Composite anti-collision beam piece

Abstract

The utility model discloses a composite anti-collision beam piece and relates to the field of automobile spare parts, the anti-collision beam piece comprises an outer beam piece and an inner pipe piece, and the outer beam piece made of aluminum alloy and the inner pipe piece made of steel are locked into a whole through a plurality of bolts; the section of the outer beam piece is in an arch shape, and the inner pipe piece is in an oval shape. And an inner connecting piece for enhancing the strength of the pipe fitting is arranged in the inner pipe. According to the collision beam piece, the collision performance of the vehicle can be optimized through the composite structure under the condition that the production cost of the vehicle is not increased, and the requirements of vehicles such as online car-hailing vehicles with high requirements for cost and safety are better met.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile parts, in particular to a composite anti-collision beam part. BACKGROUND

[0002] With the continuous progress of automobile industry technology and the changes in market demand, the automobile anti-collision beam, as a key component in the vehicle safety system, its design and material selection play a crucial role in the crash performance and overall safety of the vehicle. Traditional anti-collision beams mostly adopt single-layer, single-material structure, which mainly relies on changing the material thickness or using different materials to improve the crashworthiness. Common materials include steel and aluminum alloy, etc. Steel anti-collision beams are widely used in various types of vehicles due to their low cost, excellent toughness and good strength. While aluminum anti-collision beams have better performance in high-energy collisions due to their higher hardness and excellent energy absorption capacity. However, with the development of technology and changes in practical application requirements, single-material anti-collision beams cannot fully meet the market's multiple requirements for safety, cost and performance.

[0003] Steel anti-collision beams are particularly suitable for energy absorption in minor collisions due to their good toughness. In the case of low-speed or minor collisions, steel beams can effectively absorb impact forces through their higher ductility, thereby reducing structural damage to the vehicle. The lower cost of steel makes it advantageous in mass production, especially suitable for economy or low-cost vehicles. However, the energy absorption capacity of steel in large impact collisions is limited, which may result in significant structural deformation, posing a challenge to the overall safety of the vehicle.

[0004] Compared with steel, aluminum alloy anti-collision beams have higher hardness and strength, exhibiting better energy absorption effect in large impact collisions. The characteristics of aluminum alloy materials enable it to absorb a large amount of collision energy through plastic deformation during a collision, thereby effectively reducing damage to the vehicle structure. Although aluminum alloy performs well in large impact, its cost is relatively high, especially in large-scale production of vehicles, the use of high-performance aluminum alloy will significantly increase production costs. In addition, the toughness of aluminum alloy is slightly insufficient compared to steel, and its energy absorption capacity in minor collisions is not as good as steel, so it may not be able to fully protect the vehicle body in some low-speed collision situations.

[0005] In the current market, especially for the operation of vehicles such as online car-hailing, a higher collision frequency and lower cost demand is faced, and the traditional anti-collision beam design has not been able to fully meet the demand of these vehicles for the balance between cost-effectiveness and safety. With the complication of urban traffic conditions, the frequency of minor collisions increases, and the operators of online car-hailing usually require sufficient safety protection at a lower cost. Simply increasing the thickness of the anti-collision beam to improve safety can improve the anti-collision performance, but at the same time it also brings a series of problems such as increase in vehicle weight, decrease in fuel efficiency, and increase in production cost, which cannot achieve the ideal balance between economy and safety.

[0006] Under this background, how to combine the advantages of steel and aluminum alloy and fully exert the respective advantages of both has become a technical problem to be solved. The high toughness of steel is suitable for energy absorption in minor collisions, while the hardness and strength of aluminum alloy make it perform well in large impact collisions. Therefore, developing a composite anti-collision beam that reasonably combines steel and aluminum alloy can reduce cost and weight while ensuring safety, which is an important task for current technical development. Practical new type content

[0007] The purpose of the present application is to at least overcome one deficiency of the prior art, and to provide a composite anti-collision beam that can optimize the crash performance of a vehicle without increasing the production cost of the vehicle, and better meet the needs of vehicles such as online car-hailing that have high requirements for cost and safety.

[0008] To achieve the above-mentioned purpose, the present application discloses a composite anti-collision beam, which comprises an outer beam and an inner tube, wherein the outer beam made of aluminum alloy and the inner tube made of steel are integrated by a plurality of bolts; the cross section of the outer beam is arc-shaped, and the inner tube is elliptical; the inner tube has a strength-increasing inner fitting.

[0009] In some embodiments, a rubber sheet is arranged between the inner tube and the outer beam.

[0010] Compared with the prior art, the present application has at least one of the following beneficial effects:

[0011] 1. Optimizing crash performance: by combining the outer beam made of aluminum alloy and the inner tube made of steel, the composite anti-collision beam can fully exert the advantages of each material in different types of collisions. Aluminum alloy provides good energy absorption capacity, and steel improves structural toughness and strength, thereby providing effective protection in both minor collisions and large impact collisions.

[0012] 2. Reduce cost and weight: By reasonable design of composite structure, the composite crash beam effectively controls the cost while ensuring safety. The use of steel inner tube can reduce the overall production cost, while the aluminum alloy outer beam can help improve fuel efficiency by reducing weight, especially suitable for cost-sensitive vehicles such as online car-hailing.

[0013] 3. Improve structural strength and stability: The inner tube of the composite crash beam is further enhanced by setting the inner connector, which ensures the stability and safety of the overall structure. The design of the inner connector helps to improve the energy absorption and dispersion capacity of the crash beam under high-strength impact.

[0014] 4. Enhance comfort and safety: The rubber sheet is sandwiched between the inner tube and the outer beam, which helps to absorb impact vibration and reduce the impact on the passengers inside the vehicle, improving comfort and safety. This design makes the vehicle more effective in relieving impact force during the collision process, reducing harm to passengers.

[0015] The above listed benefits are not exhaustive of all advantages. Other potential benefits and detailed technical implementations will be further disclosed in the examples or other description sections of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0016] The specific embodiments will be better understood after reading the detailed description of the present disclosure in conjunction with the accompanying drawings, in which the position, size and range of each structure shown in the drawings are sometimes not representative of the actual position, size and range. In the drawings:

[0017] Fig. 1 is a structural schematic diagram of an embodiment of the present disclosure.

[0018] Fig. 2 is a structural schematic diagram of an embodiment of the present disclosure from another perspective.

[0019] Fig. 3 is a structural schematic diagram of an embodiment of the present disclosure from another perspective.

[0020] Fig. 4 is a cross-sectional structural schematic diagram of an embodiment of the present disclosure. DETAILED DESCRIPTION

[0021] The present disclosure will be described with reference to the attached drawings, which are presented for the purpose of illustration and description. It is to be understood that the present disclosure can be presented in a multitude of different forms and that the present disclosure is not limited to the embodiments set forth herein and illustrated in the drawings. Rather, the embodiments presented herein are meant to provide a more complete and enabling disclosure of the present disclosure as defined by the appended claims. It should be understood that the embodiments disclosed herein can be combined in a variety of ways to provide additional embodiments.

[0022] It is to be understood that like numerals refer to like elements throughout the drawings. In the drawings, the size of some of the features can be exaggerated for clarity.

[0023] It is to be understood that the phraseology and terminology used herein is for the purpose of description and not of limitation. All technical and scientific terms used herein are to be interpreted according to their ordinary meaning unless otherwise defined. For the purposes of the present disclosure, the singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise. For the purposes of the present disclosure, the terms "comprises", "comprising", "includes", "including" and the like are to be construed in an inclusive, rather than an exclusive, sense unless otherwise indicated.

[0024] As used herein, the singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise. As used herein, the terms "comprises", "comprising", "includes", "including" and the like are to be construed in an inclusive, rather than an exclusive, sense unless otherwise indicated.

[0025] Example:

[0026] Referring to the drawings Figs. 1 to 4 In this embodiment, a composite crash beam is provided, aiming to achieve an optimal balance between cost and safety by combining the excellent properties of steel and aluminum alloy. The composite crash beam is composed of an outer beam 1, an inner tube 2, and their connecting components. The outer beam 1 is made of high-strength aluminum alloy material, with an arc-shaped cross-section to enhance its energy absorption capacity and structural stability under large impact. The inner tube 2 is made of high-toughness steel, with an elliptical cross-section, which can effectively absorb the energy of minor collisions and improve overall crashworthiness.

[0027] The outer beam member 1 and the inner tube member 2 are secured by a plurality of high-strength bolts, ensuring that they work together during a collision. Specifically, the arc-shaped cross-section design of the outer beam member 1 not only enhances its bending resistance, but also increases the contact area, improving the bonding strength with the inner tube member 2. The elliptical cross-section of the inner tube member 2 optimizes its deformation resistance in different directions, allowing it to more effectively disperse impact forces and reduce damage to the vehicle body during minor collisions. The bolts are made of alloy steel with high tensile strength and excellent corrosion resistance, ensuring the stability and reliability of the connection under high-strength impact.

[0028] An inner connector 3 is provided inside the inner tube member 2 to increase the strength of the tube member. The inner connector 3 is made of a steel grid structure, which further enhances the overall strength and toughness of the inner tube member 2 by closely cooperating with the inner tube member 2. The design principle of the inner connector 3 is to prevent the inner tube member 2 from excessive deformation during a collision by using an internal support structure, thereby maintaining its effectiveness in energy absorption. The grid structure of the inner connector 3 can provide uniform support in different collision directions, ensuring that the inner tube member 2 can exhibit optimal energy absorption performance in various collision scenarios.

[0029] In addition, a rubber sheet is sandwiched between the inner tube member 2 and the outer beam member 1, which mainly serves as a buffer and shock absorber. The rubber sheet is made of high-elasticity rubber material with good wear resistance and fatigue resistance, and can maintain stable performance over a long period of use. The presence of the rubber sheet not only absorbs part of the impact energy and reduces the vibration transmitted to the vehicle body during a collision, but also quickly restores the original shape of the crash beam member after a collision, ensuring the reusability of the crash beam member in multiple collisions. The thickness and modulus of elasticity of the rubber sheet are precisely designed to provide the best buffering effect under different collision energies.

[0030] In the specific assembly process, first, the aluminum alloy outer beam member 1 is aligned with the steel inner tube member 2, and positioned and fixed through the pre-designed bolt hole positions. Then, high-strength bolts are used to firmly connect the outer beam member 1 and the inner tube member 2, ensuring that they work together during a collision and exhibit their respective collision advantages. Next, the steel inner connector 3 is installed inside the inner tube member 2, and is tightly combined with the inner tube member 2 through welding or other fixing methods to form a solid internal support structure. Finally, the rubber sheet is uniformly sandwiched between the inner tube member 2 and the outer beam member 1, completing the assembly of the entire composite crash beam member.

[0031] The working principle of the composite anti-collision beam is as follows: in a slight collision, the steel inner tube 2 first absorbs impact energy through its high toughness, reducing direct damage to the vehicle body. The grid structure of the inner connector 3 enhances the overall strength of the inner tube 2, preventing it from excessive deformation during the collision process, thus maintaining its effectiveness in energy absorption. For a large impact collision, the aluminum alloy outer beam 1 disperses and absorbs a large amount of collision energy through its high hardness and good energy absorption capacity, protecting the vehicle body structure from serious damage. The rubber sheet plays a buffering and damping role throughout the process, further enhancing the overall performance of the anti-collision beam and the safety of the occupants.

[0032] Through the reasonable cooperation of the above design and structure, the composite anti-collision beam not only exhibits excellent energy absorption capacity in different types of collisions, but also effectively controls the overall cost and weight. Compared with traditional single-material anti-collision beams, the composite anti-collision beam reduces production costs while ensuring high safety, improves fuel efficiency, and is particularly suitable for ride-hailing and other operating vehicles that have high requirements for cost and safety. In practical applications, this composite anti-collision beam can significantly reduce vehicle repair costs in frequent minor collisions, while providing more reliable protection in the event of a major collision, meeting the dual demands of vehicle safety and economy in the complex urban traffic environment. This design not only meets the current market demand, but also provides a new idea and direction for the design of future automobile anti-collision beams.

[0033] Although exemplary embodiments of the present disclosure have been described, those skilled in the art will understand that various changes and modifications can be made to the exemplary embodiments of the present disclosure without departing from the spirit and scope of the present disclosure in essence. Therefore, all changes and modifications are included within the scope of protection of the present disclosure as defined by the claims. The present disclosure is defined by the appended claims, and equivalents of these claims are also included.

Claims

1. A composite crash beam member, characterized by: The anti-collision beam comprises an outer beam and an inner tube, wherein the outer beam made of aluminum alloy and the inner tube made of steel are locked together by bolts; the cross section of the outer beam is arc-shaped, and the inner tube is elliptical; the inner tube has an inner connecting piece for increasing the strength of the tube.

2. A composite crash management beam as claimed in claim 1, characterised in that: A rubber sheet is arranged between the inner tube and the outer beam.

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