CN109720413B - Safe anticollision new forms of energy frame - Google Patents
Safe anticollision new forms of energy frame Download PDFInfo
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- CN109720413B CN109720413B CN201811649341.6A CN201811649341A CN109720413B CN 109720413 B CN109720413 B CN 109720413B CN 201811649341 A CN201811649341 A CN 201811649341A CN 109720413 B CN109720413 B CN 109720413B
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Abstract
The invention discloses a safe anti-collision new energy frame, which comprises a vehicle bottom left and right longitudinal beam, a lower cross beam, an A column, a B column, a C column and an upper cross beam which are riveted; the upper cross beam, the lower cross beam, the A column, the B column and the C column are used as riveting small opening ends, and the left and right longitudinal beams at the bottom of the vehicle are used as riveting large opening ends; the small opening end extends into the large opening end and rivets the overlapped side faces; the small-mouth end is fixedly provided with a first cutter, and the large-mouth end and the first cutter are correspondingly and fixedly provided with a first anti-collision rod. Through the design of multilayer collapse, the designed impact energy absorption is carried out in a layered mode, and the safety performance is higher.
Description
Technical Field
The invention relates to a new energy frame, in particular to a safe anti-collision new energy frame.
Background
With the requirements on environmental protection and energy conservation and emission reduction, new energy automobiles develop into a trend, and at present, the main direction of new energy automobiles is to focus on the aspects of gas and electric drive, and the problems of slow speed and endurance and energy endurance of fuel automobiles exist no matter gas or electric drive, so that the new energy automobiles adopt a light-weight design on the design of frames to reduce the weight of automobile bodies and increase the endurance capacity. However, when light-weight design is adopted by most of the vehicle enterprises, materials are mainly changed into other lighter materials, and the structural collision energy-absorbing design is relatively developed less, so that the vehicle frame is more easily damaged in the collision process and the driver and passengers are injured. Therefore, in the new energy automobile, the collision-resistant protection capability of the frame needs to be enhanced while the light weight of the automobile body is considered, so that the personal safety of drivers and passengers is protected as much as possible even in the case of collision.
Disclosure of Invention
The invention aims to solve the problems and provide a safe anti-collision new energy frame, which mainly starts from the structure of the new energy frame and comprises a left and right roof longitudinal beams, a left and right underbody longitudinal beams, a lower cross beam, an A column, a B column, a C column and an upper cross beam which are riveted; the upper cross beam, the lower cross beam, the A column, the B column and the C column are used as riveting small-opening ends, and the left and right longitudinal beams of the roof and the left and right longitudinal beams of the underbody are used as riveting large-opening ends; the small opening end extends into the large opening end and rivets the overlapped side faces; the small-mouth end is fixedly provided with a first cutter, and the large-mouth end and the first cutter are correspondingly and fixedly provided with a first anti-collision rod.
As a further improvement of the above technical solution:
longeron, longeron about the vehicle bottom, bottom end rail, A post, B post, C post and entablature inside wall equidistant are provided with the couple that contracts of bursting, and the kneck is provided with and contracts the couple, it passes through main rigid rope fixed connection to contract the couple, the couple that contracts of bursting passes through vice rigid rope staggered connection.
An anti-collision module mounting seat is arranged between two adjacent crumple hooks on the inner side wall, and an anti-collision module is mounted in the anti-collision module mounting seat; the anti-collision module mounting seats are symmetrically arranged, the anti-collision module mounting seats are fixedly connected with the beam wall through first supporting rods, and the two corresponding anti-collision module mounting seats are fixedly connected through second supporting rods; the roof left and right longitudinal beams, the vehicle bottom left and right longitudinal beams, the lower cross beam, the A column, the B column, the C column and the upper cross beam are integrally cast with the first support rod, the second support rod and the anti-collision module mounting seat which are arranged on the inner side wall of the roof left and right longitudinal beams.
The anti-collision module is characterized in that a second cutter and a second anti-collision rod which vertically correspond to each other are fixedly arranged in the anti-collision module, the anti-collision module is cuboid, and the second cutter and the second anti-collision rod are respectively fixed on the opposite inner side walls in the anti-collision module.
The second anti-collision rods are horizontally and vertically arranged at intervals; the second cutter and the second anti-collision rod are respectively provided with a fixing block which is vertically corresponding to the second cutter and the second anti-collision rod for auxiliary fixation.
The anti-collision module mounting seat is correspondingly provided with matched buckles, and the anti-collision module mounting seat are fixed with the buckles through the elastic bulges.
The invention also discloses a formula of the second bumper bar, which comprises 8-10% of aluminum, 5-6% of titanium, 60-80% of aluminum oxide, 5-10% of magnesium oxide, 2-3% of titanium dioxide and 2-3% of silicon dioxide in parts by weight.
The invention also discloses a manufacturing method of the second bumper bar, which comprises the following steps:
the first step is as follows: mixing the preparation raw materials of the second anti-collision rod in proportion, baking the mixture for 3 to 4 hours at the temperature of 120-140 ℃, and then putting the mixture into a ball mill for ball milling for 10 hours; then sampling to check whether the particles reach the median diameter d50 of 5-10 μm, and finishing the ball milling process after reaching the median diameter;
the second step is that: putting the raw materials subjected to ball milling in the first step into a stirrer; melting paraffin into liquid, adding paraffin according to the weight ratio of 15-18%, controlling the temperature at 90-100 ℃, stirring for 2-4 hours, and then preparing a wax cake;
the third step: hot-press casting the wax cake obtained in the second step in a low-pressure environment to form a blank, and then placing the blank into cooling water lower than the normal temperature to cool for 5-6 minutes;
the fourth step: dewaxing the blank obtained in the third step, raising the temperature to 500 ℃ at the speed of 200 ℃/h, carrying out total dewaxing for 2-3 hours, and then naturally cooling to normal temperature;
the fifth step: and sintering the workpiece subjected to dewaxing in the fourth step in an oxygen-free environment, raising the temperature at 200 ℃/h, controlling the sintering temperature to 1650 +/-20 ℃, and naturally cooling the workpiece for 24 hours.
Has the advantages that:
1. when collision occurs, the interface is extruded, and the riveted rivet is used as a first layer protection of the frame to absorb energy in the first step.
2. If the riveted structure is damaged, the first bumper bar is used as a second layer protection of the frame to absorb energy in the second step.
3. In the collision process, a certain beam is collided, the beam is deformed, and the main rigid rope is forced to stretch, so that the main rigid rope acts on each tightening hook to tighten each riveting interface, the deformation force is dispersed to each riveting interface through the main rigid rope, the third layer of each riveting interface absorbs energy, and the crumpling deformation is generated.
4. When collision occurs, a certain beam is in a collision generating state, the auxiliary rigid rope transmits tensile force to the nearby collapse hook and then gradually transmits the tensile force to the far end collapse hook, the nearby collapse hook at the collision bears more energy absorption, and the deformation amount of the corresponding beam wall is larger. The auxiliary steel rope is transmitted to the beam walls in the frame, and the fourth layer of energy absorption is carried out on each beam wall, so that the problem of excessive energy bearing at the collision position is solved, the purposes of rapidly absorbing energy and reducing collision damage are achieved.
5. The anti-collision module is arranged, and is extruded in the process that the beam wall deforms, and is damaged to absorb energy in the fifth layer.
6. The second bumper bar in the anti-collision module is made of composite materials, and has good rigidity, good toughness, a porous structure and an energy absorption effect.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of an embodiment of the present invention.
FIG. 2 is a schematic view of the present invention at the riveted interface.
Fig. 3 is a cross-sectional view of the crash module of the present invention taken along side a and side B.
Fig. 4 is a perspective view of a crash module of the present invention.
FIG. 5 is a side cross-sectional view of the vehicle frame rail of the present invention.
Description of reference numerals: 1. a column A; 2. a column B; 3. c column; 4. a secondary rigid cord; 5. a first cutter; 6. a first crash bar; 7. a collapsible hook; 8. an anti-collision module; 9. an elastic bulge; 10. a second support bar; 11. a first support bar; 12. a second crash bar; 13. a second cutter; 14. tightening the hook; 15. a primary rigid cord.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the examples given herein without any inventive step, are within the scope of the present invention.
As shown in fig. 1-4, the safe anti-collision new energy frame of the embodiment comprises a left and right roof longitudinal beam, a left and right underbody longitudinal beam, a lower cross beam, an a column 1, a B column 2, a C column 3 and an upper cross beam which are riveted; the upper cross beam, the lower cross beam, the A column 1, the B column 2 and the C column 3 are used as riveting small opening ends, and the left and right longitudinal beams of the roof and the left and right longitudinal beams of the underbody are used as riveting large opening ends; the small opening end extends into the large opening end and rivets the overlapped side surfaces; present frame riveting becomes main frame fixed mode, can effectively avoid the thermal stress damage of weld connection through the riveting, and stability is better, and the riveting needs the laminating of both ends interface, and there is the laminating of three side port department of longeron, then rivets three side. The port of the small opening end is fixedly provided with a first cutter 5, and the large opening end and the first cutter 5 are correspondingly and fixedly provided with a first anti-collision rod 6. When collision happens, if the riveting interface generates extrusion displacement, the first cutter 5 extrudes and cuts the first anti-collision rod 6, the first anti-collision rod 6 is made of a tough steel material, certain deformation is generated during cutting, and larger energy is needed for cutting, so that the first cutter 5 and the first anti-collision rod 6 form a damage energy-absorbing structure. Each interface is provided with a first cutter 5 and a first anti-collision rod 6, the edge of the first cutter 5 is a narrow end face, namely, the interface is extruded if collision occurs, and the riveted rivet is used as a first layer of protection of the frame to absorb energy in the first step; if the riveted structure is damaged, the first bumper bar 6 is used as a second layer protection of the frame to absorb energy in the second step. In the actual collision of the vehicle, the vehicle body is deformed and damaged due to the collision of the vehicle, and the purpose is to consume the kinetic energy carried by the vehicle before the collision. Kinetic energy is the energy that an object has due to motion, and its magnitude is proportional to the mass of the object and also proportional to the square of the velocity of the object's motion. After the collision is over, the vehicle stops and its speed becomes zero. The collision process usually does not exceed half a second, and the kinetic energy of the automobile is completely consumed in such a short time, which inevitably causes severe deformation and damage to some objects. If the occupant absorbs the energy after the severe deformation, the body is seriously injured, so that the energy absorption structure can bear the deformation as much as possible and consume the kinetic energy through the multi-layer damage, thereby avoiding the injury of the occupant as much as possible and minimizing the injury degree even if the occupant is injured. If the rigidity of the energy absorption bearing structure is too strong, the deformation amount is too small in the actual collision process, so that the energy cannot be well absorbed, and the damage to drivers and passengers is very large; if the rigidity of the riveting interface part is too weak, the riveting interface part is directly split in the actual collision process, so that direct injury to personnel is caused, and the method is also not preferable.
The front and rear longitudinal beams of the car roof, the left and rear longitudinal beams of the car bottom, the lower cross beam, the A column 1, the B column 2, the C column 3 and the upper cross beam are internally provided with crumple hooks 7 at equal intervals, the joints are provided with tightening hooks 14, the tightening hooks 14 are connected through a main rigid rope 15, and the crumple hooks 7 are connected through auxiliary rigid ropes 4 in a staggered manner. In the collision process, a certain beam is collided, the beam is deformed, and the main rigid rope 15 is forced to stretch, so that the main rigid rope 15 acts on each tightening hook 14 to tighten each riveting interface, the deformation force is dispersed to each riveting interface through the main rigid rope 15, the third layer of each riveting interface absorbs energy to generate crumple deformation, the force distributed to each riveting interface is transmitted through the rigid rope, and the force is approximately even, so that secondary large deformation cannot be generated, and further damage is caused. The auxiliary rigid ropes 4 are connected with the crumple hooks 7 in a staggered mode, when collision occurs, a certain beam is in a collision generating mode, the auxiliary rigid ropes 4 transmit tensile force to the nearby crumple hooks 7 and then transmit the tensile force to the crumple hooks 7 at the far ends in a gradually-reduced mode, the crumple hooks 7 near the collision place bear more energy absorption, and the corresponding beam wall deformation quantity is larger. The auxiliary rigid ropes 4 are transmitted to the beam walls in the frame, and the beam walls absorb energy in the fourth layer, so that the problem of excessive energy bearing at the collision position is solved, the purposes of quickly absorbing energy and reducing collision damage are achieved.
And a guide column or a guide wheel is added at the interface steering position, and the main rigid rope 15 and the auxiliary rigid rope 4 can be steered at the guide column or the guide wheel.
An anti-collision module 8 mounting seat is arranged between two adjacent crumple hooks 7 on the inner side wall, and an anti-collision module 8 is mounted in the anti-collision module 8 mounting seat; the mounting seats of the anti-collision modules 8 are symmetrically arranged, the mounting seats of the anti-collision modules 8 are fixedly connected with the beam wall through first support rods 11, and the two corresponding mounting seats of the anti-collision modules 8 are fixedly connected through second support rods 10; the first support rod 11, the second support rod 10 and the mounting seat of the anti-collision module 8 are integrally cast with the side walls of the beams and the columns. Set up anti-collision module 8, produce the in-process of deformation at the roof beam wall, extrude anti-collision module 8, anti-collision module 8 takes place to destroy, carries out the energy-absorbing of fifth layer.
The anti-collision module 8 is internally and fixedly provided with a second cutter 13 and a second anti-collision rod 12 which vertically correspond to each other, the anti-collision module 8 is cuboid, and the second cutter 13 and the second anti-collision rod 12 are respectively fixed on the inner side walls which are opposite to each other in the anti-collision module 8.
The second anti-collision rods 12 are arranged horizontally and vertically at intervals; the second cutter 13 and the second anti-collision rod 12 are respectively provided with a fixing block which is vertically corresponding to the second cutter for auxiliary fixation.
8 lateral surfaces of anti-collision module are provided with elastic bulge 9, and 8 mount pads of anti-collision module are correspondingly provided with the buckle of matching, and anti-collision module 8 and 8 mount pads of anti-collision module are fixed with the buckle through elastic bulge 9. Set up corresponding second cutter 13 and second crash bar 12 in the anticollision module 8, and mutually perpendicular, at the in-process that takes place deformation, second cutter 13 cuts second crash bar 12, constitute small-size energy-absorbing structure, be provided with a plurality of energy-absorbing structures in the anticollision module 8, therefore, at the in-process of collision, anticollision module 8 is as last and the biggest energy-bearing function piece, play the biggest guard action to driver and crew, if the collision direct action is on anticollision module 8, the energy-absorbing structure that receives the anticollision module 8 of collision and act on earlier stage, then transmit to other anticollision module 8 through vice rigid rope 4, further energy-absorbing. Since there are important requirements for rigidity and planned damage of the vehicle in the event of a collision, there are also important requirements for the energy-absorbing material in the crash module 8. That is, the second impact beam 12 can be easily broken during the cutting process, and can absorb a large amount of energy.
The embodiment also discloses a formula of the second bumper bar 12, which comprises 8-10% of aluminum, 5-6% of titanium, 60-80% of aluminum oxide, 5-10% of magnesium oxide, 2-3% of talc, 2-3% of titanium dioxide and 2-3% of silicon dioxide in parts by weight.
Aluminum and titanium both belong to light metal, have better toughness, and titanium has good recovery material nature, and the energy-absorbing has important effect when the composite material is destroyed, and the composite material is in the damaged in-process, and aluminum and titanium produce great adhesive force, wrap up second cutter 13, absorb energy.
The alumina mainly has 3 crystal forms, namely alpha-Al2O3、β-Al2O3、γ-Al2O3. Wherein the structure has different properties, and is almost completely converted into alpha-Al at a high temperature of more than 1300 DEG C2O3，α-Al2O3The most stable phase of all alumina, alpha-Al, has a close system of stability and crystal structure2O3High rigidity, alpha-Al when under pressure2O3The strong resistance is generated, and the edge of the second cutter 13 is an end face, so that the pressure generated on the second anti-collision rod 12 is large, the shearing force is small, and the structure of the second anti-collision rod 12 absorbs a large amount of energy during crushing.
The magnesium oxide effectively reduces the crystallization temperature of the aluminum oxide, the talc has very viscosity, after the metal material and the metal oxide are mixed with paraffin and other raw materials, the talc is dispersed, the physical properties of the talc are mainly shown in good adsorption force, and the talc and the paraffin jointly play the role of a binder; if the weight ratio of the talc is increased, the binder function of the talc in the mixture is reduced, and the lubricating property of the talc is increased.
The titanium dioxide plays an important role as a transition agent of the metal and metal oxide composite material, and the metal oxides such as gold, titanium, aluminum oxide and the like are well compounded, so that the composite material is stable in crystallization, the metal is prevented from being differentiated on the periphery of the composite material, and the composite material is more uniformly distributed.
The silicon dioxide which is commonly used as a blank of the electronic ceramic has the functions of high-temperature chemical property stability, corrosion resistance, oxidation resistance, thermal shock resistance, non-volatility and no pollution, and when aluminum is subjected to a temperature much higher than the melting point of the aluminum in the process of sintering the composite material at a high temperature, the aluminum is easy to generate thermal explosion, and the silicon dioxide has good high-temperature sintering stability.
The embodiment also discloses a manufacturing method of the second bumper bar 12, which comprises the following specific steps:
the first step is as follows: mixing the preparation raw materials of the second anti-collision rod 12 in proportion, baking the mixture for 3 to 4 hours at the temperature of 120-; then sampling to check whether the particles reach the median diameter d50 of 5-10 μm, and finishing the ball milling process after reaching the median diameter; the raw material particles are several times thicker than the electronic ceramic, and are mainly favorable for forming a porous composite material.
The second step is that: putting the raw materials subjected to ball milling in the first step into a stirrer; melting paraffin into liquid, adding paraffin according to the weight ratio of 15-18%, controlling the temperature at 90-100 ℃, stirring for 2-4 hours, and then preparing a wax cake; and paraffin with larger weight ratio is added, and more holes are formed after the paraffin is removed. The raw material particles of the composite material are large, so that the paraffin amount is too small, and the bonding force is insufficient.
The third step: hot-press casting the wax cake obtained in the second step in a low-pressure environment to form a blank, and then placing the blank into cooling water lower than the normal temperature to cool for 5-6 minutes; after die casting is finished, demolding and immediately putting the blank into cooling water for cooling, so that on one hand, the blank can be rapidly cooled and deformation is reduced; on the other hand, the blank formed by hot pressing is placed in water, so that the deformation of the blank due to the action of gravity can be buffered; thirdly, the blank is in water, and the blank is prevented from having internal stress deformation due to complex geometry because the water presses the product from all sides.
The fourth step: dewaxing the blank obtained in the third step, raising the temperature to 500 ℃ at the speed of 200 ℃/h, carrying out total dewaxing for 2-3 hours, and then naturally cooling to normal temperature; and a stable workpiece with holes is formed after dewaxing, so that the phenomenon that the paraffin is melted when the temperature is too high or the temperature is too fast is avoided, and raw material particles are lost and the holes collapse is avoided.
The fifth step: and sintering the workpiece subjected to dewaxing in the fourth step in an oxygen-free environment, raising the temperature at 200 ℃/h, controlling the sintering temperature to 1650 +/-20 ℃, and naturally cooling the workpiece for 24 hours. Aluminum and titanium are subjected to chemical reaction with oxidation in a high-temperature environment, particularly, aluminum is easy to oxidize, so that the aluminum and titanium are sintered in an oxygen-free environment, and the failure of the chemical reaction on the aluminum and the titanium is reduced as much as possible. The melting point of pure titanium is 1678 ℃, the melting point of titanium is reduced after other composite materials are arranged, and the sintering temperature of alumina is generally 1600 ℃. The second bumper bar 12 with the plurality of holes can be manufactured through the method, the second bumper bar 12 has strong rigidity and toughness, has good viscosity and good pressure resistance in the process of being damaged by pressure, cannot burst, has certain resilience after being damaged, well absorbs energy, absorbs the energy in the second bumper bar 12, and does not generate secondary negative effects. Compared with other materials such as steel materials, the second anti-collision rod 12 obtained by the formula and the manufacturing method of the second anti-collision rod 12 well combines rigidity and toughness, has a stable porous structure and a good energy absorption effect, and adopts composite materials to meet the special requirement of energy absorption during frame collision. The poor energy absorption caused by too strong rigidity and too small damage can not be caused, and the poor energy absorption caused by no fracture caused by too strong toughness can not be caused. The manufactured second anti-collision rod 12 is light in weight, and the energy absorption effect of the second anti-collision rod is improved by multiple times compared with that of a steel material with the same volume or the same mass.
Example 1 of a formulation of a second impact beam 12 of the present invention includes 8% by weight of aluminum, 5% by weight of titanium, 60% by weight of alumina, 5% by weight of magnesium oxide, 2% by weight of titanium dioxide, and 2% by weight of silica.
Example 2 of a formulation of a second impact beam 12 of the present invention includes 10% by weight of aluminum, 6% by weight of titanium, 80% by weight of alumina, 10% by weight of magnesium oxide, 3% by weight of titanium dioxide, and 3% by weight of silica.
Example 3 of a formulation of a second impact beam 12 according to the present invention includes 9% by weight of aluminum, 5.5% by weight of titanium, 70% by weight of aluminum oxide, 8% by weight of magnesium oxide, 2.5% by weight of titanium dioxide, and 2.5% by weight of silicon dioxide.
The technical solutions of the embodiments of the present invention can be combined, and the technical features of the embodiments can also be combined to form a new technical solution.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (6)
1. The utility model provides a safe crashproof new forms of energy frame which characterized in that: comprises a left and a right longitudinal beams of a vehicle roof, a left and a right longitudinal beams of a vehicle bottom, a lower cross beam, an A column, a B column, a C column and an upper cross beam which are riveted; the upper cross beam, the lower cross beam, the A column, the B column and the C column are used as riveting small-opening ends, and the left and right longitudinal beams of the roof and the left and right longitudinal beams of the underbody are used as riveting large-opening ends; the small opening end extends into the large opening end and rivets the overlapped side faces; the port of the small opening end is fixedly provided with a first cutter, and the large opening end and the first cutter are correspondingly and fixedly provided with a first anti-collision rod; the folding car comprises a car roof left and right longitudinal beam, a car bottom left and right longitudinal beam, a lower cross beam, an A column, a B column, a C column and the inner side wall of an upper cross beam, wherein crumple hooks are arranged at equal intervals, the interface of each crumple hook is provided with a compaction hook, the compaction hooks are fixedly connected through a main rigid rope, and the crumple hooks are connected in a staggered mode through auxiliary rigid ropes; an anti-collision module mounting seat is arranged between two adjacent crumple hooks on the inner side wall, and an anti-collision module is mounted in the anti-collision module mounting seat; the anti-collision module mounting seats are symmetrically arranged, the anti-collision module mounting seats are fixedly connected with the beam wall through first supporting rods, and the two corresponding anti-collision module mounting seats are fixedly connected through second supporting rods; the roof left and right longitudinal beams, the vehicle bottom left and right longitudinal beams, the lower cross beam, the A column, the B column, the C column and the upper cross beam are integrally cast with the first support rod, the second support rod and the anti-collision module mounting seat which are arranged on the inner side wall of the roof left and right longitudinal beams.
2. The safe anti-collision new energy frame as claimed in claim 1, characterized in that: the anti-collision module is characterized in that a second cutter and a second anti-collision rod which vertically correspond to each other are fixedly arranged in the anti-collision module, the anti-collision module is cuboid, and the second cutter and the second anti-collision rod are respectively fixed on the opposite inner side walls in the anti-collision module.
3. The safe anti-collision new energy frame as claimed in claim 2, characterized in that: the second anti-collision rods are horizontally and vertically arranged at intervals; the second cutter and the second anti-collision rod are respectively provided with a fixing block which is vertically corresponding to the second cutter and the second anti-collision rod for auxiliary fixation.
4. The safe anti-collision new energy frame as claimed in claim 1, characterized in that: the anti-collision module mounting seat is correspondingly provided with matched buckles, and the anti-collision module mounting seat are fixed with the buckles through the elastic bulges.
5. The formula of the second bumper in the safe anti-collision new energy frame as claimed in claim 2, wherein the formula comprises the following components: comprises 8 to 10 weight percent of aluminum, 5 to 6 weight percent of titanium, 60 to 80 weight percent of alumina, 5 to 10 weight percent of magnesia, 2 to 3 weight percent of titanium dioxide and 2 to 3 weight percent of silicon dioxide.
6. The manufacturing method of the second anti-collision rod in the safe anti-collision new energy frame as claimed in claim 2 is characterized in that:
the formula of the second bumper bar is as follows: comprises 8 to 10 percent of aluminum, 5 to 6 percent of titanium, 60 to 80 percent of alumina, 5 to 10 percent of magnesia, 2 to 3 percent of titanium dioxide and 2 to 3 percent of silicon dioxide;
the first step is as follows: mixing the preparation raw materials of the second anti-collision rod in proportion, baking the mixture for 3 to 4 hours at the temperature of 120-140 ℃, and then putting the mixture into a ball mill for ball milling for 10 hours; then sampling to check whether the particles reach the median diameter d50 of 5-10 μm, and finishing the ball milling process after reaching the median diameter;
the second step is that: putting the raw materials subjected to ball milling in the first step into a stirrer; melting paraffin into liquid, adding paraffin according to the weight ratio of 15-18%, controlling the temperature at 90-100 ℃, stirring for 2-4 hours, and then preparing a wax cake;
the third step: hot-press casting the wax cake obtained in the second step in a low-pressure environment to form a blank, and then placing the blank into cooling water lower than the normal temperature to cool for 5-6 minutes;
the fourth step: dewaxing the blank obtained in the third step, raising the temperature to 500 ℃ at the speed of 200 ℃/h, carrying out total dewaxing for 2-3 hours, and then naturally cooling to normal temperature;
the fifth step: and sintering the workpiece subjected to dewaxing in the fourth step in an oxygen-free environment, raising the temperature at 200 ℃/h, controlling the sintering temperature to 1650 +/-20 ℃, and naturally cooling the workpiece for 24 hours.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811649341.6A CN109720413B (en) | 2018-12-30 | 2018-12-30 | Safe anticollision new forms of energy frame |
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| CN201811649341.6A CN109720413B (en) | 2018-12-30 | 2018-12-30 | Safe anticollision new forms of energy frame |
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| CN109720413B true CN109720413B (en) | 2021-07-06 |
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| CN201660023U (en) * | 2010-03-30 | 2010-12-01 | 上海奕代汽车技术有限公司 | Vehicle body frame |
| CN205327191U (en) * | 2016-01-25 | 2016-06-22 | 邹帆 | Use car body owner load -bearing structure that combined material made |
| CN205737710U (en) * | 2016-06-28 | 2016-11-30 | 石宇 | Stagewise unitized body framework |
| CN107651021B (en) * | 2017-09-19 | 2021-03-16 | 广西艾盛创制科技有限公司 | Aluminum alloy automobile body structure of electric automobile |
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Address after: B2 and B3, No. 5 Feifeng Road, Xinwu District, Wuxi City, Jiangsu Province, 214000 Patentee after: Jiangsu Haisheng Automotive Parts Technology Co.,Ltd. Address before: No.102, Xinjin Road, Wuxi City, Jiangsu Province, 214100 Patentee before: JIANGSU APH METAL PRINTING TECHNOLOGY Co.,Ltd. |
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