Vehicle body reinforcement and vehicle including the same
The body reinforcement component designed with friction pillars and bushing assemblies solves the problems of maintenance difficulty and energy absorption in minor and severe collisions of traditional body reinforcement components, achieving high-efficiency energy absorption and easy maintenance, reducing costs and improving versatility.
Patent Information
- Application Number
- CN202520357794.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-03
- Publication Date
- 2026-01-27
- Estimated Expiration
- 2035-03-03
AI Technical Summary
Traditional body reinforcement components are difficult to repair in minor collisions, resulting in high repair costs; they have limited energy absorption effects in severe collisions and poor versatility, leading to high mold costs.
The design employs friction column and bushing components to convert impact kinetic energy into heat energy through friction pairs. Combined with hollow structure and reinforcing rib design, it achieves a combination of friction energy absorption and deformation energy absorption. By adjusting the friction coefficient and preload, it meets different energy absorption requirements. Aluminum and steel materials are used to improve strength and flexibility.
It reduces maintenance difficulty and cost, improves energy absorption effect, enhances the versatility of body reinforcement components, and reduces mold replacement costs.
Smart Images
Figure CN223835683U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to a vehicle body reinforcement component and a vehicle, and more particularly to a vehicle body reinforcement component and a vehicle that can absorb the impact kinetic energy generated during a vehicle collision. Background Technology
[0002] Traditional vehicle body reinforcement components are stamped from the same material as the vehicle body (e.g., steel) and then welded to the body to increase its mechanical strength. For example, Figure 14 As shown, the body reinforcement is welded and installed between the inner and outer panels of the vehicle's door sill. Typically, automotive reinforcements have a hollow structure that allows for easy deformation. In the event of a collision, the body reinforcement deforms, converting the impact kinetic energy into deformation energy, thereby reducing the impact on passengers and the vehicle.
[0003] However, traditional body reinforcement components have the following problems. In minor collisions, the body reinforcement components undergo compressive deformation under the impact load, making them difficult to repair and often requiring complete replacement, thus increasing repair costs. On the other hand, in severe collisions, body reinforcement components can only deform within a limited space, failing to achieve high energy absorption and offering lower protection. Furthermore, when the structure of the body section with body reinforcement components is modified, the body reinforcement components need to be redesigned and molded, resulting in poor versatility and high mold costs. Utility Model Content
[0004] This utility model was made in view of the above-mentioned problems. Its purpose is to provide a body reinforcement component and a vehicle equipped with it, which has high versatility for different body structures, can improve energy absorption effect and is easy to maintain.
[0005] One aspect of this utility model is a vehicle body reinforcement component, comprising: a friction post assembly, including: at least one friction post, and a friction post base fixed to a first part of the vehicle body and connected to the friction post; and a bushing assembly, one end of which is fixed to a second part of the vehicle body and a friction post socket is formed at the other end, wherein the friction post is axially inserted into the friction post socket in a tight fit manner to form a friction pair, and at least the portion of the friction post inserted into the friction post socket on its surface has friction texture.
[0006] According to the vehicle body reinforcement of this invention, during a vehicle collision, the friction pins of the reinforcement rub against the inner wall of the friction pin socket, converting the impact kinetic energy into heat energy for dissipation. Since the vehicle body reinforcement is undeformed or only slightly deformed, the structure can be restored simply by reshaping, without needing to replace the portion of the vehicle body structure where the reinforcement is installed, thus reducing repair difficulty and saving repair costs. Furthermore, friction textures are formed at least on the surface of the friction pins where they interlock with the friction pin sockets. Therefore, by designing different friction textures, the coefficient of friction of the friction pair can be changed to meet different energy absorption requirements.
[0007] In another aspect of this invention, the vehicle body reinforcement component can also have a hollow friction column with at least one reinforcing rib inside. The reinforcing rib connects to the friction column radially and extends from one end to the friction column base axially, connecting with the base. By designing the friction column as a hollow structure, the vehicle body reinforcement component can continue to absorb energy through deformation after frictional energy absorption during a severe vehicle collision, thereby improving the overall energy absorption effect. Furthermore, the presence of at least one reinforcing rib inside the hollow friction column, connected to the friction column base and thus to the vehicle body, allows the impact force to be guided and dispersed throughout the vehicle body. Therefore, the vehicle body reinforcement component of this invention achieves the functions of reducing the weight of the vehicle body reinforcement component, strengthening the vehicle body, and improving the overall energy absorption effect.
[0008] In another aspect of this invention, the body reinforcement component may be positioned closer to the vehicle impact side than the friction rod assembly. Therefore, the body reinforcement component tends to absorb energy through friction rather than deformation. As described above, in the event of a minor vehicle collision, the body reinforcement component does not deform or only undergoes minor deformation due to frictional energy absorption, reducing repair difficulty and saving repair costs.
[0009] Alternatively, in one aspect of the vehicle body reinforcement of this utility model, the outer contour of the friction column can be tapered, and the radial cross-sectional area of the friction column increases as it moves away from the bushing assembly along the axial direction. Therefore, the frictional force of the bushing assembly gradually increases as it moves along the axial direction of the friction column towards the friction column base under the action of the impact force, which helps to improve the frictional energy absorption effect.
[0010] Alternatively, in one aspect of the vehicle body reinforcement component of this utility model, the friction coefficient between the friction column and the bushing assembly can be 0.85-1.0. Therefore, different friction energy absorption design requirements can be met by adjusting the friction coefficient of the friction pair.
[0011] Alternatively, in one aspect of the vehicle body reinforcement of this utility model, the bushing assembly may have: an upper bushing assembly and a lower bushing assembly disposed opposite to each other, the upper bushing assembly and the lower bushing assembly each having: a main body and a connecting part, the connecting part being tilted relative to the main body and folded toward the vehicle body side to connect with the second part of the vehicle body, the main body being an integral "Ω" shaped structure including: an arc plate disposed in the central part; and wing plates on both sides, the upper bushing assembly and the lower bushing assembly being connected to each other via the wing plates, friction plates being fixedly attached to the inner wall of the arc plate, and a pair of friction plates disposed opposite to each other in the arc plates of the upper bushing assembly and the lower bushing assembly forming friction post socket holes for friction post insertion.
[0012] Alternatively, in one aspect of the vehicle body reinforcement component of this utility model, the friction column and friction column base can be made of aluminum and integrally formed by die casting, while the bushing assembly, except for the friction pads, is a steel stamping. The integral formation of the friction column and friction column base by die casting improves the strength of the friction column assembly. Furthermore, compared to a steel stamping, an aluminum friction column assembly is more prone to deformation. This further enhances the deformation energy absorption effect.
[0013] Alternatively, in one aspect of the vehicle body reinforcement component of this utility model, the friction pad can also be a carbon-ceramic friction pad or a rubber friction pad. Therefore, the coefficient of friction between the friction rod and the friction pad can be adjusted by changing the material of the friction pad to meet different friction energy absorption design requirements.
[0014] Alternatively, in one aspect of the vehicle body reinforcement component of this utility model, the upper bushing assembly and the lower bushing assembly can be connected to each other by a fastening device. This fastening device allows adjustment of the pressure applied to the upper and lower bushing assemblies in the relative direction within the range of 8kN to 100kN. Thus, without changing the structure of the vehicle body reinforcement component, the pressure applied to the friction pair can be adjusted simply by adjusting the preload of the fastening device, thereby meeting different friction energy absorption design requirements.
[0015] Alternatively, in one aspect of the vehicle body reinforcement component of this utility model, the friction column base can be bonded to a first part of the vehicle body via a foam pad, and the upper and lower bushing assemblies can be welded or bolted to a second part of the vehicle body, respectively. Bonding the friction column base to the first part of the vehicle body via a foam pad can improve the vehicle's NVH performance. Furthermore, welding or bolting the upper and lower bushing assemblies to the second part of the vehicle body ensures the strength and quality of the connection between the bushing assembly and the vehicle body.
[0016] In another aspect of this utility model, the body reinforcement component can be designed such that, along the axial direction of the friction pin, the length of the friction pin inserted into the friction pin sleeve hole can be adjusted so that the maximum friction distance between the friction pin and the bushing assembly can be adjusted within a range greater than 0 and less than or equal to 45 mm. This allows for adaptation to different body structures without altering the structure of the body reinforcement component, improving its versatility and saving the cost of creating new molds to adapt to different body structures.
[0017] Another aspect of this utility model is a vehicle having the aforementioned body reinforcement.
[0018] Effects of the utility model
[0019] The vehicle body reinforcement component according to this utility model has high versatility for different vehicle body structures, and can improve energy absorption effect and is easy to maintain. Attached Figure Description
[0020] The above and other objects, features, and advantages of the present invention will become readily apparent from the following detailed description taken in conjunction with the accompanying drawings, wherein:
[0021] Figure 1 This is a schematic perspective view of a vehicle body reinforcement according to the present invention;
[0022] Figure 2 This is a schematic side view of the vehicle body reinforcement according to the present invention;
[0023] Figure 3 This is a schematic side view of the vehicle body reinforcement according to the present invention;
[0024] Figure 4 This is a schematic exploded perspective view of the vehicle body reinforcement according to the present invention;
[0025] Figure 5 This is a schematic side view of the first part of the vehicle body with the friction pillar assembly installed;
[0026] Figure 6 It is a schematic three-dimensional view of the friction column base;
[0027] Figure 7 This is a schematic view showing body reinforcements with different maximum friction distances;
[0028] Figures 8-12 It is a schematic view showing the state of the vehicle body reinforcements when subjected to an impact force;
[0029] Figure 13 This is a schematic perspective view of a vehicle body reinforcement according to a modified embodiment of the present invention;
[0030] Figure 14 It is a perspective view schematically showing a prior art body reinforcement component installed on a vehicle body.
[0031] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather present slightly simplified representations of various features illustrating the basic principles of the invention. Specific design features of the invention contained herein, including, for example, specific dimensions, orientations, positions, and shapes, will be determined in part by the application and usage environment of the particular design.
[0032] In the accompanying drawings, reference numerals are used throughout the various drawings to refer to the same or equivalent parts.
[0033] Figure Labels
[0034] Body reinforcement component 1
[0035] Friction column assembly 10
[0036] Friction column 101
[0037] Friction column base 102
[0038] Friction texture 103
[0039] Foam pad 104
[0040] Reinforcing rib 105
[0041] Bushing assembly 20
[0042] Friction post sleeve hole 201
[0043] Upper bushing assembly 202
[0044] Lower bushing assembly 203
[0045] Main body 2021, 2031
[0046] Connecting parts 2022, 2032
[0047] Curved plate 2023, 2033
[0048] Wing plate 2024, 2034
[0049] Friction plates 2025, 2035
[0050] Fastening device 30
[0051] Bolt 301
[0052] Gasket 302
[0053] Nut 303
[0054] The first part of the car body 2
[0055] The second part of the car body 3 Detailed Implementation
[0056] In the description of this application, it should be understood that if terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" appear, unless otherwise specified, they are understood to be based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0057] Furthermore, features specified with "first" or "second" for descriptive purposes only should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Features specified with "first" or "second" may explicitly or implicitly include at least one of the specified features. The description of "multiple" generally means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0058] In this application, unless otherwise explicitly specified and limited, terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can be a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0059] In the description of this specification, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0060] The present invention will now be described in more detail with reference to the accompanying drawings and embodiments.
[0061] Figure 1 This is a schematic perspective view of the vehicle body reinforcement according to the present invention. Figure 2 This is a schematic side view of the vehicle body reinforcement according to the present invention. Figure 3 This is a schematic side view of the vehicle body reinforcement according to the present invention. Figure 4 This is a schematic exploded perspective view of the vehicle body reinforcement according to the present invention. Figure 5 This is a schematic side view of the first part of the vehicle body with the friction pillar assembly installed. Figure 7 This is a schematic view showing body reinforcements with different maximum friction distances. Figures 8-12 It is a schematic view showing the state of the vehicle body reinforcements when subjected to an impact force. Figure 13 This is a schematic perspective view of a vehicle body reinforcement according to a modified embodiment of the present invention. Furthermore, in Figures 1-13 In this design, the axial direction of the friction column is set as the x-direction, the relative direction of the upper bushing assembly 202 and the lower bushing assembly 203 is set as the z-direction, and the y-direction is the direction perpendicular to the x and z directions respectively.
[0062] like Figure 1 , 4 As shown, the vehicle body reinforcement 1 of this utility model includes: a friction post assembly 10 and a bushing assembly 20. The friction post assembly 10 and the bushing assembly 20 are opposite each other in the axial direction (x direction) of the friction post assembly 10. The friction post assembly 10 includes a friction post 101 and a first part 2 fixed to the vehicle body (see reference). Figure 3 A friction post base 102 is connected to the friction post 101. One end of the bushing assembly 20 is fixed to a second part 3 of the vehicle body, which is different from the first part 2 of the vehicle body, and a friction post sleeve hole 201 is formed at the other end of the bushing assembly 20. The friction post 101 is inserted into the friction post sleeve hole 201 axially (x direction) to form a friction pair. Figure 4 As shown, at least the portion of the friction post 101 that is inserted into the friction post socket 201 on the surface of the friction post 101 has a friction texture 103.
[0063] According to the vehicle body reinforcement 1 of this utility model, when a vehicle collision occurs, the friction pin 101 of the vehicle body reinforcement 1 rubs against the inner wall of the friction pin sleeve hole 201, converting the impact kinetic energy into heat energy dissipation. Since the vehicle body reinforcement 1 does not deform or only undergoes minor deformation, the structure can be restored simply by reshaping, without needing to replace the part of the vehicle body structure where the reinforcement is installed, reducing maintenance difficulty and saving maintenance costs. Furthermore, by designing different friction textures, the friction coefficient of the friction pair can be changed to meet different energy absorption requirements. Here, the friction coefficient between the friction pin and the bushing assembly is preferably 0.85-1.0.
[0064] In addition, such as Figure 5 As shown, the friction pillar 101 has a hollow structure. By designing the friction pillar 101 as a hollow structure, during a severe vehicle collision, the body reinforcement 1 can continue to absorb impact kinetic energy through deformation after absorbing energy through friction, thereby improving the overall energy absorption effect of the body reinforcement 1. Furthermore, both the friction pillar 101 and the friction pillar base 102 are made of aluminum. Compared to the steel structure of the vehicle body, the aluminum friction pillar assembly 10 is more easily deformed, further improving the deformation energy absorption effect.
[0065] At least one reinforcing rib 105 is provided inside the friction column 101. Figure 2 As shown, three intersecting reinforcing ribs 105 are evenly spaced along the circumference of the inner wall of the friction column 101. Figure 2 As shown, in the radial direction of the friction column 101, the two ends of the reinforcing rib 105 are engaged with the friction column 101. That is, in a section perpendicular to the axial direction of the friction column 101, the reinforcing rib 105 passes through the axis of the friction column 101, and its length is equal to the diameter of the friction column 101. Figure 5 As shown, in the axial direction of the friction post 101, a reinforcing rib 105 extends from one end of the friction post 101 to the friction post base 102 and connects to the friction post base 102. Since the reinforcing rib 105 is connected to the friction post base 102, and the friction post base 102 is connected to the first part 2 of the vehicle body, the impact force can be guided and dispersed to the vehicle body through the reinforcing rib 105. The friction post 101 with the above structure can ensure structural strength while reducing its own weight. Furthermore, the friction post 101 and the friction post base 102 can also be integrally formed by die casting, or as shown in the diagram... Figure 6 As shown, reinforcing ribs are provided on the end face of the friction pillar base 102 that is connected to the vehicle body, thereby further improving the strength of the friction pillar assembly 10.
[0066] like Figure 5 As shown, the outer contour of the friction column 101 is similar to a cone shape. Along the axial direction (x direction) of the friction column, the radial cross-sectional area of the friction column 101 increases as it moves away from the bushing assembly 20. As a result, the frictional force of the bushing assembly 20 gradually increases when it moves along the axial direction (x direction) of the friction column towards the friction column base 102 under the action of the collision force, which helps to improve the frictional energy absorption effect.
[0067] like Figure 1 , 4 As shown, the bushing assembly 20 includes an upper bushing assembly 202 and a lower bushing assembly 203 disposed opposite to each other. The upper bushing assembly 202 and the lower bushing assembly 203 each have a main body portion 2021, 2031 and a connecting portion 2022, 2032, respectively. Figure 3As shown, the connecting parts 2022 and 2032 are folded obliquely toward the vehicle body side relative to the main body parts 2021 and 2031 to connect with the second part 3 of the vehicle body. Figure 4 As shown, the main body 2021 and 2031 are an integral “Ω” shaped structure, including: arc-shaped plates 2023 and 2033 set in the central part, and wing plates 2024 and 2034 on both sides.
[0068] like Figure 2 As shown, friction plates 2025 and 2035 are fixedly attached to the inner walls of the arc-shaped plates 2023 and 2033, for example, by welding. A pair of friction plates 2025 and 2035, respectively disposed within the arc-shaped plates 2023 and 2033 of the upper bushing assembly 202 and the lower bushing assembly 203, form friction post fitting holes 201 for the friction post 101 to be inserted into. Except for the friction plates 2025 and 2035, the bushing assembly 20 is a steel stamping part. The friction plates 2025 and 2035 are carbon-ceramic friction plates or rubber friction plates. Therefore, by changing the material of the friction plates, the coefficient of friction between the friction post 101 and the friction plates 2025 and 2035 can be adjusted to meet different friction energy absorption design requirements.
[0069] The upper bushing assembly 202 and the lower bushing assembly 203 are connected to each other as a whole by the fastening device 30. In addition, after the upper bushing assembly 202 and the lower bushing assembly 203 are pressed together by the fastening device 30, the entire inner wall of the arc plates 2023 and 2033 can be evenly pressed onto the friction plates 2025 and 2035, and the friction column 101 is inserted into the friction column sleeve hole 201 formed by the friction plates 2025 and 2035 in a tight fit manner, thereby avoiding stress concentration on the friction plates 2025 and 2035 and improving the energy absorption effect.
[0070] In this embodiment, such as Figure 4As shown, the fastening device 30 is an assembly including a bolt 301, a washer 302, and a nut 303. The nut 303 can also be welded to the lower bushing assembly 203. The bolt 301 passes through through holes provided in the flanges 2024 and 2034 to connect the upper bushing assembly 202 and the lower bushing assembly 203 to each other. By adjusting the preload of the fastening device 30 (e.g., the bolt 301 in this embodiment), the pressure applied in the relative direction (z-direction) between the upper bushing assembly 202 and the lower bushing assembly 203 can be adjusted within the range of 8kN to 100kN. Therefore, without changing the structure of the body reinforcement 1, the pressure applied to the friction pair can be adjusted simply by adjusting the preload of the fastening device 30, thereby adjusting the friction force between the friction pin 101 and the friction plates 2025 and 2035 to meet different friction energy absorption design requirements. Furthermore, it should be understood that the fastening device 30 including bolt 301 is only one example, and other devices that can adjust the pressure applied to the upper bushing assembly 202 and the lower bushing assembly 203 in the relative direction (z direction) can also be used. For example, a spring sleeved on bolt 301 can be further added to the illustrated fastening device 30 including bolt 301. Through the preload of the spring, even in the presence of vibration, the upper bushing assembly 202 and the lower bushing assembly 203 can always remain pressed, preventing the bolt 301 from loosening.
[0071] like Figure 3 , 4 As shown, the friction pillar base 102 is connected to the first part 2 of the vehicle body via a foam pad 104. The foam pad 104 is made of foam material and has adhesive properties. During the baking stage of the vehicle manufacturing process, the foam pad 104 further expands and fills the space between the first part 2 of the vehicle body and the friction pillar base 102. Thus, even if there is a deviation in the installation space of the body reinforcement 1 (i.e., the space between the first part 2 of the vehicle body and the second part 3 of the vehicle body), the first part 2 of the vehicle body and the second part 3 of the vehicle body can be properly connected with a certain strength through the foam pad 104. In addition, the foam pad 104 can also prevent vibration and noise from the second part 3 of the vehicle body from being transmitted to the first part 2 of the vehicle body through the body reinforcement 1, thereby improving the NVH performance of the vehicle.
[0072] The upper bushing assembly 202 and the lower bushing assembly 203 are welded or bolted to the second part 3 of the vehicle body, respectively. This ensures the strength and quality of the connection between the bushing assembly 20 and the vehicle body. One end of the vehicle body reinforcement 1, i.e., the friction column assembly 10 side, is bonded to the vehicle body, while the other end, i.e., the bushing assembly 20 side, is welded or bolted to the vehicle body. Compared to having both ends of the vehicle body reinforcement 1 welded or bolted to the vehicle body, this reduces the difficulty of installation.
[0073] Furthermore, compared to the friction pillar assembly 10, the bushing assembly 20 is positioned closer to the vehicle collision side. In other words, the friction pillar assembly 10 is positioned closer to the passenger compartment side. Therefore, the body reinforcement 1 is more inclined to absorb energy through friction than through deformation.
[0074] In addition, such as Figure 7 As shown, along the axial direction (x-direction) of the friction pin, by adjusting the length of the friction pin 101 inserted into the friction pin sleeve hole 201, the maximum friction distance between the friction pin 101 and the bushing assembly 20 can be adjusted within a range greater than 0 and less than or equal to 45 mm. In other words, by adjusting the length of the friction pin 101 inserted into the friction pin sleeve hole 201, the dimension of the body reinforcement 1 in the x-direction can be adjusted. Figure 7 In the middle section, from top to bottom, the dimensions of the body reinforcement 1 increase sequentially in the x-direction. This allows for adaptation even to different vehicle models, i.e., models with different spatial dimensions between the first part 2 and the second part 3 of the vehicle body where the body reinforcement 1 is installed. This improves the versatility of the body reinforcement 1 and saves the cost of creating new molds to adapt to different vehicle body structures.
[0075] The following is for reference Figures 8-12 The energy absorption process of the vehicle body reinforcement 1 when the vehicle is hit is described in detail.
[0076] like Figure 8 As shown, when an impact occurs in the second part 3 of the vehicle body, the impact force is transmitted to the bushing assembly 20 because it is connected to the vehicle body by welding or bolts. Furthermore, because the foam pad 104 has a certain elasticity, under the action of the impact force, the vehicle body reinforcement 1 moves as a whole along the direction of the impact force (to the left in the diagram), compressing the foam pad 104 until the friction pillar base 102 contacts the first part 2 of the vehicle body (see reference). Figure 9 ).
[0077] Next, as Figure 10 As shown, when the impact energy increases further, the bushing assembly 20 moves toward the vehicle interior along the axial direction of the friction post 101. Due to the friction between the friction post 101 of the body reinforcement 1 and the inner wall of the friction post sleeve hole 201 (the inner wall of the friction plates 2025 and 2035), the impact kinetic energy is converted into heat energy dissipation, thereby preventing the huge impact kinetic energy from being transmitted to the passenger compartment inside the vehicle.
[0078] like Figure 11 As shown, when the end face of the bushing assembly 20 facing the friction column base 102 contacts the friction column base 102, the bushing assembly 20 can no longer move along the axial direction of the friction column 101, that is, the bushing assembly 20 and the friction column assembly 10 have reached the maximum friction distance. At this time, the vehicle body reinforcement 1 can be regarded as a rigid body.
[0079] like Figure 12 As shown, as the impact energy increases further, the body reinforcement 1 transitions from the friction energy absorption stage to the deformation energy absorption stage. Because the friction pillar 101 has a hollow aluminum structure, it can further absorb the impact force generated during the collision through deformation, thereby reducing the impact on passengers and the vehicle.
[0080] The vehicle of this utility model having the above-mentioned body reinforcement 1 can achieve the same technical effect as the above-mentioned body reinforcement 1. To avoid duplication, the implementation method of the vehicle having the above-mentioned body reinforcement 1 will not be described again.
[0081] While the present invention has been specifically described above in conjunction with the accompanying drawings and embodiments, it is understood that the above description does not limit the present invention in any way. Those skilled in the art can make modifications and variations to the present invention as needed without departing from its essential spirit and scope, and all such modifications and variations fall within the scope of the present invention. For example, such as... Figure 13 As shown, multiple friction columns 101 can also be arranged side by side on the friction column base 102, and arc-shaped plates corresponding to the multiple friction columns 101 can be arranged on the bushing assembly 20 to form multiple sets of friction pairs, thereby further improving the friction energy absorption effect of the body reinforcement 1.
Claims
1. A vehicle body reinforcement component, wherein, have: Friction post assembly, comprising: at least one friction post, and a friction post base fixed to a first portion of the vehicle body and connected to the friction post; and The bushing assembly has one end fixed to the second part of the vehicle body and the other end formed with a friction pin sleeve hole. The friction pin is axially inserted into the friction pin sleeve hole in a tight fit to form a friction pair. At least the portion of the surface of the friction post that is inserted into the socket of the friction post has a friction texture.
2. The vehicle body reinforcement according to claim 1, wherein, The friction column has a hollow structure. At least one reinforcing rib is provided inside the friction column. The reinforcing rib engages with the friction column in the radial direction. Along the axial direction of the friction column, the reinforcing rib extends from one end of the friction column to the friction column base and connects to the friction column base.
3. The vehicle body reinforcement according to claim 2, wherein, The bushing assembly is positioned closer to the vehicle collision side than the friction post assembly.
4. The vehicle body reinforcement according to any one of claims 1 to 3, wherein, The outer contour of the friction column is conical. Along the axial direction of the friction column, the radial cross-sectional area of the friction column increases as it moves away from the bushing assembly.
5. The vehicle body reinforcement according to any one of claims 1 to 3, wherein, The friction coefficient between the friction column and the bushing assembly is 0.85-1.
0.
6. The vehicle body reinforcement according to any one of claims 1 to 3, wherein, The bushing assembly includes an upper bushing assembly and a lower bushing assembly disposed opposite to each other. The upper bushing assembly and the lower bushing assembly each have: a main body and a connecting part. The connecting portion is tilted relative to the main body and folded towards the vehicle body side to connect with the second part of the vehicle body. The main body is an integral "Ω"-shaped structure, including: an arc-shaped plate disposed in the center; and wing plates on both sides, through which the upper bushing assembly and the lower bushing assembly are connected to each other. Friction pads are fixedly attached to the inner wall of the arc-shaped plate. A pair of friction plates, respectively disposed within the arcuate plates of the upper bushing assembly and the lower bushing assembly, opposite to each other, form the friction post socket for the friction post to be inserted into.
7. The vehicle body reinforcement according to claim 6, wherein, The friction column and the friction column base are made of aluminum and are integrally formed by die casting. Apart from the friction plate, the bushing assembly is a steel stamping part.
8. The vehicle body reinforcement according to claim 6, wherein, The friction pad is a carbon ceramic friction pad or a rubber friction pad.
9. The vehicle body reinforcement according to claim 6, wherein, The upper bushing assembly and the lower bushing assembly are connected to each other by a fastening device. The fastening device allows for adjustment of the pressure applied in the relative directions between the upper bushing assembly and the lower bushing assembly within the range of 8kN to 100kN.
10. The vehicle body reinforcement according to claim 6, wherein, The friction post base is bonded to the first part of the vehicle body via a foam pad. The upper axle sleeve assembly and the lower axle sleeve assembly are respectively welded or bolted to the second part of the vehicle body.
11. The vehicle body reinforcement according to any one of claims 1 to 3, wherein, In the axial direction of the friction column, by adjusting the length of the friction column inserted into the friction column sleeve hole, the maximum friction distance of the friction column relative to the bushing assembly can be adjusted within a range greater than 0 and less than or equal to 45 mm.
12. A vehicle having a body reinforcement as described in any one of claims 1 to 11.