vibration and abnormal noise between the energy-absorbing box 30 body and the front longitudinal beam 50, thereby improving the overall quality and reliability of the vehicle.

[0039] In this embodiment, an energy distribution groove 11 is designed at the weld between the connecting plate 21 and the anti-collision beam 10. This energy distribution groove 11 is an arc-shaped groove extending along the direction of the impact force. The arc-shaped groove design can guide the impact force to be dispersed along the tangential direction, thereby effectively reducing stress concentration at the weld. This structural optimization significantly improves the durability of the connection between the anti-collision beam 10 and the connecting plate 21, extending its service life.

[0040] Please see Figure 5 As shown, in this embodiment, the energy-absorbing box 30 is designed with a crumple zone 31 near the anti-collision beam 10 and a crushing zone 32 near the front longitudinal beam 50. The outer surface of the crumple zone 31 is provided with a V-shaped crumple guide groove 33 to control the crumple direction, ensuring that the energy-absorbing box 30 can deform stably along a predetermined path during a collision. The crushing zone 32 is filled with a second honeycomb aluminum core 34, which absorbs the remaining collision energy through the dense deformation of the first honeycomb aluminum core 511. This segmented design optimizes the energy absorption capacity of the energy-absorbing box 30. The crumple zone 31 guides the deformation direction through its geometry, avoiding localized stress concentration; the crushing zone 32 utilizes the material properties of the first honeycomb aluminum core 511 to efficiently absorb energy. The synergistic effect of both significantly improves the overall energy absorption of the energy-absorbing box 30, thereby better protecting the passenger compartment and reducing the damage to the vehicle and passengers during a collision.

[0041] In summary, the fixing device for the emergency monitoring and early warning equipment in the above embodiments of this utility model has the following beneficial effects:

[0042] By using the connecting structure 20 and the disassembly structure, the naval frame assembly is divided into multiple independent, replaceable modules, including the crash beam 10, energy-absorbing box 30, and front longitudinal beam 50. This modular design allows for the replacement of only damaged parts, avoiding complete scrapping and thus significantly reducing maintenance costs. At the same time, the modular design also improves maintenance flexibility and economy, reducing resource waste.

[0043] The segmented design, combining the mortise and tenon joints of the energy-absorbing zone 51, transition zone 52, and rigid zone 53, forms a multi-stage energy absorption and gradual transfer of impact force mechanism. The buffer space 22 initially absorbs impact energy in the early stages of the collision; the energy-absorbing zone 51 absorbs energy in the middle stage through plastic deformation of the material; and the independent cavity 531 of the rigid zone 53 dissipates remaining energy in the later stages of the collision, ultimately protecting the passenger compartment. This staged energy absorption design significantly reduces the peak impact force and prevents premature failure of individual components, thereby improving the overall vehicle's collision safety performance.

[0044] The combination of modular and segmented design not only optimizes collision safety, but also ensures the integrity of the passenger compartment through precise energy dispersion and dissipation mechanisms, providing passengers with greater survival space.

[0045] 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.

[0046] 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 cabin frame assembly, characterized in that, include: The system includes a crash beam, an energy-absorbing box connected to the crash beam via a connecting structure, and a front longitudinal beam connected to the energy-absorbing box via a detachable structure. The front longitudinal beam comprises an energy-absorbing area, a transition area, and a rigid area connected sequentially via a mortise and tenon structure. The connecting structure includes: Two spaced connecting plates are welded to the side of the anti-collision beam near the energy-absorbing box, forming a buffer space between the two connecting plates; A mounting plate fixed to the side of the energy-absorbing box near the anti-collision beam; and A fastener passing through the connecting plate and the mounting plate is used to securely connect the two.

2. The cabin frame assembly according to claim 1, characterized in that, The energy-absorbing zone has a corrugated tube structure, and the inner side of the energy-absorbing zone is filled with a first honeycomb aluminum core.

3. The cabin frame assembly according to claim 1, characterized in that, The thickness of the sidewall of the transition zone increases linearly from the energy absorption zone to the rigid zone, and the inner wall of the transition zone is provided with reinforcing ribs.

4. The cabin frame assembly according to claim 1, characterized in that, The rigid region is divided into multiple independent cavities, each filled with a deformable material, which is polyurethane foam.

5. The cabin frame assembly according to claim 1, characterized in that, The detachable structure includes a protrusion integrally formed on the end of the energy-absorbing box, a connector connected to the front longitudinal beam, and a fixing bolt passing through the protrusion and the connector. The connector has a snap-fit ​​groove that matches the shape of the protrusion.

6. The cabin frame assembly according to claim 5, characterized in that, The connector includes a straight plate portion and two side plates formed by bending the two ends of the straight plate portion. The distance between the two side plates is equal to the width of the protrusion.

7. The cabin frame assembly according to claim 1, characterized in that, The connection plate and the anti-collision beam are welded together with an energy distribution groove, which is an arc-shaped groove extending along the direction of the collision force.

8. The cabin frame assembly according to claim 1, characterized in that, The energy-absorbing box includes a crumple section near the anti-collision beam and a crushing section near the front longitudinal beam. The outer surface of the crumple section is provided with a V-shaped crumple guide groove, and the interior of the crushing section is filled with a second honeycomb aluminum core.

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