Novel automobile damping outer framework

Abstract

The utility model relates to the technical field of automobile outer frameworks, and discloses a novel automobile damping outer framework which comprises a front beam, a rear beam is arranged on the opposite side of the front beam, a first side beam and a second side beam are arranged on the outer wall of the front beam and the outer wall of the rear beam respectively, and damping assemblies are installed in the front beam and the rear beam respectively. The two damping assemblies comprise first limiting rods, the outer walls of the first limiting rods are slidably connected with first hinged seats which are in bilateral symmetry, first springs are arranged between the first hinged seats, one sides of the interiors of the first hinged seats are rotatably connected with first rotating plates, one sides of the outer walls of the first rotating plates are rotatably connected with sliding sleeves, and one sides of the sliding sleeves are provided with second springs. According to the outer framework, after the first anti-collision beam is pressed, pressure is transmitted to the second rotating plate, the first hinge base is driven to stretch the first spring for preliminary shock absorption, the first hinge base moves to drive the first rotating plate and the sliding sleeve, the second spring is further stretched to buffer pressure, finally, the pressure is transmitted to the first spring shock absorber, multi-stage shock absorption is achieved, and the practicability of the outer framework is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of automobile outer frame, especially a new type of automobile damping outer frame. BACKGROUND

[0002] With the rapid development of the automobile industry towards light weight and intelligence, the traditional chassis structure faces severe challenges in coping with complex road conditions and improving safety performance. As a key component connecting the vehicle body and the suspension system, the performance of the automobile damping outer frame directly affects the driving stability, collision safety and ride comfort of the vehicle. Currently, the popularity of new energy vehicles and the development of autonomous driving technology have put forward higher requirements for the damping system, and it is urgent to realize efficient energy absorption, fast response and intelligent adjustment of multifunctional integration in limited space.

[0003] The existing damping outer frame technology generally adopts single-stage energy absorption design, mainly relying on the structure of rigid frame combined with buffer block, transferring impact force through high-strength materials and cooperating with elastic elements to disperse energy, or using hydraulic linkage damping system to realize damping by utilizing fluid characteristics, or configuring fixed spring array to provide basic buffering.

[0004] However, these traditional structures have obvious technical limitations: the energy transmission path is single, the multi-stage damping coordination is poor, and the impact energy cannot be gradient dissipated. Specifically, when the vehicle is impacted, most of the impact force is directly transmitted to the vehicle body structure, and only the end damping device absorbs energy, which not only makes the passenger compartment bear the sudden impact, but also endangers the safety of key components such as battery pack, and the system lacks control of the rebound after impact, thus the new type of automobile damping outer frame is proposed to solve the above problems. UTILITY MODEL CONTENTS

[0005] In order to make up for the above shortcomings, the utility model provides a new type of automobile damping outer frame, aiming at improving the problem that the damping structure used in the prior art is relatively single and cannot realize impact force reduction to meet the use requirements of users.

[0006] To achieve the above purpose, the utility model provides the following technical scheme: a new type of automobile damping outer frame, comprising a front beam, the front beam is provided with a rear beam on the opposite side, the outer walls of the front beam and the rear beam are respectively provided with a side beam one and a side beam two, and the inside of the front beam and the rear beam is installed with a damping assembly;

[0007] Two damping assemblies include a limiting rod one, the outer wall of the limiting rod one is slidably connected with left-right symmetrical hinged seats one, spring one is arranged between the hinged seats one, rotating plate one is rotatably connected to the inside one side of the hinged seat one, the outer wall one side of the rotating plate one is rotatably connected with a sliding sleeve, the sliding sleeve one side is provided with spring two, the sliding sleeve other side is fixedly connected with spring shock absorber one, the spring shock absorber one one end is fixedly connected with spring shock absorber one, the inside other side of the hinged seat one is rotatably connected with rotating plate two.

[0008] Further, the inside of the side beam one and the side beam two is mounted with a limiting rod two, the outer wall of the limiting rod two is slidably connected with left-right symmetrical sliding seats, the sliding seat one side is fixedly connected with spring shock absorber two, the spring shock absorber two one end is fixedly connected in the inner wall of the side beam one.

[0009] Further, spring three is arranged between the two spring shock absorbers two, and connecting plate one is rotatably connected in the sliding seat.

[0010] Further, the two connecting plate one sides are rotatably connected with hinged seats two, and the outer wall one side of the hinged seat two is fixedly connected with the anti-collision beam two.

[0011] Further, the outer wall one side of the anti-collision beam two is fixedly connected with spring shock absorber three, and the outer wall one side of the two spring shock absorbers three is fixedly connected with the outer wall of the side beam one and the limiting rod two respectively.

[0012] Further, the one side of the rotating plate two is rotatably connected to the outer wall one side of the anti-collision beam one, and the rotating plate two is used for connecting the hinged seat one and the anti-collision beam one.

[0013] Further, the spring one is sleeved on the outer wall of the limiting rod one, and the limiting rod one is used for guiding the movement of the spring one.

[0014] Further, the spring two one end is fixedly connected to the inner wall one side of the rear beam.

[0015] The utility model has the advantages of the following beneficial effects:

[0016] 1、 in the utility model, after the anti-collision beam one receives the impact pressure, the pressure is transmitted to the rotating plate two, the pressure is transmitted to the hinged seat one through the rotating plate two, thereby realizing the effect that the hinged seat one is driven to stretch the spring one and realizes the preliminary damping effect, at this time, the effect that the rotating plate one is driven to further stretch the spring two on one side through the movement of the hinged seat one is realized, the effect that the spring two is stretched to reduce the pressure and the pressure is re-conducted to the spring shock absorber one to realize the efficient damping effect is realized through the movement of the sliding sleeve, and the practicality of the exoskeleton is improved.

[0017] 2. The utility model discloses, through the anti -collision beam no. 2 receives pressure and transmits to the articulated seat no. 2 on, simultaneously through articulated seat no. 2 drive connecting plate no. 1 rotation simultaneously drive the effect of sliding seat to stretch spring no. 3, again through the movement of sliding seat, thereby realize the effect of extruding spring shock absorber no. 2, thereby realize the effect of the pressure is preliminary eliminated, again through anti -collision beam no. 2 will pressure transmission to spring shock absorber no. 3, thereby realize the effect of further slow vibration pressure, and then improve the practicality of exoskeleton. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 The utility model discloses a three -dimensional structure schematic diagram of novel car shock -absorbing exoskeleton is provided for the utility model,

[0019] Figure 2 The utility model discloses a rotating plate one part structure schematic diagram of novel car shock -absorbing exoskeleton is provided for the utility model,

[0020] Figure 3 The utility model discloses an anti -collision beam no. 2 part structure schematic diagram of novel car shock -absorbing exoskeleton is provided for the utility model.

[0021] Legend:

[0022] 1, front beam, 2, rear beam, 3, side beam no. 1, 4, limit rod no. 1, 5, articulated seat no. 1, 6, spring no. 1, 7, rotating plate no. 1, 8, sliding sleeve, 9, spring shock absorber no. 1, 10, anti -collision beam no. 1, 11, rotating plate no. 2, 12, spring no. 2, 13, spring no. 3, 14, sliding seat, 15, spring shock absorber no. 2, 16, connecting plate no. 1, 17, articulated seat no. 2, 18, anti -collision beam no. 2, 19, spring shock absorber no. 3, 20, side beam no. 2, 21, limit rod no. 2. DETAILED DESCRIPTION

[0023] The technical scheme in the embodiments of the utility model will be described clearly and completely below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model and not all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the utility model.

[0024] Reference Figure 1 , Figure 2 and Figure 3The utility model provides an embodiment: novel car shock absorbing exoskeleton, including front beam 1, front beam 1 is as main force structure, is used to bear and deliver the front impact force, the opposite side of front beam 1 is provided with rear beam 2, and rear beam 2 and front beam 1 jointly constitute basic support frame, and the outer wall of front beam 1 and rear beam 2 is provided with side beam one 3 and side beam two 20 respectively, and side beam one 3 and side beam two 20 are used to enhance the lateral stiffness of overall structure, and the inside of front beam 1 and rear beam 2 is installed with shock absorbing assembly, and shock absorbing assembly is used to absorb and buffer impact energy in stages, and two shock absorbing assemblies include limit rod one 4, and limit rod one 4 is as the guide structure, and ensures that articulated seat one 5 moves along the predetermined track, and the outer wall of limit rod one 4 is slidably connected with the articulated seat one 5 of left-right symmetry, and articulated seat one 5 is as the force transmission hub, and is connected with multiple buffer elements, and the spring one 6 is arranged between articulated seat one 5, and spring one 6 is used to primary buffering, and absorbs initial impact energy, and articulated seat one 5 is rotatably connected with rotating plate one 7 on one side, and rotating plate one 7 converts impact force into the linear motion of sliding sleeve 8, and the outer wall one side of rotating plate one 7 is rotatably connected with sliding sleeve 8, and sliding sleeve 8 is used to drive spring two 12 and spring shock absorber one 9 to work, and one side of sliding sleeve 8 is provided with spring two 12, and spring two 12 provides two-stage buffering, and the other side of sliding sleeve 8 is fixedly connected with spring shock absorber one 9, and spring shock absorber one 9 is used to absorb the residual impact energy finally, and one end of spring shock absorber one 9 is fixedly connected with spring shock absorber one 9, and the other side of articulated seat one 5 is rotatably connected with rotating plate two 11, and rotating plate two 11 is used to connect anti -collision beam one 10 and articulated seat one 5.

[0025] Specifically, front beam 1 and rear beam 2 constitute the main frame, side beam one 3 and side beam two 20 enhance the lateral support, shock absorbing assembly realizes multistage buffering through limit rod one 4, articulated seat one 5, spring one 6, rotating plate one 7, sliding sleeve 8, spring two 12 and spring shock absorber one 9, and rotating plate two 11 connects external anti -collision structure, and improves overall shock absorbing effect and practicality.

[0026] Refer to Figure 1 , Figure 2 and Figure 3The limit rod two 21 is internally provided with the left and right symmetrical sliding seat 14, the sliding seat 14 is used as a transmission medium of the lateral impact force; the sliding seat 14 is fixedly connected with the spring shock absorber two 15 on one side, the spring shock absorber two 15 is used for absorbing the lateral impact energy; one end of the spring shock absorber two 15 is fixedly connected to the inner wall of the side beam one 3; the spring three 13 is arranged between the two spring shock absorbers two 15, and the spring three 13 provides a primary lateral buffer; the sliding seat 14 is rotatably connected with the connecting plate one 16; the connecting plate one 16 is rotatably connected with the hinged seat two 17 on one side, and the connecting plate one 16 and the hinged seat two 17 constitute a force transmission lever mechanism; the hinged seat two 17 is fixedly connected with the anti-collision beam two 18 on one side of the outer wall; the anti-collision beam two 18 is used as a receiving component of the lateral impact; the anti-collision beam two 18 is fixedly connected with the spring shock absorber three 19 on one side of the outer wall, and the spring shock absorber three 19 is used for finally absorbing the lateral impact energy; the two spring shock absorbers three 19 are fixedly connected to the outer wall of the side beam one 3 and the limit rod two 21 respectively; the rotating plate two 11 is rotatably connected to the outer wall of the anti-collision beam one 10 on one side, and the rotating plate two 11 is used for transmitting the forward impact force to the hinged seat one 5; the spring one 6 is sleeved on the outer wall of the limit rod one 4, and the limit rod one 4 is used for restricting the movement direction of the spring one 6; one end of the spring two 12 is fixedly connected to the inner wall of the rear beam 2 on one side, so that the effective transmission of the buffer force is ensured.

[0027] Specifically, the limit rod two 21 and the sliding seat 14 constitute a lateral buffer guide system; the spring shock absorber two 15 and the spring three 13 realize a primary lateral buffer; the connecting plate one 16 and the hinged seat two 17 form a force transmission mechanism; the anti-collision beam two 18 receives the lateral impact; the spring shock absorber three 19 completes the final energy absorption; the rotating plate two 11 is connected with a forward buffer system; the fixing modes of the spring one 6 and the spring two 12 ensure the buffer effect, and the overall multi-directional impact resistance of the exoskeleton is improved.

[0028] Working principle: when the front of the vehicle is hit, the anti-collision beam 10 transmits the impact force to the rotating plate 11, drives the hinged seat 5 to slide along the limiting rod 4 through lever action, first stretches the spring 6 to realize primary buffering; at the same time, the displacement of the hinged seat 5 drives the rotating plate 7 to push the sliding sleeve 8 to move, further stretches the spring 12 to realize secondary buffering, and conducts the remaining impact force to the spring shock absorber 9 to complete the final absorption. When the vehicle is hit from the side, the anti-collision beam 18 transmits the pressure to the connecting plate 16 through the hinged seat 17, drives the sliding seat 14 to move along the limiting rod 21, realizes preliminary energy dissipation through the stretching of the spring 13 and the compression of the spring shock absorber 15 in turn, and finally absorbs the remaining energy by the spring shock absorber 19. The structure realizes gradient transmission of impact force through mechanical linkage, so that each shock absorbing element is activated in order: the spring element preferentially absorbs high-frequency vibration, the hydraulic shock absorber processes low-frequency high-energy impact, and multiple levels work together to decompose single impact into multiple energy absorption stages, which not only avoids instantaneous overload, but also improves the overall energy absorption efficiency through energy redistribution.

[0029] Finally, it should be pointed out that: the above only preferred embodiments of the present application, and not for limiting the present application, although the foregoing detailed description of the present application, for those skilled in the art, it still can be modified, or part of the technical features of the equivalent replacement, within the spirit and principles of the present application, any modification, equivalent replacement, improvement, etc., should be included within the scope of the present application.

Claims

1. A new type of automobile shock-absorbing exoskeleton comprising a front beam (1), characterized in that: The front beam (1) is provided with a rear beam (2) on one side, and the outer walls of the front beam (1) and the rear beam (2) are respectively provided with a side beam one (3) and a side beam two (20), and the interiors of the front beam (1) and the rear beam (2) are both mounted with damping assemblies; Two damping assemblies include a limiting rod one (4), the outer wall of the limiting rod one (4) is slidably connected with left-right symmetrical hinged seats one (5), the hinged seats one (5) are provided with springs one (6) therebetween, one side of the interior of the hinged seats one (5) is rotatably connected with rotating plates one (7), one side of the outer wall of the rotating plates one (7) is rotatably connected with sliding sleeves (8), one side of the sliding sleeves (8) is provided with springs two (12), the other side of the sliding sleeves (8) is fixedly connected with spring dampers one (9), one end of the spring dampers one (9) is fixedly connected with spring dampers one (9), the other side of the interior of the hinged seats one (5) is rotatably connected with rotating plates two (11).

2. The new automobile shock-absorbing exoskeleton according to claim 1, characterized in that: The interiors of the side beam one (3) and the side beam two (20) are both mounted with limiting rod two (21), the outer wall of the limiting rod two (21) is slidably connected with left-right symmetrical sliding seats (14), one side of the sliding seats (14) is fixedly connected with spring dampers two (15), one end of the spring dampers two (15) is fixedly connected to the inner wall of the side beam one (3).

3. The new automobile shock-absorbing exoskeleton according to claim 2, characterized in that: Two spring dampers two (15) are provided with springs three (13) therebetween, and the interiors of the sliding seats (14) are rotatably connected with connecting plates one (16).

4. The new type of automobile shock-absorbing exoskeleton according to claim 3, characterized in that: Two connecting plates one (16) are rotatably connected with hinged seats two (17) on one side, and the outer wall of the hinged seats two (17) is fixedly connected with anti-collision beams two (18) on one side.

5. The new automobile shock-absorbing exoskeleton according to claim 4, characterized in that: The outer wall of the anti-collision beams two (18) is fixedly connected with spring dampers three (19) on one side, and the outer walls of two spring dampers three (19) are respectively fixedly connected to the outer walls of the side beam one (3) and the limiting rod two (21).

6. The new automobile shock-absorbing exoskeleton according to claim 1, characterized in that: The rotating plates two (11) are rotatably connected to the outer wall of the anti-collision beams one (10) on one side, and the rotating plates two (11) are used for connecting the hinged seats one (5) and the anti-collision beams one (10).

7. The new automobile shock-absorbing exoskeleton according to claim 6, characterized in that: The springs one (6) are sleeved on the outer wall of the limiting rod one (4), and the limiting rod one (4) is used for guiding the movement of the springs one (6).

8. The new type of automobile shock-absorbing exoskeleton according to claim 7, characterized in that: One end of the springs two (12) is fixedly connected to one side of the inner wall of the rear beam (2).

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