Automobile anti-collision beam and automobile

Abstract

The automobile anti-collision beam comprises a beam body, a plate spring assembly is arranged in the beam body, the plate spring assembly comprises a plurality of plate springs which are sequentially arranged, the multiple plate springs are concentrically arranged, the plate springs are bent towards the outer side of the automobile, and the lengths of the plate springs are sequentially reduced in the direction from the inner side of the automobile to the outer side of the automobile. Wherein curling structures are arranged at the two ends of the longest plate spring located on the innermost side, the curling structures are arranged on the peripheries of the mounting columns in the mounting bases in a sleeving mode and movably connected with the mounting columns, and the mounting bases are fixedly connected with the beam body. Therefore, the damage to a vehicle main body structure and passengers is reduced.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to an automotive anti-collision beam and an automotive. Background Technology

[0002] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art.

[0003] The existing anti-collision structures within the internal cavities of automotive body door sill reinforcement beams are achieved using extruded aluminum profiles, steel stampings, or structural adhesive blocks. Similarly, the anti-collision structures within the internal cavities of the front and rear anti-collision beams are also reinforced using extruded aluminum profiles, roll-formed steel beams, or steel stampings. Extruded aluminum profiles are made from high-strength aluminum alloy, resulting in higher costs (30%-50% more than steel stampings) and lower energy absorption efficiency. Roll-formed steel beams are made from high-strength steel plates, resulting in heavy weight and limited plastic deformation capacity. Steel stampings are made from multiple layers of steel plates, stamped and welded, with an energy absorption rate of less than 40%, poor energy absorption, and complex manufacturing processes. Structural adhesive blocks are formed by bonding PU foam material to metal, making electrophoretic coating difficult and requiring high-precision drying processes. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide an automotive anti-collision beam that is low in cost, has good energy absorption effect, and is simple to manufacture.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, embodiments of the present invention provide an automotive anti-collision beam, including a beam body, a leaf spring assembly inside the beam body, the leaf spring assembly including a plurality of leaf springs arranged sequentially, the plurality of leaf springs being concentrically arranged, the leaf springs bending toward the outer side of the vehicle, the length of the leaf springs decreasing sequentially along the direction from the inner side of the vehicle to the outer side, wherein the longest leaf spring located at the innermost side has a coiled structure at both ends, the coiled structure being sleeved on the outer periphery of the mounting post inside the mounting seat and being movably connected to the mounting post, the mounting seat being fixedly connected to the beam body.

[0006] Optionally, multiple leaf springs are fixedly connected at the center by a fastener, the end of the innermost leaf spring is connected to the mounting post by a coiled structure, and the ends of the remaining leaf springs are provided with steel strips, which are fixed to all the inner leaf springs by the steel strips.

[0007] Optionally, the fasteners are fastening bolts and fastening nuts. The fastening bolts pass through the center of all the leaf springs and the fastening nuts are tightened to secure all the leaf springs.

[0008] Optionally, the mounting base includes an upper plate and a lower plate arranged in parallel, a fixing plate for fixing to the beam is provided between the upper plate and the lower plate, and a mounting column is also provided between the upper plate and the lower plate, the mounting column cooperating with the coiled structure at the end of the innermost leaf spring.

[0009] Optionally, the fixing plate is provided with a first fixing hole, and the beam is provided with a second fixing hole that matches the first fixing hole. The fixing plate is fixedly connected to the beam through the first fixing hole, the second fixing hole, and bolts and nuts.

[0010] Optionally, the first fixing hole or the second fixing hole is an elongated hole.

[0011] Optionally, the beam is a sill beam, including an outer beam and an inner beam, which are fixedly connected, and a cavity is formed between the outer beam and the inner beam to accommodate the leaf spring assembly and the mounting base.

[0012] Optionally, the mounting base at the end of the leaf spring assembly is fixedly connected to the inner beam, and there is a set distance between the outer side of the leaf spring assembly and the inner side of the outer beam. Optionally, the leaf springs of the leaf spring assembly are made of 60Si2MnA spring steel.

[0013] In a second aspect, embodiments of the present invention provide an automobile in which the door sill beam and / or front bumper beam and / or rear bumper beam adopts the bumper beam for automobiles described in the first aspect.

[0014] The beneficial effects of the present invention are as follows: 1. The automotive anti-collision beam of the present invention has a leaf spring assembly inside the beam body. The leaf spring assembly replaces the extruded aluminum profile, rolled steel beam, steel stamping, or structural rubber block inside the beam body. In the event of a collision, the leaf spring can absorb energy through its own deformation and can restore its original shape to a certain extent, avoiding rigid impact, reducing the transmission of energy to the vehicle body, and making the collision force distribution more uniform. This avoids concentrated stress damage to specific parts of the vehicle and enhances the stability of the entire vehicle structure. Compared with extruded aluminum profiles, the leaf spring assembly is lower in cost and has better energy absorption performance. Compared with rolled steel beams, it is lighter and has better plastic deformation capacity. Compared with steel stamping, it has better energy absorption effect. During assembly, the leaf spring assembly can be directly installed onto the beam body, and the installation process is simple. Compared with structural rubber blocks, there is no need for electrophoretic coating and drying processes, making the processing technology simpler.

[0015] 2. The anti-collision beam of the present invention has a mounting base with a mounting post. The coiled structure at the end of the leaf spring is sleeved on the mounting post and movably connected to the mounting post. When the leaf spring assembly is subjected to collision impact, it can release stress. This enables the leaf spring assembly to absorb energy while being installed inside the beam, thus realizing the use of the leaf spring assembly in automobile anti-collision beams. Attached Figure Description

[0016] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0017] Figure 1 This is an exploded view of the overall structure of Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention; Figure 3 This is the present invention. Figure 2 A schematic diagram of the section along direction A; Figure 4 This is a front view of the assembly of the leaf spring assembly and the inner beam in Embodiment 1 of the present invention; Figure 5 This is a schematic diagram of the leaf spring assembly structure in Embodiment 1 of the present invention; Figure 6 This is a top view of the leaf spring assembly of Embodiment 1 of the present invention; Figure 7 This is a schematic diagram of the sill beam assembly process in Embodiment 1 of the present invention; Among them, 1. First leaf spring, 2. Second leaf spring, 3. Third leaf spring, 4. Mounting seat, 5. Steel strip, 6. Fixing bolt, 7. Fixing nut, 8. Side panel assembly, 9. Inner beam, 10. Outer beam, 11. Lower body assembly, 12. Bolt, 13. Nut. Detailed Implementation Example 1 This embodiment provides a car bumper beam, specifically a door sill beam, such as... Figure 1-Figure 4 As shown, the structure includes a beam with an anti-collision structure inside. In this embodiment, the anti-collision structure uses a leaf spring assembly, which replaces the extruded aluminum profile, steel stamping, or structural rubber block inside the traditional sill beam.

[0018] When sheet metal structures are used for anti-collision structures, the specific energy absorption value of traditional sheet metal structures is only 15kJ / kg to 20kJ / kg. Although extruded aluminum profiles are lightweight, the cost is 30 yuan / kg to 35 yuan / kg. When structural adhesive blocks are used, the adhesive structure is prone to producing bubbles during electrophoresis drying (defect rate 15% to 25%). When steel stamping parts are used for anti-collision structures, the energy absorption effect of steel stamping parts is poor and the manufacturing process is complicated. When roll-formed steel beams are used for anti-collision structures, they are heavy and have limited plastic deformation capacity.

[0019] In this embodiment, a leaf spring assembly is used instead of the traditional anti-collision structure. Compared with extruded aluminum profiles, the leaf spring assembly has lower cost and better energy absorption performance. Compared with rolled steel beams, the leaf spring assembly is lighter and has better plastic deformation capacity. Compared with steel stamping parts, the leaf spring assembly has better energy absorption effect. During assembly, the leaf spring assembly can be directly installed onto the beam body, and the installation process is simple. Compared with structural adhesive blocks, the leaf spring assembly does not require electrophoretic coating and drying processes, making the processing technology simpler.

[0020] The beam can adopt the structure of the current automobile door sill beam, including an inner beam 9 and an outer beam 10. The inner beam 9 and the outer beam 10 are fixed by bolts, nuts or welding. After the inner beam 9 and the outer beam 10 are fixed, the inner beam 9 and the outer beam 10 form a cavity for accommodating the leaf spring assembly.

[0021] The structures of the inner beam 9 and the outer beam 10 can be constructed using existing technologies, and will not be described in detail here.

[0022] like Figures 5-6 As shown, the leaf spring assembly includes multiple leaf springs. The leaf springs have an arc-shaped structure and are curved towards the outer side of the vehicle. The dimensions of the leaf springs match the dimensions of the cavity within the beam. Preferably, the leaf springs are made of 60Si2MnA spring steel. Among adjacent leaf springs, the outermost leaf spring is attached to the outer surface of the innermost leaf spring. The multiple leaf springs are concentrically arranged, and their lengths decrease sequentially from the inner to the outer side of the vehicle.

[0023] In this embodiment, three leaf springs are provided, namely the first leaf spring 1, the second leaf spring 2 and the third leaf spring 3. The first leaf spring 1 is the longest and is located on the innermost side. The second leaf spring 2 is the second longest and is attached to the outer side of the first leaf spring 1. The third leaf spring 3 is the shortest and is attached to the outer side of the second leaf spring 2.

[0024] When the door sill beam is impacted, the middle part experiences the greatest force. Therefore, the middle part of the entire leaf spring assembly is the thickest. The thickness of the entire leaf spring assembly decreases from the middle to the ends. This satisfies the force requirements in the middle part and ensures the load-bearing capacity of the entire leaf spring assembly. On the other hand, it also facilitates the deformation of the entire leaf spring assembly to absorb energy.

[0025] The first leaf spring 1, the second leaf spring 2, and the third leaf spring 3 are fixed at the center position by a fastener.

[0026] In this embodiment, the fixing components are a fixing bolt 6 and a fixing nut 7. Correspondingly, the center of the first leaf spring 1, the second leaf spring 2, and the third leaf spring 3 is provided with a through hole for the rod of the fixing bolt 6 to pass through. The rod of the fixing bolt 6 passes through the first leaf spring 1, the second leaf spring 2, and the third leaf spring 3. The head of the fixing bolt 6 contacts the outer side of the third leaf spring 3. The rod of the fixing bolt 6 is tightened with the fixing nut 7. The fixing nut 7 is pressed against the inner side of the first leaf spring 1. The first leaf spring 1, the second leaf spring 2, and the third leaf spring 3 are pressed and fixed through the head of the fixing bolt 6 and the fixing nut 7.

[0027] Apart from the innermost first leaf spring 1, both ends of the second leaf spring 2 and the third leaf spring 3 are provided with steel strips 5. The steel strips 5 prevent the ends of the second leaf spring 2 and the third leaf spring 3 from loosening, and also serve to tightly fix the multiple first leaf springs 1, second leaf springs 2 and third leaf springs 3 together to improve the elastic strength. The steel strip at the end of the second leaf spring 2 passes around the end of the second leaf spring 2 and the first leaf spring 1, binding and fixing the end of the second leaf spring 2 to the first leaf spring 1.

[0028] The steel strip at the end of the third leaf spring 3 passes over the end of the third leaf spring 3, the second leaf spring 2, and the first leaf spring 1, and binds and fixes the end of the third leaf spring 3 to the second leaf spring 2 and the first leaf spring 1.

[0029] By setting the fixing bolts 6, fixing nuts 7 and steel strips 5, the first leaf spring 1, the second leaf spring 2 and the third leaf spring 3 are fixed into a whole structure, with the second leaf spring 2 attached to the outer side of the first leaf spring 1 and the third leaf spring 3 attached to the outer side of the second leaf spring 2.

[0030] There is a set distance between the outer side of the third leaf spring 3 and the inner side of the outer beam 10, which prevents abnormal noise from being generated at the door sill beam during vehicle operation.

[0031] Both ends of the first leaf spring 1 are connected to the mounting base 4. The mounting base 4 is used to fix the leaf spring assembly inside the beam. In this embodiment, the mounting base 4 is fixedly connected to the inner beam 9.

[0032] Mounting base 4 includes an upper plate 4-1 and a lower plate 4-2 arranged in parallel. A fixing plate 4-3 is provided between the upper plate 4-1 and the lower plate 4-2. The fixing plate 4-3 is provided with a first fixing hole. Correspondingly, the inner beam 9 is provided with a second fixing hole that matches the first fixing hole. The fixing plate 4-3 can be fixedly connected to the inner beam 9 through the first fixing hole, the second fixing hole, bolts, and nuts.

[0033] A mounting post 4-4 is provided between the upper plate 4-1 and the lower plate 4-2. Correspondingly, the end of the first leaf spring 1 is provided with a retractable structure 1-1. The retractable structure 1-1 is sleeved on the outer periphery of the mounting post 4-4, and the retractable structure 1-1 is movably connected to the mounting post 4-4. That is, the retractable structure 1-1 is only sleeved on the outer periphery of the mounting post 4-4 and is not fixed to the mounting post 4-4.

[0034] The coiled structure 1-1 can be formed by bending at the end of the first leaf spring 1. The forming of the coiled structure 1-1 can be achieved using existing technology, which will not be described in detail here.

[0035] If the end of the first leaf spring 1 is fixedly connected to the mounting base 4, the stress cannot be released when the leaf spring assembly is subjected to force. After the leaf spring is subjected to collision and pressure, it will cause a great impact on the connection, leading to risks such as the connection breaking. Therefore, in this embodiment, the coiled structure 1-1 is movably sleeved on the outer periphery of the mounting column 4-4. In this way, when the leaf spring assembly is subjected to collision impact, the end of the first leaf spring 1 can move, thereby releasing stress and improving elasticity. This can effectively eliminate the excessive stress generated by the collision impact. While installing the leaf spring assembly inside the beam, the leaf spring assembly can play the role of absorbing energy, realizing the use of the leaf spring assembly in the automotive anti-collision beam.

[0036] In this embodiment, a leaf spring assembly replaces the extruded aluminum profile, rolled steel beam, steel stamping, or structural rubber block inside the beam. In the event of a collision, the leaf spring can absorb energy through its own deformation and can also restore its original shape to a certain extent, avoiding rigid impact, reducing the transfer of energy to the vehicle body, and making the collision force distribution more uniform. This avoids concentrated stress damaging specific parts of the vehicle and enhances the stability of the entire vehicle structure. Compared with traditional rigid anti-collision structures, the leaf spring assembly can reduce the overall weight while maintaining the same safety performance, which helps to improve the vehicle's fuel economy and handling.

[0037] The leaf spring assembly has an elastic deformation mechanism: the multi-layer leaf spring generates controllable elastic deformation upon impact, and according to simulation data, it can absorb 45% to 55% of the initial impact energy (calculation formula: , where Eabsorb is the absorbed energy, k is the stiffness coefficient, and x is the deformation amount); Force redistribution mechanism: The structural characteristics of leaf springs can disperse concentrated impact forces into components in multiple directions, reducing peak stress by 40% to 60%; The graded energy absorption mechanism is as follows: Level 1 energy absorption: elastic deformation segment (recoverable deformation of 5mm to 8mm); Level 2 energy absorption: plastic deformation segment (permanent deformation of 3mm to 5mm); Level 3 buffer: residual energy is dissipated through the structural adhesive layer. Self-resetting mechanism: The first leaf spring 1, the second leaf spring 2 and the third leaf spring 3 are made of 60Si2MnA spring steel. After a set heat treatment process, they have a shape memory effect and can automatically restore more than 95% of their original shape at room temperature.

[0038] Through the four mechanisms described above, the leaf spring assembly effectively absorbs and disperses the impact energy generated during a collision, thereby reducing damage to the vehicle's main structure and occupants.

[0039] like Figure 7 As shown, the assembly method of the threshold beam in this embodiment is as follows: After the lower body assembly 11 is welded together, the inner beam 9 is fixedly connected to the lower body assembly 11 by bolts or welding.

[0040] The assembly method of the lower body assembly 11 and its assembly with the inner beam 9 can be achieved using existing technology, and will not be described in detail here.

[0041] After installing the leaf spring assembly into the mounting base 4, the mounting base 4 is fixed to the inner beam 9 by bolts 12 and nuts 13.

[0042] The side panel assembly 8 is welded to the outer beam 10 or fixed with bolts, and then the outer beam 10 is fixed to the inner beam 9 with bolts, nuts or welds.

[0043] The assembly methods of the side panel assembly 8 and the outer beam, as well as the assembly methods of the outer beam 10 and the inner beam 9, can be achieved using existing technologies and will not be described in detail here.

[0044] Example 2 This embodiment provides an anti-collision beam for automobiles, which is a door sill beam for automobiles. Compared with embodiment 1, the difference is that the first fixing hole or the second fixing hole is a long hole. With this setting, the position of the mounting seats 4 at both ends of the first leaf spring 1 can be adjusted, thereby adjusting the initial bending degree of the leaf spring assembly and thus adjusting the energy absorption capacity of the leaf spring assembly.

[0045] The remaining structure of this embodiment is the same as that of Embodiment 1, and will not be described again here.

[0046] Example 3 This embodiment provides a car anti-collision beam. Compared with embodiment 1, the difference is that the beam is a front anti-collision beam for automobiles. The structure of the front anti-collision beam can be achieved using existing technology, and will not be described in detail here. The rest of the structure of this embodiment is the same as that of embodiment 1, and will not be described again here.

[0047] Example 4 This embodiment provides a car anti-collision beam. Compared with embodiment 1, the difference is that the beam is a rear anti-collision beam of a car. The structure of the rear anti-collision beam can be achieved using existing technology, and will not be described in detail here. The rest of the structure of this embodiment is the same as that of embodiment 1, and will not be described again here.

[0048] Example 5 This embodiment provides a car whose door sill beam adopts the anti-collision beam for automobiles described in Embodiment 1 or Embodiment 2; and / or; Its front bumper beam adopts the automotive bumper beam described in Example 3; and / or; The subsequent anti-collision beam adopts the automotive anti-collision beam described in Example 4.

[0049] Those skilled in the art can choose whether to use the automotive anti-collision beam of Embodiment 1 or Embodiment 2 according to actual needs, whether to use the automotive anti-collision beam of Embodiment 3 for the front anti-collision beam according to actual needs, and whether to use the automotive anti-collision beam of Embodiment 4 for the rear anti-collision beam according to actual needs. Those skilled in the art can set it according to actual needs, and it will not be described in detail here.

[0050] The rest of the car's structure can be achieved using existing technology, and will not be described in detail here.

[0051] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A car anti-collision beam, comprising a beam body, characterized in that, The beam body is equipped with a leaf spring assembly, which includes multiple leaf springs arranged in sequence. The multiple leaf springs are concentrically arranged and bend towards the outside of the vehicle. The length of the leaf springs decreases sequentially from the inside of the vehicle to the outside. The longest leaf spring located on the innermost side has a coiled structure at both ends. The coiled structure is fitted around the outer periphery of the mounting column inside the mounting seat and is movably connected to the mounting column. The mounting seat is fixedly connected to the beam body.

2. The automotive anti-collision beam as described in claim 1, characterized in that, Multiple leaf springs are fixedly connected at the center by a fastener. The end of the innermost leaf spring is connected to the mounting post through a coiled structure. The ends of the remaining leaf springs are equipped with steel strips, which are used to fix the ends of the leaf springs to all the inner leaf springs.

3. The automotive anti-collision beam as described in claim 2, characterized in that, The fasteners consist of fastening bolts and fastening nuts. The fastening bolts pass through the center of all the leaf springs, and the fastening nuts are tightened to secure all the leaf springs.

4. The automotive anti-collision beam as described in claim 1, characterized in that, The mounting base includes an upper plate and a lower plate arranged in parallel. A fixing plate for fixing to the beam is provided between the upper plate and the lower plate. A mounting column is also provided between the upper plate and the lower plate. The mounting column cooperates with the coiled structure at the end of the innermost leaf spring.

5. A car anti-collision beam as described in claim 4, characterized in that, The fixing plate is provided with a first fixing hole, and the beam is provided with a second fixing hole that matches the first fixing hole. The fixing plate is fixedly connected to the beam through the first fixing hole, the second fixing hole, and bolts and nuts.

6. The automotive anti-collision beam as described in claim 5, characterized in that, The first fixing hole is an elongated hole or the second fixing hole is an elongated hole.

7. The automotive anti-collision beam as described in claim 1, characterized in that, The leaf springs of the leaf spring assembly are made of 60Si2MnA spring steel.

8. The automotive anti-collision beam as described in claim 1, characterized in that, The beam is a threshold beam, comprising an outer beam and an inner beam, which are fixedly connected, and a cavity is formed between the outer beam and the inner beam to accommodate the leaf spring assembly and the mounting base.

9. A car anti-collision beam as described in claim 7, characterized in that, The mounting base at the end of the leaf spring assembly is fixedly connected to the inner beam, and there is a set distance between the outer side of the leaf spring assembly and the inner side of the outer beam.

10. A car, characterized in that, The door sill beam and / or front bumper beam and / or rear bumper beam of the automobile adopts the bumper beam for automobile as described in any one of claims 1-7.

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