CN211592476U

CN211592476U - Automobile anti-collision beam

Info

Publication number: CN211592476U
Application number: CN201922005094.2U
Authority: CN
Inventors: 李肖; 许浩; 苏干
Original assignee: QIHAO AUTOMOBILE SYSTEM (SUZHOU) CO Ltd
Current assignee: QIHAO AUTOMOBILE SYSTEM (SUZHOU) CO Ltd
Priority date: 2019-11-19
Filing date: 2019-11-19
Publication date: 2020-09-29
Anticipated expiration: 2029-11-19

Abstract

The utility model discloses an automobile anti-collision beam, including the girder and be located the first curb girder and the second curb girder at girder both ends, the inboard of first curb girder is formed with first energy-absorbing box, the inboard of second curb girder is formed with the second energy-absorbing box, at least first energy-absorbing box and first curb girder and/or second energy-absorbing box and second curb girder are the integrative structure of extruding of width direction along automobile anti-collision beam. This scheme design is exquisite, moreover, the steam generator is simple in structure, through the integrative extrusion moulding of roof beam that makes energy-absorbing box and both sides, can effectually save roof beam and energy-absorbing box welded process, and this scheme is extruded with the width direction along car anticollision roof beam, the cross sectional shape of extruding of different positions can be different, therefore can be according to the cross sectional shape of extruding of the different length sections of the nimble design of the bending rigidity needs of different positions, very big reduction the design degree of difficulty, the flexibility of production has been improved, and the different rigidity demands of satisfying that can be better.

Description

Automobile anti-collision beam

Technical Field

The utility model belongs to the technical field of the car and specifically relates to car anticollision roof beam.

Background

The anti-collision beam is a device for reducing the impact energy absorbed when a vehicle is collided, and consists of a main beam, an energy absorption box and a mounting plate connected with the vehicle, wherein the main beam and the energy absorption box can effectively absorb the impact energy when the vehicle is collided at a low speed, so that the damage of the impact force to a vehicle body longitudinal beam is reduced as much as possible, and the anti-collision beam plays a role in protecting the vehicle.

An impact beam assembly, a vehicle body assembly and a vehicle are disclosed in application No. 201810223803.1, wherein the impact beam assembly comprises an impact beam main body and two energy absorption boxes, and the energy absorption boxes are welded with the impact beam main body.

Also disclosed in application No. 201720358477.6 is an aluminum rear impact beam assembly including an aluminum rear impact beam having an elongated shape; two energy absorption boxes made of aluminum are respectively welded on the inner sides of two ends of the rear anti-collision beam.

In the above-described structure, whether the front impact beam or the rear impact beam, the beam body is generally extruded from one end to the other end along the length direction of the impact beam (generally, the width direction of the vehicle body) to form a straight beam, and then the straight beam is bent by punching to form a bow shape, and then various energy absorption boxes are fixed (welded or screwed or otherwise fixed) to the two ends of the beam body to obtain the impact beam.

In the above structure, since the shape of the extruded cross section of the beam main body is uniform at each position, it is not possible to adjust the shape according to the bending rigidity requirement different at each position in actual use, and the design difficulty of the bending rigidity of different regions is large.

Meanwhile, in the above structure, the number of the reinforcing plates and the like in the inner cavity of the beam body is often small due to the limitation of the extrusion direction, so that the bending rigidity of the beam body is relatively weak.

In addition, the beam main body is required to be punched and formed into a bent shape after extrusion is completed, so that the number of process steps is increased, and the specific punched shape is influenced by the shape of a punching die.

Finally, the crash boxes are often separate parts from the beam body and need to be formed separately and then welded, which adds process steps.

SUMMERY OF THE UTILITY MODEL

The utility model aims at solving the above-mentioned problem that exists among the prior art, through the direction of extruding that changes the anticollision roof beam to extrude the length that replaces along the anticollision roof beam along the width direction of anticollision roof beam, can effectual realization roof beam main part and the integrative structure of extruding of energy-absorbing box and can design the bending rigidity requirement of the shape of extruding the cross-section in order to adapt to different positions in different regions in a flexible way, thereby obtain the car anticollision roof beam of a technology and structure simplification.

The purpose of the utility model is realized through the following technical scheme:

the automobile anti-collision beam comprises a main beam, a first side beam and a second side beam, wherein the first side beam and the second side beam are positioned at two ends of the main beam, a first energy absorption box is formed on the inner side of the first side beam, a second energy absorption box is formed on the inner side of the second side beam, and at least the first energy absorption box and the first side beam and/or the second energy absorption box and the second side beam are of an integrally extruded structure along the width direction of the automobile anti-collision beam.

Preferably, in the automobile anti-collision beam, the main beam and the first and second side beams are integrally extruded or welded and/or screwed.

Preferably, in the automobile anti-collision beam, the main beam is formed by extrusion molding along the length direction of the automobile anti-collision beam or formed by extrusion molding along the width direction of the automobile anti-collision beam.

Preferably, in the automobile anti-collision beam, the extruded sections of any two of the main beam, the first side beam, the second side beam, the first energy-absorbing box and the second energy-absorbing box are the same or different in shape.

Preferably, in the automobile impact beam, the shape of the extruded section of the main beam satisfies that the bending rigidity of the main beam is greater than the bending rigidity of the first side beam and the second side beam.

Preferably, in the automobile impact beam, the extruded cross-sectional shape of the main beam and/or the first side beam and/or the second side beam includes a set of triangular holes.

Preferably, in the automobile anti-collision beam, the main beam protrudes from the first side beam and the second side beam or is recessed in the first side beam and the second side beam.

Preferably, in the automobile anti-collision beam, the first side beam and the first energy-absorbing box and/or the second energy-absorbing box and the second side beam are/is provided with coaxial connecting holes.

The utility model discloses technical scheme's advantage mainly embodies:

1. this scheme design is exquisite, moreover, the steam generator is simple in structure, through the integrative extrusion moulding of roof beam that makes energy-absorbing box and both sides, can effectually save roof beam and energy-absorbing box welded process, and this scheme is extruded with the width direction along car anticollision roof beam, the cross sectional shape of extruding of different positions can be different, therefore can be according to the cross sectional shape of extruding of the different length sections of the nimble design of the bending rigidity needs of different positions, very big reduction the design degree of difficulty, the flexibility of production has been improved, and the different rigidity demands of satisfying that can be better.

2. The extrusion mode of this scheme can make the quantity of reinforcing plate in girder and the curb girder inner chamber increase by a wide margin, and it can adopt the structure in triangle-shaped hole simultaneously to improve the bending stiffness of girder and curb girder.

3. The automobile anti-collision beam can be integrally extruded and formed in one step, at the moment, the stamping and bending process of the beam main body is not needed, the welding process of the energy absorption box is also not needed, the processing technology is greatly simplified, and the improvement of the production efficiency is facilitated.

4. The girder of the automobile anti-collision beam can adopt a mode of extruding along the length direction and a mode of adopting a mode of a width direction foundation, is more flexible to apply, can fully utilize produced materials, and avoids the waste of the existing materials.

5. In this scheme, the shape of girder and first curb girder and second curb girder can carry out nimble design according to the space needs of difference, the application requirement that satisfies finite space that can be better, and the suitability is better, and does not receive the restriction of stamping process, and production and processing is more convenient, changes in the realization.

6. The processing method of the scheme changes the inertial extrusion direction in the prior art, changes the inertial thinking, is convenient for production and design, and can effectively improve the processing efficiency and the product quality.

Drawings

Fig. 1 is a schematic structural view of the main beam, the first side beam and the second side beam integrally extruded;

fig. 2 is a schematic structural view of the main beam welded to the first side beam and the second side beam;

fig. 3 is a schematic structural view of the main beam, the first side beam and the second side beam of the present invention being welded and screwed;

FIG. 4 is a schematic structural view of the conventional main beam extending along the length direction of the anti-collision beam;

fig. 5 is a schematic structural view of the outward protrusion of the main beam of the present invention (the basic cross-sectional shape of the main beam is not shown in the figure);

fig. 6 is a schematic structural view of the concave main beam of the present invention (the basic cross-sectional shape of the main beam is not shown in the figure);

fig. 7 is a front view of the present invention.

Detailed Description

Objects, advantages and features of the present invention will be illustrated and explained by the following non-limiting description of preferred embodiments. These embodiments are merely exemplary embodiments for applying the technical solutions of the present invention, and all technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the scope of the present invention.

In the description of the embodiments, it should be noted that the terms "center", "upper", "lower", "first", "second", "front", "back", "vertical", "horizontal", "inner", "outer", and the like 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 referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, 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. In the description of the embodiment, the operator is used as a reference, and the direction close to the operator is a proximal end, and the direction away from the operator is a distal end.

It is right below combining the attached drawing the utility model discloses an automobile anti-collision beam explains the utility model discloses, as shown in figure 1, figure 7, it includes girder 1 and is located first curb girder 2 and the second curb girder 3 at girder 1 both ends, the inboard of first curb girder 2 is formed with first energy-absorbing box 4, the inboard of second curb girder 3 is formed with second energy-absorbing box 5, at least first energy-absorbing box 4 and first curb girder and/or second energy-absorbing box 5 and second curb girder 3 are the integrative structure of extruding of width direction W along automobile anti-collision beam, and in this scheme, when defining automobile anti-collision beam and installing on the automobile body, its the place ahead is the outside, and its rear is inboard, and is width direction by the direction of its top to bottom.

The main beam 1, the first side beam 2, the second side beam 3, the first energy-absorbing box 4 and the second energy-absorbing box 5 may be made of various known feasible crash-proof beam materials by extrusion, for example, they may be made of aluminum, and of course, they may also be made of aluminum alloy, glass fiber reinforced plastic, high-strength steel, etc.

In an embodiment, as shown in fig. 1, the main beam 1 may be integrally extruded with the first side beam 2 and the second side beam 3, and specifically, the main beam is obtained by designing the shape of an extrusion channel of a head of an extruder, where the shapes of the extruder and the head are designed as known technologies and are not described herein. At this moment, the extrusion direction of the main beam 1 is the same as that of the first side beam 2 and the second side beam 3, namely, the main beam is extruded and molded along the width direction of the automobile anti-collision beam, so that the whole automobile anti-collision beam is processed only by extrusion molding of an extruder and is molded at one time without subsequent processes of stamping and welding.

Of course, in another embodiment, the main beam 1 may not be integrally extruded with the first side beam 2 and the second side beam 3, that is, the main beam 1 may be separately extruded and then integrally assembled with the first side beam 2 and the second side beam 3. At this time, as shown in fig. 2 to fig. 3, the main beam 1 may be extruded along the width direction of the automobile anti-collision beam, as shown in fig. 4, the main beam 1 may also be extruded along the length direction of the automobile anti-collision beam according to a conventional process, and may be specifically processed according to actual needs.

During specific assembly, as shown in fig. 2, opposite ends of the main beam 1, the first side beam 2, and the third side beam 3 are all planes, and end faces of two ends of the main beam 1 are smaller than or larger than end faces of the first side beam and the second side beam 3, so that the main beam 1 can be welded with the first side beam 2 and the second side beam 3, for example, the main beam 1 and the first side beam 2 and the second side beam 3 can be connected by welding processes such as laser welding, ultrasonic welding, electric welding, and the like, and a corresponding welding form can be selected according to required structural strength and rigidity of the welding seam 9 of the main beam 1 and the first side beam 2 and the second side beam 3, which is a known technology and is not described.

Of course, in other embodiments, the abutting surfaces of the main beam 1 and the first and

second side beams

2 and 3 may not be flat, but may be mutually engaged saw-toothed surfaces (not shown) or structures (not shown) with matching projections and grooves, so as to increase the structural stability of the main beam 1 when being welded with the first and

second side beams

2 and 3 to some extent.

Further, in order to ensure sufficient connection strength between the main beam 1 and the first side beam 2 and the second side beam 3, as shown in fig. 3, the main beam 1 may be screwed with the first side beam 2 and the second side beam 3 simultaneously, specifically,

connection plates

21, 31 are formed at end surfaces of the first side beam 2 and the second side beam 3 connected with the main beam 1, the

connection plates

21, 31 extend out of inner surfaces and outer surfaces of the first side beam 2 and the second side beam 3, butt-

joint plates

16, 17 are formed at two ends of the main beam 1, and corresponding through holes (not shown in the figure) are formed on the

connection plates

21, 31 and the butt-

joint plates

16, 17, so that the connection between them can be strengthened by passing bolts 7 through the through holes and fixing them by nuts 8, and the impact resistance can be improved.

Of course, in other embodiments, the main beam 1 and the first and

second side beams

2 and 3 may also be connected only by bolts and nuts, and in such a structure, if the automobile anti-collision beam is only partially damaged, the corresponding parts can be conveniently detached and replaced without replacing the whole anti-collision beam, which is beneficial to reducing the maintenance cost.

Meanwhile, the shapes of the extrusion sections of any two of the main beam 1, the first side beam 2, the second side beam 3, the first energy absorption box 4 and the second energy absorption box 5 can be the same or different, and the main beam can be designed according to the bending rigidity requirements of different parts of the automobile anti-collision beam. In general, the shape of the extruded section of the main beam 1 is such that the bending rigidity thereof is greater than the bending rigidity of the first and

second side members

2 and 3.

In a preferred embodiment of the present disclosure, as shown in fig. 1, the shape of the extrusion cross section of the main beam 1 includes a set of triangular holes, the set of triangular holes is formed by the upper plate 11, the lower plate 12 and a plurality of partition plates 13 between the upper plate 11 and the lower plate 12 of the main beam 1, and the extrusion cross section of the main beam 1 is substantially symmetrical, that is, a parallelogram hole 14 and five adjacent triangular holes 15 with different areas are sequentially formed from one end to the middle, and meanwhile, one of the bases of two adjacent triangular holes is the upper plate 11 and one is the lower plate 12.

As shown in fig. 1, the first side beam 2 and the second side beam 3 are symmetrically arranged at two ends of the main beam 1, the shapes of the extruded sections of the first side beam 2 and the second side beam are the same, and preferably, the shapes of the extruded sections of the first side beam 2 and the second side beam 3 also comprise a row of continuous

triangular holes

22 and 32, the

triangular holes

22 and 32 are formed by peripheral plates 23 and 33 of the first side beam 2 and the second side beam 3 and

partition plates

24 and 34 positioned in the peripheral plates 23, the bottom edges of two adjacent triangular holes 22 on the first side beam 2 face inwards and outwards, and the bottom edges of two adjacent triangular holes 32 on the second side beam 3 face inwards and outwards.

As shown in fig. 1, the first energy-absorbing box 4 and the second energy-absorbing box 5 have the same structure and are symmetrically arranged at two ends of the first side beam 2 and the second side beam 3, and the extruded cross sections of the first energy-absorbing box and the second energy-absorbing box are shaped like a Chinese character tian, but can be shaped like other shapes, such as reinforcing

plates

41 and 51 in the cavity of the first energy-absorbing box and the second energy-absorbing box are shaped like an X, a Chinese character mi, or a plurality of layers of parallel plates.

The design is that: the triangular structure has better structural stability, so that the rigidity of the main beam 1 and the first and

second side beams

2 and 3 can be increased, and the deformation resistance is improved; the rigidity of the energy absorption box structure in the shape of the Chinese character 'tian' is lower than that of the main beam 1, the first side beam 2 and the second side beam 3, so that external impact energy can be absorbed better through deformation, and the stability of the whole structure is guaranteed while the energy absorption effect is considered.

Further, the overall shape of the automobile anti-collision beam can be designed according to different installation spaces, the main beam 1 can be a straight beam or a beam with a certain radian, or can be an inward-concave trapezoidal beam or an outward-convex trapezoidal beam, the first side beam 2 and the second side beam 3 are oblique straight beams or beams with a certain bending, and in a preferred embodiment, as shown in fig. 5, when the main beam 1 is a straight beam or an outward-convex trapezoidal beam and the main beam 1 protrudes from the first side beam 2 and the second side beam 3, the automobile anti-collision beam 1 is overall similar to a portal frame shape.

In another embodiment, as shown in fig. 6, when the main beam 1 is concave in a trapezoidal amount and is concave in the first side beam 2 and the second side beam 3, the front convex area of the automobile anti-collision beam is small, i.e. the required installation space is small, so that the use requirement of the limited space can be better adapted.

Finally, for convenience of assembly, as shown in fig. 7, coaxial connecting holes 6 are formed in the first side beam 2 and the first energy-absorbing box 4 and/or the second energy-absorbing box 5 and the second side beam 3, specifically, three connecting holes 6 are formed, and the three connecting holes are distributed in a triangular shape; in actual assembly, the connection between the automobile anti-collision beam and other structures of the automobile body can be realized in a welding mode, a riveting mode and the like.

The scheme further discloses a processing method of the automobile anti-collision beam, which comprises the following steps:

s1, designing the structures of the main beam 1, the first side beam 2, the second side beam 3, the first energy-absorbing box 4 and the second energy-absorbing box 5 according to the bending strength and the integral structure of different positions, for example, designing the shape of the basic section of each part.

S2, designing a corresponding machine head of an extruder according to the designed integral structure of the automobile anti-collision beam, and then integrally extruding a main beam 1, a first side beam 2, a second side beam 3, a first energy absorption box 4 and a second energy absorption box 5 along the width direction of the automobile anti-collision beam through the extruder.

The scheme also discloses another processing method of the automobile anti-collision beam, which is different from the processing method in that: the extrusion process of this scheme is not once only extrudeed and is obtained whole car anticollision roof beam, and it adopts the mode of different positions of substep basis reassembly to realize, and the structure of the aircraft nose of extruder can be simplified to this kind of mode to the existing girder material of utilization that can be better specifically includes following process:

s10, designing structures of a main beam 1, a first side beam 2, a second side beam 3, a first energy-absorbing box 4 and a second energy-absorbing box 5 according to the bending strength of different positions:

s20, integrally extruding a first component comprising a first side beam 2 and a first energy absorption box 4 along the width direction of the automobile anti-collision beam through an extruder;

s30, integrally extruding a second member comprising a second side beam 3 and a second energy absorption box 5 along the width direction of the automobile anti-collision beam through an extruder;

s40, extruding the main beam 1 along the width direction or the length direction of the automobile anti-collision beam through an extruder;

and S50, welding and/or screwing the main beam 1, the first member and the second member into a whole.

Of course, in the above process, the labels of S20, S30, and S40 are not the only limitations on the specific process, and the operation contents of the above steps S20 to S40 may be arbitrarily exchanged.

The connecting hole 6 may be formed after the first side beam 2, the second side beam 3, the first energy-absorbing box 4 and the second energy-absorbing box 5 are extruded and molded, and may be specifically implemented in a feasible manner such as drilling, laser drilling, and the like, which is known in the art and is not described in detail.

The utility model has a plurality of implementation modes, and all technical schemes formed by adopting equivalent transformation or equivalent transformation all fall within the protection scope of the utility model.

Claims

1. Automobile anticollision roof beam, its characterized in that: the automobile bumper beam comprises a main beam (1), a first side beam (2) and a second side beam (3), wherein the first side beam (2) and the second side beam (3) are positioned at two ends of the main beam (1), a first energy absorption box (4) is formed on the inner side of the first side beam (2), a second energy absorption box (5) is formed on the inner side of the second side beam (3), and at least the first energy absorption box (4) and the first side beam and/or the second energy absorption box (5) and the second side beam (3) are of an integrally extruded structure along the width direction of the automobile bumper beam.

2. The automotive impact beam of claim 1, wherein: the main beam (1) and the first side beam (2) and the second side beam (3) are integrally extruded into a structure or the main beam (1) and the first side beam (2) and the second side beam (3) are welded and/or screwed.

3. The automotive impact beam of claim 1, wherein: the main beam (1) is formed by extrusion molding along the length direction of the automobile anti-collision beam or formed by extrusion molding along the width direction of the automobile anti-collision beam.

4. The automotive impact beam of claim 1, wherein: the shapes of the extrusion sections of any two of the main beam (1), the first side beam (2), the second side beam (3), the first energy absorption box (4) and the second energy absorption box (5) are the same or different.

5. The automotive impact beam of claim 1, wherein: the shape of the extrusion section of the main beam (1) meets the condition that the bending rigidity of the main beam is larger than the bending rigidity of the first side beam (2) and the second side beam (3).

6. The automobile impact beam as claimed in any one of claims 1 to 5, wherein: the extruded cross-sectional shape of the main beam (1) and/or the first side beam (2) and/or the second side beam (3) comprises a set of triangular holes.

7. The automobile impact beam as claimed in any one of claims 1 to 5, wherein: the main beam (1) protrudes out of the first side beam (2) and the second side beam (3) or the main beam (1) is recessed in the first side beam (2) and the second side beam (3).

8. The automobile impact beam as claimed in any one of claims 1 to 5, wherein: and coaxial connecting holes (6) are formed in the first side beam (2) and the first energy absorption box (4) and/or the second energy absorption box (5) and the second side beam (3).