Aluminum alloy vehicle body multi-claw support part

Abstract

The utility model relates to the technical field of vehicles, in particular to an aluminum alloy vehicle body multi-claw support part which comprises a first main face and a second main face, first welding faces are vertically arranged on the two sides of the first main face respectively, and one ends of the first welding faces are fixedly connected with the first main face. One side of the second main surface is connected with one side of the first main surface, the second main surface is located between the two first welding surfaces, and the second main surface is vertically arranged on one side of the first main surface; second welding faces are arranged on the two sides of the second main face respectively, one ends of the second welding faces are connected with the second main face, and the other ends of the second welding faces are bent outside the first welding faces and connected with the first welding faces. According to the aluminum alloy vehicle body multi-claw support part, the part structure is changed, the forming performance of the part is optimized, the springback of the part is controlled through pre-springback, and the part precision requirement can be met.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a multi-claw bracket part for an aluminum alloy vehicle body. Background Technology

[0002] The number of body parts ranges from three to five hundred, with small brackets accounting for approximately 50%. The design of these brackets typically requires consideration of various factors, including mounting surface orientation, part overlap, part strength, part rigidity, and the movement space of surrounding components. This often results in complex small bracket structures, poor formability, numerous part manufacturing processes, high tooling costs, and low material utilization. Multi-claw bracket parts are high-strength structural components such as reinforcing plates within beams or suspension mounting points.

[0003] like Figure 1 As shown, this is an existing multi-claw bracket part. The manufacturing requirements are: the angle between the normal of the main surface 1 and the welding surface 3 is <3°, and the angle between the normal of the welding surface 4 and the main surface 2 is ≥3°. When bending the main surface 2 and the welding surface 3, the welding surface 4 interferes with the welding surface 3, preventing them from being bent to the desired part angle. A 5° margin is required, which is detrimental to springback control. Furthermore, after bending the welding surface 3, due to part springback, the welding surface 3 will spring back towards its original state, i.e., the part opens up. To ensure the welding surface 3 fully reaches the product state after forming, a pre-springback angle is required, which means bending in the opposite direction with a pre-springback angle. However, when the material is generally 590MPa or 780MPa or higher, the pre-springback angle is above 3°, making it impossible for the process to meet the springback requirements, ultimately resulting in the part's accuracy failing to meet the requirements. Utility Model Content

[0004] To address the aforementioned issues, this invention provides an aluminum alloy multi-claw bracket part for vehicle bodies. By modifying the part's structure and optimizing its forming performance, and by utilizing pre-springback control to manage the part's springback, the part's precision requirements can be met.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] A multi-claw bracket part for an aluminum alloy car body includes a first main surface and a second main surface. A first welding surface is respectively provided on both sides of the first main surface, and one end of the first welding surface is fixedly connected to the first main surface.

[0007] One side of the second main surface is connected to one side of the first main surface. The second main surface is located between the two first welding surfaces and is erected on one side of the first main surface. Second welding surfaces are respectively provided on both sides of the second main surface. One end of the second welding surface is connected to the second main surface, and the other end is bent outside the first welding surface and connected to the first welding surface.

[0008] Furthermore, a mounting point is recessed on the side of the first main surface away from the second main surface.

[0009] Furthermore, an avoidance hole is provided through the middle of the first main surface.

[0010] Furthermore, the second main surface is provided with a mounting hole.

[0011] Furthermore, the first welding surface is connected to the first main surface via a first rounded corner; the second welding surface is connected to the second main surface via a second rounded corner.

[0012] Furthermore, a first welding piece and a second welding piece are respectively provided at the end of the second welding surface away from the second main surface and at the end away from the first main surface, so as to overlap the first welding piece and the second welding piece on other parts of the vehicle body.

[0013] Furthermore, the first welding piece is connected to the second welding surface through a third rounded corner, and the second welding piece is connected to the second welding surface through a fourth rounded corner.

[0014] Furthermore, the angle between the normal of the first main surface and the first welding surface is less than 3°; the angle between the normal of the second main surface and the second welding surface is greater than or equal to 3°.

[0015] The beneficial effects of this utility model are:

[0016] A second welding surface is formed by bending on both sides of the second main surface, with the angle between the second main surface and the second welding surface being ≥3°. By bending the second welding surfaces on both sides of the second main surface, during manufacturing, the rounded corners of the second main surface and the second welding surface can be used for pre-springback angle, ensuring that the final part is completely stamped to the required state, guaranteeing the part's precision requirements, and effectively preventing interference between the second welding surface and the first welding surface. Furthermore, the blanking line width of this invention is smaller than that of existing blanking lines, significantly improving material utilization. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of an existing multi-claw support component.

[0018] Figure 2 This is a structural schematic diagram of an aluminum alloy car body multi-claw bracket part according to a preferred embodiment of the present invention.

[0019] Figure 3 This is a schematic diagram illustrating the manufacturing process of an aluminum alloy multi-claw bracket part according to a preferred embodiment of this utility model.

[0020] In the figure, 1-first main surface, 11-installation point, 12-avoidance hole, 2-second main surface, 21-installation hole, 3-first welding surface, 31-first rounded corner, 4-second welding surface, 41-second rounded corner, 51-first welding piece, 511-third rounded corner, 52-second welding piece, 521-fourth rounded corner. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0022] It should be noted that when a component is described as "fixed to" another component, it can be directly on the other component or may have a component in between. When a component is considered "connected to" another component, it can be directly connected to the other component or may have a component in between. When a component is considered "set on" another component, it can be directly set on the other component or may have a component in between. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0024] Please also see Figure 2 and Figure 3 The aluminum alloy car body multi-claw bracket part of the present invention includes a first main surface 1 and a second main surface 2. A first welding surface 3 is respectively provided on both sides of the first main surface 1, and one end of the first welding surface 3 is fixedly connected to the first main surface 1.

[0025] In this embodiment, a mounting point 11 is recessed on the side of the first main surface 1 away from the second main surface 2, through which the multi-claw bracket part is fixed to the aluminum alloy vehicle. An avoidance hole 12 is provided through the middle of the first main surface 1 to prevent interference and to meet the mold function.

[0026] The second main surface 2 is connected to one side of the first main surface 1. The second main surface 2 is located between the two first welding surfaces 3 and is erected on one side of the first main surface 1. Second welding surfaces 4 are respectively provided on both sides of the second main surface 2. One end of the second welding surface 4 is connected to the second main surface 2, and the other end is bent outside the first welding surface 3 and connected to it. In this embodiment, the second main surface 2 is provided with a through mounting hole 21 to meet the installation requirements of the part.

[0027] In this embodiment, the first welding surface 3 is connected to the first main surface 1 via a first rounded corner 31; the second welding surface 4 is connected to the second main surface 2 via a second rounded corner 41. The first rounded corner 31 and the second rounded corner 41 facilitate the bending of the first welding surface 3 and the second welding surface 4.

[0028] In this embodiment, the second welding surface 4 is provided with a first welding piece 51 and a second welding piece 52 at one end away from the second main surface 2 and at the other end away from the first main surface 1, so as to attach the first welding piece 51 and the second welding piece 52 to other parts of the vehicle body.

[0029] The first welding piece 51 is connected to the second welding surface 4 through the third rounded corner 511, and the second welding piece 52 is connected to the second welding surface 4 through the fourth rounded corner 521.

[0030] In this embodiment, second welding surfaces 4 are bent and provided on both sides of the second main surface 2. The angle between the normal of the second main surface 2 and the second welding surface 4 is ≥3°. Then, by bending the second welding surfaces 4 on both sides of the second main surface 2, during manufacturing, the rounded corners of the second main surface 2 and the second welding surface 4 can be used for pre-springback angle, which can ensure that the final part is completely stamped to the required state, ensuring the part's accuracy requirements, and effectively avoiding interference between the second welding surface 4 and the first welding surface 3. Moreover, the blanking line width of this embodiment is smaller than that of existing part blanking lines, significantly improving material utilization.

[0031] like Figure 3 As shown, the aluminum alloy car body multi-claw bracket part forming and manufacturing process in this embodiment is as follows: OP05 blanking → OP10 one-time forming → OP20 two-time forming → OP30 three-time forming → OP40 punching → OP50 punching.

[0032] like Figure 3 (a) shows the blanking structure, which has a width of 246mm;

[0033] In the OP10 one-time forming process, the first main surface 1, the second main surface 2, the first welding surface 3, and the second welding surface 4 form the transition surface 1. The constituent surfaces of the transition surface are not yet formed and are all horizontal planes of the sheet metal. In OP10, the normal direction of the transition surface is the forming direction, such as... Figure 3As shown in (b), the red line indicates the parting line of the mold. The lower mold below the parting line is a movable part, and the upper part is a fixed part. The final molding effect is that the first welding piece 51 and the second welding piece 52 are formed in place.

[0034] In the secondary molding of OP20, the normal direction of the transition surface of OP10 is taken as the molding direction, such as... Figure 3 As shown in (c), the red line indicates the mold parting line. The lower mold inside the parting line is a movable part, and the part outside is a fixed part. The final forming effect is that the first welding surface 3 and the second welding surface 4 are bent to the product state. In this embodiment, a second fillet 41 is provided so that the angle between the normal of the second welding surface 4 and the second main surface 2 is ≥3°; a first fillet 31 is provided so that the angle between the normal of the first welding surface 3 and the first main surface 1 is <3°.

[0035] In the three-stage molding process of OP30, the second main surface 2 is the molding direction. Figure 3 (d) The red line shows the mold parting line. The lower mold below the parting line is a movable part, and the upper lower mold is a fixed part. The final forming effect is that the first main surface 1, the first welding surface 3, and the second welding surface 4 are bent, and all the surfaces are formed into the product surface.

[0036] OP40 and OP50 rotate the part to punch holes.

[0037] This embodiment optimizes the forming performance of the part by changing the local structure of the part. At the same time, it optimizes the forming process and avoids the problems of low material utilization and insufficient pre-springback angle that lead to the inability of the part to meet the accuracy requirements.

Claims

1. An aluminum alloy body multi-paw support part, characterized by, Including first main surface (1) and second main surface (2), first welding surface (3) is respectively erected on both sides of first main surface (1), and one end of first welding surface (3) is fixedly connected with first main surface (1); Second main surface (2) is connected with one side of first main surface (1), second main surface (2) is located between two first welding surfaces (3), and second main surface (2) is erected on one side of first main surface (1);Second welding surface (4) is arranged on both sides of second main surface (2), one end of second welding surface (4) is connected with second main surface (2), and the other end is bent outside first welding surface (3) and connected with first welding surface (3).

2. An aluminum alloy body multi-paw hanger part according to claim 1, characterized in that: The side of the first main surface (1) away from the second main surface (2) is concave and provided with a mounting point (11).

3. An aluminum alloy body multi-paw hanger part according to claim 1, characterized by: The first main surface (1) is provided with an avoiding hole (12) in the middle.

4. An aluminum alloy body multi-paw hanger part according to claim 1, characterized by: The second main surface (2) is provided with a mounting hole (21).

5. An aluminum alloy body multi-paw hanger part according to claim 1, characterized by: The first welding surface (3) is connected with the first main surface (1) through a first round corner (31), and the second welding surface (4) is connected with the second main surface (2) through a second round corner (41).

6. An aluminum alloy body multi-paw hanger part according to claim 1, characterized by: The end of the second welding surface (4) away from the second main surface (2) and the end of the second welding surface (4) away from the first main surface (1) are respectively provided with a first welding sheet (51) and a second welding sheet (52), so as to overlap the first welding sheet (51) and the second welding sheet (52) on other parts of the vehicle body.

7. An aluminum alloy body multi-paw hanger part according to claim 6, characterized by: The first welding sheet (51) is connected with the second welding surface (4) through a third round corner (511), and the second welding sheet (52) is connected with the second welding surface (4) through a fourth round corner (521).

8. An aluminum alloy body multi-paw hanger part according to claim 1, characterized by: The angle between the normal of the first main surface (1) and the first welding surface (3) is less than 3°, and the angle between the normal of the second main surface (2) and the second welding surface (4) is greater than or equal to 3°.

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