CN215706138U - Variable camber variable cross-section's automobile anticollision roof beam - Google Patents
Variable camber variable cross-section's automobile anticollision roof beam Download PDFInfo
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- CN215706138U CN215706138U CN202121026886.9U CN202121026886U CN215706138U CN 215706138 U CN215706138 U CN 215706138U CN 202121026886 U CN202121026886 U CN 202121026886U CN 215706138 U CN215706138 U CN 215706138U
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Abstract
The utility model provides a variable camber variable cross section's automobile anti-collision beam, includes crossbeam and energy-absorbing box, the section shape of crossbeam is closed shape, and the crossbeam lateral surface is variable camber curve at xy plane projection, and the crossbeam comprises five sections, and the crossbeam middle part is the middle part section, middle part section bilateral symmetry connects the changeover portion, and two tip sections that the symmetry set up are connected respectively to each changeover portion, and middle part section curvature radius is great, and the curvature radius of changeover portion reduces gradually from middle part section to tip section, and the curvature radius of tip section is great or for straight section, and the section shape of crossbeam reduces gradually to the height dimension of both ends crossbeam by the centre, and the width size of crossbeam increases gradually. The anti-collision beam can better meet the working conditions of MPDB and small offset collision regulations, has higher Y-direction span, higher material strength and better deformation mode compared with the traditional rolling anti-collision beam, and has better consistency and light weight compared with the traditional hot forming stamping anti-collision beam and combined anti-collision.
Description
Technical Field
The utility model relates to an automobile safety part, in particular to an automobile anti-collision beam with variable curvature and variable cross section, belonging to the technical field of automobiles.
Background
The frontal collision accident of the automobile brings great loss to passengers. MPDB regulations are introduced by C-NCAP version 2021, a test vehicle and a collision trolley are specified to collide with each other at a relative speed of 50km/h and a vehicle body overlapping rate of 50%, the protection of passengers is examined, and meanwhile, the aggressivity of the barrier vehicle, namely the compatibility of collision is further examined. In addition, the research and development (C-IASI) in 2018 introduced a very challenging small offset collision code (SOB) which stipulates that a test vehicle has a front impact overlap of only 25% at a speed of 64km/h and investigated a form of accident with a high incidence and mortality rate. To meet the MPDB regulation requirements, a larger contact area of the front collision system and the barrier vehicle and sufficient overall rigidity are required; in order to meet the requirements of the SOB regulations, the contact area of the end part of the collision system needs to be increased, the collision energy absorption is increased as much as possible, and the impact on a passenger compartment is reduced. The main structure of the anti-collision beam serving as a front anti-collision system plays a role in lifting weight in MPDB and SOB, and for the requirements of MPDB and SOB regulations, the y-direction span and the z-direction span of the beam need to be increased as much as possible, and meanwhile, the bending resistance of the middle area of the beam is improved as much as possible.
The prior art has the following problems: the equal-curvature rolled anti-collision beam is influenced by materials and processes, the curvature is difficult to be very large, the y-direction span is small in consideration of the influence of the front edge shape of an automobile, the contact area with a fixed barrier in an SOB experiment is small, and the blocking effect is limited. Compared with the equal-curvature rolled anti-collision beam, the variable-curvature rolled anti-collision beam has the advantages that the bending angle of the end part of the outer arc surface of the beam is increased, the y-direction span of the beam is further increased, but the variable-curvature rolled anti-collision beam is limited by material performance and a forming process, and is difficult to apply to ultra-high-strength steel (the tensile strength is greater than 1000Mpa grade material), meanwhile, the space of an energy absorption box is also compressed by adopting the equal section shape for the section shape of the end part, so that collision energy absorption is reduced, and SOB and MPDB regulations are difficult to meet.
SUMMERY OF THE UTILITY MODEL
Aiming at overcoming the defects of the prior art, the utility model provides the variable-curvature variable-cross-section automobile anti-collision beam and the preparation method thereof.
The problem of the utility model is realized by the following technical scheme:
the utility model provides a variable camber variable cross section's crashproof roof beam of car, includes that crossbeam and symmetry install the energy-absorbing box in the crossbeam both sides, the section of crossbeam appears for closed shape, and the crossbeam lateral surface is variable camber curve at xy plane projection, and the crossbeam comprises five sections, and the crossbeam middle part is the middle part section, middle part section bilateral symmetry connection changeover portion, and two tip sections that the symmetry set up are connected respectively to each changeover portion, and middle part section curvature radius is great, and the curvature radius of changeover portion reduces gradually from middle part section to tip section, and the curvature radius of tip section is great or for straight section, and the section of crossbeam appears by the middle height dimension who reduces gradually to both ends crossbeam, and the width size of crossbeam increases gradually.
In the variable-curvature variable-section automobile anti-collision beam, the included angle between the tangent line at the end part of the cross beam and the tangent line in the middle of the cross beam is gamma, and the value range of gamma is 15-45 degrees; the connecting position of the middle section and the transition section is provided with an outer arc surface profiling area.
According to the variable-curvature variable-section automobile anti-collision beam, the section in the middle of the beam is in a spindle shape with inner and outer cambered surfaces both concave, the concave parts from the middle to the outer side surfaces on two sides become shallow gradually until the sections on two sides of the beam are concave, and the concave parts on the inner side surface of the beam are attached to the outer side surfaces at the end part of the beam.
According to the automobile anti-collision beam with the variable curvature and the variable cross section, the section in the middle of the beam is concave, the concave part is positioned on the outer arc surface of the beam, and the concave part of the section from the middle to the two sides becomes shallow gradually until the sections on the two sides of the beam are rectangular.
The height of the middle section of the beam is 40-70 mm, and the width of the middle section of the beam is 110-150 mm.
The variable-curvature variable-section automobile anti-collision beam is characterized in that the energy absorption boxes are connected to the end sections of the two sides of the beam.
Compared with the prior art, the utility model has the following main advantages: 1. the beam of the anti-collision beam can realize the camber change of the outer arc surface of the beam, greatly improves the bending angle between the end part and the middle area compared with a camber-changed rolled anti-collision beam, can match the skin boundary of the beam to the maximum extent, increases the Y-direction span of the beam to the maximum extent, and is favorable for passing a small offset collision rule; 2. the shape and the size of the cross beam can be changed along with the change of the y-direction position by the intersection of the point normal plane corresponding to the extrados surface of the cross beam, and the size of the cross beam can be adjusted according to the deformation of each position of the cross beam. The bending resistance of the middle area of the cross beam and the area of the outer arc surface of the end part are improved through the reasonable design of the section shape, MPDB and small offset collision rules are facilitated, the structure of the side beam is flexibly designed according to the stress characteristics of the side beam, and the strength of the middle section of the cross beam can be improved through the structural design; 3. the deformation of the crossbeam in the MPDB collision working condition can be effectively coordinated through the arrangement of the crossbeam outer arc compression area, the bending position of the crossbeam is guided, the y-direction component force of the crossbeam bending deformation on the far-end energy absorption box and the longitudinal beam is reduced, and the instability risk of the longitudinal beam and the energy absorption box in an MPDB collision experiment is reduced. Meanwhile, the added U-shaped area can effectively reduce the deformation of the middle part of the beam in the RCAR BUMPER experiment, and the low-speed collision maintenance cost of the automobile is reduced. In conclusion, the anti-collision beam can better meet the working conditions of MPDB and small offset collision regulations, and compared with the traditional rolled anti-collision beam, the automobile anti-collision beam with variable curvature and variable cross section has higher Y-direction span, higher material strength and better deformation mode, and has better consistency and light weight advantages compared with the traditional hot-forming stamping anti-collision beam and combined anti-collision beam.
Drawings
The utility model will be further explained with reference to the drawings.
Fig. 1 is a schematic structural view of an impact beam according to the present invention (a cross beam is a first embodiment);
FIG. 2 is a bottom view of FIG. 1;
FIG. 3 is a top view of FIG. 1;
FIGS. 4-8 are sectional views, in sequence, of section A-A, B-B, C-C, D-D, E-E of FIG. 1;
FIG. 9 is a schematic structural view of a second embodiment of a beam;
FIG. 10 is a front view of FIG. 9;
FIG. 11 is a top view of FIG. 9;
FIG. 12 is a bottom view of FIG. 9;
fig. 13-17 are sectional views, in sequence, of section a-A, B-B, C-C, D-D, E-E of fig. 10.
The list of labels in the figure is: 1. the energy absorption device comprises a beam, 1-1 parts of middle sections, 1-2 parts of transition sections, 1-3 parts of end sections, 1-4 parts of outer arc surface profiling areas and 2 parts of energy absorption boxes.
Detailed Description
Referring to fig. 1-3, the impact beam of the present invention includes a beam 1 and energy-absorbing boxes 2 symmetrically installed on both sides of the beam, and a major improvement of the present invention is embodied in the beam. The cross section of the beam is in a closed shape, the projection of the outer side surface of the beam on an xy plane is a variable curvature curve, and the shape of the automobile skin is matched as much as possible. The beam is composed of five sections, the middle part of the beam is a middle section 1-1, the two sides of the middle section are symmetrically connected with transition sections 1-2, and each transition section is respectively connected with two end sections 1-3 which are symmetrically arranged. The middle section has larger curvature radius and gentle tendency, which is beneficial to the uniform stress of the barrier under the MPDB working condition. The curvature and the shape of the outer arc surface of the cross beam at the end section depend on the shape of a skin, and the end section of the cross beam can be designed into a structure with a larger curvature radius or even a straight structure and also can be designed into a larger curvature form on the basis of the principle of being beneficial to increasing the Y-direction span. The curvature radius of the transition section is gradually reduced from the middle section to the end section, and the curvature of the transition section is in a continuous change mode and is specifically determined according to the peripheral modeling and the deformation form of the collision simulation analysis beam. The included angle between the tangent line of the end part of the cross beam and the tangent line of the middle part of the cross beam is gamma, and the value range of the gamma is 15-45 degrees; the connecting position of the middle section and the transition section is provided with an outer arc surface profiling area 1-4, and the outer arc surface profiling area is provided with an inwards concave U-shaped groove. The width of the U-shaped groove of the profiling area of the outer arc surface is 30-80mm, and the depth is 3-15 mm. The deformation of the cross beam in the MPDB collision working condition can be effectively coordinated by arranging the outer arc surface profiling area, the bending position of the cross beam is guided, the y-direction component force of the bending deformation of the cross beam on the far-end energy absorption box and the longitudinal beam is reduced, and the instability risk of the longitudinal beam and the energy absorption box in an MPDB collision experiment is reduced. Meanwhile, the added U-shaped area can effectively reduce the deformation of the middle part of the beam in the RCAR BUMPER experiment, and the low-speed collision maintenance cost of the automobile is reduced. The two energy absorption boxes are connected to the end sections of the two sides of the beam.
The cross-section of the beam gradually decreases in height (X-dimension) from the middle to the two ends, and the width (Y-dimension) of the beam gradually increases. The thickness of the cross beam from the middle section to the end section is gradually reduced, the main purpose is to increase the bending resistance of the middle section of the cross beam, and meanwhile, the reduction of the thickness of the end section is beneficial to increasing the length of the energy absorption box and increasing the energy absorption space; cut the shape from the crossbeam middle part and cut shape width size to the tip and increase gradually, main aim at increases the area of contact of anticollision roof beam and barrier, when reducing MPDB operating mode with the barrier contact pressure, reduce the barrier invasion volume, increased the Z of tip simultaneously to the size, be favorable to in the SOB collision experiment with the area of contact of barrier, reach comparatively effectual blockking, and then transmit the collision force for the longeron more effectually. Referring to fig. 1 and 4-8, there is shown a schematic cross-sectional view of a first embodiment of the beam. The cross section A-A in the middle of the beam of the embodiment is shown in figure 4, and the inner cambered surface and the outer cambered surface of the beam are both concave inwards and are spindle-shaped. From the middle of the beam to both sides, the concave part of the outer side surface of the beam becomes gradually shallow as shown in fig. 5 and 6 until the cross-beam is in a concave shape as shown in fig. 7, and at the end of the beam, the concave part of the inner side surface of the beam is attached to the flat part of the outer side surface as shown in fig. 8. The perimeter dimension remains constant from the cross beam mid-section to the end section. The cross beam section design can further improve the bending resistance of the cross beam in the whole collision deformation process and improve the whole energy absorption effect; the outer cambered surface of the end part of the cross beam is almost attached to the inner cambered surface, so that the rigidity and the strength of the end part of the cross beam can be improved, the impact resistance of the end part of the cross beam is improved, and particularly, the barrier is blocked more during an SOB (sequence of bus) experiment.
Fig. 9-12 are schematic structural views of a second embodiment of the beam, and fig. 13-17 are sectional views of the second embodiment of the beam taken at section a-A, B-B, C-C, D-D, E-E. In the embodiment, the cross beam is concave in middle section, and the outer arc surface is provided with the U-shaped reinforcing ribs. The concave parts of the U-shaped reinforcing ribs are gradually shallower from the middle of the cross beam to the two sides, as shown in fig. 15 and 16, until the cross beam is rectangular in section at the two sides, as shown in fig. 16 and 17. The perimeter size of the cross beam from the middle section to the end section is kept unchanged. The second embodiment is simpler in section than the first embodiment, and its design concept is similar to that of the first embodiment.
The beam of the variable-curvature variable-section automobile anti-collision beam is prepared by a rolling process and a hot-air expansion forming process in sequence, so that the requirements on the geometric shape of the beam are met, the ultrahigh-strength performance requirement is met, and the higher machining precision requirement can be met. And assembling the energy absorption box on the prepared beam to obtain the variable-curvature variable-section automobile anti-collision beam.
Claims (6)
1. The utility model provides a variable camber variable cross section's automobile anti-collision beam, includes that crossbeam and symmetry install the energy-absorbing box in crossbeam both sides, its characterized in that: the section shape of crossbeam is closed shape, and the crossbeam lateral surface is the curvature-variable curve in xy plane projection, and the crossbeam comprises five sections, and the crossbeam middle part is the middle part section, middle part section bilateral symmetry connects the changeover portion, and two tip sections that the symmetry set up are connected respectively to each changeover portion, and middle part section curvature radius is great, and the curvature radius of changeover portion reduces from middle part section to tip section gradually, and the curvature radius of tip section is great or for straight section, and the section shape of crossbeam reduces to the high dimension of both ends crossbeam by the centre gradually, and the width size of crossbeam increases gradually.
2. The variable curvature and variable cross-section automotive impact beam of claim 1, wherein: the included angle between the tangent line of the end part of the cross beam and the tangent line of the middle part of the cross beam is gamma, and the value range of the gamma is 15-45 degrees; the connecting position of the middle section and the transition section is provided with an outer arc surface profiling area.
3. The variable curvature and variable cross-section automotive impact beam of claim 2, wherein: the section in the middle of the cross beam is in a spindle shape with inner and outer cambered surfaces both concave, the concave parts from the middle to the outer side surfaces on two sides become shallow gradually until the section on two sides of the cross beam is in a concave shape, and the concave parts on the inner side surface of the cross beam are attached to the outer side surfaces at the end part of the cross beam.
4. The variable curvature and variable cross-section automotive impact beam of claim 2, wherein: the cross beam is concave in the middle, the concave part is positioned on the outer arc surface of the cross beam, and the concave part of the cross beam gradually becomes shallow from the middle to the two sides until the cross beam is rectangular in the two sides.
5. The variable curvature variable cross-section automotive impact beam of claim 3 or 4, wherein: the height of the middle section of the beam is 40mm-70mm, and the width of the middle section of the beam is 110mm-150 mm.
6. The variable curvature and variable cross-section automotive impact beam of claim 5, wherein: the two energy absorption boxes are connected to the end sections of the two sides of the beam.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121026886.9U CN215706138U (en) | 2021-05-14 | 2021-05-14 | Variable camber variable cross-section's automobile anticollision roof beam |
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| CN202121026886.9U CN215706138U (en) | 2021-05-14 | 2021-05-14 | Variable camber variable cross-section's automobile anticollision roof beam |
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| CN215706138U true CN215706138U (en) | 2022-02-01 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN113335211B (en) * | 2021-05-14 | 2024-07-05 | 凌云工业股份有限公司 | Variable-section variable-curvature closed anti-collision beam and beam manufacturing method |
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2021
- 2021-05-14 CN CN202121026886.9U patent/CN215706138U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN113335211B (en) * | 2021-05-14 | 2024-07-05 | 凌云工业股份有限公司 | Variable-section variable-curvature closed anti-collision beam and beam manufacturing method |
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