Energy-absorbing longitudinal beam of automobile frame and automobile frame

Abstract

The utility model provides an energy-absorbing longitudinal beam of an automobile frame and the automobile frame, the energy-absorbing longitudinal beam of the automobile frame comprises a longitudinal beam main body, and the cross section of the longitudinal beam main body is of a three-cavity composite structure. The composite structure comprises an outer stress beam located on the outer side of a frame, an inner stress beam located on the inner side of the frame and an energy absorption beam arranged between the outer stress beam and the inner stress beam, and the section size of the energy absorption beam is smaller than that of the outer stress beam and that of the inner stress beam. The outer stress beam and the energy absorption beam are arranged in the length direction of the vehicle frame, the inner stress beam and the energy absorption beam are arranged in the length direction of the vehicle frame, a buffering cavity is jointly formed by an upper gap between the outer stress beam and the energy absorption beam and a lower gap between the inner stress beam and the energy absorption beam, and a plurality of energy absorption assemblies are arranged in the energy absorption beam in the length direction of the vehicle frame at intervals and comprise honeycomb bodies and guide grooves formed in the two sides of the honeycomb bodies. The unit aperture of the honeycomb body is gradually increased in a gradient mode from the vehicle head to the vehicle tail, and the overall energy absorption efficiency is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle safety technology, and in particular to an energy-absorbing longitudinal beam for an automobile frame and an automobile frame. Background Technology

[0002] In the field of automotive passive safety, the longitudinal beams of the chassis are key components for absorbing collision energy, and their structural design directly determines the vehicle's impact resistance and occupant safety capabilities. The main body of the vehicle consists of a skeletal system composed of two longitudinal beams extending along the length of the vehicle and several crossbeams connecting them. The longitudinal beams are symmetrically distributed along the width of the vehicle body, forming a rigid frame that supports the entire vehicle's load. These two longitudinal beams are not only the main load-bearing structures of the vehicle body, but also play a dual role in collision accidents.

[0003] Traditional single-cavity longitudinal beams have certain limitations. They mainly rely on a single collapse deformation mode for energy absorption, and their energy absorption direction is limited to frontal collisions. Their ability to disperse lateral impacts is relatively insufficient, which results in an unsatisfactory overall energy absorption effect. Utility Model Content

[0004] Therefore, the purpose of this utility model is to provide an energy-absorbing longitudinal beam for an automobile frame to solve the problems mentioned above in the background.

[0005] On one hand, this utility model provides the following technical solution: an energy-absorbing longitudinal beam for an automobile frame, comprising a longitudinal beam body, the longitudinal beam body having a three-cavity composite structure in cross-section, the composite structure comprising an outer force-bearing beam located on the outer side of the frame, an inner force-bearing beam located on the inner side of the frame, and an energy-absorbing beam disposed between the outer force-bearing beam and the inner force-bearing beam, the cross-sectional dimension of the energy-absorbing beam being smaller than that of the outer force-bearing beam and the inner force-bearing beam, so that the upper gap between the outer force-bearing beam and the energy-absorbing beam, and the lower gap between the inner force-bearing beam and the energy-absorbing beam together form a buffer cavity, a plurality of energy-absorbing components are arranged at intervals along the length direction of the frame inside the energy-absorbing beam, the energy-absorbing components comprising a honeycomb body and guide grooves disposed on both sides of the honeycomb body, wherein the unit aperture of the honeycomb body increases in a gradient from the front to the rear of the vehicle, and the groove opening direction of the guide groove forms an angle with the longitudinal axis of the frame.

[0006] Compared to existing technologies, the advantages of this application are as follows: Through the hierarchical buffering mechanism of the three-cavity composite structure (outer load-bearing beam, buffer cavity, and inner load-bearing beam) and the synergistic effect of the gradient honeycomb structure, efficient absorption and dispersion of multi-directional collision energy are achieved. When a vehicle encounters a lateral impact, the outer load-bearing beam, through its trapezoidal cross-section structure, provides the first layer of buffering against the impact force, weakening the initial kinetic energy. Subsequently, the buffer cavity further attenuates energy through deformation, reducing the direct transmission of peak impact force to the passenger compartment. Finally, the inner load-bearing beam, with its rectangular cross-section rigid support characteristics, bears the remaining energy, forming a three-level protection system of "outer buffer - cavity energy dissipation - inner support". In a frontal collision scenario, the outer and inner load-bearing beams maintain the overall rigidity of the frame through high-strength materials, and the gradient honeycomb structure within the energy-absorbing beam collapses step by step, achieving non-linear attenuation of the collision force. The guide groove is designed with an oblique angle, decomposing the lateral / oblique impact force into a longitudinal component, achieving energy conversion through the axial collapse path of the honeycomb structure, thus improving the energy absorption efficiency of non-frontal collisions. It can be seen that the three-cavity composite structure, through force transmission path optimization and functional zoning design, breaks through the limitations of the energy absorption direction of the traditional single-cavity longitudinal beam, and achieves all-directional protection against frontal, lateral and oblique collisions, thereby improving the overall energy absorption efficiency and reducing the intrusion of the occupant compartment.

[0007] Furthermore, the longitudinal beam body includes a middle section and connecting portions disposed at both ends of the middle section. The cross-section of the middle section is arc-shaped, and the connecting portions have an installation area on the side near the frame.

[0008] Furthermore, the cross-section of the external load-bearing beam is trapezoidal, while the cross-sections of the internal load-bearing beam and the energy-absorbing beam are rectangular.

[0009] Furthermore, the honeycomb structure includes a front honeycomb, a middle honeycomb, and a rear honeycomb connected in sequence, wherein the cell aperture of the front honeycomb is smaller than that of the middle honeycomb, and the cell aperture of the middle honeycomb is smaller than that of the rear honeycomb.

[0010] Furthermore, the unit aperture of the front honeycomb is 3-5mm, the wall thickness of the front honeycomb is 0.8mm, the unit aperture of the middle honeycomb is 6-8mm, the wall thickness of the middle honeycomb is 0.6mm, the unit aperture of the rear honeycomb is 9-12mm, and the wall thickness of the rear honeycomb is 0.4mm.

[0011] Furthermore, a connecting cavity is formed between two adjacent energy-absorbing components, and an X-shaped energy-conducting rib is provided in the connecting cavity. The two ends of the energy-conducting rib are respectively connected to the two adjacent energy-absorbing components.

[0012] Furthermore, the groove opening of the guide groove forms an angle of 15°-45° with the longitudinal axis of the vehicle frame.

[0013] Secondly, the invention provides the following technical solution: an automobile frame, characterized in that it includes the energy-absorbing longitudinal beams of the automobile frame described above. Attached Figure Description

[0014] Figure 1 This is a three-dimensional structural diagram of the energy-absorbing longitudinal beam of the automobile frame of this utility model;

[0015] Figure 2 This is a three-dimensional structural diagram of the energy-absorbing longitudinal beam of the automobile frame of this utility model from another perspective.

[0016] Figure 3 This is a transverse sectional view of the energy-absorbing beam of the automobile frame of this utility model;

[0017] Figure 4 This is a vertical sectional view of the energy-absorbing beam of the automobile frame of this utility model;

[0018] Figure 5 This is a partial cross-sectional view of the honeycomb structure of the automobile frame of this utility model.

[0019] Explanation of main component symbols: 100, main longitudinal beam; 10, external load-bearing beam; 20, internal load-bearing beam; 30, energy-absorbing beam; 31, buffer cavity; 40, energy-absorbing component; 41, honeycomb structure; 411, front honeycomb section; 412, middle honeycomb section; 413, rear honeycomb section; 42, guide groove; 43, connecting cavity; 44, energy conduction rib; 50, middle section; 51, connecting part; 52, installation area. Detailed Implementation

[0020] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0021] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0022] 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 invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] Please see Figures 1 to 3 The image shows an energy-absorbing longitudinal beam for an automobile frame according to an embodiment of the present invention. The longitudinal beam body has a three-cavity composite structure in its cross-section. The composite structure includes an outer load-bearing beam located on the outer side of the frame, an inner load-bearing beam located on the inner side of the frame, and an energy-absorbing beam disposed between the outer and inner load-bearing beams. The cross-sectional dimension of the energy-absorbing beam is smaller than that of the outer and inner load-bearing beams, so that the upper gap between the outer and energy-absorbing beams and the lower gap between the inner and energy-absorbing beams together form a buffer cavity. Multiple energy-absorbing components are arranged at intervals along the length of the frame within the energy-absorbing beam. Each energy-absorbing component includes a honeycomb structure and guide grooves disposed on both sides of the honeycomb structure. The unit aperture of the honeycomb structure increases gradually from the front to the rear of the vehicle, and the groove opening direction of the guide groove forms an angle with the longitudinal axis of the frame.

[0024] It is worth noting that the multi-stage buffering mechanism of the three-cavity composite structure (outer load-bearing beam, buffer cavity, and inner load-bearing beam) and the synergistic effect of the gradient honeycomb structure achieve efficient absorption and dispersion of multi-directional collision energy. When a vehicle encounters a lateral impact, the outer load-bearing beam, through its trapezoidal cross-section structure, provides the first layer of buffering against the impact force, weakening the initial kinetic energy. Subsequently, the buffer cavity further attenuates energy through deformation, reducing the direct transmission of peak impact force to the passenger compartment. Finally, the inner load-bearing beam, with its rectangular cross-section rigid support characteristics, bears the remaining energy, forming a three-stage protection system of "outer buffer - cavity energy dissipation - inner support". In a frontal collision scenario, the outer and inner load-bearing beams maintain the overall rigidity of the frame through high-strength materials, and the gradient honeycomb structure within the energy-absorbing beam collapses step by step, achieving non-linear attenuation of the collision force. The guide groove is designed with an oblique angle to decompose the lateral / oblique impact force into a longitudinal component, achieving energy conversion through the axial collapse path of the honeycomb structure, thus improving the energy absorption efficiency of non-frontal collisions.

[0025] It can be seen that the three-cavity composite structure, through the optimization of force transmission path and functional zoning design, breaks through the limitations of the energy absorption direction of the traditional single-cavity longitudinal beam, and achieves all-directional protection against frontal, lateral and oblique collisions, thereby improving the overall energy absorption efficiency and reducing the intrusion of the occupant compartment.

[0026] Furthermore, the longitudinal beam body includes a central section and connecting portions located at both ends of the central section. The cross-section of the central section is arc-shaped, and an installation area is provided on the side of the connecting portions near the vehicle frame. The arc-shaped cross-section enhances the bending strength of the longitudinal beam. Multiple threaded mounting holes are provided within the installation area for connecting with fixing bolts to secure the crossbeam. The buffer cavity facilitates the installation of the fixing bolts through the threaded mounting holes.

[0027] Specifically, the outer load-bearing beam has a trapezoidal cross-section, while the inner load-bearing beam and the energy-absorbing beam have rectangular cross-sections. The trapezoidal cross-section of the outer load-bearing beam enhances its outer compressive strength, effectively resisting offset collision impacts.

[0028] Please see Figures 4 to 5 As shown, specifically, the honeycomb structure includes a front honeycomb, a middle honeycomb, and a rear honeycomb connected in sequence. The cell aperture of the front honeycomb is smaller than that of the middle honeycomb, and the cell aperture of the middle honeycomb is smaller than that of the rear honeycomb.

[0029] More specifically, the unit aperture of the front honeycomb is 3-5mm, and the wall thickness of the front honeycomb is 0.8mm; the unit aperture of the middle honeycomb is 6-8mm, and the wall thickness of the middle honeycomb is 0.6mm; the unit aperture of the rear honeycomb is 9-12mm, and the wall thickness of the rear honeycomb is 0.4mm. The gradient decrease in aperture (3-5mm→6-8mm→9-12mm) and wall thickness in the front, middle, and rear sections of the honeycomb structure achieves gradual energy dissipation.

[0030] Furthermore, a connecting cavity is formed between two adjacent energy-absorbing components, and an X-shaped energy-conducting rib is provided within the connecting cavity. The two ends of the energy-conducting rib are respectively connected to the two adjacent energy-absorbing components. The X-shaped structure reduces the load difference between adjacent energy-absorbing components, preventing localized overload breakage.

[0031] Optionally, the opening direction of the guide groove forms an angle of 15°-45° with the longitudinal axis of the vehicle frame. In this embodiment, the opening direction of the guide groove forms an angle of 15°, 30°, or 45° with the longitudinal axis of the vehicle frame.

[0032] In summary, the energy-absorbing longitudinal beam of the automobile frame in the above embodiments of this utility model has the following beneficial effects:

[0033] Through the hierarchical buffering mechanism of the three-cavity composite structure (outer load-bearing beam, buffer cavity, and inner load-bearing beam) and the synergistic effect of the gradient honeycomb structure, efficient absorption and dispersion of multi-directional collision energy are achieved. When a vehicle encounters a lateral impact, the outer load-bearing beam, with its trapezoidal cross-section structure, provides the first layer of buffering against the impact force, weakening the initial kinetic energy. Subsequently, the buffer cavity further attenuates energy through deformation, reducing the direct transmission of peak impact force to the passenger compartment. Finally, the inner load-bearing beam, with its rectangular cross-section rigid support characteristics, bears the remaining energy, forming a three-level protection system of "outer buffer - cavity energy dissipation - inner support". In a frontal collision scenario, the outer and inner load-bearing beams maintain the overall rigidity of the frame through high-strength materials, and the gradient honeycomb structure within the energy-absorbing beam collapses step by step, achieving nonlinear attenuation of the collision force. The guide channel is designed with an oblique angle to decompose the lateral / oblique impact force into a longitudinal component, achieving energy conversion through the axial collapse path of the honeycomb structure, thus improving the energy absorption efficiency of non-frontal collisions. It can be seen that the three-cavity composite structure, through the optimization of force transmission path and functional zoning design, breaks through the limitations of the energy absorption direction of the traditional single-cavity longitudinal beam, and achieves all-directional protection against frontal, lateral and oblique collisions, thereby improving the overall energy absorption efficiency and reducing the intrusion of the occupant compartment.

[0034] Another embodiment of this utility model also provides an automobile frame.

[0035] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0036] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. An energy-absorbing longitudinal beam for an automobile frame, characterized in that, The vehicle includes a longitudinal beam body with a three-cavity composite structure in cross-section. The composite structure includes an outer load-bearing beam located on the outer side of the frame, an inner load-bearing beam located on the inner side of the frame, and an energy-absorbing beam disposed between the outer load-bearing beam and the inner load-bearing beam. The cross-sectional dimension of the energy-absorbing beam is smaller than that of the outer load-bearing beam and the inner load-bearing beam, so that the upper gap between the outer load-bearing beam and the energy-absorbing beam, and the lower gap between the inner load-bearing beam and the energy-absorbing beam, together form a buffer cavity. Multiple energy-absorbing components are arranged at intervals along the length of the frame inside the energy-absorbing beam. The energy-absorbing components include a honeycomb structure and guide grooves disposed on both sides of the honeycomb structure. The unit aperture of the honeycomb structure increases in a gradient from the front to the rear of the vehicle, and the groove opening direction of the guide groove forms an angle with the longitudinal axis of the frame.

2. The energy-absorbing longitudinal beam of the automobile frame according to claim 1, characterized in that, The main body of the longitudinal beam includes a middle section and connecting parts at both ends of the middle section. The cross-section of the middle section is arc-shaped, and the connecting parts have an installation area on the side near the frame.

3. The energy-absorbing longitudinal beam of the automobile frame according to claim 1, characterized in that, The cross-section of the external load-bearing beam is trapezoidal, while the cross-sections of the internal load-bearing beam and the energy-absorbing beam are rectangular.

4. The energy-absorbing longitudinal beam of the automobile frame according to claim 1, characterized in that, The honeycomb structure includes a front honeycomb, a middle honeycomb, and a rear honeycomb connected in sequence. The cell aperture of the front honeycomb is smaller than that of the middle honeycomb, and the cell aperture of the middle honeycomb is smaller than that of the rear honeycomb.

5. The energy-absorbing longitudinal beam of the automobile frame according to claim 4, characterized in that, The front honeycomb has a cell diameter of 3-5mm and a wall thickness of 0.8mm; the middle honeycomb has a cell diameter of 6-8mm and a wall thickness of 0.6mm; the rear honeycomb has a cell diameter of 9-12mm and a wall thickness of 0.4mm.

6. The energy-absorbing longitudinal beam of the automobile frame according to claim 1, characterized in that, A connecting cavity is formed between two adjacent energy-absorbing components. An X-shaped energy-conducting rib is provided in the connecting cavity, and the two ends of the energy-conducting rib are respectively connected to the two adjacent energy-absorbing components.

7. The energy-absorbing longitudinal beam of the automobile frame according to claim 1, characterized in that, The groove opening of the guide groove forms an angle of 15°-45° with the longitudinal axis of the frame.

8. A car frame, characterized in that, Including the energy-absorbing longitudinal beam of the automobile frame as described in any one of claims 1-7.

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