Anti-collision beam of lightweight vehicle body
By designing a lightweight anti-collision beam and using a multi-layered structure and components to absorb and disperse collision energy, the problem of insufficient energy absorption and impact force dispersion capabilities of existing anti-collision beams has been solved, achieving more efficient energy management and improved safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHANGZHOU DAYA AUTO PARTS CO LTD
- Filing Date
- 2025-06-17
- Publication Date
- 2026-04-24
AI Technical Summary
Existing crash beams are difficult to improve energy absorption efficiency and the ability to buffer and disperse collision forces effectively in terms of material selection and structural design, resulting in injuries to occupants under high impact forces, and have long manufacturing cycles.
The anti-collision beam is designed with lightweight materials and includes a main beam, energy-absorbing bolts, energy-absorbing beams, a buffer structure, and a multi-layer buffer zone. The multi-layer structure absorbs and disperses collision energy, and the components such as helical springs and telescopic rods in the energy-absorbing bolts, energy-absorbing beams, and buffer structure absorb and decompose the impact force.
It improves the vehicle's energy absorption efficiency and impact force dispersion during collisions, shortens the research and development cycle, and reduces the risk of injury to occupants.
Smart Images
Figure CN224159249U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive technology, and in particular to a lightweight anti-collision beam for a car body. Background Technology
[0002] With the continuous development of the automotive industry, the requirements for vehicle performance and safety are increasing. On the one hand, consumers are paying more and more attention to fuel economy and driving range, which prompts automakers to focus on reducing vehicle weight to reduce energy consumption. On the other hand, increasingly stringent safety regulations require vehicles to provide reliable protection for occupants in various collision scenarios. Since lightweighting is one of the important directions of modern automotive design, the use of lightweight materials and optimization of body structure can effectively reduce vehicle weight, thereby improving fuel efficiency, reducing exhaust emissions, and enhancing vehicle handling performance. Traditional automotive anti-collision beams usually use high-strength steel, which can provide good anti-collision performance, but are heavy and do not conform to the development trend of lightweighting. In order to meet the requirements of lightweight body while ensuring or even improving anti-collision performance, the development of new lightweight anti-collision beams has become an important issue for the automotive industry.
[0003] Traditional crash beams are relatively simple in design, mainly focusing on increasing material thickness and strength to improve crash resistance. However, this increases vehicle weight and leads to greater impact forces during collisions. Therefore, new crash beams require improvements in material selection and structural design. They need to use lightweight, high-strength materials and optimize structural design to improve energy absorption efficiency and the ability to disperse collision forces. However, this results in excessively long manufacturing cycles. Currently, the development of computer-aided engineering technology allows for precise simulation and optimization of crash beam performance during the design phase, greatly shortening the development cycle and reducing costs. However, it cannot effectively solve the problems of energy absorption efficiency and the ability to buffer and disperse collision forces. In scenarios with excessively high collision forces and large impact forces, injuries to vehicle occupants can still occur. Utility Model Content
[0004] To overcome the above deficiencies, this utility model provides a lightweight vehicle body anti-collision beam, which aims to improve the energy absorption efficiency and the ability to buffer and disperse collision forces in the existing technology, thereby improving the safety of vehicle occupants.
[0005] To achieve the above objectives, the present invention adopts the following technical solution: a lightweight vehicle body anti-collision beam, comprising a main beam, wherein square grooves are provided on both the left and right sides of the bottom of the main beam, and energy-absorbing bolts are threadedly connected to the interior of both square grooves; lead screws are fixedly connected to both the left and right sides of the bottom of the main beam, and limit rings are fixedly connected to the middle of the outer walls of both lead screws; fixing blocks are slidably connected to the outer walls of both lead screws, and sliding grooves are provided on the middle of the outer walls of both fixing blocks; support blocks are fixedly connected to the rear side of the outer walls of both fixing blocks, and beam grooves are provided in the middle of the support blocks; an energy-absorbing beam is slidably connected to the front side of the support blocks, and a load-bearing beam is fixedly connected to the front side of the outer wall of the energy-absorbing beam; and a buffer structure is fixedly connected to the rear outer wall of the support blocks, wherein the buffer structure is used to buffer the impact force.
[0006] As a further description of the above technical solution:
[0007] The buffer structure includes a protective shell. The front sides of the outer walls of both protective shells are fixedly connected to support blocks. A buffer groove is provided inside each protective shell. Sliding blocks are slidably connected to the inner edges of each protective shell. Telescopic rods are fixedly connected to the front sides of the outer walls of both sliding blocks. Support columns are slidably connected to the rear sides of the outer walls of both sliding blocks. Helical springs are provided on the outer walls of multiple support columns. A sliding block is fixedly connected to the bottom of each support column. Support columns are slidably connected to the rear sides of the outer walls of both sliding blocks. Helical springs are provided on the outer walls of both support columns. The bottom ends of both support columns are fixedly connected to the protective shell.
[0008] As a further description of the above technical solution:
[0009] The energy-absorbing beam has a cavity inside, and a connecting plate is fixedly connected inside the energy-absorbing beam.
[0010] As a further description of the above technical solution:
[0011] The outer wall of the support block has two round holes on both the left and right sides, and the outer wall of the main beam has one round hole on both the left and right sides.
[0012] As a further description of the above technical solution:
[0013] A load-bearing groove is provided on the rear side of the outer wall of the main beam, and a buffer pad is fixedly connected inside the load-bearing groove.
[0014] As a further description of the above technical solution:
[0015] A fixing plate is fixedly connected to the middle of the outer wall of each protective shell, and a base is fixedly connected to the bottom of each protective shell.
[0016] As a further description of the above technical solution:
[0017] Both bases have threaded grooves on their outer walls, and threaded rods are threadedly connected to the rear side of the outer walls of both bases.
[0018] As a further description of the above technical solution:
[0019] Nuts are threaded onto the outer walls of all the threaded rods, and energy-absorbing boxes are fixedly connected to the bottom of each base.
[0020] This utility model has the following beneficial effects:
[0021] 1. In this utility model, when a collision occurs, the force first impacts the main beam, causing the main beam to slide. Then, the force is partially absorbed by the deformation of the energy-absorbing bolts. Subsequently, when the force reaches the load-bearing beam, since the load-bearing beam is connected to the energy-absorbing beam, it is further absorbed by the internal structure of the energy-absorbing beam. Due to the groove in the beam, the energy-absorbing beam can slide and transfer the force to the buffer structure on the rear side.
[0022] 2. In this utility model, when the force comes to the buffer structure, the telescopic rod first extends and retracts to transmit the force to the sliding block two. Then, under the action of the sliding block two, the spiral spring two of the first buffer zone absorbs and decomposes the force. Then, it pushes the sliding block one to enter the second buffer zone. Under the action of the spiral spring one of the second buffer zone, the force is further decomposed and transmitted to the rear through the bottom of the protective shell. Attached Figure Description
[0023] Figure 1 A front perspective view of a lightweight body anti-collision beam proposed in this utility model;
[0024] Figure 2 A top perspective view of a lightweight body anti-collision beam proposed in this utility model;
[0025] Figure 3 This is a rear view of the main beam of a lightweight body anti-collision beam proposed in this utility model;
[0026] Figure 4 This is a partial structural breakdown diagram of the support block of a lightweight body anti-collision beam proposed in this utility model;
[0027] Figure 5 This is a partial structural exploded view of the protective shell of the anti-collision beam for a lightweight car body proposed in this utility model;
[0028] Figure 6 This is a split view of the base of a lightweight body anti-collision beam proposed in this utility model.
[0029] Legend:
[0030] 1. Main beam; 2. Buffer structure; 201. Protective shell; 202. Support column one; 203. Helical spring one; 204. Sliding block one; 205. Support column two; 206. Helical spring two; 207. Sliding block two; 208. Telescopic rod; 209. Buffer groove; 3. Square groove; 4. Energy-absorbing bolt; 5. Screw rod; 6. Limiting ring; 7. Fixing block; 8. Support block; 9. Beam groove; 10. Energy-absorbing beam; 11. Sliding groove; 12. Load-bearing beam; 13. Cavity; 14. Round hole one; 15. Buffer pad; 16. Load-bearing groove; 17. Round hole two; 18. Fixing plate; 19. Base; 20. Threaded rod; 21. Nut; 22. Threaded groove; 23. Energy-absorbing box; 24. Connecting plate. Detailed Implementation
[0031] 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.
[0032] Please see the appendix Figure 2 - Appendix Figure 4 This utility model provides an embodiment of a lightweight vehicle body anti-collision beam, including a main beam 1. Square grooves 3 are provided on both the left and right sides of the bottom of the main beam 1 to provide space for the installation of energy-absorbing bolts 4. Energy-absorbing bolts 4 are threaded into the interior of both square grooves 3, absorbing part of the collision energy through their own deformation. Lead rods 5 are fixedly connected to both the left and right sides of the bottom of the main beam 1. Limiting rings 6 are fixedly connected to the middle of the outer wall of both lead rods 5 to prevent the lead rods 5 from exceeding their range during sliding. Fixing blocks 7 are slidably connected to the outer wall of both lead rods 5. The outer wall of block 7 is provided with a sliding groove 11 in the middle to provide space for the lead screw 5 to slide. The outer wall of block 7 is fixedly connected to a support block 8 and an energy-absorbing beam 10 to form a bridge. The middle of the support block 8 is provided with a beam groove 9 that fits against the outer wall of the energy-absorbing beam 10 so that it can slide. The front side of the support block 8 is slidably connected to an energy-absorbing beam 10, which can absorb a large amount of collision energy. The front side of the outer wall of the energy-absorbing beam 10 is fixedly connected to a load-bearing beam 12. The rear outer wall of the support block 8 is fixedly connected to a buffer structure 2, which is used to buffer the impact force.
[0033] Specifically, the impact force first acts on the main beam 1, then the lead screw 5 slides along the sliding groove 11 in the fixed block 7, and then absorbs part of the impact energy through the deformation of the energy-absorbing bolt 4 itself, and then the impact force is transferred to the load-bearing beam 12. The load-bearing beam 12 then quickly transfers the impact force to the energy-absorbing beam 10. After being subjected to the impact force, the energy-absorbing beam 10 absorbs a large amount of impact energy through its own deformation, and at the same time transfers the remaining impact force to the support block 8. The support block 8 further transfers the force to the buffer structure 2 for the buffering stage.
[0034] Please see the appendix Figure 4 - Appendix Figure 5 The buffer structure 2 includes a protective shell 201. The front sides of the outer walls of the two protective shells 201 are fixedly connected to the support blocks 8. The interior of each protective shell 201 is provided with a buffer groove 209 to provide working space for other structures. The interior of each protective shell 201 is slidably connected to a sliding block 207 near the edge. The front sides of the outer walls of the two sliding blocks 207 are fixedly connected to a telescopic rod 208 to drive the sliding blocks 207 to slide downwards. The rear sides of the outer walls of the two sliding blocks 207 are slidably connected to a support column 205 to prevent the spring from deforming. The outer walls of the multiple support columns 205 are provided with a spiral spring 206 as a first buffer zone to absorb and disperse the force. The bottom end of each support column 205 is fixedly connected to a sliding block 204. The rear sides of the outer walls of the two sliding blocks 204 are slidably connected to a support column 202. The outer walls of the two support columns 202 are provided with a spiral spring 203 as a second buffer zone to further absorb and disperse the force. The bottom ends of the two support columns 202 are fixedly connected to the protective shell 201.
[0035] Specifically, when the force is transmitted to the buffer structure 2 through the support block 8, the telescopic rod 208 is first compressed. Through its own extension and retraction, it drives the sliding block 207 to slide backward. Then, the sliding of the sliding block 207 further compresses the support column 205, causing the helical spring 206 to undergo elastic deformation and absorb part of the collision energy. As the collision force continues to be transmitted, the sliding block 204 begins to slide on the support column 202, compressing the helical spring 203 to absorb and disperse energy again, effectively absorbing and dispersing the collision energy.
[0036] Please see the appendix Figure 1 - Appendix Figure 3The energy-absorbing beam 10 has a cavity 13 inside with different parts that deform sequentially to absorb energy. The energy-absorbing beam 10 is fixedly connected to a connecting plate 24 to provide support and prevent damage caused by excessive force. The outer walls of the support block 8 have round holes 17 on both sides for connecting to the frame. The outer walls of the main beam 1 have round holes 14 on both sides for connecting to the front of the vehicle. The outer wall of the main beam 1 has a load-bearing groove 16 on the rear side. The load-bearing groove 16 has a buffer pad 15 fixedly connected inside to provide additional shock absorption and protection.
[0037] Specifically, the anti-collision beams are fixed to the vehicle body through round holes 14 and 17 respectively. When an impact occurs, the force is pressed down by the main beam 1, and the buffer pad 15 in the load-bearing groove 16 provides shock absorption and protection to reduce the impact force. Then, when passing through the energy-absorbing beam 10, the cavity 13 inside the energy-absorbing beam 10 will absorb the impact force in stages.
[0038] Please see the appendix Figure 4 - Appendix Figure 6 The outer wall of the protective shell 201 is fixedly connected to the middle of the fixed plate 18 to improve the overall bearing capacity. The bottom of the protective shell 201 is fixedly connected to the base 19. The outer wall of the two bases 19 is provided with threaded grooves 22. The rear side of the outer wall of the base 19 is threaded with threaded rods 20 to fix itself to the longitudinal beam and form an energy-absorbing box 23 to improve the space. Nuts 21 are threadedly connected to the outer wall of the multiple threaded rods 20. The bottom of the base 19 is fixedly connected to the energy-absorbing box 23 to provide the final relief of the buffered force.
[0039] Specifically, the threaded rod 20 is connected to the longitudinal beam through the threaded groove 22 on the base 19, and then fixed by the nut 21. After the force is buffered, the energy-absorbing box 23 will provide the final relief, and it will absorb the collision energy through its own deformation.
[0040] Working principle: When a vehicle is involved in a collision, the impact force first reaches the main beam 1, causing it to deform and then concave. Since the upper side of the fixing block 7 has a sliding groove 11, the lead screw 5 and the limiting ring 6 slide along the sliding groove 11 due to the impact force. This causes the energy-absorbing bolt 4 in the main beam 1 to collide with the fixing block 7 and break, blocking part of the impact force while absorbing energy. Then the main beam 1 collides with the load-bearing beam 12, thereby driving the energy-absorbing beam 10. The cavity 13 in the energy-absorbing beam 10 then disperses the force. Since the middle part of the support block 8 has a beam groove 9, the energy-absorbing beam 10 can slide to transfer the force to the buffer structure 2, which improves the strength of the anti-collision and dissipates and absorbs part of the force.
[0041] When the impact force reaches the buffer structure 2 along the energy-absorbing beam 10, the telescopic rod 208 inside the protective shell 201 is connected to the energy-absorbing beam 10. The force is then transmitted to the sliding block 207 via the telescopic rod 208, which pushes the sliding block 207 to the first buffer zone and then impacts the coil spring 206. The presence of the support column 205 prevents the coil spring 206 from deforming. The buffered force then reaches the second buffer zone along with the sliding block 204, which then pushes the sliding block 204 to impact the coil spring 203. The support column 202 supports the coil spring 203, which is also prevented from deforming. The force is then transmitted through the rear of the protective shell 201. After the two layers of buffering, the force is relatively reduced, preventing excessive harm to the human body.
[0042] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A lightweight body anti-collision beam, comprising a main beam (1), characterized in that: The main beam (1) has square grooves (3) on both the left and right sides of its bottom. Energy-absorbing bolts (4) are threaded into the interior of both square grooves (3). Screws (5) are fixedly connected to both the left and right sides of the bottom of the main beam (1). Limiting rings (6) are fixedly connected to the middle of the outer wall of both screws (5). Fixing blocks (7) are slidably connected to the outer wall of both screws (5). Sliding grooves (11) are opened in the middle of the outer wall of both fixing blocks (7). Support blocks (8) are fixedly connected to the rear side of the outer wall of both fixing blocks (7). Beam grooves (9) are opened in the middle of ...
2. The anti-collision beam for a lightweight vehicle body according to claim 1, characterized in that: The buffer structure (2) includes a protective shell (201). The front sides of the outer walls of both protective shells (201) are fixedly connected to the support block (8). Each protective shell (201) has a buffer groove (209) inside. A sliding block (207) is slidably connected to the interior of each protective shell (201) near its edge. A telescopic rod (208) is fixedly connected to the front sides of the outer walls of both sliding blocks (207). A sliding rod (208) is slidably connected to the rear sides of the outer walls of both sliding blocks (207). Support column 2 (205), the outer wall of each of the multiple support column 2 (205) is provided with helical spring 2 (206), the bottom end of each support column 2 (205) is fixedly connected with sliding block 1 (204), the rear side of the outer wall of each of the two sliding blocks 1 (204) is slidably connected with support column 1 (202), the outer wall of each of the two support column 1 (202) is provided with helical spring 1 (203), and the bottom end of each of the two support column 1 (202) is fixedly connected to the protective shell (201).
3. The anti-collision beam for a lightweight vehicle body according to claim 1, characterized in that: The energy-absorbing beam (10) has a cavity (13) inside, and a connecting plate (24) is fixedly connected inside the energy-absorbing beam (10).
4. The anti-collision beam for a lightweight vehicle body according to claim 1, characterized in that: The outer wall of the support block (8) is provided with two round holes (17) on both the left and right sides, and the outer wall of the main beam (1) is provided with one round hole (14) on both the left and right sides.
5. The anti-collision beam for a lightweight vehicle body according to claim 1, characterized in that: The main beam (1) has a load-bearing groove (16) on the rear side of its outer wall, and a buffer pad (15) is fixedly connected inside the load-bearing groove (16).
6. The anti-collision beam for a lightweight vehicle body according to claim 2, characterized in that: A fixing plate (18) is fixedly connected to the middle of the outer wall of the protective shell (201), and a base (19) is fixedly connected to the bottom of the protective shell (201).
7. The anti-collision beam for a lightweight vehicle body according to claim 6, characterized in that: Both of the bases (19) have threaded grooves (22) on their outer walls, and threaded rods (20) are threadedly connected to the rear side of the outer walls of the bases (19).
8. The anti-collision beam for a lightweight vehicle body according to claim 7, characterized in that: Nuts (21) are threaded onto the outer walls of the multiple threaded rods (20), and energy-absorbing boxes (23) are fixedly connected to the bottom of the base (19).