Sectioned bending energy-absorbing automobile frame arranged on vehicle

Abstract

The invention relates to a sectioned bending energy-absorbing automobile frame arranged on a vehicle; the frame at least comprises a left longitudinal beam, a right longitudinal beam, a front crossbeam and a rear crossbeam; the upper surface of the longitudinal beam is provided with at least one front limit block and one rear limit block; a spacing which is more than zero is arranged between the front limit block and the rear limit block; one end of the front limit block which is close to the rear limit block is provided with height which is vertical to the upper plane of the middle section of the longitudinal beam; and one end of the rear limit block which is close to the front limit block is provided with height which is vertical to the upper plane of the rear section of the longitudinal beam. The sectioned bending energy-absorbing automobile frame arranged on the vehicle has the advantages of simple structure, easy processing and manufacturing and low cost, can effectively improve the capability of the frame to absorb the frontal impact energy of the front end, improve the anti-collision performance, realize industrial production, is applicable to the mating with all types of vehicles, and particularly applicable to the mating with vehicles with non-bearing type vehicle bodies.

Description

technical field [0001] The invention discloses an automobile frame, in particular to a segmented curved energy-absorbing automobile frame installed on an automobile, and belongs to the technical field of automobile manufacturing. Background technique [0002] When current automobiles, especially automobiles with independent frames, have a frontal collision at the front end, the further bending deformation of the curved part of its frame is limited to a small area, and the energy absorption performance is not perfect enough. [0003] Such as figure 1 As shown, usually the lower part of the car body floor has an independent or non-independent frame A, for a car with an independent frame, it is generally called a non-load-bearing body (BODY ONFRAME). This type of vehicle frame usually has a left longitudinal beam 30, a right longitudinal beam 40 and several cross beams 50 connecting them. The longitudinal beam rear section 26 arranged horizontally and the longitudinal beam fr...

AI Technical Summary

Problems solved by technology

[0004] When the car and the vehicle frame collide head-on at the front end, because the front section of the longitudinal beam is subjected to a horizontal load from front to rear, there is a vertical distance to the rear section of the longitudinal beam, so that the middle section of the longitudinal beam 24 and the rear section of the longitudinal beam 26 are bent. A bending moment is generated at 25, and this bending moment will cause the middle section 24 of the stringer to produce a tendency to rotate around the bend 25. When the load on the front section of the stringer is relatively small from the front to the rear, the yield of the middle section 24 of the stringer is not exceeded. At the limit, the middle section 24 of the stringer will elastically deform around the bend 25 to buffer the front-to-back load on the front section of the stringer; When the yield limit of the middle section of the longitudinal beam 24 is reached, the middle section of the longitudinal beam 24 will undergo plastic deformation at the bend 25 and rotate around the bend 25 to produce a larger bend to buffer the front-to-back force of the front section of the longitudinal beam. load, figure 2 This kind of bending is shown. When the plastic deformation is large, the rigidity of the frame will decrease rapidly, and its bearing capacity will also decrease rapidly. The bending will continue to deform, resulting in serious deformation and serious damage to the whole body.

Therefore, there is only this small area to absorb the collision energy, and its energy absorption capacity is relatively low

Although the traditional method can increase the overall rigidity of the frame by increasing the wall thickness of the frame or increasing the cross-sectional size of the longitudinal beam, this method will lead to an increase in the production cost and the overall weight of the frame, which will increase the operating cost of the vehicle , higher requirements for operation and braking system

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