CN114771448A - Anti-collision beam assembly and vehicle before car - Google Patents
Anti-collision beam assembly and vehicle before car Download PDFInfo
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- CN114771448A CN114771448A CN202210468828.4A CN202210468828A CN114771448A CN 114771448 A CN114771448 A CN 114771448A CN 202210468828 A CN202210468828 A CN 202210468828A CN 114771448 A CN114771448 A CN 114771448A
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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
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
-
- 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
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
-
- 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
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention relates to an automobile front anti-collision cross beam assembly and an automobile. The front anti-collision cross beam assembly of the automobile comprises a front mounting plate and a rear mounting plate which are connected, a cavity is formed between the front mounting plate and the rear mounting plate, an anti-collision cross beam is arranged in the cavity, the anti-collision cross beam is of a sectional structure along the length direction, and the cross section area along the width direction close to the middle position is larger than the cross section area along the width direction close to the two side positions; and one side of the rear mounting plate, which is far away from the front mounting plate, is connected with an energy absorption box. The invention further provides a vehicle which comprises the automobile front anti-collision cross beam assembly. According to the invention, through the change of the section and the arrangement position of the energy absorption box, the collision performance is ensured, and meanwhile, the production cost is effectively reduced.
Description
Technical Field
The invention relates to the technical field of automobile bodies, in particular to an automobile front anti-collision beam assembly and an automobile.
Background
Compared with the traditional fuel oil vehicle, the electric vehicle has larger structural difference, the whole mass of the electric vehicle is greatly increased by the added battery module, the electric control system and the intelligent system and reaches 2.2-2.5 tons, and the traditional fuel oil vehicle only has 1.4-1.8 tons. In the impact test facing increasingly severe requirements, the front anti-collision beam assembly is used as a most front impact bearing part and directly influences the performance of a cabin structure and a front structure of a passenger cabin.
CN109305119A discloses an automobile anti-collision crossbeam of aluminium alloy + carbon fiber reinforcement, wherein, the whole rectangular shape structure that is to have the radian of aluminium alloy body, the whole rectangular shape structure unanimous with the radian of aluminium alloy body of carbon fiber reinforcement is embedded in the aluminium alloy body. This scheme changes the inside additional strengthening of aluminium alloy for carbon-fibre composite, promotes the specific stiffness of crossbeam, alleviates partial weight. However, the carbon fiber felt soaked with the resin is directly placed in the aluminum profile and then baked through heat treatment, and in the curing process of the resin, because no mould is attached and pressure is maintained, the combination of the resin and the carbon fiber is not compact enough, the mechanical property is not high, the formed surface is very rough, the mechanical connection strength is greatly reduced, and the connection failure is easy to occur when the front collision occurs and the deformation is large. Meanwhile, the tensile strength of the aluminum profile is about 300MPa, the structure of the single-cavity aluminum profile is weak when the structure of the single-cavity aluminum profile collides with the front face of a large-mass electric automobile, and in order to meet the requirements, a multi-cavity structure is often designed, the thickness is increased to improve the performance, so that more materials are needed, and the manufacturing cost is increased.
The former 1000MPa grade cold rolling front anti-collision beam and 1500MPa grade single-piece hot stamping front anti-collision beam are difficult to meet the performance requirements, and the front anti-collision beam of the aluminum alloy section has high energy consumption in the aluminum electrolysis production process due to large price rise of an aluminum ingot, so that the front anti-collision beam is not an ideal scheme in terms of cost and carbon emission.
Disclosure of Invention
The invention aims to provide an automobile front anti-collision beam assembly and an automobile, so that the anti-collision performance of an anti-collision beam is ensured, and meanwhile, the production cost is reduced.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
an automobile front anti-collision beam assembly comprises a front mounting plate and a rear mounting plate which are connected, wherein a cavity is formed between the front mounting plate and the rear mounting plate, an anti-collision beam is arranged in the cavity, the anti-collision beam is of a sectional structure along the length direction, and the sectional area along the width direction close to the middle position is larger than the sectional area along the width direction close to the two side positions;
the rear mounting plate is connected with an energy absorption box at one side close to the two sides and far away from the front mounting plate.
According to the technical means, the anti-collision cross beam is arranged in the cavity formed by the front mounting plate and the rear mounting plate, the anti-collision cross beam is arranged into a sectional structure along the length direction, the section area close to the middle position along the width direction is larger than the section areas close to the two side positions along the width direction, the bearing capacity of the middle part is effectively ensured in frontal collision, the bending deformation of the middle part is reduced, the damage to the interior of the engine room in the collision process is reduced, the internal structure of the engine room is protected, meanwhile, the energy absorption boxes are arranged on the rear mounting plates close to the two sides, in side collision, the force can be transmitted to the longitudinal beams of the engine room through the energy absorption boxes, the collision performance of the anti-collision cross beam on the two sides is compensated, and the collision performance of the whole vehicle is effectively improved. Therefore, through the change of the cross section and the arrangement position of the energy absorption box, the collision performance is ensured, and meanwhile, the production cost is effectively reduced.
Preferably, the anti-collision beam is of a tubular structure, the content of a martensite structure in a metallographic structure of the anti-collision beam is more than or equal to 90%, the tensile strength is more than or equal to 1350MPa, the elongation after fracture is more than or equal to 5%, and the depth of a single-side decarburized layer is less than or equal to 100 μm.
Preferably, the anti-collision cross beam comprises a left section, a middle section and a right section along the length direction;
the pipe thickness of the left side section and the right side section is greater than the pipe thickness of the middle section.
Preferably, the cross section of the middle section along the width direction is in a trapezoidal structure;
the cross sections of the left side section and the right side section along the width direction are of an oval structure;
the both ends of interlude pass through curved changeover portion with left side section and right side section link to each other.
Preferably, the anti-collision cross beam is formed by connecting three sections of steel plates with different thicknesses into a flat plate through laser tailor welding, rolling and welding the steel plates into a round pipe, and carrying out compression forming on the round pipe through die assembly to form a tubular structure with different cross sectional areas.
Preferably, the front mounting plate, the rear mounting plate and the anti-collision cross beam are bonded and fixed with each other through structural adhesive;
the shear strength of the structural adhesive after curing is more than or equal to 8MPa, and the elongation after fracture is more than or equal to 100%.
Preferably, the front mounting plate and the rear mounting plate are provided with a plurality of through holes at positions close to the edges, and the distance between the adjacent through holes is not less than 30 mm.
Preferably, during the bonding process, the structural adhesive overflows through the through-holes, so that the structural adhesive in the through-holes and on the surface of the front mounting plate or the rear mounting plate together form a mushroom-shaped structure.
Preferably, the front mounting plate and the rear mounting plate are made of carbon fiber composite materials, the integral fiber layers are symmetrically arranged, and the number of the layers in the 0-degree direction accounts for more than or equal to 40% of the total number of layers.
Preferably, the rear mounting plate is connected with the energy absorption boxes at positions corresponding to the left side section and the right side section;
the energy absorption box is provided with a collapse guiding rib and a flanging which is fixedly bonded with the rear mounting plate;
the side, far away from the rear mounting plate, of the energy absorption box is also connected with an energy absorption box mounting plate;
the energy absorption box and the energy absorption box mounting plate are formed by welding steel plates.
The invention also provides a vehicle which comprises the automobile front anti-collision cross beam assembly.
The invention has the beneficial effects that:
1) according to the automobile front anti-collision crossbeam assembly, the anti-collision crossbeam is arranged in the cavity formed by the front mounting plate and the rear mounting plate, and the anti-collision crossbeam is arranged in a sectional structure along the length direction, so that the section area close to the middle position along the width direction is larger than the section areas close to the two sides along the width direction, the bearing capacity of the middle part is effectively ensured in frontal collision, the bending deformation of the middle part is reduced, the damage to the interior of an engine room in the collision process is reduced, the internal structure of the engine room is protected, meanwhile, the energy absorption boxes are arranged on the rear mounting plates close to the two sides, in side collision, force can be transmitted to the longitudinal beams of the engine room through the energy absorption boxes, the collision performance of the anti-collision crossbeam on the two sides is compensated, and the collision performance of the whole automobile is effectively improved. Therefore, through the change of the cross section and the arrangement position of the energy absorption box, the collision performance is ensured, and meanwhile, the production cost is effectively reduced;
2) the anti-collision cross beam is formed by connecting three sections of steel plates with different thicknesses into a flat plate through laser tailor welding, then the flat plate is manufactured into a round tube shape through rolling and welding, the round tube is heated to a temperature higher than austenitizing temperature, the round tube is forged into a tubular part with variable arc-shaped thickness and cross section through a die, the high-temperature part is rapidly cooled through the die and an internal water path to obtain a martensite structure, the tensile strength can reach more than 1350MPa, a beam system consisting of closed tubes made of hot forming steel has extremely high overall rigidity and strength, and compared with a cold rolling equal-section front anti-collision cross beam and a single-piece hot stamping front anti-collision cross beam, the anti-collision cross beam is less prone to local bending when bearing dynamic impact through designing different thicknesses and cross sections aiming at different areas;
3) through set up the cavity between preceding, the back mounting panel for fixed anticollision crossbeam, and adopt carbon-fibre composite or two kinds of schemes of steel sheet impulse welding with preceding, back mounting panel, wherein carbon-fibre composite has very high specific stiffness, specific strength, and carbon fiber shop lays the design degree of freedom height, can be under the unchangeable condition of structure, material thickness, lays the layer angle through the adjustment and change the performance. Compared with welding and bolt connection, the connection mode of the carbon fiber composite material and the structural adhesive can bear larger deformation, can absorb more energy under dynamic impact, and has obvious weight reduction effect;
4) the energy-absorbing box and the energy-absorbing box mounting plate are formed by welding high-strength plastic steel plates, and the energy-absorbing box is provided with the crash guiding ribs by design, so that the energy-absorbing box is easy to crush without cracking, and the front anti-collision cross beam is favorable for moving towards the rear of a vehicle integrally during frontal collision, thereby reducing the overall intrusion amount, and having popularization and application values in the technical field of automobile bodies.
Drawings
FIG. 1 is a schematic view of the structure of the present invention;
FIG. 2 is an exploded view of the present invention;
FIG. 3 is a cross-sectional view taken along A-A of FIG. 1;
FIG. 4 is a schematic view of the structure of the impact beam;
FIG. 5 is a cross-sectional view taken along line B-B of FIG. 4;
FIG. 6 is a cross-sectional view taken along line C-C of FIG. 4;
FIG. 7 is a schematic structural view of the front mounting plate;
FIG. 8 is a schematic diagram of the structure of the mushroom-shaped structure formed by the overflow of the structural adhesive in the through holes of the front mounting plate;
FIG. 9 is a schematic structural view of the connection of the crash box to the crash box mounting plate.
Wherein, 1-a front mounting plate; 2-rear mounting plate; 3-anti-collision beam, 31-left section, 32-middle section, 33-right section and 34-transition section; 4-an energy absorption box, 41-a collapse guiding rib and 42-a flanging; 5-structural adhesive; 6-through holes; 7-mushroom shaped structures; 8-energy absorption box mounting plate.
Detailed Description
Other advantages and effects of the present invention will become apparent to those skilled in the art from the disclosure herein, wherein the embodiments of the present invention are described in detail with reference to the accompanying drawings and preferred embodiments. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be understood that the preferred embodiments are illustrative of the invention only and are not limiting upon the scope of the invention.
It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention, and the drawings only show the components related to the present invention rather than being drawn according to the number, shape and size of the components in actual implementation, and the type, amount and proportion of each component in actual implementation can be changed freely, and the layout of the components can be more complicated.
As shown in fig. 1 to 3, an automobile front anti-collision beam assembly comprises a front mounting plate 1 and a rear mounting plate 2 which are connected, a cavity is formed between the front mounting plate and the rear mounting plate, an anti-collision beam 3 is arranged in the cavity, the anti-collision beam 3 is of a sectional structure along the length direction, and the sectional area of the anti-collision beam 3 close to the middle position along the width direction is larger than that of the anti-collision beam close to the two sides along the width direction;
the rear mounting plate 2 is connected with an energy absorption box 4 at one side close to the two sides and far away from the front mounting plate 1.
Through in the front, set up the anticollision crossbeam in the cavity that the rear mounting panel formed, and establish the anticollision crossbeam into the sectional type structure along length direction, make the cross sectional area who is close to the intermediate position along width direction be greater than the cross sectional area who is close to both sides position along width direction, in the frontal collision, the bearing capacity of mid portion has effectively been guaranteed, the bending deformation of mid portion has been reduced, thereby the harm to cabin inside in the collision process has been reduced, the cabin inner structure has been protected, and simultaneously, through set up the energy-absorbing box on the rear mounting panel that is close to both sides, in the side collision, power accessible energy-absorbing box transmits to the cabin longeron, the collision performance of anticollision crossbeam on both sides has been compensatied, thereby the collision performance of whole car has effectively been promoted. Therefore, through the change of the cross section and the arrangement position of the energy absorption box, the collision performance is ensured, and meanwhile, the production cost is effectively reduced.
The anti-collision beam 3 is of a tubular structure, the content of a martensite structure in a metallographic structure of the anti-collision beam 3 is more than or equal to 90 percent, the tensile strength is more than or equal to 1350MPa, the elongation after fracture is more than or equal to 5 percent, and the depth of a single-side decarburized layer is less than or equal to 100 mu m.
The anti-collision cross beam 3 comprises a left side section 31, a middle section 32 and a right side section 33 along the length direction;
the left and right side sections 31, 33 have a tube thickness greater than the tube thickness of the middle section 32.
The cross section of the intermediate section 32 in the width direction is of a trapezoidal configuration;
the cross sections of the left side section 31 and the right side section 33 along the width direction are in an oval structure;
the middle section 32 is connected at both ends to the left section 31 and the right section 33 by curved transition sections 34.
As shown in fig. 4 to 6, the material of the crash cross-beam 3 is a hot-stamped steel plate, which is designated by 22MnB5 or 34MnB 5. Three sections of steel plates with different thicknesses are connected into a flat plate through laser tailor welding. The steel plate is made into a round tube shape through rolling and welding, the round tube is heated to a temperature higher than the austenitizing temperature of the material and is placed into a forming die, two ends of the round tube are sealed by plugs, ventilating pipelines are designed in the plugs, air can be introduced into the tube until the internal air pressure reaches 3-5MPa and is used for supporting the inner wall of the round tube, and the round tube is compressed and formed through die assembly to form a tubular structure with an arc shape, a cross section and variable thickness. And finally, rapidly cooling the high-temperature part through the die and an internal water path to obtain a martensite structure, so that the martensite content in the metallographic structure of the anti-collision beam is more than or equal to 90%, the tensile strength is more than or equal to 1350MPa, the elongation after fracture is more than or equal to 5%, and the depth of a single-side decarburized layer is less than or equal to 100 microns.
Although the anti-collision cross beam 3 can be manufactured by adopting a cold roll bending or hot air bulging process, the cold roll bending process cannot realize the manufacturing of parts with variable cross sections and variable thicknesses, the tensile strength of the used materials is generally lower than 1200MPa, the thickness of the parts is at least 0.2mm thicker than that of a hot forming forging process, the same strength can be achieved, the rebound deformation of the parts is larger, the qualification rate is low, and the cost is higher; the hot air bulging mainly promotes the material to generate plastic deformation through high air pressure, the required pressure is extremely high, the manufacturing cost is high, and the production efficiency is low.
Therefore, the anti-collision cross beam 3 adopts a hot forming forging and pressing tube manufacturing scheme, so that the thickness change and the section change can be realized, the performance requirements of different parts are met, and the anti-collision cross beam further has the advantages of high qualification rate and low manufacturing cost.
Wherein, the pipe thickness of the left section 31 and the right section 33 of the anti-collision beam 3 is 0.2-0.5mm thicker than that of the middle section 32. The left side section 31 and the right side section 33 are in an oval structure along the cross section in the width direction, namely, in a section view along B-B in FIG. 4, the section of B-B is in an oval structure and is flat, so that the connection with the energy absorption box 4 is facilitated, and the collision impact load can be stably transmitted to the cabin longitudinal beam through the anti-collision cross beam 3 and the energy absorption box 4. The cross section of the middle section 32 in the width direction is in a trapezoidal configuration, that is, in fig. 4, in a cross section at C-C, the cavity of the middle section 32 is designed to be rounder in size and to be in a shape similar to a trapezoid, so that the middle section can bear larger load compared with B-B, thereby reducing bending deformation of the middle part and also reducing intrusion into the cabin during collision.
The front mounting plate 1 and the anti-collision beam 3 are fixedly bonded through structural adhesive; the rear mounting plate 2 and the anti-collision beam 3 are fixedly bonded through structural adhesive; the front mounting plate 1 and the rear mounting plate 2 are fixedly bonded through structural adhesive; the bonding thickness of the structural adhesive 5 is 1-3 mm. The selected structural adhesive 5 has the shear strength of more than or equal to 8MPa after curing, the elongation after breakage of more than or equal to 100 percent and the bonding width of more than or equal to 15 mm. The length of a single bonding strip of the structural adhesive between the front mounting plate 1, the rear mounting plate 2 and the anti-collision cross beam 3 is more than or equal to 1000mm, and the shear load which can be borne by the single bonding strip is equivalent to that of the shear load which is connected by spot welding under the same length.
As shown in FIG. 7, two rows of through holes 6 are respectively arranged at the positions of the front mounting plate 1 and the rear mounting plate 2 close to the upper edge and the lower edge, the through holes 6 are small round holes, the diameter of each through hole is 5-10mm, and the arrangement distance between every two adjacent small round holes is larger than or equal to 30 mm. The small round holes can play a role in exhausting in the gluing and bonding process, so that better bonding quality is ensured, and an ideal bonding area can be achieved.
As shown in fig. 8, in the bonding process, the structural adhesive 5 overflows through the small circular hole, so that the structural adhesive 5 in the small circular hole and on the surface of the front mounting plate 1 or the rear mounting plate 2 jointly form a mushroom-shaped structure 7 similar to a mushroom button, and the front mounting plate 1 and the rear mounting plate 2 are locked and fixed, thereby improving the connection strength. Meanwhile, whether the structural adhesive in the key bonding area is filled in place can be observed through the through hole 6. If partial structural adhesive underfill is detected during the bonding process, the structural adhesive can be injected through the through hole 6 to perform partial adhesive repair.
In this example, the average breaking load of a standard board with circular holes (hole diameter of 6 mm) and tape structure adhesive to form mushroom-shaped structures (4) resembling mushroom buttons was increased by 44.8N compared to the standard board without holes, as measured by a 20 × 20mm standard template adhesion failure test (tensile load). Consequently, through set up the through-hole in the front mounting panel and on the back mounting panel to at the bonding in-process, the structure is glued and is spilled over through the through-hole, makes in the through-hole and in the front mounting panel or the structure on back mounting panel surface glue the mushroom-shaped structure that forms similar mushroom jointly, has effectively promoted the joint strength of preceding mounting panel and back mounting panel.
The front mounting plate 1 and the rear mounting plate 2 are made of carbon fiber composite materials, the fiber overall laying layers are symmetrically designed, and the number of the 0-degree-direction laying layers accounts for 40% or more of the total number of layers. For example, in a 7 ply overall, the direction of each ply is [0/-45/0/90/0/-45/0 ]; the whole is an 8-layer laminate, and the direction of each layer is [45/0/-45/0/0/-45/0/45 ].
The definitions of the directions of the carbon fiber plies are shown in FIG. 7, and the directions of arrows corresponding to 0 °, 45 °, 90 ° and-45 ° indicate a 0 ° directional ply, a 45 ° directional ply, a 90 ° directional ply and a-45 ° directional ply, respectively. The front mounting board 1 and the rear mounting board 2 can be manufactured by prepreg molding or Resin Transfer Molding (RTM) and the like.
In order to compensate the collision performance of the anti-collision beam at the left side section and the right side section, the rear mounting plate 2 is connected with an energy absorption box 4 at the position corresponding to the left side section 31 and the right side section 33, and one side of the energy absorption box 4 far away from the rear mounting plate 2 is also connected with an energy absorption box mounting plate 8.
The energy absorption box 4 and the energy absorption box mounting plate 8 are formed by welding steel plates with high product of strength and elongation, the tensile strength of the material is more than or equal to 600MPa, and the elongation after fracture is more than or equal to 20 percent. Grooves are respectively designed on the left side and the right side of the energy absorption box 4 to serve as the crash guiding ribs 41, as shown in fig. 9, the depth of the grooves is 3-10mm, and the grooves can guide collapse in a crash test, so that the crush guiding ribs are easy to crush without cracking, the front anti-collision cross beam is favorable for moving towards the rear of a vehicle integrally when the front anti-collision cross beam collides at the front, the energy absorption effect is achieved, and the integral intrusion amount is reduced. The front end of the energy absorption box 4 is provided with a flange 42, the flange 42 is bonded with the rear mounting plate 2 through structural adhesive 5, the length and the width of the flange 42 are more than or equal to 20mm, and the bonding strength is ensured.
In fig. 3, a connection structure of the front mounting plate 1, the rear mounting plate 2, the anti-collision beam 3, the energy absorption box 4, and the energy absorption box mounting plate 8 is shown. The rectangular black shadows between the front mounting plate 1, the rear mounting plate 2 and the anti-collision beam 3 are sections of structural adhesive 5 bonding strips, a plurality of bonding strips can be designed on the front mounting plate 1 and the rear mounting plate 2, and the connection strength is adjusted according to the deformation condition of simulation analysis.
Compared with welding, in the tubular sandwich composite structure, the position for bonding the structural adhesive 5 has higher degree of freedom, the adhesive can be coated in the design area of the part firstly, then the part is assembled by a clamp, the welding needs to combine all parts on the clamp firstly, and then the welding can be started, and because the trafficability of welding gun equipment needs to be considered, many positions cannot be welded. Therefore, compared with welding, the mode of adopting structural adhesive for bonding can better ensure the connection strength and the convenience of operation.
The embodiment also provides a vehicle which comprises the automobile front anti-collision cross beam assembly.
Example 2
In the embodiment, the front mounting plate 1 and the rear mounting plate 2 adopt a scheme of steel plate and welding, the manufacturing process of the scheme has lower requirement and slightly lower cost, and the required collision performance can be met under the condition that the weight of the assembly is properly increased.
The front mounting plate 1 and the rear mounting plate 2 are punched by steel plates, the tensile strength of the materials is more than or equal to 600MPa, and the elongation after fracture is more than or equal to 20 percent. A row of elliptical holes are respectively designed at the upper edge and the lower edge of the front mounting plate 1 and the rear mounting plate 2, the minimum size of the length and the width of each elliptical hole is 7 multiplied by 12mm, and gas shielded welding is carried out on the elliptical holes to be connected with the upper cross beam 2 and the lower cross beam 3. The front mounting plate 1 and the rear mounting plate 3 are connected through spot welding.
The solution of the crash cross beam 3 is the same as in embodiment 1.
The crash box 4 and the crash box mounting plate 8 are similar to those of embodiment 1. The front end flanging 42 of the energy absorption box 4 is overlapped with the rear mounting plate 2 and is connected with the flanging 42 through gas shielded welding.
In this embodiment 2, the front and rear mounting plates are press-welded by using steel plates under the structural conditions similar to those of embodiment 1, and elliptical holes are structurally designed to connect and fix the tubular anti-collision beam by gas shielded welding. Although the steel plate scheme increases part of the weight to meet the requirement of frontal collision, the complexity of the manufacturing process can be reduced, and the cost is reduced.
Therefore, the front mounting plate and the rear mounting plate can be connected by adopting a carbon fiber composite material and structural adhesive or welded by adopting a steel plate punching mode.
The above embodiments are merely preferred embodiments for fully illustrating the present invention, and the scope of the present invention is not limited thereto. The equivalent substitution or change made by the technical personnel in the technical field on the basis of the invention is all within the protection scope of the invention.
Claims (10)
1. The automobile front anti-collision beam assembly is characterized by comprising a front mounting plate (1) and a rear mounting plate (2) which are connected, a cavity is formed between the front mounting plate and the rear mounting plate, an anti-collision beam (3) is arranged in the cavity, the anti-collision beam (3) is of a sectional structure along the length direction, and the section area close to the middle position along the width direction is larger than the section area close to the two sides along the width direction;
the rear mounting plate (2) is connected with an energy absorption box (4) at one side close to the two sides and far away from the front mounting plate (1).
2. The automobile front anti-collision beam assembly according to claim 1, characterized in that the anti-collision beam (3) is of a tubular structure, the content of a martensite structure in a metallographic structure of the anti-collision beam (3) is more than or equal to 90%, the tensile strength is more than or equal to 1350MPa, the elongation after fracture is more than or equal to 5%, and the depth of a single-side decarburized layer is less than or equal to 100 μm.
3. The vehicle front anti-collision beam assembly according to claim 2, characterized in that the anti-collision beam (3) comprises a left section (31), a middle section (32) and a right section (33) in the length direction;
the left side section (31) and the right side section (33) have a tube thickness greater than that of the middle section (32);
the cross section of the middle section (32) along the width direction is in a trapezoidal structure;
the cross sections of the left side section (31) and the right side section (33) along the width direction are of an oval structure;
the two ends of the middle section (32) are connected with the left side section (31) and the right side section (33) through arc transition sections (34).
4. The automobile front anti-collision beam assembly according to claim 3, characterized in that the anti-collision beam (3) is formed by connecting three sections of steel plates with different thicknesses into a flat plate through laser tailor welding, rolling and welding the steel plates to form a round pipe, and performing compression forming on the round pipe through die assembly to form a tubular structure with different cross-sectional areas and different thicknesses.
5. The automobile front anti-collision beam assembly according to claim 1, characterized in that the front mounting plate (1), the rear mounting plate (2) and the anti-collision beam (3) are bonded and fixed with each other through structural adhesive (5);
the shear strength of the structural adhesive (5) after curing is more than or equal to 8MPa, and the elongation after fracture is more than or equal to 100%.
6. The vehicle front anti-collision beam assembly according to claim 5, characterized in that the front mounting plate (1) and the rear mounting plate (2) are provided with a plurality of through holes (6) at positions close to edges, and the distance between adjacent through holes is greater than or equal to 30 mm.
7. Front crash cross member assembly according to claim 6, characterized in that during the bonding process the structural glue (5) overflows through the through-holes (6) so that the structural glue (5) in the through-holes (6) and on the surface of the front mounting plate (1) or the rear mounting plate (2) together form a mushroom-shaped structure (7).
8. The automobile front anti-collision beam assembly according to claim 1, wherein the front mounting plate (1) and the rear mounting plate (2) are made of carbon fiber composite materials, the integral fiber layers are symmetrically arranged, and the number of the 0-degree-direction layers accounts for more than or equal to 40% of the total number of layers.
9. The automobile front anti-collision beam assembly according to claim 3, characterized in that the rear mounting plate (2) is connected with the crash boxes (4) at positions corresponding to the left side section (31) and the right side section (33);
the energy absorption box (4) is provided with a guiding collapse rib (41) and a flanging (42) which is fixedly bonded with the rear mounting plate (2);
the side, far away from the rear mounting plate (2), of the energy absorption box (4) is also connected with an energy absorption box mounting plate (8);
the energy absorption box (4) and the energy absorption box mounting plate (8) are formed by welding steel plates.
10. A vehicle comprising a front bumper beam assembly according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210468828.4A CN114771448B (en) | 2022-04-29 | 2022-04-29 | Front anti-collision beam assembly of automobile and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210468828.4A CN114771448B (en) | 2022-04-29 | 2022-04-29 | Front anti-collision beam assembly of automobile and vehicle |
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| CN114771448A true CN114771448A (en) | 2022-07-22 |
| CN114771448B CN114771448B (en) | 2024-06-14 |
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| JP2008137611A (en) * | 2006-12-05 | 2008-06-19 | Kobe Steel Ltd | Bumper beam for vehicle body and shock absorbing member for vehicle body |
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| CN106740611A (en) * | 2017-03-15 | 2017-05-31 | 李伟 | A kind of automobile front bumper device |
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| CN113335211A (en) * | 2021-05-14 | 2021-09-03 | 凌云工业股份有限公司 | Variable-cross-section variable-curvature closed anti-collision beam and cross beam manufacturing method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2005088698A (en) * | 2003-09-16 | 2005-04-07 | Calsonic Kansei Corp | Vehicle body front structure of automobile |
| CN1883983A (en) * | 2005-06-22 | 2006-12-27 | 本田技研工业株式会社 | Vehicle front bumper arrangement |
| JP2008137611A (en) * | 2006-12-05 | 2008-06-19 | Kobe Steel Ltd | Bumper beam for vehicle body and shock absorbing member for vehicle body |
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| CN109162863A (en) * | 2018-06-29 | 2019-01-08 | 江苏金风科技有限公司 | Lengthen the forming method, prefabricated blade tip and lengthening blade of blade |
| CN113335211A (en) * | 2021-05-14 | 2021-09-03 | 凌云工业股份有限公司 | Variable-cross-section variable-curvature closed anti-collision beam and cross beam manufacturing method |
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|---|---|
| CN114771448B (en) | 2024-06-14 |
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