Support beam structure for automobile air suspension

Abstract

The present invention discloses a support beam structure for automobile air suspension. It includes a central axis section with a constant cross section and variable cross section sections extending from both sides of the central axis section. The variable cross section sections are symmetrically bent along the radial center of the central axis section to form a C-shaped beam structure. A support structure is arranged in the inner cavity of the central axis section. The support structure has a surface support surface and a support platform. The two surface support surfaces are respectively in contact with at least two opposite bearing inner walls in the inner cavity of the central axis section. The support platforms on the two surface support surfaces serve as internal supports for the two opposite bearing inner walls. The advantages are: the ratio of the number of cross-sectional threads to the cross-sectional area is large, so the structure is more reasonable, the bending resistance is stronger, and the reasonable reduction structure is adopted, so that the weight is lighter, the strength, stiffness, natural frequency and resonance phenomenon of the beam are guaranteed, and the general requirements are met and the safety hazards of eccentric loading, fracture and rollover due to different vehicle models are solved.

Description

Technical Field

[0001] The invention relates to an automobile air suspension structure, in particular to a support beam structure used for the automobile air suspension. Background Art

[0002] According to relevant research data, the automobile body accounts for about 30% of the total weight of the automobile. If the weight of the whole vehicle is reduced by 10%, the fuel efficiency can be improved by 8% to 12%. Therefore, "lightweighting" has become a key research topic in the development of the global automobile industry. Automobile air suspension is an important safety component that bears loads in automobiles. Its strength and stiffness requirements are very high. The existing automobile air suspension has various structural forms, especially the patent number 200720037500.8 proposed by the inventor in 2007, which is a utility model patent for a suspension beam for automobile air suspension. The patent specifically discloses a hollow rectangular beam welded by upper and lower U-shaped grooves, including a central axis area and two side transition areas. The cross section of the central axis area is a rectangular with equal cross section, and the cross section of the two side transition areas is a variable cross section rectangle that forms an angle with the central axis area. The cross-sectional size of this structure changes along the axis direction according to the different forces, so that the maximum normal stress on the cross section is basically equal to the allowable stress of the material, so it has higher support strength and stiffness than traditional automobile air suspension.

[0003] After years of actual use, it was found that the structure still has the following problems: on the one hand, although the automobile air suspension of this structure has improved strength and rigidity, in order to make it have sufficient supporting strength and rigidity, the thickness of its main body material is relatively thick (its thickness is generally 7-8mm), and the total weight of the finished beam after welding is >110kg. It can be seen that its total weight is heavy and cannot meet the actual requirements of lightweight. This creates a contradiction between the support rigidity, strength requirements and lightweight requirements. Therefore, despite years of technological development, there is still no way to propose a good solution. Data proves that in recent years, several domestic manufacturers have tried to use 6mm high-strength steel 610L and even ultra-high-strength steel 700L for many tests, and finally failed due to sudden fracture within 100,000 times of fatigue strength; on the other hand, since most automobile beams are cold stamped and mainly bear large static loads and certain impact and vibration loads, the material of the suspension beam must have good strength, toughness, weldability and cold forming. performance; and because the intersection of the airbag center distance and eccentric distance of the suspension beam of the air suspension (concentrated load) varies according to different models, its concentrated load point also changes accordingly. In the past ten years, nearly 90% of the models have airbag center distances and eccentric distances that are too small. For example, the above-mentioned patents can no longer meet the general requirements. The main reason is that the angles between the middle axis area and the transition areas on both sides are too small (45º and 49º). When the intersection of the two distances changes, its concentrated load has deviated to the edge of the beam, especially because the inner radius of the beam bending is too small (10mm), and the tensile deformation of the outer layer material during forming is too large, so the tensile stress reaches or exceeds the tensile strength of the material, which is prone to fracture. Safety hazards; on the other hand, although the above-mentioned patents meet the higher support strength and stiffness requirements to a certain extent, since the rectangular beam is a cantilever beam and the concentrated load is at both ends, its bending normal stress is distributed in a straight line, with the maximum value occurring at the upper and lower edges of the beam, and the shear stress is distributed in a parabolic shape, with the maximum value occurring at the central axis, and its bending strength cannot be guaranteed. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a support beam structure for automobile air suspension which can meet the requirements of sufficiently high support strength and rigidity, meet the requirements of lightweight and ensure sufficient bending strength and tensile strength.

[0005] In order to solve the above technical problems, the support beam structure for automobile air suspension of the present invention includes a central axis section with an inner cavity and variable cross-section sections extending from both sides of the central axis section, the variable cross-section sections are symmetrically bent along the radial center line of the central axis section to form a C-shaped beam structure, and a group or more support structures formed by plate materials are arranged in the inner cavity of the central axis section, each group of the support structures includes a pair of surface support surfaces supported on the force-bearing surface in the inner cavity of the central axis section and internal support surfaces that cooperate with the above-mentioned surface support surfaces and can serve as internal supports for two relative force-bearing surfaces, each pair of the surface support surfaces in each group of support structures are relatively supported on the inner wall of the force-bearing surface in the inner cavity of the central axis section and the internal support surfaces are supported in the middle part of the inner cavity of the central axis section.

[0006] Each group of support structures has a reduction structure on the surface support surface and / or the internal support surface.

[0007] The two surface support surfaces in each group of the support structures have the same shape, and the two internal support surfaces in each group of the support structures have the same shape.

[0008] The shapes of the two surface support surfaces in each group of the support structures are different, and the shapes of the two internal support surfaces in each group of the support structures are different.

[0009] An auxiliary supporting profile matched with the supporting structure is arranged in the inner cavity of the central shaft section.

[0010] The angle α formed by the central axis section and the variable cross-section section after bending is 50-56°.

[0011] The angle β formed by the variable cross-section section along the axial direction of the central axis section is 7-10°.

[0012] Each group of the supporting structures comprises at least one supporting frame with a C-shaped cross-sectional shape, or a supporting frame with an M-shaped cross-sectional shape, or a supporting frame with a T-shaped cross-sectional shape.

[0013] The cross-sectional shape of the central shaft section is a uniform cross-sectional shape.

[0014] The inner side surface of the central axis section of the C-shaped beam structure is configured as an arched curved surface structure.

[0015] The advantages of the present invention are: through the ingenious design of an I-shaped structure as a supporting structure, the ratio of its section coefficient to the cross-sectional area is large, so the structure is more reasonable, the bending resistance is stronger, it is safer and the reasonable reduction structure is adopted to make it lighter. At the same time, through the design of various supporting structures, especially the design of the C-shaped frame structure and the use of reasonable layout positions and auxiliary supporting profiles, the use of auxiliary supports of the internal supporting surface and auxiliary supports of the auxiliary profiles makes it have higher bending strength, greater safety factor and lighter weight. In addition, according to the strength conditions such as variable cross-sections and improving the strength of the beam bending positive stress, "increasing the allowable stress, The three theories of "increasing the bending section coefficient and reducing the bending moment" increase the bending angle, axial angle and end width of the variable cross-section part at the same time without affecting the tire installation space, thereby widening the cross-sectional size of the beam. The changed local (cross-sectional) shape, size and angle of the beam are suitable for any vehicle shape. The installation intersection of the airbag center distance and eccentricity are both near the central axis of the beam. After CAE analysis and calculation, the maximum normal stress on each section is ≦the allowable stress of the material, thereby ensuring the strength, stiffness, natural frequency and resonance of the beam, which not only meets the general requirements but also solves the safety hazards of eccentric loading, fracture and rollover due to different vehicle models. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] FIG. 1( a ) is a schematic diagram of the main structure of Embodiment 1 of the present invention;

[0017] FIG1( b ) is a schematic cross-sectional view of the structure of the first embodiment of the present invention;

[0018] FIG1( c ) is a schematic diagram of a top view of the structure of the first embodiment of the present invention;

[0019] FIG2( a ) is a schematic diagram of the main structure of Embodiment 2 of the present invention;

[0020] FIG2( b ) is a schematic cross-sectional view of the structure of the second embodiment of the present invention;

[0021] FIG2( c ) is a schematic diagram of a top view of the structure of the second embodiment of the present invention;

[0022] FIG3( a ) is a schematic diagram of the main structure of Embodiment 3 of the present invention;

[0023] FIG3( b ) is a cross-sectional view of the structure of the third embodiment of the present invention;

[0024] FIG3( c ) is a schematic diagram of a top view of the structure of Embodiment 3 of the present invention;

[0025] FIG4( a ) is a schematic diagram of the main structure of Embodiment 4 of the present invention;

[0026] FIG4( b ) is a schematic cross-sectional view of a fourth embodiment of the present invention;

[0027] Figure 5 It is a schematic diagram of the enlarged structure of output A in FIG4(b);

[0028] FIG6( a ) is a schematic diagram of the front view of the U-shaped member A in Embodiment 2 or 3 of the present invention;

[0029] FIG6( b ) is a schematic diagram of the top view of the U-shaped member A in Embodiment 2 or 3 of the present invention;

[0030] FIG. 7( a ) is a schematic diagram of the front view of the U-shaped member B in Embodiment 2 or 3 of the present invention;

[0031] FIG. 7( b ) is a schematic diagram of the top view of the U-shaped member B in Embodiment 2 or 3 of the present invention;

[0032] FIG. 7( c ) is a schematic side view of the structure of the U-shaped member B in Embodiment 2 or 3 of the present invention;

[0033] FIG8( a ) is a schematic diagram of the main structure of Embodiment 5 of the present invention;

[0034] FIG8( b ) is a cross-sectional structural diagram of Embodiment 5 of the present invention;

[0035] FIG8( c ) is a schematic diagram of a top view of the structure of the fifth embodiment of the present invention;

[0036] FIG9( a ) is a schematic diagram of the main structure of Embodiment 6 of the present invention;

[0037] FIG9( b ) is a cross-sectional structural diagram of Embodiment 6 of the present invention;

[0038] FIG9( c ) is a schematic diagram of a top view of the structure of Embodiment 6 of the present invention;

[0039] FIG. 10( a ) is a schematic diagram of the front view of the U-shaped member C in Embodiment 5 or 6 of the present invention;

[0040] FIG. 10( b ) is a schematic diagram of a top view of the structure of the U-shaped member C in Embodiment 5 or 6 of the present invention;

[0041] FIG10( c ) is a schematic side view of the structure of the U-shaped member C in Embodiment 5 or 6 of the present invention;

[0042] FIG11( a ) is a schematic diagram of the main structure of Embodiment 7 of the present invention;

[0043] FIG11( b ) is a cross-sectional structural diagram of Embodiment 7 of the present invention;

[0044] FIG11( c ) is a schematic diagram of a top view of the structure of Embodiment 7 of the present invention;

[0045] Fig.12 It is a schematic diagram of the enlarged structure of output A in FIG11( b );

[0046] FIG13( a ) is a schematic diagram of the main structure of Embodiment 8 of the present invention;

[0047] FIG13( b) is a schematic cross-sectional view of the structure of Embodiment 8 of the present invention;

[0048] FIG13( c ) is a schematic diagram of a top view of the structure of Embodiment 8 of the present invention;

[0049] FIG14( a ) is a schematic diagram of the main structure of Embodiment 9 of the present invention;

[0050] FIG14( b ) is a schematic cross-sectional view of the structure of Embodiment 9 of the present invention;

[0051] FIG14( c ) is a schematic diagram of a top view of the structure of Embodiment 9 of the present invention;

[0052] FIG15( a ) is a schematic diagram of the main structure of Embodiment 10 of the present invention;

[0053] FIG15( b ) is a cross-sectional structural diagram of Embodiment 10 of the present invention;

[0054] FIG15( c ) is a schematic diagram of a top view of the structure of the tenth embodiment of the present invention;

[0055] FIG16( a ) is a schematic diagram of the main structure of the eleventh embodiment of the present invention;

[0056] FIG16( b ) is a cross-sectional view of the structure of the eleventh embodiment of the present invention;

[0057] FIG16( c ) is a schematic diagram of a top view of the structure of the eleventh embodiment of the present invention;

[0058] FIG17( a ) is a schematic diagram of the main structure of the twelfth embodiment of the present invention;

[0059] FIG17( b) is a cross-sectional structural diagram of Embodiment 12 of the present invention;

[0060] FIG17( c ) is a schematic diagram of a top view of the structure of the twelfth embodiment of the present invention;

[0061] FIG18( a ) is a schematic diagram of the main structure of Embodiment 13 of the present invention;

[0062] FIG18( b ) is a cross-sectional view of the structure of the thirteenth embodiment of the present invention;

[0063] FIG18( c ) is a schematic diagram of a top view of the structure of the thirteenth embodiment of the present invention;

[0064] FIG19( a ) is a schematic diagram of the main structure of Embodiment 14 of the present invention;

[0065] FIG19( b ) is a schematic diagram of a top view of the structure of Embodiment 14 of the present invention;

[0066] FIG19( c ) is a schematic side view of the structure of Embodiment 14 of the present invention;

[0067] FIG. 20( a ) is a schematic diagram of the front view of the support structure in Embodiment 14 of the present invention;

[0068] FIG20( b ) is a schematic diagram of a top view of the support structure in Embodiment 13 of the present invention;

[0069] FIG20( c ) is a schematic side view of the supporting structure in Embodiment 13 of the present invention;

[0070] FIG. 21( a ) is a schematic diagram of a front view of another structural form in Embodiment 1 of the present invention;

[0071] Figure 21(b) is a side view schematic diagram of another structural form in embodiment 1 of the present invention. DETAILED DESCRIPTION

[0072] The support beam structure for automobile air suspension of the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0073] Embodiment 1:

[0074] The support beam structure for automobile air suspension of this embodiment is actually a support beam with a split reinforced support structure inside the beam body, as shown in Figure 1 (a) to Figure 1 (c), wherein Figure 1 (b) is enlarged at a ratio of 1:3 for the sake of clarity. It includes a central axis section 1 with a constant cross-section and variable cross-section sections 2 extending from both sides of the central axis section. The central axis section 1 and the variable cross-section section 2 have an inner cavity that is connected to one another. The variable cross-section sections are symmetrically bent along the radial center line z of the central axis section to form a C-shaped beam structure 3. That is to say, the transition section extends axially along the central axis section to change the variable cross-section that forms an angle with the central axis section to form a C-shaped beam structure. As can be seen from Figure 1 (a), the C-shaped beam structure is composed of two upper and lower sections. The half-profile is welded together to form a whole, the angle α formed by the bending of the central axis section 1 and the variable section section 2 is 50°, the angle β formed by the variable section section 2 along the axial direction of the central axis section is 7°, the end width dimension of the variable section section is 70-80mm, and the end width dimension of the variable section section 2 in this embodiment is preferably 70mm. Two groups of support structures formed by bending the plate are arranged in the inner cavity of the central axis section 1, and each group of support structures includes two support frames 4 with a C-shaped cross-section. The open end of the support frame 4 has parallel bending parts as surface support surfaces, which are respectively in contact with the bearing inner wall of the inner cavity of the central axis end, that is, the four corners of the C-shaped beam structure are stress-bearing surfaces. The outer side and the top of the open end of the support frame 4 are just at the stress-bearing surface of the C-shaped beam structure, thereby forming a surface support, and the closed end (opposite surface of the open end) of the support frame serves as an internal support surface for internal support. As can be seen from the figure, the support frame 4 of the C-shaped structure is composed of a bottom plate, side plates extending from both sides of the bottom plate, and two top plates formed by bending the ends of the two side plates, and an open end is formed between the two top plates, wherein a chamfered surface can be formed between the side plates and the bottom plate, and the shapes of the two support frames 4 with C-shaped cross-sections are exactly the same. Since the bottom plate of the support frame 4 of the C-shaped structure serves as an internal support surface and the closed ends (bottom plates) of the upper and lower support frames 4 of the C-shaped structure are both flat The surface structure is in contact with each other for support, and the cross-sectional area is large, so the supporting strength achieves a very good effect. In addition, the bottom plate forms a side wall section (side plate) after passing through the bending sections (bevel cut surfaces) on both sides. The side wall section contacts the side wall of the central axis section 1, and the top of the side wall section is bent inward to form a top horizontal section (top plate). The horizontal section is formed with an open end and contacts the top of the central axis section 1, forming multiple surface contacts, thereby achieving a very high supporting strength. It is precisely because of this design that the wall thickness of the beam body of the C-shaped beam structure 3 can be reduced to 6mm in this embodiment, and the wall thickness of the supporting frame 4 is designed to be 3mm, so that the weight of the light beam is less than 43kg, which is about 30kg less than the original beam, meeting the lightweight requirements.

[0075] Of course, the C-shaped support frame 4 in this embodiment can be directly a frame structure (without a chamfered surface) composed of a bottom plate, a side plate and a top plate, as shown in Figures 21 (a)-21 (b). Due to the similar structure, it will not be repeated here. In order to make the picture clear, Figure 21 (b) is enlarged at a ratio of 1:3.

[0076] Embodiment 2:

[0077] The support beam structure for automobile air suspension of the present embodiment is actually a support beam with a combined reinforced support structure inside the beam body, as shown in Figures 2 (a) to 2 (c). The C-shaped support frame 4 used in the support beam structure for automobile air suspension of the present embodiment is the same as that in the first embodiment, the difference is that another U-shaped member is combined with the C-shaped support frame 4 in the present embodiment, that is, the support structure is composed of a group of upper support members and a group of lower support members. The upper support member is composed of an upper U-shaped member and an upper support frame arranged in the upper U-shaped member, and the lower support member is composed of a lower U-shaped member and a lower support frame arranged in the lower U-shaped member. At this time, the outer surface of the upper U-shaped member is completely in contact with the top corner of the inner cavity of the support beam to form an upper surface support surface, and the outer surface of the lower U-shaped member is completely in contact with the bottom corner of the inner cavity of the support beam to form a lower surface support surface. At the same time, the bottom plate of the support frame 4 of the C-shaped structure is still used as the internal support surface and the upper and lower C-shaped The closed ends (bottom plates) of the support frames 4 of the structure are all planar structures and contact each other for support. In addition, in order to reduce weight, weight-reducing grooves or weight-reducing holes are provided on the upper U-shaped member, the lower U-shaped member and the support frames 4 of the C-shaped structure. In order to further reduce weight, the support frames 4 of the C-shaped structure can be provided with a narrow width structure, while the upper U-shaped member and the lower U-shaped member are long strip structures, so that two pairs of support frames 4 of the C-shaped structure can be provided between the entire upper U-shaped member and the lower U-shaped member. Furthermore, the support beam in this embodiment The angle α formed by the central axis section 1 and the variable section section 2 after bending is 51º, the angle β formed by the variable section section 2 along the axial direction of the central axis section is 8º, the end width of the variable section section 2 is 73mm, the wall thickness of the C-shaped beam structure 3 is 6mm, and the wall thickness of the supporting frame 4 is 4mm. After testing the design dimensions, the test results show that the weight of the light beam is less than 45kg, which is about 20kg less than the original beam. It not only meets the high support strength but also greatly reduces the overall weight, meeting the lightweight requirements.

[0078] Embodiment three:

[0079] As shown in Figures 3 (a) to 3 (b), Figure 3 (b) is enlarged at a ratio of 1:3 for clarity. The support beam structure for automobile air suspension in this embodiment is actually a support beam with the same support structure as that in Example 2. The difference between it and Example 2 is only the shape of the support beam. In this embodiment, the inner surface of the central axis section of the C-shaped beam structure 3 is set as an arched curved surface structure, and the middle part of the curved arched structure is a straight line segment. The two sides of the straight line segment are connected to the main body of the central axis section through a curve. As shown in Figure 3 (b), the inner surface refers to the surface where the variable cross-section section 2 extends. The inner side here only refers to the inner side of the variable cross-section section 2. It is equivalent to the opening direction of the C-shaped beam structure 3, not the inside of the middle axis section, that is, within the opening direction of the C-shaped beam structure 3. In addition, the upper U-shaped member and the lower U-shaped member used can be the U-shaped member A shown in Figure 6 (a)-Figure 6 (b), or the U-shaped member B shown in Figure 7 (a)-Figure 7 (c). The essential difference between the two U-shaped members is the size of the weight-reducing structure. Relatively speaking, the U-shaped member B shown in Figure 7 (a)-Figure 7 (c) has more weight-reducing parts and is lighter as a whole. In addition, in this embodiment, the angle α formed by the middle axis section 1 of the support beam and the variable section section 2 after bending is 54°, the angle β formed by the variable section section 2 along the axial direction of the middle axis section is 9°, the end width of the variable section section 2 is 75mm, the wall thickness of the beam body of the C-shaped beam structure 3 is 6mm, and the wall thickness of the support frame 4 is 4mm. After actual verification, the weight of the light beam is less than 50kg, which is about 20kg less than the original beam, meeting the lightweight requirements.

[0080] Embodiment 4:

[0081] The support beam structure for automobile air suspension of this embodiment is actually a support beam with a split-type reinforced support structure having auxiliary support profiles inside the beam body, as shown in FIG4 (a)-FIG4 (b) and Figure 5As shown, it comprises a central axis section 1 of equal cross section and variable cross section sections 2 extending from both sides of the central axis section. The central axis section 1 and the variable cross section section 2 have a through-integrated inner cavity. The variable cross section section is symmetrically bent along the radial center line z of the central axis section to form a C-shaped beam structure 3. The angle α formed by the central axis section 1 and the variable cross section section 2 after bending is 52°, and the angle β formed by the variable cross section section 2 along the axial direction of the central axis section is 8°. º, the end width dimension of the variable-section section 2 is 76mm, and four groups of support structures formed by bending the plate are arranged in the inner cavity of the central axis section 1, and each group of support structures includes two support frames 4 with a C-shaped cross-sectional shape. The C-shaped support frame 4 in this embodiment is the same as the C-shaped support frame 4 in Example 1, except that, in this embodiment, auxiliary support profiles are further provided at the force-bearing surfaces (main force-bearing surfaces) of the two upper corners of the C-shaped beam structure. The cross-sectional shape of the auxiliary support profile is L-shaped, and its placement position is at the inner corner of a support frame 4 in the upper part of each group of C-shaped support frames 4, thereby playing a role of auxiliary support, making the support effect better and further improving the support strength. In this embodiment, the wall thickness of the beam body of the C-shaped beam structure 3 is 6mm, and the wall thickness of the support frame 4 is 4mm. After actual verification, the weight of the light beam is less than 43kg, which is about 20kg less than that of the original beam, meeting the lightweight requirements.

[0082] Embodiment five:

[0083] The support beam structure for automobile air suspension of the present embodiment is actually a support beam with a combined reinforced support structure inside the beam body similar to that in the second embodiment, as shown in FIG8 (a)-FIG8 (c), wherein, in order to make the picture clear, FIG1 (b) is enlarged at a ratio of 1:3. Similarly, the C-shaped support frame 4 used in the support beam structure for automobile air suspension of the present embodiment is the same as that in the first embodiment. In the present embodiment, another U-shaped member is combined with the C-shaped support frame 4, that is, the installation structure of the present embodiment is basically the same as that of the second embodiment, that is, the support structure is composed of a group of upper support members and a group of lower support members. The fundamental difference is that the specific structure of the U-shaped member (including the upper U-shaped member and the lower U-shaped member) is different, as shown in FIG10 (a)-FIG10 ( c), the difference between the U-shaped part and the second embodiment is that the U-shaped part has a slot for accommodating the support frame 4 of the C-shaped structure, and the open end of the support frame 4 of the C-shaped structure can just be placed in the slot. During installation, the upper support frame is fixedly installed in the slot of the upper U-shaped part through a connecting piece, and the lower support frame is fixedly installed in the slot of the lower U-shaped part through a connecting piece. After installation, a support method basically similar to that of the second embodiment is formed, and this embodiment will not be repeated. It should be noted that sealing plates are provided on both side ends of the upper U-shaped part, and the upper U-shaped part is borne on the main force-bearing surface, thereby further improving the support strength through the provided sealing plates. In addition, in this embodiment, the angle α formed by the central axis section 1 of the C-shaped beam structure 3 and the variable cross-section section 2 after bending is 53º, and the angle β formed by the variable cross-section section 2 along the axial direction of the central axis section is 10 º, the end width of the variable-section section 2 is 77mm, the wall thickness of the C-shaped beam structure 3 is 6mm, and the wall thickness of the supporting frame 4 is 4mm. After actual verification, the weight of the light beam is less than 50kg, which is about 20kg less than the original beam, meeting the lightweight requirements.

[0084] Embodiment six:

[0085] As shown in Fig. 9 (a)-Fig. 9 (b), the support beam structure for automobile air suspension of this embodiment is actually a support beam having the same support structure as that of the fifth embodiment. The difference between it and the fifth embodiment is only the shape of the support beam. In this embodiment, the inner surface of the central axis section of the C-shaped beam structure 3 is set as an arched curved surface structure, and the middle part of the curved arched structure is a straight line segment. The two sides of the straight line segment are connected with the main body of the central axis section through a curve. As shown in Fig. 9 (c), the inner surface refers to the surface where the variable cross-section section 2 extends. The inner side here is only equivalent to the opening direction of the C-shaped beam structure 3, not the inside of the central axis section, that is, in the opening direction of the C-shaped beam structure 3, the upper U-shaped member and the lower U-shaped member used can be the U-shaped member C shown in Fig. 10 (a)-Fig. 10 (c). The U-shaped part C also has a weight-reducing structure. In this embodiment, the wall thickness of the C-shaped beam structure 3 is 6 mm, and the wall thickness of the supporting frame 4 is 4 mm. After actual verification, the weight of the light beam is less than 50 kg, which is about 15 kg less than the original beam, meeting the lightweight requirements.

[0086] Embodiment seven:

[0087] The support beam structure for automobile air suspension of this embodiment is actually a support beam having a split type reinforcement support structure inside the beam body, as shown in FIG. 11 (a) to FIG. 11 (c) and Fig.12As shown, it comprises a central axis section 1 of equal cross section and variable cross section sections 2 extending from both sides of the central axis section. The central axis section 1 and the variable cross section section 2 have a through-integrated inner cavity. The variable cross section section is symmetrically bent along the radial center line Z of the central axis section to form a C-shaped beam structure 3. The angle α formed by the central axis section 1 and the variable cross section section 2 after bending is 56°, and the angle β formed by the variable cross section section 2 along the axial direction of the central axis section is 10°. º, the end width dimension of the variable-section segment 2 is 80mm, and three groups of support structures formed by bending the plate are arranged in the inner cavity of the central axis segment 1, and each group of support structures includes two support frames 4 with an M-shaped cross-sectional shape, and the outer surface of each support frame is in contact with the load-bearing inner wall in the inner cavity of the central axis segment as a surface support surface. Specifically, the four corners of the C-shaped beam structure are the load-bearing inner walls (load-bearing surfaces), and the outer surface and the bottom surface (the contact surface of the lower support frame is regarded as the bottom surface) or the top surface (the contact surface of the upper support frame is regarded as the top surface) of the support frame 4 are just at the load-bearing surface of the C-shaped beam structure, thereby forming a surface support, and the internal support surface formed by bending in the middle of each support frame serves as the internal support of the support beam. It can be seen from the figure that one of the support frames 4 (upper support frame) is in a positive M shape, and the other support frame 4 (lower support frame) is in an inverted M shape (can also be regarded as a W shape). The support frame 4 of the positive M-shaped structure is formed by a top plate, side plates extending from both sides of the top plate, and a plate bent downward from the middle of the top plate. The support frame 4 of the inverted M-shaped (W-shaped) structure is composed of a bottom plate, side plates extending from both sides of the bottom plate, and a bending protrusion formed by bending upward from the middle of the bottom plate. Specifically, the two side plates of the positive M-shaped support frame 4 are parallel to and in contact with the side walls (at the corners) of the inner cavity of the central axis section, and the two top edges of the top plate of the M-shaped support frame 4 (formed by the bending protrusions) are plane straight line segments, which are in contact with the top surface of the inner cavity of the central axis section (i.e., the bearing inner wall formed at the corners). The two side plates of the W-shaped support frame 4 are parallel to and in contact with the side walls (at the corners) of the inner cavity of the central axis section. The two bottom edges of the bottom plate of the W-shaped support frame 4 (formed by the bending protrusions) are plane straight line segments, which are in contact with the bottom surface of the inner cavity of the central axis section (i.e., the bearing inner wall formed at the corners). In addition, the W-shaped support frame 4 is in contact with the bending protrusion of the M-shaped support frame 4. In order to ensure the reliability of the contact, the top of the bending protrusion is a plane structure, thereby forming the entire support structure.

[0088] Furthermore, it can be seen from Figures 11(a) and 11(c) that the three groups of support structures in this embodiment are divided into three parts, a group located in the middle and two groups located on the left and right sides. Among them, the overall length of the middle group of support structures is longer. Seen from the side end surface, reduction holes and reduction grooves are provided on the side plates or bending sections of the support frames 4 of the M-shaped and W-shaped structures, and the two groups of support structures on the left and right sides can be provided with reduction holes. The specific structural forms of the reduction holes and reduction grooves can be set to various (as shown in Figure 11(a)), but it is best to adopt a symmetrical structure. Of course, reduction grooves can also be provided on the top plate or the bottom plate (as shown in Figure 11(c)). The overall weight is further reduced by the design of the reduction structure.

[0089] In this embodiment, the wall thickness of the C-shaped beam structure 3 is 6 mm, and the wall thickness of the supporting frame 4 is 4 mm. After actual verification, the weight of the light beam is less than 50 kg, which is about 15 kg less than the original beam, meeting the lightweight requirements.

[0090] Embodiment eight:

[0091] The support beam structure for automobile air suspension of this embodiment is actually a support beam with an integral reinforced support structure inside the beam body, as shown in Figure 13 (a) to Figure 13 (c). It is roughly the same as the structure of Example 7. The only difference is that it reduces the left and right groups of support structures and only has a middle group of support structures. The actual effect is that the overall weight is reduced, but the support strength is also slightly reduced equivalent to that of Example 7. However, it can still meet the requirements of lightweight and high support strength. In addition, in this embodiment, the angle α formed by the central axis section 1 of the C-shaped beam structure 3 and the variable section section 2 after bending is 53º, the angle β formed by the variable section section 2 along the axial direction of the central axis section is 8º, the end width of the variable section section 2 is 78mm, the beam body wall thickness of the C-shaped beam structure 3 is 5mm, and the wall thickness of the support frame 4 is 3mm. It has been verified that the lightweight requirement of the present invention can also be met.

[0092] Embodiment nine:

[0093] The support beam structure for automobile air suspension of this embodiment is actually a support beam with a split reinforced support structure inside the beam body, as shown in Figure 14 (a) to Figure 14 (c). It is roughly the same as the structure of Example 7. The only difference is that it reduces the middle group of support structures and redesigns the weight reduction structure to improve the support strength. That is to say, it only has two groups of left and right support structures. The actual effect is that the overall weight is greatly reduced, but the support strength is also greatly reduced equivalent to Example 7. However, it can still meet the requirements of lightweight and high support strength. In this embodiment, the angle α formed by the central axis section 1 of the C-shaped beam structure 3 and the variable section section 2 after bending is designed to be 52º, the angle β formed by the variable section section 2 along the axial direction of the central axis section is designed to be 9º, the end width dimension of the variable section section 2 is designed to be 79mm, the beam body wall thickness of the C-shaped beam structure 3 is 6mm, and the wall thickness of the support frame 4 is 4mm. After verification, it meets the requirements.

[0094] Embodiment ten:

[0095] The support beam structure for automobile air suspension of this embodiment is actually a support beam with an integral reinforced support structure inside the beam body, as shown in Figures 15 (a) to 15 (c). It is roughly the same as the internal support structure of the eighth embodiment, except that its weight reduction structure is significantly different from that of the eighth embodiment, and the difference is mainly reflected in the specific design of the weight reduction structure. In this embodiment, the support structure runs through the entire middle axis section, so it is necessary to reasonably design the weight reduction structure to achieve the lightweight effect. To this end, a plurality of weight reduction grooves and a plurality of weight reduction holes arranged around the weight reduction grooves are designed in this embodiment. The weight is reduced through this structural design, but the support strength is still very high, meeting the requirements of lightweight and high support strength. In addition, the angle α formed by the middle axis section 1 of the C-shaped beam structure 3 and the variable section section 2 after bending is 50°, the angle β formed by the variable section section 2 along the axial direction of the middle axis section is 7°, and the end width of the variable section section 2 is 70 mm. The wall thickness of the C-shaped beam structure 3 is 6 mm, and the wall thickness of the supporting frame 4 is 4 mm. After actual verification, the weight of the light beam is less than 50 kg, which is about 20 kg less than the original beam, meeting the lightweight requirements.

[0096] Embodiment eleven:

[0097] The support beam structure for automobile air suspension of this embodiment is actually a support beam with an integral reinforced support structure inside the beam body, as shown in Figure 16 (a)-Figure 16 (c). It is roughly the same as the internal support structure of Example 8, and the difference is that its weight reduction structure is significantly different from that of Example 8. The difference is also mainly reflected in the specific design of the weight reduction structure. In this embodiment, a weight reduction structure design of a plurality of roughly symmetrical triangles and diamond combinations is arranged on the support structure. This structural design makes it symmetrical, the support force is more uniform, and the stability of the triangle makes it have a higher support strength. Therefore, this structural design reduces the weight, but the support strength is still very high, meeting the requirements of lightweight and high support strength.

[0098] Embodiment 12:

[0099] The support beam structure for automobile air suspension in this embodiment is actually a support beam of a combined reinforced support structure inside the beam body, as shown in Figures 17 (a) to 17 (c), and Figure 17 (b) is enlarged at a ratio of 1:3. It is a combination of the U-shaped member A in Figure 6 (ab) or the U-shaped member B in Figure 7 (ac), the C-shaped support frame 4 in Example 2, and the M-shaped support frame 4 in Example 7. The combination can be combined in the manner of Figures 17 (a) to 17 (c) or in other ways. However, since the structure shown in Figures 17 (a) to 17 (c) supports the U-shaped member B on the main load-bearing surface, its support strength is higher and the effect is better. At the same time, it can be seen from the accompanying drawings that in this embodiment, the support beam adopts the specific structure used in Example 6. Of course, in actual use, it is not limited to the support beam of this structure, and the support beam in Example 1 can also be used. This embodiment only represents one of the usage methods.

[0100] Embodiment 13:

[0101] The support beam structure for automobile air suspension in this embodiment is actually a support beam of a combined reinforced support structure inside the beam body, as shown in Figures 18 (a) to 18 (c). It is basically similar to the structure of Example 12, with the difference that in this embodiment, the support beam adopts the specific structure used in Example 1.

[0102] Embodiment 14:

[0103] The support beam structure for automobile air suspension of the present embodiment is actually a support beam with an integral reinforced support structure inside the beam body, as shown in Figure 19 (a) to Figure 19 (c), wherein Figure 19 (b) is enlarged at a ratio of 1:3 for clarity. The support beam structure for automobile air suspension of the present embodiment comprises a center axis section 1 of uniform cross-section and variable cross-section sections 2 extending from both sides of the center axis section, the center axis section 1 and the variable cross-section section 2 having an inner cavity which is connected to one another, the variable cross-section sections are symmetrically bent along the radial center of the center axis section to form a C-shaped beam structure 3, the angle α formed by the center axis section 1 and the variable cross-section section 2 after bending is 55°, the angle β formed by the variable cross-section section 2 along the axial direction of the center axis section is 8°. º, the end width dimension of the variable section 2 is 73mm, wherein, for the support structure, as shown in Figures 20 (a)-20 (c), this embodiment adopts a T-shaped support frame. It can be seen from the figure that the support structure of this embodiment includes two support frames with a T-shaped cross-section shape, the cross beam section of the support frame serves as a surface support surface and contacts the inner wall of the force-bearing surface in the inner cavity of the central axis end, and the vertical beam sections of the two support frames serve as internal support surfaces and contact each other to be supported inside the beam body, wherein the cross-sectional shape of the cross beam matches the force-bearing surface where the four corners of the C-shaped beam structure are located, thereby forming a stable support, and the vertical sections of the T-shaped structure contact each other and are supported inside the beam body. In particular, it should be noted that in order to improve the support strength, a horizontal support surface is also provided at the end of each T-shaped support frame in this embodiment, and the horizontal support surface serves as an internal support surface, thereby increasing the contact area of ​​the internal support, thereby further improving the support strength. In addition, in order to achieve a lightweight effect, a weight-reducing groove is also provided on the T-shaped support frame.

[0104] The specific technical solutions of the present invention have been described through the above embodiments. However, the specific technical solutions of the present invention are not limited to the above examples. Changes, modifications, additions or substitutions made by technicians in this technical field within the essential scope of the present invention should also fall within the protection scope of the present invention. For example, for the combination of support structures, the combination of the C-shaped support frame 4 and the M-shaped support frame 4 mentioned in the above embodiments can be used, or combinations of other structural forms can be used. In fact, various combined structures can be regarded as regular or irregular I-shaped structures. Since the bending positive stress of the rectangular hollow cross-section beam is on the upper and lower edges away from the central axis, the present invention designs the support structure into a regular or irregular I-shaped structure so that the ratio of its section coefficient to the cross-sectional area is larger, so the structure is more reasonable and has stronger bending resistance. Of course, since there are many such combined structures, the present invention does not enumerate the specific forms of various support structures. It should be understood that as long as the support structure is similar to this I-shaped structure, it should fall within the protection scope of the present invention.

[0105] It should be noted that in actual production, except for the support structure with sufficient width at the dangerous point of the maximum bending moment of the beam, the rest of the support structures of all the above structural shapes can be provided with round and special-shaped lightening holes. All the layout structures can be decomposed into layout structures with different shapes according to the different positions of the maximum bending moment of the beam, or plates with different shapes can be added locally. Of course, various support structures are formed by laser (plasma) cutting or die blanking and then stamped with a die at one time, and some can be bent by a bending machine (except for steel castings). The welding and assembly sequence is as follows: whether it is an integral type, a split type, a steel casting and an upper integral and lower divided layout structure, they are first welded in the upper and lower pieces of the U-shaped single-piece beam respectively, and then the upper and lower symmetrical U-shaped single pieces are welded into an integral hollow rectangular beam, that is, the central axis section 1 and the variable cross-section sections 2 extending from both sides of the central axis section form the entire C-shaped beam structure 3 as a whole, and the C-shaped beam structure 3 is welded by a U-shaped single-piece beam with two half-open structures.

[0106] It should also be noted that the split support structure with a beam wall thickness of 6 mm in the first embodiment of the present invention has been approved by the National Bus Quality Inspection Center (Chongqing Vehicle Inspection Institute) on July 23, 2019. According to the standard test of "QC / T533-1999 "Automobile Drive Axle, Bench Test Method", "Frequency ≧2.5Hz", the fatigue strength after the test is ≧300,000 times without breaking. In addition, what is more unexpected is that when the test reaches 310,000 times, the first microcracks are seen, and the microcracks are not significantly increased and do not break suddenly at 330,000 times, avoiding the major safety hazard of sudden breakage within 1,000 times after the first microcracks are seen in the first three generations of beams. Obviously, this is also one of the most prominent advantages of the innovative support structure shape and layout position. This test is basically consistent with the inventor's CAE theoretical analysis. It should be noted that the test frequencies of the previous generations of beams are all ≦2Hz, and this time the inventor deliberately requires the frequency ≧2.5Hz, and the test results fully meet the design and safety requirements (it should be noted that the inventors follow up on site for each test).

[0107] It should also be noted that although some beams on the market are lighter than before, they are all lightened by "canceling all reinforcing ribs" (this move has safety hazards for two reasons: one is that the mechanical properties of the same type of materials in various domestic steel mills vary greatly, and the other is that the inner radius of the original beam is relatively small, and the tensile stress of the material exceeds the tensile strength of the material during forming, resulting in micro-cracks inside, which the inventor has verified by magnetic particle inspection before). Even so, the weight of the 8mm light beam is still ≧56kg, and the weight of the 7mm light beam is still ≧62kg (the weight of Yutong's 7mmSR12E finished beam is also ≧86kg), while the weight of the 6mm light beam is respectively <43kg and 50kg, which is more than 12kg lighter than the so-called "lightweight" in the current situation and more than 25kg lighter than the original beam. The solution of the present invention has broken through the existing development bottleneck.

Claims

1. A support beam structure for an automobile air suspension, comprising a central shaft section (1) having an inner cavity and variable cross-section sections (2) extending from both sides of the central shaft section, wherein the variable cross-section sections are symmetrically bent along the radial center line of the central shaft section to form a C-shaped beam structure (3), characterized in that: The inner cavity of the central axis section (1) is provided with one or more support structures formed by a plate material, each group of the support structures comprises a pair of surface support surfaces supported on the force-bearing surface in the inner cavity of the central axis section and internal support surfaces cooperating with the surface support surfaces and capable of serving as internal supports for two opposite force-bearing surfaces, each pair of the surface support surfaces in each group of the support structures are relatively supported on the inner wall of the force-bearing surface in the inner cavity of the central axis section and the internal support surfaces are supported in the middle of the inner cavity of the central axis section.

2. The supporting beam structure for automobile air suspension according to claim 1, characterized in that: Each group of support structures has a reduction structure on the surface support surface and / or the internal support surface.

3. The supporting beam structure for automobile air suspension according to claim 1 or 2, characterized in that: The two surface support surfaces in each group of the support structures have the same shape, and the two internal support surfaces in each group of the support structures have the same shape.

4. The supporting beam structure for automobile air suspension according to claim 1 or 2, characterized in that: The shapes of the two surface support surfaces in each group of the support structures are different, and the shapes of the two internal support surfaces in each group of the support structures are different.

5. The supporting beam structure for automobile air suspension according to claim 2, characterized in that: An auxiliary supporting profile matched with the supporting structure is arranged in the inner cavity of the central shaft section.

6. The supporting beam structure for automobile air suspension according to claim 1, 2 or 5, characterized in that: The angle α formed by the central axis section (1) and the variable cross-section section (2) after bending is 50-56°.

7. The supporting beam structure for automobile air suspension according to claim 6, characterized in that: The angle β formed by the variable cross-section section (2) along the axial direction of the central axis section is 7-10°.

8. The supporting beam structure for automobile air suspension according to claim 7, characterized in that: Each group of the supporting structures comprises at least one supporting frame with a C-shaped cross-sectional shape, or a supporting frame with an M-shaped cross-sectional shape, or a supporting frame with a T-shaped cross-sectional shape.

9. The support beam structure for automobile air suspension according to claim 1, 2, 5, 7 or 8, characterized in that: The cross-sectional shape of the central shaft section is a uniform cross-sectional shape.

10. The support beam structure for automobile air suspension according to claim 1, 2, 5, 7 or 8, characterized in that: The inner side surface of the central axis section of the C-shaped beam structure (3) is arranged as an arched curved surface structure.

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