Longitudinal camber beam of military vehicle
The longitudinal curved beam of the military vehicle, designed with a channel beam structure and multiple gradually changing inclined surfaces, solves the problem of insufficient impact and tear resistance in the existing technology, enhances the overall strength and impact resistance of the longitudinal beam, and ensures the stability and safety of the vehicle in complex environments.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-11
- Publication Date
- 2026-03-24
AI Technical Summary
The existing longitudinal curved beams of military vehicles are not strong enough in terms of impact and tear resistance in complex combat environments. They are prone to bending deformation or bending failure, which affects energy absorption efficiency and threatens the safety of the crew.
The design incorporates a channel beam structure combining outer and inner longitudinal beams, with a bending beam impact-resistant support plate installed inside the inner longitudinal beam. The frame connecting frame is fixedly connected via angle brackets, and the longitudinal beams are designed as multi-segment gradually sloping transition beams to enhance impact resistance and overall strength.
It effectively disperses impact loads, improves the tear and impact resistance of the longitudinal beams, and ensures the stability and handling performance of the vehicle under complex working conditions.
Smart Images
Figure CN224029084U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to vehicle technical field, concretely relates to military vehicle longitudinal bending beam. BACKGROUND
[0002] The prior art has some defects in the design and application of the front longitudinal bending beam of the military vehicle, especially in the aspects of impact resistance and tear resistance. The traditional material and structure design are difficult to meet the high strength requirement under the complex combat environment. For example, the longitudinal beam is prone to bending deformation or bending failure when subjected to impact, resulting in the loss of the original design energy absorption effect. During the collision process, the deformation mode of the front longitudinal beam may not achieve the ideal crushing deformation, but bending or bending deformation, which not only affects the energy absorption efficiency, but also may cause the impact force to be directly transmitted to the key parts of the vehicle, threatening the safety of the passengers. SUMMARY
[0003] The utility model discloses a military vehicle longitudinal bending beam, which solves the problem that the traditional material and structure design are difficult to meet the high strength requirement under the complex combat environment in the prior art, and the longitudinal beam is prone to bending deformation or bending failure when subjected to impact, resulting in the loss of the energy absorption effect.
[0004] The technical scheme of the utility model is as follows:
[0005] The military vehicle longitudinal bending beam comprises a longitudinal bending beam body; the longitudinal bending beam body is a channel beam, which comprises an outer longitudinal beam, an inner longitudinal beam arranged on the inner side of the outer longitudinal beam, and a bending beam impact-resistant support plate arranged on the inner side of the inner longitudinal beam; and a vehicle frame connecting frame is fixedly connected to the bending beam impact-resistant support plate through an angle code.
[0006] The longitudinal bending beam body is divided into multiple sections, which are a middle beam section, a bending beam section and a tail beam section; one body bending beam section is arranged at the two ends of the middle beam section; and one body tail beam section is arranged on the side away from the other bending beam section of the two bending beam sections.
[0007] Further, the bending beam section is a gradually changing inclined plane transition type longitudinal beam, which comprises a first bending beam, an inclined flat beam and a second bending beam; the inclined flat beam is connected between the first bending beam and the second bending beam; the side of the first bending beam away from the inclined flat beam is connected to the tail beam section; and the side of the second bending beam away from the inclined flat beam is connected to the middle beam section.
[0008] Further, the first bending beam comprises a first inner curved beam, a first straight beam and a first outer curved beam; the first inner curved beam and the first outer curved beam are arranged at the upper and lower ends of the first straight beam respectively; the second bending beam comprises a second inner curved beam, a second straight beam and a second outer curved beam; the second outer curved beam and the second inner curved beam are arranged at the upper and lower ends of the second straight beam respectively.
[0009] Further, the curvature radius of the second outer curved beam is greater than that of the first inner curved beam.
[0010] Further, the thickness of the outer longitudinal beam is (x / 2+1) of the longitudinal bending beam body x, and the thickness of the inner longitudinal beam is (x / 2-1) of the longitudinal bending beam body x.
[0011] The technical scheme provided by the application has the beneficial effects of:
[0012] The military vehicle longitudinal bending beam combines the outer longitudinal beam and the inner longitudinal beam by adopting the channel beam structure, and sets the bending beam impact resistance support plates on the two sides of the inner longitudinal beam, thereby enhancing the overall strength and impact resistance of the longitudinal beam. The structural design can effectively disperse the impact load and avoid energy concentration, thereby improving the tearing and impact resistance of the longitudinal beam under complex working conditions. BRIEF DESCRIPTION OF DRAWINGS
[0013] In order to more clearly illustrate the technical scheme in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiment or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.
[0014] Figure 1 It is a schematic view of the military vehicle longitudinal bending beam of the present application;
[0015] Figure 2 It is an exploded schematic view of the military vehicle longitudinal bending beam of the present application;
[0016] Figure 3 It is a partial schematic view of the military vehicle longitudinal bending beam of the present application;
[0017] Figure 4 It is a schematic view of the bending beam section of the present application.
[0018] In the drawings:
[0019] 100 longitudinal bending beam body; 10 in the middle beam section, 20 bending beam section, 30 end beam section;
[0020] 21 first bending beam, 21a first inner curved beam, 21b first straight beam, 21c first outer curved beam, 22 inclined flat beam, 23 second bending beam, 23a second inner curved beam, 23b second straight beam, 23c second outer curved beam;
[0021] 40 outer longitudinal beam, 50 inner longitudinal beam, 60 bending beam impact resistance support plate, 70 corner brace, 80 frame connecting frame. DETAILED DESCRIPTION
[0022] The technical solutions of the present utility model will be clearly and completely described below in combination with the embodiments of the present utility model. Obviously, the described embodiments are only part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments in the present utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present utility model.
[0023] Embodiment 1
[0024] With reference to Figures 1-3 The longitudinal curved beam of the military vehicle comprises a longitudinal curved beam body 100. The longitudinal curved beam body 100 is a channel beam, which comprises an outer longitudinal beam 40, an inner longitudinal beam 50 arranged on the inner side of the outer longitudinal beam 40, and curved beam impact-resistant support plates 60 arranged on both sides of the inner longitudinal beam 50. A frame connecting frame 80 is fixedly connected to the curved beam impact-resistant support plates 60 through angle codes 70. The longitudinal curved beam body 100 adopts a channel double-layer structure combined by the outer longitudinal beam 40 and the inner longitudinal beam 50. This design enables the outer longitudinal beam 40 to bear the main external load and bending stress, while the inner longitudinal beam 50 shares the remaining load. The design of the double-layer structure significantly improves the bending rigidity and durability of the curved beam, thereby enhancing the stability and load-carrying capacity of the entire structure. The curved beam impact-resistant support plates 60, which are made of the same material as the frame, have the same curvature and thickness of 3 mm. The mechanical properties of the same material are better compatible. The curved beam impact-resistant support plates 60 continue to extend for a certain distance at the curved beam, expanding the effective support surface. When a frontal impact occurs, this part of the structure preferentially contacts the impact force, thereby preliminarily absorbing energy and reducing direct impact on the curved beam.
[0025] When the military vehicle encounters an impact or collision in a complex combat environment, the impact force is first absorbed by the outer longitudinal beam 40. Since the outer longitudinal beam 40 directly faces external impact, it is designed to be able to bear a large load. Subsequently, the impact force that is not completely absorbed by the outer longitudinal beam is transmitted to the inner longitudinal beam 50, which further disperses and absorbs these forces, thereby reducing direct impact on other parts of the vehicle. In addition, the curved beam impact-resistant support plates 60 on both sides of the inner longitudinal beam 50 and the frame connecting frame 80 fixedly connected through the angle codes 70 jointly form a robust support system, which not only improves the impact resistance of the curved beam but also helps maintain the overall structural integrity of the vehicle, ensuring the stability and handling performance of the vehicle under extreme conditions.
[0026] The longitudinal curved beam body 100 is divided into multiple sections, which are the middle beam section 10, the curved beam section 20, and the end beam section 30. Among them, one body-shaped curved beam section 20 is arranged at each end of the middle beam section 10, and one body-shaped end beam section 30 is arranged at the side away from each of the two curved beam sections 20. This segmented design makes the longitudinal curved beam better adapt to the dynamic changes of the vehicle in complex terrain and combat environment. When the middle beam section 10 is subjected to vertical or horizontal impact, the force can be transmitted to the end beam section 30 through the curved beam section 20, and the body-shaped design of the curved beam section 20 helps to absorb and disperse the impact force during transmission, reducing the impact on other parts of the vehicle. At the same time, the body-shaped structure of the curved beam section 20 and the end beam section 30 also improves the local stiffness of the curved beam, so that the vehicle can maintain better maneuverability and stability when driving at high speed or making sharp turns.
[0027] In some embodiments, the curved beam section 20 is a gradually changing slope transition type longitudinal beam, which is composed of a first curved beam 21, a slope flat beam 22, and a second curved beam 23. The slope flat beam 22 is connected between the first curved beam 21 and the second curved beam 23, and the side of the first curved beam 21 away from the slope flat beam 22 is connected to the end beam section 30, and the side of the second curved beam 23 away from the slope flat beam 22 is connected to the middle beam section 10. Through the combination of the first curved beam 21, the slope flat beam 22, and the second curved beam 23, the smooth transition and effective dispersion of the force are realized. The complex structure design of the first curved beam 21 and the second curved beam 23, including the inner curved beam, the straight beam, and the outer curved beam, further improves the bending and torsional properties of the curved beam, making the entire structure more stable and reliable when subjected to impact.
[0028] Embodiment 2
[0029] The first curved beam 21 includes a first inner curved beam 21a, a first straight beam 21b, and a first outer curved beam 21c, and the first inner curved beam 21a and the first outer curved beam 21c are respectively located at the upper and lower ends of the first straight beam 21b. The second curved beam 23 includes a second inner curved beam 23a, a second straight beam 23b, and a second outer curved beam 23c, and the second outer curved beam 23c and the second inner curved beam 23a are respectively located at the upper and lower ends of the second straight beam 23b.
[0030] Curved beam geometry optimization: The curved beam section 20 adopts a gradually changing curvature transition design to avoid high stress concentration caused by right-angle bending; the curvature design is accurately calculated to ensure that the outer layer and the inner layer jointly participate in stress distribution, reducing the local load peak value of the curved beam region.
[0031] Transition length: The distance from the first bending point of the curved beam to the end of the bending point. A longer transition length can reduce stress concentration and improve the service life of the curved beam.
[0032] Geometric material parameters: the longitudinal bending beam body 100 is made of girder steel 610L, which has the following main mechanical properties: yield strength: 610 MPa (depending on the production standard and heat treatment process); tensile strength: 710 MPa; elongation: 12% (which may vary depending on the specific material and processing technology). Thickness: 8 mm.
[0033] Determination of geometric parameters: first outer curved beam 21c, second outer curved beam 23c;
[0034] Transition length (L): 202 mm;
[0035] Starting curvature (k0): starting from above the beam segment 30 or below the middle beam segment 10, and the starting curvature is 0 (or close to 0, the curvature radius is infinite);
[0036] Target curvature (K1): located above or below the inclined flat beam 22, i.e. the curvature corresponding to the second bending point;
[0037] k1 = 1 / R1;
[0038] Where R1 is the target curvature radius of the bending segment, in mm. According to industry experience and material properties, the common bending radius of automobile longitudinal beams is 300-800 mm, taking the middle value 500 mm as the curvature radius, so k1 = 1 / 500 = 0.002 mm.
[0039] Transition curvature gradual change formula:
[0040] K(S) = k0 + (k1-k0)*sin(πS / 2L) = K(S) = 0 + 0.002*sin(πS / 2*202) = 0.002 mm-1;
[0041] S is the variable of the transition segment, 0-202 mm;
[0042] The curvature of the first outer curved beam 21c or the second outer curved beam 23c will gradually increase from 0 to 0.002 mm-1, ensuring smooth transition.
[0043] The 210 mm planes on both sides of the inclined flat beam 22 are connected to the transition curve of the first outer curved beam 21c or the second outer curved beam 23c, and the main function of the inclined flat beam 22 is to maintain the stability and support force of the longitudinal beam. The curvature change of the transition segment will temporarily disappear in this flat part, and the longitudinal beam remains straight in this state.
[0044] Determination of geometric parameters: first inner curved beam 21a, second inner curved beam 23a;
[0045] Second segment bending beam transition length (L1): 121 mm;
[0046] Starting curvature (k0): starting from above or below the inclined flat beam 22, and the straight section curvature of the inclined flat beam 22 is 0;
[0047] Target curvature (K2) = k1 = 1 / R1, R takes 300 as the curvature radius, the optimization space layout in the value range, the smaller curvature radius better adapts to dynamic load impact (such as collision energy transmission) makes the energy absorption and dispersion of the curved beam better and more efficient.
[0048] k1 = 1 / 500 = 0.003 mm;
[0049] Substitute the transition curvature gradual change formula: 0 + 0.003 * sin (piS / 2 * 121) = 0.003 mm-1, the curvature transition section will gradually increase from 0 to 0.003 mm-1, ensuring smooth transition.
[0050] The above is the first inner curved beam 21a, the first outer curved beam 21c of the first curved beam 21, the second inner curved beam 23a, the second outer curved beam 23c of the second curved beam 23, wherein the curvature radius of the first curved beam 21 is opposite to the second curved beam 23 at the same position. The design of opposite curvature forms complementary mechanics, so that the overall curved beam maintains the neutral axis balance when bearing bending moment, and does not cause insufficient overall rigidity or stress concentration due to symmetry.
[0051] In some embodiments, the curvature radius of the second outer curved beam 23c is greater than the curvature radius of the first inner curved beam 21a. Its function and effect is to optimize the performance of the curved beam section 20 when absorbing and dispersing impact force. This design makes the second outer curved beam 23c more gentle in structure, which can more effectively disperse and transmit the impact force transmitted by the first curved beam 21, reduce stress concentration, and thus improve the durability and reliability of the entire curved beam structure. Impact force first acts on the first inner curved beam 21a, which can concentrate and absorb the initial impact force due to its smaller curvature radius. Then, the impact force is transmitted to the first straight beam 21b and the first outer curved beam 21c, and finally to the inclined flat beam 22 and the second curved beam 23. Because the curvature radius of the second outer curved beam 23c is larger, it provides a more gentle transition in structure, so that the impact force can be more evenly distributed to the rest of the second curved beam 23, and to the middle beam section 10 and the end beam section 30 farther away. Such design not only enhances the impact resistance of the curved beam section 20
[0052] In some embodiments, the outer longitudinal beam 40 has a thickness of x / 2+1 of the longitudinal bending beam body 100x, and the inner longitudinal beam 50 has a thickness of x / 2-1 of the longitudinal bending beam body 100x. This thickness design enables the outer longitudinal beam 40 and the inner longitudinal beam 50 to play their respective advantages when subjected to impact and load. The larger thickness of the outer longitudinal beam 40 enables it to better absorb and disperse energy when directly subjected to impact, reducing damage to the vehicle interior structure. Although thinner, the inner longitudinal beam 50 is positioned and designed to effectively work with the outer longitudinal beam 40 to share part of the load while maintaining the integrity of the structure.
[0053] The above merely describes the preferred embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims
1. A military vehicle longitudinal flex beam comprising a longitudinal flex beam body (100); characterized in that, The longitudinal curved beam body (100) is a channel beam, which comprises an outer longitudinal beam (40), the inner side of the outer longitudinal beam (40) is provided with an inner longitudinal beam (50), the inner sides of the inner longitudinal beam (50) are respectively provided with curved beam impact-resistant support plates (60), and the curved beam impact-resistant support plates (60) are fixedly connected with frame connecting frames (80) through angle codes (70). The longitudinal curved beam body (100) is divided into multiple sections, which are a middle beam section (10), a curved beam section (20) and a tail beam section (30); wherein, the two ends of the middle beam section (10) are respectively provided with integrally-formed curved beam sections (20), and the sides away from each other of the two curved beam sections (20) are respectively provided with integrally-formed tail beam sections (30).
2. The military vehicle longitudinal flex beam of claim 1, wherein, The curved beam section (20) is a gradually-changing inclined plane transition type longitudinal beam, which is composed of a first curved beam (21), an inclined flat beam (22) and a second curved beam (23); wherein, the inclined flat beam (22) is connected between the first curved beam (21) and the second curved beam (23), the side of the first curved beam (21) away from the inclined flat beam (22) is connected to the tail beam section (30), and the side of the second curved beam (23) away from the inclined flat beam (22) is connected to the middle beam section (10).
3. The military vehicle longitudinal flex beam of claim 2, wherein, The first curved beam (21) comprises a first inner curved beam (21a), a first straight beam (21b) and a first outer curved beam (21c), the first inner curved beam (21a) and the first outer curved beam (21c) are respectively located at the upper and lower ends of the first straight beam (21b); the second curved beam (23) comprises a second inner curved beam (23a), a second straight beam (23b) and a second outer curved beam (23c), the second outer curved beam (23c) and the second inner curved beam (23a) are respectively located at the upper and lower ends of the second straight beam (23b).
4. The military vehicle longitudinal flex beam of claim 1, wherein, The curvature radius of the second outer curved beam (23c) is greater than that of the first inner curved beam (21a).
5. The military vehicle longitudinal flex beam of claim 1, wherein, The thickness of the outer longitudinal beam (40) is (x / 2+1) times of the longitudinal curved beam body (100)x, and the thickness of the inner longitudinal beam (50) is (x / 2-1) times of the longitudinal curved beam body (100)x.