CN111559203A - Side impact energy-absorbing type automobile bridge assembly - Google Patents
Side impact energy-absorbing type automobile bridge assembly Download PDFInfo
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- CN111559203A CN111559203A CN202010445223.4A CN202010445223A CN111559203A CN 111559203 A CN111559203 A CN 111559203A CN 202010445223 A CN202010445223 A CN 202010445223A CN 111559203 A CN111559203 A CN 111559203A
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- front shaft
- shaft part
- axle housing
- axle
- cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/16—Axle housings
- B60B35/163—Axle housings characterised by specific shape of the housing, e.g. adaptations to give space for other vehicle elements like chassis or exhaust system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/004—Mounting arrangements for axles
- B60B35/006—Mounting arrangements for axles with mounting plates or consoles fitted to axles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/121—Power-transmission from drive shaft to hub
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/16—Axle housings
- B60B35/166—Axle housings characterised by reinforcements, e.g. reinforcement ribs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/42—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects extending primarily along the sides of, or completely encircling, a vehicle
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Vibration Dampers (AREA)
Abstract
The invention relates to an automobile bridge. The utility model provides a side bumps energy-absorbing formula automobile crane span structure assembly, including the axle housing, the front axle, the frame bumps protection machanism with two sides that are located the frame left and right sides, the frame is connected on axle housing and front axle through hanging the mechanism, the axle housing is equipped with the reduction gear erection section and is located two semi-axis erection sections of reduction gear erection section both sides, the free end of semi-axis erection section is equipped with the wheel connector, the wheel connector is connected with the wheel, the front axle includes the horizontal pole and is located two cantilevers at horizontal pole both ends, the cantilever is connected with the wheel, side bumps protection machanism includes the side fender rod that extends along the fore-and-aft direction, the one end of side fender rod is equipped with and sets up in the axle housing side of semi-. The invention provides a side impact energy-absorbing automobile bridge assembly which can absorb side impact energy without the need of frame collapse deformation during side impact, and solves the problem of poor safety caused by the need of vehicle body collapse energy absorption during side impact of the existing automobile.
Description
The scheme is a divisional application with the name of a side impact energy-absorbing automobile bridge assembly on application number 2017103458674, application date 2017, 5 and 17.
Technical Field
The invention relates to an automobile bridge, in particular to a side impact energy absorption type automobile bridge assembly.
Background
The bridge frame of the automobile consists of a frame, a rear axle (driving axle) for supporting the frame and a front axle (also called front axle, steering axle) of the automobile, wherein the driving axle and the front axle are connected with wheels at two ends, and the frame is connected with the frame through a suspension mechanism.
The front axle of the automobile is used for mounting front wheels and supporting the weight of the front part of the automobile and is connected with the frame by a front suspension frame. A front axle of an automobile with a conventional structure is disclosed in chinese patent application No. 2011201792654, which is entitled "front axle assembly of an automobile" with publication date of 2011, 12 and 28. The automobile front axle comprises a cross rod and two cantilevers, a frame supporting part is arranged at each of two ends of the cross rod, the cantilevers are connected to two ends of the cross rod respectively, and main pin holes are formed in the cantilevers. When the front wheel steering device is used, the steering knuckle is arranged in the main pin hole in a penetrating mode through the main pin and connected with the front shaft, and the front wheel is installed on the steering knuckle.
The drive axle is composed of a main speed reducer, a differential mechanism, a half shaft and an axle housing. The main speed reducer, the differential and the drive axle assembly are arranged in the drive axle housing and positioned at the rear part of the automobile, and power is transmitted to the rear wheels. An existing axle housing is disclosed in chinese patent publication No. CN 205853768U. The basic structure of current axle housing includes the axle housing body, and the axle housing body is equipped with reduction gear installation section and is located two semi-axis installation sections of reduction gear installation section both sides, and the free end of semi-axis installation section is equipped with the wheel connector, and the reduction gear installation section is equipped with the reduction gear installation cavity, and the semi-axis installation section is equipped with the semi-axis installation passageway that begins to extend and communicate the reduction gear installation cavity along the extending direction of semi-axis installation section from the terminal surface of wheel connector. When the speed reducer is used, the speed reducer is installed in the speed reducer installation cavity, and the two half shafts penetrate through the half shaft installation channel and are connected with the wheel to drive the wheel (rear wheel).
The existing automobile bridge frame has the following defects: the side impact prevention capability is poor, energy absorption is realized through deformation and collapse of the frame when side impact occurs, and the deformation and collapse of the frame are easy to damage passengers.
Disclosure of Invention
The invention provides a side impact energy-absorbing automobile bridge assembly which can absorb side impact energy without the need of frame collapse deformation during side impact, and solves the problem of poor safety caused by the need of vehicle body collapse energy absorption during side impact of the existing automobile.
The technical problem is solved by the following technical scheme: the utility model provides a side impact energy-absorbing type automobile bridge frame assembly, includes axle housing, front axle and frame, and the frame is connected on axle housing and front axle through hanging the mechanism, the axle housing is equipped with the reduction gear erection section and is located two semi-axis erection sections of reduction gear erection section both sides, the free end of semi-axis erection section is equipped with the wheel connector, the wheel connector is connected with the wheel, the reduction gear erection section is equipped with the reduction gear installation cavity, the semi-axis erection section be equipped with follow the terminal surface of wheel connector begins to extend and communicate along the extending direction of semi-axis erection section the semi-axis installation passageway of reduction gear installation cavity, the front axle includes the horizontal pole and is located two cantilevers at the horizontal pole both ends, the cantilever is connected with the wheel, its characterized in that still includes two side impact protection mechanisms that are located the frame left and right sides, side impact protection mechanism includes the side, the one end of side fender rod be equipped with set up in the axle housing portion side of semi-axis installation section bumps energy-absorbing structure, the other end be equipped with set up in the front axle portion side of horizontal pole bumps energy-absorbing structure, axle housing portion side bumps energy-absorbing structure and includes that set up encircle the axle housing portion compression piston in axle housing portion cylinder one end and link together axle housing portion drive frame of axle housing portion compression piston with the guard bar of the outer edge left right direction extension of semi-axis installation passageway, the axle housing portion drive frame is equipped with the axle housing portion long bar of extending along left right direction and dodges the hole, the axle housing portion drive frame is worn to establish the long bar of axle housing portion dodges downtheholely, the other end of axle housing portion cylinder is equipped with axle housing portion jet orifice, the axle housing portion jet orifice is connected with the axle housing portion sealing head of being pressed out by the gas in the axle housing portion cylinder when the atmospheric pressure in the axle housing portion cylinder rises, preceding axial region side is bumped energy-absorbing structure and is including setting up preceding axial region cylinder, the preceding axial region compression piston of the extension of left right direction in the horizontal pole along the left right direction in the front and the preceding axial region drive frame that will preceding axial region compression piston homonymy fender rod links together, the horizontal pole is equipped with the preceding axial region rectangular shape of extending along left right direction and dodges the hole, preceding axial region drive frame is worn to establish preceding axial region rectangular shape dodges downthehole, the other end of preceding axial region cylinder is equipped with preceding axial region jet orifice, preceding axial region jet orifice in-connection has the preceding axial region sealing head who deviates from when the atmospheric pressure in the current axial region cylinder rises to the setting value. The portion that is collided with when being collided with is a side guard bar (the side guard cylinder goes beyond the vehicle body in the vehicle width direction). When the side guard bar receives the collision: the bridge shell side impact energy absorption structure generates the following actions: the driving frame of the axle housing part drives the air in the air cylinder of the axle housing part through the compression piston of the axle housing part to play a role in absorbing energy, along with the rise of the pressure in the air cylinder of the axle housing part, fluid rushes open the sealing head of the axle housing part, and the fluid flows out from the jet hole to realize energy absorption; the front shaft part side collision energy absorption structure generates the same action with the axle housing part side collision energy absorption structure to assist energy absorption. Through setting up the jet orifice and connecting the top seal head, can improve collision energy-absorbing effect, if do not set up the top seal head, then collision energy-absorbing effect can weaken more.
Preferably, the energy absorbing structure is bumped to bridge shell side still includes the annular first axle housing friction energy dissipation cylinder that extends along left and right directions that encircles outside half axle installation passageway, and first axle housing friction energy dissipation cylinder internal surface is equipped with the first frictional layer of bridge shell, the long strip of axle housing is dodged the hole and is set up on first axle housing friction energy dissipation cylinder, axle housing drive frame includes axle housing link, connects the first connecting rod of axle housing link one side and connects the second connecting rod of axle housing link opposite side, axle housing link is equipped with the second frictional layer of axle housing, the axle housing link passes through axle housing second frictional layer and the first frictional layer sliding connection of axle housing and connects together in the first axle housing friction pin energy cylinder, the first connecting rod of axle housing with the side guard bar links together, the axle housing portion second connecting rod is connected with the axle housing portion compression piston. The energy absorption device has the advantages that the energy absorption is carried out by compressing gas and carrying out gas injection, and friction energy absorption is carried out synchronously, so that more collision energy can be absorbed by a smaller stroke, and the width of the bearing space of the vehicle body is increased on the premise of keeping the appearance width size and the collision energy absorption effect of the vehicle body unchanged.
Preferably, the energy-absorbing structure is bumped to bridge shell portion side still includes bridge shell portion energy-absorbing piston and encircles the annular second axle housing portion friction energy dissipation cylinder that extends along left right direction outside half axle installation passageway, and second axle housing portion friction energy dissipation cylinder internal surface is equipped with bridge shell portion third frictional layer, be equipped with bridge shell portion fourth frictional layer on bridge shell portion energy-absorbing piston global, bridge shell portion energy-absorbing piston passes through bridge shell portion fourth frictional layer and links together with axle housing portion third frictional layer sliding connection and connect in the second axle housing portion friction energy dissipation cylinder, bridge shell portion energy-absorbing piston pass through bridge shell portion third connecting rod with the bridge shell portion link links together. The width of the bearing space of the vehicle body can be improved on the premise of keeping the appearance width and the size of the vehicle body and the collision energy absorption effect unchanged.
Preferably, the second axle housing friction dissipater cylinder is located between the axle shaft mounting passage and the axle housing cylinder. The convenience in making the layout can be improved.
Preferably, the front shaft side collision energy absorption structure further comprises a first front shaft friction energy dissipation cylinder arranged in the transverse rod and extending along the left-right direction, a front shaft first friction layer is arranged on the inner surface of the first front shaft friction energy dissipation cylinder, the elongated avoidance hole of the front shaft part is arranged on the first front shaft part friction energy dissipation cylinder, the front shaft part driving frame comprises a front shaft part connecting frame, a front shaft part first connecting rod connected to one side of the front shaft part connecting frame and a front shaft part second connecting rod connected to the other side of the front shaft part connecting frame, the front shaft part connecting frame is provided with a front shaft part second friction layer, the front shaft part connecting frame is connected in the first front shaft part friction pin energy cylinder through the sliding connection of the front shaft part second friction layer and the front shaft part first friction layer, the front shaft part first connecting rod is connected with the side protection rod, and the front shaft part second connecting rod is connected with the front shaft part compression piston. The width of the bearing space of the vehicle body is improved on the premise that the appearance width and the collision energy absorption effect of the vehicle body are unchanged.
Preferably, the front shaft side impact energy absorption structure further comprises a front shaft energy absorption piston and a second front shaft friction energy dissipation cylinder extending in the left-right direction, a front shaft third friction layer is arranged on the inner surface of the second front shaft friction energy dissipation cylinder, a front shaft fourth friction layer is arranged on the peripheral surface of the front shaft energy absorption piston, the front shaft energy absorption piston is connected with the front shaft third friction layer in a sliding mode through the front shaft fourth friction layer and is connected into the second front shaft friction energy dissipation cylinder, and the front shaft energy absorption piston is connected with the front shaft connecting frame through a front shaft third connecting rod. And a small stroke is further realized to absorb more collision energy, so that the width of the bearing space of the vehicle body is improved on the premise of keeping the appearance width and the collision energy absorption effect of the vehicle body unchanged.
Preferably, the front shaft cylinder surrounds the second front shaft friction energy dissipating cylinder. The convenience in making the layout can be improved.
Preferably, a tube body is connected in the cross rod in a sliding and sealing mode, the inner space of the tube body forms two second front shaft part friction energy dissipation cylinders, and two front shaft part cylinders are enclosed between two ends of the tube body and the cross rod. When one side is collided to cause the front shaft part of the side to compress the piston to move, the pipe body also moves, so that the collision energy-absorbing structure at the side of the front shaft part at the other side participates in friction energy absorption; thereby playing the role of improving the friction energy absorption effect.
Preferably, the structure of the sealing head of the bridge shell part is the same as that of the sealing head of the front shaft part, the peripheral surface of the sealing head of the bridge shell part is provided with a constant pressure ring and an annular barb for preventing the sealing head of the bridge shell part from being inserted into the cylinder of the bridge shell part, a cylindrical section is arranged between the constant pressure ring and the annular barb, the sealing head of the bridge shell part is connected with the injection hole of the bridge shell part in a sealing way through the cylindrical section, and the end face of the constant pressure ring, facing one end of the sealing section, is a conical. The connection between the sealing head and the injection cavity is reliable. The amount of force required to blow the seal head open can be varied by varying the size of the apex angle so that the frictional forces generated are different.
As preferred, the sealed head of bridge shell portion includes that interior pipe and cover establish the excircle pipe outside interior pipe, the outer end of interior pipe is equipped with the diapire and quilt the diapire is sealed, the inner of interior pipe and the inner integrated into one piece of outer pipe are in the same place and form the deformation between interior pipe and the excircle pipe and dodge the groove, on the outer peripheral face of the outer pipe that clamping ring and annular barb all set up. The convenience in assembly can be improved and the reliability in connection can be ensured.
Preferably, the axle housing part sealing head and the front shaft part sealing head are the same in structure, the axle housing part sealing head comprises an inner circular tube, the outer end of the inner circular tube is provided with a bottom wall, the bottom wall is sealed, the inner circumferential surface of the inner circular tube is provided with a fan blade for guiding the axle housing part sealing head to rotate, the half shaft mounting section is further rotatably connected with a connecting sleeve, the connecting sleeve is connected with an annular blade, a limiting part is formed between the annular blade and the connecting sleeve, and the blade is provided with an annular cutting edge for cutting off the bottom wall from the inner circular tube. Can remove towards annular blade when axle housing portion seals head produces the blowout, the blade of annular blade cuts off the diapire that makes the sealed head of axle housing portion inside outflow of the sealed head of axle housing portion and the sealed head of axle housing portion with spacing portion butt together, and the fluid outflow in-process makes the sealed head of axle housing portion and annular blade produce the rotation together and play the energy-absorbing effect of consuming energy promptly under the effect of fan blade.
The invention has the following advantages: the side impact resistance is good; the vehicle body is not extruded in the side collision process within the set range; the side impact energy absorption adopts gas as a medium to absorb the energy of the impact, and increases the elements participating in the energy absorption; the maintainability is increased.
Drawings
FIG. 1 is a schematic bottom view of a first embodiment of the present invention;
FIG. 2 is a schematic cross-sectional view of the axle housing;
FIG. 3 is a schematic cross-sectional view of the front axle;
FIG. 4 is an enlarged cross-sectional schematic view of the junction of the axle housing seal head and the axle shaft mounting section;
FIG. 5 is an enlarged cross-sectional view of the connection between the axle housing seal head and the axle shaft mounting section in accordance with a second embodiment of the present invention.
In the figure: the front axle collision protection structure comprises a frame 1, a rear wheel 11, a front wheel 12, an axle housing 2, a speed reducer mounting section 21, a half axle mounting section 22, a wheel connector 23, a speed reducer mounting cavity 24, a half axle mounting channel 25, a front axle 3, a cross rod 31, a cantilever 32, a pipe body 33, a side collision protection mechanism 4, a side protection rod 40, a front axle side collision energy absorption structure 41, a front axle driving frame 411, a front axle connecting frame 4110, a front axle first connecting rod 4111, a front axle second connecting rod 4112, a front axle third connecting rod 4113, a front axle cylinder 412, a front axle jet hole 4121, a front axle compression piston 413, a first front axle friction energy dissipation cylinder 414, a front axle yielding hole 4141, a second front axle friction energy dissipation cylinder 415, a front axle sealing head 416, a front axle energy absorption piston 417, an axle side collision energy absorption structure 51, an axle housing driving frame 511, an axle housing connecting frame 5110, an axle housing first connecting rod 5111, an axle housing second connecting rod 5112, a, The axle housing part comprises an axle housing part third connecting rod 5113, an axle housing part cylinder 512, an axle housing part jet hole 5121, an axle housing part compression piston 513, a first axle housing part friction energy dissipation cylinder 514, an axle housing part long strip-shaped avoidance hole 5141, a second axle housing part friction energy dissipation cylinder 515, an axle housing part sealing head 516, an inner circular tube 5161, an outer circular tube 5162, a bottom wall 5163, a deformation avoidance groove 5164, a constant pressure ring 5165, an end face 51651 of the constant pressure ring facing one end of a sealing section, an annular barb 5166, a cylindrical section 5167, a fan blade 5168, an axle housing part energy absorption piston 517, a supporting frame 518, a plane bearing 5181, a connecting sleeve 519, a blade 5191, a limiting part 5192 and an annular cutting edge 51.
Detailed Description
The present invention will be described in detail with reference to the following drawings and examples.
First embodiment, referring to fig. 1, a side impact energy-absorbing type automobile bridge frame assembly comprises a frame 1, an axle housing 2, a front axle 3 and two side impact protection mechanisms 4.
The frame 1 is connected to the axle housing 2 and the front axle 3 through a suspension mechanism.
The axle housing 2 is provided with a reducer mounting section 21 and two axle shaft mounting sections 22 located on both sides of the reducer mounting section. The free end of the half shaft mounting section 22 is provided with a wheel connector 23. The wheel connector 23 is connected with a rear wheel 11.
The front axle 3 comprises a crossbar 31 and two suspension arms 32 at both ends of the crossbar. The front wheels 12 are attached to the suspension arms 32.
The two side impact protection mechanisms 4 are distributed on the left side and the right side of the frame 1. The side impact prevention mechanism 4 includes a side impact prevention lever 40. The side guard bars 40 extend in the front-rear direction. The side guard bar 40 extends beyond the vehicle body in the width direction of the vehicle, i.e., the left-right direction, i.e., contacts the side guard bar 40 first during a side impact. The front end of the side guard bar 40 is connected with the front shaft 3 through a front shaft side collision energy absorption structure 41, and the rear end of the side guard bar is connected with the half shaft mounting section 22 through an axle housing side collision energy absorption structure 51. The axle housing side crash energy absorbing structure 51 includes an axle housing drive bracket 511. The rear end of the side guard bar 40 is connected to the axle housing drive frame 511. The front shaft side collision energy absorbing structure 41 includes a front shaft drive bracket 411. The front end of the side guard bar 40 is connected to the front shaft portion drive frame 411.
Referring to fig. 2, the reducer mounting section 21 is provided with a reducer mounting cavity 24. The half axle mounting section 22 is provided with a half axle mounting passage 25 extending from the end face of the wheel connector 23 in the extending direction of the half axle mounting section and communicating with the speed reducer mounting cavity.
The axle housing side crash energy absorbing structure 51 further includes an axle housing section cylinder 512, an axle housing section compression piston 513, a first axle housing section friction energy dissipating cylinder 514 and a second axle housing section friction energy dissipating cylinder 515.
An axle housing cylinder 512 is disposed within the axle shaft mounting section 22. The axle housing cylinder 512 is annular around the axle mounting passage 25. The axle housing cylinder 512 extends in the left-right direction. An axle housing compression piston 513 is sealingly slidably connected within one end of an axle housing cylinder 512 and the other end of the axle housing cylinder 512 is provided with an axle housing injection hole 5121. A bridge housing sealing head 516 is sealingly connected to the bridge housing injection hole 5121 so as to be able to be pulled out.
A first axle housing friction dissipater cylinder 514 is provided in the axle shaft mounting section 22. The first axle housing friction dissipater cylinder 514 is annular around the axle mounting channel 25. The first axle housing friction dissipater cylinder 514 extends in the left-right direction. The first axle housing portion friction energy dissipating cylinder 514 is provided with an axle housing portion long strip-shaped avoiding hole 5141 extending in the left-right direction. The inner circumferential surface of the first axle housing part friction energy dissipation cylinder 514 is provided with an axle housing part first friction layer. A second axle housing friction dissipater cylinder 515 is provided in the axle shaft mounting section 22.
The second axle housing friction dissipater cylinder 515 is annular around the axle mounting channel 25. The second axle friction dissipating cylinder 515 extends in the left-right direction. A second axle housing friction dissipater cylinder 515 is located between the axle shaft mounting passage 25 and the axle housing cylinder 512. The inner peripheral surface of the second axle housing part friction energy dissipation cylinder 515 is provided with a third friction layer of the axle housing part. An axle housing energy absorption piston 517 is arranged in the second axle housing friction energy dissipation cylinder 515. And a fourth friction layer of the axle housing part is arranged on the circumferential surface of the axle housing part energy-absorbing piston 517. The axle housing part energy absorption piston 517 is connected in the second axle housing part friction energy dissipation cylinder 515 through the fourth friction layer of the axle housing part and the third friction layer of the axle housing part which are connected together in a sliding way.
The axle housing drive frame 511 includes an axle housing portion connecting frame 5110, an axle housing portion first connecting rod 5111, an axle housing portion second connecting rod 5112, and an axle housing portion third connecting rod 5113. The bridge shell portion coupling frame 510 is ring-shaped. The circumferential surface of the axle housing part connecting frame 5110 is provided with an axle housing part second friction layer, and the axle housing part connecting frame 5110 is connected in the first axle housing part friction energy dissipation cylinder 514 through the axle housing part second friction layer and the axle housing part first friction layer in a sliding connection mode. The first axle housing friction dissipater cylinder 514 and the axle housing connecting bracket 5110 are coaxial. One end of the axle housing part first connecting rod 5111 is connected with the axle housing part connecting frame 5110, and the other end of the axle housing part first connecting rod passes through the axle housing part long strip-shaped avoiding hole 5141 and then is connected with the same side guard rod. The bridge shell portion second connecting rod 5112 has at least 3. The axle housing portion second connecting rods 5112 are distributed along the circumferential direction of the axle housing portion cylinder 512. One end of the axle housing portion second connecting rod 5112 is connected to the axle housing portion connecting frame 5110 and the other end is connected to the axle housing portion compression piston 513. There are at least 3 bridge shell third connecting rods 5113. The axle housing third connecting rods 5113 are distributed along the circumferential direction of the second axle housing friction dissipater cylinder 515. One end of the axle housing portion third connecting rod 5113 is connected to the axle housing portion connecting frame 5110 and the other end is connected to the axle housing portion energy absorbing piston 517.
Referring to fig. 3, the front axle side impact energy absorbing structure 41 further comprises a front axle cylinder 412, a front axle compression piston 413, a first front axle friction energy dissipating cylinder 414 and a second front axle friction energy dissipating cylinder 415.
A tube 33 is slidably and sealingly connected to the cross bar 31. The tube 33 extends in the left-right direction. The inner space of the pipe body 33 constitutes a total of two second front axle friction energy dissipating cylinders 415 of the two front axle side collision energy absorbing structures 41. The inner peripheral surface of the second front shaft part friction energy dissipation cylinder 415 is provided with a front shaft part third friction layer. A front shaft energy absorbing piston 417 is arranged in the second front shaft friction energy dissipating cylinder 415. A front-shaft-portion fourth friction layer is provided on the circumferential surface of the front-shaft-portion energy absorbing piston 417. The front shaft energy absorbing piston 417 is connected in the second front shaft friction energy dissipating cylinder 415 by the sliding connection of the front shaft fourth friction layer with the front shaft third friction layer.
A total of two front shaft cylinders 412 of the two front shaft side collision energy absorption structures 41 are enclosed between both ends of the pipe body 33 and the crossbar 31. The front shaft cylinder 412 is ring-shaped around the outside of the second front shaft friction dissipater cylinder 415. The front shaft cylinder 412 extends in the left-right direction. The front shaft compression piston 413 is sealingly and slidably connected to one end of the front shaft cylinder 412, and a front shaft injection hole 4121 is provided at the other end of the front shaft cylinder 412. A front shaft seal head 416 is sealingly connected to the front shaft injection hole 4121 so as to be able to be drawn outward.
A first front shaft friction dissipating cylinder 414 is provided within the crossbar 22. The first front shaft friction dissipating cylinder 414 extends in the left-right direction. The first front shaft friction energy dissipating cylinder 414 is provided with a front shaft elongated escape hole 4141 extending in the left-right direction. The inner peripheral surface of the first front shaft part friction energy dissipation cylinder 414 is provided with a front shaft part first friction layer.
The front shaft portion drive frame 411 includes a front shaft portion connecting frame 4110, a front shaft portion first connecting rod 4111, a front shaft portion second connecting rod 4112, and a front shaft portion third connecting rod 4113. The front shaft connecting bracket 4110 is provided with a front shaft second friction layer on the circumferential surface thereof, and the front shaft connecting bracket 4110 is connected to the first front shaft friction energy dissipation cylinder 414 by slidably connecting the front shaft second friction layer and the front shaft first friction layer. The first front shaft friction dissipating cylinder 414 is coaxial with the front shaft connecting bracket 4110. One end of the front shaft portion first connecting rod 4111 is connected to the front shaft portion connecting frame 4110, and the other end of the front shaft portion first connecting rod penetrates through the front shaft portion elongated avoidance hole 4141 and is connected to the same side guard rod. There are at least 3 front shaft portion second connecting rods 4112. The front shaft portion second connecting rods 4112 are distributed along the circumferential direction of the front shaft portion cylinder 412. One end of the front shaft portion second connecting rod 4112 is connected to the front shaft portion connecting frame 4110, and the other end is connected to the front shaft portion compression piston 413. There are 1 front axle third connecting rod 4113. One end of the front shaft portion third connecting rod 4113 is connected to the front shaft portion connecting frame 4110, and the other end is connected to the front shaft portion energy absorbing piston 417.
The axle housing portion sealing head and the front shaft portion sealing head are identical in structure, and the structure of the axle housing portion sealing head is specifically described as follows:
referring to fig. 4, the axle housing seal head 516 includes an inner cylindrical tube 5161 and an outer cylindrical tube 5162. The inner tube 5161 is closed by only providing the outer end with a bottom wall 5163. The outer circular tube 5162 is sleeved outside the inner circular tube 5161. The inner end of the inner circular tube 5161 and the inner end of the outer circular tube 5162 are integrally formed together. A deformation avoiding groove 5164 is formed between the inner circular tube 5161 and the outer circular tube 5162. The outer peripheral surface of the outer circular tube 5162 is provided with a constant pressure ring 5165 and an annular barb 5166. The annular barbs 5166 serve to prevent the axle housing seal head 516 from being pressed into the axle housing cylinder 512 through the axle housing injection holes 5121. A cylindrical section 5167 is arranged between the constant pressure ring 5165 and the annular barb 5166. The axle housing portion seal head 516 is sealingly coupled to the axle housing portion injection apertures 5121 via the cylindrical section 5167. The end face 51651 of the constant pressure ring facing one end of the sealing section is a conical surface.
Referring to fig. 1 to 4, a portion that is impacted when impacted is a side guard bar 40. When the side guard bar 40 receives a collision, the axle housing side collision energy-absorbing structure 51 and the front shaft side collision energy-absorbing structure 51 operate to absorb energy.
The specific energy absorption process of the axle housing side impact energy absorption structure 51 is as follows: the first connecting rod 5111 of the axle housing part drives the connecting frame 5110 of the axle housing part to move in the friction energy dissipation cylinder 514 of the first axle housing part, so that friction energy dissipation between the connecting frame 5110 of the axle housing part and the friction energy dissipation cylinder 514 of the first axle housing part is realized; the axle housing connecting frame 5110 drives the axle housing second connecting rod 5112 to drive the axle housing compression piston 513 to move in the axle housing cylinder 512, the axle housing compression piston 513 compresses gas in the axle housing cylinder 512 to play a role in absorbing energy, along with the rise of the pressure in the axle housing cylinder, fluid rushes open the axle housing sealing head 516, and the fluid flows out from the axle housing injection hole 5121 to realize energy absorption; the axle housing connecting frame 5110 drives the axle housing third connecting rod 5113 to drive the axle housing energy-absorbing piston 517 to move in the second axle housing friction energy-dissipating cylinder 515, and friction energy dissipation is generated between the axle housing energy-absorbing piston 517 and the second axle housing friction energy-dissipating cylinder 515.
The specific energy absorption process of the front shaft part side impact energy absorption structure 41 is as follows: the front shaft part first connecting rod 4111 drives the front shaft part connecting bracket 4110 to move in the first front shaft part friction energy dissipation cylinder 414 to realize friction energy dissipation between the front shaft part connecting bracket 4110 and the first front shaft part friction energy dissipation cylinder 414; the front shaft connecting frame 4110 drives the front shaft second connecting rod 4112 to drive the front shaft compression piston 413 to move in the front shaft cylinder 412, the front shaft compression piston 413 compresses gas in the front shaft cylinder 412 to achieve an energy absorption effect, along with the rise of the pressure in the front shaft cylinder, fluid rushes the front shaft sealing head 416, and flows out from the front shaft injection hole 4121 to achieve energy absorption; the front shaft connecting bracket 4110 drives the front shaft third connecting rod 4113 to drive the front shaft energy absorbing piston 417 to move in the second front shaft friction energy dissipating cylinder 415, and friction energy dissipation is generated between the front shaft energy absorbing piston 417 and the second front shaft friction energy dissipating cylinder 415.
The second embodiment is different from the first embodiment in that:
referring to fig. 5, the inner peripheral surface of the inner circular tube 5161 is provided with vanes 5168 which guide the rotation of the axle housing seal head 516 as fluid flows through the inner circular tube. The half shaft mounting section 22 is also provided with a support bracket 518. The support frame 518 is rotatably connected to a connection sleeve 519 through a flat bearing 5181. The connection sleeve 519 has an annular blade 5191 connected thereto. A stopper 5192 is formed between the ring blade 5191 and the connecting sleeve 519. The blade 5191 is provided with an annular cutting edge 5193. The annular cutting edge 5193 is aligned with the bottom wall 5163. The outer diameter of the blade 5191 is equal to the inner diameter of the inner tube 5161.
In the using process, if the axle housing part sealing head 516 is sprayed out, before the annular cutting edge 5193 is contacted with the bottom wall 5163, the connecting sleeve 519 is inserted into the deformation avoiding groove 5164 for positioning, then the bottom wall 5163 is closed towards the annular cutting edge 5193 and cut off, and the fluid part flows out of the inner circular tube 5161 to enable the axle housing part sealing head 516 to rotate (if the clamping force between the connecting sleeve 519 and the deformation avoiding groove 5164 is large, the connecting sleeve 519 and the blade can rotate together), so that the function of increasing the consumed collision energy is achieved.
Claims (8)
1. The utility model provides a side impact energy-absorbing type automobile bridge frame assembly, includes axle housing, front axle and frame, and the frame is connected on axle housing and front axle through hanging the mechanism, the axle housing is equipped with the reduction gear erection section and is located two semi-axis erection sections of reduction gear erection section both sides, the free end of semi-axis erection section is equipped with the wheel connector, the wheel connector is connected with the wheel, the reduction gear erection section is equipped with the reduction gear installation cavity, the semi-axis erection section be equipped with follow the terminal surface of wheel connector begins to extend and communicate along the extending direction of semi-axis erection section the semi-axis installation passageway of reduction gear installation cavity, the front axle includes the horizontal pole and is located two cantilevers at the horizontal pole both ends, the cantilever is connected with the wheel, its characterized in that still includes two side impact protection mechanisms that are located the frame left and right sides, side impact protection mechanism includes the side, the one end of side fender rod be equipped with set up in the axle housing portion side of semi-axis installation section bumps energy-absorbing structure, the other end be equipped with set up in the front axle portion side of horizontal pole bumps energy-absorbing structure, axle housing portion side bumps energy-absorbing structure and includes that set up encircle the axle housing portion compression piston in axle housing portion cylinder one end and link together axle housing portion drive frame of axle housing portion compression piston with the guard bar of the outer edge left right direction extension of semi-axis installation passageway, the axle housing portion drive frame is equipped with the axle housing portion long bar of extending along left right direction and dodges the hole, the axle housing portion drive frame is worn to establish the long bar of axle housing portion dodges downtheholely, the other end of axle housing portion cylinder is equipped with axle housing portion jet orifice, the axle housing portion jet orifice is connected with the axle housing portion sealing head of being pressed out by the gas in the axle housing portion cylinder when the atmospheric pressure in the axle housing portion cylinder rises, the front shaft part side collision energy absorption structure comprises a front shaft part air cylinder, a front shaft part compression piston and a front shaft part driving frame, wherein the front shaft part air cylinder is arranged in a cross rod and extends along the left-right direction, the front shaft part compression piston is connected in one end of the front shaft part air cylinder in a sealing and sliding mode, the front shaft part driving frame is used for connecting the front shaft part compression piston and the guard bar together, the cross rod is provided with a front shaft part long-strip-shaped avoiding hole extending along the left-right direction, the front shaft part driving frame is arranged in the front shaft part long-strip-shaped avoiding hole in a penetrating mode, the other end of the front shaft part air cylinder is provided with a front shaft part; the front shaft part side collision energy absorption structure also comprises a first front shaft part friction energy dissipation cylinder which is arranged in the cross rod and extends along the left-right direction, a front shaft part first friction layer is arranged on the inner surface of the first front shaft part friction energy dissipation cylinder, a long strip-shaped avoidance hole of the front shaft part is arranged on the first front shaft part friction energy dissipation cylinder, the front shaft part driving frame comprises a front shaft part connecting frame, a front shaft part first connecting rod which is connected to one side of the front shaft part connecting frame and a front shaft part second connecting rod which is connected to the other side of the front shaft part connecting frame, the front shaft part connecting frame is provided with a front shaft part second friction layer, the front shaft part connecting frame is connected in the first front shaft part friction pin energy cylinder through the front shaft part second friction layer and the front shaft part first friction layer in a sliding connection mode, the front shaft part first connecting rod is connected with the protection rod on the side, and the front shaft part second connecting rod is connected with the front, the front shaft part side collision energy absorption structure further comprises a front shaft part energy absorption piston and a second front shaft part friction energy dissipation cylinder extending along the left-right direction, a front shaft part third friction layer is arranged on the inner surface of the second front shaft part friction energy dissipation cylinder, a front shaft part fourth friction layer is arranged on the peripheral surface of the front shaft part energy absorption piston, the front shaft part energy absorption piston is connected with the front shaft part third friction layer in a sliding mode through the front shaft part fourth friction layer and is connected into the second front shaft part friction energy dissipation cylinder, and the front shaft part energy absorption piston is connected with the front shaft part connecting frame through a front shaft part third connecting rod; the cross rod is connected with a tube body in a sliding and sealing mode, the inner space of the tube body forms two second front shaft part friction energy dissipation cylinders, and two front shaft part cylinders are enclosed between the two ends of the tube body and the cross rod.
2. The side impact energy absorption type automobile bridge frame assembly according to claim 1, wherein the bridge shell side impact energy absorption structure further comprises an annular first bridge shell friction energy dissipation cylinder surrounding the axle installation channel and extending along the left-right direction, a first bridge shell friction layer is arranged on the inner surface of the first bridge shell friction energy dissipation cylinder, a long strip-shaped avoiding hole of the bridge shell is formed in the first bridge shell friction energy dissipation cylinder, the bridge shell driving frame comprises a bridge shell connecting frame, a first bridge shell connecting rod connected to one side of the bridge shell connecting frame and a second bridge shell connecting rod connected to the other side of the bridge shell connecting frame, the bridge shell connecting frame is provided with a second bridge friction layer, the bridge shell connecting frame is connected to the inside of the first bridge shell friction pin energy cylinder through the second bridge shell friction layer and the first bridge shell friction layer in a sliding connection mode, the axle housing portion first connecting rod with the side guard bar links together, the axle housing portion second connecting rod with axle housing portion compression piston links together.
3. The side impact energy absorption type automobile bridge frame assembly according to claim 2, wherein the bridge shell side impact energy absorption structure further comprises a bridge shell energy absorption piston and an annular second bridge shell friction energy dissipation cylinder which surrounds the outside of the axle mounting channel and extends in the left-right direction, a third friction layer is arranged on the inner surface of the second bridge shell friction energy dissipation cylinder, a fourth friction layer is arranged on the peripheral surface of the bridge shell energy absorption piston, the bridge shell energy absorption piston is connected with the third friction layer in the second bridge shell friction energy dissipation cylinder in a sliding mode through the fourth friction layer and the third friction layer, and the bridge shell energy absorption piston is connected with the connecting frame of the bridge shell through a third connecting rod.
4. The side impact energy absorbing automotive axle bracket assembly of claim 3, wherein the second axle housing friction energy dissipating cylinder is located between the axle shaft mounting channel and the axle housing cylinder.
5. The side impact energy absorption automobile bridge assembly according to claim 1, wherein the front axle cylinder surrounds the second front axle friction energy dissipation cylinder.
6. The side impact energy absorption type automobile bridge frame assembly according to claim 1, 2, 3, 4 or 5, wherein the structure of the sealing head of the bridge shell portion is the same as that of the sealing head of the front shaft portion, a fixed pressure ring is arranged on the outer peripheral surface of the sealing head of the bridge shell portion and an annular barb for preventing the sealing head of the bridge shell portion from being inserted into an air cylinder of the bridge shell portion, a cylindrical section is arranged between the fixed pressure ring and the annular barb, the sealing head of the bridge shell portion is connected with the injection hole of the bridge shell portion in a sealing mode through the cylindrical section, and the end face, facing one end of the sealing section, of the fixed pressure ring is a conical.
7. The side impact energy absorption type automobile bridge frame assembly according to claim 6, wherein the sealing head of the bridge shell comprises an inner circular tube and an outer circular tube sleeved outside the inner circular tube, the outer end of the inner circular tube is provided with a bottom wall and is sealed by the bottom wall, the inner end of the inner circular tube and the inner end of the outer circular tube are integrally formed together to form a deformation avoiding groove between the inner circular tube and the outer circular tube, and the compression ring and the annular barb are arranged on the outer peripheral surface of the outer circular tube.
8. The side impact energy absorption type automobile bridge frame assembly according to claim 1, 2, 3, 4 or 5, wherein the structure of the axle housing part sealing head is the same as that of the front shaft part sealing head, the axle housing part sealing head comprises an inner circular tube, the outer end of the inner circular tube is provided with a bottom wall and is sealed by the bottom wall, the inner circumferential surface of the inner circular tube is provided with fan blades for guiding the axle housing part sealing head to rotate, the half shaft installation section is further rotatably connected with a connecting sleeve, the connecting sleeve is connected with an annular blade, a limiting part is formed between the annular blade and the connecting sleeve, and the blade is provided with an annular cutting edge for cutting off the bottom wall from the inner circular tube.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010445223.4A CN111559203A (en) | 2017-05-17 | 2017-05-17 | Side impact energy-absorbing type automobile bridge assembly |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010445223.4A CN111559203A (en) | 2017-05-17 | 2017-05-17 | Side impact energy-absorbing type automobile bridge assembly |
| CN201710345867.4A CN107415588B (en) | 2017-05-17 | 2017-05-17 | Side impact energy-absorbing type automobile bridge assembly |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710345867.4A Division CN107415588B (en) | 2017-05-17 | 2017-05-17 | Side impact energy-absorbing type automobile bridge assembly |
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| Publication Number | Publication Date |
|---|---|
| CN111559203A true CN111559203A (en) | 2020-08-21 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710345867.4A Active CN107415588B (en) | 2017-05-17 | 2017-05-17 | Side impact energy-absorbing type automobile bridge assembly |
| CN202010445223.4A Withdrawn CN111559203A (en) | 2017-05-17 | 2017-05-17 | Side impact energy-absorbing type automobile bridge assembly |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710345867.4A Active CN107415588B (en) | 2017-05-17 | 2017-05-17 | Side impact energy-absorbing type automobile bridge assembly |
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Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113619515B (en) * | 2020-08-03 | 2023-08-18 | 南平市建阳区汽车锻压件厂 | Automobile bridge capable of absorbing side collision energy through automobile body shock absorber during side collision |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1465589A (en) * | 1922-08-07 | 1923-08-21 | Rodgers Cowan | Automobile fender |
| DE2316164A1 (en) * | 1973-03-31 | 1974-10-03 | Heinz Hoelter | SAFETY MOTOR VEHICLE |
| DE3727203A1 (en) * | 1987-08-14 | 1989-02-23 | Gerhard Rumpp | Sidewall protection device for a motor vehicle |
| CN201834053U (en) * | 2010-09-10 | 2011-05-18 | 浙江吉利汽车研究院有限公司 | Lateral collision intensifier for automobile floor |
| CN201923054U (en) * | 2011-02-16 | 2011-08-10 | 江铃控股有限公司 | SUV (sports utility vehicle) frame side collision limit device |
| CN202088812U (en) * | 2011-05-31 | 2011-12-28 | 东风汽车有限公司 | Automobile front axle assembly |
| US20150291116A1 (en) * | 2014-04-14 | 2015-10-15 | Konrad David Pi | Deployable side protector for vehicles |
| CN205853768U (en) * | 2016-07-20 | 2017-01-04 | 宋岐高 | Axle housing |
| CN206884608U (en) * | 2017-05-17 | 2018-01-16 | 南平市建阳区汽车锻压件厂 | A kind of side impact energy-absorbing formula automobile crane span structure assembly |
-
2017
- 2017-05-17 CN CN201710345867.4A patent/CN107415588B/en active Active
- 2017-05-17 CN CN202010445223.4A patent/CN111559203A/en not_active Withdrawn
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| CN107415588A (en) | 2017-12-01 |
| CN107415588B (en) | 2020-12-11 |
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Application publication date: 20200821 |
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