CN111717283B - Vehicle body and middle tower connecting structure of auxiliary frame thereof - Google Patents
Vehicle body and middle tower connecting structure of auxiliary frame thereof Download PDFInfo
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- CN111717283B CN111717283B CN201910209211.9A CN201910209211A CN111717283B CN 111717283 B CN111717283 B CN 111717283B CN 201910209211 A CN201910209211 A CN 201910209211A CN 111717283 B CN111717283 B CN 111717283B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
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Abstract
The invention provides a vehicle body and a middle tower connecting structure of an auxiliary frame of the vehicle body, which comprise a middle tower main body connected to the auxiliary frame, wherein the end part of the middle tower main body is forked to form a front connecting part and a rear connecting part, the front connecting part and the rear connecting part are distributed in the front and at the back and are used for connecting vehicle body longitudinal beams, and the rear connecting part and the vehicle body longitudinal beams are in weakened connection. Set up two connecting portion formation tie points in this scheme, can guarantee the joint strength of vehicle body longeron and sub vehicle frame under the normal condition, intensity is undertaken jointly by two tie points, main connection function is undertaken to preceding tie point, secondary connection function is undertaken to back tie point, because sharing of back tie point, the joint strength of each direction of preceding tie point can weaken slightly, thereby make preceding tie point compare in the scheme of background art inefficacy when the collision more easily, and the branching sets up, make preceding tie point obtain promote the pulling force of tearing the inefficacy.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a middle tower connecting structure of a vehicle body and an auxiliary frame of the vehicle body.
Background
The auxiliary frame is an important component of a vehicle chassis system and mainly comprises an auxiliary frame main body and a connecting structure connected with parts such as a vehicle body, an engine suspension and a suspension. The sub-frame can be fine to improve the travelling comfort and the nature controlled of car, and it needs to possess sufficient intensity, connection rigidity and the function of separation vibration noise.
The auxiliary frame and the vehicle body longitudinal beam are connected through the middle tower connecting structure. In the driving process of the automobile, large impact exists between the automobile body and the auxiliary frame, so that the stress of the joint of the middle tower connecting structure of the auxiliary frame and the automobile body is large. In order to ensure the connection strength of the auxiliary frame and the vehicle body, a machining sleeve is welded on the middle tower connecting structure, and then the auxiliary frame is connected with the vehicle body through bolts.
This kind of connected mode is all higher in the ascending intensity in all directions, and when taking place the whole car collision, the tie point is difficult to pull off the inefficacy, and the sub vehicle frame can't be smoothly with the automobile body break away from to be connected and realize sub vehicle frame body deformation energy-absorbing to lead to on the collision energy transmits the automobile body through the mounting point of the well tower connection structure of sub vehicle frame and automobile body, arouse more abominable collision result.
Disclosure of Invention
The invention provides a middle tower connecting structure of an auxiliary frame, which comprises a middle tower main body connected to the auxiliary frame, wherein the end part of the middle tower main body is forked to form a front connecting part and a rear connecting part, the front connecting part and the rear connecting part are distributed in the front and at the back and are used for connecting a vehicle body longitudinal beam, and the rear connecting part and the vehicle body longitudinal beam are in weakened connection.
Optionally, the rear connecting portion can be connected with the vehicle body longitudinal beam through a rear connecting member, the rear connecting portion is provided with a weakened area, and the connecting member is connected to the weakened area to realize the weakened connection.
Optionally, the weakening area is provided with an open slot, an opening of the open slot faces the rear side, one end of the rear connecting piece is used for fixing the automobile body longitudinal beam, and the other end of the rear connecting piece is inserted into the open slot and clamped with a wall body forming the open slot.
Optionally, the rear connecting piece includes a bolt, a nut, and a connecting pad, the connecting pad is sleeved with the bolt, the vehicle body longitudinal beam is clamped between the first end of the connecting pad and the head of the bolt, and the wall body provided with the open slot is clamped between the nut and the second end of the connecting pad.
Optionally, the weakened area includes a top plate, a bottom plate, and a front side plate, and no rear side plate is provided, and the open slot is provided in the top plate.
Optionally, the connecting pad includes a first section and a second section, the first end is an end of the first section, and the second end is an end of the second section; the first section and the step part that the second section formed joint back connecting portion.
Optionally, the front connecting part is connected with the vehicle body longitudinal beam through a front connecting piece, the front connecting piece includes a bushing, a bolt and a nut, the bushing is welded to the tail end of the front connecting part, and the bolt penetrates through the bushing and is screwed and fixed with the vehicle body longitudinal beam through the nut.
Optionally, a rubber sleeve is arranged in the bushing, and the bolt penetrates through the rubber sleeve.
The invention also provides a vehicle body which comprises the auxiliary frame and the vehicle body longitudinal beam and comprises the auxiliary frame middle tower connecting structure.
Optionally, a softening groove is arranged on the front side of the upper part of the vehicle body longitudinal beam.
This scheme provides a connecting portion and back connecting portion before the branching of well tower main part forms of automobile body and sub vehicle frame's well tower connection structure. When a vehicle is subjected to a collision from the front, collision energy is transmitted to the front connecting point through the body side member, and the root portion of the body side member is severely deformed. Because preceding connecting portion and back connecting portion branching are arranged, the back connecting point will regard as rotatory fulcrum, and the impact that the preceding connecting point department received this moment can be decomposed into with back connecting portion axial vertically pulling force and along axial pressure to enlarge the motion trend of automobile body longeron in the front connection position, the pulling force can promote the tearing inefficacy of the sheet metal construction of the automobile body longeron of preceding connecting point department. After the front connecting point is failed, the rear connecting point is in weakened connection with the longitudinal beam of the vehicle body and is also failed immediately under the action of stress, so that the middle tower connecting structure of the auxiliary frame can be completely separated from the vehicle body, the transmission of collision energy to the vehicle body is cut off, and the collision energy absorption effect of the auxiliary frame is ensured.
It can know, set up the joint strength that two tie points can guarantee vehicle body longeron and sub vehicle frame under the normal condition in this scheme, intensity is undertaken jointly by two tie points, main connection function is undertaken to preceding tie point, secondary connection function is undertaken to back tie point, because sharing of back tie point, the joint strength of each direction of preceding tie point can weaken slightly, thereby make preceding tie point compare in the scheme of background art inefficacy when the collision more easily, and the branching sets up, make preceding tie point obtain promote the pulling force of tearing the inefficacy.
Drawings
FIG. 1 is a schematic view of one embodiment of a mid-tower attachment structure and body rail attachment provided by the present invention;
FIG. 2 is a schematic view of the mid-tower connection of FIG. 1;
FIG. 3 is a force-receiving schematic diagram of a connecting structure between a body side member and a mid-tower when a vehicle is collided from the front;
FIG. 4 is a schematic view of the rear connection point of FIG. 2;
FIG. 5 is a schematic view of the connecting pad of FIG. 4;
FIG. 6 is a schematic view of the connecting pad of FIG. 5 from another perspective;
fig. 7 is a top view of fig. 1.
The reference numerals in fig. 1-7 are illustrated as follows:
10 vehicle body longitudinal beams and 101 softening tanks;
20 middle tower main body, 201 front connecting part, 202 rear connecting part, 202a top plate, 202b front side plate, 202c bottom plate and 202d open slot;
30 front connecting pieces;
40 rear connectors, 401 bolts, 402 connecting cushion blocks, 402a first section, 402b second section, 402c groove and 403 nuts.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1-2, fig. 1 is a schematic view illustrating an embodiment of a mid-tower connection structure and a body side member according to the present invention; fig. 2 is a schematic view of the mid-tower connection structure of fig. 1.
In this embodiment, the middle tower connecting structure of the subframe includes a middle tower body 20 connected to the subframe, the end portion of the middle tower body 20 is bifurcated to form a front connecting portion 201 and a rear connecting portion 202, as shown in fig. 2, the middle tower body 20 is substantially formed in a "Y" shape, the front connecting portion 201 and the rear connecting portion 202 are used for connecting the body side member 10, and the connecting positions are respectively defined as a front connecting point and a rear connecting point. In addition, the front connecting portion 201 and the rear connecting portion 202 are distributed in a front-rear direction, the front-rear direction can be understood by referring to fig. 1, and the front-rear direction is also based on the normal driving direction of the vehicle.
It should be noted that, in the present embodiment, the front connecting portion 201 and the rear connecting portion 202 are both connected to the vehicle body side member 10, wherein the rear connecting portion 202 and the vehicle body side member 10 are also connected in a weakened manner, which means that the connection relationship is easily broken when an external force is applied.
Specifically, the rear connecting portion 202 can be connected to the body side member 10 through the rear connecting member 40, and the rear connecting portion 202 is provided with a weakened region to which the rear connecting member 40 is connected, thereby achieving a weakened connection with the body side member 10.
With continued reference to fig. 3, fig. 3 is a schematic diagram of the force applied to the body side member 10 and the mid-tower connecting structure when the vehicle is subjected to a frontal collision.
As can be seen from fig. 3, when the vehicle is subjected to a collision from the front, collision energy is transmitted to the front connection point B through the body side member 10, and the root portion of the body side member 10 is severely deformed. Due to the fact that the front connecting portion 201 and the rear connecting portion 202 are arranged in a branched mode, the rear connecting point A serves as a rotating fulcrum, and the impact force F applied to the front connecting point B can be decomposed into a pulling force F1 which is perpendicular to the axial direction of the front connecting portion 201 and a pressing force F2 along the axial direction, so that the movement tendency of the vehicle body longitudinal beam 10 at the position of the front connecting point B is amplified, and the pulling force F1 can promote tearing failure of the sheet metal structure of the vehicle body longitudinal beam 10 at the position of the front connecting point B. After the front connecting point B fails, the rear connecting point A is in weakened connection with the vehicle body longitudinal beam 10 and also fails immediately under the action of stress, so that the middle tower connecting structure of the auxiliary frame can be completely separated from the vehicle body, the transmission of collision energy to the vehicle body is cut off, the collision energy absorption effect of the auxiliary frame is ensured, and the vehicle body longitudinal beam and the auxiliary frame can play the due collision energy absorption function.
It can know, set up the joint strength that two tie points can guarantee under normal condition body longeron 10 and sub vehicle frame in this scheme, intensity is undertaken jointly by two tie points, main connection function is undertaken to preceding tie point, secondary connection function is undertaken to the back tie point, because sharing of back tie point, the joint strength of each direction of preceding tie point can weaken slightly, thereby make preceding tie point lose efficacy when the collision more easily than the scheme of background art, and the branching sets up, make preceding tie point obtain promote to tear the pulling force F1 that loses efficacy. The angle of the bifurcation is not limited, and two connection points are mainly established to realize the above functions.
With continued reference to fig. 4, fig. 4 is a schematic diagram of the rear connection point in fig. 2.
In fig. 4, the weakened area of the rear connecting portion 202 is specifically an open slot 202d opened in the rear connecting portion 202, the open slot 202d is opened toward the rear, and the open slot 202d in fig. 4 is U-shaped. One end of the rear connecting member 40 is used for fixing the vehicle body longitudinal beam 10, and the other end is inserted into the open groove 202d and clamped with the wall body provided with the open groove 202d, so that the weakened connection is realized. When the front connection point fails due to a collision, the rear connection member 40 at the rear connection point can be separated from the open groove 202d in the rear direction by an external force.
As can be appreciated with continued reference to fig. 5 and 6, fig. 5 is a schematic view of the connecting pad 402 of fig. 4; fig. 6 is a schematic view of the connecting pad 402 in fig. 5 from another perspective.
As shown in fig. 4, the rear connecting member 40 includes a bolt 401, a nut 403, and a connecting pad 402, the bolt 401 is sleeved outside the connecting pad 402, the vehicle body side member 10 is clamped between a first end of the connecting pad 402 and a head of the bolt 401, and the rear connecting member 40 and the vehicle body side member 10 are fixedly connected. The bolt 401 is inserted into the open slot 202d and screwed to the nut 403, the open slot 202d is located between the nut 403 and the second end of the connecting pad 402, in fig. 4, the connecting pad 402 and the nut 403 are respectively located at the upper and lower positions of the open slot 202d, and the wall body forming the open slot 202d is clamped between the two, so as to realize the connection between the rear connecting member 40 and the rear connecting portion 202, and the connection mode mainly depends on the clamping force of the nut 403, the connecting block and the wall body of the open slot 202 d. When in collision, the force applied to the rear connection point easily overcomes the frictional force in the front-rear direction generated by the clamping force, so that the rear connection member 40 is quickly released from the opening of the opening groove 202 d.
In this embodiment, the weakening area is disposed in the rear connecting portion 202, and specifically in the opening groove 202d, it is understood that other weakening area configurations may be employed. For example, the rear connecting portion 202 is provided with a softening groove, that is, the strength of the rear connecting portion 202 at the rear connecting point is reduced, or a softening region is arranged on the vehicle body longitudinal beam 10, so as to meet the requirement of basic connection under normal working conditions, and when the vehicle body longitudinal beam is collided, the front connecting point fails and then fails in time, so that the separation of the auxiliary frame and the vehicle body longitudinal beam 10 is completed.
As shown in fig. 1, the mid-tower body 20 includes a body web and stiffening webs welded to the body web, the stiffening webs being substantially perpendicular to the edges of the body web such that a majority of the cross-section of the mid-tower body 20 is U-shaped. At the end of the rear connecting portion 202, the cross-section is also U-shaped, as shown in fig. 4, except that the U-shaped opening is directed to the rear side, where the above-mentioned weakened region is formed. The weakened region includes the top plate 202a, the bottom plate 202c, and the front plate 202b, but the rear plate is not provided and is opened toward the rear side, and the top plate 202a is provided with the above-described opening groove 202d, that is, the plate wall of the opening groove 202d is the top plate 202 a. This arrangement can enhance the strength of the rear connection portion 202 without providing a rear side plate that would interfere with the rearward escape of the rear connection member 40. When installed, the nut 403 is positioned between the top plate 202a and the bottom plate 202c to provide a secure mounting location for the nut 403.
As shown in fig. 5 and 6, the connecting block 402 includes a first section 402a and a second section 402b, the first section 402a is provided with an internal thread and is adapted to be threadedly engaged with the bolt 401 when the bolt 401 is installed, and the second section 402b is sized to pass through the opening groove 202 d. As shown in fig. 5, the end surface of the second section 402b is also designed to have a groove 402c to avoid interference with the rear connection portion 202, but it is needless to say that the groove 402c is not necessarily provided, and it is sufficient if it can be matched with the position of the rear connection portion 202. The first section 402a and the second section 402b form a step therebetween, the step is clamped on the wall body forming the opening groove 202d, specifically, on the top plate 202a shown in fig. 4, and the nut 403 is located below the top plate 202a, so that the connection between the rear connecting member 40 and the rear connecting portion 202 is realized.
For the above embodiments, the front connecting portion 201 is connected to the body side member 10 through the front connecting member 30, and the front connecting member 30 may specifically include a bushing, a bolt, and a nut, the bushing may be welded to a distal end of the front connecting portion 201, and the bolt passes through the bushing and is fastened and fixed to the body side member 10 through the nut. In addition, a rubber sleeve can be arranged in the lining, and the bolt penetrates through the rubber sleeve to realize flexible connection and play a role in vibration isolation. Of course, it is also possible to use a hard connection without a rubber sleeve. The front connecting portion 201 may be of another connecting structure, and may be connected to the side member 10.
This scheme still provides a automobile body, including sub vehicle frame and automobile body longeron 10, still include any above-mentioned embodiment the well tower connection structure of sub vehicle frame have with the above-mentioned same technological effect, and the here is no longer repeated.
With continued reference to fig. 7, fig. 7 is a top view of fig. 1.
As shown in fig. 7, the front side of the upper portion of the body side member 10 may be provided with a softening tank 101. With the provision of the softening tank 101, the front connection point is prone to failure in the event of a collision. Moreover, because the softening tank 101 is arranged on the front side of the upper part, the collision can cause the front connecting point to have a relatively obvious upward movement trend, so that the front connecting piece 30 at the front connecting point can be more favorably caused to tear the sheet metal part of the vehicle body longitudinal beam 10, and the pull-off failure is realized.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (10)
1. The middle tower connecting structure of the auxiliary frame is characterized by comprising a middle tower main body (20) connected to the auxiliary frame, wherein the end part of the middle tower main body (20) is forked to form a front connecting part (201) and a rear connecting part (202) so that the middle tower main body (20) is Y-shaped, the front connecting part (201) and the rear connecting part (202) are distributed in the front and at the back and are used for connecting a vehicle body longitudinal beam (10), and the rear connecting part (202) is in weakened connection with the vehicle body longitudinal beam (10).
2. The mid-tower connection structure of a sub-frame according to claim 1, wherein the rear connection portion (202) is connectable with the body side member (10) through a rear connection member (40), the rear connection portion (202) being provided with a weakened area to which the rear connection member (40) is connected, the weakened connection being achieved.
3. The mid-tower connection structure of a sub-frame according to claim 2, wherein the weakened area is provided with an open groove (202d), the open groove (202d) opens rearward, and the rear connector (40) has one end for fixing the body side member (10) and the other end inserted into the open groove (202d) and engaged with a wall body forming the open groove (202 d).
4. The mid-tower connection structure of a subframe according to claim 3, wherein the rear connection member (40) includes a bolt (401), a nut (403), and a connection block (402), the connection block (402) sheathes the bolt (401), the body side member (10) is clamped between a first end of the connection block (402) and a head portion of the bolt (401), and a wall body provided with the open groove (202d) is clamped between the nut (403) and a second end of the connection block (402).
5. The mid-tower connection structure of a sub-frame according to claim 4, wherein the weakened area includes a top plate (202a), a bottom plate (202c), and a front side plate (202b), no rear side plate is provided, and the open groove (202d) is provided to the top plate (202 a).
6. The mid-tower connection structure of the subframe according to claim 4, wherein said connection pad (402) includes a first section (402a) and a second section (402b), said first end being an end portion of said first section (402a) and said second end being an end portion of said second section (402 b); the stepped parts formed by the first section (402a) and the second section (402b) are clamped with the rear connecting part (202).
7. The mid-tower connection structure of a sub-frame according to any one of claims 1 to 6, wherein the front connection portion (201) is connected to the body side member (10) by a front connection member (30), the front connection member (30) includes a bush welded to a distal end of the front connection portion (201), a bolt passed through the bush and fastened to the body side member (10) by the nut.
8. The middle tower connecting structure of a subframe according to claim 7, wherein a rubber bushing is provided in said bushing, and said bolt is inserted through said rubber bushing.
9. Vehicle body comprising a subframe and body rails (10), characterized in that it comprises a mid-tower connection of a subframe according to any of claims 1 to 8.
10. The vehicle body according to claim 9, characterized in that the front side of the upper part of the body longitudinal beam (10) is provided with a softening tank (101).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910209211.9A CN111717283B (en) | 2019-03-19 | 2019-03-19 | Vehicle body and middle tower connecting structure of auxiliary frame thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910209211.9A CN111717283B (en) | 2019-03-19 | 2019-03-19 | Vehicle body and middle tower connecting structure of auxiliary frame thereof |
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| Publication Number | Publication Date |
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| CN111717283A CN111717283A (en) | 2020-09-29 |
| CN111717283B true CN111717283B (en) | 2022-04-12 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910209211.9A Active CN111717283B (en) | 2019-03-19 | 2019-03-19 | Vehicle body and middle tower connecting structure of auxiliary frame thereof |
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Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112441121A (en) * | 2020-12-02 | 2021-03-05 | 东风柳州汽车有限公司 | Collision failure structure of vehicle body and auxiliary vehicle frame |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH068847A (en) * | 1992-06-25 | 1994-01-18 | Toyota Motor Corp | Position adjustment structure for steering gear box |
| CN103010307A (en) * | 2011-09-22 | 2013-04-03 | 本特勒尔汽车技术有限公司 | Axle arrangement having a de-coupling device |
| CN104066643A (en) * | 2011-11-03 | 2014-09-24 | 麦格纳普雷斯泰克股份公司 | Subframe with beads |
| CN107792180A (en) * | 2017-09-12 | 2018-03-13 | 华南理工大学 | A kind of subframe and the departing mounting structure of vehicle body |
| CN208530689U (en) * | 2018-06-01 | 2019-02-22 | 北京长城华冠汽车研发有限公司 | Subframe ontology assembly |
-
2019
- 2019-03-19 CN CN201910209211.9A patent/CN111717283B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH068847A (en) * | 1992-06-25 | 1994-01-18 | Toyota Motor Corp | Position adjustment structure for steering gear box |
| CN103010307A (en) * | 2011-09-22 | 2013-04-03 | 本特勒尔汽车技术有限公司 | Axle arrangement having a de-coupling device |
| CN104066643A (en) * | 2011-11-03 | 2014-09-24 | 麦格纳普雷斯泰克股份公司 | Subframe with beads |
| CN107792180A (en) * | 2017-09-12 | 2018-03-13 | 华南理工大学 | A kind of subframe and the departing mounting structure of vehicle body |
| CN208530689U (en) * | 2018-06-01 | 2019-02-22 | 北京长城华冠汽车研发有限公司 | Subframe ontology assembly |
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| CN111717283A (en) | 2020-09-29 |
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