Lightweight automobile front-row seat beam assembly structure

Abstract

The utility model discloses a kind of lightweight automobile front row seat crossbeam assembly structure, it is related to automobile manufacturing field.The lightweight automobile front row seat crossbeam assembly structure, including multiple crossbeam units, door sill beam and middle channel, the crossbeam unit includes general type crossbeam main body, first joint and second joint, general type crossbeam main body is set between door sill beam and middle channel, the both ends of general type crossbeam main body are connected with door sill beam and middle channel respectively by first joint and second joint.The lightweight automobile front row seat crossbeam assembly structure, the both ends of general type crossbeam main body are connected with door sill beam and middle channel respectively by first joint and second joint, the structure and size difference of first joint and second joint can realize the compatibility of different vehicle types with subsequent vehicle width size difference similar, the compatibility of different vehicle types with subsequent vehicle width size difference larger is realized by changing the length and width of general type crossbeam main body.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing technology, specifically to a lightweight automobile front seat crossbeam assembly structure. Background Technology

[0002] The front crossbeam structure of automobiles comes in various forms, making it crucial to balance cost, structural rigidity, and lightweight design. As an important component of the vehicle body structure, the seat crossbeam contributes significantly to side-impact safety.

[0003] However, traditional seat crossbeam designs often face problems such as poor versatility, high production costs, and difficulties in structural optimization. For example, while some proposed front seat crossbeam structures simplify the design, their versatility remains insufficient, making it difficult to adapt to the needs of different vehicle models. Other technologies improve impact resistance by making the seat crossbeam curved or concave-convex, but there is still room for improvement in achieving weight reduction while maintaining rigidity and strength. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a lightweight automotive front seat crossbeam assembly structure, which solves the problems of poor versatility, high production costs, and difficulties in structural optimization that traditional seat crossbeam designs often face.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a lightweight automotive front seat crossbeam assembly structure, comprising:

[0006] Multiple beam units are installed in two or more rows on the vehicle floor;

[0007] A sill beam and a central passage, which are respectively installed on the sides and the middle part of the vehicle floor;

[0008] The beam unit includes:

[0009] A general-purpose crossbeam body is installed between the sill beam and the central passageway;

[0010] The first connector and the second connector are respectively installed at both ends of the general-purpose beam body, and the two ends of the general-purpose beam body are respectively connected to the sill beam and the central channel through the first connector and the second connector.

[0011] Preferably, the general-purpose crossbeam body includes:

[0012] The main body has a cavity inside;

[0013] The recessed portion is located above the main body.

[0014] Preferably, the bottom of the main body is provided with overlapping surfaces on both sides, and the overlapping surfaces are connected to the car floor.

[0015] Preferably, the recessed portion has a weight-reducing groove that communicates with the cavity.

[0016] Preferably, the overlapping portions of the first and second joints with the general-purpose beam body are both provided with sliding surfaces, and the first and second joints slide with the general-purpose beam body through the sliding surfaces with a reserved overlap allowance.

[0017] Preferably, the general-purpose beam body and the first joint and the second joint are connected by spot welding.

[0018] This utility model discloses a lightweight automotive front seat crossbeam assembly structure, which has the following beneficial effects: The two ends of the universal crossbeam body are connected to the sill beam and the center channel via a first connector and a second connector, respectively. The structural and dimensional differences between the first and second connectors enable compatibility with different vehicle models with similar widths. Changing the length and width of the universal crossbeam body enables compatibility with different vehicle models with significantly different widths. Changing the height of the Z-direction cavity section of the universal crossbeam body ensures structural weight reduction while maintaining crossbeam rigidity. The four universal crossbeam bodies have identical structures, employing a standardized design. This allows the automotive front seat crossbeam assembly to simultaneously consider cost, structural rigidity, strength, lightweight, and versatility. Furthermore, it significantly shortens the structural design optimization cycle for subsequent side-impact scenarios. Attached Figure Description

[0019] 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 these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0021] Figure 2 This is a structural schematic diagram of the beam unit of this utility model;

[0022] Figure 3 This is a schematic diagram of the sliding surface of this utility model;

[0023] Figure 4 This is a schematic diagram of the structure of the general-purpose crossbeam body of this utility model.

[0024] In the diagram: 1. Crossbeam unit; 11. General-purpose crossbeam body; 111. Main body; 112. Recessed part; 113. Overlapping surface; 114. Weight reduction groove; 12. First joint; 13. Second joint; 14. Sliding surface; 2. Threshold beam; 3. Central passage. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention are described clearly and completely. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] This application provides a lightweight automotive front seat crossbeam assembly structure, solving the problems of poor versatility, high production costs, and difficulties in structural optimization often faced by traditional seat crossbeam designs. The two ends of the universal crossbeam body 11 are connected to the sill beam 2 and the center channel 3 respectively via a first connector 12 and a second connector 13. The structural and dimensional differences between the first connector 12 and the second connector 13 enable compatibility with different vehicle models with similar widths, while changing the length and width of the universal crossbeam body 11 achieves compatibility with different vehicle models with significantly different widths.

[0027] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0028] This utility model discloses a lightweight automotive front seat crossbeam assembly structure.

[0029] According to the appendix Figure 1-4 As shown, it includes:

[0030] Multiple beam units 1 are installed in two or more rows on the vehicle floor;

[0031] Sill beam 2 and center channel 3 are installed on the sides and center section of the car floor, respectively.

[0032] Beam unit 1 includes:

[0033] A general-purpose crossbeam body 11 is installed between the sill beam 2 and the central passage 3;

[0034] The first connector 12 and the second connector 13 are respectively installed at both ends of the general-purpose beam body 11, and the two ends of the general-purpose beam body 11 are respectively connected to the sill beam 2 and the central channel 3 through the first connector 12 and the second connector 13.

[0035] The two ends of the universal crossbeam body 11 are connected to the sill beam 2 and the central channel 3 through the first joint 12 and the second joint 13, respectively. The structural and dimensional differences of the first joint 12 and the second joint 13 enable compatibility between different vehicle models with similar widths. By changing the length and width of the universal crossbeam body 11, compatibility between different vehicle models with large widths is achieved. By changing the height of the Z-direction cavity section of the universal crossbeam body 11, structural weight reduction is achieved while maintaining the rigidity of the crossbeam. The four universal crossbeam bodies 11 have completely identical structures and adopt a universal design, which enables the front crossbeam assembly of the car seat to simultaneously take into account cost, structural rigidity, strength, lightweight, and versatility. In subsequent side-impact conditions, the optimization of the seat crossbeam greatly shortens the structural design optimization cycle.

[0036] Specifically disclosed, the general-purpose crossbeam body 11 includes:

[0037] The main body 111 has a cavity inside;

[0038] The recessed portion 112 is located above the main body portion 111.

[0039] Furthermore, both sides of the bottom of the main body 111 are provided with overlapping surfaces 113, and the overlapping surfaces 113 are connected to the car floor.

[0040] Furthermore, the recessed portion 112 is provided with a weight-reducing groove 114 that communicates with the cavity.

[0041] The main body 111 adopts a cavity structure and achieves lightweighting through cross-sectional topology optimization. The concave part 112 and the weight reduction groove 114 form a two-stage weight reduction feature. The concave structure lowers the center of gravity height, and the weight reduction groove 114 further reduces the material in non-critical areas. Local stiffness is compensated by geometric shape.

[0042] Furthermore, the overlapping portions of the first joint 12 and the second joint 13 with the general-purpose beam body 11 are both provided with sliding surfaces 14, and the first joint 12 and the second joint 13 slide with the general-purpose beam body 11 through the sliding surfaces 14 with a reserved overlap allowance.

[0043] The first connector 12 and the second connector 13 slide with the universal crossbeam body 11 through the sliding surface 14 and leave an overlap allowance to adapt to the size fluctuations of the floor of different vehicle models and reduce the cost of customized mold opening.

[0044] Furthermore, the general-purpose crossbeam body 11 and the first joint 12 and the second joint 13 are connected by spot welding.

[0045] The array arrangement of two rows of crossbeam units 1 forms a grid-like support for the seating area, improving the bending and torsional stiffness of the floor area, while providing a distributed load transfer path for the seat mounting points. The sill beam 2 and the central channel 3 serve as boundary constraints, forming a closed-loop force transmission structure with the crossbeam units 1, optimizing the collision energy management path.

[0046] The main body 111 adopts a hollow structure, achieving lightweighting through cross-sectional topology optimization. The concave part 112 and the weight-reducing groove 114 form a two-stage weight-reduction feature. The concave structure lowers the center of gravity height, and the weight-reducing groove 114 further reduces material in non-critical areas. Local stiffness is compensated through geometric shape. The first joint 12 and the second joint 13 slide with the universal crossbeam body 11 through the sliding surface 14 and are provided with overlap allowance to adapt to the dimensional fluctuations of the floor of different vehicle models and reduce the cost of customized mold opening.

[0047] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A lightweight automotive front seat crossbeam assembly structure, characterized in that, include: Multiple beam units (1) are installed in two or more rows on the vehicle floor; The sill beam (2) and the central channel (3) are respectively installed on the two sides and the middle part of the car floor; The beam unit (1) includes: A general-purpose crossbeam body (11) is set between the sill beam (2) and the central passage (3); The first connector (12) and the second connector (13) are respectively installed at both ends of the general-purpose beam body (11), and the two ends of the general-purpose beam body (11) are respectively connected to the threshold beam (2) and the central channel (3) through the first connector (12) and the second connector (13).

2. The lightweight automotive front seat crossbeam assembly structure according to claim 1, characterized in that, The general-purpose crossbeam body (11) includes: The main body (111) has a cavity inside; The recessed portion (112) is located above the main body portion (111).

3. The lightweight automotive front seat crossbeam assembly structure according to claim 2, characterized in that, The main body (111) has overlapping surfaces (113) on both sides of its bottom, and the overlapping surfaces (113) are connected to the car floor.

4. The lightweight automotive front seat crossbeam assembly structure according to claim 2, characterized in that, The recessed portion (112) has a weight-reducing groove (114) that communicates with the cavity.

5. The lightweight automotive front seat crossbeam assembly structure according to claim 1, characterized in that, The first joint (12) and the second joint (13) are provided with sliding surfaces (14) at their overlapping parts with the general beam body (11), and the first joint (12) and the second joint (13) slide and cooperate with the general beam body (11) through the sliding surfaces (14) with a reserved overlap allowance.

6. The lightweight automotive front seat crossbeam assembly structure according to claim 1, characterized in that, The general-purpose crossbeam body (11) and the first joint (12) and the second joint (13) are connected by spot welding.

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