WO2022109798A1 - 一种后防撞梁 - Google Patents

一种后防撞梁 Download PDF

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Publication number
WO2022109798A1
WO2022109798A1 PCT/CN2020/131198 CN2020131198W WO2022109798A1 WO 2022109798 A1 WO2022109798 A1 WO 2022109798A1 CN 2020131198 W CN2020131198 W CN 2020131198W WO 2022109798 A1 WO2022109798 A1 WO 2022109798A1
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WO
WIPO (PCT)
Prior art keywords
plate
bending
vertical
transverse plate
recessed
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PCT/CN2020/131198
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English (en)
French (fr)
Inventor
李研研
王文昊
和仕超
贺捷
张雪娟
黄玉锋
Original Assignee
武汉路特斯汽车有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 武汉路特斯汽车有限公司 filed Critical 武汉路特斯汽车有限公司
Priority to PCT/CN2020/131198 priority Critical patent/WO2022109798A1/zh
Priority to CN202080105351.2A priority patent/CN116323329A/zh
Publication of WO2022109798A1 publication Critical patent/WO2022109798A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/48—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body

Definitions

  • the invention relates to the field of vehicle structures, in particular to a rear anti-collision beam.
  • extruded aluminum As the preferred process for the rear bumper beam in the development process. Because the section shape of extruded aluminum varies widely, the section shape of the extruded aluminum rear bumper beam is not relatively stable at this stage. shape, performance varies.
  • the cross-section of common extruded beams adopts the shape of "Sun” or "mesh", and the specific cross-sectional structure can be seen in Figures 1 and 2.
  • the rear anti-collision beam is the first and most important safeguard to ensure the safety of the members in the car and reduce vehicle losses.
  • One of the most important indicators that determines the protection effect of the anti-collision beam is Bending resistance, traditional models use thermoformed steel plates to design the cross beam of the anti-collision beam, which has strong bending resistance.
  • High-end models mostly use extruded aluminum rear bumper beams due to the idea of light weight, and aluminum materials are relatively light; Due to the change of material thickness, various models have many changes in the design of the rear anti-collision beam section, in various forms.
  • the rigidity of the aluminum rear crash beam is relatively poor compared to that of steel, and the structural bending resistance is poor.
  • the present invention proposes a rear anti-collision beam, which is specifically realized by the following technical solutions.
  • a rear anti-collision beam provided by the present invention includes an outer frame, the outer frame includes a first transverse plate, a second transverse plate, a vertical mounting plate and a vertical stress plate, the first transverse plate and the The second horizontal plates are arranged opposite to each other, the mounting plate is arranged between the first end of the first horizontal plate and the first end of the second horizontal plate, and the force-bearing plate is arranged on the first horizontal plate. Between the second end of the plate and the second end of the second transverse plate, the force receiving plate is provided with a concave structure recessed toward the mounting plate.
  • a further improvement of the rear bumper beam provided by the present invention is that the recessed structure includes at least one recessed portion.
  • each of the recesses is provided with a first bending plate, a vertical plate and a second bending plate, and the vertical plate is provided on the first bending plate. between the bending plate and the second bending plate.
  • a further improvement of the rear bumper beam provided by the present invention is that 10% of the thickness of the rear bumper beam ⁇ the concave depth of the recessed part ⁇ 30% of the thickness of the rear bumper beam.
  • a further improvement of the rear bumper beam provided by the present invention is that the recessed depth of the recessed portion is equal to 20% of the thickness of the rear bumper beam.
  • a further improvement of the rear bumper beam provided by the present invention is that 0° ⁇ the angle between the first bending plate and the vertical direction ⁇ 90°, and 0° ⁇ the second bending plate and the vertical direction The included angle between the directions is ⁇ 90°.
  • a further improvement of the rear anti-collision beam provided by the present invention is that the included angle between the first bending plate and the vertical direction is 90°, and the included angle between the second bending plate and the vertical direction is 90°. is 90°;
  • the included angle between the first bending plate and the vertical direction is 45°
  • the included angle between the second bending plate and the vertical direction is 45°
  • a further improvement of the rear anti-collision beam provided by the present invention is that the recessed structure includes a first concave portion, and the rear anti-collision beam further includes a first support member, and the first support member is arranged on the mounting plate and the mounting plate. between the first recesses.
  • a further improvement of the rear crash beam provided by the present invention is that the first support member includes a first support rib and a second support rib, the first end of the first support rib is connected to the mounting plate, and the The second ends of the support ribs are respectively connected with the first bending plate of the first recessed portion and the vertical plate of the first recessed portion, and the first ends of the second support ribs are connected with the mounting plate, The second ends of the second support ribs are respectively connected with the second bending plate of the first recessed portion and the vertical plate of the first recessed portion.
  • a further improvement of the rear bumper beam provided by the present invention is that the recessed structure further includes a second recessed portion.
  • a further improvement of the rear anti-collision beam provided by the present invention is that the rear anti-collision beam further includes a second supporting member, and the second supporting member is arranged between the mounting plate and the second recessed portion.
  • a further improvement of the rear anti-collision beam provided by the present invention is that the second support member includes a third support rib, the first end of the third support rib is connected to the mounting plate, and the third support rib has a The second end is connected to the middle of the vertical plate of the second recess.
  • the rear anti-collision beam provided by the present invention has the following beneficial effects:
  • the present invention utilizes the changeable feature of the extrusion process to increase the bending resistance of the rear anti-collision beam of the vehicle from the structural aspect; avoids weight gain while ensuring the collision performance; compared with the prior art, the present invention does not need to affect the surrounding space and Better bending resistance can be obtained by increasing the weight; the height and width of the zigzag features can be adjusted according to the requirements of specific models, and the generalizability is high.
  • Fig. 1 is the three-dimensional structure schematic diagram of the rear anti-collision beam in the prior art
  • FIG. 2 is a schematic cross-sectional structure diagram of a rear anti-collision beam in the prior art
  • FIG. 3 is a schematic three-dimensional structural diagram of a rear anti-collision beam provided in Embodiment 1 of the present invention.
  • FIG. 4 is a schematic cross-sectional structure diagram of a rear anti-collision beam provided in Embodiment 1 of the present invention.
  • FIG. 5 is a schematic cross-sectional structure diagram of a rear anti-collision beam provided in Embodiment 2 of the present invention.
  • FIG. 6 is a schematic cross-sectional structural diagram of a rear anti-collision beam provided in Embodiment 3 of the present invention.
  • the present invention provides a rear anti-collision beam.
  • a rear anti-collision beam 100 proposed in Embodiment 1 includes an outer frame, and the outer frame includes a first horizontal plate 21 , a second horizontal plate 22 , a vertical mounting plate 30 and a vertical mounting plate 30 .
  • the first transverse plate 21 and the second transverse plate 22 are arranged opposite to each other, and the mounting plate 30 is arranged between the first end of the first transverse plate 21 and the first end of the second transverse plate 22.
  • 40 is arranged between the second end of the first transverse plate 21 and the second end of the second transverse plate 22 , and the force receiving plate 40 is provided with a concave structure recessed toward the mounting plate 30 .
  • the rear crash beam 100 is one of the crash steel beams of the vehicle.
  • anti-collision steel beam is an important safety device for absorbing and mitigating external impact force and protecting the front and rear of the vehicle body.
  • the structure of the rear anti-collision beam 100 in the prior art is shown in FIG. 1 and FIG. 2 , and the arrows in FIG.
  • most of the rear crash beams 100 increase the number of reinforcing ribs 11 in the direction of force, or increase the thickness of the ribs 11 in the direction of force.
  • the present invention provides an inventive idea that is completely different from the prior art.
  • this embodiment 1 based on the principle of increasing the rigidity of the plate surface by adding concave and convex features, the bending resistance performance is increased by optimizing the cross section of the anti-collision beam and adjusting the surface features in the direction of force; the rear anti-collision beam 100 in this embodiment 1 3, the cross-sectional structure of the rear bumper beam 100 is shown in FIG. 4; on the premise of the same outer contour and weight, the bending resistance of the rear bumper beam 100 can be improved.
  • the installation plate 30 is arranged at a position close to the inside of the vehicle body, and the force receiving plate 40 faces the outside of the vehicle body.
  • the present embodiment 1 does not increase the number of the reinforcing ribs 11, so the weight of the rear crash beam of the vehicle and the weight of the vehicle are not increased, which is beneficial to the lightening of the vehicle. While ensuring the lightening of the vehicle, the bending resistance of the rear anti-collision beam of the vehicle is improved by arranging a concave structure on the bearing plate 40 to be recessed toward the mounting plate 30, achieving the effect of both lightening and bending resistance, and reducing the number of vehicles Damage sustained at the time of impact, reducing the cost of repairing the vehicle after the impact.
  • the recessed structure includes at least one recessed portion.
  • the concave structure only includes one concave portion, that is, the first concave portion 71 , and the height position of the first concave portion 71 on the force receiving plate 40 can be adjusted adaptively according to the structure of different vehicle models.
  • each depression is provided with a first bending plate 51 , a vertical plate 53 and a second bending plate 52 , and the vertical plate 53 is arranged between the first bending plate 51 and the second bending plate 52 . between.
  • the concave depth H of the concave portion is equal to 20% of the thickness of the rear crash beam.
  • the angle a between the first bending plate 51 and the vertical direction a ⁇ 90° is 90°
  • the angle a between the second bending plate 52 and the vertical direction is 90°
  • the included angle a is 90°
  • the concave structure includes a first concave portion 71
  • the rear crash beam 100 further includes a first support member, and the first support member is disposed between the mounting plate 30 and the first concave portion 71 .
  • the first support member includes a first support rib 61 and a second support rib 62 , the first end of the first support rib 61 is connected to the mounting plate 30 , and the second ends of the support rib are respectively connected with the first concave portion 71 .
  • the first bending plate 51 is connected to the vertical plate 53 of the first concave portion 71
  • the first end of the second supporting rib 62 is connected to the mounting plate 30
  • the second ends of the second supporting rib 62 are respectively connected to the first concave portion 71
  • the second bent plate 52 is connected to the vertical plate 53 of the first recessed portion 71 .
  • the first support member in Embodiment 1 can play a role of strengthening the structure. When the rear anti-collision beam 100 is hit, the first support member can minimize the impact of the impact force on the internal structure of the vehicle and avoid damage to the internal structure of the vehicle. .
  • the thickness of the first transverse plate 21 is 3.5 mm
  • the thickness of the second transverse plate 22 is 3 mm
  • the thickness of the mounting plate 30 is 3 mm
  • the thickness of the force receiving plate 40 is 2 mm
  • the first support The thickness of the rib 61 is 2 mm
  • the thickness of the second support rib 62 is 2 mm.
  • the rear anti-collision beam 100 is made according to the thickness parameters in the present embodiment 1, and the cross-sectional contour size of the rear anti-collision beam 100 is defined as 105mm ⁇ 50mm, and the characteristic depth and angle of the groove on the surface of the rear anti-collision beam 100 are set as variables to simulate the vehicle body
  • the vehicle crash test is carried out under the rear impact condition, and the bending resistance performance of the rear anti-collision beam 100 is evaluated by the intrusion of the tailgate stop after the collision.
  • the obtained test results are shown in the following table:
  • the first and fourth sets of verification combinations are analyzed.
  • the value of the concave depth H in these two sets of verification combinations is 5mm, but the angle of the included angle a is different; the included angle a of the first set of verification combinations is 45°, The included angle a of the fourth group of verification combinations is 90°; the rear wall intrusion of the first group of verification combinations is 148mm, and the fourth group of verification combinations is 149mm; the difference between 148 and 149 is small.
  • the second and fifth sets of verification combinations are analyzed.
  • the value of the concave depth H in these two sets of verification combinations is 10mm, but the angle of the included angle a is different; the included angle a of the second set of verification combinations is 45°, The included angle a of the fifth group of verification combinations is 90°; the back wall intrusion of the second group of verification combinations is 144mm, and the fifth group of verification combinations is 145mm; the difference between 144 and 145 is small.
  • the third and sixth sets of verification combinations are analyzed.
  • the value of the concave depth H in these two sets of verification combinations is 15mm, but the angle of the included angle a is different; the included angle a of the third set of verification combinations is 45°, The included angle a of the sixth group of verification combinations is 90°; the back wall intrusion of the third group of verification combinations is 154mm, and the sixth group of verification combinations is 152mm; the difference between 154 and 152 is small. It can be seen that under the same other conditions, the difference between the influence of the included angle a of 45° on the intrusion of the rear wall and the effect of the included angle a of 90° on the intrusion of the rear wall is small, and it can be seen that the angle of the included angle a is opposed to Bending performance has little effect.
  • the first group, the second group and the third group of verification combinations are analyzed.
  • the angle of the included angle a in the three groups of verification combinations is 45°, but the value of the concave depth H is different;
  • the concave depth of the first group of verification combinations H is 5mm, the dent depth H of the second set of verification combinations is 10mm, and the dent depth H of the third set of verification combinations is 15mm;
  • And 144 is less than 154; it can be seen that the second group, that is, the flexural performance when the recess depth is 10mm and the included angle a is 45° is better.
  • the fourth, fifth and sixth groups of verification combinations are analyzed.
  • the angle of the included angle a in the three groups of verification combinations is all 90°, while the value of the concave depth H is different;
  • the concave depth of the fourth group of verification combinations H is 5mm,
  • the concave depth H of the fifth group of verification combinations is 10mm, and the concave depth H of the sixth group of verification combinations is 15mm;
  • And 145 is less than 152; it can be seen that the fifth group, that is, the flexural performance when the recess depth is 10mm and the included angle a is 90° is better.
  • the cross-sectional profile size of the rear anti-collision beam 100 is 105mm ⁇ 50mm, and 10mm is equal to 50mm*20%. It can be seen that when the dent depth H is 20% of the thickness of the rear anti-collision beam, the effect of improving the anti-bending performance is the best.
  • the rear anti-collision beam 100 in the second embodiment includes an outer frame, and the outer frame includes a first horizontal plate 21 , a second horizontal plate 22 , a vertical mounting plate 30 and a vertical stress plate 40 , the first transverse plate 21 and the second transverse plate 22 are oppositely arranged, the mounting plate 30 is arranged between the first end of the first transverse plate 21 and the first end of the second transverse plate 22, and the force receiving plate 40 is arranged at the first end of the first transverse plate 21 and the second transverse plate 22. Between the second end of the transverse plate 21 and the second end of the second transverse plate 22 , the force receiving plate 40 is provided with a concave structure recessed toward the mounting plate 30 .
  • the recessed structure includes at least one recessed portion.
  • the concave structure only includes one concave portion, that is, the first concave portion 71 , and the height position of the first concave portion 71 on the force receiving plate 40 can be adjusted adaptively according to the structure of different vehicle models.
  • Each concave portion is provided with a first bending plate 51 , a vertical plate 53 and a second bending plate 52 , and the vertical plate 53 is arranged between the first bending plate 51 and the second bending plate 52 .
  • the recessed depth H of the recessed portion is equal to 20% of the thickness of the rear crash beam.
  • the concave structure includes a first concave portion 71
  • the rear bumper beam 100 further includes a first support member, and the first support member is disposed between the mounting plate 30 and the first concave portion 71 .
  • the first support member includes a first support rib 61 and a second support rib 62 , the first end of the first support rib 61 is connected to the mounting plate 30 , and the second ends of the support rib are respectively connected with the first concave portion 71 .
  • the first bending plate 51 is connected to the vertical plate 53 of the first concave portion 71
  • the first end of the second supporting rib 62 is connected to the mounting plate 30
  • the second ends of the second supporting rib 62 are respectively connected to the first concave portion 71
  • the second bent plate 52 is connected to the vertical plate 53 of the first recessed portion 71 .
  • the angle a between the first bending plate 51 and the vertical direction is 45°
  • the angle a between the second bending plate 52 and the vertical direction is 45° °.
  • the included angle a is 45°
  • the shape of the first recessed portion 71 is different from the shape of the first recessed portion 71 when the included angle a is 90°, but both can form a recessed structure in the force bearing plate 40 , thereby raising the rear bumper beam 100 bending resistance.
  • the angle of the included angle a can be selected according to the actual structure of the vehicle, so that the rear anti-collision beam matches the structure of the vehicle.
  • the rear anti-collision beam 100 in the third embodiment includes an outer frame, and the outer frame includes a first horizontal plate 21 , a second horizontal plate 22 , a vertical mounting plate 30 and a vertical stress plate 40 , the first transverse plate 21 and the second transverse plate 22 are oppositely arranged, the mounting plate 30 is arranged between the first end of the first transverse plate 21 and the first end of the second transverse plate 22, and the force receiving plate 40 is arranged at the first end of the first transverse plate 21 and the second transverse plate 22. Between the second end of the transverse plate 21 and the second end of the second transverse plate 22 , the force receiving plate 40 is provided with a concave structure recessed toward the mounting plate 30 .
  • the concave structure includes two concave parts, that is, the concave structure includes a first concave part 71 and a second concave part 72 .
  • Each concave portion is provided with a first bending plate 51 , a vertical plate 53 and a second bending plate 52 , and the vertical plate 53 is arranged between the first bending plate 51 and the second bending plate 52 .
  • the recessed depth H of the recessed portion is equal to 20% of the thickness of the rear crash beam.
  • the included angle a between the first bending plate 51 and the vertical direction is 90°
  • the included angle a between the second bending plate 52 and the vertical direction is 90°.
  • the rear crash beam 100 further includes a first support member, and the first support member is disposed between the mounting plate 30 and the first recessed portion 71 .
  • the first support member includes a first support rib 61 and a second support rib 62 , the first end of the first support rib 61 is connected to the mounting plate 30 , and the second ends of the support rib are respectively connected with the first concave portion 71 .
  • the first bending plate 51 is connected to the vertical plate 53 of the first concave portion 71
  • the first end of the second supporting rib 62 is connected to the mounting plate 30
  • the second ends of the second supporting rib 62 are respectively connected to the first concave portion 71 .
  • the second bent plate 52 is connected to the vertical plate 53 of the first recessed portion 71 .
  • No support member may be provided between the second concave portion 72 and the mounting plate 30 in the third embodiment.
  • a plurality of concave portions are arranged on the force bearing plate 40, and the number of concave portions is increased, which can further improve the bending resistance performance of the rear crash beam.
  • the rear anti-collision beam 100 in this embodiment 4 includes an outer frame, and the outer frame includes a first transverse plate 21 , a second transverse plate 22 , a vertical mounting plate 30 and a vertical stress plate 40 , and the first transverse plate 21 Opposite to the second horizontal plate 22 , the mounting plate 30 is arranged between the first end of the first horizontal plate 21 and the first end of the second horizontal plate 22 , and the force receiving plate 40 is arranged on the second side of the first horizontal plate 21 . Between the end and the second end of the second transverse plate 22 , the force receiving plate 40 is provided with a concave structure recessed toward the mounting plate 30 .
  • the recessed structure includes two recessed parts, that is, the recessed structure includes a first recessed part 71 and a second recessed part 72 .
  • Each concave portion is provided with a first bending plate 51 , a vertical plate 53 and a second bending plate 52 , and the vertical plate 53 is arranged between the first bending plate 51 and the second bending plate 52 .
  • the recessed depth H of the recessed portion is equal to 20% of the thickness of the rear crash beam.
  • the included angle a between the first bending plate 51 and the vertical direction is 90°
  • the included angle a between the second bending plate 52 and the vertical direction is 90°.
  • the rear crash beam 100 further includes a first support member, and the first support member is disposed between the mounting plate 30 and the first recessed portion 71 .
  • the first support member includes a first support rib 61 and a second support rib 62 , the first end of the first support rib 61 is connected to the mounting plate 30 , and the second ends of the support rib are respectively connected with the first concave portion 71 .
  • the first bending plate 51 is connected to the vertical plate 53 of the first concave portion 71
  • the first end of the second supporting rib 62 is connected to the mounting plate 30
  • the second ends of the second supporting rib 62 are respectively connected to the first concave portion 71 .
  • the second bent plate 52 is connected to the vertical plate 53 of the first recessed portion 71 .
  • the rear bumper beam 100 further includes a second support member, and the second support member is disposed between the mounting plate 30 and the second concave portion 72 .
  • the second support member includes a third support rib, the first end of the third support rib is connected to the mounting plate 30 , and the second end of the third support rib is connected to the middle of the vertical plate 53 of the second recess 72 .
  • a plurality of concave parts are arranged on the force receiving plate 40 , and the number of concave parts is increased, which can further improve the bending resistance of the rear bumper beam;
  • the support member improves the structural strength of the rear anti-collision beam 100 and further improves the bending resistance performance of the rear anti-collision beam 100 .
  • the present invention utilizes the changeable feature of the extrusion process to increase the bending resistance of the rear anti-collision beam of the vehicle from the structural aspect; avoids weight gain while ensuring the collision performance; compared with the prior art, the present invention does not need to affect the surrounding space and Better bending resistance can be obtained by increasing the weight; the height and width of the zigzag features can be adjusted according to the requirements of specific models, and the generalizability is high.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种后防撞梁，包括外框，外框包括第一横板（21）、第二横板（22）、竖向的安装板（30）和竖向的受力板（40），第一横板（21）和第二横板（22）相对设置，安装板（30）设于第一横板（21）的第一端和第二横板（22）的第一端之间，受力板（40）设于第一横板（21）的第二端和第二横板（22）的第二端之间，受力板（40）设有向安装板（30）凹陷的凹陷结构。利用挤压工艺截型多变的特点，从结构方面增加车辆后防撞梁的抗弯性能；在保证碰撞性能的同时避免增重；相对现有技术，不需影响周边空间及增加重量即可获得更好的抗弯性能；几字型特征的高度宽度可根据具体车型的要求做匹配调整，可推广性高。

Description

一种后防撞梁 技术领域
本发明涉及车辆结构领域，具体涉及一种后防撞梁。
背景技术
随着排放及油耗法规要求越来越严苛，整车轻量化要求越来越高；车身轻量化技术是整车轻量化一个重要的组成部分；越来越多的轻量化材料和工艺在车身上运用，其中以铝合金的运用最为广泛，在各种铝合金工艺方法中，挤出铝技术有着开发成本低、加工精度高、结构丰富，同等性能重量远远低于一般钢板零件等特点而被广泛应用。
越来越多的高端车型在开发过程中将挤出铝作为后防撞梁的首选工艺，因为挤出铝的截型变化丰富，现阶段采用挤出铝后防撞梁的截型没有较为稳定的形状，性能参差不齐。常见挤出横梁截面采用“日”字型或者“目”字形，具体的截面结构可以参见图1和图2所示。
车辆在发生追尾事故的时候，后防撞梁是保障车内成员安全，降低车辆损失的第一重，也是最重要的一重保障措施，而决定防撞梁的保护效果的一个最重要的指标就是抗弯性能，传统车型采用热成型钢板设计防撞梁的横梁，抗弯性能较强。高端车型出于轻量化的想法大多采用挤出铝的后防撞梁横梁，铝材料有较为轻便的特点；同时，由于挤出铝模具的灵活性，可以很轻松的实现多种截型，以及料厚的变化，所以各种车型对后防撞梁截型的设计变化较多，形式多种多样。但是铝的后防撞梁的刚度相对钢较差，结构方面的抗弯性能差。
因此，有必要提供一种方案，解决挤出铝材质的后防撞梁的抗弯性能较差的技术问题。
发明内容
为了解决挤出铝材质的后防撞梁的抗弯性能较差的技术问题，本发明 提出了一种后防撞梁，本发明具体是以如下技术方案实现的。
本发明提供的一种后防撞梁包括外框，所述外框包括第一横板、第二横板、竖向的安装板和竖向的受力板，所述第一横板和所述第二横板相对设置，所述安装板设于所述第一横板的第一端和所述第二横板的第一端之间，所述受力板设于所述第一横板的第二端和所述第二横板的第二端之间，所述受力板设有向所述安装板凹陷的凹陷结构。
本发明提供的后防撞梁的进一步改进在于，所述凹陷结构包括至少一凹陷部。
本发明提供的后防撞梁的更进一步改进在于，每一所述凹陷部均设有第一弯折板、竖直板和第二弯折板，所述竖直板设于所述第一弯折板和所述第二弯折板之间。
本发明提供的后防撞梁的更进一步改进在于，后防撞梁厚度的10％≤所述凹陷部的凹陷深度≤后防撞梁厚度的30％。
本发明提供的后防撞梁的更进一步改进在于，所述凹陷部的凹陷深度等于后防撞梁厚度的20％。
本发明提供的后防撞梁的更进一步改进在于，0°＜所述第一弯折板与竖直方向之间的夹角≤90°，0°＜所述第二弯折板与竖直方向之间的夹角≤90°。
本发明提供的后防撞梁的更进一步改进在于，所述第一弯折板与竖直方向之间的夹角为90°，所述第二弯折板与竖直方向之间的夹角为90°；
或者，所述第一弯折板与竖直方向之间的夹角为45°，所述第二弯折板与竖直方向之间的夹角为45°。
本发明提供的后防撞梁的更进一步改进在于，所述凹陷结构包括第一凹陷部，所述后防撞梁还包括第一支撑件，所述第一支撑件设于所述安装板和所述第一凹陷部之间。
本发明提供的后防撞梁的更进一步改进在于，所述第一支撑件包括第一支撑筋和第二支撑筋，所述第一支撑筋的第一端与所述安装板连接，所述支撑筋的第二端分别与所述第一凹陷部的第一弯折板和所述第一凹陷部的竖直板连接，所述第二支撑筋的第一端与所述安装板连接，所述第二支 撑筋的第二端分别与所述第一凹陷部的第二弯折板和所述第一凹陷部的竖直板连接。
本发明提供的后防撞梁的更进一步改进在于，所述凹陷结构还包括第二凹陷部。
本发明提供的后防撞梁的更进一步改进在于，所述后防撞梁还包括第二支撑件，所述第二支撑件设于所述安装板和所述第二凹陷部之间。
本发明提供的后防撞梁的更进一步改进在于，所述第二支撑件包括第三支撑筋，所述第三支撑筋的第一端与所述安装板连接，所述第三支撑筋的第二端与所述第二凹陷部的竖直板的中部连接。
采用上述技术方案，本发明提供的后防撞梁具有如下有益效果：
本发明利用挤压工艺截型多变的特点，从结构方面增加车辆后防撞梁的抗弯性能；在保证碰撞性能的同时避免增重；相对现有技术，本发明不需影响周边空间及增加重量即可获得更好的抗弯性能；几字型特征的高度宽度可根据具体车型的要求做匹配调整，可推广性高。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为现有技术中后防撞梁的立体结构示意图；
图2为现有技术中后防撞梁的截面结构示意图；
图3为本发明实施例1提供的后防撞梁的立体结构示意图；
图4为本发明实施例1提供的后防撞梁的截面结构示意图；
图5为本发明实施例2提供的后防撞梁的截面结构示意图；
图6为本发明实施例3提供的后防撞梁的截面结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
为了解决挤出铝材质的后防撞梁的抗弯性能较差的技术问题，本发明提供了一种后防撞梁。
实施例1：
结合图3至图4所示，本实施例1提出的一种后防撞梁100包括外框，外框包括第一横板21、第二横板22、竖向的安装板30和竖向的受力板40，第一横板21和第二横板22相对设置，安装板30设于第一横板21的第一端和第二横板22的第一端之间，受力板40设于第一横板21的第二端和第二横板22的第二端之间，受力板40设有向安装板30凹陷的凹陷结构。
后防撞梁100是车辆的防撞钢梁中的一种。防撞钢梁作为汽车被动安全的第一道屏障，是吸收和缓和外界冲击力、防护车身前后部的重要安全装置。现有技术中的后防撞梁100的结构如图1和图2所示，图2中的箭头指向可以表示后防撞梁100的受力方向。为获得更好的抗弯性能，现有技术中，大多数后防撞梁100会在受力方向上增加加强筋11的数量，或者提高受力方向加强筋11的厚度。
本发明提供了完全不同于现有技术的发明思路。本实施例1中，基于通过板材表面增加凹凸特征提升其刚度的原理，通过优化防撞梁的截面，调整受力方向表面特征来增加抗弯性能；本实施例1中的后防撞梁100具有如图3所示的几字形凹陷结构，后防撞梁100的截面结构如图4所示；在外轮廓及重量不变的前提下，可以提高后防撞梁100的抗弯性能。本实施例1中的后防撞梁100在安装时，安装板30设于靠近车身内部的位置，受力板40朝向车身外部。
本实施例1没有增加加强筋11的数量，因此不会增大车辆后防撞梁的重量和车辆的重量，有利于车辆轻型化。在保证车辆轻型化的同时，通过 在受力板40设置向安装板30凹陷的凹陷结构，提升了车辆后防撞梁的抗弯性能，实现了轻型化和抗弯性能兼顾的效果，减少车辆在撞击时受到的损坏，降低撞击后车辆的维修成本。
进一步地，凹陷结构包括至少一凹陷部。本实施例1中凹陷结构仅包括一个凹陷部，即第一凹陷部71，第一凹陷部71在受力板40上的高度位置可以根据不同车型的结构进行适应性的调整。
更进一步地，每一凹陷部均设有第一弯折板51、竖直板53和第二弯折板52，竖直板53设于第一弯折板51和第二弯折板52之间。
更进一步地，后防撞梁厚度的10％≤凹陷部的凹陷深度H≤后防撞梁厚度的30％。较佳地，本实施例1中，凹陷部的凹陷深度H等于后防撞梁厚度的20％。
更进一步地，0°＜第一弯折板51与竖直方向之间的夹角a≤90°，0°＜第二弯折板52与竖直方向之间的夹角a≤90°。较佳地，本实施例1中，第一弯折板51与竖直方向之间的夹角a为90°，第二弯折板52与竖直方向之间的夹角a为90°。本实施例1中夹角a为90°，竖直板53与第一弯折板51之间的距离＝竖直板53与第二弯折板52之间的距离＝凹陷深度H。
更进一步地，凹陷结构包括第一凹陷部71，后防撞梁100还包括第一支撑件，第一支撑件设于安装板30和第一凹陷部71之间。较佳地，第一支撑件包括第一支撑筋61和第二支撑筋62，第一支撑筋61的第一端与安装板30连接，支撑筋的第二端分别与第一凹陷部71的第一弯折板51和第一凹陷部71的竖直板53连接，第二支撑筋62的第一端与安装板30连接，第二支撑筋62的第二端分别与第一凹陷部71的第二弯折板52和第一凹陷部71的竖直板53连接。本实施例1中的第一支撑件可以起到加强结构的作用，当后防撞梁100受到撞击时，第一支撑件可以尽量减少撞击力对车辆内部结构的影响，避免车辆内部结构受到损伤。
进一步地，本实施例1中，第一横板21的厚度为3.5mm，第二横板22的厚度为3mm，安装板30的厚度为3mm，受力板40的厚度为2mm，第一支撑筋61的厚度为2mm，第二支撑筋62的厚度为2mm。按照本实施例1中的厚度参数制作后防撞梁100，并定义后防撞梁100的截面轮廓尺寸为 105mm×50mm，设置后防撞梁100表面凹槽特征深度及角度为变量，模拟车身后碰工况进行车辆碰撞测试，以碰撞后的尾门止口侵入量来评估后防撞梁100的抗弯性能，得到的测试结果如下表所示：
凹陷深度H、夹角a的角度与后围侵入量之间的关系表
验证组合 深度H(mm) 角度a(°) 后围侵入量(mm)
1 5 45 148
2 10 45 144
3 15 45 154
4 5 90 149
5 10 90 145
6 15 90 152
对第一组和第四组验证组合进行分析，这两组验证组合中凹陷深度H的数值均为5mm，而夹角a的角度则不同；第一组验证组合的夹角a为45°，第四组验证组合的夹角a为90°；第一组验证组合的后围侵入量为148mm，第四组验证组合的后围侵入量为149mm；148和149相差较小。对第二组和第五组验证组合进行分析，这两组验证组合中凹陷深度H的数值均为10mm，而夹角a的角度则不同；第二组验证组合的夹角a为45°，第五组验证组合的夹角a为90°；第二组验证组合的后围侵入量为144mm，第五组验证组合的后围侵入量为145mm；144和145相差较小。对第三组和第六组验证组合进行分析，这两组验证组合中凹陷深度H的数值均为15mm，而夹角a的角度则不同；第三组验证组合的夹角a为45°，第六组验证组合的夹角a为90°；第三组验证组合的后围侵入量为154mm，第六组验证组合的后围侵入量为152mm；154和152相差较小。可见，在其他条件相同的情况下，夹角a为45°对于后围侵入量的影响和夹角a为90°对于后围侵入量的影响的区别较小，可见夹角a的角度对抗弯性能影响不大。
对第一组、第二组和第三组验证组合进行分析，这三组验证组合中夹角a的角度均为45°，而凹陷深度H的数值则不同；第一组验证组合的凹陷深度H为5mm，第二组验证组合的凹陷深度H为10mm，第三组验证组合的凹陷深度H为15mm；三组验证组合得到的后围侵入量分别是148mm、 144mm和154mm；144小于148，且144小于154；可见第二组，即凹陷深度为10mm且夹角a为45°时的抗弯性能较好。
对第四组、第五组和第六组验证组合进行分析，这三组验证组合中夹角a的角度均为90°，而凹陷深度H的数值则不同；第四组验证组合的凹陷深度H为5mm，第五组验证组合的凹陷深度H为10mm，第六组验证组合的凹陷深度H为15mm；三组验证组合得到的后围侵入量分别是149mm、145mm和152mm；145小于149，且145小于152；可见第五组，即凹陷深度为10mm且夹角a为90°时的抗弯性能较好。
可见在凹陷深度H为10mm时，后围侵入量最小，抗弯性能最好。而后防撞梁100的截面轮廓尺寸为105mm×50mm，10mm等于50mm*20％，可见凹陷深度H为后防撞梁厚度的20％时，对抗弯性能提升效果最好。
通过对测试结果的综合分析可知，夹角a的角度对抗弯性能影响不大；抗弯性能主要与凹陷深度H有关，当几字型特征凹陷深度H为后防撞梁厚度的20％时，对抗弯性能提升效果最好。
实施例2：
如图5所示，本实施例2中的后防撞梁100包括外框，外框包括第一横板21、第二横板22、竖向的安装板30和竖向的受力板40，第一横板21和第二横板22相对设置，安装板30设于第一横板21的第一端和第二横板22的第一端之间，受力板40设于第一横板21的第二端和第二横板22的第二端之间，受力板40设有向安装板30凹陷的凹陷结构。凹陷结构包括至少一凹陷部。本实施例2中凹陷结构仅包括一个凹陷部，即第一凹陷部71，第一凹陷部71在受力板40上的高度位置可以根据不同车型的结构进行适应性的调整。每一凹陷部均设有第一弯折板51、竖直板53和第二弯折板52，竖直板53设于第一弯折板51和第二弯折板52之间。本实施例2中，凹陷部的凹陷深度H等于后防撞梁厚度的20％。凹陷结构包括第一凹陷部71，后防撞梁100还包括第一支撑件，第一支撑件设于安装板30和第一凹陷部71之间。较佳地，第一支撑件包括第一支撑筋61和第二支撑筋62，第一支撑筋61的第一端与安装板30连接，支撑筋的第二端分别与第一凹 陷部71的第一弯折板51和第一凹陷部71的竖直板53连接，第二支撑筋62的第一端与安装板30连接，第二支撑筋62的第二端分别与第一凹陷部71的第二弯折板52和第一凹陷部71的竖直板53连接。
不同于实施例1，本实施例2中，第一弯折板51与竖直方向之间的夹角a为45°，第二弯折板52与竖直方向之间的夹角a为45°。当夹角a为45°时第一凹陷部71的形状不同于夹角a为90°时第一凹陷部71的形状，但都能够在受力板40形成凹陷结构，从而提升后防撞梁100的抗弯性能。可以根据车辆的实际结构选择夹角a的角度，使后防撞梁匹配于车辆结构。
实施例3：
如图6所示，本实施例3中的后防撞梁100包括外框，外框包括第一横板21、第二横板22、竖向的安装板30和竖向的受力板40，第一横板21和第二横板22相对设置，安装板30设于第一横板21的第一端和第二横板22的第一端之间，受力板40设于第一横板21的第二端和第二横板22的第二端之间，受力板40设有向安装板30凹陷的凹陷结构。
不同于实施例1，本实施例3中，凹陷结构包括两个凹陷部，即凹陷结构包括第一凹陷部71和第二凹陷部72。每一凹陷部均设有第一弯折板51、竖直板53和第二弯折板52，竖直板53设于第一弯折板51和第二弯折板52之间。本实施例3中，凹陷部的凹陷深度H等于后防撞梁厚度的20％。本实施例3中，第一弯折板51与竖直方向之间的夹角a为90°，第二弯折板52与竖直方向之间的夹角a为90°。
后防撞梁100还包括第一支撑件，第一支撑件设于安装板30和第一凹陷部71之间。较佳地，第一支撑件包括第一支撑筋61和第二支撑筋62，第一支撑筋61的第一端与安装板30连接，支撑筋的第二端分别与第一凹陷部71的第一弯折板51和第一凹陷部71的竖直板53连接，第二支撑筋62的第一端与安装板30连接，第二支撑筋62的第二端分别与第一凹陷部71的第二弯折板52和第一凹陷部71的竖直板53连接。
本实施例3中的第二凹陷部72和安装板30之间可以不设置支撑件。
本实施例3在受力板40上设置多个凹陷部，增加凹陷部的数量，可以进一步提升后防撞梁的抗弯性能。
实施例4：
本实施例4中的后防撞梁100包括外框，外框包括第一横板21、第二横板22、竖向的安装板30和竖向的受力板40，第一横板21和第二横板22相对设置，安装板30设于第一横板21的第一端和第二横板22的第一端之间，受力板40设于第一横板21的第二端和第二横板22的第二端之间，受力板40设有向安装板30凹陷的凹陷结构。
本实施例4中，凹陷结构包括两个凹陷部，即凹陷结构包括第一凹陷部71和第二凹陷部72。每一凹陷部均设有第一弯折板51、竖直板53和第二弯折板52，竖直板53设于第一弯折板51和第二弯折板52之间。本实施例4中，凹陷部的凹陷深度H等于后防撞梁厚度的20％。本实施例4中，第一弯折板51与竖直方向之间的夹角a为90°，第二弯折板52与竖直方向之间的夹角a为90°。
后防撞梁100还包括第一支撑件，第一支撑件设于安装板30和第一凹陷部71之间。较佳地，第一支撑件包括第一支撑筋61和第二支撑筋62，第一支撑筋61的第一端与安装板30连接，支撑筋的第二端分别与第一凹陷部71的第一弯折板51和第一凹陷部71的竖直板53连接，第二支撑筋62的第一端与安装板30连接，第二支撑筋62的第二端分别与第一凹陷部71的第二弯折板52和第一凹陷部71的竖直板53连接。
不同于实施例3，本实施例4中，后防撞梁100还包括第二支撑件，第二支撑件设于安装板30和第二凹陷部72之间。第二支撑件包括第三支撑筋，第三支撑筋的第一端与安装板30连接，第三支撑筋的第二端与第二凹陷部72的竖直板53的中部连接。
本实施例4在受力板40上设置多个凹陷部，增加凹陷部的数量，可以进一步提升后防撞梁的抗弯性能；同时在第二凹陷部72和安装板30之间设置第二支撑件，提高后防撞梁100的结构强度，进一步地提升后防撞梁100的抗弯性能。
本发明利用挤压工艺截型多变的特点，从结构方面增加车辆后防撞梁的抗弯性能；在保证碰撞性能的同时避免增重；相对现有技术，本发明不需影响周边空间及增加重量即可获得更好的抗弯性能；几字型特征的高度宽度可根据具体车型的要求做匹配调整，可推广性高。
以上仅为本发明的较佳实施例，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (12)

  1. 一种后防撞梁，其特征在于，包括外框，所述外框包括第一横板(21)、第二横板(22)、竖向的安装板(30)和竖向的受力板(40)，所述第一横板(21)和所述第二横板(22)相对设置，所述安装板(30)设于所述第一横板(21)的第一端和所述第二横板(22)的第一端之间，所述受力板(40)设于所述第一横板(21)的第二端和所述第二横板(22)的第二端之间，所述受力板(40)设有向所述安装板(30)凹陷的凹陷结构。
  2. 如权利要求1所述的后防撞梁，其特征在于，所述凹陷结构包括至少一凹陷部。
  3. 如权利要求2所述的后防撞梁，其特征在于，每一所述凹陷部均设有第一弯折板(51)、竖直板(53)和第二弯折板(52)，所述竖直板(53)设于所述第一弯折板(51)和所述第二弯折板(52)之间。
  4. 如权利要求3所述的后防撞梁，其特征在于，后防撞梁厚度的10％≤所述凹陷部的凹陷深度≤后防撞梁厚度的30％。
  5. 如权利要求4所述的后防撞梁，其特征在于，所述凹陷部的凹陷深度等于后防撞梁厚度的20％。
  6. 如权利要求3所述的后防撞梁，其特征在于，0°＜所述第一弯折板(51)与竖直方向之间的夹角≤90°，0°＜所述第二弯折板(52)与竖直方向之间的夹角≤90°。
  7. 如权利要求6所述的后防撞梁，其特征在于，所述第一弯折板(51)与竖直方向之间的夹角为90°，所述第二弯折板(52)与竖直方向之间的夹角为90°；
    或者，所述第一弯折板(51)与竖直方向之间的夹角为45°，所述第二弯折板(52)与竖直方向之间的夹角为45°。
  8. 如权利要求3所述的后防撞梁，其特征在于，所述凹陷结构包括第一凹陷部(71)，所述后防撞梁还包括第一支撑件，所述第一支撑件设于所述安装板(30)和所述第一凹陷部(71)之间。
  9. 如权利要求8所述的后防撞梁，其特征在于，所述第一支撑件包括第一支撑筋(61)和第二支撑筋(62)，所述第一支撑筋(61)的第一端与所述安装板(30)连接，所述支撑筋的第二端分别与所述第一凹陷部(71)的第一弯折板(51)和所述第一凹陷部(71)的竖直板(53)连接，所述第二支撑筋(62)的第一端与所述安装板(30)连接，所述第二支撑筋(62)的第二端分别与所述第一凹陷部(71)的第二弯折板(52)和所述第一凹陷部(71)的竖直板(53)连接。
  10. 如权利要求9所述的后防撞梁，其特征在于，所述凹陷结构还包括第二凹陷部(72)。
  11. 如权利要求10所述的后防撞梁，其特征在于，所述后防撞梁还包括第二支撑件，所述第二支撑件设于所述安装板(30)和所述第二凹陷部(72)之间。
  12. 如权利要求11所述的后防撞梁，其特征在于，所述第二支撑件包括第三支撑筋，所述第三支撑筋的第一端与所述安装板(30)连接，所述第三支撑筋的第二端与所述第二凹陷部(72)的竖直板(53)的中部连接。
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