Variable cross-section line hydraulic expansion tube torsion beam

Abstract

The invention relates to the field of vehicle parts, in particular to a torsion beam. The variable-section-line hydraulic expansion tube torsion beam is composed of a middle fixed section segment, transitional segments and end connecting segments. The cross section of the middle fixed section segment is in a double-layer V shape, and the end connecting segments are tubular. The outer counter lines of the end connecting segments are longer than outer counter line of the middle fixed section segment. With the mounting position of the torsion beam as the benchmark, the obtained projections of the central axis of the torsion beam in the horizontal and vertical directions are arc lines correspondingly. A pair of protrusions is symmetrically arranged at the tops of the outer sides of the transitional segments. According to the variable-section-line hydraulic expansion tube torsion beam, by analyzing the actual stress condition of the torsion beam in a hanger bracket, the cross shapes of all the areas of the torsion beam are improved in a clearly aimed mode, the phenomenon that the stress of a torsion beam is centralized is avoided, the fatigue life of the torsion beam can be prolonged, the overall fatigue life of the hanger bracket using the torsion beam can further be prolonged, and the overall performance of a vehicle is optimized.

Description

technical field [0001] The invention relates to the field of vehicle components, in particular to a torsion beam. Background technique [0002] Due to the advantages of simple structure, small space occupation and low cost, the torsion beam has been widely used in A-class and A0-class cars. For the torsion beam structure, the biggest problem in the current development and application is fatigue cracking. Under extreme working conditions such as jumping and reverse loading of turning torque, the service conditions of the torsion beam are harsh, and fatigue cracking is the biggest challenge for the torsion beam structure. Therefore, the anti-fatigue cracking performance is the key to the design of the torsion beam structure. [0003] Prior art Chinese patent CN102795071A discloses a rear torsion beam semi-independent suspension for automobiles. By setting reinforcements at the junction of the torsion beam and the trailing arm, the stress value in the welding area between the t...

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Problems solved by technology

[0003] Prior art Chinese patent CN102795071A discloses a rear torsion beam semi-independent suspension for automobiles. By setting reinforcements at the junction of the torsion beam and the trailing arm, the stress value in the welding area between the trailing arm and the torsion beam is reduced, and cracks are avoided. Failure occurs, but the structure increases the number of parts, and whether the stress between the torsion beam and the longitudinal arm can be effectively transferred to the reinforcement needs to be further verified; Chinese patent CN103522864A discloses a torsion beam rear bridge beam, including a cross-section U Shaped beam body, the two longitudinal edges of the beam body have longitudinal flanging, and two reinforcing plates are arranged on the inside of the beam body, so as to improve the rigidity and fatigue resistance of the overall structure. This structure is stamped and formed by sheet metal parts and cannot form a closed structure. , easy to produce stress concentration; Chinese patent CN1946580A discloses a torsion beam suspension device, by forming a plurality of protrusions on the outer wall in the middle of the axial direction to contact the inner wall, and through the mutual contact at the protrusions, it is suppressed when the outer wall and the inner wall slide each other Abnormal friction caused by moving contact

[0004] These existing patented torsion beams are either stamped and welded structures, or tubular torsion beams, usually with a uniform cross-sectional shape, and have not been improved according to the actual force characteristics of the torsion beam, so the overall performance optimization is not enough, reliability and The service life is low, and it cannot meet the needs of vehicle lightweight and its forming process

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