CN221660844U - Automobile collision energy-absorbing bracket, automobile collision reinforcing device and automobile - Google Patents

Abstract

The utility model provides an automobile collision energy-absorbing support, automobile collision reinforcing apparatus and car, includes the support body, and the support body includes energy-absorbing board and honeycomb, and honeycomb presss from both sides and locates and form banded intermediate layer between the energy-absorbing board, and energy-absorbing board both ends are equipped with the bracket connection arm respectively. According to the utility model, the aluminum automobile collision energy-absorbing brackets with honeycomb structures are symmetrically arranged between the front wheels on two sides of the automobile and the torsion box, and when 25% offset collision occurs, the tires firstly collide with the automobile collision energy-absorbing brackets, the torsion box can be impacted after the automobile collision energy-absorbing brackets deform, so that excessive invasion caused by direct collision between the tires and the torsion box is avoided, the safety of passengers in the automobile is protected, the automobile collision energy-absorbing brackets reduce the processing difficulty and the processing cost, the reliability of the structure is improved, the weight of parts is realized, the connection strength between the side wall reinforcing plate and the front longitudinal beam is enhanced, and the risk of cracking of the front longitudinal beam is avoided.

Description

Automobile collision energy absorbing bracket, automobile collision reinforcing device and automobile

Technical Field

The utility model belongs to the technical field of automobiles, and in particular relates to an automobile collision energy absorbing bracket, an automobile collision reinforcing device and an automobile.

Background Art

Automobile safety is an invisible and intangible technical indicator. For ordinary consumers, the most intuitive way to judge whether a car is safe is to look at the data of collision test institutions, such as the US IIHS and Europe's E-NCAP. In China, China Automotive Research Institute C-NCAP and China Insurance Research Institute C-IASI are both relatively authoritative evaluation institutions. Among the various collision test items, 25% offset collision test and 100% frontal collision are often heard of, but 25% offset collision is much more stringent and is considered to be a test that no car company can "cheat". It directly reflects the safety of the body structure. In the past, low-end and mid-end models could meet the requirements of small offset collisions only through local sheet metal optimization design and reasonable selection of materials. Due to the large number of configurations and large curb weight of D-class cars, when a small offset collision occurs, the front wheel of the vehicle will directly hit the body sheet metal. Only through local structural optimization or material optimization, it is impossible to meet the requirements of small offset collisions.

Summary of the invention

The utility model provides an automobile collision energy absorbing bracket, an automobile collision reinforcement device and an automobile. By symmetrically arranging an aluminum automobile collision energy absorbing bracket with a honeycomb structure between the front wheels and the torsion box on both sides of the automobile, when the vehicle has a 25% offset collision, the tire first hits the automobile collision energy absorbing bracket, which can play a collision buffering role on the front door sill and the front longitudinal beam. After the automobile collision energy absorbing bracket is deformed, it hits the torsion box, which can avoid the tire and the torsion box from directly colliding and causing excessive intrusion, and better ensure the safety of passengers in the car. The structural design and materials used in the automobile collision energy absorbing bracket realize lightweight parts. The aluminum profile used in the automobile collision energy absorbing bracket is obtained by a uniform cross-section extrusion process, which has low processing difficulty, low processing cost, high processing efficiency, and increases the reliability of the structure. In addition, the installation of the automobile collision energy absorbing bracket also avoids the risk of cracking of the front longitudinal beam due to insufficient connection strength between the side reinforcement plate and the front longitudinal beam.

The specific contents of the plan are as follows:

An automobile collision energy absorbing bracket comprises a bracket body, wherein the bracket body comprises energy absorbing plates and a honeycomb structure, wherein the honeycomb structure is sandwiched between the energy absorbing plates to form a strip-shaped interlayer, and bracket connecting arms are respectively arranged at both ends of the energy absorbing plates.

The honeycomb structure of the car collision energy absorption bracket is sandwiched between the energy absorption plates to form a strip-shaped interlayer. The two ends of the energy absorption plates are provided with bracket connecting arms for fixing the outer plate and the side reinforcement plate of the front longitudinal beam. The honeycomb structure of the car collision energy absorption bracket has a very good energy absorption and buffering effect. When the car has a 25% offset collision, the tire first hits the car collision energy absorption bracket. Only when the impact force is too large and the car collision energy absorption bracket is completely deformed, the tire will collide with the torsion box. This can avoid the tire directly colliding with the torsion box, resulting in excessive intrusion and threatening the safety of passengers in the car.

Furthermore, the honeycomb structure includes a quadrilateral honeycomb structure and a triangular honeycomb structure.

The reason why the automobile collision energy absorption bracket adopts honeycomb structure design is that the stress level and energy absorption rate of the honeycomb structure under dynamic load are higher than those of static/quasi-static. It is used as a sandwich protection structure to resist severe dynamic loads. There are two types of honeycomb structures, one is a quadrilateral honeycomb structure and the other is a triangular honeycomb structure. The quadrilateral honeycomb structure is used near the side reinforcement plate to meet the process feasibility. However, the quadrilateral honeycomb structure has weaker force absorption and energy buffering capacity than the triangular honeycomb structure. Therefore, the triangular honeycomb structure is used away from the side reinforcement plate and close to the front longitudinal beam. When a 25% offset collision occurs, the wheel first hits the quadrilateral honeycomb structure, absorbs part of the energy and plays a certain buffering role, and then hits the triangular honeycomb structure. The triangular honeycomb structure has a stronger force absorption and energy buffering capacity, which can achieve better anti-collision effect and more effectively protect the safety of passengers in the car. On the premise of meeting the collision strength requirements, the honeycomb structure realizes the lightweight of parts and achieves the best balance between weight and performance.

Furthermore, a first recessed portion and a second recessed portion are arranged in opposite directions on the energy absorbing plate. The first recessed portion is arranged at the quadrilateral honeycomb structure, and the second recessed portion is arranged at the triangular honeycomb structure.

The first recessed portion is provided to avoid the flange of the side reinforcement plate, and the second recessed portion is provided to avoid the wheel, while the cross-sectional area of the vehicle collision energy absorbing bracket can be reduced.

Furthermore, an inclined reinforcing rib is provided between the second recessed portion and the bracket connecting arm connected to the triangular honeycomb structure.

An inclined reinforcing rib is provided between the second recessed portion and the bracket connecting arm connected to the triangular honeycomb structure, which can strengthen the fixed connection between the bracket connecting arm and the energy absorbing plate, thereby avoiding the problem of direct breakage between the bracket connecting arm and the car collision energy absorbing bracket caused by tire collision.

Furthermore, the material of the bracket body is an aluminum profile obtained by a uniform cross-section extrusion process.

The material of the automobile collision energy absorption bracket is aluminum profile, which has the characteristics of high strength, high hardness and light weight. The aluminum profile of the automobile collision energy absorption bracket is obtained by the equal-section extrusion process. This processing technology has low difficulty, high processing rate and low processing cost. At the same time, it increases the reliability of the structure. Under the premise of meeting the collision strength requirements, the automobile collision energy absorption bracket can achieve lightweight parts.

A vehicle collision reinforcement device comprises a side reinforcement plate, a front longitudinal beam, a torsion box and the vehicle collision energy absorbing bracket. The vehicle collision energy absorbing bracket is arranged in front of the torsion box and is fixedly connected to the side reinforcement plate and the outer plate of the front longitudinal beam.

Furthermore, the bracket connecting arm adjacent to the quadrilateral honeycomb structure is fixedly connected to the side panel reinforcement plate, and the bracket connecting arm adjacent to the triangular honeycomb structure is fixedly connected to the outer plate of the front longitudinal beam.

The automobile collision energy-absorbing bracket adopts a quadrilateral honeycomb structure at the fixed connection with the side reinforcement plate to meet the requirements of process feasibility; the triangular honeycomb structure is designed at the fixed connection with the outer panel of the front longitudinal beam to improve the energy absorption and buffering effect.

Furthermore, a bolt mounting hole is provided on the bracket connecting arm, and the bracket connecting arm is screwed to the side reinforcement plate and the outer plate of the front longitudinal beam.

The automobile collision energy absorbing bracket is screwed to the side reinforcement plate and the outer plate of the front longitudinal beam through the bolt mounting holes arranged on the bracket connecting arm, thereby strengthening the connection strength between the side reinforcement plate and the front longitudinal beam and avoiding cracking of the front longitudinal beam.

A car comprises the car collision reinforcement device, wherein the car collision reinforcement device is symmetrically arranged between the front wheels and the torsion box on both sides of the car.

The car collision reinforcement device is symmetrically arranged between the front wheels and the torsion box on both sides of the car, ensuring that no matter a 25% offset collision occurs on either side of the front of the car, it can play a role in buffering and preventing collisions and protecting the safety of passengers in the car.

Compared with the prior art, the utility model has the following beneficial effects:

1. The utility model is to symmetrically arrange the automobile collision energy absorbing bracket between the front wheels on both sides of the automobile and the torsion box. When the vehicle has a 25% offset collision, the tire first hits the automobile collision energy absorbing bracket, which can play a collision buffering role on the front door sill and the front longitudinal beam. After the automobile collision energy absorbing bracket is deformed, it will hit the torsion box, avoiding the tire from directly colliding with the torsion box and causing excessive intrusion, thereby playing a better role in protecting the safety of passengers in the car.

2. The automobile collision energy-absorbing bracket of the utility model adopts a honeycomb structure, which takes advantage of the fact that the stress level and energy absorption rate of the honeycomb structure under dynamic load are higher than those in static/quasi-static conditions, and the energy absorption and buffering capacity is strong. As a sandwich protection structure, it can resist severe dynamic loads and play a good energy absorption and buffering role when a 25% collision occurs in the automobile.

3. The material of the automobile collision energy absorption bracket of the utility model is aluminum profile. Aluminum alloy itself has the characteristics of high strength, high hardness and light weight. Combined with the honeycomb structure design of the automobile collision energy absorption bracket, the automobile collision energy absorption bracket achieves lightweight parts while meeting the collision strength requirements, achieving the best balance between weight and performance. The aluminum profile of the automobile collision energy absorption bracket adopts the equal-section extrusion process, which has low processing difficulty and processing cost, high processing rate, and increases the reliability of the structure.

4. The fixed connection between the automobile collision energy absorbing bracket of the utility model and the outer plate of the front longitudinal beam and the side reinforcement plate strengthens the connection strength between the side reinforcement plate and the front longitudinal beam, avoiding the risk of cracking of the front longitudinal beam.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic structural diagram of an automobile collision energy absorbing bracket of the present utility model;

FIG2 is a side view of the automobile collision energy absorbing bracket of the present invention;

FIG. 3 is a schematic structural diagram of the automobile collision reinforcement device of the present utility model.

In the figure: 1. bracket body; 1-1. energy absorption plate; 1-2. honeycomb structure; 1-2-1. quadrilateral honeycomb structure; 1-2-2. triangular honeycomb structure; 1-3. bracket connecting arm; 1-3-1. bolt mounting hole; 1-4. first recessed portion; 1-5. second recessed portion; 1-6. inclined reinforcement rib; 2. side reinforcement plate; 3. front longitudinal beam; 3-1. outer plate of the front longitudinal beam; 4. torque box.

DETAILED DESCRIPTION

In order to make the purpose, technical solution and advantages of the utility model clearer, the utility model will be further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

The terms used in the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The singular forms "a", "said" and "the" used in the present invention and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings, and "multiple" generally includes at least two.

It should be noted that the directions or positional relationships indicated by the terms "front", "rear", "inside" and "outside" in the present invention are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

It should be particularly noted that any symbols and/or numbers in the specification that are not marked in the accompanying drawings are not drawing marks.

The following describes in detail an embodiment of an automobile collision energy absorbing bracket, an automobile collision reinforcement device and an automobile according to the utility model in conjunction with Figures 1, 2 and 3.

Embodiment 1:

A car collision energy absorbing bracket, as shown in Figures 1 and 2, includes a bracket body 1, the bracket body 1 includes energy absorbing plates 1-1 and a honeycomb structure 1-2, the honeycomb structure 1-2 is sandwiched between the energy absorbing plates 1-1 to form a strip-shaped interlayer, and bracket connecting arms 1-3 are respectively provided at both ends of the energy absorbing plates 1-1.

The honeycomb structure 1-2 includes a quadrilateral honeycomb structure 1-2-1 and a triangular honeycomb structure 1-2-2.

The energy absorbing plate 1-1 is provided with a first recessed portion 1-4 and a second recessed portion 1-5 in reverse. The first recessed portion 1-4 is provided at the quadrilateral honeycomb structure 1-2-1, and the second recessed portion 1-5 is provided at the triangular honeycomb structure 1-2-2.

An inclined reinforcing rib 1-6 is provided between the second recessed portion 1-5 and the bracket connecting arm 1-3 connected to the triangular honeycomb structure 1-2-2.

The material of the bracket body 1 is an aluminum profile obtained by a uniform cross-section extrusion process.

Embodiment 2:

The utility model also provides an automobile collision reinforcement device, as shown in Figure 3, an automobile collision reinforcement device, including a side reinforcement plate 2, a front longitudinal beam 3, a torsion box 4 and the automobile collision energy absorbing bracket, the automobile collision energy absorbing bracket is arranged in front of the torsion box 4 and is fixedly connected to the side reinforcement plate 2 and the outer plate 3-1 of the front longitudinal beam 3.

The bracket connecting arm 1 - 3 adjacent to the quadrilateral honeycomb structure 1 - 2 - 1 is fixedly connected to the side reinforcement plate 2 , and the bracket connecting arm 1 - 3 adjacent to the triangular honeycomb structure 1 - 2 - 2 is fixedly connected to the outer plate 3 - 1 of the front longitudinal beam 3 .

A bolt mounting hole 1 - 3 - 1 is provided on the bracket connecting arm 1 - 3 , and the bracket connecting arm 1 - 3 is screwed to the outer plate 3 - 1 of the side reinforcement plate 2 and the front longitudinal beam 3 .

Embodiment 3:

The utility model also provides a car, comprising the car collision reinforcement device, wherein the car collision reinforcement device is symmetrically arranged between the front wheels and the torque box 4 on both sides of the car.

The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (9)

1. The automobile collision energy-absorbing bracket is characterized by comprising a bracket body (1), wherein the bracket body (1) comprises an energy-absorbing plate (1-1) and a honeycomb structure (1-2), the honeycomb structure (1-2) is clamped between the energy-absorbing plates (1-1) to form a strip-shaped interlayer, and bracket connecting arms (1-3) are respectively arranged at two ends of the energy-absorbing plate (1-1).

2. The vehicle crash energy absorption bracket according to claim 1, characterized in that the honeycomb structure (1-2) comprises a quadrangular honeycomb structure (1-2-1) and a triangular honeycomb structure (1-2-2).

3. The automobile crash energy absorption bracket according to claim 2, wherein a first concave portion (1-4) and a second concave portion (1-5) are reversely arranged on the energy absorption plate (1-1), the first concave portion (1-4) is arranged at the quadrangular honeycomb structure (1-2-1), and the second concave portion (1-5) is arranged at the triangular honeycomb structure (1-2-2).

4. A car crash energy absorbing bracket according to claim 3, characterized in that a sloping reinforcing rib (1-6) is arranged between the second recess (1-5) and the bracket connecting arm (1-3) connected with the triangular honeycomb structure (1-2-2).

5. The vehicle crash energy absorption bracket according to claim 4, characterized in that the bracket body (1) is made of an aluminum profile obtained by a constant cross section extrusion process.

6. An automobile collision reinforcing device is characterized by comprising a side wall reinforcing plate (2), a front longitudinal beam (3), a torsion box (4) and an automobile collision energy absorption bracket as claimed in any one of claims 1-5, wherein the automobile collision energy absorption bracket is arranged in front of the torsion box (4) and is fixedly connected with the side wall reinforcing plate (2) and an outer plate (3-1) of the front longitudinal beam (3).

7. The automobile crash reinforcing apparatus according to claim 6, wherein the bracket connecting arm (1-3) adjacent to the quadrangular honeycomb structure (1-2-1) is fixedly connected to the side gusset (2), and the bracket connecting arm (1-3) adjacent to the triangular honeycomb structure (1-2-2) is fixedly connected to the outer panel (3-1) of the front side member (3).

8. The automobile collision reinforcement device according to claim 7, wherein the bracket connecting arm (1-3) is provided with a bolt mounting hole (1-3-1), and the bracket connecting arm (1-3) is screwed with the side wall reinforcement plate (2) and the outer plate (3-1) of the front side member (3).

9. An automobile, characterized by comprising an automobile crash reinforcing device according to any one of claims 6-8, which is arranged bilaterally symmetrically between the front wheels on both sides of the automobile and the torsion box (4).