A frame assembly

Abstract

The utility model discloses a kind of vehicle frame assemblies, including first vehicle frame and the second vehicle frame being connected with first vehicle frame, the end of first vehicle frame is connected with crash beam to constitute front vehicle frame assembly or rear vehicle frame assembly, two sides of second vehicle frame are connected with door sill beam to constitute middle vehicle frame assembly. First vehicle frame and second vehicle frame are integrally stamped and formed after pre-connection by multiple cross beams and longitudinal beams respectively. The vehicle frame assembly provided by the utility model is obtained by first pre-connecting cross beam and longitudinal beam, then integrally stamping and forming first vehicle frame and second vehicle frame, connecting first vehicle frame and second vehicle frame to obtain vehicle frame assembly, simple processing procedure, less stamping die quantity involved, can significantly improve processing efficiency, reduce the production cost of vehicle frame assembly.

Description

Technical Field

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

[0002] As the main load-bearing structure of a car, the geometric layout and connection method of the vehicle frame directly affect the strength, rigidity, and collision safety of the entire vehicle. In the existing technology, the frame is often spliced ​​together from multiple longitudinal beams and cross beams. The longitudinal beams and cross beams are fixed together by welding or bolts, and then combined with components such as anti-collision beams and sill beams to form the frame assembly of the front frame, center frame, and rear frame.

[0003] In the traditional chassis assembly manufacturing process, each beam segment needs to be stamped and formed separately using corresponding stamping dies, and then the beam segments are assembled and welded together. This requires a large number of stamping dies, and the chassis assembly has numerous weld points, making the chassis assembly production process complex, costly, difficult to manage, and time-consuming. Therefore, it is necessary to provide a chassis assembly that can simplify the manufacturing process and improve processing efficiency. Utility Model Content

[0004] The purpose of this utility model is to overcome the shortcomings of the existing frame assembly processing technology, which is complicated and inefficient. It provides a frame assembly that first connects the crossbeams and longitudinal beams, then integrally stamps to form a first frame and a second frame, and then connects the first frame and the second frame to obtain the frame assembly. The processing process is simple, involves fewer stamping dies, can significantly improve processing efficiency, and reduce the production cost of the frame assembly.

[0005] This utility model provides a vehicle frame assembly, characterized in that it includes a first vehicle frame and a second vehicle frame connected to the first vehicle frame, the end of the first vehicle frame is connected to a crash beam to form a front vehicle frame assembly or a rear vehicle frame assembly, and the two sides of the second vehicle frame are respectively connected to door sill beams to form a mid-frame assembly. The first frame and the second frame are integrally stamped after being pre-connected by multiple crossbeams and longitudinal beams.

[0006] In one of the alternative technical solutions, the first frame includes a first crossbeam located at the rear end of the first frame, a second crossbeam located at the middle of the first frame and arranged parallel to the first crossbeam, and first longitudinal beams disposed on both sides. The middle parts of the two first longitudinal beams are respectively connected to the two ends of the second crossbeam, and the rear ends of the two first longitudinal beams are respectively connected to the two ends of the first crossbeam.

[0007] In one of the alternative technical solutions, the length of the second crossbeam is greater than the length of the first crossbeam, and a bending section is provided at the connection between the first longitudinal beam and the second crossbeam.

[0008] In one of the alternative technical solutions, the first longitudinal beam includes a collision energy absorption zone, a general reinforcement zone, and a key reinforcement zone arranged sequentially from front to back. The bending section is located in the general reinforcement zone, and the general reinforcement zone and the key reinforcement zone are respectively provided with reinforcing members.

[0009] In one of the alternative technical solutions, the first frame further includes a connecting crossbeam, the two ends of which are respectively connected between the impact energy absorption area and the general reinforcement area of ​​the first longitudinal beam on both sides.

[0010] In one of the alternative technical solutions, the reinforcing member includes a first U-shaped structural member covering the lower surface of the first longitudinal beam.

[0011] In one of the alternative technical solutions, the reinforcing member includes a sealed box-shaped structural member covering the outer side and upper surface of the first longitudinal beam.

[0012] In one of the alternative technical solutions, the second frame includes a third crossbeam located at the rear end of the second frame, a fourth crossbeam located in the middle of the second frame and arranged parallel to the third crossbeam, second longitudinal beams arranged on both sides, and a central channel cover plate connected to the middle of the fourth crossbeam at the rear end. The middle parts of the two second longitudinal beams are respectively connected to the two ends of the fourth crossbeam, and the rear ends of the two second longitudinal beams are respectively connected to the two ends of the third crossbeam. The front end of the second longitudinal beam and the front end of the middle channel cover are connected to the first frame, and a connecting longitudinal beam is provided between the third crossbeam and the fourth crossbeam.

[0013] In one of the alternative technical solutions, the lower surface of the connection between the fourth crossbeam and the middle channel cover is covered with a second U-shaped structural member.

[0014] In one of the alternative technical solutions, the pre-connection method is one or a combination of welding connection, spot welding connection, crimping connection, laser splicing and adhesive bonding.

[0015] The above technical solution has the following beneficial effects: The frame assembly provided by this utility model effectively simplifies the manufacturing process by arranging multiple crossbeams and longitudinal beams on the first and second frames respectively, and then pre-connecting them before using a one-piece stamping method. Pre-connection ensures the quality of the one-piece stamping, while one-piece stamping significantly reduces the number of processing steps in frame production. This helps simplify production management, greatly improves the overall processing efficiency of the frame, and effectively reduces the number of stamping dies, thereby lowering the frame production cost. Attached Figure Description

[0016] The disclosure of this utility model will become more readily understood by referring to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this utility model. In the drawings: Figure 1 This is a schematic diagram of the frame assembly provided in one embodiment of the present utility model; Figure 2 A top view of a first vehicle frame provided in an embodiment of the present invention; Figure 3 A top view of a first vehicle frame with another structure provided in one embodiment of the present utility model; Figure 4 A top view of the second frame provided in an embodiment of the present invention; Figure 5 This is a bottom view of the second frame provided in one embodiment of the present invention.

[0017] Figure reference numerals: 1. First frame; 11. First crossbeam; 12. Second crossbeam; 13. First longitudinal beam; 131. Collision energy absorption zone; 132. General reinforcement zone; 133. Key reinforcement zone; 14. Connecting crossbeam; 2. Second frame; 21. Third crossbeam; 22. Fourth crossbeam; 23. Second longitudinal beam; 24. Softening energy absorption zone; 25. Connecting longitudinal beam; 26. Central channel cover; 3. First U-shaped structural component; 4. Enclosed box-shaped structural components; 5. Second U-shaped structural component. Detailed Implementation

[0018] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" used in the following description refer to directions in the accompanying drawings, while the terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.

[0019] In this utility model, unless otherwise explicitly specified and limited, the term "fixed" and similar terms should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal connection of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0020] like Figure 1-5As shown, an embodiment of the present invention provides a vehicle frame assembly, including a first vehicle frame 1 and a second vehicle frame 2 connected to the first vehicle frame 1. The end of the first vehicle frame 1 is connected to a crash beam to form a front vehicle frame assembly or a rear vehicle frame assembly, and the two sides of the second vehicle frame 2 are respectively connected to door sill beams to form a mid-frame assembly.

[0021] The first frame 1 and the second frame 2 are integrally stamped together after being pre-connected by multiple crossbeams and longitudinal beams. During the manufacturing process, multiple crossbeams and longitudinal beams are arranged on the first frame 1 and the second frame 2, and after the pre-connection is completed, they enter the integral stamping process, so that the frame assembly forms a continuous integral structure.

[0022] Multiple crossbeams and longitudinal beams forming the first frame 1 and the second frame 2 are pre-positioned on the tooling, thus pre-fixing the raw materials of the first frame 1 and the second frame 2. This ensures that the relative positions and connections of the crossbeams and longitudinal beams are fixed during the simultaneous stamping of multiple crossbeams and longitudinal beams, guaranteeing high positioning accuracy before they enter the stamping die. Then, the first frame 1 or the second frame 2 is stamped using an integrated die, forming the geometric surfaces at the joints in one step, reducing deviations caused by multi-process splicing. This integrated stamping method not only improves the overall consistency of the frame assembly but also simplifies the processing steps, reduces the number of dies and the frequency of fixture use, thereby facilitating cost control and efficiency improvement in mass production.

[0023] In summary, the frame assembly provided by this utility model, by arranging multiple crossbeams and longitudinal beams on the first frame 1 and the second frame 2 respectively, and then using a one-piece stamping forming method after pre-connection, can effectively simplify the production process of the frame assembly. Simplifying the steps and management of the frame assembly production process can improve the consistency of the frame assembly, increase production efficiency, and improve product quality. In this utility model, pre-connection ensures the quality of one-piece stamping, and one-piece stamping significantly reduces the processing steps in frame production, which helps to simplify production management, greatly improve the overall processing efficiency of the frame, and effectively reduce the number of stamping dies, thereby reducing the production cost of the frame.

[0024] In one embodiment, such as Figure 2 and Figure 3 As shown, the first frame 1 includes a first crossbeam 11 located at the rear end of the first frame 1, a second crossbeam 12 located at the middle of the first frame 1 and arranged parallel to the first crossbeam 11, and first longitudinal beams 13 arranged on both sides. The middle parts of the two first longitudinal beams 13 are respectively connected to the two ends of the second crossbeam 12, and the rear ends of the two first longitudinal beams 13 are respectively connected to the two ends of the first crossbeam 11.

[0025] In this embodiment, the first crossbeam 11 and the second crossbeam 12 are arranged longitudinally in a front-to-back configuration, with the first longitudinal beams 13 on both sides connected to the crossbeams to form a rectangular frame structure. This arrangement effectively improves the lateral stability of the longitudinal beams, preventing excessive local bending under vehicle load or collision conditions. The second crossbeam 12, located in the middle, not only serves as a lateral tie rod to enhance the overall rigidity of the frame but also acts as a positioning reference during manufacturing, improving assembly accuracy. Through this interlaced frame layout, the frame assembly is structurally more stable and facilitates reliable connection with the anti-collision beams and sill beams.

[0026] Preferably, the draft angle of the first frame 1 is in the range of 5°-30°, and the connection points of the first crossbeam 11, the second crossbeam 12 and the first longitudinal beam 13 are all rounded to improve structural stability.

[0027] In one embodiment, such as Figure 2 As shown, the length of the second crossbeam 12 is greater than the length of the first crossbeam 11, and a bent section is provided at the connection between the first longitudinal beam 13 and the second crossbeam 12.

[0028] In this embodiment, the increased length of the second crossbeam 12 allows it to cover a wider area of ​​the vehicle body, enhancing the connection strength in the middle of the frame. Furthermore, the shorter first crossbeam 11 effectively avoids obstacles such as wheels, ensuring the overall rationality of the vehicle's layout. The first longitudinal beam 13 has a bent section at its junction with the second crossbeam 12. This bent section serves to transfer stress and provide avoidance. When the frame is subjected to external forces, the bent section can deform in a localized area, preventing stress from directly concentrating on the main section of the longitudinal beam, thereby extending the service life of the longitudinal beam. During manufacturing, the bent section is pre-connected and formed in one piece during a stamping process, effectively reducing springback and assembly deviations, further ensuring structural accuracy.

[0029] Preferably, the ratio of the first crossbeam 11 to the second crossbeam 12 is greater than or equal to 1 / 2 and less than or equal to 3 / 4.

[0030] In one embodiment, such as Figure 2 As shown, the first longitudinal beam 13 includes a collision energy absorption zone 131, a general reinforcement zone 132 and a key reinforcement zone 133 arranged sequentially from front to back. The bending section is located in the general reinforcement zone 132, and reinforcement members are respectively provided on the general reinforcement zone 132 and the key reinforcement zone 133.

[0031] In this embodiment, the first longitudinal beam 13 is divided into different areas based on its stress characteristics and structural features. The front collision energy-absorbing zone 131 absorbs energy from the anti-collision beam through deformation during a vehicle collision, reducing impact transmission. The middle general reinforcement zone 132 has reinforcing members at the bending sections to support the local structure and prevent structural weaknesses at the connection between the first crossbeam 11 and the first longitudinal beam 13. The rear key reinforcement zone 133, as a critical stress-bearing area, works with reinforcing members to enhance the overall strength of the longitudinal beam and ensure the load-bearing capacity of the frame. This partitioned structure allows the first longitudinal beam 13 to meet the needs of energy absorption, transition, and load bearing, making it suitable for the front and rear structures of vehicles.

[0032] Preferably, the collision energy absorption zone 131 is a softening zone formed by laser splicing or spot welding. The ratio of the collision energy absorption zone 131 to the general strengthening zone 132 is greater than or equal to 1 / 2 and less than or equal to 3 / 4, and the ratio of the general strengthening zone 132 to the key strengthening zone 133 is greater than or equal to 1 / 2 and less than or equal to 3 / 4.

[0033] In one embodiment, such as Figure 2 As shown, the first frame 1 also includes a connecting crossbeam 14, the two ends of which are respectively connected between the collision energy absorption area 131 and the general reinforcement area 132 of the first longitudinal beam 13 on both sides.

[0034] In this embodiment, the connecting crossbeam 14 laterally spans two first longitudinal beams 13, forming a lateral tie between the energy-absorbing zone and the general reinforcement zone 132 of the longitudinal beams. This connecting crossbeam 14 restricts the lateral displacement of the two longitudinal beams under impact conditions, ensuring synchronous deformation of both longitudinal beams and improving the overall stability of the frame. Simultaneously, the connecting crossbeam 14 also serves as an additional positioning reference during manufacturing, facilitating welding and assembly and improving the geometric consistency after one-piece stamping.

[0035] In one embodiment, the reinforcement includes a first U-shaped structural member 3 covering the lower surface of the first longitudinal beam 13.

[0036] In this embodiment, the first U-shaped structural member 3 is tightly fitted to the lower surface of the first longitudinal beam 13, forming local reinforcement. The opening of the first U-shaped structural member 3 faces upwards, and by tightly bonding with the lower surface of the first longitudinal beam 13, it effectively improves the vertical bearing capacity of the first longitudinal beam 13, preventing premature buckling of the first longitudinal beam 13 under vertical loads. The first U-shaped structural member 3 can be fixed to the lower surface of the first longitudinal beam 13 during the pre-connection stage, forming an integral part with the first longitudinal beam 13 during the stamping process, thus improving the local strength of the first longitudinal beam 13 without significantly increasing manufacturing difficulty. Alternatively, the first U-shaped structural member 3 can be connected to the lower surface of the first longitudinal beam 13 after the first frame 1 has been stamped, further enhancing the connection strength of the pre-connected portion of the first frame 1.

[0037] In one embodiment, such as Figure 3 As shown, the reinforcing member includes a sealed box-shaped structural member 4 covering the outer side and upper surface of the first longitudinal beam 13.

[0038] In this embodiment, the sealed box-shaped structural component 4, along with the outer and upper surfaces of the first longitudinal beam 13, can also simultaneously cover the lower surface of the first longitudinal beam 13, significantly improving the overall bending and torsional resistance of the first longitudinal beam 13. The sealed box-shaped structural component 4 is suitable for the general reinforcement area 132 and the key reinforcement area 133 of the first longitudinal beam 13, enhancing the stability of the frame under complex stress conditions. During manufacturing, the sealed box-shaped structural component 4 can be first fixed to the surface of the first longitudinal beam 13 by welding or spot welding, and then integrally formed in a stamping process; alternatively, it can be connected to the first longitudinal beam 13 after the integral stamping process.

[0039] In one embodiment, such as Figure 4 As shown, the second frame 2 includes a third crossbeam 21 located at the rear end of the second frame 2, a fourth crossbeam 22 located in the middle of the second frame 2 and arranged parallel to the third crossbeam 21, second longitudinal beams 23 arranged on both sides, and a central tunnel cover plate 26 connected to the middle of the fourth crossbeam 22 at its rear end. The middle parts of the two second longitudinal beams 23 are respectively connected to the two ends of the fourth crossbeam 22, and the rear ends of the two second longitudinal beams 23 are respectively connected to the two ends of the third crossbeam 21. The front ends of the second longitudinal beams 23 and the front ends of the central tunnel cover plate 26 are connected to the first frame 1, and a connecting longitudinal beam 25 is provided between the third crossbeam 21 and the fourth crossbeam 22.

[0040] In this embodiment, the second longitudinal beam 23, the third crossbeam 21, and the fourth crossbeam 22 combine to form a mid-rear frame structure. The central channel cover 26 connects to the fourth crossbeam 22 at the middle of the second longitudinal beam 23, thereby enhancing the overall support capacity of the middle section of the frame. The front ends of the second longitudinal beam 23 and the central channel cover 26 are directly connected to the first frame 1, forming a complete continuous structure between the front frame and the middle frame, ensuring smooth force transmission. The connecting longitudinal beam 25 between the third crossbeam 21 and the fourth crossbeam 22 further enhances the lateral stiffness and overall stability of the middle frame.

[0041] Furthermore, both ends of the third crossbeam 21 and the fourth crossbeam 22 are respectively provided with outwardly extending softening energy-absorbing areas 24. The softening energy-absorbing areas 24 are formed by laser splicing or by welding individual parts. The softening energy-absorbing areas 24 are used to connect with the sill beam and can absorb impacts from the side of the vehicle. In a collision, they can deform to absorb energy to protect the second frame 2.

[0042] In one embodiment, such as Figure 5As shown, the lower surface of the connection between the fourth crossbeam 22 and the middle channel cover plate 26 is covered with a second U-shaped structural member 5.

[0043] In this embodiment, the second U-shaped structural member 5 is installed at the junction of the fourth crossbeam 22 and the central channel cover plate 26, serving as a local reinforcement. Since this location is a structural connection point, stress concentration is prone to occur. Adding the second U-shaped structural member 5 can disperse local stress and improve the bending and impact resistance of this area. During manufacturing, the second U-shaped structural member 5 can be stamped together with the fourth crossbeam 22 and the central channel cover plate 26, resulting in higher consistency and durability in this area after forming. Alternatively, the second U-shaped structural member 5 can be processed and connected after the second frame 2 is integrally stamped.

[0044] In one embodiment, the pre-connection method is one or a combination of welding, spot welding, crimping, laser splicing, and adhesive bonding.

[0045] In this embodiment, welding connections are suitable for the main splicing parts between longitudinal and transverse beams, ensuring overall strength. Spot welding connections are suitable for rapid fixing between plates, with short cycle times and high efficiency. Press welding connections are used for fixing and positioning small areas, reducing assembly complexity. Laser splicing is suitable for critical parts requiring high precision, such as the connection of the impact energy absorption zone 131, ensuring weld quality. Adhesive bonding connections can be used at the joint positions of reinforcements and plates, improving fit. By selecting appropriate pre-connection methods according to different parts and then uniformly entering the one-piece stamping process, the number of processes can be reduced, production costs can be lowered, and the consistency of the frame assembly can be improved while ensuring structural strength.

[0046] Of course, the pre-connection method for specific parts can be adjusted arbitrarily, or spot welding can be used to pre-connect the first frame 1 and the second frame 2 to further reduce the complexity of the process and further speed up the processing flow of the frame assembly.

[0047] In summary, this utility model obtains a frame assembly by first pre-connecting the crossbeams and longitudinal beams, then integrally stamping them to form the first frame 1 and the second frame 2, and finally connecting the first frame 1 and the second frame 2. The processing flow is simple, involves fewer stamping dies, can significantly improve processing efficiency, and reduce the production cost of the frame assembly.

[0048] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0049] The above are merely the principles and preferred embodiments of this utility model. It should be noted that, for those skilled in the art, several other modifications can be made based on the principles of this utility model, and these modifications should also be considered within the scope of protection of this utility model.

Claims

1. A vehicle frame assembly, characterized in that, It includes a first frame (1) and a second frame (2) connected to the first frame (1). The end of the first frame (1) is connected to the anti-collision beam to form a front frame assembly or a rear frame assembly. The two sides of the second frame (2) are respectively connected to the door sill beam to form a middle frame assembly. The first frame (1) and the second frame (2) are integrally stamped after being pre-connected by multiple crossbeams and longitudinal beams.

2. The frame assembly according to claim 1, characterized in that, The first frame (1) includes a first crossbeam (11) located at the rear end of the first frame (1), a second crossbeam (12) located in the middle of the first frame (1) and arranged parallel to the first crossbeam (11), and first longitudinal beams (13) arranged on both sides. The middle parts of the two first longitudinal beams (13) are respectively connected to the two ends of the second crossbeam (12), and the rear ends of the two first longitudinal beams (13) are respectively connected to the two ends of the first crossbeam (11).

3. The frame assembly according to claim 2, characterized in that, The length of the second crossbeam (12) is greater than the length of the first crossbeam (11), and a bending section is provided at the connection between the first longitudinal beam (13) and the second crossbeam (12).

4. The frame assembly according to claim 3, characterized in that, The first longitudinal beam (13) includes a collision energy absorption zone (131), a general reinforcement zone (132) and a key reinforcement zone (133) arranged sequentially from front to back. The bending section is located in the general reinforcement zone (132). The general reinforcement zone (132) and the key reinforcement zone (133) are respectively provided with reinforcement members.

5. The frame assembly according to claim 4, characterized in that, The first frame (1) also includes a connecting crossbeam (14), the two ends of which are respectively connected between the collision energy absorption area (131) and the general reinforcement area (132) of the first longitudinal beam (13) on both sides.

6. The frame assembly according to claim 4, characterized in that, The reinforcing member includes a first U-shaped structural member (3) covering the lower surface of the first longitudinal beam (13).

7. The frame assembly according to claim 4, characterized in that, The reinforcing member includes a sealed box-shaped structural member (4) covering the outer side and upper surface of the first longitudinal beam (13).

8. The frame assembly according to claim 2, characterized in that, The second frame (2) includes a third crossbeam (21) located at the rear end of the second frame (2), a fourth crossbeam (22) located in the middle of the second frame (2) and arranged parallel to the third crossbeam (21), second longitudinal beams (23) arranged on both sides, and a central channel cover plate (26) connected to the middle of the fourth crossbeam (22) at the rear end. The middle parts of the two second longitudinal beams (23) are respectively connected to the two ends of the fourth crossbeam (22), and the rear ends of the two second longitudinal beams (23) are respectively connected to the two ends of the third crossbeam (21). The front end of the second longitudinal beam (23) and the front end of the middle channel cover plate (26) are connected to the first frame (1), and a connecting longitudinal beam (25) is provided between the third cross beam (21) and the fourth cross beam (22).

9. The frame assembly according to claim 8, characterized in that, The lower surface of the connection between the fourth crossbeam (22) and the middle channel cover plate (26) is covered with a second U-shaped structural member (5).

10. The frame assembly according to any one of claims 1-9, characterized in that, The pre-connection method is one or a combination of welding connection, spot welding connection, crimping connection, laser splicing and adhesive bonding.

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