Front floor reinforcement beam set

Abstract

The utility model discloses a front floor reinforced beam group, including crossbeam subassembly, the crossbeam subassembly includes crossbeam body and first reinforcing rib, the crossbeam body has the closed beam cavity, and first reinforcing rib horizontal fixed on the lateral wall of crossbeam body and is used for reinforcing crossbeam body intensity, the crossbeam body erects between left door sill and right door sill, the front floor reinforced beam group of the utility model, through setting up the net -like reinforcing structure of three verticals two horizontals, the front wall, the front frame are firmly welded together, and both sides surface is synchronous with door sill, side wall and so on the rigid structure of car body spare constitutes, avoids the front floor to collapse greatly after collision, thereby the effective protection in -vehicle personnel safety, crossbeam body adopts the crossbeam of double -mouthed character simultaneously, and adopts the industry leading rolling pressure technology, makes crossbeam rigidity than single -cavity beam rigidity promotion 2 2.5 times or so, makes the vehicle in the transverse collision process, and the deformation resistance is very strong, protects the passenger and is not hurt.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile body structures and relates to a front floor reinforcement beam group. Background Art

[0002] The floor assembly is the core part of the vehicle body structure, and the structure of the floor assembly directly affects the bearing performance and installation performance of the cab. Among them, the main function of the floor body is to cover the bottom of the cab to achieve the effects of sound insulation and heat insulation, while the main function of the floor skeleton on the floor body is to strengthen the floor body to ensure the safety of the occupants during a collision. The safety, bearing capacity and reliability of the entire cab are closely related to the structure of the floor skeleton.

[0003] However, at present, the floor skeleton structure at the bottom of the front floor is relatively simple, generally in the shape of an ordinary cross or well shape, with weak anti-collision and anti-torsion capabilities, and it cannot effectively improve the torsional stiffness of the vehicle; at the same time, the design layout of the reinforcement beam group in the floor skeleton structure is too simple, mainly an open beam structure with a U-shaped cross-section. The cross-sectional shape of its main stress beam has poor anti-deformation ability and it is difficult to withstand the frontal and side collision intensities exceeding the basic regulatory requirements.

[0004] Therefore, it is necessary to improve the structure of the existing reinforcement beam group on the floor so that it can better cope with frontal and side collisions when arranged on the floor, reduce and disperse the impact force on the driver and passengers, and its anti-deformation and anti-impact capabilities are much greater than the basic regulatory requirements. Summary of the Utility Model

[0005] In view of this, the utility model provides a front floor reinforcement beam group, which can better cope with frontal and side collisions when arranged on the floor, reduce and disperse the impact force on the driver and passengers, and its anti-deformation and anti-impact capabilities are much greater than the basic regulatory requirements.

[0006] The utility model discloses a front floor reinforcement beam group, including a cross beam assembly. The cross beam assembly includes a cross beam body and a first reinforcement rib. The cross beam body has a closed beam cavity, and the first reinforcement rib is horizontally fixed on the side wall of the cross beam body and is used to strengthen the strength of the cross beam body. The cross beam body is erected between the left sill and the right sill.

[0007] Further, it further includes a longitudinal beam assembly connected to the cross beam assembly. The longitudinal beam assembly includes a middle channel beam arranged on the front floor and strengthening longitudinal beams parallelly arranged on the left and right sides of the middle channel beam in the vehicle body length direction.

[0008] Further, the cross beam assembly further includes a first strengthening member group arranged at the connection between the cross beam body and the sill beam.

[0009] Further, there are two sets of the crossbeam assemblies, including a first crossbeam assembly and a second crossbeam assembly arranged in sequence from front to back along the vehicle body length direction. The reinforcing longitudinal beam is fixedly connected to the front panel at the front end in the vehicle body length direction and fixedly connected to the second crossbeam assembly at the rear end.

[0010] Further, a second reinforcing member group is provided at the connection between the rear side wall of the crossbeam body in the second crossbeam assembly and the sill beam. The second reinforcing member group is used to reinforce the connection strength between the sill beam and the rear side wall of the crossbeam assembly.

[0011] Further, a third reinforcing member group is also provided at the connection between the rear side wall of the crossbeam body in the second crossbeam assembly and the middle channel beam. The third reinforcing member group is used to reinforce the connection strength between the rear side wall of the crossbeam assembly and the middle channel beam.

[0012] Further, a mounting position for installing a vehicle body seat is preset on the top surface of the first crossbeam assembly.

[0013] Further, the reinforcing longitudinal beam and the crossbeam assembly together form an overall structure of a three-longitudinal and two-transverse reinforcing beam group.

[0014] Further, the cross-section of the cavity of the crossbeam body is a "day" - shaped structure.

[0015] Further, the crossbeam body is made by using roll-forming technology.

[0016] Advantages of the present utility model:

[0017] The present utility model provides a front floor reinforcing beam group. By setting a three-longitudinal and two-transverse mesh-like reinforcing structure, the front panel and the front vehicle frame are firmly welded together. The two sides are synchronously formed into a rigid structure with the sill, side panel and other vehicle body parts, avoiding large-scale crushing of the front floor after a collision, thereby effectively protecting the safety of the vehicle occupants.

[0018] Further, the crossbeam body adopts a crossbeam with a double "mouth" - shaped cross-section and uses the industry-leading roll-forming technology, so that the stiffness of the crossbeam is increased by about 2 - 2.5 times compared with that of a single-cavity beam. During a lateral collision of the vehicle, the anti-deformation ability is very strong, protecting the passengers from being injured.

[0019] Further, the multiple reinforcing members arranged around the crossbeam body can well resist frontal and lateral collisions. While meeting the basic regulatory requirements, the anti-impact, anti-bending and anti-torsion abilities are increased to 2 - 3 times that of the ordinary structure, comprehensively protecting the passengers. Protecting the passengers from being injured is the best economy. Description of the Drawings

[0020] Figure 1 It is a schematic diagram of the overall structure of the front floor reinforcing beam group in the present utility model;

[0021] Figure 2This is an exploded view of the structure of the first crossbeam assembly in this utility model;

[0022] Figure 3 This is an exploded view of the structure of the second crossbeam assembly in this utility model;

[0023] Figure 4 This is a schematic diagram of the structure of the crossbeam body in this utility model;

[0024] Figure 5 for Figure 4 AA section diagram;

[0025] Reference numerals: 1. Front floor; 2. Front bulkhead; 3. Left sill; 4. Right sill; 5. First crossbeam assembly; 6. Second crossbeam assembly; 7. Central channel beam; 8. Reinforcing longitudinal beam; 9. Crossbeam body; 10. First reinforcing rib; 11. First reinforcing member group; 12. Second reinforcing member group; 13. Third reinforcing member group; 10a. First rib plate; 10b. Second rib plate; 10c. Fourth rib plate; 10d. First reinforcing member; 11a. Second reinforcing member; 11b. Third reinforcing member; 12a. Fourth reinforcing member; 12b. Fifth reinforcing member; 13a. Sixth reinforcing member; 13b. Detailed Implementation

[0026] It should be noted that in the description of this specification, the terms "upper", "lower", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0027] As shown in the figure, an embodiment of this utility model discloses a front floor reinforcement beam assembly, including a crossbeam assembly erected between the left sill 3 and the right sill 4. The crossbeam assembly includes a crossbeam body 9 with a closed beam cavity and a first reinforcing rib 10 for strengthening the rigidity of the crossbeam body 9. The first reinforcing rib 10 is arranged on the circumferential sidewall of the crossbeam body 9 in a horizontal plane. The crossbeam body 9 adopts a closed beam cavity structure, which can be rectangular, circular, or polygonal in cross-sectional shape. The closed beam cavity structure can effectively improve the bending and torsional stiffness of the crossbeam itself. The first reinforcing rib 10 can be made of steel plate stamping or casting, and is fixed to the circumference of the crossbeam body 9 by welding or bolting. In this embodiment, the first reinforcing rib 10 mainly includes a first rib plate 10a, a second rib plate 10b, a third rib plate 10c, and a fourth rib plate 10d. Their arrangement includes, but is not limited to: continuous arrangement along the length of the crossbeam body 9, intermittent arrangement, or local reinforcement arrangement in areas of concentrated stress. The specific arrangement positions are as follows: Figure 2As shown, the connection between the crossbeam body 9 and the sill beam can be achieved through flange connection or direct welding. This technical solution, by combining the crossbeam body 9 with a circumferentially arranged first reinforcing rib 10, significantly improves the overall stiffness and strength of the front floor 1 structure. Compared with traditional open beams, the closed beam cavity structure has better resistance to deformation and can effectively disperse and absorb collision energy. The circumferential arrangement of the first reinforcing rib 10 further enhances the local stiffness of the crossbeam body 9, especially in side collision conditions, where it can better maintain structural integrity.

[0028] In this embodiment, a longitudinal beam assembly connected to the crossbeam assembly is also included. The longitudinal beam assembly includes a central channel beam 7 disposed on the front floor 1 and reinforcing longitudinal beams 8 parallel to each other on the left and right sides of the central channel beam 7 along the length of the vehicle body. Combined with... Figure 1 As shown, the longitudinal beam assembly forms a longitudinally reinforced structure through the cooperation of the central channel beam 7 and the reinforcing longitudinal beams 8. The central channel beam 7 is arranged along the centerline of the vehicle body length and has a box-shaped cross-section structure, while the reinforcing longitudinal beams 8 are symmetrically distributed on both sides of the central channel beam 7, and their cross-sectional shape is also an open beam structure. The connection methods between the longitudinal beam assembly and the cross beam assembly include welding, bolting, or riveting, and local reinforcing plates can be installed at the connection points. This technical solution forms a longitudinally and transversely coordinated reinforced structure by adding longitudinal beam assemblies on the basis of the cross beam assembly. Among them, the central channel beam 7 serves as the main longitudinal load-bearing component, and the reinforcing longitudinal beams 8 on both sides constitute secondary force transmission paths. The three together improve the longitudinal stiffness of the front floor 1. Compared with the prior art, this structure can effectively disperse the impact load during a frontal collision and reduce single-point stress concentration through multi-path force transmission. The rigid connection between the longitudinal beam assembly and the cross beam assembly forms a grid-like support system, which significantly improves the bending and torsional resistance.

[0029] In this embodiment, the crossbeam assembly further includes a first reinforcing member group 11 disposed at the connection between the crossbeam body 9 and the sill beam; combined with Figures 1 to 3 As shown, the first reinforcing member group 11 is mainly used to improve the connection strength between the crossbeam assembly and the sill beam, so as to better disperse the impact force and reduce the risk of deformation during the collision. The first reinforcing member group 11 can be an L-shaped or U-shaped reinforcing plate, which covers the connection part between the crossbeam body 9 and the sill beam to increase the overall rigidity of the connection structure, or it can be a locally thickened steel plate, which is welded to the connection area between the crossbeam body 9 and the sill beam to improve the deformation resistance of the area. The first reinforcing member group 11 mainly includes a first reinforcing member 11a set at the connection between the beam end of the first crossbeam assembly 5 and the sill beam and a second reinforcing member 11b set at the connection between the beam end of the second crossbeam assembly 6 and the sill beam.

[0030] In this embodiment, the crossbeam assembly consists of two sets, including a first crossbeam assembly 5 and a second crossbeam assembly 6 arranged sequentially from front to back along the length of the vehicle body. The reinforcing longitudinal beam 8 is fixedly connected to the front bulkhead 2 at its front end and to the second crossbeam assembly 6 at its rear end along the length of the vehicle body. Both the first crossbeam assembly 5 and the second crossbeam assembly 6 include a crossbeam body 9 with a closed beam cavity and a first reinforcing rib 10 for strengthening the rigidity of the crossbeam body 9. The first rib plate 10a is arranged on the side wall of the crossbeam body 9 in the first crossbeam assembly 5 and the second crossbeam assembly 6 near the front of the vehicle. The second rib plate 10b and the third rib plate 10c are arranged on the side wall of the crossbeam body 9 in the first crossbeam assembly 5 near the rear of the vehicle. The fourth rib plate 10d is arranged on the side wall of the crossbeam body 9 in the second crossbeam assembly 6 near the rear of the vehicle. By setting two sets of crossbeam assemblies and forming a three-longitudinal and two-transverse reinforcing beam group structure with the reinforcing longitudinal beam 8, the overall rigidity and torsional performance of the front floor 1 area can be effectively improved. The front end of the reinforcing longitudinal beam 8 is connected to the front bulkhead 2, and the rear end is fixed to the second crossbeam assembly 6, forming a continuous force transmission path, which can effectively disperse the impact load during a frontal collision. The arrangement of the two sets of crossbeam assemblies enhances the lateral bending resistance, and together with the setting of various reinforcing members, the structure has better resistance to deformation when subjected to lateral collisions.

[0031] In this embodiment, a second reinforcing member group 12 is provided at the connection between the rear end sidewall of the crossbeam body 9 and the sill beam in the second crossbeam assembly 6. The second reinforcing member group 12 is used to strengthen the connection strength between the sill beam and the rear end sidewall of the crossbeam assembly. The second reinforcing member group 12 can be implemented by locally thickened steel plates, reinforcing ribs, or L-shaped corner plates, etc. The structure of this solution is as follows. Figure 3 As shown; since there are other connecting structures on the rear side wall of the second crossbeam assembly 6 after the connection between the reinforcing longitudinal beam 8 and the second crossbeam assembly 6, structural reinforcement is required at this location. By adding a second reinforcing member group 12 at a key node in the collision force concentration transmission path, the local stiffness of the connection area between the crossbeam assembly and the sill beam is effectively improved. When the vehicle suffers a side collision, the second reinforcing member group 12 can prevent tearing deformation at the connection point, allowing the collision energy to be transmitted more evenly to the longitudinal beam assembly through the reinforced connection structure. The second reinforcing member group 12 includes a third reinforcing member 12a and a fourth reinforcing member 12b.

[0032] In this embodiment, a third reinforcing member group 13 is also provided at the connection between the rear end sidewall of the crossbeam body 9 and the central channel beam 7 in the second crossbeam assembly 6. The third reinforcing member group 13 is used to strengthen the connection strength between the rear end sidewall of the crossbeam assembly and the central channel beam 7. The third reinforcing member group 13 can be an L-shaped steel plate, a U-shaped channel steel, or a triangular reinforcing rib, etc. In this solution, a specific structure is used. Figure 4In the shown structure, the third reinforcing member group 13 can be fixed between the crossbeam body 9 and the middle channel beam 7 by welding, riveting or bolting. The third reinforcing member group 13 includes a fifth reinforcing member 13a and a sixth reinforcing member 13b. In this solution, by adding a fourth reinforcing member at the key connection part between the crossbeam assembly and the middle channel beam 7, the structural strength of the connection node is effectively improved; when a vehicle has a frontal collision, the fourth reinforcing member can prevent the connection part between the crossbeam assembly and the middle channel beam 7 from being torn and deformed, ensuring that the collision force can be evenly transmitted through the grid structure formed by the reinforcing longitudinal beam 8 and the crossbeam assembly.

[0033] In this embodiment, an installation position for installing a vehicle body seat is preset on the top surface of the first crossbeam assembly 5. Combining Figure 1 As shown, by integrating a seat installation structure on the top surface of the crossbeam assembly, a direct rigid connection between the vehicle body skeleton and the seat system is achieved.

[0034] In this embodiment, the reinforcing longitudinal beam 8 and the crossbeam assembly jointly form an overall structure of a reinforcing beam group with three longitudinals and two crossbeams; combining Figure 1 As shown, by combining the reinforcing longitudinal beam 8 and the crossbeam assembly into an overall structure of three longitudinals and two crossbeams, the stiffness and strength of the reinforcing beam group of the front floor 1 are significantly improved, the front panel 2 and the front vehicle frame are firmly welded together, and both sides are synchronously rigidly connected with vehicle body parts such as the sill and the side panel. When there is a frontal or side collision, the impact force can be transmitted to other parts of the vehicle body through the crossbeam assembly and the longitudinal beam assembly, thereby reducing the injury to the driver and passengers, avoiding a large-scale crushing of the front floor 1 after the collision, and effectively protecting the safety of the people in the vehicle.

[0035] In this embodiment, the cross-section of the cavity of the crossbeam body 9 is a "day" - shaped structure. By adopting a "day" - shaped cross - section structure for the crossbeam body 9, its bending and torsional stiffness can be significantly improved. Since the "day" - shaped structure has two并排closed cavities, compared with the traditional single - cavity structure or open - beam structure, it can more effectively disperse and absorb collision energy. During a frontal or side collision, this structure can prevent the crossbeam body 9 from buckling and deforming prematurely, thus better protecting the safety of the occupants.

[0036] In this embodiment, the crossbeam body 9 adopts a rolling technology; the rolling technology is a process of processing metal sheets into components with a specific cross - section shape through a continuous roll - forming process. The crossbeam body 9 in this solution can be formed by multi - pass rolling of high - strength steel sheets, and the roll - forming die is specially designed according to the "day" - shaped cross - section structure. The rolling process can precisely control the thickness distribution of the sheet, and achieve an equal - strength design by locally thickening in the stress - concentration area. At the same time, the crossbeam body 9 produced by this process has better dimensional consistency and higher connection and mating precision with the sill beam and the middle channel beam 7, which is beneficial to improving the load - transfer efficiency of the overall structure.

[0037] 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. A front floor reinforcement beam assembly, characterized in that: It includes a crossbeam assembly, the crossbeam assembly includes a crossbeam body and a first reinforcing rib, the crossbeam body has a closed beam cavity, and the first reinforcing rib is horizontally fixed on the side wall of the crossbeam body and is used to strengthen the strength of the crossbeam body, and the crossbeam body is laid between the left door sill and the right door sill.

2. The front floor reinforcement beam assembly according to claim 1, characterized in that: It further includes a longitudinal beam assembly connected to the crossbeam assembly, the longitudinal beam assembly includes a middle channel beam provided on the front floor and reinforcing longitudinal beams parallelly arranged on the left and right sides of the middle channel beam in the vehicle body length direction.

3. The front floor reinforcement beam assembly according to claim 2, characterized in that: The crossbeam assembly further includes a first reinforcing member group provided at the connection between the crossbeam body and the door sill beam.

4. The front floor reinforcement beam assembly according to claim 2, characterized in that: There are two groups of the crossbeam assemblies and they include a first crossbeam assembly and a second crossbeam assembly arranged in sequence from front to back in the vehicle body length direction, and the front end of the reinforcing longitudinal beam in the vehicle body length direction is fixedly connected to the front panel and the rear end is fixedly connected to the second crossbeam assembly.

5. The front floor reinforcement beam assembly according to claim 4, characterized in that: A second reinforcing member group is provided at the connection between the rear end side wall of the crossbeam body in the second crossbeam assembly and the door sill beam, and the second reinforcing member group is used to reinforce the connection strength between the door sill beam and the rear end side wall of the crossbeam assembly.

6. The front floor reinforcement beam assembly according to claim 4, characterized in that: A third reinforcing member group is further provided at the connection between the rear end side wall of the crossbeam body in the second crossbeam assembly and the middle channel beam, and the third reinforcing member group is used to reinforce the connection strength between the rear end side wall of the crossbeam assembly and the middle channel beam.

7. The front floor reinforcement beam assembly according to claim 4, characterized in that: An installation position for installing a vehicle body seat is preset on the top surface of the first crossbeam assembly.

8. The front floor reinforcement beam assembly according to claim 4, characterized in that: The reinforcing longitudinal beam and the crossbeam assembly together form an overall structure of a three-longitudinal and two-transverse reinforcing beam group.

9. The front floor reinforcement beam assembly according to claim 1, characterized in that: The cross-section of the cavity of the crossbeam body is an "8" - shaped structure.

10. The front floor reinforcement beam assembly according to claim 9, characterized in that: The crossbeam body is made by rolling technology.

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