CN221893062U - A frame-type front collision avoidance system - Google Patents
A frame-type front collision avoidance system Download PDFInfo
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- CN221893062U CN221893062U CN202420480087.6U CN202420480087U CN221893062U CN 221893062 U CN221893062 U CN 221893062U CN 202420480087 U CN202420480087 U CN 202420480087U CN 221893062 U CN221893062 U CN 221893062U
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- 238000010521 absorption reaction Methods 0.000 claims abstract description 32
- 230000002787 reinforcement Effects 0.000 claims description 19
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 6
- 238000009434 installation Methods 0.000 abstract description 9
- 238000000034 method Methods 0.000 abstract description 6
- 238000011156 evaluation Methods 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 6
- 238000003466 welding Methods 0.000 description 4
- 230000004888 barrier function Effects 0.000 description 2
- 101001121408 Homo sapiens L-amino-acid oxidase Proteins 0.000 description 1
- 101000827703 Homo sapiens Polyphosphoinositide phosphatase Proteins 0.000 description 1
- 102100026388 L-amino-acid oxidase Human genes 0.000 description 1
- 102100023591 Polyphosphoinositide phosphatase Human genes 0.000 description 1
- 101100012902 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) FIG2 gene Proteins 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
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Abstract
Description
技术领域Technical Field
本申请涉及汽车防撞技术领域,特别涉及一种框架式前防撞系统。The present application relates to the technical field of automobile anti-collision, and in particular to a frame-type front anti-collision system.
背景技术Background Art
目前市场上销售的乘用车车辆前端结构中,防撞梁除了作为低速碰撞保护车辆的结构,还与周边的零件如水箱框架、喇叭之类的存在安装关系,传统的辊压防撞梁如B字型、日字型横梁都是封闭型断面,由于辊压工艺的原因可能会造成零件的平面存在一定的公差波动,与周边零件的安装通常是通过焊接支架来实现,而支架需要投入冲压工装和焊接工序,防撞梁整体结构相对来说比较复杂。此外,随着中汽研MPDB工况的正式实施,为了更好的应对兼容性评价的结果,对于防撞梁来说与壁障之间的接触面积越大越好,但是横梁的断面越大,造成的防撞梁质量增加较多;同时传统的封闭型断面防撞梁为了应对MPDB法规的需求增加Z方向(车身高度方向)尺寸,由于辊压工艺的原因,防撞梁本体整体的截型一致,质量增加较多。In the front-end structure of passenger vehicles currently sold on the market, the anti-collision beam is not only used as a structure to protect the vehicle from low-speed collisions, but also has an installation relationship with surrounding parts such as the water tank frame and the horn. Traditional roll-formed anti-collision beams such as B-shaped and Japanese-shaped cross beams are closed-section. Due to the roll-form process, there may be certain tolerance fluctuations in the plane of the parts. The installation with surrounding parts is usually achieved through welding brackets, and the brackets need to be invested in stamping tooling and welding processes. The overall structure of the anti-collision beam is relatively complex. In addition, with the formal implementation of the MPDB working conditions of China Automotive Research Institute, in order to better respond to the results of the compatibility evaluation, the larger the contact area between the anti-collision beam and the barrier, the better. However, the larger the cross section of the cross beam, the more the mass of the anti-collision beam will increase. At the same time, in order to meet the requirements of the MPDB regulations, the traditional closed-section anti-collision beam increases the Z direction (body height direction) dimension. Due to the roll-form process, the overall cross section of the anti-collision beam body is consistent, and the mass increases significantly.
申请号为CN202022808523.2、名称为“防撞梁、保险杠防撞梁总成及车辆”的中国专利公开的防撞梁包括弹性防撞梁本体,弹性防撞梁本体的内部中空;隔板,形成在弹性防撞梁本体的内部,并将弹性防撞梁本体的内部分隔成多个腔室,多个腔室中的至少部分腔室内填充有非牛顿流体。该专利在低速碰撞场景和高速碰撞场景中都能够有效地抵抗撞击,但其并未涉及到本申请所提及的安装等问题。The Chinese patent application number CN202022808523.2, entitled "Anti-collision beam, bumper anti-collision beam assembly and vehicle", discloses an anti-collision beam comprising an elastic anti-collision beam body, the interior of which is hollow; a partition formed inside the elastic anti-collision beam body, and dividing the interior of the elastic anti-collision beam body into a plurality of chambers, at least some of which are filled with non-Newtonian fluid. The patent can effectively resist impact in both low-speed and high-speed collision scenarios, but it does not involve the installation and other issues mentioned in this application.
实用新型内容Utility Model Content
本实用新型的目的在于针对现有技术之弊端,提供一种框架式前防撞系统,以解决背景技术所提及的问题。The purpose of the utility model is to provide a frame-type front collision avoidance system to solve the problems mentioned in the background technology in view of the drawbacks of the prior art.
本实用新型所述问题是以下述技术方案解决的:The problem described in the utility model is solved by the following technical solutions:
一种框架式前防撞系统,包括主横梁、副横梁;主横梁通过主吸能盒与底板相连接,底板与车身上的纵梁相连接;副横梁设置于主横梁下方,其通过连接件与主横梁相连接;在副横梁与底板之间设置有副吸能盒;主吸能盒、底板、连接件、副吸能盒数量均为2个,左右对称设置。A frame-type front anti-collision system comprises a main crossbeam and a secondary crossbeam; the main crossbeam is connected to a bottom plate through a main energy absorption box, and the bottom plate is connected to a longitudinal beam on a vehicle body; the secondary crossbeam is arranged below the main crossbeam and is connected to the main crossbeam through a connecting piece; a secondary energy absorption box is arranged between the secondary crossbeam and the bottom plate; the main energy absorption box, the bottom plate, the connecting piece and the secondary energy absorption box are all 2 in number and are arranged symmetrically on the left and right.
上述框架式前防撞系统,主横梁是由几字形板与平板搭接而成且带有法兰边的闭合腔体结构,几字形板与平板搭接处设置焊缝。The main cross beam of the frame-type front anti-collision system is a closed cavity structure formed by overlapping an I-shaped plate and a flat plate and having a flange edge, and a weld is arranged at the overlap between the I-shaped plate and the flat plate.
上述框架式前防撞系统,在主横梁的法兰边上设置有第一安装孔组,第一安装孔组包含多个安装孔,所述多个安装孔与安装于主横梁上的水箱框架相匹配。The frame-type front anti-collision system is provided with a first mounting hole group on the flange side of the main cross beam. The first mounting hole group includes a plurality of mounting holes, and the plurality of mounting holes match the water tank frame installed on the main cross beam.
上述框架式前防撞系统,在法兰边上还设置有其他安装孔组,分别与安装于主横梁上的其他零部件相匹配。The frame-type front anti-collision system is also provided with other mounting hole groups on the flange edge, which are matched with other components installed on the main cross beam respectively.
上述框架式前防撞系统,在主横梁上朝向底板一侧设置有小偏置碰撞加强件,在底板上设置有小偏置碰撞吸能盒;安装位时,小偏置碰撞加强件与小偏置碰撞吸能盒为非接触状态,当发生偏置碰撞单侧变形较大时,小偏置碰撞加强件接触并挤压小偏置碰撞吸能盒,将部分碰撞力通过底板传递至车身纵梁。The above-mentioned frame-type front anti-collision system is provided with a small offset collision reinforcement on the main cross beam towards the side of the bottom plate, and a small offset collision energy absorbing box is provided on the bottom plate; when in the installed position, the small offset collision reinforcement and the small offset collision energy absorbing box are in a non-contact state. When an offset collision occurs and the deformation on one side is large, the small offset collision reinforcement contacts and squeezes the small offset collision energy absorbing box, and transmits part of the collision force to the longitudinal beam of the vehicle body through the bottom plate.
上述框架式前防撞系统,小偏置碰撞加强件的结构为多腔体结构。In the above frame-type front anti-collision system, the structure of the small offset collision reinforcement is a multi-cavity structure.
上述框架式前防撞系统,所述副横梁是截面为矩形的封闭式腔体结构。In the above frame-type front collision avoidance system, the secondary cross beam is a closed cavity structure with a rectangular cross section.
有益效果Beneficial Effects
本实用新型较之现有技术,具有以下优点:一是,采用主横梁与副横梁组合而成的框架式结构,二者之间通过连接件连接为一个整体,提升MPDB碰撞过程中碰撞兼容性评价(尤其是Z方向,即车身高度方向)的成绩,同时提升了车辆前舱的刚度,保证上下横梁的协调变形,增加在车辆各碰撞工况中的吸能。二是,主横梁采用几字形板与平板搭接而成,其上的法兰边便于设置安装孔组,以便于水箱框架、喇叭等零部件的安装,较之传统防撞上焊接支架来安装具有结构简单、减轻重量的优点。三是,在主横梁上设置小偏置碰撞加强件,以发生侧碰时,小偏置碰加强件与副吸能盒接触,将碰撞的力传递到碰撞侧纵梁及非碰撞侧纵梁,保证车身前部充分的性能,从而保护乘员舱的安全性。Compared with the prior art, the utility model has the following advantages: First, it adopts a frame structure composed of a main crossbeam and a secondary crossbeam, which are connected as a whole by a connecting piece, thereby improving the performance of the collision compatibility evaluation (especially in the Z direction, i.e., the vehicle body height direction) during the MPDB collision process, and at the same time improving the rigidity of the vehicle front cabin, ensuring the coordinated deformation of the upper and lower crossbeams, and increasing the energy absorption in various collision conditions of the vehicle. Second, the main crossbeam is formed by overlapping a cross-shaped plate and a flat plate, and the flange edge on it is convenient to set a mounting hole group, so as to facilitate the installation of components such as the water tank frame and the speaker. Compared with the traditional anti-collision upper welding bracket for installation, it has the advantages of simple structure and reduced weight. Third, a small offset collision reinforcement is set on the main crossbeam, so that when a side collision occurs, the small offset collision reinforcement contacts the secondary energy absorption box, and transmits the collision force to the collision side longitudinal beam and the non-collision side longitudinal beam, ensuring the full performance of the front part of the vehicle body, thereby protecting the safety of the passenger compartment.
附图说明BRIEF DESCRIPTION OF THE DRAWINGS
下面结合附图对本实用新型作进一步详述。The utility model is further described in detail below in conjunction with the accompanying drawings.
图1是传统防撞梁结构示意图;FIG1 is a schematic diagram of a conventional anti-collision beam structure;
图2是传统日字型防撞梁断面结构示意图;FIG2 is a schematic diagram of the cross-sectional structure of a traditional Japanese-shaped anti-collision beam;
图3是本实用新型结构示意图;Fig. 3 is a schematic diagram of the structure of the utility model;
图4是本实用新型又一结构示意图;FIG4 is another schematic diagram of the structure of the utility model;
图5是本实用新型主横梁截面结构示意图;Figure 5 is a schematic diagram of the cross-sectional structure of the main beam of the utility model;
图6是本实用新型主横梁与小偏置碰撞加强件连接结构示意图;FIG6 is a schematic diagram of the connection structure between the main cross beam and the small offset collision reinforcement member of the utility model;
图中各标号分别表示为:The symbols in the figure represent:
1、主横梁,1-1、几字形板,1-2、平板,1-2-1、法兰边,1-2-11、第一安装孔组,2、副横梁,3、主吸能盒,4、底板,5、连接件,6、副吸能盒,7、小偏置碰撞加强件,8、小偏置碰撞吸能盒。1. Main crossbeam, 1-1. I-shaped plate, 1-2. Flat plate, 1-2-1. Flange edge, 1-2-11. First mounting hole group, 2. Auxiliary crossbeam, 3. Main energy absorption box, 4. Bottom plate, 5. Connecting piece, 6. Auxiliary energy absorption box, 7. Small offset collision reinforcement, 8. Small offset collision energy absorption box.
具体实施方式DETAILED DESCRIPTION
参看图1-6,本实用新型包括主横梁1、副横梁2;主横梁1通过主吸能盒3与底板4相连接,底板4与车身上的纵梁相连接;副横梁2设置于主横梁1下方,其通过连接件5与主横梁1相连接;在副横梁2与底板4之间设置有副吸能盒6;主吸能盒3、底板4、连接件5、副吸能盒6数量均为2个,左右对称设置,底板4分别连接于车身的左右两根纵梁上。连接件5主要是为了应对MPDB碰撞过程中对于壁障与防撞梁之间对于车身高度方向重叠量的要求,以及强度要求。底板4由矩形板及长条形板上下连接而成,长条形板与副吸能盒6相连接。Referring to Figures 1-6, the utility model includes a main crossbeam 1 and a secondary crossbeam 2; the main crossbeam 1 is connected to the bottom plate 4 through the main energy absorption box 3, and the bottom plate 4 is connected to the longitudinal beam on the vehicle body; the secondary crossbeam 2 is arranged below the main crossbeam 1, and is connected to the main crossbeam 1 through the connecting piece 5; a secondary energy absorption box 6 is arranged between the secondary crossbeam 2 and the bottom plate 4; the main energy absorption box 3, the bottom plate 4, the connecting piece 5, and the secondary energy absorption box 6 are all 2 in number, and are symmetrically arranged on the left and right, and the bottom plate 4 is respectively connected to the left and right longitudinal beams of the vehicle body. The connecting piece 5 is mainly to meet the requirements for the overlap amount between the barrier and the anti-collision beam in the height direction of the vehicle body during the MPDB collision process, as well as the strength requirements. The bottom plate 4 is formed by connecting a rectangular plate and a long strip plate up and down, and the long strip plate is connected to the secondary energy absorption box 6.
主横梁1是由几字形板1-1与平板1-2搭接而成且带有法兰边1-2-1的闭合腔体结构,几字形板1-1与平板1-2搭接处设置焊缝。在主横梁1的法兰边1-2-1上设置有第一安装孔组1-2-11,第一安装孔组1-2-11包含多个安装孔,所述多个安装孔与安装于主横梁1上的水箱框架相匹配。法兰边便于设置第一安装孔组,以便水箱框架的安装,较之传统防撞上焊接支架来安装具有结构简单、减轻重量的优点。所述副横梁2是截面为矩形的封闭式腔体结构。The main crossbeam 1 is a closed cavity structure formed by overlapping an I-shaped plate 1-1 and a flat plate 1-2 and having a flange edge 1-2-1. A weld is set at the overlap of the I-shaped plate 1-1 and the flat plate 1-2. A first mounting hole group 1-2-11 is set on the flange edge 1-2-1 of the main crossbeam 1. The first mounting hole group 1-2-11 includes a plurality of mounting holes, and the plurality of mounting holes match the water tank frame installed on the main crossbeam 1. The flange edge facilitates the setting of the first mounting hole group to facilitate the installation of the water tank frame, and has the advantages of simple structure and reduced weight compared to the traditional anti-collision welding bracket for installation. The secondary crossbeam 2 is a closed cavity structure with a rectangular cross section.
当然主横梁上还涉及到其他零部件如喇叭的安装,因此,在法兰边1-2-1上还设置有其他安装孔组,分别与安装于主横梁1上的其他零部件相匹配。Of course, the main crossbeam also involves the installation of other components such as speakers. Therefore, other mounting hole groups are also provided on the flange edge 1-2-1, which are matched with other components installed on the main crossbeam 1 respectively.
为了增强小偏置碰撞时车辆的安全性,在主横梁1上朝向底板4一侧设置有小偏置碰撞加强件7,在底板上设置有小偏置碰撞吸能盒8;安装位时,小偏置碰撞加强件7与小偏置碰撞吸能盒8为非接触状态,当发生偏置碰撞单侧变形大于小偏置碰撞加强件7与小偏置碰撞吸能盒8二者之间间距时,小偏置碰撞加强件7接触并挤压小偏置碰撞吸能盒8,将部分碰撞力通过底板4传递至车身纵梁。小偏置碰撞加强件7的结构为多腔体结构。小偏置碰撞加强件7与小偏置碰撞吸能盒8正常状态下处于分离状态,当偏置碰撞时,主横梁1挤压主吸能盒至一程度时,小偏置碰撞加强件7与小偏置碰撞吸能盒8接触,二者挤压变形,逐步吸收部分碰撞能量。In order to enhance the safety of the vehicle during a small offset collision, a small offset collision reinforcement 7 is provided on the main cross beam 1 toward the side of the bottom plate 4, and a small offset collision energy absorption box 8 is provided on the bottom plate; when in the installed position, the small offset collision reinforcement 7 and the small offset collision energy absorption box 8 are in a non-contact state. When an offset collision occurs and the unilateral deformation is greater than the distance between the small offset collision reinforcement 7 and the small offset collision energy absorption box 8, the small offset collision reinforcement 7 contacts and squeezes the small offset collision energy absorption box 8, and transmits part of the collision force to the vehicle body longitudinal beam through the bottom plate 4. The structure of the small offset collision reinforcement 7 is a multi-cavity structure. The small offset collision reinforcement 7 and the small offset collision energy absorption box 8 are in a separated state under normal conditions. When an offset collision occurs, when the main cross beam 1 squeezes the main energy absorption box to a certain extent, the small offset collision reinforcement 7 contacts the small offset collision energy absorption box 8, and the two are squeezed and deformed, gradually absorbing part of the collision energy.
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