Frame structure and vehicle

Abstract

The utility model discloses a frame structure and a vehicle and relates to the technical field of vehicles, the frame structure comprises a front anti-collision beam, two energy absorption boxes and two longitudinal beams, the two energy absorption boxes are respectively connected with two ends of the front anti-collision beam and are arranged on the rear side of the front anti-collision beam; the two longitudinal beams are connected with the two energy absorption boxes respectively, and a plurality of crumple holes are formed in the front ends of the two longitudinal beams. According to the technical scheme provided by the utility model, the energy absorption effect of the frame structure is improved, and the use safety of a vehicle is improved.

Description

Technical Field

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

[0002] With the development of vehicle technology, people are paying increasing attention to vehicle safety. In traditional vehicle safety design, the front frame is the core component for absorbing energy in a collision, and most vehicles have energy-absorbing boxes installed in the front frame. However, these energy-absorbing boxes can only absorb a portion of the impact force; a significant amount of the impact force is still transmitted to the passenger compartment, causing considerable injury to passengers. Utility Model Content

[0003] The main purpose of this utility model is to propose a frame structure and vehicle that aims to improve the energy absorption effect of the frame structure, thereby improving the safety of vehicle use.

[0004] To achieve the above objectives, the vehicle frame structure proposed in this utility model includes:

[0005] Front bumper beam;

[0006] Two energy-absorbing boxes are connected to both ends of the front bumper beam, respectively, and are located on the rear side of the front bumper beam; and

[0007] Two longitudinal beams are connected to the two energy-absorbing boxes respectively, and the front ends of the two longitudinal beams are provided with multiple collapse holes.

[0008] In one embodiment, the plurality of the collapsible holes are arranged in a matrix on the longitudinal beam.

[0009] In one embodiment, the collapse holes are provided on the upper and lower edges of the longitudinal beam.

[0010] In one embodiment, the collapse hole is also provided between the upper and lower edges of the longitudinal beam.

[0011] In one embodiment, the diameter of the contraction hole is D, and the distance between the center of one adjacent contraction hole and the center of another contraction hole along the axial direction of the longitudinal beam is L1, where 1.5D≤L1≤4.0D;

[0012] Along the vertical direction of the longitudinal beam, the distance between the center of one adjacent collapsible hole and the center of another collapsible hole is L2, where 2.0D≤L2≤6.0D.

[0013] In one embodiment, the diameter D of the collapse hole is 7mm-18mm.

[0014] In one embodiment, the energy-absorbing box is provided with a plurality of crumple ribs arranged at axial intervals along the vehicle frame; and / or

[0015] The cross-sectional dimensions of the energy-absorbing box gradually increase from front to back.

[0016] In one embodiment, the energy-absorbing box has a first connecting plate on the side facing the longitudinal beam, and the first connecting plate has a first connecting hole. The longitudinal beam has a second connecting plate on the side facing the energy-absorbing box, and the second connecting plate has a second connecting hole corresponding to the first connecting hole. A connector passes through the first connecting hole and the second connecting hole in sequence to connect the energy-absorbing box and the longitudinal beam; and / or

[0017] The front anti-collision beam and the two energy-absorbing boxes are welded together respectively.

[0018] In one embodiment, both the front bumper beam and the two energy-absorbing boxes are made of steel; and / or

[0019] Both of the longitudinal beams are made of aluminum alloy.

[0020] This utility model also proposes a vehicle including the aforementioned frame structure.

[0021] The technical solution of this utility model involves incorporating a front bumper beam, two energy-absorbing boxes, and two longitudinal beams into the vehicle frame structure. The two energy-absorbing boxes are connected to both ends of the front bumper beam and located at its rear. The two longitudinal beams are connected to the two energy-absorbing boxes, and each longitudinal beam has multiple crumple zones at its front end. Thus, in the event of a frontal collision, the impact force is absorbed sequentially through the front bumper beam, the energy-absorbing boxes, and the longitudinal beams—a total of three stages—before being transmitted to the driver's cab. Compared to existing technologies that only use energy-absorbing boxes, this utility model incorporates crumple zones at the front ends of the longitudinal beams, allowing them to further absorb energy. This improves the energy absorption effect of the frame structure, reduces the impact force transmitted to the driver's cab, and ultimately enhances vehicle safety. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0023] Figure 1 A schematic diagram of an embodiment of the vehicle frame structure provided by this utility model.

[0024] Explanation of icon numbers:

[0025] 100. Front bumper beam;

[0026] 200, Energy-absorbing box; 210, Contraction rib; 220, First connecting plate; 221, First connecting hole;

[0027] 300, longitudinal beam; 310, contraction hole.

[0028] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0029] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0030] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0031] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0032] With the development of vehicle technology, people are paying increasing attention to vehicle safety. In traditional vehicle safety design, the front frame is the core component for absorbing energy in a collision, and most vehicles have energy-absorbing boxes installed in the front frame. However, these energy-absorbing boxes can only absorb a portion of the impact force; a significant amount of the impact force is still transmitted to the passenger compartment, causing considerable injury to passengers.

[0033] This utility model proposes a vehicle frame structure.

[0034] Please see Figure 1 In one embodiment of the present invention, the vehicle frame structure includes a front anti-collision beam 100, two energy-absorbing boxes 200 and two longitudinal beams 300. The two energy-absorbing boxes 200 are respectively connected to both ends of the front anti-collision beam 100 and are located on the rear side of the front anti-collision beam 100. The two longitudinal beams 300 are respectively connected to the two energy-absorbing boxes 200, and the front end of the two longitudinal beams 300 is provided with a plurality of crumple holes 310.

[0035] Specifically, the front bumper beam 100 extends along the left-right direction of the vehicle, and an energy-absorbing box 200 is connected to each end of the front bumper beam 100. Simultaneously, in the front-rear direction of the vehicle, the energy-absorbing boxes 200 are located behind the front bumper beam 100. Thus, when a frontal collision occurs, the front bumper beam 100 first contacts and deforms upon impact with the object, absorbing part of the impact force. The unabsorbed impact force is then transferred to the two energy-absorbing boxes 200 behind it, which absorb the impact force a second time, further reducing the impact force transmitted to the passenger compartment. Understandably, the cross-sectional area of ​​the front bumper beam 100 is larger than the cross-sectional area of ​​the energy-absorbing boxes 200; therefore, when a frontal collision occurs, the front bumper beam 100 will inevitably come into contact with the object it is impacting. Compared to placing the two energy-absorbing boxes 200 at the front end of the front bumper beam 100, when the vehicle is involved in a frontal collision, the two energy-absorbing boxes 200 may not be able to make contact with the object being collided with, that is, the two energy-absorbing boxes 200 may not be able to play an energy-absorbing role, thereby reducing the energy absorption effect of the frame.

[0036] Both longitudinal beams 300 have crumple zones 310 at their front ends. The impact force transmitted from the energy-absorbing box 200 to the longitudinal beams 300 causes the longitudinal beams 300 to crumple at the crumple zones 310, thus absorbing the impact force a third time and further reducing the impact force transmitted to the driver's cab. In this way, when a frontal collision occurs, the impact force is absorbed three times in sequence by the front bumper beam 100, the energy-absorbing box 200, and the longitudinal beams 300 before being transmitted to the driver's cab, thereby minimizing the impact force transmitted to the driver's cab.

[0037] In one embodiment, the front bumper beam 100 is configured as an arc-shaped structure. It is understood that the front bumper is configured as a forward-protruding arc-shaped structure. The arc-shaped structure allows the front bumper beam 100 to undergo greater deformation during a collision, thereby improving its energy absorption effect.

[0038] The technical solution of this utility model involves incorporating a front bumper beam 100, two energy-absorbing boxes 200, and two longitudinal beams 300 into the vehicle frame structure. The two energy-absorbing boxes 200 are connected to both ends of the front bumper beam 100 and located at its rear. The two longitudinal beams 300 are connected to the two energy-absorbing boxes 200, and each longitudinal beam 300 has multiple crumple zones 310 at its front end. Thus, in the event of a frontal collision, the impact force is absorbed sequentially through the front bumper beam 100, the energy-absorbing boxes 200, and the longitudinal beams 300 before being transmitted to the driver's cab. Compared to existing designs that only include energy-absorbing boxes 200, this utility model incorporates crumple zones 310 at the front ends of the longitudinal beams 300, allowing them to further absorb energy. This improves the energy absorption effect of the vehicle frame structure, reduces the impact force transmitted to the driver's cab, and ultimately enhances vehicle safety.

[0039] In this embodiment of the invention, multiple crumple holes 310 are arranged in a matrix on the longitudinal beam 300. It is understood that the crumple holes 310 on the longitudinal beam 300 can guide the bending direction of the longitudinal beam 300 during a vehicle collision. Compared to a disordered arrangement of crumple holes 310, which results in inconsistent crumple bending directions of the longitudinal beam 300 and thus ineffective energy absorption, the matrix arrangement of the crumple holes 310 in this invention ensures the uniformity of the crumple direction of the longitudinal beam 300, thereby enabling the longitudinal beam 300 to absorb more impact force.

[0040] Understandably, to ensure uniform force distribution on both sides of the vehicle, the number, size, arrangement, and configuration of the crumple zones 310 on the two longitudinal beams 300 are identical. Understandably, both longitudinal beams 300 have an inner side facing each other and an outer side facing away from each other. In one embodiment, the longitudinal beams 300 are configured as hollow beams, which is beneficial for vehicle weight reduction. Crumple zones 310 are provided on both the inner and outer sides of the longitudinal beams 300, and the inner and outer crumple zones 310 are configured identically. This ensures consistent crumple zones on both the inner and outer sides of the longitudinal beams 300.

[0041] In this embodiment of the invention, the longitudinal beam 300 has crumple holes 310 on both its upper and lower edges. It is understood that the longitudinal beam 300 has edges on both its upper and lower sides, and the structural strength of the longitudinal beam 300 at the edges is higher than at its non-edge locations. Therefore, by providing crumple holes 310 at the edges of the longitudinal beam 300, the structural strength of the longitudinal beam 300 is prevented from being affected.

[0042] In an embodiment of this utility model, crumple holes 310 are also provided between the upper and lower edges of the longitudinal beam 300. It is understood that the crumple holes 310 between the upper and lower edges of the longitudinal beam 300 further enhance the crumple effect and energy absorption of the longitudinal beam 300. In one embodiment, the longitudinal beam 300 is provided with a 3*3 matrix of crumple holes 310, with three rows of crumple holes 310 respectively located on the upper edge, lower edge, and between the upper and lower edges of the longitudinal beam 300. CAE analysis of the vehicle was performed according to GB11551-2014 "Occupant Protection in Frontal Collisions of Automobiles". The analysis results show that the dummy model's head HIC value is 986 < 1000, the 3ms ACC value is 77.1g < 80g, and the neck tension Fz value is 2.05kN < 3.3kN. The dummy's head and neck injury values ​​meet the national standard requirements. In this way, both the collapse effect and the energy absorption effect of the longitudinal beam 300 are guaranteed.

[0043] In this embodiment of the invention, the diameter of the contraction hole 310 is D. Along the axial direction of the longitudinal beam 300, the distance between the center of one adjacent contraction hole 310 and the center of another contraction hole 310 is L1, where 1.5D≤L1≤4.0D; along the vertical direction of the longitudinal beam 300, the distance between the center of one adjacent contraction hole 310 and the center of another contraction hole 310 is L2, where 2.0D≤L2≤6.0D. This ensures both the structural strength and energy absorption effect of the longitudinal beam 300.

[0044] In embodiments of this utility model, the diameter D of the collapse hole 310 is 7mm-18mm. In one embodiment, L1 is 25mm-35mm and L2 is 40mm-50mm. The specific values ​​and ranges of D, L1, and L2 are not limited here.

[0045] In embodiments of this utility model, the energy-absorbing box 200 is provided with a plurality of collapsible ribs 210 arranged at intervals along the axial direction of the frame; and / or, the cross-sectional dimensions of the energy-absorbing box 200 gradually increase in the direction from front to back.

[0046] Understandably, in one embodiment, the energy-absorbing box 200 is configured as a hollow structure, which is more prone to deformation. Compared to an energy-absorbing box 200 without contraction ribs 210, the energy-absorbing box 200 of this invention has contraction ribs 210, which facilitates deformation of the energy-absorbing box 200 at the contraction ribs 210, thereby facilitating energy absorption. Specifically, the energy-absorbing box 200 has multiple contraction ribs 210 spaced apart in the front-to-back direction, and the contraction ribs 210 extend in the vertical direction.

[0047] In one embodiment, the cross-sectional dimensions of the energy-absorbing box 200 gradually increase in the front-to-back direction. It is understood that the energy-absorbing box 200 is configured as a frustum structure, with the upper base of the frustum facing the front of the vehicle and the lower base facing the rear. This is beneficial for the energy absorption of the energy-absorbing box 200. It is also understood that the lengths of the multiple contraction ribs 210 increase sequentially from front to back, thereby improving the energy absorption effect of the energy-absorbing box 200.

[0048] In an embodiment of this utility model, a first connecting plate 220 is provided on the side of the energy-absorbing box 200 facing the longitudinal beam 300, and a first connecting hole 221 is provided on the first connecting plate 220. A second connecting plate is provided on the side of the longitudinal beam 300 facing the energy-absorbing box 200, and a second connecting hole corresponding to the first connecting hole 221 is provided on the second connecting plate. The connecting member passes through the first connecting hole 221 and the second connecting hole in sequence to connect the energy-absorbing box 200 and the longitudinal beam 300; and / or, the front anti-collision beam 100 and the two energy-absorbing boxes 200 are welded together respectively.

[0049] Understandably, both energy-absorbing boxes 200 have a first connecting plate 220 at their rear ends, and both first connecting plates 220 have a first connecting hole 221. Both longitudinal beams 300 have a second connecting plate at their front ends, and both second connecting plates have a second connecting hole. When a longitudinal beam 300 is connected to an energy-absorbing box 200, the first connecting plate 220 and the second connecting plate are aligned, and the first connecting hole 221 and the second connecting hole are aligned. Bolts and other connecting components pass through the first connecting hole 221 and the second connecting hole, and the bolts are secured with nuts. This achieves a detachable connection between the longitudinal beam 300 and the energy-absorbing box 200. In one embodiment, the first connecting plate 220 and the second connecting plate are the same size. This improves the aesthetics and consistency of the frame structure after the longitudinal beam 300 is connected to the energy-absorbing box 200. The number of first connecting holes 221 and second connecting holes is not limited here.

[0050] In one embodiment, the front bumper beam 100 and the two energy-absorbing boxes 200 are connected by welding, so that the two energy-absorbing boxes 200 are fixed on the front bumper beam 100, making the front bumper beam 100 and the two energy-absorbing boxes 200 a whole. In this way, when the vehicle is involved in a frontal collision, it is convenient to replace the front bumper beam 100 and the two energy-absorbing boxes 200 as a whole.

[0051] In the embodiments of this utility model, the front anti-collision beam 100 and the two energy-absorbing boxes 200 are both made of steel; and / or, the two longitudinal beams 300 are both made of aluminum alloy.

[0052] Currently, to meet the demand for vehicle lightweighting, this invention uses aluminum alloy for the two longitudinal beams 300, thereby reducing vehicle weight. Understandably, aluminum alloy is generally more expensive than steel. In one embodiment, considering vehicle cost, the front bumper beam 100 and the two energy-absorbing boxes 200 in the frame structure are both made of steel. This ensures both vehicle lightweighting and lower vehicle cost.

[0053] Understandably, the front longitudinal beam 300 in the aluminum alloy vehicle body frame is manufactured using an extrusion molding process, resulting in a uniform cross-section and making it impossible to design energy-absorbing rib structures. Furthermore, due to the low density of aluminum alloy, the aluminum front longitudinal beam 300 is often designed to be quite thick. In the event of a collision, if the longitudinal beam 300 cannot effectively absorb energy, the driver and passengers will experience tremendous impact force, potentially leading to injury or death. This invention incorporates a crumple zone 310 at the front end of the longitudinal beam 300. Thus, even if energy-absorbing rib structures cannot be incorporated into the aluminum alloy longitudinal beam 300, energy can still be absorbed through the crumple zone 310, ensuring the energy absorption effect of the longitudinal beam 300 and improving vehicle collision safety.

[0054] This utility model also proposes a vehicle, which includes a frame structure. The specific structure of the frame structure is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0055] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A vehicle frame structure, characterized in that, include: Front bumper beam; Two energy-absorbing boxes are connected to both ends of the front bumper beam and are located on the rear side of the front bumper beam. as well as Two longitudinal beams are connected to the two energy-absorbing boxes respectively, and the front ends of the two longitudinal beams are provided with multiple collapse holes.

2. The frame structure as described in claim 1, characterized in that, The aforementioned collapse holes are arranged in a matrix on the longitudinal beam.

3. The vehicle frame structure as described in claim 1, characterized in that, The longitudinal beam has the aforementioned collapse holes on both its upper and lower edges.

4. The frame structure as described in claim 3, characterized in that, The collapsible holes are also provided between the upper and lower edges of the longitudinal beam.

5. The frame structure as described in claim 1, characterized in that, The diameter of the contraction hole is D. Along the axial direction of the longitudinal beam, the distance between the center of one adjacent contraction hole and the center of another contraction hole is L1, where 1.5D≤L1≤4.0D. Along the vertical direction of the longitudinal beam, the distance between the center of one adjacent collapsible hole and the center of another collapsible hole is L2, where 2.0D≤L2≤6.0D.

6. The frame structure as described in claim 5, characterized in that, The diameter D of the collapse hole is 7mm-18mm.

7. The frame structure as described in claim 1, characterized in that, The energy-absorbing box is provided with multiple crumple ribs arranged at intervals along the axial direction of the vehicle frame; and / or The cross-sectional dimensions of the energy-absorbing box gradually increase from front to back.

8. The vehicle frame structure as described in claim 1, characterized in that, The energy-absorbing box has a first connecting plate on the side facing the longitudinal beam, and the first connecting plate has a first connecting hole. The longitudinal beam has a second connecting plate on the side facing the energy-absorbing box, and the second connecting plate has a second connecting hole corresponding to the first connecting hole. A connector passes through the first connecting hole and the second connecting hole in sequence to connect the energy-absorbing box and the longitudinal beam; and / or The front anti-collision beam and the two energy-absorbing boxes are welded together respectively.

9. The frame structure as described in any one of claims 1 to 8, characterized in that, The front bumper beam and the two energy-absorbing boxes are both made of steel; and / or Both of the longitudinal beams are made of aluminum alloy.

10. A vehicle, characterized in that, Includes the frame structure as described in any one of claims 1 to 9.

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