Automobile floor cross beam with side impact protection performance

Abstract

This utility model relates to the field of automotive floor structure technology and discloses an automotive floor crossbeam with side impact protection performance. It includes several crossbeam bodies installed between two longitudinal beams. Each of the two longitudinal beams has a buffer beam on its opposite side. Both ends of the crossbeam bodies have expansion holes, and buffer components are connected to these holes. Two buffer components pass through the two longitudinal beams and are connected to the two buffer beams respectively. This automotive floor crossbeam with side impact protection performance, through the coordinated design of the buffer components and buffer beams, ensures that in the event of a side collision, the impact first acts on the buffer beams, and the buffer components cushion the impact, thus transforming the original rigid direct contact into a soft contact. This buffering mechanism effectively reduces the impact force transmitted to the longitudinal and crossbeams, thereby mitigating the damage to the vehicle in a side collision.

Description

Technical Field

[0001] This utility model relates to the field of automotive floor structure technology, specifically to an automotive floor crossbeam with side impact protection performance. Background Technology

[0002] The floor beams are an important component of the vehicle's structure. As the "skeleton" of the car, they directly affect the vehicle's load-bearing capacity, safety, and handling. The floor beams are typically arranged transversely at the bottom of the vehicle, perpendicular to the direction of travel, extending from the left to the right side, forming a grid-like frame structure together with the longitudinal beams.

[0003] In existing technology, automotive floor crossbeams can be categorized into front, middle, and rear floor crossbeams based on their location. The front floor crossbeam is typically located at the front of the passenger compartment, below the front seats. It is often made of high-strength materials such as hot-formed steel and integrated with seat mounting brackets and floor longitudinal beams. Its main function is to enhance frontal rigidity, provide secure mounting points for the front seats and seatbelts, and is also one of the main force transmission paths in a frontal collision. The middle floor crossbeam is located in the middle of the vehicle body, between the front and rear seats. It often incorporates extension and reinforcement components and may utilize internal hollow cavities and reinforcing ribs for weight reduction and reinforcement. Its main function is to protect critical components such as the fuel tank or high-voltage battery, withstand side collisions, and ensure the integrity of the passenger compartment. The rear floor crossbeam is located in front of the luggage compartment, inside the rear bumper. Its structure is more complex and may integrate suspension mounting points and child safety seat anchors. Its main function is to connect to the rear longitudinal beams, improve rear-end rigidity, and ensure rear-end collision safety.

[0004] Currently, rigid connections are primarily used for connecting crossbeams and longitudinal beams. Traditional connection methods include: Welded connection: The ends of the crossbeams are directly connected to the longitudinal beams by spot welding, arc welding or other methods to form a rigid structure.

[0005] Bolted connection: High-strength bolts are used to fix the crossbeam to the longitudinal beam, which facilitates disassembly and maintenance.

[0006] Adhesive bonding: Especially in all-aluminum car bodies, structural adhesive bonding technology is used to connect crossbeams and longitudinal beams.

[0007] Connector connection: Use a special connecting plate (beam end plate) to connect the end of the beam to the sill beam.

[0008] While these traditional connection methods can ensure the overall rigidity and strength of the structure, they also have significant shortcomings. In a side collision, the impact force is transmitted to the floor beams through structures such as the doors and sill beams. With traditional rigid connections, the impact force is instantly and directly transmitted to the connection point between the beams and longitudinal beams, causing stress concentration at the connection area, making it prone to deformation or even breakage. Especially in vehicles where the sill beam is lower than the floor beam, in pole or side collisions, the seat beams are prone to warping upwards and losing their load-bearing function, leading to deformation of the passenger compartment and compromising the safety of the occupants.

[0009] In recent years, several improvement solutions have been proposed. For example, Great Wall Motors proposed a front floor crossbeam assembly that includes a front floor crossbeam arranged along the left-right direction of the vehicle, and a connecting beam connected to the front floor crossbeam at one end. The connecting beam is inclined relative to the front floor crossbeam, with an included angle satisfying α≥45°. This helps increase the connection strength between the front floor crossbeam and the sill beam, and also allows the impact force at the sill beam to be fully transferred to the front floor crossbeam during a side impact. GAC Group developed a crossbeam reinforcement component located within a cavity and extending along the left-right direction. This component has multiple reinforcing holes extending along the vertical direction of the vehicle, reducing the weight of the front floor crossbeam assembly and improving its bending resistance in the vertical direction. However, these solutions still focus on optimizing the force transmission path and improving rigidity. In a side impact, the rigid connection method cannot effectively mitigate the impact force, causing the impact force to be directly transferred to the connection point, easily leading to deformation, fracture, and other structural damage, thus reducing the vehicle's side impact safety performance. Utility Model Content

[0010] To address the shortcomings of existing technologies, this utility model provides a car floor beam with side impact protection performance, thereby improving vehicle safety during side collisions.

[0011] To achieve the above objectives, the present invention provides the following technical solution: a car floor crossbeam with side impact protection performance, comprising several crossbeam bodies installed between two longitudinal beams, buffer beams provided on the sides of the two longitudinal beams that are far apart from each other, telescopic holes provided at both ends of the crossbeam bodies, buffer components connected in the telescopic holes, and two buffer components passing through the two longitudinal beams respectively and connected to the two buffer beams respectively.

[0012] Furthermore, the buffer assembly includes a telescopic rod and a buffer spring. One end of the buffer spring is fixedly connected to the inner wall of the telescopic hole end, and the other end of the buffer spring is fixedly connected to the telescopic rod. The telescopic rod is slidably connected to the telescopic hole, and the end of the telescopic rod away from the buffer spring passes through the longitudinal beam and is fixedly connected to the buffer beam.

[0013] Furthermore, an anti-rebound component is connected to the side wall of the telescopic rod near the buffer spring. The inner wall of the telescopic hole has two rows of slots, and the anti-rebound component limits and fixes the telescopic rod through the slots.

[0014] Furthermore, the cross-sections of the telescopic rod and the telescopic hole are non-circular.

[0015] Furthermore, the anti-rebound assembly includes two flipping blocks. Flipping grooves are provided on both sides of the telescopic rod near the buffer spring end. The two flipping blocks are rotatably connected to the inner walls of the two flipping grooves near the buffer spring end via a rotating shaft. The ends of the two flipping blocks away from the buffer spring abut against two rows of slots. A torsion spring is installed on the outer side of the rotating shaft on the side of the flipping block. The torsion spring provides the flipping block with the torque to flip outward of the flipping groove.

[0016] Furthermore, a rope groove is provided between the two flipping grooves, and the rope groove is connected to the two flipping grooves. The end of the rope groove away from the two flipping grooves extends towards the buffer beam and passes through the telescopic rod and the buffer beam. A pull rope is provided in the rope groove. One end of the pull rope branches into two rope heads and is fixedly connected to the two flipping blocks respectively. The other end of the pull rope extends to the outside of the buffer beam and is fixedly connected to a pull ring.

[0017] Furthermore, the side wall of the buffer beam is provided with a groove, which is connected to the rope groove, and the pull ring is located in the groove.

[0018] Compared with the prior art, the present invention has the following beneficial effects: This type of automotive floor beam with side-impact protection, through the coordinated design of the buffer assembly and the buffer beam, ensures that in the event of a side collision, the impact first acts on the buffer beam, and the buffer assembly cushions the impact, thus transforming the original rigid direct contact into a soft contact. This buffering mechanism effectively reduces the impact force transmitted to the longitudinal and transverse beams, thereby mitigating the damage to the vehicle in a side collision. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall appearance and connection structure of this utility model; Figure 2 This is a schematic diagram of the connection structure of the buffer assembly of this utility model; Figure 3 Based on Figure 2 Exploded view of the connection structure; Figure 4 This is a cross-sectional view of the telescopic rod of this utility model; Figure 5 Based on Figure 4 Another structural cross-section diagram.

[0020] In the diagram: 1. Longitudinal beam; 2. Main body of crossbeam; 3. Buffer beam; 4. Buffer assembly; 5. Anti-rebound assembly; 6. Pull rope; 41. Telescopic rod; 42. Buffer spring; 51. Flip block; 52. Torsion spring; 61. Pull ring; 201. Telescopic hole; 202. Slot; 301. Groove; 401. Flip groove; 402. Rope groove. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0022] Please see Figures 1 to 5 A car floor crossbeam with side impact protection performance includes several crossbeam bodies 2 installed between two longitudinal beams 1. Each of the two longitudinal beams 1 has a buffer beam 3 on the side away from each other. Both ends of the crossbeam body 2 are provided with telescopic holes 201. Each telescopic hole 201 is connected to a buffer component 4. The two buffer components 4 pass through the two longitudinal beams 1 respectively and are connected to the two buffer beams 3 respectively.

[0023] The main improvement of this utility model lies in enhancing the anti-collision effect in side impacts, such as... Figures 1 to 5 As shown, when the side-impact protection vehicle floor beam of this utility model is used, the impact force first contacts the buffer beam 3 when the vehicle is hit from the side. Through the contraction of multiple buffer components 4 within the telescopic holes 201, the impact force is gradually reduced, thereby transforming the original rigid direct contact into soft contact. This buffering mechanism effectively reduces the impact force transmitted to the longitudinal beam 1 and the main body 2 of the crossbeam, thereby reducing the damage to the vehicle in a side collision. It should be noted that when the longitudinal beam 1 and the main body 2 of the crossbeam support the vehicle body, the buffer components 4 and the buffer beam 3 do not make direct contact with other parts of the vehicle body. At the same time, the buffer beam 3 must not extend to the outside of the vehicle body shell. In the event of a side collision, the buffer beam 3 can also be indirectly squeezed by the inward impact deformation of the bottom shell of the vehicle body to achieve the purpose of reducing the impact force. The specific installation form can be adapted to the design of the vehicle body shell.

[0024] like Figure 2 and Figure 3 As shown, the buffer assembly 4 includes a telescopic rod 41 and a buffer spring 42. One end of the buffer spring 42 is fixedly connected to the inner wall of the telescopic hole 201, and the other end of the buffer spring 42 is fixedly connected to the telescopic rod 41. The telescopic rod 41 is slidably connected to the telescopic hole 201. The end of the telescopic rod 41 away from the buffer spring 42 passes through the longitudinal beam 1 and is fixedly connected to the buffer beam 3. When the buffer beam 3 is subjected to a side impact, the impact force is transmitted to the buffer spring 42 through the telescopic rod 41, and the impact force is reduced by compressing the buffer spring 42.

[0025] like Figures 2 to 5 As shown, an anti-rebound assembly 5 is connected to the side wall of the telescopic rod 41 near the buffer spring 42. Two rows of slots 202 are provided on the inner wall of the telescopic hole 201. The anti-rebound assembly 5 limits and fixes the telescopic rod 41 through these slots 202. When the telescopic rod 41 compresses the buffer spring 42 under impact and moves into the telescopic hole 201, the contact connection between the anti-rebound assembly 5 and the slots 202 prevents the retracted telescopic rod 41 from rebounding outwards upon impact, thus avoiding secondary impact force caused by rebound and improving the safety and stability of the vehicle body after a side collision.

[0026] like Figures 1 to 3 As shown, the cross-sections of the telescopic rod 41 and the telescopic hole 201 are non-circular. This non-circular design ensures that the telescopic rod 41 will not rotate within the telescopic hole 201, improving the stability of the telescopic rod 41's telescopic movement within the telescopic hole 201, while also ensuring a stable connection between the anti-rebound assembly 5 and the corresponding slot 202.

[0027] like Figures 1 to 5 As shown, the anti-rebound assembly 5 includes two flipping blocks 51. The telescopic rod 41 has flipping grooves 401 on both sides near the end of the buffer spring 42. The two flipping blocks 51 are rotatably connected to the inner walls of the two flipping grooves 401 near the end of the buffer spring 42 via rotating shafts. The ends of the two flipping blocks 51 away from the buffer spring 42 abut against the two rows of slots 202. A torsion spring 52 is installed on the outer side of the rotating shaft on the side of the flipping block 51. The torsion spring 52 provides the flipping block 51 with a torque to flip outward of the flipping groove 401. As the telescopic rod 41 retracts into the telescopic hole 201, the flipping block 51 contacts and presses against the inner wall of the telescopic hole 201, thus continuously retracting into the flipping groove 401. At the same time, under the action of the torsion spring 52 and the rotating shaft, the flipping block 51 continuously pops outward into the corresponding slot 202. When the side collision stops, the outwardly popped flipping block 51 is locked into the adjacent slot 202, thereby preventing the buffer spring 42 from popping the telescopic rod 41 outward from the telescopic hole 201. This ensures that when the side collision stops, the telescopic rod 41 also stops moving, thereby avoiding the secondary impact force caused by the rebound and improving the safety and stability of the vehicle body after the side collision accident.

[0028] like Figure 4 and Figure 5As shown, a rope groove 402 is provided between the two flipping grooves 401, and the rope groove 402 communicates with the two flipping grooves 401. One end of the rope groove 402 away from the two flipping grooves 401 extends towards the buffer beam 3 and passes through the telescopic rod 41 and the buffer beam 3. A pull rope 6 is provided in the rope groove 402. One end of the pull rope 6 branches into two rope heads and is fixedly connected to the two flipping blocks 51 respectively. The other end of the pull rope 6 extends to the outside of the buffer beam 3 and is fixedly connected to a pull ring 61. After the side collision, when restoring the state of the buffer beam 3, the pull rope 6 can be pulled to pull the two flipping blocks 51 back into the two flipping grooves 401, so that the telescopic rod 41 pops out from the telescopic hole 201, thereby restoring the side buffering function of the buffer beam 3.

[0029] like Figures 1 to 5 As shown, the side wall of the buffer beam 3 has a groove 301, which communicates with the rope groove 402, and the pull ring 61 is located in the groove 301. The pull ring 61 makes it easier to pull the rope 6.

[0030] It should be noted that when restoring the buffer function, multiple pull rings 61 on the same buffer beam 3 need to be pulled outwards simultaneously. This can be done by multiple people or by using tools, but details will not be elaborated here.

[0031] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention.

Claims

1. A car floor crossbeam with side impact protection performance, comprising a plurality of crossbeam bodies (2) installed between two longitudinal beams (1), characterized in that: Both of the two longitudinal beams (1) are provided with buffer beams (3) on the side that is far apart from each other; Both ends of the main body of the crossbeam (2) are provided with telescopic holes (201), and buffer components (4) are connected in the telescopic holes (201). After passing through the two longitudinal beams (1), the two buffer components (4) are connected to the two buffer beams (3).

2. The automotive floor crossbeam with side impact protection performance according to claim 1, characterized in that: The buffer assembly (4) includes a telescopic rod (41) and a buffer spring (42). One end of the buffer spring (42) is fixedly connected to the inner wall of the end of the telescopic hole (201), and the other end of the buffer spring (42) is fixedly connected to the telescopic rod (41). The telescopic rod (41) is slidably connected to the telescopic hole (201). The end of the telescopic rod (41) away from the buffer spring (42) passes through the longitudinal beam (1) and is fixedly connected to the buffer beam (3).

3. A car floor crossbeam with side impact protection performance according to claim 2, characterized in that: The telescopic rod (41) is connected to an anti-rebound component (5) on the side wall near the buffer spring (42). The inner wall of the telescopic hole (201) is provided with two rows of slots (202). The anti-rebound component (5) limits and fixes the telescopic rod (41) through the slots (202).

4. A car floor crossbeam with side impact protection performance according to claim 2, characterized in that: The cross-sections of the telescopic rod (41) and the telescopic hole (201) are non-circular.

5. A car floor crossbeam with side impact protection performance according to claim 3, characterized in that: The anti-rebound assembly (5) includes two flip blocks (51). The telescopic rod (41) has flip grooves (401) on both sides near the end of the buffer spring (42). The two flip blocks (51) are rotatably connected to the inner wall of the two flip grooves (401) near the end of the buffer spring (42) through a rotating shaft. The ends of the two flip blocks (51) away from the buffer spring (42) are respectively abutted against two rows of slots (202). A torsion spring (52) is installed on the outside of the rotating shaft on the side of the flip block (51). The torsion spring (52) provides the flip block (51) with a torque to flip outward of the flip groove (401).

6. A car floor crossbeam with side impact protection performance according to claim 5, characterized in that: A rope groove (402) is provided between the two flipping grooves (401). The rope groove (402) is connected to the two flipping grooves (401). The end of the rope groove (402) away from the two flipping grooves (401) extends towards the buffer beam (3) and passes through the telescopic rod (41) and the buffer beam (3). A pull rope (6) is provided in the rope groove (402). One end of the pull rope (6) branches into two rope heads and is fixedly connected to the two flipping blocks (51) respectively. The other end of the pull rope (6) extends to the outside of the buffer beam (3) and is fixedly connected to a pull ring (61).

7. A car floor crossbeam with side impact protection performance according to claim 6, characterized in that: The buffer beam (3) has a groove (301) on its side wall, which is connected to the rope groove (402), and the pull ring (61) is located in the groove (301).

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