A reinforcing plate for a main longitudinal beam of an automobile

Abstract

The utility model discloses a kind of automobile main longitudinal beam reinforcing plates in the technical field of automobile main longitudinal beam, including support base plate, the middle part of support base plate is equipped with support beam, one end of support base plate is provided with main beam plate, main beam plate and support beam are also provided with anti-collision buffer component between, anti-collision buffer component includes shock absorber leaf, shock absorber leaf is installed in one side of support beam, one side of shock absorber leaf is also provided with anti-collision buffer part, through the multistage buffer energy absorption structure design between flange connecting disc, damping connecting rod, first steel spring, arm plate, guide sliding block and second steel spring, and in combination with the elastic cooperation between shock absorber leaf and damping connecting rod, impact energy can be absorbed gradually when vehicle collision, the transmission rate of impact load is reduced, energy dissipation path is prolonged, prevent impact force is directly transmitted to other key components of vehicle, realize the graded absorption and buffer effect of collision impact energy, significantly improve the crash safety and structural reliability of whole vehicle chassis.

Description

Technical Field

[0001] This utility model relates to the field of automotive main longitudinal beam technology, and in particular to a reinforcing plate for automotive main longitudinal beams. Background Technology

[0002] The main longitudinal beams are one of the most critical load-bearing components in a vehicle's chassis structure. Typically located longitudinally on both sides of the vehicle, extending from the engine compartment at the front to the rear, they bear the longitudinal loads, bending forces, and torsional forces generated during vehicle operation. The main longitudinal beams not only support the weight of the engine, transmission, suspension system, and body, but also participate in absorbing collision energy, improving the overall structural strength and safety performance of the vehicle. Depending on the vehicle model, the main longitudinal beams can be made of welded steel plates, welded profiles, or aluminum alloys, requiring both sufficient rigidity and lightweight design. They are a core component ensuring the rigidity, deformation resistance, and collision safety of the entire vehicle chassis.

[0003] The main longitudinal beam of an automobile is a key load-bearing component of the vehicle chassis, primarily supporting the engine, suspension system, and body weight, and bearing the longitudinal loads, bending forces, and torsional forces generated during vehicle operation. Currently, existing main longitudinal beams lack effective support structures at their midpoints, making this area prone to indentation and overall deformation of the main longitudinal beam during frontal collisions. Furthermore, the current structural design of the main longitudinal beams cannot adequately absorb impact energy and buffer kinetic and potential energy during a collision, thus reducing the structural strength and safety of the entire vehicle chassis. Therefore, these designs present certain limitations and safety hazards during use.

[0004] Based on this, we propose a reinforcing plate for automotive main longitudinal beams to solve the aforementioned problems. Utility Model Content

[0005] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of the present invention, to avoid obscuring the purpose of these documents, and such simplifications or omissions should not be construed as limiting the scope of the present invention.

[0006] Therefore, the purpose of this utility model is to provide a reinforcing plate for the main longitudinal beam of an automobile, which can solve the problem that the existing main longitudinal beam of an automobile lacks effective support at the midpoint, which leads to easy indentation and overall deformation of the main beam during a frontal collision, and the inability to fully absorb impact energy, thereby reducing the structural strength and safety of the entire vehicle chassis.

[0007] To solve the above-mentioned technical problems, this utility model provides a reinforcing plate for a main longitudinal beam of an automobile, which adopts the following technical solution: it includes a supporting base plate, a supporting beam installed in the middle of the supporting base plate, a main beam plate provided at one end of the supporting base plate, and an anti-collision buffer assembly provided between the main beam plate and the supporting beam. The anti-collision buffer assembly includes a shock-absorbing spring, the shock-absorbing spring is installed on one side of the supporting beam, and an anti-collision buffer component is provided on one side of the shock-absorbing spring, and the anti-collision buffer component is installed at one end of the supporting base plate.

[0008] Optionally, the anti-collision buffer component includes a flange connecting plate, which is fixedly connected to the main beam plate. A damping rod is connected to one side of the flange connecting plate. The end of the damping rod away from the flange connecting plate is elastically engaged with a shock-absorbing spring. A first steel spring is sleeved on the end of the damping rod near the flange connecting plate. Arm plates are hinged to both sides of the flange connecting plate. Guide sliders are respectively hinged to the ends of the two sets of arm plates away from the flange connecting plate. A second steel spring is also connected to one side of each set of guide sliders.

[0009] Optionally, one end of the support base plate is provided with two sets of damping holes, and guide grooves are provided on both sides of the two sets of damping holes.

[0010] Optionally, the damping link and the damping hole are in a sliding fit, and the guide groove and the guide slider are in a sliding fit.

[0011] Optionally, the support base plate has slots on both sides of one end near the damping hole, the slots are matched with the structure of the main beam plate, and a buffer rubber plate is also provided inside the slots.

[0012] Optionally, a through groove is provided through the middle of the support beam, and reinforcing ribs are provided inside the through groove.

[0013] In summary, this utility model has at least one of the following beneficial effects: 1. In this utility model, by matching the groove on the support base plate with the structure of the main beam plate, a direct and stable installation support can be provided for the midpoint of the main beam plate. When the vehicle is subjected to a frontal impact, the main beam plate can effectively transfer the impact force to the groove of the support base plate. The buffer rubber plate set inside the groove will then undergo elastic deformation, which can absorb and attenuate part of the impact energy, reduce the plastic deformation at the midpoint of the main beam plate, prevent the main longitudinal beam from sinking and buckling in the high stress concentration area, and achieve overall stable support for the main longitudinal beam structure.

[0014] 2. In this utility model, through the structural layout of the middle area of ​​the support beam and the design of the through groove and reinforcing ribs, the support beam can maintain its lightweight while having higher bending strength and torsional rigidity. It can effectively disperse the concentrated impact force from the midpoint of the main beam plate, prevent the overall deformation of the main longitudinal beam, and improve the deformation control capability of the support beam under collision conditions through the mechanical reinforcement of the reinforcing ribs, thereby realizing the structural stability and impact resistance performance of the main longitudinal beam under stress.

[0015] 3. In this utility model, through the multi-stage buffer energy absorption structure design between the flange connecting plate, damping link, first steel spring, arm plate, guide slider and second steel spring, and combined with the elastic cooperation between the shock absorber spring and the damping link, the impact energy can be absorbed step by step when the vehicle collides, reducing the transmission rate of the impact load, extending the energy dissipation path, and preventing the impact force from being directly transmitted to other key components of the vehicle. This achieves the graded absorption and buffering effect of the collision impact energy, and significantly improves the crash safety and structural reliability of the entire vehicle chassis. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the shock-absorbing spring structure of this utility model; Figure 3 This is a schematic diagram of the anti-collision buffer component of this utility model; Figure 4 This is a schematic diagram of the support beam structure of this utility model.

[0018] Explanation of reference numerals in the attached drawings: 1. Support base plate; 11. Damping hole; 12. Guide groove; 13. Groove; 14. Buffer rubber plate; 2. Support beam; 21. Through groove; 22. Reinforcing rib; 3. Main beam plate; 4. Anti-collision buffer assembly; 41. Shock-absorbing spring; 42. Anti-collision buffer component; 421. Flange connecting plate; 422. Damping connecting rod; 423. First steel spring; 424. Arm plate; 425. Guide slider; 426. Second steel spring. Detailed Implementation

[0019] 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.

[0020] Example: Refer to Figures 1 to 4 This utility model provides an embodiment of an automotive main longitudinal beam reinforcement plate, including a support base plate 1, a support beam 2 installed in the middle of the support base plate 1, a main beam plate 3 provided at one end of the support base plate 1, and an anti-collision buffer assembly 4 provided between the main beam plate 3 and the support beam 2. The anti-collision buffer assembly 4 includes a shock-absorbing spring 41 installed on one side of the support beam 2, and an anti-collision buffer component 42 provided on one side of the shock-absorbing spring 41. The anti-collision buffer component 42 is installed at one end of the support base plate 1, and the reinforcement plate is formed by the support base plate 1, the support beam 2, and the main beam plate 3. The structural design between the main longitudinal beam and the anti-collision buffer assembly 4 can form a stable mechanical support frame in the midpoint area of ​​the main longitudinal beam, so that when the main beam plate 3 is subjected to external impact, the load can be evenly transferred to the support base plate 1 and the support beam 2, avoiding local stress concentration and indentation deformation in this area; through the combined use of the shock-absorbing spring 41 and the anti-collision buffer component 42 in the anti-collision buffer assembly 4, a multi-level elastic buffer effect can be provided when the vehicle collides, absorbing and attenuating the impact energy transmitted by the main beam plate 3, and reducing the strength concentration of the impact force directly acting on the chassis.

[0021] The anti-collision buffer component 42 includes a flange connecting plate 421, which is fixedly connected to the main beam plate 3. A damping rod 422 is connected to one side of the flange connecting plate 421. The end of the damping rod 422 away from the flange connecting plate 421 is elastically engaged with a damping spring 41. A first steel spring 423 is sleeved on the end of the damping rod 422 near the flange connecting plate 421. Arm plates 424 are hinged to both sides of the flange connecting plate 421. Guide sliders 425 are respectively hinged to the ends of the two sets of arm plates 424 away from the flange connecting plate 421. A second steel spring 426 is also connected to one side of each set of guide sliders 425. Through the flange connecting plate 421 and the damping rod 422, the anti-collision buffer component 42... The coordinated design of the rod 422, the first steel spring 423, the arm plate 424, the guide slider 425, and the second steel spring 426 can form a multi-stage energy absorption and transfer structure when a vehicle is involved in a frontal collision. When the main beam plate 3 is subjected to impact force, the flange connecting plate 421 can transfer the impact force to the damping link 422. The damping link 422 slides in the damping hole 11 and overcomes the elastic force of the first steel spring 423, thereby absorbing and dissipating part of the impact energy. At the same time, the arm plate 424 rotates around the hinge point of the flange connecting plate 421 under the action of impact force, driving the guide slider 425 to slide along the guide groove 12, so that the second steel spring 426 further absorbs energy during the compression process.

[0022] Two sets of damping holes 11 are provided through one end of the support base plate 1. Guide grooves 12 are provided on both sides of the two sets of damping holes 11. By providing two sets of damping holes 11 through one end of the support base plate 1 and guide grooves 12 on both sides, a stable motion guiding space can be provided for the damping link 422 and the guide slider 425 in the anti-collision buffer component 42. This allows the damping link 422 to slide smoothly along the damping hole 11 during a vehicle collision, while simultaneously overcoming the elastic force of the first steel spring 423 in a controlled manner, absorbing and dissipating part of the impact energy. The guide grooves 12 This provides a precise guiding path for the reciprocating motion of the guide slider 425, ensuring that the second steel spring 426 remains under uniform compression during the force application process. The damping link 422 and the damping hole 11 are in sliding fit, and the guide groove 12 and the guide slider 425 are in sliding fit. By setting the damping link 422 and the damping hole 11 as a sliding fit structure, the damping link 422 can slide smoothly along the inside of the damping hole 11 under the impact force during a frontal collision, thereby achieving effective dissipation and transmission control of impact energy and avoiding structural rigidity damage due to instantaneous impact. Imbalance or localized stress concentration; simultaneously, by designing a sliding fit structure between the guide groove 12 and the guide slider 425, it can be ensured that the guide slider 425 moves precisely along the guide groove 12 under the drive of the arm plate 424, so that the second steel spring 426 is uniformly compressed or stretched during the sliding process, thereby further absorbing impact energy and playing a buffering role. The support base plate 1 has slots 13 on both sides near the damping hole 11. The slots 13 are matched with the structure of the main beam plate 3. The inside of the slots 13 is also provided with a buffer rubber plate 14. By providing a buffer rubber plate inside the slots 13, Plate 14 can undergo elastic deformation when the main beam plate 3 is subjected to frontal collision impact, absorbing and attenuating part of the impact energy, reducing the direct transmission of impact force to the supporting base plate 1, and playing a flexible buffering role. A through groove 21 is provided in the middle of the supporting beam 2, and a reinforcing rib 22 is provided inside the through groove 21. By adding the reinforcing rib 22 inside the through groove 21, the overall load-bearing capacity and stability of the supporting beam 2 can be enhanced while achieving both lightweight and high strength, improving the bending and torsional resistance of the supporting beam 2, and preventing structural deformation under frontal collision or heavy load conditions.

[0023] Working Principle: The automotive main longitudinal beam reinforcement plate designed in this scheme matches the structure of the main beam plate 3 through the slot 13 on the support base plate 1. It can provide direct and reliable installation support for the midpoint of the main beam plate 3. When the vehicle is subjected to a frontal impact, the main beam plate 3 can effectively transfer the impact force to the slot 13 of the support base plate 1. The buffer rubber plate 14 set inside the slot 13 then undergoes elastic deformation, which can absorb and attenuate part of the impact energy, thereby reducing the plastic deformation at the midpoint of the main beam plate 3 and preventing local buckling of the main longitudinal beam in the high stress concentration area. At the same time, the support beam 2 is located in the middle area of ​​the support base plate 1, and through shock absorption... The spring 41 and the anti-collision buffer component 42 form a stable load-bearing frame structure with the main beam plate 3. The through groove 21 and reinforcing rib 22 on the support beam 2 enable the support beam 2 to have higher bending strength and torsional rigidity while maintaining lightweight. This structure can not only effectively disperse the concentrated impact force from the midpoint of the main beam plate 3 and prevent the overall deformation of the main longitudinal beam, but also improve the deformation control capability of the support beam 2 under collision conditions through the mechanical reinforcement of the reinforcing rib 22, ensuring that it continuously and stably provides support to the midpoint of the main beam plate 3 during the collision process, thereby maintaining the overall structural stability of the main longitudinal beam and the integrity of the vehicle frame.

[0024] The main longitudinal beam reinforcement plate designed in this scheme further improves the vehicle's anti-collision safety performance by adopting a multi-stage buffer energy absorption structure. When the vehicle is involved in a frontal collision, the impact force is transmitted through the main beam plate 3 to the flange connecting plate 421 fixedly connected to it. One end of the damping link 422 is connected to the flange connecting plate 421. During the collision, it can slide in the damping hole 11 on the support base plate 1 and dissipate some of the impact energy by converting it into heat energy and elastic potential energy while overcoming the elastic force of the first steel spring 423. The arm plate 424, which is hinged to the flange connecting plate 421, rotates around the hinge point under the action of the impact force, thereby driving the guide slider 425 to slide along the inside of the guide groove 12. The second steel spring 426 is compressed during the sliding process, achieving further energy absorption and buffering effect.

[0025] Meanwhile, the damping spring 41 is installed on one side of the support beam 2, and the damping link 422 and the damping spring 41 are elastically fitted. This structure can generate relative displacement when the main beam plate 3 is impacted and trigger the elastic deformation of the spring, thereby achieving secondary absorption and buffering of the impact force and preventing the impact energy from being directly transmitted to other key components of the vehicle. Through the synergistic effect of the above-mentioned multi-level transmission and graded energy absorption structure, the impact load transmission rate of the main beam plate 3 under frontal collision conditions can be effectively reduced, the energy dissipation path can be extended, the overall energy absorption efficiency can be improved, and the strength and stability of the vehicle chassis structure can be enhanced, thereby improving the overall safety performance of the vehicle during frontal collision.

[0026] 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 reinforcing plate for a main longitudinal beam of an automobile, comprising a supporting base plate (1), characterized in that: A support beam (2) is installed in the middle of the support base plate (1). A main beam plate (3) is provided at one end of the support base plate (1). An anti-collision buffer assembly (4) is also provided between the main beam plate (3) and the support beam (2). The anti-collision buffer assembly (4) includes a shock-absorbing spring (41). The shock-absorbing spring (41) is installed on one side of the support beam (2). An anti-collision buffer component (42) is also provided on one side of the shock-absorbing spring (41). The anti-collision buffer component (42) is installed at one end of the support base plate (1).

2. The automotive main longitudinal beam reinforcing plate according to claim 1, characterized in that: The anti-collision buffer component (42) includes a flange connecting plate (421), which is fixedly connected to the main beam plate (3). A damping connecting rod (422) is connected to one side of the flange connecting plate (421). The end of the damping connecting rod (422) away from the flange connecting plate (421) is elastically engaged with the shock-absorbing spring (41). A first steel spring (423) is sleeved on the end of the damping connecting rod (422) near the flange connecting plate (421). Arm plates (424) are hinged to both sides of the flange connecting plate (421). Guide sliders (425) are respectively hinged to the ends of the two sets of arm plates (424) away from the flange connecting plate (421). A second steel spring (426) is also connected to one side of the two sets of guide sliders (425).

3. The automotive main longitudinal beam reinforcing plate according to claim 2, characterized in that: Two sets of damping holes (11) are provided through one end of the support base plate (1), and guide grooves (12) are provided on both sides of the two sets of damping holes (11).

4. The automotive main longitudinal beam reinforcing plate according to claim 3, characterized in that: The damping link (422) and the damping hole (11) are in sliding fit, and the guide groove (12) and the guide slider (425) are in sliding fit.

5. A reinforcing plate for a main longitudinal beam of an automobile according to claim 4, characterized in that: The support base plate (1) has slots (13) on both sides of one end near the damping hole (11). The slots (13) are matched with the structure of the main beam plate (3). A buffer rubber plate (14) is also provided inside the slots (13).

6. The automotive main longitudinal beam reinforcing plate according to claim 1, characterized in that: The support beam (2) has a through groove (21) in the middle, and the inside of the through groove (21) is provided with reinforcing ribs (22).

Images