Automobile front longitudinal beam inner plate
By setting vertical crumple ribs and recesses in the front section of the inner plate of the front longitudinal beam of the car, combined with laser welding, the material strength is optimized, the problem of insufficient crumple energy absorption effect of the inner plate of the front longitudinal beam is solved, and better collision safety performance and cost-effectiveness are achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHONGQING JINKANG NEW ENERGY VEHICLE CO LTD
- Filing Date
- 2025-05-09
- Publication Date
- 2026-05-05
AI Technical Summary
The existing front longitudinal beam inner plate of automobiles has poor collision crumple energy absorption effect and cannot meet the increasingly stringent requirements for automobile collision safety performance.
Vertical shrinkage ribs are installed at the front section of the inner plate of the front longitudinal beam of the automobile, and a recessed part is added at its lower end. Combined with laser welding connection, the material strength distribution is optimized, and multiple shrinkage ribs are designed to induce large-scale bending deformation.
It significantly improves the collision crumple energy absorption effect of the front longitudinal beam inner plate, enhances the overall vehicle collision performance, and reduces production costs.
Smart Images
Figure CN224197823U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of automotive front longitudinal beam structure design, specifically to an inner plate of an automotive front longitudinal beam. Background Technology
[0002] The front longitudinal beam of an automobile mainly consists of two parts: the inner longitudinal beam plate and the outer longitudinal beam plate, along with possible local reinforcing components. It is a crucial component of the front body assembly and plays a vital role in the safety performance of frontal and offset collisions. Among these, the inner longitudinal beam plate is the most critical component affecting the front longitudinal beam's crash performance. Typically, the design of the inner longitudinal beam plate requires that the front section effectively absorbs energy while minimizing deformation at the rear section to prevent intrusion into the front compartment. Therefore, a rational structural design and material selection for the inner longitudinal beam plate are of paramount importance.
[0003] Previously, the inner plate of the front longitudinal beam was typically made of a high-strength material (tensile strength ≥780 MPa) and machined in one piece to ensure minimal deformation at the rear of the inner plate. Simultaneously, a crumple zone structure was incorporated at the front of the inner plate to meet the front-end collision energy absorption requirements. Traditional front longitudinal beam inner plate structures often employ multiple shallow crumple zones, which are relatively easy to machine and can reduce production costs to some extent. However, the deformation capacity of the front longitudinal beam inner plate structure is limited, resulting in poor collision crumple energy absorption and failing to meet the increasingly stringent requirements for automotive collision safety performance.
[0004] Therefore, improving the collision crumple zone energy absorption effect of the inner plate of the front longitudinal beam of a car, thereby improving the collision performance of the car, has become a technical problem that needs to be solved. Utility Model Content
[0005] In view of this, the purpose of this utility model is to provide an inner plate for the front longitudinal beam of an automobile, which can effectively improve the collision crumple energy absorption effect of the inner plate for the front longitudinal beam of an automobile, thereby improving the collision performance of the automobile.
[0006] To achieve the above objectives, the present invention provides the following technical solution: an inner plate of a front longitudinal beam of an automobile, comprising a front section and a rear section of the inner plate, wherein the front section of the inner plate is provided with a first shrinkage rib arranged vertically or approximately vertically to guide the longitudinal shrinkage of the inner plate of the front longitudinal beam, and the lower end of the first shrinkage rib is provided with a recessed portion for inducing the bending deformation of the inner plate of the front longitudinal beam.
[0007] Furthermore, the tensile strength of the front section of the inner panel is less than the tensile strength of the rear section of the inner panel.
[0008] Furthermore, the recessed portion extends longitudinally along its length, and the depth of the recessed portion gradually increases longitudinally from both ends toward the middle position.
[0009] Furthermore, a wrinkle-resistant rib is provided at the bottom center of the recessed portion.
[0010] Furthermore, the first contraction rib is located at or near the midpoint of the recess in the longitudinal direction.
[0011] Furthermore, the inner plate is provided with a second shrinkage rib arranged vertically or approximately vertically to guide the longitudinal shrinkage of the inner plate of the front longitudinal beam, and the second shrinkage rib is in contact with or adjacent to the front part of the recess.
[0012] Furthermore, the second contraction rib is a convex rib that is opposite to the direction of the concavity of the concave portion.
[0013] Furthermore, the front section of the inner plate is also provided with a third shrinkage rib arranged vertically or approximately vertically to guide the longitudinal shrinkage of the inner plate of the front longitudinal beam, and the third shrinkage rib is arranged adjacent to the rear part of the recess.
[0014] Furthermore, the front section and the rear section of the inner plate are connected by laser welding to form a weld seam.
[0015] Furthermore, the weld seam of the laser-welded front section and rear section of the inner plate is located at the midpoint or slightly behind the midpoint along the length of the inner plate of the front longitudinal beam.
[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:
[0017] The front longitudinal beam inner plate provided by this utility model can effectively improve the collision crumple energy absorption effect of the front longitudinal beam inner plate, thereby improving the overall vehicle collision performance. Specifically, by adding a recessed portion at the lower end of the first crumple rib, the front longitudinal beam inner plate can be induced to undergo greater bending deformation at the recessed portion during longitudinal crumple, thereby effectively improving the collision crumple energy absorption effect of the front longitudinal beam inner plate and thus improving the overall vehicle collision performance.
[0018] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of the front view structure of an embodiment of the present utility model;
[0020] Figure 2 This is a structural schematic diagram from another perspective of an embodiment of the present invention.
[0021] Reference numerals: 1-front section of inner plate; 101-first shrinkage rib; 102-recessed portion; 102a-anti-wrinkle rib; 103-second shrinkage rib; 104-third shrinkage rib; 2-rear section of inner plate; 3-weld position. Detailed Implementation
[0022] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only for illustrating the basic concept of this utility model. Unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.
[0023] It should be noted that, unless otherwise specified, the terms "vertical" and "longitudinal" mentioned below are defined by the position of the inner panel of the front longitudinal beam after it is assembled at the rear of the vehicle body. "Vertical" is consistent with the height of the vehicle body, that is, consistent with the vertical direction of the vehicle body; "longitudinal" is consistent with the length direction of the vehicle body, with the side closer to the front of the vehicle being the front and the side closer to the rear of the vehicle being the rear.
[0024] Please see Figure 1-2 This embodiment discloses an inner panel of a front longitudinal beam for automobiles, including a front section 1 and a rear section 2. The front section 1 is provided with a first contraction rib 101 arranged vertically or approximately vertically to guide the longitudinal contraction of the inner panel. The lower end of the first contraction rib 101 is provided with a recess 102 to induce bending deformation of the inner panel. It is understood that the rear section 2 is located at the rear of the front section 1 in the longitudinal direction, and the first contraction rib 101 extends vertically. Here, the first contraction rib 101 adopts a recessed rib form with a groove structure. "Approximately vertical" means that the first contraction rib 101 is allowed to have a small angular deviation (usually ≤5 degrees) or manufacturing error from the standard vertical direction. Here, the recess 102 is defined as the recess pointing outwards from the vehicle side. The recess 102 being located at the lower end of the first contraction rib 101 means that the recess 102 is located at the lowest part of the vertically extending first contraction rib 101. To demonstrate the bending effect, the recess 102 is located at the corner where the inner plate's front section 1 bends. The purpose of placing the recess 102 below the first contraction rib 101 is to ensure that the front longitudinal beam bends downwards, thus ensuring safety during collisions.
[0025] The aforementioned structural design features a front longitudinal beam inner plate with good collision crumple energy absorption effect and can help reduce the production cost of the front longitudinal beam inner plate. Specifically, the recessed portion 102 added at the lower end of the first crumple rib 101 can induce greater bending deformation of the front longitudinal beam inner plate at the recessed portion 102 during longitudinal crumple, thereby effectively improving the collision crumple energy absorption effect of the front longitudinal beam inner plate and thus improving the overall vehicle collision performance.
[0026] In this embodiment, the front section 1 and the rear section 2 of the inner plate are butted together and fixed, and the tensile strength of the front section 1 is less than that of the rear section 2. The front section 1 and the rear section 2 of the inner plate are butted together by welding, which is not limited here. Specifically, the preferred range of tensile strength of the front section 1 is 450-650 MPa, and the preferred range of tensile strength of the rear section 2 is 1000-1500 MPa. By using the front section 1 of the inner plate with relatively lower tensile strength, the processing and forming difficulty of the front section 1 of the inner plate is reduced, thereby effectively ensuring the forming quality of the first shrinkage rib 101 and the recessed part 102, which helps to reduce the scrap and rework rate and reduce processing costs. In specific processing, the front section 1 and the rear section 2 of the inner plate can be spliced together first and then stamped as a whole; of course, they can also be processed and formed separately first and then butted together and fixed. Meanwhile, by using the rear section 2 of the inner plate, which has higher tensile strength, it is beneficial to ensure that the rear section 2 of the inner plate has a smaller deformation, thus avoiding damage to other components and causing additional damage. Of course, since the front section 1 of the inner plate is made of a material with relatively lower tensile strength, it is also beneficial for the front section 1 of the inner plate to have a better collapse energy absorption effect. Combined with the first collapse rib 101 and the recessed part 102, the inner plate of the front longitudinal beam exhibits a more superior collision collapse energy absorption effect as a whole.
[0027] In this embodiment, the recessed portion 102 extends longitudinally along its length, and the depth of the recessed portion 102 gradually increases from both ends towards the middle in the longitudinal direction. This can be understood as the recessed portion 102 exhibiting a structure that is shallow at both ends and deep in the middle in the longitudinal direction. The deepest point of the recessed portion 102 is deeper than the depth of the first shrinkage rib 101. This structural design allows the recessed portion 102 to better induce a large-scale bending of the front section 1 of the inner plate when subjected to frontal or offset collision forces, resulting in good collision shrinkage energy absorption effect. Furthermore, it is relatively simple to process and form, which helps ensure forming quality.
[0028] In this embodiment, an anti-wrinkle rib 102a is provided at the bottom center of the recessed portion 102. It can be understood that the protruding direction of the anti-wrinkle rib 102a is towards the center of the vehicle body, that is, opposite to the concave direction of the recessed portion 102. Specifically, the anti-wrinkle rib 102a is a long strip-shaped rib arranged longitudinally. By providing the anti-wrinkle rib 102a at the bottom center of the recessed portion 102, the part line length can be effectively increased, thereby effectively preventing material accumulation at the low point of the recessed portion 102 during the molding process, preventing product defects such as wrinkles; furthermore, it can help improve the molding quality of the product and reduce rework costs.
[0029] In this embodiment, the first contraction rib 101 is located at or near the midpoint of the recess 102 in the longitudinal direction. Here, "near" means that the first contraction rib 101 is allowed to have a certain distance deviation (typically ≤5mm) or manufacturing error from the midpoint of the recess 102 in the longitudinal direction. This structural design makes it easier for the recess 102 to undergo a larger range of contraction deformation when the first contraction rib 101 undergoes longitudinal contraction, resulting in a better improvement in impact contraction energy absorption performance.
[0030] In this embodiment, the front section 1 of the inner panel is further provided with a second contraction rib 103 arranged vertically or approximately vertically to guide the longitudinal contraction of the inner panel of the front longitudinal beam. The second contraction rib 103 is in contact with or adjacent to the front part of the recessed portion 102. Here, "adjacent" means that a small distance (typically ≤20mm) is allowed between the second contraction rib 103 and the recessed portion 102. By providing the second contraction rib 103, the front section 1 of the inner panel can have an additional part for longitudinal contraction and energy absorption, thereby further improving the collision energy absorption effect of the inner panel of the front longitudinal beam and further improving the overall vehicle collision performance. At the same time, since the second contraction rib 103 is in contact with or adjacent to the front part of the recessed portion 102, the recessed portion 102 is more likely to undergo large-scale bending deformation when the second contraction rib 103 undergoes longitudinal contraction, resulting in a more significant improvement in the overall collision energy absorption performance.
[0031] In this embodiment, the second contraction rib 103 is a convex rib with the opposite direction to the concavity of the recessed portion 102. By using a convex rib with the opposite direction to the concavity of the recessed portion 102, the second contraction rib 103 can more easily transmit the impact force to the recessed portion 102 when it contracts longitudinally, making the recessed portion 102 more prone to large-scale bending deformation, and the effect of improving the overall impact energy absorption performance is more obvious.
[0032] In this embodiment, the front section 1 of the inner panel is further provided with a third contraction rib 104 arranged vertically or approximately vertically to guide the longitudinal contraction of the inner panel of the front longitudinal beam, and the third contraction rib 104 is arranged adjacent to the rear part of the recess 102. Here, "adjacent" means that a small distance (typically ≤30mm) is allowed between the third contraction rib 104 and the recess 102. Here, the third contraction rib 104 adopts a traditional concave rib contraction structure. By setting the third contraction rib 104, the front section 1 of the inner panel can have an additional part for longitudinal contraction and energy absorption, thereby further improving the collision energy absorption effect of the inner panel of the front longitudinal beam and further improving the overall vehicle collision performance. By arranging the third contraction rib 104 adjacent to the rear part of the recess 102, it is beneficial to form a combined effect with the recess 102, making the recess 102 more prone to large-scale bending deformation, resulting in a more significant improvement in the overall collision energy absorption performance.
[0033] In this embodiment, the front section 1 and the rear section 2 of the inner plate are connected by laser welding to form weld position 3. By using laser welding, there is no need to reserve overlapping welding areas on the front section 1 and the rear section 2 of the inner plate, which reduces the weight of the front longitudinal beam inner plate assembly and saves the manufacturing cost of the front longitudinal beam inner plate.
[0034] In this embodiment, the weld position 3 of the laser-welded inner plate front section 1 and inner plate rear section 2 is located at the midpoint or slightly behind the midpoint along the length of the inner plate of the front longitudinal beam. Here, "slightly behind the midpoint" means that the weld position can be located within a certain distance range (usually 0-40mm) behind the midpoint along the length of the inner plate of the front longitudinal beam. This weld position is reasonably designed, and the length of the inner plate front section 1, which has relatively low tensile strength, is appropriately proportioned, ensuring that the inner plate front section 1 has sufficient length and that the inner plate of the front longitudinal beam has a better impact collapse energy absorption effect.
[0035] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.
Claims
1. An inner plate for a front longitudinal beam of an automobile, characterized in that: It includes a front section (1) of an inner plate and a rear section (2) of an inner plate. The front section (1) of the inner plate is provided with a first shrinkage rib (101) arranged vertically or approximately vertically to guide the longitudinal shrinkage of the inner plate of the front longitudinal beam. The lower end of the first shrinkage rib (101) is provided with a recess (102) to induce the bending deformation of the inner plate of the front longitudinal beam.
2. The inner plate of the front longitudinal beam of an automobile according to claim 1, characterized in that: The front section (1) and the rear section (2) of the inner panel are fixed together, and the tensile strength of the front section (1) of the inner panel is less than the tensile strength of the rear section (2) of the inner panel.
3. The inner plate of the front longitudinal beam of an automobile according to claim 1, characterized in that: The recessed portion (102) extends longitudinally along its length direction, and the depth of the recessed portion (102) gradually increases from both ends toward the middle position in the longitudinal direction.
4. The inner plate of the front longitudinal beam of an automobile according to claim 3, characterized in that: The recessed portion (102) is provided with a wrinkle-resistant rib (102a) at the bottom center.
5. The inner plate of the front longitudinal beam of an automobile according to claim 3, characterized in that: The first contraction rib (101) is located at the midpoint or near the midpoint of the recess (102) in the longitudinal direction.
6. The inner plate of the front longitudinal beam of an automobile according to claim 1, characterized in that: The inner plate front section (1) is also provided with a second shrinkage rib (103) arranged vertically or approximately vertically to guide the longitudinal shrinkage of the inner plate of the front longitudinal beam, and the second shrinkage rib (103) is in contact with or adjacent to the front part of the recess (102) at the front part of the recess (102).
7. The inner plate of the front longitudinal beam of an automobile according to claim 6, characterized in that: The second contraction rib (103) is a convex rib that is opposite to the concave direction of the concave portion (102).
8. The inner plate of the front longitudinal beam of an automobile according to claim 1, characterized in that: The inner plate front section (1) is also provided with a third shrinkage rib (104) arranged vertically or approximately vertically to guide the longitudinal shrinkage of the inner plate of the front longitudinal beam, and the third shrinkage rib (104) is arranged adjacent to the rear of the recess (102).
9. The inner plate of the front longitudinal beam of an automobile according to claim 1, characterized in that: The front section (1) and rear section (2) of the inner plate are connected by laser welding to form a weld position (3).
10. The inner plate of the front longitudinal beam of an automobile according to claim 9, characterized in that: The weld position (3) of the laser-welded front section (1) and rear section (2) of the inner plate is located at the midpoint or slightly behind the midpoint in the length direction of the inner plate of the front longitudinal beam.