Automobile longitudinal beam detection device

Abstract

The utility model relates to the technical field of detection devices, and discloses an automobile longitudinal beam detection device, which comprises a first installation box and a second installation box, the second installation box is arranged at the end part of the first installation box, an installation cavity is arranged in the second installation box, a moving assembly is arranged in the installation cavity, and a fixing plate is arranged in the installation cavity. A fixing plate and a moving assembly are used in cooperation, through arrangement of a reciprocating assembly, a longitudinal beam is placed in a mounting cavity, a servo motor is started, the servo motor rotates to drive a gear to rotate, the gear is meshed with teeth, a circular ring does reciprocating motion in a cavity, an extension rod drives a moving box to do reciprocating motion, and the longitudinal beam is hit; the reciprocating motion of the gear and the teeth is driven by the servo motor, and the striking frequency, strength and direction can be accurately controlled, so that the performance of the longitudinal beam under different conditions can be more comprehensively evaluated.

Description

Technical Field

[0001] This utility model relates to the field of testing device technology, specifically to a testing device for automotive longitudinal beams. Background Technology

[0002] The longitudinal beam is a crucial component of a vehicle's chassis structure, primarily used to support the body and transmit loads. It is typically located at the bottom of the vehicle, extending longitudinally from front to rear, and is a key component of the frame or monocoque body structure. The longitudinal beam is one of the vehicle's main load-bearing structures. It supports the weight of important components such as the body, engine, and transmission, while also withstanding various dynamic loads generated during vehicle operation, such as acceleration, deceleration, cornering, and road impacts. Therefore, the longitudinal beam needs sufficient strength and stiffness to ensure the vehicle's stability and safety under various operating conditions. In the event of a collision, the longitudinal beam plays a critical role in absorbing energy and dispersing collision forces. In modern automotive design, longitudinal beams are often optimized to absorb collision energy and reduce impact on the passenger compartment. For example, some vehicles may have a multi-segmented front longitudinal beam structure; when a collision occurs, certain sections of the beam deform to absorb energy, thereby protecting passenger safety. Beyond being a load-bearing structure, the longitudinal beam also significantly impacts the vehicle's driving stability. The rigidity and structural design of the longitudinal beam directly affect the vehicle's handling, steering precision, and suspension system performance. Through a well-designed longitudinal beam system, vehicles can maintain good stability at high speeds or when traversing bumpy roads, preventing body twisting or deformation. The longitudinal beams also protect other components under the vehicle. For example, critical components such as the engine, transmission, and fuel tank are typically mounted near or directly to the longitudinal beams. The longitudinal beams provide additional protection for these components, reducing damage during collisions, road impacts, or off-road driving. Longitudinal beams are typically made of high-strength steel or other lightweight materials. With the development of the automotive industry, more and more automakers are using lightweight materials such as high-strength steel, aluminum alloys, and even carbon fiber to manufacture longitudinal beams, in order to reduce the overall weight of the vehicle while maintaining strength.

[0003] Currently, it is impossible to accurately assess the performance of automotive longitudinal beams under external impact during use. This means that in actual collisions, the longitudinal beams may not be able to effectively absorb and disperse impact energy, thereby increasing the risk of injury or death to vehicle occupants. Therefore, this does not meet the existing requirements, and we propose an automotive longitudinal beam testing device. Utility Model Content

[0004] This invention provides a vehicle longitudinal beam detection device that can precisely control the frequency, force, and direction of impacts, thereby providing a more comprehensive assessment of the longitudinal beam's performance under different conditions. This solves the problem mentioned in the background art of inaccurately assessing the performance of longitudinal beams under external impacts. This means that in actual collision accidents, longitudinal beams may not be able to effectively absorb and disperse impact energy, thus increasing the risk of injury or death to vehicle occupants.

[0005] This utility model provides the following technical solution: an automotive longitudinal beam detection device, including a first mounting box and a second mounting box, the second mounting box being disposed at the end of the first mounting box, the second mounting box having an installation cavity inside, a movable component being disposed inside the installation cavity, and a fixing plate being disposed inside the installation cavity, the fixing plate being used in conjunction with the movable component.

[0006] As an optional solution for the automotive longitudinal beam testing device described in this utility model, the first mounting box is configured as a rectangular box, and the mounting cavity is configured as a rectangular cavity.

[0007] As an optional solution of the automotive longitudinal beam detection device of this utility model, the fixing plate is connected to a plurality of first extrusion balls on its side, the mounting cavity is connected to a plurality of second extrusion balls on its inner wall, the fixing plate is provided with a cavity, and a reciprocating assembly is provided inside the cavity.

[0008] As an optional solution of the automobile longitudinal beam detection device described in this utility model, the reciprocating component includes a ring and a gear. The inner wall of the ring is provided with a plurality of teeth, which mesh with the gear for transmission. The inner wall of the cavity is connected to a rotating shaft, and the teeth are sleeved on the outside of the rotating shaft.

[0009] As an optional solution of the automotive longitudinal beam detection device of this utility model, the side of the ring is connected to an extension rod, the side of the fixing plate is provided with a through groove, the through groove is configured as a piston groove, a piston disc is sleeved on the outside of the extension rod, and the piston disc is slidably engaged with the through groove.

[0010] As an optional solution for the automotive longitudinal beam testing device described in this utility model, the movable component includes a movable box and a fixed rod, the fixed rod is connected to the bottom of the movable box, and the other end of the fixed rod is connected to the side of the extension rod.

[0011] As an optional solution of the automotive longitudinal beam detection device of this utility model, the side of the movable box is connected to a slider, the inner wall of the mounting cavity is provided with a sliding groove, and the slider is slidably engaged with the sliding groove.

[0012] As an optional solution of the automotive longitudinal beam testing device of this utility model, the first mounting box has a placement slot inside, a servo motor is installed inside the placement slot, the output shaft of the servo motor passes through the first mounting box, and the output shaft of the servo motor is connected to the side of the rotating shaft.

[0013] This utility model has the following beneficial effects:

[0014] 1. This automotive longitudinal beam testing device, through the arrangement of a reciprocating assembly, places the longitudinal beam inside the mounting cavity. Activating the servo motor causes the gears to rotate, and the gears mesh, causing a ring to reciprocate within the cavity. This, in turn, causes the extension rod to reciprocate, impacting the longitudinal beam. The servo motor-driven reciprocating motion of the gears and teeth allows for precise control of the impact frequency, force, and direction, thus providing a more comprehensive assessment of the longitudinal beam's performance under different conditions. This solves the problem of not being able to accurately assess the longitudinal beam's performance under external impacts. This means that in actual collisions, the longitudinal beam may not be able to effectively absorb and disperse impact energy, increasing the risk of injury or death to vehicle occupants.

[0015] 2. This automotive longitudinal beam testing device, through the design of a piston disc, engages with a through groove. As the ring reciprocates, the piston disc slides against the through groove, allowing the first and second striking balls to simultaneously strike the longitudinal beam. Compared to the method of striking one point at a time, simultaneous multi-point striking significantly improves testing efficiency. Force and deformation data from multiple points can be obtained in a single test, reducing testing time and resource consumption. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0017] Figure 2 This is a schematic diagram of the structure of the mobile component of this utility model.

[0018] Figure 3 This is a partial top view of the structure of this utility model.

[0019] Figure 4 This is a schematic diagram of the servo motor structure of this utility model.

[0020] In the diagram: 110, First mounting box; 120, Second mounting box; 130, Mounting cavity; 131, First extrusion ball; 132, Second extrusion ball; 133, Cavity; 140, Moving assembly; 141, Moving box; 142, Fixed rod; 143, Slider; 144, Slide groove; 150, Fixed plate; 151, Placement groove; 152, Servo motor; 160, Reciprocating assembly; 161, Ring; 162, Gear; 163, Tooth; 164, Rotating shaft; 165, Extension rod; 170, Through groove; 171, Piston disc. Detailed Implementation

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

[0022] Example 1 aims to address the inability to accurately assess the performance of longitudinal beams under external impact. This means that in actual collisions, longitudinal beams may fail to effectively absorb and disperse impact energy, thereby increasing the risk of injury or death to vehicle occupants. Please refer to [link to relevant documentation]. Figure 1-4 A vehicle longitudinal beam detection device includes a first mounting box 110 and a second mounting box 120. The second mounting box 120 is located at the end of the first mounting box 110. The second mounting box 120 has a mounting cavity 130 inside. A moving component 140 is disposed inside the mounting cavity 130. A fixing plate 150 is disposed inside the mounting cavity 130. The fixing plate 150 is used in conjunction with the moving component 140.

[0023] The first mounting box 110 is a rectangular box, and the mounting cavity 130 is a rectangular cavity. The reciprocating assembly 160 includes a ring 161 and a gear 162. The inner wall of the ring 161 is provided with a plurality of teeth 163, which mesh with the gear 162 for transmission. The inner wall of the cavity 133 is connected to a rotating shaft 164, and the teeth 163 are sleeved on the outer side of the rotating shaft 164.

[0024] An extension rod 165 is connected to the side of the ring 161. A through groove 170 is provided on the side of the fixing plate 150. The through groove 170 is configured as a piston groove. A piston disc 171 is sleeved on the outside of the extension rod 165. The piston disc 171 is slidably engaged with the through groove 170. The moving assembly 140 includes a moving box 141 and a fixing rod 142. The fixing rod 142 is connected to the bottom of the moving box 141, and the other end of the fixing rod 142 is connected to the side of the extension rod 165.

[0025] In this embodiment: The reciprocating assembly 160 places the longitudinal beam inside the mounting cavity 130. The servo motor 152 is activated, causing the gear 162 to rotate. The gear 162 meshes with teeth 163, causing the ring 161 to reciprocate within the cavity 133. This, in turn, causes the extension rod 165 to reciprocate the moving box 141, striking the longitudinal beam. The reciprocating motion of the gear 162 and teeth 163, driven by the servo motor 152, allows for precise control of the frequency, force, and direction of the impact, enabling a more comprehensive evaluation of the longitudinal beam's performance under different conditions. This solves the problem of not being able to accurately assess the longitudinal beam's performance under external impacts. This means that in actual collisions, the longitudinal beam may not effectively absorb and disperse impact energy, increasing the risk of injury or death to vehicle occupants.

[0026] Example 2 aims to improve testing efficiency. This example is an improvement upon Example 1. For details, please refer to [link / reference]. Figure 1-4 A number of first extrusion balls 131 are connected to the side of the fixed plate 150, and a number of second extrusion balls 132 are connected to the inner wall of the mounting cavity 130. A cavity 133 is provided inside the fixed plate 150, and a reciprocating assembly 160 is arranged inside the cavity 133. A slider 143 is connected to the side of the moving box 141, and a sliding groove 144 is opened on the inner wall of the mounting cavity 130. The slider 143 slides and engages with the sliding groove 144. A placement slot 151 is opened inside the first mounting box 110, and a servo motor 152 is arranged inside the placement slot 151. The output shaft of the servo motor 152 passes through the first mounting box 110, and the output shaft of the servo motor 152 is connected to the side of the rotating shaft 164.

[0027] In this embodiment, the piston disc 171 is configured to cooperate with the through groove 170. During the reciprocating motion of the ring 161, the piston disc 171 and the through groove 170 slide together, allowing the first and second striking balls to strike the longitudinal beam simultaneously. Compared to the method of striking one ball at a time, simultaneous multi-point striking significantly improves testing efficiency. Force and deformation data from multiple points can be obtained in a single test, reducing testing time and resource consumption.

[0028] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0029] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A vehicle rail detection device comprising a first mounting box (110) and a second mounting box (120), the second mounting box (120) being provided at an end of the first mounting box (110), characterized in that: The second mounting box (120) has a mounting cavity (130) inside, a moving component (140) is provided inside the mounting cavity (130), and a fixing plate (150) is provided inside the mounting cavity (130). The fixing plate (150) is used in conjunction with the moving component (140). The side of the fixing plate (150) is connected to a plurality of first extrusion balls (131), the inner wall of the mounting cavity (130) is connected to a plurality of second extrusion balls (132), the fixing plate (150) is provided with a cavity (133), and a reciprocating assembly (160) is provided inside the cavity (133). The reciprocating assembly (160) includes a ring (161) and a gear (162). The inner wall of the ring (161) is provided with a plurality of teeth (163), which mesh with the gear (162) for transmission. The inner wall of the cavity (133) is connected to a rotating shaft (164), and the teeth (163) are sleeved on the outside of the rotating shaft (164). The first mounting box (110) has a placement slot (151) inside, and a servo motor (152) is installed inside the placement slot (151). The output shaft of the servo motor (152) passes through the first mounting box (110), and the output shaft of the servo motor (152) is connected to the side of the rotating shaft (164).

2. The automobile rail detection device according to claim 1, characterized in that: The first mounting box (110) is configured as a rectangular box, and the mounting cavity (130) is configured as a rectangular cavity.

3. The vehicle longitudinal beam detection device according to claim 1, characterized in that: The ring (161) is connected to an extension rod (165) on its side. The fixed plate (150) has a through groove (170) on its side. The through groove (170) is configured as a piston groove. A piston disc (171) is sleeved on the outside of the extension rod (165). The piston disc (171) is slidably engaged with the through groove (170).

4. The automobile rail detection device according to claim 3, characterized in that: The moving assembly (140) includes a moving box (141) and a fixing rod (142), the fixing rod (142) being connected to the bottom of the moving box (141), and the other end of the fixing rod (142) being connected to the side of the extension rod (165).

5. The automobile rail detection device according to claim 4, characterized in that: The movable box (141) is connected to a slider (143) on its side, and a groove (144) is provided on the inner wall of the mounting cavity (130). The slider (143) and the groove (144) are slidably engaged.

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