A kind of anti-collision beam structure capable of improving SOB safety

Abstract

The utility model discloses a kind of anti-collision beam structures with improved SOB safety, including anti-collision beam, the anti-collision beam is integrally stamping five-section structure, including middle section, first inclined surface section, second inclined surface section, first inclined surface section quantity is 2, respectively connect in middle section both ends, second inclined surface section quantity is 2, respectively connect in one end of 2 first inclined surface section, the length from second inclined surface section and first inclined surface section junction to vehicle body side is less than 25% of vehicle body width;The included angle between first inclined surface section and middle section is alpha 1, the included angle between second inclined surface section and middle section is alpha 2, alpha 1<alpha 2;The section of anti-collision beam is whole and presents the shape of several characters of 90 degrees rotation.The utility model has the characteristics of high safety, simple structure, relatively light weight.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile anti-collision technology, in particular to an anti-collision beam structure capable of improving SOB safety. Background Art

[0002] In recent years, with the increase of car ownership and the rise in the number of accidents, increasing attention has been paid to safety protection in car collision accidents. Against this background, the China Insurance Automobile Safety Index (C-IASI) introduced SOB (Small Overlap Barrier, namely 25% small overlap frontal crash test) in 2017. When a vehicle has a frontal collision, the two longitudinal beams are the main energy-absorbing and collapsing components. However, since the contact area between the small overlap crash and the barrier is only 25% of the vehicle width, the crash substantially bypasses the longitudinal beams, and the crash energy is directly transmitted to the passenger compartment almost without obstruction. The front suspension, wheels and steering mechanism of the vehicle will also displace backward, and may even invade the passenger compartment and cause injury to passengers in severe cases. At present, to meet the requirements of this working condition, automobile manufacturers generally adopt the strategy of increasing the size and stiffness of the anti-collision beam and enhancing the structural strength of the front compartment, so as to protect the safety of the passenger compartment by absorbing more collision energy, which will undoubtedly lead to an increase in vehicle weight. Utility Model Content

[0003] The utility model aims to overcome the defects of the prior art and provide an anti-collision beam structure capable of improving SOB safety, so as to solve the problems mentioned in the background art.

[0004] To achieve the above purpose, the utility model adopts the following technical scheme: An anti-collision beam structure capable of improving SOB safety comprises an anti-collision beam, wherein the anti-collision beam is an integrally stamped five-section structure, comprising a middle section, a first inclined surface section and a second inclined surface section. The number of the first inclined surface sections is 2, which are respectively connected to both ends of the middle section, the number of the second inclined surface sections is 2, which are respectively connected to one end of the two first inclined surface sections, and the length from the connection between the second inclined surface section and the first inclined surface section to the side of the vehicle body is less than 25% of the vehicle body width. The middle section is parallel to the width direction of the vehicle body, the included angle between the first inclined surface section and the middle section is α1, the included angle between the second inclined surface section and the middle section is α2, and α1<α2; The overall cross-section of the anti-collision beam is in a shape of Chinese character "ji" rotated by 90 degrees, the included angle between the upper side edge and the top edge of the Chinese character "ji" shape is θ1, the included angle between the lower side edge and the top edge of the Chinese character "ji" shape is θ2, and θ1>θ2>90°.

[0005] In the above anti-collision beam structure capable of improving SOB safety, an inwardly concave upper reinforcing rib and an inwardly concave lower reinforcing rib are arranged on the top edge of the Chinese character "ji"-shaped cross-section of the middle section and the first inclined surface section of the anti-collision beam; the cross-sectional shapes of the upper reinforcing rib and the lower reinforcing rib are semi-circular arcs, and the arc radius of the upper reinforcing rib is 3 to 4 times the arc radius of the lower reinforcing rib.

[0006] The aforementioned anti-collision beam structure, which can improve SOB safety, has a first platform on the first inclined section of the anti-collision beam. The length from the center of the first platform to the side of the vehicle body is less than or equal to 25% of the vehicle body width; the first platform is parallel to the width direction of the vehicle body.

[0007] The aforementioned anti-collision beam structure, which can improve SOB safety, has a second platform on the second inclined section of the anti-collision beam, and the second platform is parallel to the first platform.

[0008] The aforementioned anti-collision beam structure, which can improve SOB safety, also has a third platform on the second inclined section of the anti-collision beam. The third platform is located outside the second platform and is parallel to the second platform.

[0009] The aforementioned anti-collision beam structure, which enhances SOB safety, has raised ribs on the second inclined section to prevent excessive slippage. Beneficial effects

[0010] Compared with the prior art, this utility model has the following advantages: First, the designed one-piece stamped five-segment anti-collision beam structure ensures that, in a 25% offset collision, the first and second inclined segments contact the barrier sequentially. During the contact process, the two inclined segments slide and dissipate force, preventing the front compartment of the vehicle from absorbing excessive energy and potentially harming the passenger compartment. Second, the cross-section of the anti-collision beam is a 90-degree rotated "Z" shape, with angles θ1 and θ2 between the upper, lower, and top edges of the "Z" shape greater than 90°. During the collision bending process, the upper and lower edges of the anti-collision beam move upward and downward towards the vehicle body, respectively, and the "Z" shape opens up. This deformation process is beneficial to the stability of the force-displacement curve of the anti-collision beam and prevents the crossbeam from breaking. Third, a first platform, a second platform, and a third platform are set on the second and third inclined sections, thereby forming three collision surfaces and two sliding sections on the anti-collision beam. When a collision occurs, this is conducive to the sliding and force dissipation between the vehicle and the barrier, and can also prevent excessive sliding between the anti-collision beam and the barrier from causing vehicle body instability. Attached Figure Description

[0011] The present invention will now be described in further detail with reference to the accompanying drawings.

[0012] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the AA cross-sectional structure of this utility model; Figure 3 This is a partial structural schematic diagram of the present invention; Figure 4 This is a schematic diagram of the force-displacement curve of this utility model during the collision process; The labels in the diagram represent: 1. Top edge, 1-1. Upper reinforcing rib, 1-2. Lower reinforcing rib, 2. Upper side edge, 3. Lower side edge, 101. Middle section, 102. First inclined section, 103. Second inclined section, 104. First platform, 105. Second platform, 106. Third platform, 104-1. Hook sleeve through hole. Detailed Implementation

[0013] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0014] like Figure 1-4 As shown, this utility model includes a crash beam, which is a five-segment structure integrally stamped, comprising a middle section 101, a first inclined section 102, and a second inclined section 103. There are two first inclined sections 102, each connected to one end of the middle section 101. There are also two second inclined sections 103, each connected to one end of one of the two first inclined sections 102. The length from the connection point of the second inclined section 103 to the side of the vehicle body is less than 25% of the vehicle width. The middle section 101 is parallel to the width direction of the vehicle body. The angle between the first inclined section 102 and the middle section 101 is α1, and the angle between the second inclined section 103 and the middle section 101 is α2, where α1 < α2. α1 can be between 12° and 16°, and α2 can be between 33° and 38°.

[0015] The cross-section of the crash beam is shaped like a 90-degree rotated "Z". The angle between the upper side 2 and the top side 1 of the "Z" shape is θ1, and the angle between the lower side 3 and the top side 1 is θ2, where θ1 > θ2 > 90°. The entire crash beam can be manufactured using thermoforming technology.

[0016] θ1>90° and θ2>90° are set to ensure that during the collision bending process, the upper side 2 and lower side 3 of the "Z" shape of the anti-collision beam move upwards and downwards towards the vehicle body, respectively. Ultimately, the "Z" shape at the deformation location of the anti-collision beam is in an open state. During this process, the force-displacement curve of the anti-collision beam remains relatively stable during deformation. Figure 4 As shown, the anti-collision beam can prevent cracking even under significant deformation during a vehicle collision. θ1 > θ2, but θ2 should not be too large. This is to meet the airflow requirements for cooling at the front of the vehicle, because the radiator air intake is located below the anti-collision beam. An excessively large θ2 would affect the air intake area, thus impacting radiator cooling. θ1 can be between 95° and 100°, and θ2 can be between 92° and 94°.

[0017] The cross-section of the anti-collision beam can be designed as follows: The top edge 1 of the cross-section of the middle section 101 and the first inclined section (102) of the anti-collision beam is provided with concave upper reinforcing rib 1-1 and lower reinforcing rib 1-2; the cross-sectional shape of the upper reinforcing rib 1-1 and the lower reinforcing rib 1-2 is semi-circular arc, and the radius of the arc of the upper reinforcing rib 1-1 is 3-4 times the radius of the arc of the lower reinforcing rib 1-2.

[0018] The radius of the arc of the upper reinforcing rib 1-1 is 3-4 times that of the radius of the arc of the lower reinforcing rib 1-2, and θ1>θ2>90°. This is so that when a collision occurs, the Z-shaped anti-collision beam opens upward more, that is, the upper side 2 moves upward more, which is more conducive to protecting the water tank radiator and does not affect the air intake of the water tank radiator during subsequent driving after the collision.

[0019] To prevent the anti-collision beam from sliding too quickly between itself and the barrier during a collision and to avoid loss of vehicle control: a first platform 104 is provided on the first inclined section 102 of the anti-collision beam, the length from the center of the first platform 104 to the side of the vehicle body is less than or equal to 25% of the vehicle body width; the first platform 104 is parallel to the width direction of the vehicle body.

[0020] The first platform 104 is parallel to the width direction of the vehicle body. The first platform 104 does not fully cover the height of the anti-collision beam, otherwise it would be impossible to maintain the zigzag structure of the overall cross-section of the anti-collision beam. The purpose is to prevent excessive slippage between the anti-collision beam and the barrier and cause vehicle body instability when a 25% offset collision occurs. A tow hook sleeve through hole 104-1 can be set on the first platform 104.

[0021] To further control vehicle stability during a collision: a second platform 105 is also provided on the second inclined section 103 of the anti-collision beam. The second platform 105 is located outside the first platform 104. The term "outside" refers to the direction relative to the width of the vehicle body. The second platform 105 is parallel to the first platform 104.

[0022] The first platform 104 and the second platform 105 form a first sliding section to facilitate sliding force dissipation and prevent the vehicle's front compartment from absorbing excessive energy, which could potentially harm the passenger compartment. The first platform 104 is the first collision surface, and the second platform 105 is the second collision surface to prevent excessive sliding between the anti-collision beam and the barrier, which could cause vehicle instability. Energy-absorbing box connection holes can be provided on the second platform 105, and the structural shape of the second platform 105 matches the energy-absorbing box, facilitating its installation and fixation.

[0023] A third platform 106 can also be set on the second inclined section 103 of the anti-collision beam. The third platform 106 is located outside the second platform 105 and is parallel to the second platform 105.

[0024] The second sliding section is located between the second platform 105 and the third platform 106, which facilitates further sliding and force dissipation, and further prevents the front compartment of the vehicle from absorbing too much energy, which could lead to potential damage to the passenger compartment. The third platform 106 is the third collision surface, and its function is the same as that of the first platform 104 and the second platform 105.

[0025] The second platform 105 and the third platform 106 do not fully cover the anti-collision beam in the height direction; otherwise, the zigzag structure of the overall cross-section of the anti-collision beam could not be maintained. The term "not fully covering" means that thermoforming technology can be used to extrude the first, second, and third platforms in the middle along the height direction of the anti-collision beam. The shape and placement of the first platform 104, second platform 105, and third platform 106 also take into account the installation and position of other adjacent components inside the anti-collision beam. To prevent excessively rapid slippage, a rib 107 can be provided on the second inclined section 103 to further control the vehicle's stability during a collision.

Claims

1. A crash beam structure that improves SOB safety, comprising a crash beam, characterized in that, The anti-collision beam is a five-segment structure integrally stamped, including a middle section (101), a first inclined section (102), and a second inclined section (103). There are two first inclined sections (102), which are connected to both ends of the middle section (101). There are two second inclined sections (103), which are connected to one end of the two first inclined sections (102). The length from the connection point of the second inclined section (103) and the first inclined section (102) to the side of the vehicle body is less than 25% of the vehicle body width. The middle section (101) is parallel to the width direction of the vehicle body. The angle between the first inclined section (102) and the middle section (101) is α1, and the angle between the second inclined section (103) and the middle section (101) is α2, where α1 < α2. The cross-section of the anti-collision beam is in the shape of a 90-degree rotated Z-shape. The angle between the upper side (2) and the top side (1) of the Z-shape is θ1, and the angle between the lower side (3) and the top side (1) of the Z-shape is θ2. θ1>θ2>90°.

2. The anti-collision beam structure for improving SOB safety according to claim 1, characterized in that, The top edge (1) of the cross-section of the middle section (101) and the first inclined section (102) of the anti-collision beam is provided with concave upper reinforcing rib (1-1) and lower reinforcing rib (1-2); the cross-sectional shape of the upper reinforcing rib (1-1) and the lower reinforcing rib (1-2) is semi-circular arc, and the radius of the arc of the upper reinforcing rib (1-1) is 3-4 times the radius of the arc of the lower reinforcing rib (1-2).

3. The anti-collision beam structure for improving SOB safety according to claim 1, characterized in that, A first platform (104) is provided on the first inclined section (102) of the anti-collision beam. The length from the center of the first platform (104) to the side of the vehicle body is less than or equal to 25% of the vehicle body width. The first platform (104) is parallel to the width direction of the vehicle body.

4. The anti-collision beam structure for improving SOB safety according to claim 1, characterized in that, A second platform (105) is provided on the second inclined section (103) of the anti-collision beam, and the second platform (105) is parallel to the first platform (104).

5. The anti-collision beam structure for improving SOB safety according to claim 1, characterized in that, A third platform (106) is also provided on the second inclined section (103) of the anti-collision beam. The third platform (106) is located outside the second platform (105) and is parallel to the second platform (105).

6. The anti-collision beam structure for improving SOB safety according to claim 1, characterized in that, To prevent excessively rapid slippage, a raised rib (107) is provided on the second inclined section (103).

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