Lightweight high-strength automobile casting cross beam structure
By designing a lightweight, high-strength automotive casting crossbeam structure and utilizing trapezoidal slot fit and friction locking mechanism, the problem of the front anti-collision crossbeam lacking buffering during a collision is solved, thus achieving vehicle buffering protection and impact force dispersion.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-26
- Publication Date
- 2026-03-31
AI Technical Summary
Existing front bumper beams for automobiles do not provide adequate cushioning during collisions, resulting in severe damage to other components at the front of the vehicle.
A lightweight, high-strength automotive cast crossbeam structure was designed, including components such as a first front anti-collision beam, a buffer seat, a limiting post, a trapezoidal block, and a locking block. Through the cooperation of trapezoidal holes and slots, friction and locking mechanisms are used to provide buffering and disperse impact forces.
It effectively reduces damage to front-end components, provides buffer space, prevents damage to other parts, and enhances the vehicle's impact resistance.
Smart Images
Figure CN224060946U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of automotive crossbeam technology, and in particular to a lightweight, high-strength automotive cast crossbeam structure. Background Technology
[0002] The automotive casting industry is an important manufacturing sector, mainly involving the casting production of automotive parts. Among them, automotive crossbeams are an important component of the vehicle body structure, mainly used to enhance the rigidity of the vehicle body, disperse the impact force of collisions, and support key components, such as front anti-collision crossbeams, rear anti-collision crossbeams, and floor crossbeams. In the case of front anti-collision crossbeams, in high-speed collisions, they work with the longitudinal beams of the body to distribute the impact force to the body frame, preventing excessive local stress from causing deformation of the passenger compartment.
[0003] However, most of the current front bumper beams are made of high-hardness steel. When they are hit, they may deform less, but they may damage the rear energy-absorbing box, longitudinal beams and even water tank frame components. Because the existing front bumper beams do not have a good buffering effect, other parts of the front of the car are severely damaged when the front of the car is hit. Utility Model Content
[0004] This application provides a lightweight, high-strength cast crossbeam structure for automobiles to address the problem of significant damage to the front of a vehicle during a collision.
[0005] This application provides a lightweight, high-strength automotive cast crossbeam structure, including a first front bumper beam. Two symmetrically distributed first buffer seats are fixedly installed on the rear side of the first front bumper beam. First limiting posts are slidably installed through the four corners of the rear side of the two first buffer seats. Mounting plates are fixedly installed between the rear ends of the four adjacent first limiting posts. Second limiting posts are fixedly installed in the middle of the front side of the two mounting plates. The two second limiting posts are respectively slidably connected through the two first buffer seats. Trapezoidal blocks are slidably installed on the upper and lower inner walls of the two first buffer seats. Locking blocks are provided on the left and right sides of the four trapezoidal blocks, and they penetrate the first buffer seats and the first limiting posts.
[0006] Preferably, a connector is fixedly installed at the bottom of each of the two first buffer seats, and a second front anti-collision beam is fixedly installed between the lower ends of the two connectors.
[0007] Preferably, a front longitudinal beam is fixedly installed on the rear side of the mounting plate.
[0008] Preferably, clamps are fixedly installed on the opposite sides of two adjacent trapezoidal blocks, and respectively fit against the upper and lower sides of the first buffer seat.
[0009] Preferably, a connecting block is fixedly installed between adjacent sides of two adjacent trapezoidal blocks, and the two connecting blocks pass through and are slidably connected to the two second limiting posts.
[0010] Preferably, each of the two first buffer seats has two second trapezoidal grooves on both sides, the eight locking blocks are respectively aligned with the eight second trapezoidal grooves, each of the eight first limiting posts has a first trapezoidal hole on one side, the eight locking blocks are respectively located inside the eight first trapezoidal holes, one end of each of the four trapezoidal blocks is threaded with a bolt, and the two ends of the four bolts are respectively threaded to the eight locking blocks.
[0011] Preferably, the two mounting plates are provided with first slots on the upper and lower sides, and the first slots are the same as the rear end of the trapezoidal block. The two front longitudinal beams are provided with two second slots on the front side, and the second slots are aligned with the two first slots respectively. The two first slots and the two second slots are the same in size. Beneficial effects
[0012] Considering the significant damage to the front of the vehicle in a collision, upon impact, the first limiting post gradually inserts into the interior of the first buffer seat. Since both the first trapezoidal hole and the second trapezoidal groove are trapezoidal, the gap at the intersection of the first trapezoidal hole and the second trapezoidal groove decreases as the first limiting post and the first buffer seat are relatively inserted. At this time, the locking block is squeezed by the first buffer seat and the first limiting post, and the friction gradually increases. Due to the large impact force, the first buffer seat and the first limiting post will move a certain distance relative to each other until the locking block is locked, thus providing a buffer space for the front collision and preventing damage to other components.
[0013] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description
[0014] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0015] Figure 1 This is a schematic diagram of the overall structure of a lightweight, high-strength automotive casting crossbeam structure according to the present invention.
[0016] Figure 2This is a bottom view of a lightweight, high-strength automotive casting crossbeam structure according to this utility model.
[0017] Figure 3 This is a schematic diagram of the first buffer seat of a lightweight, high-strength automotive cast crossbeam structure according to the present invention.
[0018] Figure 4 This is a schematic diagram of the limiting column of a lightweight, high-strength automotive casting crossbeam structure according to this utility model.
[0019] Figure 5 This is a schematic diagram of the front longitudinal beam of a lightweight, high-strength automotive cast crossbeam structure according to this utility model.
[0020] Figure 6 This is a schematic diagram of the trapezoidal block of a lightweight, high-strength automotive casting crossbeam structure according to this utility model.
[0021] Figure 7 This is a schematic diagram of the clamping plate of a lightweight, high-strength automotive casting crossbeam structure according to the present invention.
[0022] Explanation of reference numerals in the attached figures:
[0023] 1. First front bumper beam; 2. Second front bumper beam; 3. First buffer seat; 4. Front longitudinal beam; 5. Connector; 6. Clamping plate; 7. Mounting plate; 8. Locking block; 9. First limiting post; 10. First trapezoidal hole; 11. Second limiting post; 12. First locking groove; 13. Second locking groove; 14. Connecting block; 15. Trapezoidal block; 16. Bolt; 17. Second trapezoidal groove. Detailed Implementation
[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0025] 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 application pertains; the terminology used herein in the specification of the application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims and drawings of this application are intended to cover non-exclusive inclusion.
[0026] The term "embodiment" as used herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of the phrase "embodiment" in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.
[0027] The directional terms appearing in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of this application. For example, in the description of this application, terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the figures. They are used 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. Therefore, they should not be construed as limitations on this application.
[0028] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, "connection" or "joining" in mechanical structures can refer to a physical connection, such as a fixed connection, for example, a connection fixed by fasteners, such as a connection fixed by screws, bolts, or other fasteners; a physical connection can also be a detachable connection, such as a snap-fit or interlocking connection; a physical connection can also be an integral connection, such as a connection formed by welding, bonding, or integral molding. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0029] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.
[0030] This utility model provides, for example Figure 1-7The lightweight, high-strength automotive cast crossbeam structure shown includes a first front bumper beam 1. Two symmetrically distributed first buffer seats 3 are fixedly installed on the rear side of the first front bumper beam 1. First limiting posts 9 are slidably installed through the four corners of the rear side of the two first buffer seats 3. Mounting plates 7 are fixedly installed between the rear ends of the four adjacent first limiting posts 9. Second limiting posts 11 are fixedly installed in the middle of the front side of the two mounting plates 7. The two second limiting posts 11 are respectively slidably connected through the two first buffer seats 3. Trapezoidal blocks 15 are slidably installed on the inner walls of the upper and lower sides of the two first buffer seats 3. Locking blocks 8 are provided on the left and right sides of the four trapezoidal blocks 15, and they penetrate the first buffer seats 3 and the first limiting posts 9.
[0031] Since both the first trapezoidal hole 10 and the second trapezoidal groove 17 are trapezoidal, the gap size at the intersection of the first trapezoidal hole 10 and the second trapezoidal groove 17 decreases as the first limiting post 9 and the first buffer seat 3 are inserted relative to each other. At this time, the locking block 8 will be squeezed by the first buffer seat 3 and the first limiting post 9, and the friction will gradually increase. Due to the large impact force, the first buffer seat 3 and the first limiting post 9 will move relative to each other for a distance until the locking block 8 is locked.
[0032] In this embodiment, a connector 5 is fixedly installed at the bottom of each of the two first buffer seats 3, and the same second front anti-collision beam 2 is fixedly installed between the lower ends of the two connectors 5.
[0033] The second front anti-collision beam 2 is also installed on the first buffer seat 3 by the connector 5, which can increase the force range and thus disperse the local impact force on the vehicle.
[0034] In this embodiment, a front longitudinal beam 4 is fixedly installed on the rear side of the mounting plate 7.
[0035] Among them, the front longitudinal beam 4 is made of advanced high-strength steel, which makes the front longitudinal beam 4 strong and not easily damaged.
[0036] In this embodiment, clamping plates 6 are fixedly installed on the opposite side of each of the two adjacent trapezoidal blocks 15, and respectively fit against the upper and lower sides of the first buffer seat 3.
[0037] The first buffer seat 3 is clamped on its upper and lower sides by two clamping plates 6, which increases the strength of the first buffer seat 3 and prevents it from being squeezed and deformed, which would cause the locking block 8 to slip.
[0038] In this embodiment, a connecting block 14 is fixedly installed between adjacent sides of two adjacent trapezoidal blocks 15, and the two connecting blocks 14 pass through and are slidably connected to the two second limiting posts 11 respectively.
[0039] The connecting block 14 serves as a connecting clamp 6, allowing the clamp 6 to clamp the two sides of the first buffer seat 3.
[0040] In this embodiment, two second trapezoidal grooves 17 are provided on both sides of the two first buffer seats 3, and eight locking blocks 8 are respectively aligned with the eight second trapezoidal grooves 17. One side of each of the eight first limiting posts 9 is provided with a first trapezoidal hole 10, and the eight locking blocks 8 are respectively located inside the eight first trapezoidal holes 10. One end of each of the four trapezoidal blocks 15 is threaded with a bolt 16, and the two ends of the four bolts 16 are respectively threaded to the eight locking blocks 8.
[0041] Since both the first trapezoidal hole 10 and the second trapezoidal groove 17 are trapezoidal, the gap size at the intersection of the first trapezoidal hole 10 and the second trapezoidal groove 17 decreases as the first limiting post 9 and the first buffer seat 3 are inserted relative to each other.
[0042] In this embodiment, the upper and lower sides of the two mounting plates 7 are provided with first slots 12, which are the same as the rear end of the trapezoidal block 15. The front sides of the two front longitudinal beams 4 are provided with two second slots 13, which are aligned with the two first slots 12 respectively. The two first slots 12 and the two second slots 13 are the same in size.
[0043] When the first limiting post 9 is inserted into the first buffer seat 3, the narrow end of the trapezoidal block 15 will be inserted into the first slot 12. As the width of the trapezoidal block 15 becomes wider and wider, the mounting plate 7 will be locked by the mounting plate 7 after moving a certain distance relative to the trapezoidal block 15, thus giving the vehicle a buffer space.
[0044] Working Principle: When this lightweight, high-strength automotive cast crossbeam structure is used, if the first front bumper beam 1 or the second front bumper beam 2 is impacted, the first buffer seat 3 will experience a backward thrust. At this time, the mounting plate 7 and the first buffer seat 3 will move closer to each other. Simultaneously, the first limiting post 9 will gradually insert into the interior of the first buffer seat 3. Since both the first trapezoidal hole 10 and the second trapezoidal groove 17 are trapezoidal, the gap size at the intersection of the first trapezoidal hole 10 and the second trapezoidal groove 17 decreases as the first limiting post 9 and the first buffer seat 3 are relatively inserted. At this time, the locking block 8 will be squeezed by the first buffer seat 3 and the first limiting post 9, and the friction will gradually increase. Due to the large impact force, the first buffer seat 3 and the first limiting post 9 will... The vehicle moves a certain distance until the locking block 8 is locked. During the process of the first buffer seat 3 pressing the locking block 8, in order to prevent the first buffer seat 3 from being deformed by the compression, which would increase the gap of the second trapezoidal groove 17, the two clamping plates 6 can be connected by the connecting block 14 and the trapezoidal block 15 to clamp the upper and lower sides of the first buffer seat 3 respectively. This increases the strength of the first buffer seat 3 and prevents the first buffer seat 3 from being deformed by the compression, which would cause the locking block 8 to slip. When the first limiting post 9 is inserted into the first buffer seat 3, the narrow end of the trapezoidal block 15 will be inserted into the first locking groove 12. As the width of the trapezoidal block 15 becomes wider and wider, the mounting plate 7 will be locked by the mounting plate 7 after moving a certain distance relative to the trapezoidal block 15, thus giving the vehicle a buffer space.
[0045] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.
Claims
1. A lightweight high-strength automobile cast cross beam structure comprising a first front impact beam (1), characterized in that: The first front anti-collision beam (1) is fixedly installed with two symmetrically distributed first buffer seats (3) on the rear side, four corners of the rear side of the two first buffer seats (3) are all penetrated and slidably installed with first limiting columns (9), the rear ends of the four adjacent first limiting columns (9) are all fixedly installed with mounting plates (7), the middle portions of the front sides of the two mounting plates (7) are all fixedly installed with second limiting columns (11), the two second limiting columns (11) are respectively penetrated and slidably connected with the two first buffer seats (3), the inner walls of the upper and lower sides of the two first buffer seats (3) are all slidably installed with trapezoidal blocks (15), the left and right sides of the four trapezoidal blocks (15) are all provided with clamping blocks (8) and penetrate the first buffer seat (3) and the first limiting column (9).
2. The lightweight high-strength automobile casting cross beam structure according to claim 1, characterized in that: The bottom of the two first buffer seats (3) is fixedly installed with connecting pieces (5), and the lower ends of the two connecting pieces (5) are fixedly installed with the same second front anti-collision beam (2).
3. The lightweight high-strength automobile casting cross beam structure according to claim 1, characterized in that: The rear side of the mounting plate (7) is fixedly installed with a front longitudinal beam (4).
4. The lightweight high-strength automobile casting cross beam structure according to claim 1, characterized in that: The opposite sides of the two adjacent trapezoidal blocks (15) are all fixedly installed with clamping plates (6) and are respectively attached to the upper and lower sides of the first buffer seat (3).
5. The lightweight high-strength automotive casting cross beam structure according to claim 1, characterized by: The adjacent sides of the two adjacent trapezoidal blocks (15) are all fixedly installed with connecting blocks (14), and the two connecting blocks (14) are respectively penetrated and slidably connected with the two second limiting columns (11).
6. The lightweight high-strength automotive casting cross beam structure according to claim 1, characterized by: The two sides of the two first buffer seats (3) are all provided with two second trapezoidal grooves (17), eight clamping blocks (8) are respectively aligned with eight second trapezoidal grooves (17), one side of eight first limiting columns (9) is all provided with a first trapezoidal hole (10), eight clamping blocks (8) are respectively located on the inner side of eight first trapezoidal holes (10), one end of four trapezoidal blocks (15) is all threadedly installed with a bolt (16), and the two ends of the four bolts (16) are respectively threadedly connected with eight clamping blocks (8).
7. The lightweight high-strength automobile casting cross beam structure according to claim 3, characterized in that: The upper and lower sides of the two mounting plates (7) are all provided with first clamping grooves (12) and the rear ends of the trapezoidal blocks (15) are all of the same specification, the front sides of the two front longitudinal beams (4) are all provided with two second clamping grooves (13) and are respectively aligned with the two first clamping grooves (12), and the specifications of the two first clamping grooves (12) and the two second clamping grooves (13) are the same.