CN112874635B - Auxiliary frame longitudinal beam structure and vehicle - Google Patents
Auxiliary frame longitudinal beam structure and vehicle Download PDFInfo
- Publication number
- CN112874635B CN112874635B CN202110129445.XA CN202110129445A CN112874635B CN 112874635 B CN112874635 B CN 112874635B CN 202110129445 A CN202110129445 A CN 202110129445A CN 112874635 B CN112874635 B CN 112874635B
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- mounting bracket
- shock absorber
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- longitudinal beam
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
- B62D21/04—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members single longitudinal type
Abstract
The invention relates to the technical field of vehicle buffering devices, in particular to an auxiliary frame longitudinal beam structure and a vehicle. The auxiliary frame longitudinal beam structure comprises a first mounting bracket, a second mounting bracket and crushing units, wherein the first mounting bracket is used for being connected with an anti-collision cross beam, the second mounting bracket is used for being connected with an auxiliary frame, and a plurality of crushing units are connected end to form a columnar structure; the crushing unit comprises a shock absorber, the shock absorber of the crushing unit positioned at the head end is connected with the first mounting bracket, the shock absorber of the crushing unit positioned at the tail end is connected with the second mounting bracket, and the two shock absorbers of the two adjacent crushing units are connected. The shock absorbers connected in series enable the auxiliary frame longitudinal beam structure to be a crumple type longitudinal beam, and the characteristic that the shock absorbers can attenuate impact force is utilized, so that collision energy is absorbed when the front collision of a vehicle occurs, the front impact force is absorbed and buffered as far as possible, the damage of the impact force to the vehicle body and the auxiliary frame is reduced, and the effective protection effect on the vehicle body and the members in a cab is achieved.
Description
Technical Field
The invention relates to the technical field of vehicle buffering devices, in particular to an auxiliary frame longitudinal beam structure and a vehicle.
Background
With the rapid development of the automobile industry and the continuous progress of science and technology, people pay more attention to the safety of travel. Collisions are one of the most important aspects of vehicle safety, especially in the event of a frontal collision. The main form of the automobile collision is frontal collision, the anti-collision cross beam is a main anti-collision component of the frontal collision, the longitudinal beam connected with the anti-collision cross beam is the most main energy-absorbing component, and the longitudinal beam absorbs the energy of the frontal collision by generating crushing type fold deformation to protect the automobile body, the transmitter, passengers in the automobile and the like. However, the longitudinal beam structure in the prior art has a poor protection effect, and cannot provide more effective protection for passengers, vehicle bodies and the like.
Disclosure of Invention
Therefore, the invention provides a subframe longitudinal beam structure, which solves or partially solves the problem of poor protection effect of the longitudinal beam structure in the prior art.
The invention also provides a vehicle which has the advantage of higher safety.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
the auxiliary frame longitudinal beam structure comprises a first mounting bracket, a second mounting bracket and crushing units, wherein the first mounting bracket is used for being connected with an anti-collision cross beam, the second mounting bracket is used for being connected with an auxiliary frame, and a plurality of crushing units are connected end to form a columnar structure;
the crushing unit comprises a shock absorber, the shock absorber of the crushing unit at the head end is connected with the first mounting bracket, the shock absorber of the crushing unit at the tail end is connected with the second mounting bracket, and two shock absorbers of the crushing unit are connected.
Optionally, the damping of the shock absorber increases gradually in a direction from the first mounting bracket to the second mounting bracket.
Optionally, the vehicle further comprises a control mechanism, the control mechanism is connected with the shock absorber, the control mechanism is used for being connected with a vehicle controller, and the damping value corresponding to the shock absorber is adjusted according to vehicle information transmitted by the vehicle controller.
Optionally, the crushing unit further comprises a unit shell, the unit shells of the crushing unit are connected to form a columnar structure, the unit shells enclose an installation cavity, and the shock absorber is located in the installation cavity.
Optionally, the stiffness of the unit housing is gradually increased in a direction from the first mounting bracket to the second mounting bracket.
Optionally, the unit housings are bowl-shaped structures, the mounting cavity is inside the bowl-shaped structures, and partial side walls of two adjacent unit housings are overlapped.
Optionally, the opening of the unit housing faces the second mounting bracket, the side wall of the unit housing includes a strip-shaped groove, the strip-shaped groove is located at an end of the side wall close to the second mounting bracket, and the strip-shaped groove is arranged along a direction from the first mounting bracket to the second mounting bracket.
Optionally, the unit shell includes a shell hole, the shell hole is located at an end portion of the unit shell close to the first mounting bracket, the shell hole communicates with the mounting cavities of the two adjacent unit shells, one end of the shock absorber passes through the shell hole to be connected with the other end of the shock absorber, one end of the shock absorber at the head end passes through the shell hole to be connected with the first mounting bracket, and the other end of the shock absorber at the tail end is connected with the second mounting bracket.
Optionally, the damper further comprises a sleeve, one end of the damper is a piston rod end, the other end of the damper is an oil cylinder end, the piston rod end comprises a boss structure, a part of the piston rod end penetrates through the shell hole and is connected with the oil cylinder end through the sleeve, and the unit shell is clamped and fixed between the sleeve and the boss structure.
The utility model provides a vehicle, includes foretell sub vehicle frame longeron structure, anticollision crossbeam and sub vehicle frame, the sub vehicle frame longeron structure one end with the anticollision crossbeam is connected, the other end with sub vehicle frame connects.
The auxiliary frame longitudinal beam structure comprises a plurality of crushing units which are connected end to end, each crushing unit comprises a shock absorber, the shock absorber of the crushing unit positioned at the head end is connected with the first mounting bracket, the shock absorber of the crushing unit positioned at the tail end is connected with the second mounting bracket, and two shock absorbers of two adjacent crushing units are connected; the anti-collision cross beam and the auxiliary frame are connected in series through the plurality of shock absorbers, the shock absorbers in the series connection enable the auxiliary frame longitudinal beam structure to be a crumple type longitudinal beam, the shock absorbers can attenuate impact force, the impact energy is absorbed when the front collision of the vehicle occurs, the front impact force is absorbed and buffered as far as possible, the damage of the impact force to the vehicle body and the auxiliary frame is reduced, and the effective protection effect on the vehicle body and the cab is achieved.
The above description is only an overview of the technical solutions of the present invention, and the present invention can be implemented in accordance with the content of the description so as to make the technical means of the present invention more clearly understood, and the above and other objects, features, and advantages of the present invention will be more clearly understood.
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, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic structural view of a longitudinal beam structure of the subframe of the present invention in a perspective view;
FIG. 2 is a schematic structural view of an exploded view of a subframe rail structure of the present invention;
FIG. 3 is a schematic structural view of a cross-sectional view through the structural axis of the subframe rail;
FIG. 4 is a schematic structural view of the subframe rail structure of FIG. 1 in use;
description of the reference numerals:
1-a first mounting bracket; 11-a first via; 12-a first boss; 2-a second mounting bracket; 21-a second via; 22-a second boss; 3-a crushing unit; 31-a unit housing; 311-a mounting cavity; 312-a sidewall; 313-housing bore; 314-bar-type grooves; 32-a shock absorber; 321-a piston rod end; 322-cylinder end; 4-a sleeve; 51-a first nut; 52-a second nut; 61-a control mechanism; 62-a wiring harness; 7-an auxiliary frame; 8-anti-collision beam.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
As shown in fig. 1 to 3, an embodiment of the application discloses a subframe longitudinal beam structure, which includes a first mounting bracket 1, a second mounting bracket 2 and crushing units 3, wherein the first mounting bracket 1 is used for being connected with an anti-collision cross beam 8, the second mounting bracket 2 is used for being connected with a subframe 7, and a plurality of crushing units 3 are connected end to form a columnar structure; the crushing unit 3 comprises a damper 32, the damper 32 of the crushing unit 3 at the head end is connected with the first mounting bracket 1, the damper 32 of the crushing unit 3 at the tail end is connected with the second mounting bracket 2, and two dampers 32 of two adjacent crushing units 3 are connected.
The subframe 7 is a component of the front and rear axles and is used for supporting the front and rear axles and the suspension, and the axles and the suspension are connected with the frame through the subframe 7, and the subframe 7 has the functions of isolating vibration and noise and reducing direct entering of the axles into a carriage. As shown in fig. 4, the subframe 7 in the present application is a frame-type subframe.
A plurality of conquassation unit 3 end to end connection are column structure, and this column structure is equivalent to the longeron structure among the prior art for connect crashproof crossbeam 8 and sub vehicle frame 7, be the primary structure who absorbs, cushion the front impact force.
The auxiliary frame longitudinal beam structure comprises a plurality of crushing units 3 connected end to end, each crushing unit 3 comprises a shock absorber 32, the shock absorber 32 of each crushing unit 3 located at the head end is connected with a first mounting bracket 1, the shock absorber 32 of each crushing unit 3 located at the tail end is connected with a second mounting bracket 2, and two shock absorbers 32 of two adjacent crushing units 3 are connected; by a plurality of bumper shock absorbers 32 series connection between crashproof crossbeam 8 and the sub vehicle frame 7, a plurality of series connection's bumper shock absorbers 32 make sub vehicle frame longeron structure for the formula longeron that bursts to contract, utilize the characteristic that bumper shock absorber 32 can attenuate the impact force, an absorption collision energy when being used for the vehicle to take place head-on collision, absorb, cushion positive impact force as far as possible, impact force when reducing the collision and taking place is to the automobile body, sub vehicle frame 7's harm, the realization forms effectual guard action to member in automobile body and the driver's cabin.
In practice, a desired number of crushing units 3 and a desired number of shock absorbers 32 can be selected for assembly.
In one embodiment, the damping of the shock absorber 32 increases gradually in the direction from the first mounting bracket 1 to the second mounting bracket 2.
The direction that is close to first installing support 1 is the front end, the direction that is close to second installing support 2 is the rear end, in the direction of first installing support 1 to second installing support 2, the damping crescent of bumper shock absorber 32, when the frontal collision takes place for the vehicle, because the damping crescent of bumper shock absorber 32, collision energy is absorbed in front end conquassation unit 3 and the conquassation of bumper shock absorber 32, certain rigidity and shape are maintained to rear end conquassation unit 3 and bumper shock absorber 32 to form effectual guard action to automobile body and the interior member of driver's cabin.
As shown in fig. 4, in an embodiment, the subframe longitudinal beam structure further includes a control mechanism 61, the control mechanism 61 is connected to the shock absorber 32, and the control mechanism 61 is configured to be connected to a vehicle controller, and adjust a damping value corresponding to the shock absorber 32 according to vehicle information transmitted by the vehicle controller.
The control mechanism 61 monitors signals such as a vehicle speed signal and a collision deceleration in real time according to vehicle information transmitted by a vehicle controller, analyzes and calculates collision energy, and adjusts damping values of the shock absorbers 32 at different positions according to requirements of a vehicle collision crumple ideal curve to absorb the collision energy, so that the deformation of the auxiliary frame 7 approaches to an optimal state in a collision process, and the safety of passengers is protected to the maximum extent.
The vehicle controller includes a bus, an electronic control unit, and the like, selected as required.
Referring to fig. 4, the control mechanism 61 is connected to each of the dampers 32 through a wiring harness 62, and the wiring harnesses 62 are connected to the dampers 32 in a one-to-one correspondence.
As shown in fig. 1 to 3, in an embodiment, the crushing unit 3 further includes a unit housing 31, the unit housings 31 of the crushing units 3 are connected to form a column structure, the unit housings 31 enclose an installation cavity 311, and the shock absorber 32 is located in the installation cavity 311.
The unit case 31 is used to connect the shock absorbers 32, which are formed in a pillar-like structure, to crush and absorb collision energy, to buffer frontal impact, and to protect the front bumper when the vehicle is involved in a frontal collision.
As shown in fig. 1 to 3, in one embodiment, the rigidity of the unit housing 31 is gradually increased in a direction from the first mounting bracket 1 to the second mounting bracket 2.
When the vehicle is subjected to a frontal collision, the material and rigidity of the unit shell 31 are utilized to provide certain rigidity for the auxiliary frame longitudinal beam structure, and the collision energy can be absorbed to buffer the frontal impact force. The rigidity of the unit case 31 is gradually increased, so that the unit case 31 at the front end is crushed to absorb collision energy, and the unit case 31 at the rear end maintains certain rigidity and shape, thereby better protecting a vehicle body and passengers in a cab.
As shown in fig. 1 to 3, in an embodiment, the unit housing 31 is a bowl-shaped structure, the mounting cavity 311 is an inner portion of the bowl-shaped structure, and a portion of the side wall 312 of two adjacent unit housings 31 overlaps.
The unit housings 31 are simple in structure, the side walls 312 of two adjacent unit housings 31 are partially overlapped, the rigidity of the overlapped portions is relatively high, and the strength of the subframe longitudinal beam structure can be increased.
As shown in fig. 1 and 2, in an embodiment, the opening of the unit housing 31 faces the second mounting bracket 2, the side wall 312 of the unit housing 31 includes a strip-shaped groove 314, the strip-shaped groove 314 is located at an end of the side wall 312 close to the second mounting bracket 2, and the strip-shaped groove 314 is disposed along a direction from the first mounting bracket 1 to the second mounting bracket 2.
When the vehicle is in a frontal collision, since the opening of the cell housing 31 faces the second mounting bracket 2 and the strip-shaped groove 314 is located at the end of the side wall 312 close to the second mounting bracket 2, the cell housing 31 at the front end is forced to collapse to the rear side, the cell housing 31 at the front end overlaps with the cell housing 31 at the rear end, and the rigidity of the cell housing 31 at the rear end is increased after the overlap, so that the shape of the cell housing 31 at the front end is crushed to absorb the collision energy, and the cell housing 31 at the rear end can maintain a certain shape.
As shown in fig. 2 and 3, in an embodiment, the unit housing 31 includes a housing hole 313, the housing hole 313 is located at an end portion of the unit housing 31 close to the first mounting bracket 1, the housing hole 313 communicates with the mounting cavities 311 of two adjacent unit housings 31, one end of the shock absorber 32 passes through the housing hole 313 to be connected to the other end of the adjacent shock absorber 32, one end of the shock absorber 32 at a head end passes through the housing hole 313 to be connected to the first mounting bracket 1, and the other end of the shock absorber 32 at a tail end is connected to the second mounting bracket 2.
As shown in fig. 2 and 3, the unit housing 31 is a bowl-shaped structure, and includes a side wall 312 and a bottom, the bottom is connected with the side wall 312 to define a mounting cavity 311, a housing hole 313 is provided in the middle of the bottom, and one end of the shock absorber 32 passes through the housing hole 313 to be connected with an adjacent shock absorber 32 or connected with the first mounting bracket 1.
As shown in fig. 2 and 3, in an embodiment, the subframe longitudinal beam structure further includes a sleeve 4, one end of the shock absorber 32 is a piston rod end 321, the other end of the shock absorber is a cylinder end 322, the piston rod end 321 includes a boss structure, a portion of the piston rod end 321 passes through the housing hole 313 and is connected to the cylinder end 322 through the sleeve 4, and the unit housing 31 is clamped and fixed between the sleeve 4 and the boss structure.
The unit shell 31 is sleeved on the piston rod end 321 and clamped and fixed between the sleeve 4 and the boss structure, the structure for fixing the unit shell 31 through the shock absorber 32 and the sleeve 4 is simple and stable, the boss structure plays a role in positioning, and the structure for connecting the shock absorber 32 through the sleeve 4 is simple and stable.
As shown in fig. 2 and 3, in an embodiment, the first mounting bracket 1 is a disc-shaped structure and includes a first through hole 11 and a first protrusion 12, the first protrusion 12 protrudes toward the second mounting bracket 2, a first avoiding space is formed inside the first protrusion 12, and a middle portion of the first protrusion 12 includes the first through hole 11. The piston rod end 321 of the shock absorber 32 sequentially penetrates through the shell hole 313 and the first through hole 11 and then is connected with the first nut 51, so that the shock absorber 32 at the head end is fixedly connected with the first mounting bracket 1 and the unit shell 31, and the connecting position of the piston rod end 321 and the first nut 51 is located in a first avoidance space. The first mounting bracket 1 is connected with the anti-collision beam 8 through the connection modes meeting the requirements such as bolts and welding.
As shown in fig. 2 and 3, in an embodiment, the second mounting bracket 2 is a disc-shaped structure and includes a second through hole 21 and a second protrusion 22, the second protrusion 22 protrudes toward the first mounting bracket 1, a second avoiding space is formed inside the second protrusion 22, and a middle portion of the second protrusion 22 includes the second through hole 21. The oil cylinder end 322 of the shock absorber 32 penetrates through the second through hole 21 and then is fixedly connected with the second nut 52, so that the shock absorber 32 at the tail end is fixedly connected with the second mounting bracket 2, and the connecting position of the oil cylinder end 322 and the second nut 52 is located in the second avoiding space. The second mounting bracket 2 is connected with the auxiliary frame 7 through the connection modes meeting the requirements such as bolts and welding.
When the auxiliary frame longitudinal beam structure is used, a vehicle is collided, the control mechanism 61 receives a collision signal, the control mechanism 61 transmits a control command to the shock absorber 32 through the wire harness 62 according to a vehicle collision crumple ideal curve, and the shock absorber 32 correspondingly changes the damping of the shock absorber, so that the shock absorption control is realized.
In practical application, the oil pressure damper can be selected as the damper 32, the oil pressure damper includes a piston, a piston rod, a valve plate damper and the like, and after the oil pressure damper receives a control command transmitted by the wire harness 62, the damping of the oil pressure damper can be changed by changing the stroke of the piston rod, the valve plate damper and the like, so that the vibration damping control is realized. The oil pressure damper is of an existing structure and is not described in detail herein.
In one embodiment, the rigidity of the rear end cell case 31 is higher than the rigidity of the front end cell case 31, and when a vehicle collides in a frontal direction, the bumper beam 8 transmits the collision force to the subframe 7 via the plurality of crushing units 3, and the front end cell case 31 is crushed and deformed, so that the front end cell case 31 is crushed and absorbs the collision energy, and the rear end cell case 31 can maintain a predetermined shape.
The above-mentioned certain shape may be an original shape, or may be a shape that changes but does not affect the second mounting bracket 2 and the sub-frame.
The subframe side member structure utilizes the material and rigidity of the cell housing 31 itself, and cooperates with the control mechanism 61 and the shock absorber 32 to achieve the functions of absorbing collision energy, buffering the impact force of the collision, and protecting the vehicle body and passengers during the collision.
As shown in fig. 1 and 4, an embodiment of the present application discloses a vehicle, including the above-mentioned sub-frame longitudinal beam structure, anti-collision cross beam 8 and sub-frame 7, one end of the sub-frame longitudinal beam structure is connected with anti-collision cross beam 8, and the other end is connected with sub-frame 7.
The auxiliary frame longitudinal beam structure can absorb and buffer the front impact force as much as possible, and reduces the damage of the impact on the vehicle body and the auxiliary frame 7, so that the vehicle has the advantage of being safer.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.
Claims (9)
1. The auxiliary frame longitudinal beam structure is characterized by comprising a first mounting bracket (1), a second mounting bracket (2) and crushing units (3), wherein the first mounting bracket (1) is used for being connected with an anti-collision cross beam (8), the second mounting bracket (2) is used for being connected with an auxiliary frame (7), and the crushing units (3) are connected end to form a columnar structure;
the crushing unit (3) comprises a shock absorber (32), the shock absorber (32) of the crushing unit (3) at the head end is connected with the first mounting bracket (1), the shock absorber (32) of the crushing unit (3) at the tail end is connected with the second mounting bracket (2), and the two shock absorbers (32) of the two adjacent crushing units (3) are connected;
the automobile shock absorber damping device is characterized by further comprising a control mechanism (61), wherein the control mechanism (61) is connected with the shock absorber (32), the control mechanism (61) is used for being connected with a vehicle controller, and the damping value corresponding to the shock absorber (32) is adjusted according to vehicle information transmitted by the vehicle controller.
2. The subframe rail structure of claim 1 wherein the damping of the shock absorber (32) increases progressively in the direction from the first mounting bracket (1) to the second mounting bracket (2).
3. The subframe rail structure according to claim 1, wherein the crush unit (3) further comprises a unit housing (31), the unit housings (31) of the plurality of crush units (3) are connected in a columnar structure, the unit housings (31) enclose a mounting cavity (311), and the shock absorber (32) is located in the mounting cavity (311).
4. The subframe rail structure as claimed in claim 3, wherein the stiffness of the cell housing (31) increases gradually in the direction from the first mounting bracket (1) to the second mounting bracket (2).
5. The subframe rail structure as claimed in claim 3, wherein the cell housing (31) is a bowl-shaped structure, the mounting cavity (311) is an inner part of the bowl-shaped structure, and partial side walls (312) of two adjacent cell housings (31) are overlapped.
6. The subframe rail structure as claimed in claim 5, wherein the opening of the cell housing (31) faces the second mounting bracket (2), the side wall (312) of the cell housing (31) comprises a strip-shaped groove (314), the strip-shaped groove (314) is located at the end of the side wall (312) close to the second mounting bracket (2), and the strip-shaped groove (314) is arranged in the direction from the first mounting bracket (1) to the second mounting bracket (2).
7. The subframe longitudinal beam structure according to claim 3, wherein the unit case (31) includes a case hole (313), the case hole (313) is located at an end portion of the unit case (31) near the first mounting bracket (1), the case hole (313) communicates with the mounting cavities (311) of adjacent two of the unit cases (31), one end of the damper (32) is connected to the other end of the adjacent damper (32) through the case hole (313), one end of the damper (32) at a head end is connected to the first mounting bracket (1) through the case hole (313), and the other end of the damper (32) at a tail end is connected to the second mounting bracket (2).
8. The subframe rail structure according to claim 7, further comprising a bushing (4), wherein one end of the shock absorber (32) is a piston rod end (321) and the other end is a cylinder end (322), the piston rod end (321) comprises a boss structure, a part of the piston rod end (321) passes through the housing hole (313) and is connected with the cylinder end (322) through the bushing (4), and the unit housing (31) is clamped and fixed between the bushing (4) and the boss structure.
9. A vehicle, characterized in that it comprises a sub-frame longitudinal beam structure according to any one of claims 1-8, a crash cross beam (8) and a sub-frame (7), said sub-frame longitudinal beam structure being connected at one end to said crash cross beam (8) and at the other end to said sub-frame (7).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110129445.XA CN112874635B (en) | 2021-01-29 | 2021-01-29 | Auxiliary frame longitudinal beam structure and vehicle |
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| CN202110129445.XA CN112874635B (en) | 2021-01-29 | 2021-01-29 | Auxiliary frame longitudinal beam structure and vehicle |
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| CN112874635B true CN112874635B (en) | 2022-07-12 |
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| WO2019069884A1 (en) * | 2017-10-04 | 2019-04-11 | いすゞ自動車株式会社 | Vehicle body lower structure |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000283204A (en) * | 1999-03-31 | 2000-10-13 | Hitachi Zosen Corp | Shock relieving device |
| KR20110024541A (en) * | 2009-09-02 | 2011-03-09 | 현대모비스 주식회사 | Bumper apparatus for absorbing impact |
| CN103303232B (en) * | 2013-07-08 | 2015-08-12 | 白波 | A kind of collision buffer protection device for motor vehicle |
| ES1134486Y (en) * | 2014-11-04 | 2015-03-03 | Gutierrez Fernandez Isabel Aurora | DEVICE FOR ABSORPTION OF IMPACTS FOR VEHICLES |
| CN108860039A (en) * | 2017-05-09 | 2018-11-23 | 周标 | A kind of automobile endergonic structure |
| CN207241636U (en) * | 2017-08-14 | 2018-04-17 | 中国第一汽车股份有限公司 | A kind of white body truss-like lightweight bumper assembly |
| CN108297939B (en) * | 2017-12-12 | 2020-09-15 | 北汽福田汽车股份有限公司 | Collision energy absorption device, front longitudinal beam, frame and automobile |
| CN207790594U (en) * | 2018-01-12 | 2018-08-31 | 吉林大学 | A kind of vehicle energy absorption box of two-layer configuration |
| CN208630537U (en) * | 2018-07-18 | 2019-03-22 | 衡阳市江源机械有限责任公司 | A kind of automobile buffer beam |
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2021
- 2021-01-29 CN CN202110129445.XA patent/CN112874635B/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2014034327A (en) * | 2012-08-09 | 2014-02-24 | Fuji Heavy Ind Ltd | Shock absorber and shock absorbing bumper for vehicle |
| WO2019069884A1 (en) * | 2017-10-04 | 2019-04-11 | いすゞ自動車株式会社 | Vehicle body lower structure |
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