CN209738999U - Front buffering structure of vehicle and vehicle body with same - Google Patents
Front buffering structure of vehicle and vehicle body with same Download PDFInfo
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- CN209738999U CN209738999U CN201822158294.7U CN201822158294U CN209738999U CN 209738999 U CN209738999 U CN 209738999U CN 201822158294 U CN201822158294 U CN 201822158294U CN 209738999 U CN209738999 U CN 209738999U
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Abstract
The utility model relates to an equation car equipment technical field especially relates to a plantago buffer structure and have automobile body of this structure. In the front buffering structure of the utility model, an anti-impact side wall is connected between the fixed plate and the anti-impact front end plate, and a hollow closed space is arranged in the anti-impact side wall; the impact-resistant side wall is used for absorbing impact energy through fracture crushing when the impact-resistant front end plate bears collision impact, so that the volume and the weight of the front buffering structure of the car are effectively reduced on the premise of ensuring the excellent energy absorption characteristic of the front buffering structure of the car, the structural lightweight is realized, and the aerodynamic optimization design of the racing car is facilitated.
Description
Technical Field
The utility model relates to an equation car equipment technical field especially relates to a plantago buffer structure and have automobile body of this structure.
background
The national university student's equation automobile tournament (abbreviated as "China FSC") is an automobile design and manufacturing competition that is participated in by the college automobile engineering or automobile-related specialties in school student teams. In order to ensure the safety performance of the racing car, the rules of the tournament make provisions on the front buffering structure of the racing car, and require that when the front end buffering is installed on the racing car with the total weight of 300kg and collides with a rigid obstacle at the initial speed of 7.0m/s, the average deceleration of the whole car is not more than 20g, the maximum deceleration is not more than 40g, the total absorbed energy must reach or exceed 7350J, and the peak force is not more than 12 kN.
The standard buffer structure used in the racing car is shown in fig. 1 as BSCI standard buffer structure (BSCI is a manufacturer specially producing racing field buffer material in the united states), and the standard buffer structure is fixed at the front end of the racing car through a fixing plate 1, and a trapezoid structure is protruded forwards on the fixing plate 1.
However, the racing cars meet very high requirements for light weight according to the racing environment during racing, and in order to ensure stable running of the car body, the car body needs to meet aerodynamic requirements such as high grip performance, and the standard buffer structure has a certain buffer effect, but the buffer structure has large volume and weight due to excessive design redundancy, and cannot meet the increasing aerodynamic requirements and structural light weight requirements.
SUMMERY OF THE UTILITY MODEL
technical problem to be solved
The to-be-solved technical problem of the utility model is to provide a plantago buffer structure, the energy-absorbing characteristic of this structure is outstanding, moreover greatly reduced the required volume of structure and weight, satisfy increasing aerodynamic demand and structure lightweight requirement.
(II) technical scheme
In order to solve the technical problem, the utility model provides a vehicle front buffer structure, which comprises a fixed plate and an anti-impact front end plate, wherein an anti-impact side wall is connected between the fixed plate and the anti-impact front end plate, and a hollow closed space is arranged in the anti-impact side wall; the impact-resistant side wall is used for absorbing impact energy through fracture crushing when the impact-resistant front end plate bears collision impact.
furthermore, the impact-resistant side wall comprises an inner wall, a transition wall and a reinforcing wall which are arranged from inside to outside, two ends of the inner wall are respectively connected between the fixed plate and the impact-resistant front end plate, tail ends of the transition wall and the reinforcing wall are respectively fixed on the fixed plate, and front ends of the transition wall and the reinforcing wall are arranged outside the inner wall layer in a stepped manner from inside to outside.
Furthermore, the inner wall, the transition wall and the reinforcing wall respectively comprise one or more auxiliary layers, and the auxiliary layers are tightly attached to each other.
furthermore, the layer number of the paving layers is increased by sections from front to back along the axial direction.
furthermore, the outside of the anti-impact side wall is respectively provided with a plurality of convex parts and concave parts, and the convex parts and the concave parts are arranged at intervals.
Furthermore, each of the convex parts and the concave parts is an arc surface, and the adjacent convex parts and the concave parts are smoothly connected through the arc surfaces.
further, the impact resistant side walls have the same shape in each cross section.
Furthermore, the material of the impact-resistant side wall is carbon fiber reinforced resin.
Further, the carbon fiber reinforced resin is formed by mixing carbon fibers and resin.
The utility model also provides a car body, include as above plantago buffer structure.
(III) advantageous effects
The above technical scheme of the utility model following beneficial effect has:
1. In the front buffering structure of the utility model, an anti-impact side wall is connected between the fixed plate and the anti-impact front end plate, and a hollow closed space is arranged in the anti-impact side wall; the anti-impact side wall is used for absorbing impact energy through the process of continuous fracture and crushing when the anti-impact front end plate bears collision impact, so that the volume and the weight of the front buffering structure of the vehicle are effectively reduced on the premise of ensuring excellent energy absorption characteristic of the front buffering structure of the vehicle, and the light structure is realized;
2. The utility model discloses an among the plantago buffer structure, a plurality of bellying and interior concave part that the lateral wall that shocks resistance set up through the interval enclose into the wave in succession to utilize the shape characteristic of this lateral wall effectively to improve plantago buffer structure receiving the conquassation stability of collision when assaulting, avoid the lateral wall to take place to buckle when the conquassation and influence the crushing fracture of lateral wall, thereby further improve plantago buffer structure's energy-absorbing effect.
3. In the vehicle front buffer structure of the utility model, the impact-resistant side wall is provided with the inner wall, the transition wall and the reinforcing wall which are distributed in a step shape from inside to outside, thereby inducing the basal body and the impact-resistant side wall of the vehicle front buffer structure to generate continuous crushing fracture, and further improving the energy absorption effect of the vehicle front buffer structure;
4. the utility model discloses a plantago buffer structure adopts T700 carbon fiber reinforced resin to make, and this material has outstanding fracture energy-absorbing characteristic to make this plantago buffer structure can absorb the energy through the fracture of material fibre and base member in the collision process, namely absorb the impact energy through the fracture energy of the whole crushing consumption of carbon fiber reinforced resin;
5. The utility model discloses a when plantago buffer structure installs on the automobile body, except can satisfying the automobile body and having outstanding energy-absorbing characteristic and structure lightweight requirement when the collision, can also satisfy the aerodynamic demand of automobile body when generally marcing, guarantee that the automobile body can not cause harmful effects to the speed of a motor vehicle when the match.
Drawings
FIG. 1 is a schematic diagram of a standard buffer structure according to the prior art;
Fig. 2 is a schematic structural view of a vehicle front cushion structure according to an embodiment of the present invention;
FIG. 3 is a longitudinal cross-sectional view of an impact resistant sidewall of an embodiment of the present invention;
FIG. 4 is a graph comparing the test force-displacement curves of the test examples of the embodiment of the present invention and the comparative example;
In the figure:
1. A fixing plate; 2', a collision buffer contact portion; 3', installing a pipe;
2. An impact-resistant front end plate; 3. a boss portion; 4. an inner concave portion; 5. an inner wall; 6. a transition wall; 7. the wall is reinforced.
Detailed Description
The following describes embodiments of the present invention in further detail with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.
In the description of the present invention, "a plurality" means two or more unless otherwise specified. The terms "upper", "lower", "left", "right", "inner", "outer", "front", "rear", "head", "tail", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are merely for convenience of description and simplicity of description, and 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.
As shown in fig. 2, in the vehicle front buffer structure provided in this embodiment, an impact-resistant side wall is connected between the fixed plate 1 and the impact-resistant front end plate 2, and a hollow closed space is provided in the impact-resistant side wall; the lateral wall of shocking resistance is used for absorbing impact energy through the process of continuous fracture conquassation when the front end plate 2 that shocks resistance bears the collision impact to under the outstanding prerequisite of energy-absorbing characteristic of buffer structure before guaranteeing, effectively reduce buffer structure's before the car volume and weight, realize the structure lightweight.
In this embodiment, the material of the impact-resistant side wall is preferably carbon fiber reinforced resin. The carbon fiber reinforced resin is preferably made of T700 carbon fiber reinforced resin, and the T700 carbon fiber reinforced resin is formed by mixing carbon fibers and resin. The material has excellent fracture energy absorption characteristics, so that the vehicle front buffer structure can absorb energy through fracture of material fibers and a matrix in the collision process, namely the impact energy is absorbed through the fracture energy consumed by integral crushing of carbon fiber reinforced resin.
In order to induce stable and continuous fiber and matrix fracture (material failure) of the structure body in the impact crushing process, the pressure stability of the appearance of the front buffer structure needs to be fully considered. The outside of the lateral wall that shocks resistance of this embodiment is equipped with a plurality of bellyings 3 and interior concave part 4 respectively, and each bellyings 3 and interior concave part 4 interval set up to utilize a plurality of bellyings 3 and a plurality of interior concave part 4 to surround in succession and have hollow wave bounding wall, take place the crushing fracture that lasts with the lateral wall that shocks resistance with the base member of buffer structure before the induction car, and then improve the energy-absorbing effect of buffer structure before the car.
In order to further improve the continuous fracture's that induces the lateral wall probability, effectively reduce the stress concentration condition on the lateral wall, it is the cambered surface to prefer every bellying 3 and interior recess 4, preferably through cambered surface smooth connection between each adjacent bellying 3 and interior recess 4, so that the lateral wall wholly constitutes the wave bounding wall, the shape characteristic of this lateral wall can effectively improve the crushing stability of buffer structure before the car when receiving the collision impact, avoid the lateral wall to take place to buckle when crushing and influence the crushing fracture of lateral wall, thereby further improve the energy-absorbing effect of buffer structure before the car.
It should be noted that each of the protruding portions 3 and the inner concave portions 4 of the present embodiment is an arc surface, so that the impact-resistant side wall forms a wave structure, besides the wave structure, each of the protruding portions 3 and the inner concave portions 4 can be set to be a flat surface, that is, the impact-resistant side wall forms a sawtooth structure, or each of the protruding portions 3 and the inner concave portions 4 is set to be a combination of a flat surface and an arc surface, so that the impact-resistant side wall forms an irregular structure.
As shown in fig. 3, the impact-resistant side wall of the vehicle front buffer structure comprises an inner wall 5, a transition wall 6 and a reinforcing wall 7 which are arranged from inside to outside, two ends of the inner wall 5 are respectively connected between a fixing plate 1 and an impact-resistant front end plate 2, tail ends of the transition wall 6 and the reinforcing wall 7 are respectively fixed on the fixing plate 1, and front ends of the transition wall 6 and the reinforcing wall 7 are arranged outside the inner wall 5 in a stepped manner from inside to outside, so that a matrix of the vehicle front buffer structure and the impact-resistant side wall are induced to generate continuous crushing fracture, and the energy absorption effect of the vehicle front buffer structure is improved.
In the structure shown in fig. 3, the direction pointed by the arrow is the rear end (tail end) of the vehicle front buffer structure, the inner wall 5 of the side wall, the transition wall 6 and the reinforcing wall 7 respectively comprise one or more auxiliary layers, and the adjacent auxiliary layers are closely attached to each other, so that the number of layers of the paving layer is increased from front to back along the axial direction in a segmented manner, continuous fracture of the matrix and the fibers in the side wall of the vehicle front buffer structure is induced, and an energy absorption effect is generated. Preferably, the shape of each cross section of the lateral wall that shocks resistance is the same to make every layer assist the layer all be parallel with plantago buffer structure's axial, thereby when automobile body front end bearing received frontal collision and assault, can make every layer assist the layer parallel with the direction of impact force, in order to prevent to assist the layer crooked, avoid influencing the continuous rupture effect of assisting the layer.
The embodiment also provides a vehicle body, and the vehicle front buffering structure is mounted on the vehicle body. When this plantago buffer structure installs on the automobile body, except can satisfying the automobile body and having outstanding energy-absorbing characteristic and the light-weighted requirement of structure when the collision, can also satisfy the aerodynamic demand of automobile body when generally marcing, guarantee that the automobile body can not cause harmful effects to the speed of a motor vehicle when the match.
In order to verify the dimensional parameters, energy absorption characteristics and other related characteristics of the vehicle front cushion structure described in this example, the vehicle front cushion structure shown in fig. 2 and 3 and the standard cushion structure shown in fig. 1 were selected as test examples and comparative examples. The following tests are completed by an automobile collision test room of the Qinghua university, and the adopted test data is real, effective and reliable.
The specific parameters of the test examples are as follows: the selected front cushion structure shown in fig. 2 is an impact-resistant thin-wall structure made of T700 woven carbon fiber reinforced resin and is manufactured by a non-hot-pressing prepreg forming process. Through a research method combining simulation and test, the volume of the structure body of the front vehicle buffer structure is finally determined to be 230mm multiplied by 146mm multiplied by 200mm, and the mass is 295 g.
Test example test procedure: bonding a fixed plate 1 at the tail part of the front buffering structure of the vehicle on a rigid plane, and vertically and upwards fixedly placing an impact-resistant front end plate 2 of the front buffering structure of the vehicle under a drop hammer; a drop hammer with the mass of 285kg is freely released downwards from a position 3m above the shock-resistant front end plate 2 to impact a front buffer structure, and the initial impact energy is 8379J; finally, the mechanical energy during the falling of the drop hammer is fully absorbed by the cushioning structure.
In the test process, the force of the drop hammer is calculated through a force sensor arranged below the rigid plane and is used as the test force in the impact process; shooting an impact process through a photon high-speed camera, and processing by using image processing software VIC-2D to obtain drop hammer displacement serving as displacement in the impact process so as to obtain a test force-displacement curve a shown in figure 4; calculating the area under a test force-displacement curve a obtained by the test to obtain the energy absorbed by the front buffer structure; the average acceleration when the same force was converted to the test force during impact on a 300kg car was 18.7g with a peak acceleration of 39.2 g.
The indexes obtained in the test examples are as follows: the peak force of the test force was 112kN, the peak acceleration was 39.2g, the average acceleration was 18.7g, the collapse length was 160mm, and the energy absorption was 8379J.
the specific parameters of the comparative examples are as follows: an alternative standard cushioning structure, as shown in figure 1, is made of an energy absorbing foam of the type impaxtm 700. The standard cushioning structure had a bottom dimension of 358mm × 307mm, a height of 256mm and a weight of 680 g.
Comparative example test procedure: bonding a fixing plate 1 of a standard buffer structure on a rigid plane, and vertically and upwards fixedly placing a collision buffer contact part 2' at the head of the standard buffer structure under a drop hammer; a drop weight having a mass of 285kg was released freely downward from a distance of 3m above the collision buffer contact portion 2' to impact the standard buffer structure, with an initial impact energy of 8379J. Finally, the mechanical energy during the falling of the drop hammer is absorbed by the cushioning structure.
The parameter acquisition process in the comparative example test process is the same as that of the test example, and the details of the same parts are omitted. A test force-displacement curve b finally calculated through the comparative test is shown as a curve b in fig. 4, and the energy absorbed by the standard buffer structure is 8379J by calculating the area under the test force-displacement curve b; the average acceleration when the same force was converted to the test force during impact was 11.4g and the peak acceleration was 22.1g when applied to a car having a mass of 300 kg.
The indexes obtained in the comparative example are as follows: the peak force of the test force was 63kN, the peak acceleration was 22.1g, the average acceleration was 11.4g, the collapse length was 210mm, and the energy absorption was 8379J.
The test result shows that compared with the comparative example, the energy absorption effect of the test example can meet the requirement of the competition rule on the basis of the test conditions of absorbing the same impact energy and the like. Compared with a standard buffer structure, the buffer structure can bear higher impact force, has higher impact acceleration and shorter collapse length. Therefore, the vehicle front buffer structure has more excellent energy absorption characteristics, is simple in design, has small volume and mass, and can meet the increasing requirements on aerodynamics and light weight.
In summary, in the vehicle front cushion structure of the present embodiment, an impact-resistant side wall is connected between the fixed plate 1 and the impact-resistant front end plate 2, and a hollow closed space is arranged in the impact-resistant side wall; the lateral wall of shocking resistance is used for absorbing impact energy through the process of continuous fracture conquassation when the front end plate 2 that shocks resistance bears the collision impact to under the outstanding prerequisite of energy-absorbing characteristic of buffer structure before guaranteeing, effectively reduce buffer structure's before the car volume and weight, realize the structure lightweight.
Among this plantago buffer structure, a plurality of bellying 3 and interior concave part 4 that the lateral wall set up through the interval of shocking resistance enclose into the wave in succession to utilize the shape characteristic of this lateral wall effectively to improve plantago buffer structure receiving the conquassation stability of collision impact time, avoid the lateral wall to take place to buckle when conquassation and influence the crushing fracture of lateral wall, thereby further improve plantago buffer structure's energy-absorbing effect.
In the vehicle front buffer structure, the impact-resistant side wall is provided with the inner wall 5, the transition wall 6 and the reinforcing wall 7 which are distributed in a step shape from inside to outside, so that the impact-resistant side wall of the vehicle front buffer structure is induced to be continuously crushed and broken, and the energy absorption effect of the vehicle front buffer structure is improved.
The front buffering structure is made of T700 carbon fiber reinforced resin, and the material has good continuous fracture performance when being impacted, so that the front buffering structure can absorb energy through fracture of material fibers and a matrix in the collision process, namely the impact energy is absorbed through the fracture energy consumed by integral crushing of the carbon fiber reinforced resin.
When this plantago buffer structure installs on the automobile body, except can satisfying the automobile body and having outstanding energy-absorbing characteristic and the light-weighted requirement of structure when the collision, can also satisfy the aerodynamic demand of automobile body when generally marcing, guarantee that the automobile body can not cause harmful effects to the speed of a motor vehicle when the match.
The embodiments of the present invention have been presented for purposes of illustration and description, and are not intended to be exhaustive or limited to the invention in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. The embodiment was chosen and described in order to best explain the principles of the invention and the practical application, and to enable others of ordinary skill in the art to understand the invention for various embodiments with various modifications as are suited to the particular use contemplated.
Claims (10)
1. The vehicle front buffering structure is characterized by comprising a fixed plate and an anti-impact front end plate, wherein an anti-impact side wall is connected between the fixed plate and the anti-impact front end plate, and a hollow closed space is arranged in the anti-impact side wall; the impact-resistant side wall is used for absorbing impact energy through fracture crushing when the impact-resistant front end plate bears collision impact.
2. The vehicle front cushion structure according to claim 1, wherein the impact-resistant side wall includes an inner wall, a transition wall and a reinforcement wall arranged from inside to outside, both ends of the inner wall are respectively connected between the fixed plate and the impact-resistant front end plate, tail ends of the transition wall and the reinforcement wall are respectively fixed on the fixed plate, and front ends of the transition wall and the reinforcement wall are arranged outside the inner wall layer in a stepped manner from inside to outside.
3. The vehicle front impact structure of claim 2, wherein said inner wall, transition wall and reinforcement wall each include one or more auxiliary layers, adjacent layers of said auxiliary layers being in close proximity to each other.
4. the vehicle front cushion structure of claim 3, wherein the number of secondary layers increases from front to rear in axial segments.
5. The vehicle front impact structure according to claim 1, wherein a plurality of convex portions and concave portions are provided on outer portions of the impact-resistant side walls, respectively, and each of the convex portions and the concave portions is provided at intervals.
6. The vehicle front cushion structure of claim 5, wherein each of the convex portion and the concave portion is a curved surface, and adjacent convex portions and concave portions are smoothly connected by the curved surface.
7. The vehicle front impact structure of claim 1, wherein each cross-section of the impact resistant side walls is the same shape.
8. The vehicle front bumper structure according to any one of claims 1 to 7, wherein the impact resistant side wall is made of carbon fiber reinforced resin.
9. The vehicle front cushion structure of claim 8, wherein the carbon fiber reinforced resin is formed by mixing carbon fibers with a resin.
10. a vehicle body characterized by comprising the vehicle front cushion structure according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822158294.7U CN209738999U (en) | 2018-12-21 | 2018-12-21 | Front buffering structure of vehicle and vehicle body with same |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822158294.7U CN209738999U (en) | 2018-12-21 | 2018-12-21 | Front buffering structure of vehicle and vehicle body with same |
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| CN209738999U true CN209738999U (en) | 2019-12-06 |
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| CN201822158294.7U Active CN209738999U (en) | 2018-12-21 | 2018-12-21 | Front buffering structure of vehicle and vehicle body with same |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109624896A (en) * | 2018-12-21 | 2019-04-16 | 北京电子科技职业学院 | A kind of Chinese herbaceous peony buffer structure and the car body with the structure |
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2018
- 2018-12-21 CN CN201822158294.7U patent/CN209738999U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109624896A (en) * | 2018-12-21 | 2019-04-16 | 北京电子科技职业学院 | A kind of Chinese herbaceous peony buffer structure and the car body with the structure |
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