Stress releasing device

Abstract

The utility model relates to a stress release device which can comprise a first stress release belt and a second stress release belt, the first stress release belt can comprise a plurality of first stress release blocks which are arranged at intervals along a first direction, and the distance between the plurality of first stress release blocks is L1; the second stress release belt can comprise a plurality of second stress release blocks which are arranged at intervals in the first direction, and the distance between the second stress release blocks is L2. Wherein the first direction is parallel to the advancing direction of the vehicle, the first stress releasing block and the second stress releasing block are arranged in a staggered mode, and L1 is larger than L2 or smaller than L2. According to the stress release device, on the basis of fully releasing the residual stress of the vehicle, the vehicle is prevented from being clamped in the stress release device.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile manufacturing, and particularly relates to a stress release device. Background Art

[0002] In the process of vehicle production and manufacturing, after the vehicle assembly is completed, the vehicle needs to pass through a stress release device to fully release the residual stress and false moment of the chassis suspension, so as to ensure the accuracy of subsequent four-wheel alignment detection parameters.

[0003] In the related art, the commonly used methods include the passive bumping method and the forced bumping method. The passive bumping method is to lay a bumpy road surface and let the vehicle drive over it, so as to eliminate the assembly stress and gaps of the whole vehicle during the bumping process. An automobile assembly stress release device disclosed in the patent document (CN216082040U) includes a first stress release frame for receiving the left tire of the vehicle and a second stress release frame for receiving the right tire of the vehicle. Both the first stress release frame and the second stress release frame include longitudinal beams arranged longitudinally, and a plurality of cross beams arranged transversely on the longitudinal beams. The cross beams of the first stress release frame and the cross beams of the second stress release frame are arranged staggeredly.

[0004] However, when the vehicle is driving on the existing stress release device, the tire is easily caught between two stress release blocks, resulting in the problem of vehicle jamming. Summary of the Utility Model

[0005] The purpose of the utility model is to provide a stress release device, which can avoid the vehicle jamming in the stress release device on the basis of fully releasing the residual stress of the vehicle.

[0006] In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows:

[0007] The present application provides a stress release device, which may include a first stress release belt and a second stress release belt. The first stress release belt may include a plurality of first stress release blocks arranged at intervals along a first direction, and the distance between the plurality of first stress release blocks is L1; the second stress release belt may include a plurality of second stress release blocks arranged at intervals along the first direction, and the distance between the plurality of second stress release blocks is L2; wherein, the first direction is parallel to the traveling direction of the vehicle, the first stress release blocks and the second stress release blocks are arranged in a staggered manner, and L1 is greater than L2, or L1 is less than L2.

[0008] In some embodiments of the present application, the first stress release block and the second stress release block both include a first end and a second end, the arrangement direction of the first end and the second end is parallel to the second direction, and points from the first end to the second end, the lengths of the first stress release block and the second stress release block in the third direction decrease gradually; the first direction, the second direction and the third direction are perpendicular to each other. Wherein, at least a plurality of first stress release blocks in the first stress release band are oriented in opposite directions, and / or at least a plurality of second stress release blocks in the second stress release band are oriented in opposite directions.

[0009] In some embodiments of the present application, along the direction from the first end to the second end, the lengths of the first stress relief block and the second stress relief block in the first direction decrease gradually.

[0010] In some embodiments of the present application, the orientations of the plurality of first stress release blocks in the first stress release band are staggered, and / or the orientations of the plurality of second stress release blocks in the second stress release band are staggered.

[0011] In some embodiments of the present application, the stress release device may further include a third stress release block, which is arranged at one end of the first stress release band so that the vehicle enters the first stress release band through the third stress release block; wherein the third stress release block and a second stress release block in the second stress release band are arranged relative to each other along a second direction, and the second direction is perpendicular to the first direction.

[0012] In some embodiments of the present application, the stress release device may further include a fourth stress release block, which is arranged at an end of the first stress release band away from the third stress release block, and the fourth stress release block is arranged opposite to another second stress release block in the second stress release band along the second direction.

[0013] In some embodiments of the present application, the stress release device may further include a buffer belt, which is arranged on a side of the third stress release block away from the first stress release block, and the height of the buffer belt increases along the traveling direction of the vehicle.

[0014] In some embodiments of the present application, along the second direction, the length of the buffer zone is greater than or equal to the length of the first stress release block.

[0015] In some embodiments of the present application, a plurality of first friction protrusions are provided on the side of the first stress relief block and the second stress relief block facing the vehicle.

[0016] In some embodiments of the present application, the first stress relief block and the second stress relief block are both provided with mounting holes; the stress relief device may further include expansion bolts, which are passed through the mounting holes and connected to the ground.

[0017] Beneficial effects of the utility model:

[0018] (1) In this application, the spacing between multiple first stress relief blocks in the first stress relief band and the spacing between multiple second stress relief blocks in the second stress relief band are set to be unequal. When the left tire of the vehicle travels on the first stress relief band and the right tire travels on the second stress relief band, the bump frequencies on both sides of the vehicle are different, which can effectively improve the stress relief effect of the chassis suspension. On the other hand, compared with the stress relief device in the traditional solution where the first stress relief blocks and the second stress relief blocks are arranged alternately and L1 = L2, this application helps to prevent the left front tire of the vehicle from getting stuck in the first stress relief band while the right rear tire also gets stuck in the second stress relief band, thereby improving the passing performance of the vehicle on the stress relief device.

[0019] (2) On the one hand, this application can be adapted to vehicles with various wheelbases, enabling the vehicle to maintain a state of rising and falling when passing through the stress relief device, thereby increasing the bump amplitude of the vehicle and promoting the full release of the residual stress in the chassis suspension. On the other hand, it helps to reduce the deflection angle of the tire to a certain extent, thus ensuring that the vehicle can pass through the stress relief device smoothly in a straight line.

[0020] (3) It is possible to form gaps of various different lengths between two first stress relief blocks or second stress relief blocks arranged in the same direction, which is beneficial for adapting to various vehicle models with different tire sizes.

[0021] (4) It can further increase the bump amplitude of the vehicle and promote the full release of the residual stress in the chassis suspension.

[0022] (5) Through the relative arrangement of the third stress relief block and the second stress relief block in the second direction, when the left front wheel and the right front wheel of the vehicle enter the first stress relief band and the second stress relief band, they can simultaneously press on the third stress relief block and the second stress relief block. The left front wheel and the right front wheel are symmetrically stressed, which is beneficial for maintaining the direction stability of the vehicle in the initial stage, thereby enabling the vehicle to smoothly enter the first stress relief band and the second stress relief band.

[0023] (6) When the vehicle is about to leave the first stress relief band and the second stress relief band, the left front wheel and the right front wheel of the vehicle can simultaneously press on the third stress relief block and the second stress relief block. The left front wheel and the right front wheel are symmetrically stressed, which is beneficial for maintaining the direction stability of the vehicle in the leaving stage, enabling the left rear wheel and the right rear wheel of the vehicle to also smoothly leave the first stress relief band and the second stress relief band in a straight line, thereby ensuring the integrity of the chassis suspension stress relief process.

[0024] (7) The buffer band can further ensure the direction stability of the vehicle in the initial stage, thereby enabling the vehicle to smoothly enter the first stress relief band and the second stress relief band.

[0025] (8) The buffer zone can stably carry tires of different widths, enabling vehicles of different types to smoothly pass through the buffer zone and enter the first stress relief zone and the second stress relief zone.

[0026] (9) The friction coefficient of the first stress relief block and the second stress relief block can be increased to ensure the frictional force when the tire contacts the first stress relief block and the second stress relief block, thereby avoiding the tire from getting stuck in the stress relief device.

[0027] (10) The first stress relief block and the second stress relief block can be tightly connected to the ground, preventing the first stress relief block and the second stress relief block from being pushed to other positions when the vehicle passes through the pressure relief device. Description of the Drawings

[0028] Figure 1 Shown is one of the structural schematic diagrams of the stress relief device provided by the embodiment of the present application;

[0029] Figure 2 Shown is one of the structures of the first stress relief block and the second stress relief block of the embodiment of the present application;

[0030] Figure 3 Shown is another structure of the first stress relief block and the second stress relief block of the embodiment of the present application;

[0031] Figure 4 Shown is another structural schematic diagram of the stress relief device provided by the embodiment of the present application.

[0032] In the figure, 1 - stress relief device;

[0033] 10 - first stress relief zone; 11 - first stress relief block; 111 - first end; 112 - second end;

[0034] 20 - second stress relief zone; 21 - second stress relief block;

[0035] 31 - third stress relief block; 32 - fourth stress relief block;

[0036] 40 - buffer zone;

[0037] L1 - spacing between multiple first stress relief blocks; L2 - spacing between multiple second stress relief blocks;

[0038] F1 - first direction; F2 - second direction; F3 - third direction. Detailed Embodiments

[0039] In order to enable those of ordinary skill in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0040] It should be noted that the terms "first", "second", etc. in the description, claims and the above-mentioned drawings of the present application are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0041] During the production and manufacturing process of a vehicle, after the vehicle assembly is completed, the vehicle needs to pass through a stress relief device to fully release the residual stress and false moment of the chassis suspension, so as to ensure the accuracy of the subsequent four-wheel alignment detection parameters.

[0042] In the related art, the commonly used methods include the passive bumping method and the forced bumping method. The passive bumping method is to lay a bumpy road surface and let the vehicle drive over it, so as to eliminate the vehicle assembly stress and clearance during the bumping process of the vehicle. An automobile assembly stress relief device disclosed in the patent document (CN216082040U) includes a first stress relief frame for receiving the left tire of the vehicle and a second stress relief frame for receiving the right tire of the vehicle. Both the first stress relief frame and the second stress relief frame include longitudinal beams arranged longitudinally and a plurality of cross beams arranged transversely on the longitudinal beams. The cross beams of the first stress relief frame and the cross beams of the second stress relief frame are arranged staggeredly.

[0043] However, when the vehicle is driving on the existing stress relief device, the tire is likely to get stuck between two stress relief blocks, resulting in the problem of vehicle jamming. To solve the above technical problems, the present application provides a stress relief device, which can avoid the vehicle getting stuck in the stress relief device on the basis of fully releasing the residual stress of the vehicle. The structure of the present application will be described in detail below with reference to the drawings in the description.

[0044] Figure 1 Shown as one of the structural schematic diagrams of the stress relief device provided by the embodiment of the present application, refer to Figure 1, the stress relief device 1 may include a first stress relief band 10 and a second stress relief band 20. The first stress relief band 10 may include a plurality of first stress relief blocks 11 arranged at intervals along a first direction F1, and the distance between the plurality of first stress relief blocks 11 is L1. The second stress relief band 20 may include a plurality of second stress relief blocks 21 arranged at intervals along the first direction F1, and the distance between the plurality of second stress relief blocks 21 is L2; wherein, the first direction F1 is parallel to the traveling direction of the vehicle, the first stress relief blocks 11 and the second stress relief blocks 21 are arranged in a staggered manner, and L1 is greater than L2, or L1 is less than L2.

[0045] It can be understood that in this application, the spacing between the plurality of first stress relief blocks 11 in the first stress relief band 10 and the spacing between the plurality of second stress relief blocks 21 in the second stress relief band 20 are set to be unequal. When the left tire of the vehicle travels on the first stress relief band 10 and the right tire travels on the second stress relief band 20, the bump frequencies on the left and right sides of the vehicle are different, which can effectively improve the stress relief effect of the chassis suspension; on the other hand, compared with the stress relief device 1 in the traditional solution where the first stress relief blocks 11 and the second stress relief blocks 21 are arranged in an interleaved manner and L1 = L2, this application helps to prevent the tire at the left front of the vehicle from getting stuck in the first stress relief band 10 while the tire at the right rear also gets stuck in the second stress relief band 20, thereby improving the passing performance of the vehicle on the stress relief device 1.

[0046] Figure 2 It shows one of the structures of the first stress relief block and the second stress relief block in the embodiment of this application. Figure 3 It shows the second structure of the first stress relief block and the second stress relief block in the embodiment of this application. Referring to Figure 1 , Figure 2 and Figure 3 , in some embodiments of this application, both the first stress relief block 11 and the second stress relief block 21 may include a first end 111 and a second end 112. The arrangement direction of the first end 111 and the second end 112 is parallel to a second direction F2, and along the direction from the first end 111 to the second end 112, the heights (i.e., the lengths along the third direction) of the first stress relief block 11 and the second stress relief block 21 decrease; the first direction F1, the second direction F2, and the third direction F3 are perpendicular to each other pairwise. Among them, at least a plurality of the first stress relief blocks 11 in the first stress relief band 10 have opposite orientations, and / or at least a plurality of the second stress relief blocks 21 in the second stress relief band 20 have opposite orientations.

[0047] It should be noted that as Figure 2As shown, the specific structures of the first stress relief block 11 and the second stress relief block 21 may be semi-cylindrical structures. The height (thickness) of the semi-cylindrical structure is higher at the first end 111 and lower at the second end 112, and the height of the middle part between the first end 111 and the second end 112 naturally transitions from high to low; as Figure 3 shown, the specific structures of the first stress relief block 11 and the second stress relief block 21 may be wedge-shaped structures, with one end being relatively thick and the other end being relatively thin.

[0048] In this way, for a vehicle with a small wheelbase, when the vehicle's tire presses over the first stress relief block 11 or the second stress relief block 21 with the higher end facing inwards, the wheel heartbeat is relatively large; when the tire presses over the first stress relief block 11 or the second stress relief block 21 with the higher end facing outwards, the wheel heartbeat is relatively small. For a vehicle with a large wheelbase, the situation is opposite. When the vehicle's tire presses over the first stress relief block 11 or the second stress relief block 21 with the higher end facing inwards, the wheel heartbeat is relatively small; when the tire presses over the first stress relief block 11 or the second stress relief block 21 with the higher end facing outwards, the wheel heartbeat is relatively large.

[0049] It can be understood that, on the one hand, the present application can be adapted to vehicles with various wheelbases, enabling the vehicle to maintain a state of fluctuating up and down when passing through the stress relief device 1, thereby increasing the bump amplitude of the vehicle and promoting the full release of the residual stress in the chassis suspension. On the other hand, it is beneficial to reduce the deflection angle of the tire to a certain extent, thereby ensuring that the vehicle passes through the stress relief device 1 smoothly in a straight line direction.

[0050] Continue to refer to Figure 1 and Figure 2 , in some embodiments of the present application, along the direction from the first end 111 to the second end 112, the lengths of the first stress relief block 11 and the second stress relief block 21 in the first direction F1 decrease. That is to say, the widths of the first stress relief block 11 and the second stress relief block 21 gradually become narrower from the first end 111 to the second end 112.

[0051] In this way, various gaps with different lengths can be formed between two first stress relief blocks 11 or second stress relief blocks 21 arranged in the same direction, which is beneficial to adapting to various vehicle models with different tire sizes.

[0052] Figure 4 Shown as the second structural schematic diagram of the stress relief device provided by the embodiment of the present application, refer to Figure 4 , in some embodiments of the present application, the orientations of the multiple first stress relief blocks 11 in the first stress relief belt 10 are arranged staggeredly, and / or the orientations of the multiple second stress relief blocks 21 in the second stress relief belt 20 are arranged staggeredly.

[0053] In this way, the bump amplitude of the vehicle can be further increased, promoting the full release of the residual stress in the chassis suspension.

[0054] Continuing to refer to Figure 4 , in some embodiments of the present application, the stress release device 1 may further include a third stress release block 31, and the third stress release block 31 is provided at one end of the first stress release band 10 so that the vehicle enters the first stress release band 10 via the third stress release block 31. Among them, the third stress release block 31 and one of the second stress release blocks 21 in the second stress release band 20 are arranged opposite to each other along the second direction F2.

[0055] It can be understood that by arranging the third stress release block 31 and the second stress release block 21 opposite to each other along the second direction F2, the left front wheel and the right front wheel of the vehicle can be pressed on the third stress release block 31 and the second stress release block 21 simultaneously when entering the first stress release band 10 and the second stress release band 20, and the left front wheel and the right front wheel are symmetrically stressed, which is beneficial to maintaining the direction stability of the vehicle in the initial stage, so that the vehicle can smoothly enter the first stress release band 10 and the second stress release band 20.

[0056] Continuing to refer to Figure 4 , in some embodiments of the present application, the stress release device 1 may further include a fourth stress release block 32, and the fourth stress release block 32 is provided at the end of the first stress release band 10 away from the third stress release block 31, and the fourth stress release block 32 and the other second stress release block 21 in the second stress release band 20 are arranged opposite to each other along the second direction F2.

[0057] It can be understood that, similar to the third stress release block 31, when the vehicle is about to leave the first stress release band 10 and the second stress release band 20, the left front wheel and the right front wheel of the vehicle can be pressed on the third stress release block 31 and the second stress release block 21 simultaneously, and the left front wheel and the right front wheel are symmetrically stressed, which is beneficial to maintaining the direction stability of the vehicle in the leaving stage, so that the left rear wheel and the right rear wheel of the vehicle can also smoothly leave the first stress release band 10 and the second stress release band 20 in a straight line direction, thus ensuring the integrity of the chassis suspension stress release process.

[0058] Continuing to refer to Figure 4 , in some embodiments of the present application, the stress release device 1 may further include a buffer band 40, and the buffer band 40 is provided on the side of the third stress release block 31 away from the first stress release block 11, and the height of the buffer band 40 increases along the traveling direction of the vehicle, and the vehicle enters the first stress release band 10 and the second stress release band 20 via the buffer band 40.

[0059] Understandably, two buffer zones 40 may be provided. The two buffer zones 40 are arranged at intervals along the second direction F2, and one is arranged on the side of the third stress relief block 31 away from the first stress relief block 11, and the other may be arranged on the side of the second stress relief block 21. In this way, the buffer zone 40 can further ensure the direction stability of the vehicle in the initial stage, so that the tires on both sides of the vehicle enter the first stress relief zone 10 and the second stress relief zone 20 smoothly after passing over the buffer zone 40.

[0060] In some embodiments of the present application, a plurality of first friction protrusions are provided on the sides of the first stress relief block 11 and the second stress relief block 21 facing the vehicle. That is to say, the first stress relief block 11 and the second stress relief block 21 can be sanded to make their surfaces have friction protrusions.

[0061] In this way, the friction coefficients of the first stress relief block 11 and the second stress relief block 21 can be increased, and the frictional force when the tire contacts the first stress relief block 11 and the second stress relief block 21 can be ensured, so that the tire can be prevented from getting stuck in the stress relief device 1.

[0062] In some embodiments of the present application, at least part of the first stress relief block 11 and the second stress relief block 21 are embedded in the ground, and a plurality of second friction protrusions are provided on the ground. Similar to the first stress relief block 11 and the second stress relief block 21, the ground can also be subjected to friction treatment.

[0063] In this way, the friction coefficient of the ground can be increased, and the frictional force when the tire contacts the ground can be ensured, so that the tire can be further prevented from getting stuck in the stress relief device 1.

[0064] Continue to refer to Figure 4 , in some embodiments of the present application, both the first stress relief block 11 and the second stress relief block 21 are provided with mounting holes; the stress relief device 1 may further include expansion bolts, and the expansion bolts pass through the mounting holes and are connected to the ground.

[0065] In this way, the first stress relief block 11 and the second stress relief block 21 can be tightly connected to the ground, and the first stress relief block 11 and the second stress relief block can be prevented from being pushed to other positions when the vehicle passes through the pressure relief device.

[0066] Although the present application has been described in connection with various embodiments, those skilled in the art will understand and realize other variations of the disclosed embodiments by referring to the drawings, the disclosure, and the appended claims when implementing the claimed present application. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude a plurality. A single processor or other unit may implement several functions recited in the claims. Certain measures are recited in mutually different dependent claims, but this does not mean that these measures cannot be combined to produce good results.

[0067] Although the present application has been described in connection with specific features and their embodiments, it is obvious that various modifications and combinations can be made without departing from the spirit and scope of the present application. Accordingly, the present specification and the drawings are merely exemplary illustrations of the present application defined by the appended claims, and are considered to cover any and all modifications, variations, combinations, or equivalents within the scope of the present application. Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these changes and modifications.

[0068] The above are only specific implementation manners of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A stress release device, characterized in that: The stress release device comprises: A first stress release belt (10), the first stress release belt (10) comprising a plurality of first stress release blocks (11) arranged at intervals along a first direction, and a distance between the plurality of first stress release blocks (11) is L1; A second stress release belt (20), the second stress release belt (20) comprising a plurality of second stress release blocks (21) arranged at intervals along the first direction, and a distance between the plurality of second stress release blocks (21) is L2; The first direction is consistent with the traveling direction of the vehicle, the first stress release block (11) and the second stress release block (21) are staggered, and L1 is greater than L2, or L1 is less than L2.

2. The stress release device according to claim 1, characterized in that: The first stress release block (11) and the second stress release block (21) both comprise a first end (111) and a second end (112); the arrangement direction of the first end (111) and the second end (112) is parallel to the second direction and points from the first end (111) to the second end (112); the lengths of the first stress release block (11) and the second stress release block (21) in the third direction decrease gradually; the first direction, the second direction and the third direction are perpendicular to each other; Wherein, at least a plurality of the first stress release blocks (11) in the first stress release belt (10) are oriented in opposite directions, and / or at least a plurality of the second stress release blocks (21) in the second stress release belt (20) are oriented in opposite directions.

3. The stress release device according to claim 2, characterized in that: From the first end (111) to the second end (112), the lengths of the first stress release block (11) and the second stress release block (21) in the first direction decrease gradually.

4. The stress release device according to claim 2, characterized in that: The orientations of the plurality of first stress release blocks (11) in the first stress release belt (10) are staggered, and / or the orientations of the plurality of second stress release blocks (21) in the second stress release belt (20) are staggered.

5. The stress release device according to any one of claims 2 to 4, characterized in that: The stress release device also includes: a third stress release block (31), the third stress release block (31) being arranged at one end of the first stress release belt (10), so that the vehicle enters the first stress release belt (10) via the third stress release block (31); Wherein, the third stress release block (31) and one of the second stress release blocks (21) in the second stress release belt (20) are arranged opposite to each other along the second direction.

6. The stress release device according to claim 5, characterized in that: The stress release device also includes: A fourth stress release block (32), the fourth stress release block (32) being arranged at one end of the first stress release belt (10) away from the third stress release block (31), and the fourth stress release block (32) and another second stress release block (21) in the second stress release belt (20) being arranged opposite to each other along the second direction.

7. The stress release device according to claim 5, characterized in that: The stress release device also includes: A buffer belt (40), wherein the buffer belt (40) is arranged on a side of the third stress release block (31) away from the first stress release block (11), and the height of the buffer belt (40) increases gradually along the first direction.

8. The stress release device according to claim 7, characterized in that: Along the second direction, the length of the buffer belt (40) is greater than or equal to the length of the first stress release block (11).

9. The stress release device according to claim 1, characterized in that: The first stress release block (11) and the second stress release block (21) are provided with a plurality of first friction protrusions.

10. The stress release device according to claim 9, characterized in that: The first stress release block (11) and the second stress release block (21) are both provided with mounting holes; the stress release device further comprises: Expansion bolts are inserted into the mounting holes and used for connecting with the ground.

Images