Anti-collision structure, vehicle body assembly and vehicle
By designing the second connecting surface between the beam connecting seat and the body connecting seat in the anti-collision structure to form an acute angle with the anti-collision beam, increasing friction, the problem of easy shearing of the connection bolts in the existing anti-collision beam structure is solved, and higher structural stability and safety are achieved.
Patent Information
- Application Number
- CN202421793332.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-26
- Publication Date
- 2025-05-27
- Estimated Expiration
- 2034-07-26
AI Technical Summary
When the existing anti-collision beam structure is colliding, the connecting bolts are easily cut, resulting in unstable structure.
An anti-collision structure is designed, wherein the second connecting surface between the beam connecting seat and the vehicle body connecting seat forms an acute angle with the normal direction of the anti-collision beam, increasing friction to offset the impact force and avoiding the connection bolts being sheared.
By increasing the friction between the beam connecting seat and the body connecting seat, the connecting bolts can be effectively avoided from being cut off during collision, improving the stability and safety of the structure.
Smart Images
Figure CN222905484U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of anti-collision beams, and more particularly, to an anti-collision structure, a vehicle body assembly, and a vehicle. Background Art
[0002] Basically, the anti-collision beam structures existing in the current market are all formed by welding a straight beam (or a multi-section straight beam) and a rectangular connecting plate, and then screwing them to the skeleton connecting plate of the vehicle body skeleton.
[0003] When the vehicle is collided, under the influence of the collision impact force, the anti-collision straight beam will transmit the collision impact force to the rectangular connecting plate welded thereto and the skeleton connecting plate screwed to the rectangular connecting plate in sequence. At this time, the bolt between the rectangular connecting plate and the skeleton connecting plate is easily sheared by the collision impact force. Summary of the Utility Model
[0004] The present application provides an anti-collision structure, a vehicle body assembly, and a vehicle, which can avoid the connecting bolt between the beam connecting seat and the vehicle body connecting seat from being sheared under the influence of the collision impact force as much as possible.
[0005] In a first aspect, the present application provides an anti-collision structure, including: an anti-collision beam; a beam connecting seat fixedly connected to an end of the anti-collision beam along its length direction, the beam connecting seat having a first connecting surface; a vehicle body connecting seat for fixedly connecting with a vehicle body structure, the vehicle body connecting seat being disposed on a side of the beam connecting seat away from the anti-collision beam, the vehicle body connecting seat having a second connecting surface connected to the first connecting surface; and a connecting bolt passing through the first connecting surface and the second connecting surface along the arrangement direction of the beam connecting seat and the vehicle body connecting seat; wherein, an included angle is formed between the second connecting surface and the normal direction of the anti-collision beam, and the included angle is an acute angle.
[0006] Optionally, the static friction coefficient between the first connecting surface and the second connecting surface is μ, the included angle is α, the pre-tightening force generated by the connecting bolt is F3, the shear bearing capacity of the anti-collision beam is 2F4, and the friction coefficient and the included angle satisfy the following inequality:
[0007] (F4×sinα + F3×cosα)×μ ≥ (F4×cosα + F3×sinα).
[0008] Optionally, the static friction coefficient between the first connecting surface and the second connecting surface is μ, the included angle is α, and the friction coefficient and the included angle satisfy the following inequality:
[0009] sinα×μ ≥ cosα.
[0010] Optionally, the material of the beam connecting seat and the material of the vehicle body connecting seat are one of steel, aluminum, and cast iron, and the materials of the beam connecting seat and the vehicle body connecting seat are the same.
[0011] Optionally, at least one of the first connecting surface and the second connecting surface is provided with an anti-slip layer, and the anti-slip layer is used to increase the static friction coefficient between the first connecting surface and the second connecting surface.
[0012] Optionally, at least one of the first connecting surface and the second connecting surface has anti-slip texture.
[0013] Optionally, the anti-collision beam is an arched beam.
[0014] Optionally, the ratio of the height of the arched beam to the span of the arched beam is 0.05 to 0.2.
[0015] In a second aspect, the present application provides a vehicle body assembly, including:
[0016] The anti-collision structure according to any one of the above.
[0017] In a third aspect, the present application provides a vehicle, including:
[0018] The anti-collision structure according to any one of the above; or the vehicle body assembly according to the above.
[0019] The present application provides an anti-collision structure, a vehicle body assembly and a vehicle, which have at least the following advantages:
[0020] The second connecting surface has the above-mentioned included angle with the direction of the anti-collision beam. When the anti-collision beam is impacted, the component force of the impact force perpendicular to the second connecting surface can increase the pressure between the beam connecting seat and the vehicle body connecting seat, thereby increasing the friction force between the beam connecting seat and the vehicle body connecting seat. This friction force can at least partially offset the component force of the impact force parallel to the second connecting surface, and thus can avoid the connecting bolt from being sheared by the component force of the impact force parallel to the second connecting surface as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] Figure 1 is a schematic perspective view of the anti-collision structure shown in an embodiment;
[0022] Figure 2 is a schematic exploded view of the anti-collision structure shown in an embodiment;
[0023] Figure 3 is a schematic top view of the anti-collision structure when the impact force is 2F shown in an embodiment;
[0024] Figure 4 is a schematic structural view of the beam connecting seat and the vehicle body connecting seat when the impact force is 2F shown in an embodiment;
[0025] Figure 5 It is a schematic structural diagram of the beam connecting seat and the vehicle body connecting seat when the pre-tightening force is F3 as shown in an embodiment;
[0026] Figure 6 It is a schematic structural diagram of the beam connecting seat and the vehicle body connecting seat when the impact force is equal to the shear bearing capacity 2F4 as shown in an embodiment;
[0027] Figure 7 It is a schematic structural diagram of the vehicle body assembly as shown in an embodiment.
[0028] Explanation of reference numerals: 100, anti-collision structure; 10, anti-collision beam; 20, beam connecting seat; 21, first connecting surface; 30, vehicle body connecting seat; 31, second connecting surface; 40, connecting bolt; 50, cabin column. Detailed implementation manners
[0029] The present application provides an anti-collision structure 100, a vehicle body assembly and a vehicle, which can avoid the bolts between the beam connecting seat 20 and the vehicle body connecting seat 30 from being sheared under the influence of the collision impact force as much as possible. The anti-collision structure 100, the vehicle body assembly and the vehicle are described in detail below with reference to the accompanying drawings. Without conflict, the features in the following embodiments and implementation manners can be combined with each other.
[0030] Please refer to Figures 1 to 4 , the embodiment of the present application provides an anti-collision structure 100, including an anti-collision beam 10, a beam connecting seat 20, a vehicle body connecting seat 30 and a connecting bolt 40. Among them, the beam connecting seat 20 is fixedly arranged at the end of the anti-collision beam 10 along its length direction, and the beam connecting seat 20 has a first connecting surface 21; the vehicle body connecting seat 30 is used for being fixedly connected with the vehicle body structure (such as the longitudinal beam of the vehicle, etc.), the vehicle body connecting seat 30 is arranged on the side of the beam connecting seat 20 away from the anti-collision beam 10, and the vehicle body connecting seat 30 has a second connecting surface 31 connected to the first connecting surface 21; the connecting bolt 40 penetrates through the first connecting surface 21 and the second connecting surface 31 along the arrangement direction of the beam connecting seat 20 and the vehicle body connecting seat 30; wherein, an included angle is formed between the second connecting surface 31 and the normal direction of the anti-collision beam 10, and this included angle is an acute angle.
[0031] It should be noted that the normal direction of the anti-collision beam 10 can refer to the Y direction shown in Figure 3 , the included angle can refer to the angle α shown in Figure 4 , and the arrangement direction of the beam connecting seat 20 and the vehicle body connecting seat 30 can refer to the X direction shown in Figure 3 . In addition, both ends of the anti-collision beam 10 along its length direction can be provided with the above-mentioned beam connecting seat 20, vehicle body connecting seat 30 and connecting bolt 40. Among them, the beam connecting seat 20 is fixedly connected to the anti-collision beam 10 by welding, and can also be integrally formed, but is not limited thereto.
[0032] Please refer to Figure 3 and Figure 4 , Figure 3 which is a top view schematic diagram of the anti-collision structure 100 when the impact force is 2F as shown in an embodiment; Figure 4 which is a structural schematic diagram of the beam connection seat 20 and the vehicle body connection seat 30 when the impact force is 2F as shown in an embodiment. When a vehicle collision occurs, under the action of the impact force 2F, the vehicle body connection seat 30 and the beam connection seat 20 tend to separate. Specifically, the anti-collision beam 10 has two ends along its length direction, and the force on the anti-collision beam 10 at each end is approximately F. Further, the beam connection seat 20 is fixedly welded or integrally formed with the anti-collision beam 10, and the beam connection seat 20 and the anti-collision beam 10 can be regarded as a whole. Therefore, the force on each beam connection seat 20 is F, and thus the force exerted by the beam connection seat 20 on the vehicle body connection seat 30 is also F. Since the second connection surface 31 has an angle with the normal direction of the anti-collision beam 10, and the direction of the force F is the normal direction of the anti-collision beam 10, the force F can be decomposed into a force F2 parallel to the second connection surface 31 and a force F1 perpendicular to the first connection surface 21. It is easy to understand that the force F2 can drive the relative movement between the beam connection seat 20 and the vehicle body connection seat 30, and thus there is a risk of shearing the connecting bolt 40. The force F1 can increase the pressure at the connection between the beam connection seat 20 and the vehicle body connection seat 30, and thus the force F1 can increase the friction force at the connection between the beam connection seat 20 and the vehicle body connection seat 30. The direction of this friction force is opposite to the direction of the force F2 and can at least partially offset the force F2, so as to avoid the connecting bolt 40 from being sheared under the action of the force F2 as much as possible.
[0033] From the above discussion, it can be seen that since the second connection surface 31 has the above-mentioned angle with the normal direction of the anti-collision beam 10, when the anti-collision beam 10 is subjected to an impact force, the component force of the impact force perpendicular to the second connection surface 31 can increase the pressure between the beam connection seat 20 and the vehicle body connection seat 30, and thus increase the friction force between the beam connection seat 20 and the vehicle body connection seat 30. This friction force can at least partially offset the component force of the impact force parallel to the second connection surface 31, and thus avoid the connecting bolt 40 between the beam connection seat 20 and the vehicle body connection seat 30 from being sheared as much as possible.
[0034] In one embodiment, please continue to refer to Figure 3 and Figure 4 , if the friction coefficient between the first connection surface 21 of the beam connection seat 20 and the second connection surface 31 of the vehicle body connection seat 30 is μ and the included angle is α, then the friction coefficient and the included angle satisfy the following inequality:
[0035] sinα×μ≥cosα.
[0036] Refer to Figure 3 and Figure 4It can be known that the force exerted by the beam connecting seat 20 on the vehicle body connecting seat 30 is F, and the force F can be decomposed into F2 parallel to the second connecting surface 31 and the force F1 perpendicular to the first connecting surface 21. Among them, the frictional force generated by the force F1 is F×sinα×μ, and F2 is F×cosα. When this frictional force is always greater than F2, we can get F×sinα×μ≥F×cosα. Dividing both sides of the inequality by F, we can obtain:
[0037] sinα×μ≥cosα.
[0038] Therefore, when sinα×μ≥cosα, the frictional force between the beam connecting seat 20 and the vehicle body connecting seat 30 is always greater than or equal to the force F2. Since the force F2 is the force that drives the relative movement between the beam connecting seat 20 and the vehicle body connecting seat 30, and the frictional force is the force that hinders the relative movement between the beam connecting seat 20 and the vehicle body connecting seat 30. Therefore, in the solution provided in this embodiment, no matter how large the external impact force is, self-locking can be achieved between the beam connecting seat 20 and the vehicle body connecting seat 30, and there will be no relative movement, thus ensuring that the connecting bolt 40 will not be sheared off.
[0039] Exemplarily, when μ is 0.2, the included angle α needs to be greater than or equal to 78.7°. When μ is 0.15, the included angle α needs to be greater than or equal to 81.5°. It can be understood that according to the materials of the beam connecting seat 20 and the vehicle body connecting seat 30 and the roughness of the first connecting surface 21 and the second connecting surface 31, μ can be different values. Therefore, the specific value of μ is not limited in this application. It only needs to satisfy the above inequality.
[0040] Please refer to Figure 5 and Figure 6 , Figure 5 which is a schematic structural diagram of the beam connecting seat 20 and the vehicle body connecting seat 30 when the pre-tightening force is F3 as shown in an embodiment; Figure 6 which is a schematic structural diagram of the beam connecting seat 20 and the vehicle body connecting seat 30 when the impact force is equal to the shear resistance 2F4 as shown in an embodiment. In another embodiment, the static friction coefficient between the first connecting surface 21 of the beam connecting seat 20 and the second connecting surface 31 of the vehicle body connecting seat 30 is μ, the above included angle is α, the pre-tightening force generated by the connecting bolt 40 is F3, and the shear resistance of the beam connecting seat 20 is 2F4. The friction coefficient and the included angle satisfy the following inequality:
[0041] (F4×sinα + F3×cosα)×μ≥(F4×cosα + F3×sinα).
[0042] It is easy to understand that the connecting bolt 40 passes through the first connecting surface 21 and the second connecting surface 31 along the arrangement direction of the beam connecting seat 20 and the vehicle body connecting seat 30. The connecting bolt 40 can generate a pre-tightening force F3 parallel to this arrangement direction. The pre-tightening force F3 is decomposed into a force F3×sinα parallel to the second connecting surface 31 and a force F3×cosα perpendicular to the second connecting surface 31. Further, when the impact force received by the anti-collision beam 10 is less than the shear bearing capacity 2F4, the anti-collision beam 10 can be regarded as intact and can normally transmit the impact force. In this solution, the shear bearing capacity is regarded as the maximum external impact force. Then, at one end of the anti-collision beam 10, the force conditions of the beam connecting seat 20 and the vehicle body connecting seat 30 are: a force F4×sinα parallel to the second connecting surface 31 and a force F4×cosα perpendicular to the second connecting surface 31. After superimposing the above-mentioned pre-tightening force F3 and the shear bearing capacity 2F4 (the maximum external impact force), the force perpendicular to the second connecting surface 31 is (F4×sinα + F3×cosα); then the friction force between the first connecting surface 21 of the beam connecting seat 20 and the second connecting surface 31 of the vehicle body connecting seat 30 is: (F4×sinα + F3×cosα)×μ; the force parallel to the second connecting surface 31 is (F4×cosα + F3×sinα).
[0043] When the friction force is always greater than or equal to the force parallel to the second connecting surface 31, it can be obtained that:
[0044] (F4×sinα + F3×cosα)×μ ≥ (F4×cosα + F3×sinα).
[0045] Therefore, the solution provided in this embodiment takes into account the structural characteristics of the anti-collision beam 10 and the connecting bolt 40. Without the anti-collision beam 10 being bent, the friction force between the beam connecting seat 20 and the vehicle body connecting seat 30 is always greater than or equal to the separation force provided by the external impact force. When the external impact force is less than the shear bearing capacity of the anti-collision beam 10, the beam connecting seat 20 and the vehicle body connecting seat 30 can achieve self-locking and will not move relative to each other, thereby ensuring that the connecting bolt 40 will not be sheared off.
[0046] It should be noted that when there are multiple connecting bolts 40, the pre-tightening force F3 is the sum of the connecting forces provided by the multiple connecting bolts 40. In addition, for anti-collision beams 10 made of different materials, their shear bearing capacities are also different. Similarly, for connecting bolts 40 with different strengths, the pre-tightening forces they provide are also different. This application does not limit the specific values of the pre-tightening force and the shear bearing capacity, and those skilled in the art can obtain them from relevant reference books.
[0047] Next, this application provides some specific solutions to increase the friction force between the beam connecting seat 20 and the vehicle body connecting seat 30.
[0048] In one embodiment, the material of the beam connection seat 20 and the material of the vehicle body connection seat 30 are one of steel, aluminum, and cast iron, and the materials of the beam connection seat 20 and the vehicle body connection seat 30 are the same.
[0049] The beam connection seat 20 and the vehicle body connection seat 30 are generally made of the above-mentioned metal materials. When two identical metal surfaces come into contact with each other, due to the similar crystal structures and surface characteristics of the same metal, when they come into contact, their surface microstructures will embed into each other, thereby increasing the friction force. Therefore, the solution provided in this embodiment can increase the friction force between the beam connection seat 20 and the vehicle body connection seat 30.
[0050] In yet another embodiment, at least one of the first connection surface 21 and the second connection surface 31 is provided with an anti-slip layer, and the anti-slip layer is used to increase the static friction coefficient between the first connection surface 21 and the second connection surface 31. In other words, the anti-slip layer can be provided on the first connection surface 21, and the anti-slip layer can also be provided on the second connection surface 31. Among them, the material of the anti-slip layer can be any one of ceramics, carbon fiber, glass fiber, rubber, etc. The anti-slip layer can increase the static friction coefficient between the beam connection seat 20 and the vehicle body connection seat 30, and further improve the static friction force between the two.
[0051] In another embodiment, at least one of the first connection surface 21 and the second connection surface 31 has anti-slip texture. In other words, the anti-slip texture can be provided on the first connection surface 21, and the anti-slip texture can also be provided on the second connection surface 31. Among them, the anti-slip texture can include but is not limited to grooves, protrusions, and matte surfaces. The anti-slip texture can increase the actual contact area between the beam connection seat 20 and the vehicle body connection seat 30, improve the static friction coefficient between the two, and further improve the static friction force between the two.
[0052] In one embodiment, the anti-collision beam 10 is an arch beam. The arch structure can more effectively disperse and bear the load, and the cross-sectional size or thickness of the beam can be reduced during design. This means that under the same load-bearing capacity, the space occupied by the arch beam will be smaller than that of the straight beam, thereby reducing the occupation of the vehicle occupant compartment space.
[0053] In a further embodiment, the ratio of the height of the arch beam to the span of the arch beam is 0.05 to 0.2. It is easy to understand that when the ratio of the height of the arch beam to the span of the arch beam is too high, the impact force acting on the arch beam will be more transmitted between the beam connection seat 20 and the vehicle body connection seat 30 at its ends, making the connecting bolt 40 easier to be cut off. At the same time, the occupied space will also be larger, which is not conducive to saving space.
[0054] When the ratio of the height of the arch beam to the span of the arch beam is too small, the shear resistance and the volume of the arch beam for energy absorption by collapse will decrease, which is not conducive to safety.
[0055] Therefore, the ratio of the height to the span of the arch beam provided in this embodiment is 0.05 to 0.2. Within this range, the height-span ratio of the arch beam is relatively moderate and it is easier to be applied in production. Exemplarily, the ratio of the height to the span of the arch beam can be 0.05, 0.1, 0.15, 0.2, etc. But it is not limited thereto.
[0056] Please refer to Figure 7 , Figure 7 which is a schematic structural view of a vehicle body assembly shown in an embodiment. The embodiment of the present application also provides a vehicle body assembly, including the anti-collision structure 100 described in any of the above embodiments or implementation manners.
[0057] In one embodiment, the vehicle body assembly further includes a cabin column 50, and the vehicle body connection seat 30 at the end of the anti-collision beam 10 is welded and fixed to the cabin column 50 to complete the installation of the anti-collision beam 10.
[0058] Furthermore, when the anti-collision beam 10 is an arch beam, the bending direction of the anti-collision beam 10 faces the outside of the vehicle body assembly (i.e., the side away from the vehicle body assembly).
[0059] The embodiment of the present application also provides a vehicle, including the vehicle body assembly or the anti-collision structure 100 in any of the above embodiments or implementation manners.
[0060] It should be noted that when the vehicle is a passenger car, the above-mentioned cabin column 50 can be a vehicle body longitudinal beam. When the vehicle is a commercial vehicle, the above-mentioned cabin column 50 can be a frame longitudinal beam. But it is not limited thereto. In some other embodiments, the vehicle body connection seat 30 at the end of the anti-collision beam 10 can also be connected to other vehicle body structures other than the longitudinal beam.
[0061] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included within the scope of protection of the present application.
Claims
1. An anti-collision structure, characterized in that: include: Anti-collision beam; A beam connection seat, fixedly arranged at the end of the anti-collision beam along the length direction thereof, the beam connection seat having a first connection surface; A body connection seat for fixedly connecting to the body structure, the body connection seat is arranged on a side of the beam connection seat away from the anti-collision beam, and the body connection seat has a second connection surface connected to the first connection surface; and A connecting bolt is provided through the first connecting surface and the second connecting surface along the arrangement direction of the beam connecting seat and the vehicle body connecting seat; Wherein, the second connecting surface forms an angle with the normal of the anti-collision beam, and the angle is an acute angle.
2. The anti-collision structure according to claim 1, characterized in that: The static friction coefficient between the first connecting surface and the second connecting surface is μ, the angle is α, and the friction coefficient and the angle satisfy the following inequality: sinα×μ≥cosα.
3. The anti-collision structure according to claim 1, characterized in that: The static friction coefficient between the first connecting surface and the second connecting surface is μ, the angle is α, the preload force generated by the connecting bolt is F3, the shear bearing capacity of the anti-collision beam is 2F4, and the friction coefficient and the angle satisfy the following inequality: (F4×sinα+F3×cosα)×μ≥(F4×cosα+F3×sinα).
4. The anti-collision structure according to any one of claims 1 to 3, characterized in that: The material of the beam connection seat and the material of the vehicle body connection seat are both one of steel, aluminum and cast iron, and the beam connection seat and the vehicle body connection seat are made of the same material.
5. The anti-collision structure according to any one of claims 1 to 3, characterized in that: At least one of the first connection surface and the second connection surface is provided with an anti-slip layer, and the anti-slip layer is used to increase the static friction coefficient between the first connection surface and the second connection surface.
6. The anti-collision structure according to any one of claims 1 to 3, characterized in that: At least one of the first connecting surface and the second connecting surface has an anti-slip texture.
7. The anti-collision structure according to any one of claims 1 to 3, characterized in that: The anti-collision beam is an arch beam.
8. The anti-collision structure according to claim 7, characterized in that: The ratio of the height of the arch beam to the span of the arch beam is 0.05 to 0.
2.
9. A vehicle body assembly, characterized in that: include: The anti-collision structure according to any one of claims 1 to 8.
10. A vehicle, characterized in that: include: The anti-collision structure according to any one of claims 1 to 8; or The vehicle body assembly as claimed in claim 9.