A high efficiency commercial vehicle front lower underrun protection device

Abstract

The utility model discloses a kind of high-efficiency commercial vehicle front lower part protection device.The utility model realizes the multichannel of load transmission, improves the rationality of load transmission, and through design three-section collision energy-absorbing model structure, the absorption and transmission distribution of collision energy are optimized;The application also uses an integrated closed-loop structure to replace the open structure of mechanical connection, reducing the number of bolts and parts.The application improves the crashworthiness by reasonably planning the energy-absorbing mode without significantly increasing the amount of material.

Description

Technical Field

[0001] This utility model relates to the field of commercial vehicle collision avoidance, and more specifically, it relates to a high-efficiency front underrun protection device for commercial vehicles. Background Technology

[0002] The common front lower protection system for flat-head medium / heavy commercial vehicles consists of left / right front extension beams connected to the frame at the rear, to the front crossbeam at the front, and to the crash beam connecting bracket (the crash beam connecting bracket is welded to a square tube to form a complete front crash beam assembly), together forming the entire front lower protection device. The front extension beams are mechanically connected to various components of the frame via bolts. The load transfer of the front lower protection is unidirectional or single-channel, with the left / right front extension beams serving as the central hub for collision load transfer. Therefore, in the event of a collision, especially a collision to the very front lower part, high requirements are placed on the mechanical strength and connection strength (the specifications and number of bolts) of the components to ensure overall vehicle safety.

[0003] To further improve safety performance, the existing structure often needs to be continuously reinforced during the design process, resulting in over-reinforcement and increased component weight and cost. However, directly reducing the amount of structural materials can lead to substandard impact resistance. Utility Model Content

[0004] This invention overcomes the shortcomings of existing technologies that improve collision protection but result in complex structures, and provides an efficient implementation of a front underrun protection device for commercial vehicles, which is expected to solve the above-mentioned problems.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] A high-efficiency commercial vehicle front underrun protection device includes a front extension beam, a main frame, a frame longitudinal beam, and a front anti-collision beam;

[0007] The frame longitudinal beams are arranged longitudinally, and there are two or more of them. The front extension beam is located at the front of the frame longitudinal beams.

[0008] The forward extension beam is connected to the main frame, and the main frame is arranged laterally;

[0009] The front bumper beam is connected to the main frame and is located in front of the main frame;

[0010] The front extension beam, main frame, longitudinal beams of the chassis, and front anti-collision beam are all integrated structures.

[0011] By adding a front overhang beam and increasing the connection relationships, a multi-channel load transfer was achieved. Furthermore, by integrating the front overhang beam, main frame, frame longitudinal beams, and front bumper beam into a single design, the open structure of mechanical connections was replaced, reducing the number of bolts and parts.

[0012] A further technical solution is that the cross-section of the front anti-collision beam is a multi-cavity structure;

[0013] The multi-cavity structure includes a "day" shape, an "eye" shape or a "field" shape structure.

[0014] The combination of the front anti-collision beam and the main frame ensures both the overall stiffness and energy absorption of the front anti-collision beam in the initial stage of a collision, and provides performance guarantee for the lightweight of the aluminum alloy anti-collision beam.

[0015] A further technical solution is that a lower cross beam is provided on the main frame;

[0016] The lower cross beam is arranged in front of the main frame and is connected to the main frame.

[0017] A further technical solution is that bolts are used to connect the front extension beam and the vehicle frame longitudinal beam;

[0018] Bolts are used to connect the front extension beam and the main frame;

[0019] Bolts are used to connect the lower cross beam and the front anti-collision beam.

[0020] A further technical solution is that the front anti-collision beam is arranged obliquely below the main frame.

[0021] A further technical solution is that the front lower protection device of a commercial vehicle further includes an energy absorption module;

[0022] The energy absorption module is arranged between the front anti-collision beam and the front extension beam;

[0023] The energy absorption module is composed of a shell structure filled with energy absorption foam.

[0024] Based on the traditional anti-collision beam, the present utility model designs a front anti-collision beam and an energy absorption module, realizing a three-stage collision energy absorption model structure design of the energy absorption module - front anti-collision beam - front extension beam, and optimizing the absorption, transmission and distribution of collision energy.

[0025] A further technical solution is that the front anti-collision beam is arranged obliquely below the main frame;

[0026] The cross-section of the energy absorption module fits the connecting device between the front anti-collision beam and the main frame.

[0027] By arranging the front anti-collision beam obliquely below the main frame, the rearward inclination arrangement of the main frame structure is realized, reserving space for collision deformation, and designing an energy absorption module in this space; in the same collision scenario, the number of collision parts is reduced as much as possible.

[0028] Compared with existing technologies, this utility model has at least the following beneficial effects: It achieves multi-channel load transfer, improving the rationality of load transfer; by designing a three-segment collision energy absorption model structure, it optimizes the absorption and distribution of collision energy; this application also adopts an integrated closed-loop structure to replace the open structure with mechanical connections, reducing the number of bolts and parts. This application improves collision protection performance without significantly increasing material usage by rationally planning the energy absorption method. Attached Figure Description

[0029] Figure 1 A schematic diagram of the front structure of a commercial vehicle's under-front protective device.

[0030] Figure 2 A schematic diagram of the side structure of the front underrun protection device for commercial vehicles;

[0031] Figure 3 This is a schematic diagram of another structure on the side of the front underrun protection device for commercial vehicles.

[0032] 1-Front extension beam, 2-Main frame, 3-Front bumper beam, 4-Front energy absorption module, 5-Filling foam, 6-Bolt, 7-Frame longitudinal beam. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining this utility model and are not intended to limit this utility model.

[0034] A high-efficiency commercial vehicle front underrun protection device includes a front extension beam 1, a main frame 2, a frame longitudinal beam 7, and a front anti-collision beam 3;

[0035] The frame longitudinal beams 7 are arranged longitudinally, and there are two or more of them. The front extension beam 1 is arranged at the front of the frame longitudinal beams 7.

[0036] In this embodiment, there are two longitudinal beams 7 of the frame, and the front extension beam 1 is a cast structure. The front extension beam 1 can be optimized in size compared with the original solution based on performance improvement.

[0037] The forward extension beam 1 is connected to the main frame 2, and the main frame 2 is arranged laterally;

[0038] The front anti-collision beam 3 is connected to the main frame 2, and the front anti-collision beam 3 is located in front of the main frame 2;

[0039] In the event of a forward collision, the front bumper beam 3 will be the first to collide and crumple.

[0040] In this embodiment, the cross-section of the front anti-collision beam 3 is a multi-cavity structure; the multi-cavity structure includes a "day" shape, a "mu" shape or a "field" shape structure.

[0041] Designing a front anti-collision on the main frame 2 can improve the anti-collision performance. In this embodiment, the main frame 2 is a single-layer sheet metal made of PHS material, and the front anti-collision beam 3 is an aluminum alloy extrusion profile. Compared with the original lower pipe beam, the combination of the aluminum profile and the PHS frame cross beam ensures both the overall stiffness and energy absorption of the front anti-collision beam 3 in the initial stage of a collision, and provides performance guarantee for the lightweight of the aluminum alloy anti-collision beam.

[0042] The front extension beam 1, the main frame 2, the vehicle frame longitudinal beam 7, and the front anti-collision beam 3 are all of an integrated structure.

[0043] In a further optimized embodiment, a lower cross beam is provided on the main frame 2;

[0044] The lower cross beam is arranged in front of the main frame 2 and is connected to the main frame 2.

[0045] The front extension beam 1 and the vehicle frame longitudinal beam 7 are connected by bolts 6;

[0046] The front extension beam 1 and the main frame 2 are connected by bolts 6;

[0047] The lower cross beam and the front anti-collision beam 3 are connected by bolts 6.

[0048] In another example, the front lower protection device of a commercial vehicle further includes an energy absorption module;

[0049] The front anti-collision beam 3 is arranged obliquely below the main frame 2, and the cross-section of the energy absorption module fits the connection device between the front anti-collision beam 3 and the main frame 2.

[0050] The energy absorption module is arranged between the front anti-collision beam 3 and the front extension beam 1;

[0051] The energy absorption module is composed of a shell structure filled with energy absorption foam. Exemplarily, the energy absorption foam can be an organic foaming material or a foam aluminum / magnesium material.

[0052] The energy absorption module can achieve crush energy absorption in the second stage of a collision, realize a large amount of absorption of collision energy, and improve the collision safety performance of the whole vehicle; and the energy absorption module is directly connected to the front extension beam 1, increasing the load transfer path in the collision direction, and further improving the rationality of the load transfer and distribution of the whole system.

[0053] During the collision, in the first stage, the front bumper beam 3 bears the collision load, and the load is transferred and distributed along the main frame 2. In the second stage, as the collision energy increases, the front bumper beam 3 undergoes plastic deformation, and the energy is transferred to the energy absorption module for rapid absorption. In the third stage, the main frame 2 and the energy absorption module transfer the remaining load to the front extension beam 1, and further to the frame longitudinal beam 7.

[0054] Compared to the original design, where the lower tube directly bears the horizontal impact during a collision, it cannot effectively transfer the load through the connecting bracket (the connection direction between the connecting bracket and the lower tube beam is close to 90°). The original design is prone to fracture failure at the weld (the weld between the connecting bracket and the lower tube beam); moreover, the collision energy directly impacts the front crossbeam, and the energy is transferred to the front extension beam 1 through a rigid connection. The energy distribution in the main load transfer path is unreasonable, which can easily cause key components to deform and fail due to absorbing the collision energy (such as the front extension beam 1). The above problems will lead to increased maintenance costs and longer maintenance cycles, affecting the user's interests; moreover, most of the energy is concentrated in the front extension beam 1, increasing the strength requirements of the front extension beam 1, which can easily lead to excessively high design requirements for components, making the entire front lower protection device system expensive and unable to balance the issues of collision protection performance and economy.

[0055] Although the present invention has been described herein with reference to illustrative embodiments, it should be understood that many other modifications and implementations can be devised by those skilled in the art, which will fall within the scope and spirit of the principles disclosed herein. More specifically, various variations and improvements can be made to the components and / or layout of the subject matter combination within the scope of the present application. Besides variations and improvements to the components and / or layout, other uses will be apparent to those skilled in the art.

Claims

1. A high-efficiency under-front protection device for commercial vehicles, characterized in that, It includes a front extension beam, a main body frame, a longitudinal frame beam, and a front anti-collision beam; The longitudinal frame beam is arranged longitudinally, and the number is more than two. The front extension beam is arranged at the front of the longitudinal frame beam; The front extension beam is connected to the main body frame, and the main body frame is arranged horizontally; The front anti-collision beam is connected to the main body frame, and the front anti-collision beam is arranged in front of the main body frame; The front extension beam, the main body frame, the longitudinal frame beam, and the front anti-collision beam are all of an integrated structure.

2. The high-efficiency commercial vehicle front underrun protection device as described in claim 1, characterized in that, The cross-section of the front anti-collision beam is a multi-cavity structure; The multi-cavity structure includes a "day" - shaped, "eye" - shaped or "field" - shaped structure.

3. The high-efficiency commercial vehicle underrun protection device as described in claim 1, characterized in that, A lower cross beam is arranged on the main body frame; The lower cross beam is arranged in front of the main body frame and is connected to the main body frame.

4. The high-efficiency commercial vehicle underrun protection device as described in claim 3, characterized in that, Bolts are used to connect the front extension beam and the longitudinal frame beam; Bolts are used to connect the front extension beam and the main body frame; Bolts are used to connect the lower cross beam and the front anti-collision beam.

5. The high-efficiency commercial vehicle underrun protection device as described in claim 1, characterized in that, The front anti-collision beam is arranged obliquely below the main body frame.

6. A high-efficiency commercial vehicle underrun protection device as described in any one of claims 1-5, characterized in that, It further includes an energy absorption module; The energy absorption module is arranged between the front anti-collision beam and the front extension beam; The energy absorption module is composed of a shell structure filled with energy absorption foam.

7. The high-efficiency commercial vehicle underrun protection device as described in claim 6, characterized in that, The cross-section of the energy absorption module fits the connection device between the front anti-collision beam and the main body frame.

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