Anti-collision cross beam assembly of vehicle forecabin, vehicle body assembly of vehicle and vehicle

Abstract

The invention provides an anti-collision cross beam assembly of a vehicle forecabin, a vehicle body assembly of a vehicle and the vehicle. The anti-collision cross beam assembly of the vehicle forecabin comprises a first anti-collision cross beam, a first energy absorption box, a second anti-collision cross beam and a second energy absorption box. The first anti-collision cross beam is located above the second anti-collision cross beam in the height direction of the vehicle, the first anti-collision cross beam is located on the front side of a vehicle body longitudinal beam of the vehicle in the length direction of the vehicle, and the first energy absorption box is used for being connected between the first anti-collision cross beam and the vehicle body longitudinal beam; the second anti-collision beam and the second energy absorption box are both located on the front side of an auxiliary frame assembly of the vehicle in the length direction of the vehicle, the second anti-collision beam and the second energy absorption box are arranged in a staggered mode in the height direction of the vehicle, and the second anti-collision beam is connected with one end of the second energy absorption box through an anti-collision supporting piece. And the other end of the second energy absorption box is used for being connected with an auxiliary frame assembly, so that the collision force absorption effect of the anti-collision beam assembly is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an anti-collision beam assembly of a front cabin of a vehicle, a body assembly of the vehicle and the vehicle. Background Art

[0002] The vehicle includes a body, which has a front cabin and a longitudinal beam connected to the front cabin. In order to reduce the damage to the vehicle caused by a collision between vehicles or between vehicles and pedestrians, the relevant technology usually installs an anti-collision beam on the side of the longitudinal beam facing the head of the vehicle. The anti-collision beam assembly absorbs the collision force to protect the vehicle.

[0003] However, the anti-collision beam in the related art has a poor effect in absorbing the collision force, resulting in serious damage to the vehicle and even endangering the safety of the driver and passengers in the vehicle. Summary of the invention

[0004] In view of this, embodiments of the present invention are directed to providing an anti-collision beam assembly for a front cabin of a vehicle, a vehicle body assembly, and a vehicle, so as to improve the effect of absorbing collision force to a certain extent.

[0005] In a first aspect, the present invention provides an anti-collision beam assembly for a front cabin of a vehicle, comprising a first anti-collision beam, a first energy absorption box, a second anti-collision beam and a second energy absorption box;

[0006] The first anti-collision beam is located above the second anti-collision beam in the vehicle height direction, and the first anti-collision beam is located at the front side of the vehicle body longitudinal beam in the vehicle length direction, and the first energy absorption box is used to be connected between the first anti-collision beam and the vehicle body longitudinal beam;

[0007] The second anti-collision beam and the second energy absorbing box are both located on the front side of the subframe assembly of the vehicle along the length direction of the vehicle, the second anti-collision beam and the second energy absorbing box are staggered in the height direction of the vehicle, and the second anti-collision beam is connected to one end of the second energy absorbing box through an anti-collision support, and the other end of the second energy absorbing box is used to be connected to the subframe assembly.

[0008] Optionally, the anti-collision support member has a first energy absorbing cavity, so as to at least cause the anti-collision support member to deform when impacted by an external force.

[0009] Optionally, at least one first support member is disposed in the first energy absorbing cavity, and the first support member extends along the length direction of the vehicle to divide the first energy absorbing cavity into at least two first sub-energy absorbing cavities.

[0010] Optionally, the second anti-collision beam has a second energy absorbing cavity, so as to at least cause the second anti-collision beam to deform when impacted by an external force;

[0011] A reinforcing protrusion is provided on the cavity wall of the second energy absorption cavity; and / or, a first opening is provided on the cavity wall of the second energy absorption cavity, a mounting piece is provided at the first opening, at least a portion of the mounting piece extends into the second energy absorption cavity through the first opening, and the mounting piece is used to fix a preset component on the vehicle.

[0012] Optionally, an oblique support member is provided between the second anti-collision beam and the second energy absorbing box, and the oblique support member is inclined along the height direction of the vehicle;

[0013] and / or, a dimension of the first anti-collision beam along the vehicle height direction is greater than a dimension of the second anti-collision beam along the vehicle height direction;

[0014] and / or, in the vehicle length direction, the first anti-collision beam is located in front of the second anti-collision beam;

[0015] And / or, the subframe assembly includes two subframe longitudinal beams, the second energy absorption boxes and the second anti-collision support members are both two, and one second energy absorption box and one anti-collision support member are each provided between the subframe longitudinal beams and the second anti-collision cross beam;

[0016] And / or, the second energy absorption box is detachably connected to the subframe assembly;

[0017] and / or, the number of connection points between the second energy absorption box and the subframe assembly is at least three;

[0018] And / or, the first energy absorption box is detachably connected to the vehicle body longitudinal beam.

[0019] Optionally, the anti-collision support member includes an anti-collision support plate, and the cross-sectional shape of the anti-collision support plate on the horizontal plane is an arc-shaped structure convex toward the direction of the vehicle head;

[0020] And / or, the anti-collision support member comprises an anti-collision support plate, and the cross-sectional shape of the anti-collision support plate on a vertical plane parallel to the length direction of the vehicle is an arc-shaped structure convex toward the direction of the head of the vehicle;

[0021] And / or, the cross-sectional shape of at least one of the first anti-collision beam and the second anti-collision beam in the horizontal plane is an arc-shaped structure convex toward the direction of the vehicle head;

[0022] And / or, a cross-sectional shape of at least one of the first anti-collision beam and the second anti-collision beam on a vertical plane parallel to the length direction of the vehicle is an arc-shaped structure convex toward the direction of the vehicle head.

[0023] Optionally, the first anti-collision beam has a third energy-absorbing cavity, so as to at least cause the first anti-collision beam to deform when impacted by an external force.

[0024] Optionally, a second support member is provided in the third energy absorbing cavity, and the second support member extends along the length direction of the vehicle to divide the third energy absorbing cavity into at least two second sub-energy absorbing cavities.

[0025] Optionally, along the length direction of the vehicle, the third energy absorbing cavity has a front wall and a rear wall opposite to each other, and the second support member includes a first support segment and a second support segment; the first support segment and the second support segment are sequentially connected between the front wall and the rear wall;

[0026] A first preset angle is formed between the projection of the first support section on the vertical plane parallel to the length direction of the vehicle and the projection of the front wall on the vertical plane parallel to the length direction of the vehicle; and / or a second preset angle is formed between the projection of the first support section on the vertical plane parallel to the length direction of the vehicle and the projection of the second support section on the vertical plane parallel to the length direction of the vehicle; and / or a third preset angle is formed between the projection of the second support section on the vertical plane parallel to the length direction of the vehicle and the projection of the rear wall on the vertical plane parallel to the length direction of the vehicle.

[0027] Optionally, the first anti-collision beam has an induced deformation portion;

[0028] The induced deformation portion includes a first induced deformation groove, which is located on a side of the first anti-collision beam away from the vehicle body longitudinal beam, and the first induced deformation groove is recessed in a direction close to the vehicle body longitudinal beam; and / or, the induced deformation portion includes a second induced deformation groove, which is located on a side of the first anti-collision beam away from the second anti-collision beam, and the second induced deformation groove is recessed in a direction close to the second anti-collision beam.

[0029] Optionally, along the height direction of the vehicle, the second anti-collision beam is located below the second energy absorption box;

[0030] And / or, at least one side of the first anti-collision beam along the vehicle height direction is further provided with an extension section, and the extension section is extended in a direction away from the first anti-collision beam;

[0031] And / or, the first anti-collision beam has a third energy absorption cavity, and the third energy absorption cavity is at least used to deform when the first anti-collision beam is impacted by external force. The third energy absorption cavity has a second opening on the side facing the first energy absorption box, and a part of the first energy absorption box extends into the third energy absorption cavity through the second opening.

[0032] In a second aspect, the present invention provides a vehicle body assembly, including a vehicle body longitudinal beam, a subframe assembly, and the anti-collision beam assembly of the vehicle front compartment as described above.

[0033] Optionally, the subframe assembly includes a subframe longitudinal beam, and the subframe longitudinal beam includes a first beam section and a second beam section arranged along the length direction of the vehicle;

[0034] In the vehicle height direction, the first beam section is located above the second beam section, and the first beam section and the second beam section are connected via an intermediate beam section; an end of the first beam section away from the second beam section is connected to the second energy absorption box.

[0035] In a third aspect, the present invention provides a vehicle, comprising the anti-collision beam assembly of the front cabin of the vehicle as described above;

[0036] Alternatively, the vehicle comprises a body assembly of the vehicle as described above.

[0037] The anti-collision beam assembly of the front cabin of the vehicle, the vehicle body assembly and the vehicle provided by the present invention are provided with a first anti-collision beam, a first energy absorption box, a second anti-collision beam and a second energy absorption box, wherein the first anti-collision beam is arranged above the second anti-collision beam in the height direction of the vehicle, the first anti-collision beam is arranged at the front side of the vehicle body longitudinal beam in the length direction of the vehicle, and the first energy absorption box is connected between the first anti-collision beam and the vehicle body longitudinal beam. In this way, when the vehicle has a head-on collision, the first anti-collision beam and the first energy absorption box can absorb and conduct the collision energy to a certain extent, thereby reducing the collision energy transmitted to the vehicle body longitudinal beam, and further, it can avoid the collision force from pouring into the vehicle driving cabin to a certain extent, and provide good protection for the driver and passengers. Moreover, since the first anti-collision beam and the first energy absorption box can absorb at least part of the collision energy, pedestrians can also be protected when the vehicle collides with pedestrians.

[0038] At the same time, by arranging the second anti-collision beam and the second energy absorption box on the front side of the vehicle's subframe assembly along the length direction of the vehicle, the second anti-collision beam and the second energy absorption box are staggered in the height direction of the vehicle, and the second anti-collision beam is connected to one end of the second energy absorption box through the anti-collision support, and the other end of the second energy absorption box is used to connect to the subframe assembly. In this way, the second anti-collision beam, the anti-collision support and the second energy absorption box cooperate with the arrangement of the first anti-collision beam to realize the absorption and conduction of collision energy along different paths, thereby further improving the energy absorption effect of the anti-collision beam assembly and further ensuring the safety of drivers, passengers and pedestrians.

[0039] Moreover, since the second anti-collision beam and the second energy absorbing box are staggered in the height direction of the vehicle, that is, a height difference is formed between the second anti-collision beam and the second energy absorbing box, compared with the solution of making the second anti-collision beam and the second energy absorbing box at the same height, the present invention makes the second anti-collision beam and the second energy absorbing box approximately Z-shaped through the anti-collision support member, thereby reducing the stiffness of the second anti-collision beam and the second energy absorbing box along the length direction of the vehicle to a certain extent, so that when the second anti-collision beam is subjected to a forward collision, the connection between the anti-collision support member and the second anti-collision beam and the connection between the anti-collision support member and the second energy absorbing box can be guided to collapse, that is, this is conducive to improving the ability of the second anti-collision beam, the anti-collision support member and the second energy absorbing box to collapse and absorb energy, thereby achieving effective conduction and efficient absorption of collision energy, ensuring the safety of drivers and passengers and pedestrians, and this can also reduce the degree of damage to the vehicle to a certain extent, thereby helping to save the maintenance and use costs of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 The structure of the vehicle body assembly according to one embodiment of the present invention is schematically shown. Figure 1 ;

[0041] Figure 2 It is a schematic diagram of the structure between the second anti-collision beam and the subframe assembly according to an embodiment of the present invention;

[0042] Figure 3 It is a schematic diagram of the structure between the second anti-collision beam and the connecting plate according to an embodiment of the present invention;

[0043] Figure 4 for Figure 3 The corresponding structural schematic diagram when the vehicle is cut apart along the height direction;

[0044] Figure 5 It is a schematic structural diagram of a second anti-collision beam according to an embodiment of the present invention;

[0045] Figure 6 It is a structural schematic diagram of a second energy absorption box according to an embodiment of the present invention;

[0046] Figure 7 The structure of the vehicle body assembly according to one embodiment of the present invention is schematically shown. Figure 2 ;

[0047] Figure 8 It is a schematic diagram of the structure between the first anti-collision beam and the mounting plate according to an embodiment of the present invention;

[0048] Fig. 9 It is a schematic cross-sectional structural diagram of a first anti-collision beam according to an embodiment of the present invention;

[0049] Fig.10It is a schematic structural diagram of a first energy absorption box according to an embodiment of the present invention.

[0050] Among them, 10, anti-collision beam assembly; 1, first anti-collision beam; 11, third energy absorption cavity; 111, front wall; 112, rear wall; 113, second opening; 12, second support member; 121, first support section; 122, second support section; 13, induced deformation portion; 131, first induced deformation groove; 132, second induced deformation groove; 14, extension section; 2, first energy absorption box; 3, second anti-collision beam; 31, first Second energy absorption cavity; 311, reinforcement protrusion; 312, first opening; 313, mounting member; 4, second energy absorption box; 5, anti-collision support member; 51, first energy absorption cavity; 52, first support member; 6, oblique support member; 7, connecting plate; 8, mounting plate; 20, vehicle body longitudinal beam; 30, subframe assembly; 301, subframe longitudinal beam; 302, first beam section; 303, second beam section; 304, middle beam section; 40, passenger compartment. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention belong to the scope of protection of the present invention.

[0052] The vehicle includes a body, which has a front cabin and a longitudinal beam connected to the front cabin. In order to reduce the damage to the vehicle caused by a collision between vehicles or between vehicles and pedestrians, the relevant technology usually installs an anti-collision beam on the side of the longitudinal beam facing the head of the vehicle. The anti-collision beam absorbs the collision force to protect the vehicle.

[0053] If the anti-collision beam has a poor effect in absorbing the collision force, it will cause serious damage to the vehicle and even endanger the safety of the driver and passengers in the vehicle.

[0054] Based on this, an embodiment of the present invention provides an anti-collision beam assembly for a front cabin of a vehicle, a body assembly of a vehicle, and a vehicle, by staggering the second anti-collision beam and the second energy absorption box of the anti-collision beam assembly along the height direction of the vehicle, and connecting the second anti-collision beam and the second energy absorption box through an anti-collision support member, so that the second anti-collision beam is arranged in a Z-shape with the second energy absorption box through the anti-collision support member, thereby reducing the stiffness of the second anti-collision beam, the anti-collision support member and the second energy absorption box along the length direction of the vehicle to a certain extent, which is beneficial to improving the absorption effect of collision force and ensuring the safety of drivers and pedestrians.

[0055] The anti-collision beam assembly of the front cabin of the vehicle, the body assembly of the vehicle and the vehicle provided by the present invention are described in detail below with reference to the accompanying drawings through specific embodiments:

[0056] Reference Figures 1 to 10 As shown, this embodiment provides an anti-collision beam assembly for a front cabin of a vehicle (hereinafter referred to as the anti-collision beam assembly), which is used for a vehicle. The vehicle includes a vehicle body assembly, and the vehicle body assembly may include a body longitudinal beam 20, a subframe assembly 30, and an anti-collision beam assembly 10. For example, the body longitudinal beam 20 and the subframe assembly 30 may be connected.

[0057] Exemplarily, the vehicle may also include a front cabin connected to the vehicle body longitudinal beam 20 and a front wheel located at the front cabin, the subframe assembly 30 is used to install a powertrain connected to the wheels to increase the power of the vehicle, a front wheel bulge assembly (including a suspension and shock absorber structure) is also connected between the front cabin and the front wheel, the vehicle body longitudinal beam 20 and the front wheel bulge assembly are connected, and an auxiliary connection reinforcement for structurally strengthening the front cabin is also provided at the front cabin.

[0058] Specifically, the anti-collision beam assembly 10 includes a first anti-collision beam 1 , a first energy absorption box 2 , a second anti-collision beam 3 and a second energy absorption box 4 .

[0059] Among them, the first anti-collision beam 1 is located above the second anti-collision beam 3 along the vehicle height direction, and the first anti-collision beam 1 is located on the front side of the vehicle body longitudinal beam 20 along the vehicle length direction, and the first energy absorption box 2 is connected between the first anti-collision beam 1 and the vehicle body longitudinal beam 20.

[0060] In a specific implementation, the second anti-collision beam 3 and the second energy absorption box 4 are both located at the front side of the sub-frame assembly 30 along the vehicle length direction, the second anti-collision beam 3 and the second energy absorption box 4 are staggered along the vehicle height direction, and the second anti-collision beam 3 is connected to one end of the second energy absorption box 4 through the anti-collision support 5, and the other end of the second energy absorption box 4 is used to connect to the sub-frame assembly 30. The vehicle length direction can be Figures 1 to 4 , Figure 7 and Figure 8 The front-to-back direction in the vehicle height direction can be Figure 3 , Figure 4 and Figure 7 Up and down directions shown.

[0061] Among them, since the second anti-collision beam 3 and the second energy absorption box 4 are staggered in the height direction of the vehicle, that is, a height difference is formed between the second anti-collision beam 3 and the second energy absorption box 4, and at the same time, since the anti-collision support 5 is connected between the second anti-collision beam 3 and the second energy absorption box 4, in a vertical plane perpendicular to the width direction of the vehicle, the second anti-collision beam 3 is arranged in a Z-shape through the anti-collision support 5 and the second energy absorption box 4, thereby reducing the stiffness of the second anti-collision beam 3 and the second energy absorption box 4 along the length direction of the vehicle to a certain extent, thereby facilitating the effective conduction and efficient absorption of collision energy.

[0062] Exemplarily, the above-mentioned approximately Z-shaped layout arrangement means that the anti-collision support member 5 can be connected to any position in the width direction of the second anti-collision beam 3, as long as the second anti-collision beam 3 and the second energy absorption box 4 with a height difference are connected together through the anti-collision support member 5, so that when subjected to a frontal collision, the connection between the anti-collision support member 5 and the second anti-collision beam 3 and the connection between the anti-collision support member 5 and the second energy absorption box 4 can be guided to collapse.

[0063] For example, refer to Figure 7 As shown, when a vehicle has a frontal collision, the first anti-collision beam 1 and the second anti-collision beam 3 will contact the collision load, and the collision energy will be absorbed and transmitted through the first force transmission path formed by the first anti-collision beam 1 and the second force transmission path formed by the second anti-collision beam 3. Figure 7 The dashed arrows in the figure indicate two force transmission paths.

[0064] Exemplarily, the first force transmission path is: when the first anti-collision beam 1 comes into contact with the collision energy, it will absorb at least part of the collision energy and transfer the absorbed collision energy to the first energy absorption box 2. The first energy absorption box 2 can collapse and deform to absorb the collision energy transferred to the first energy absorption box 2. The remaining energy absorbed by the first energy absorption box 2 will continue to be transferred to the vehicle body longitudinal beam 20. The collision energy can be further absorbed by the vehicle body longitudinal beam 20 and then transferred to the front cabin, the front wheel bulge assembly and the auxiliary connection reinforcement at the front cabin, so as to achieve further effective absorption of the collision energy, avoid the transmission of the collision energy to the passenger cabin 40 to a certain extent, and achieve good protection for the driver and pedestrians.

[0065] Among them, the second force transmission path is as follows: when the second anti-collision crossbeam 3 comes into contact with the collision energy, it will absorb at least part of the collision energy and transmit the absorbed collision energy to the anti-collision support member 5 and the second energy absorption box 4. The anti-collision support member 5 and the second energy absorption box 4 can absorb part of the collision energy transmitted to them. The remaining energy absorbed by the second energy absorption box 4 is transmitted to the subframe assembly 30 again. The subframe assembly 30 further absorbs the collision energy and, in cooperation with the setting of the first force transmission path, absorbs the collision energy from different positions, achieving a gradual decrease in the collision energy on the first and second force transmission paths to a certain extent, further avoiding the situation where the collision energy is transmitted to the passenger compartment 40 and making the safety of the driver, passengers and pedestrians higher.

[0066] Exemplarily, referring to Figure 6 and Fig.10 as shown, the first energy absorption box 2 and the second energy absorption box 4 can be aluminum square tubes, and their materials can be extruded aluminum of model 6063. For example, a reinforcing rib with the same wall thickness as the aluminum square tube (such as 1.8 mm) can be arranged at the exact center inside the aluminum square tube to form a "day" - shaped or "eye" - shaped structure.

[0067] The anti - collision crossbeam assembly of the vehicle front compartment provided in this embodiment, by setting the first anti - collision crossbeam 1, the first energy absorption box 2, the second anti - collision crossbeam 3 and the second energy absorption box 4, sets the first anti - collision crossbeam 1 above the second anti - collision crossbeam 3 in the vehicle height direction, and sets the first anti - collision crossbeam 1 on the front side of the body longitudinal beam 20 in the vehicle length direction, and connects the first energy absorption box 2 between the first anti - collision crossbeam 1 and the body longitudinal beam 20. In this way, when the vehicle undergoes a frontal collision, the first anti - collision crossbeam 1 and the first energy absorption box 2 can absorb and conduct the collision energy to a certain extent, thereby reducing the collision energy transmitted to the body longitudinal beam 20, and further avoiding the situation where the collision force invades the vehicle passenger compartment 40 to a certain extent, providing good protection for the driver and passengers. Moreover, since the first anti - collision crossbeam 1 and the first energy absorption box 2 can absorb at least part of the collision energy, when the vehicle collides with a pedestrian, it can also protect the pedestrian.

[0068] At the same time, by setting both the second anti - collision crossbeam 3 and the second energy absorption box 4 on the front side of the subframe assembly 30 in the vehicle length direction, staggering the second anti - collision crossbeam 3 and the second energy absorption box 4 in the vehicle height direction, and connecting one end of the second energy absorption box 4 to the second anti - collision crossbeam 3 through the anti - collision support member 5 and connecting the other end of the second energy absorption box 4 to the subframe assembly 30, the second anti - collision crossbeam 3, the anti - collision support member 5 and the second energy absorption box 4 can cooperate with the setting of the first anti - collision crossbeam 1 to absorb and conduct the collision energy along different paths, thereby further improving the energy absorption effect of the anti - collision crossbeam assembly 10 and further ensuring the safety of the driver, passengers and pedestrians.

[0069] Moreover, since the second anti-collision beam 3 and the second energy absorbing box 4 are staggered in the height direction of the vehicle, that is, a height difference is formed between the second anti-collision beam 3 and the second energy absorbing box 4, compared with the solution in which the second anti-collision beam and the second energy absorbing box are located at the same height, the present invention arranges the second anti-collision beam 3 and the second energy absorbing box 4 in an approximately Z-shaped layout through the anti-collision support 5, thereby reducing the stiffness of the second anti-collision beam 3 and the second energy absorbing box 4 along the length direction of the vehicle to a certain extent, so that when the second anti-collision beam 3 is subjected to a forward collision, the connection between the anti-collision support 5 and the second anti-collision beam 3 and the connection between the anti-collision support 5 and the second energy absorbing box 4 can be guided to collapse, that is, this is conducive to improving the ability of the second anti-collision beam 3, the anti-collision support 5 and the second energy absorbing box 4 to collapse and absorb energy, thereby achieving effective conduction and efficient absorption of collision energy, ensuring the safety of drivers and passengers and pedestrians, and this can also reduce the degree of damage to the vehicle to a certain extent, thereby helping to save the maintenance and use costs of the vehicle.

[0070] In some embodiments, at least one of the first anti-collision beam 1, the second anti-collision beam 3, and the anti-collision support 5 can be made of aluminum. This arrangement ensures that each component can reliably absorb the collision energy and prevent the corresponding component from breaking. At the same time, this can also reduce the weight of the anti-collision beam assembly 10 to a certain extent, which is conducive to achieving lightweighting of the vehicle.

[0071] Exemplarily, the anti-collision support member 5 can be connected between the second anti-collision beam 3 and the second energy absorption box 4 by welding. This can improve the reliability of the connection between the anti-collision support member 5 and the second anti-collision beam 3 and the second energy absorption box 4, thereby ensuring the stability and continuity of the collision energy transmission on the second force transmission path, and realizing efficient absorption of the collision energy.

[0072] Exemplarily, the first energy absorption box 2 can be connected to the first anti-collision beam 1 by welding to achieve a reliable connection between the first energy absorption box 2 and the first anti-collision beam 1, ensuring that the collision energy on the first force transmission path can be transmitted stably and continuously.

[0073] Exemplarily, the above welding can all be performed by automatic aluminum welding by robots.

[0074] In some embodiments, there are two vehicle body longitudinal beams 20, and the two vehicle body longitudinal beams 20 are arranged along the vehicle width direction ( Figure 1 , Figure 2 and Figure 8 The first energy absorption box 2 is arranged at intervals in the left and right directions as shown, and a first energy absorption box 2 is provided between each vehicle body longitudinal beam 20 and the first anti-collision beam 1.

[0075] In some embodiments, reference Figure 1 and Figure 2 As shown, the subframe assembly 30 includes two subframe longitudinal beams 301 , two second energy absorbing boxes 4 and two anti-collision supports 5 , and a second energy absorbing box 4 and an anti-collision support 5 are arranged between each subframe longitudinal beam 301 and the second anti-collision beam 3 .

[0076] With such an arrangement, the collision energy on the second anti-collision beam 3 can be dispersedly transmitted to the two sub-frame longitudinal beams 301 of the sub-frame assembly 30 through the two second energy absorption boxes 4 and the two anti-collision supports 5, that is, the second force transmission path includes two sub-paths, thereby improving the absorption effect of the second force transmission path on the collision energy, which is beneficial to further ensure the safety of the driver and passengers.

[0077] Exemplarily, the subframe assembly 30 can be a "well"-shaped frame structure. For example, the vehicle body longitudinal beams 20 can be two and arranged along the width direction of the vehicle, so that the anti-collision beam assembly 10 can form a frame-type collision crumple energy absorption system between the vehicle body longitudinal beams 20, the subframe assembly 30 and the front cabin, thereby ensuring effective absorption of collision energy and achieving good protection for drivers, passengers and pedestrians.

[0078] In some embodiments, reference Figure 3 and Figure 4 As shown, the anti-collision support 5 has a first energy absorbing cavity 51 to at least cause the anti-collision support 5 to deform when it is impacted by external force.

[0079] In this way, the anti-collision support member 5 can connect the second anti-collision beam 3 and the second energy absorbing box 4 to achieve the conduction of collision energy, and at the same time, through the setting of the first energy absorbing cavity 51, it can induce the anti-collision support member 5 to deform so as to absorb the collision energy to a certain extent, thereby reducing the collision energy transmitted to the second energy absorbing box 4 to a certain extent, which is beneficial to reduce the magnitude of the collision energy transmitted to the subframe assembly 30, further avoiding the collision energy from invading the passenger compartment 40, and further ensuring the safety of the driver and passengers.

[0080] In some embodiments, reference Figure 3 and Figure 4 As shown, at least one first support member 52 is disposed in the first energy absorbing cavity 51 , and the first support member 52 extends along the length direction of the vehicle to divide the first energy absorbing cavity 51 into at least two first sub-energy absorbing cavities.

[0081] In this way, the collision energy transmitted to different positions of the anti-collision support 5 can be absorbed separately by each first sub-energy-absorbing cavity, so as to improve the absorption effect of the anti-collision support 5 on the collision energy, and through the setting of the first support member 52, the anti-collision support 5 can be supported and strengthened to a certain extent, and the collision strength and structural strength of the anti-collision support 5 itself can be enhanced. Therefore, while absorbing the collision energy, it can also avoid the situation where the anti-collision support 5 is too low in strength and breaks during a collision to a certain extent, thereby reducing the maintenance and use costs of the vehicle to a certain extent.

[0082] Exemplarily, the first support member 52 may be a support reinforcement rib, and the thickness of the reinforcement rib is equal to the wall thickness of the first energy absorbing cavity 51. Alternatively, the first support member 52 may be a support reinforcement protrusion.

[0083] Exemplarily, there may be seven first support members 52 , and the seven first support members 52 may be evenly arranged in the first energy absorbing cavity 51 along the height direction of the vehicle. For example, the interval between two adjacent first support members 52 may be 11 mm.

[0084] In specific implementation, the first support member 52 and the anti-collision support member 5 can be integrally formed, so that the overall structural strength of the first support member 52 and the anti-collision support member 5 is high and is easy to assemble later.

[0085] In some embodiments, reference Figure 5 As shown, the second anti-collision beam 3 has a second energy absorbing cavity 31 to at least allow the second anti-collision beam 3 to deform when impacted by an external force.

[0086] In this way, the setting of the second energy-absorbing cavity 31 can induce the second anti-collision beam 3 to deform so as to effectively absorb the collision energy, thereby reducing the collision energy transmitted to the anti-collision support 5 to a certain extent, and further helping to reduce the magnitude of the collision energy transmitted to the subframe assembly 30, further ensuring the safety of the driver and passengers.

[0087] Exemplarily, the second anti-collision beam 3 can be an aluminum square tube to form a "mouth"-shaped structure, wherein the material of the aluminum square tube can be model 7003 extruded aluminum, and the aluminum square tube is formed by CNC bending of aluminum extruded profiles.

[0088] In some embodiments, reference Figure 5 As shown, a reinforcing protrusion 311 is provided on the cavity wall of the second energy absorbing cavity 31, so that while the second anti-collision beam 3 can be deformed to effectively absorb the collision energy, the structural strength of the cavity wall of the second energy absorbing cavity 31 can be improved to a certain extent, so as to avoid the second anti-collision beam 3 from being broken and damaged due to collision, thereby reducing the maintenance and use costs of the vehicle to a certain extent.

[0089] Exemplarily, the extension length of the reinforcing protrusion 311 may be 1 / 7 of the width of the second energy absorbing cavity 31 .

[0090] In some embodiments, reference Figure 5 As shown, a first opening 312 is provided on the cavity wall of the second energy absorption cavity 31 , and a mounting member 313 is provided at the first opening 312 . At least a portion of the mounting member 313 extends into the second energy absorption cavity 31 through the first opening 312 . The mounting member 313 is used to fix a preset component on the vehicle.

[0091] With this arrangement, while the second anti-collision beam 3 is effectively absorbing the collision energy, the structure of the second energy-absorbing cavity 31 is reasonably utilized, thereby reducing the size of the portion of the mounting member 313 protruding from the outside of the second anti-collision beam 3. Compared with the solution of making the mounting member completely protrude from the outside of the second anti-collision beam, this is conducive to the miniaturization design of the vehicle and can also, to a certain extent, avoid the situation in which the mounting member 313 causes harm to pedestrians when a collision occurs between pedestrians and vehicles.

[0092] Exemplarily, the preset component may be an exterior panel of the vehicle, a wiring harness on the vehicle, and the like.

[0093] In some embodiments, reference Figure 3 and Figure 4 As shown, an oblique support member 6 is arranged between the second anti-collision beam 3 and the second energy absorption box 4, and the oblique support member 6 is arranged obliquely along the height direction of the vehicle.

[0094] In this way, the second anti-collision beam 3 and the second energy absorption box 4 can be supported to a certain extent through the oblique support member 6, so that the stability between the second anti-collision beam 3 and the second energy absorption box 4 can be improved to a certain extent, and the situation in which the components on the second force transmission path are broken and damaged due to the impact force can be avoided to a certain extent, which is beneficial to ensure the reliable conduction and absorption of the collision energy by the second force transmission path, thereby reducing the maintenance and use costs of the vehicle to a certain extent.

[0095] In specific implementation, the oblique support member 6 can be welded to the second anti-collision beam 3 and / or the second energy absorption box 4 to ensure connection reliability, thereby ensuring stable conduction of collision energy.

[0096] Of course, in other implementations, the oblique support member 6 may also be connected to the second anti-collision beam 3 and / or the second energy absorption box 4 by bolts or the like.

[0097] In some embodiments, reference Figure 1 and Figure 7 As shown, the dimension of the first anti-collision beam 1 along the vehicle height direction is greater than the dimension of the second anti-collision beam 3 along the vehicle height direction.

[0098] This arrangement can increase the contact area between the first anti-collision beam 1 and external collision objects (such as other vehicles, pedestrians, etc.) to a certain extent, making the first force transmission path the main path of collision energy, effectively absorbing the collision energy, and assisting energy absorption through the second force transmission path, further ensuring the safety of drivers and pedestrians.

[0099] In some embodiments, reference Figure 7 As shown, the first anti-collision beam 1 is located in front of the second anti-collision beam 3 along the length direction of the vehicle.

[0100] In this way, when a head-on collision occurs, the first anti-collision beam 1 can act as the main anti-collision beam to absorb and conduct the collision energy along the first force transmission path in advance. When the second anti-collision beam 3 is subjected to the collision load, the second force transmission path can cooperate with the first force transmission path to synchronously absorb the collision energy, thereby avoiding the collision force from invading the vehicle's cabin 40.

[0101] In some embodiments, reference Figure 2 As shown, the second energy absorbing box 4 is detachably connected to the sub-frame assembly 30 .

[0102] With such arrangement, when one of the second energy absorbing box 4 and the sub-frame assembly 30 is damaged, only the damaged component needs to be replaced, thereby avoiding the scrapping of the second energy absorbing box 4 and the sub-frame assembly 30 as a whole to a certain extent, which is beneficial to saving the maintenance and use costs of the vehicle.

[0103] For example, refer to Figure 2 As shown, the second energy absorbing box 4 and the subframe assembly 30 can be detachably connected by bolts.

[0104] Of course, the second energy absorbing box 4 and the subframe assembly 30 may also be detachably connected via buckles.

[0105] In some embodiments, reference Figure 2 As shown, there are at least three connection points between the second energy absorbing box 4 and the subframe assembly 30, which can improve the stability of the connection between the second energy absorbing box 4 and the subframe assembly 30 to a certain extent, thereby facilitating stable and continuous transmission of the collision energy on the second force transmission path.

[0106] For example, refer to Figure 2 As shown, the second energy absorbing box 4 and the sub-frame assembly 30 can be detachably connected via the connecting plate 7. For example, the connecting plate 7 can be connected to the second energy absorbing box 4 via two bolts, and then connected to the sub-frame assembly 30 via two bolts, so as to form four connection points between the second energy absorbing box 4 and the sub-frame assembly 30.

[0107] In some embodiments, reference Figure 1 As shown, the first energy absorption box 2 is detachably connected to the vehicle body longitudinal beam 20 .

[0108] With this arrangement, when one of the first energy absorption box 2 and the vehicle body longitudinal beam 20 is damaged, only the damaged component needs to be replaced, thereby avoiding the entire first energy absorption box 2 and the vehicle body longitudinal beam 20 from being scrapped to a certain extent, which is beneficial to saving the maintenance and use costs of the vehicle.

[0109] Exemplarily, the first energy absorption box 2 may be detachably connected to the vehicle body longitudinal beam 20 via bolts.

[0110] Of course, the first energy absorbing box 2 and the vehicle body longitudinal beam 20 may also be detachably connected via snap fasteners.

[0111] For example, refer to Figure 8 As shown, a mounting plate 8 may be provided on the first energy absorbing box 2 so that the first energy absorbing box 2 is detachably connected to the vehicle body longitudinal beam 20 via the mounting plate 8 .

[0112] In some embodiments, reference Figure 1 and Figure 2 As shown, the anti-collision support member 5 includes an anti-collision support plate, and the cross-sectional shape of the anti-collision support plate on the horizontal plane is an arc-shaped structure protruding toward the direction of the vehicle head. The horizontal plane here refers to a plane parallel to the ground when the vehicle is placed on the ground.

[0113] In this way, the bending torsion force of the anti-collision support 5 can be increased to a certain extent, so that the collision energy received by the anti-collision support 5 can be dispersed left and right along the anti-collision support 5 in the vehicle width direction, thereby reducing the collision energy transmitted to the sub-frame assembly 30, thereby reducing the degree of damage to the sub-frame assembly 30 and the vehicle body longitudinal beam 20, improving the protection effect for the driver and passengers, and reducing the maintenance cost of the vehicle. In addition, when the vehicle collides at a high speed, by dispersing the collision energy, deformation occurs as much as possible on the sub-frame assembly 30, further ensuring that the driver's cabin 40 will not be deformed, and improving the protection effect for the driver and passengers.

[0114] Of course, the anti-collision support member 5 can also be an anti-collision support bar or the like.

[0115] In some embodiments, reference Figure 1 and Figure 2 As shown, the cross-sectional shape of the anti-collision support plate on a vertical plane parallel to the length direction of the vehicle is an arc-shaped structure protruding toward the head of the vehicle. That is, for the anti-collision support plate, when viewed from the left side of the vehicle toward the right side of the vehicle, or from the right side of the vehicle toward the left side of the vehicle, its shape is an arc-shaped structure.

[0116] In this way, the bending torsion force of the anti-collision support 5 can be increased to a certain extent, so that the collision energy received by the anti-collision support 5 can be dispersed forward and backward along the anti-collision support 5 in the length direction of the vehicle, thereby reducing the collision energy transmitted to the sub-frame assembly 30, thereby reducing the degree of damage to the sub-frame assembly 30 and the vehicle body longitudinal beam 20, improving the protection effect for the driver and passengers, and reducing the maintenance cost of the vehicle. In addition, when the vehicle collides at a high speed, by dispersing the collision energy, the deformation occurs as much as possible on the sub-frame assembly 30, further ensuring that the driver's cabin 40 will not be deformed, and improving the protection effect for the driver and passengers.

[0117] In some embodiments, reference Figure 1 and Figure 2 As shown, the cross-sectional shape of at least one of the first anti-collision beam 1 and the second anti-collision beam 3 on the horizontal plane is an arc-shaped structure convex toward the direction of the vehicle head.

[0118] In this way, the bending torsion force of at least one of the first anti-collision beam 1 and the second anti-collision beam 3 can be increased to a certain extent, so that the collision energy received by at least one of the first anti-collision beam 1 and the second anti-collision beam 3 can be dispersed left and right along the width direction of the vehicle, which is conducive to reducing the collision energy transmitted to the subframe assembly 30, thereby reducing the degree of damage to the subframe assembly 30 and the vehicle body longitudinal beam 20, improving the protection effect for drivers and passengers, and reducing the maintenance cost of the vehicle. In addition, when the vehicle collides at a high speed, by dispersing the collision energy, deformation occurs as much as possible on the subframe assembly 30 and the vehicle body longitudinal beam 20, further ensuring that the driver's cabin 40 will not be deformed, and improving the protection effect for drivers and passengers.

[0119] In some embodiments, reference Figure 1 and Figure 2 As shown, the cross-sectional shape of at least one of the first anti-collision beam 1 and the second anti-collision beam 3 on a vertical plane parallel to the length direction of the vehicle is an arc-shaped structure convex toward the direction of the vehicle head.

[0120] In this way, the bending torsion force of at least one of the first anti-collision beam 1 and the second anti-collision beam 3 can be increased to a certain extent, so that the collision energy received by at least one of the first anti-collision beam 1 and the second anti-collision beam 3 can be dispersed forward and backward along the length direction of the vehicle, thereby helping to reduce the collision energy transmitted to the subframe assembly 30, thereby reducing the degree of damage to the subframe assembly 30 and the vehicle body longitudinal beam 20, improving the protection effect for drivers and passengers, and reducing the maintenance cost of the vehicle. In addition, when the vehicle collides at a high speed, by dispersing the collision energy, deformation occurs as much as possible on the subframe assembly 30 and the vehicle body longitudinal beam 20, further ensuring that the driver's cabin 40 will not be deformed, thereby improving the protection effect for drivers and passengers.

[0121] In some embodiments, reference Figure 8 and Fig. 9 As shown, the first anti-collision beam 1 has a third energy absorbing cavity 11. The third energy absorbing cavity 11 is at least used to allow the first anti-collision beam 1 to deform when the first anti-collision beam 1 is impacted.

[0122] In this way, through the setting of the third energy absorbing chamber 11, when the collision energy is transmitted to the first anti-collision beam 1, the third energy absorbing chamber 11 can induce the first anti-collision beam 1 to deform so as to absorb the collision energy to a certain extent, thereby reducing the collision energy transmitted to the first energy absorbing box 2 to a certain extent, and then helping to reduce the magnitude of the collision energy transmitted to the vehicle body longitudinal beam 20, avoiding the collision energy from invading the driver's cabin 40, and further ensuring the safety of the driver and passengers.

[0123] In some embodiments, reference Fig. 9 As shown, a second support member 12 is disposed in the third energy absorbing cavity 11 , and the second support member 12 extends along the length direction of the vehicle to divide the third energy absorbing cavity 11 into at least two second sub-energy absorbing cavities.

[0124] In this way, the collision energy transmitted to different positions of the first anti-collision beam 1 can be absorbed separately by each third energy-absorbing cavity 11, so as to improve the absorption effect of the first anti-collision beam 1 on the collision energy. Moreover, by setting the second support member 12, the first anti-collision beam 1 can be supported and strengthened to a certain extent, thereby ensuring the collision strength and structural strength of the first anti-collision beam 1 itself. Therefore, while absorbing the collision energy, it can also avoid the situation where the first anti-collision beam 1 is too low in strength and breaks during a collision to a certain extent, thereby reducing the maintenance and use costs of the vehicle to a certain extent.

[0125] In some embodiments, reference Fig. 9 As shown, along the length direction of the vehicle, the third energy absorbing cavity 11 has a front wall 111 and a rear wall 112 opposite to each other, and the second support member 12 includes a first support segment 121 and a second support segment 122 .

[0126] In some embodiments, reference Fig. 9 As shown, the first support segment 121 and the second support segment 122 are sequentially connected between the front wall 111 and the rear wall 112. A first preset angle is formed between the projection of the first support segment 121 on a vertical plane parallel to the length direction of the vehicle and the projection of the front wall 111 on a vertical plane parallel to the length direction of the vehicle.

[0127] In this way, while supporting the first anti-collision beam 1 through the second support member 12, it is also convenient to induce the corresponding third energy absorption cavity 11 to deform through the first support section 121, so as to improve the energy absorption effect of the first anti-collision beam 1, thereby helping to reduce the amount of collision energy transmitted to the vehicle body longitudinal beam 20, thereby achieving good protection for the driver and passengers.

[0128] In some embodiments, reference Fig. 9 As shown, a second preset angle is formed between the projection of the first support segment 121 on the vertical plane parallel to the length direction of the vehicle and the projection of the second support segment 122 on the vertical plane parallel to the length direction of the vehicle.

[0129] In this way, the third energy absorption cavity 11 is further induced to deform by the second support segment 122 and the first support segment 121 , thereby further improving the energy absorption effect of the first anti-collision beam 1 .

[0130] Exemplarily, for example, the second preset angle may be 140°.

[0131] In some embodiments, reference Fig. 9 As shown, a third preset angle is formed between the projection of the second support segment 122 on the vertical plane parallel to the length direction of the vehicle and the projection of the rear wall 112 on the vertical plane parallel to the length direction of the vehicle.

[0132] This can further induce the third energy absorbing cavity 11 to deform, so that the energy absorbing effect of the first anti-collision beam 1 is better.

[0133] In some embodiments, reference Figure 8 As shown, the first anti-collision beam 1 has an induced deformation portion 13. The induced deformation portion 13 facilitates the first anti-collision beam 1 to deform under the impact of the collision load, thereby further improving the energy absorption effect of the first anti-collision beam 1.

[0134] In some embodiments, reference Figure 8 As shown, the induced deformation portion 13 includes a first induced deformation groove 131 , which is located on a side of the first anti-collision beam 1 away from the vehicle body longitudinal beam 20 , and the first induced deformation groove 131 is recessed in a direction close to the vehicle body longitudinal beam 20 .

[0135] In this way, the first induced deformation groove 131 can be used to induce the first anti-collision beam 1 to deform, thereby ensuring that the first anti-collision beam 1 effectively absorbs the collision energy and can also provide protection for pedestrians when a vehicle collides with pedestrians.

[0136] For example, refer to Figure 8 As shown, the number of the first induced deformation grooves 131 may be two, and they may be arranged at intervals along the vehicle width direction.

[0137] In some embodiments, reference Figure 8 As shown, the induced deformation portion 13 includes a second induced deformation groove 132 , which is located on a side of the first anti-collision beam 1 away from the second anti-collision beam 3 , and is recessed toward the direction close to the second anti-collision beam 3 .

[0138] In this way, the second induced deformation groove 132 can be used to induce the first anti-collision beam 1 to deform, thereby ensuring that the first anti-collision beam 1 can effectively absorb the collision and can also provide protection for pedestrians when a vehicle collides with pedestrians.

[0139] For example, refer to Figure 8 As shown, the number of the second deformation inducing grooves 132 may be two, and they may be arranged at intervals along the vehicle width direction.

[0140] In some embodiments, reference Figure 1 and Figure 7 As shown, along the height direction of the vehicle, the second anti-collision beam 3 is located below the second energy absorption box 4 .

[0141] In this way, the height of the second anti-collision beam 3 can be reduced to a certain extent, ensuring the lower protection effect of the vehicle. Therefore, when the vehicle collides head-on with other vehicles, it can avoid the other vehicles from being scratched under the vehicle to a certain extent, which is beneficial to protect the vehicle and other vehicles to a certain extent.

[0142] In some embodiments, reference Fig. 9 As shown, at least one side of the first anti-collision beam 1 along the vehicle height direction is further provided with an extension section 14 , and the extension section 14 is extended in a direction away from the first anti-collision beam 1 .

[0143] This arrangement can increase the contact area between the first anti-collision beam 1 and the external collision object to a certain extent, thereby providing support and protection to the external collision object (such as pedestrians) to a certain extent.

[0144] In some embodiments, reference Figure 8 As shown, the side of the third energy absorbing cavity 11 facing the first energy absorbing box 2 has a second opening 113 , and a portion of the first energy absorbing box 2 extends into the third energy absorbing cavity 11 through the second opening 113 .

[0145] In this arrangement, the first anti-collision beam 1 wraps the first energy absorption box 2 to a certain extent, which can increase the connection area between the first anti-collision beam 1 and the first energy absorption box 2 to a certain extent, ensure the reliability of the connection between the two, and in this way, when the third energy absorption cavity 11 collapses and deforms to absorb energy, the collision energy on the first anti-collision beam 1 can also be transmitted to the first energy absorption box 2 in time, ensuring the energy absorption efficiency of the anti-collision beam assembly 10. At the same time, this is also conducive to reducing the size of the vehicle in the length direction to a certain extent, and reserving space for the design and installation of other components on the vehicle.

[0146] The present embodiment further provides a vehicle body assembly, including a vehicle body longitudinal beam 20 , a subframe assembly 30 and an anti-collision beam assembly 10 .

[0147] The anti-collision beam assembly 10 has the same structure and implementation principle as the anti-collision beam assembly 10 provided in the above-mentioned embodiment, and can bring the same or similar technical effects, which will not be described one by one here, and the details can be referred to the description of the above-mentioned embodiment.

[0148] In some embodiments, reference Figure 7 As shown, the subframe assembly 30 includes a subframe longitudinal beam 301, and the subframe longitudinal beam 301 includes a first beam section 302 and a second beam section 303 arranged along the length direction of the vehicle. Along the height direction of the vehicle, the first beam section 302 is located above the second beam section 303, and the first beam section 302 and the second beam section 303 are connected by an intermediate beam section 304; the end of the first beam section 302 away from the second beam section 303 is connected to the second energy absorption box 4.

[0149] In this way, the projection of the sub-frame assembly 30 in the vertical plane of the vehicle forms a Z-shaped structure, so that when the collision energy is transmitted to the sub-frame assembly 30, the connection between the middle beam section 304 and the first beam section 302 and the connection between the middle beam section 304 and the second beam section 303 can induce the sub-frame assembly 30 to collapse and deform to absorb energy, thereby improving the energy absorption effect of the sub-frame assembly 30 to a certain extent, and further improving the protection effect on the driver and passengers.

[0150] For example, refer to Figure 7 As shown, the second energy absorbing box 4 and the first beam section 302 can be placed at the same height along the height direction of the vehicle, so that the collision energy absorbed by the second energy absorbing box 4 can be smoothly transferred to the subframe longitudinal beam 301, so that the subframe assembly 30 can further effectively absorb the collision energy and further ensure the anti-collision effect. In addition, this also facilitates the connection between the second energy absorbing box 4 and the first beam section 302, which is beneficial to improving the installation efficiency of the two.

[0151] This embodiment also provides a vehicle, including an anti-collision beam assembly 10 of a front cabin of the vehicle; or, the vehicle includes a body assembly of the vehicle.

[0152] The anti-collision beam assembly 10 of the front cabin of the vehicle and the body assembly of the vehicle have the same structure and implementation principle as the anti-collision beam assembly 10 of the front cabin of the vehicle and the body assembly of the vehicle provided in the above-mentioned embodiments, and can bring the same or similar technical effects, which will not be described one by one here, and please refer to the description of the above-mentioned embodiments for details.

[0153] In this article, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, or it can be indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0154] In this article, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0155] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An anti-collision beam assembly for a front cabin of a vehicle, characterized in that: It comprises a first anti-collision beam (1), a first energy absorption box (2), a second anti-collision beam (3) and a second energy absorption box (4); The first anti-collision beam (1) is located above the second anti-collision beam (3) in the vehicle height direction, and the first anti-collision beam (1) is located at the front side of the vehicle body longitudinal beam (20) in the vehicle length direction, and the first energy absorption box (2) is used to be connected between the first anti-collision beam (1) and the vehicle body longitudinal beam (20); The second anti-collision beam (3) and the second energy absorbing box (4) are both located at the front side of the subframe assembly (30) of the vehicle in the length direction of the vehicle, the second anti-collision beam (3) and the second energy absorbing box (4) are staggered in the height direction of the vehicle, and the second anti-collision beam (3) is connected to one end of the second energy absorbing box (4) through an anti-collision support member (5), and the other end of the second energy absorbing box (4) is used to be connected to the subframe assembly (30).

2. The anti-collision beam assembly for the front cabin of a vehicle according to claim 1, characterized in that: The anti-collision support member (5) has a first energy absorbing cavity (51) to at least cause the anti-collision support member (5) to deform when impacted by an external force.

3. The anti-collision beam assembly of the front cabin of the vehicle according to claim 2, characterized in that: At least one first support member (52) is arranged in the first energy absorbing cavity (51), and the first support member (52) extends along the length direction of the vehicle to divide the first energy absorbing cavity (51) into at least two first sub-energy absorbing cavities.

4. The anti-collision beam assembly for the front cabin of a vehicle according to claim 1, characterized in that: The second anti-collision beam (3) has a second energy absorbing cavity (31) to at least cause the second anti-collision beam (3) to deform when impacted by an external force; A reinforcing protrusion (311) is provided on the cavity wall of the second energy absorbing cavity (31); and / or a first opening (312) is provided on the cavity wall of the second energy absorbing cavity (31), a mounting member (313) is provided at the first opening (312), at least a portion of the mounting member (313) extends into the second energy absorbing cavity (31) through the first opening (312), and the mounting member (313) is used to fix a preset component on the vehicle.

5. The anti-collision beam assembly of the front cabin of the vehicle according to claim 1, characterized in that: An oblique support member (6) is provided between the second anti-collision beam (3) and the second energy absorption box (4), and the oblique support member (6) is arranged obliquely along the height direction of the vehicle; and / or, the dimension of the first anti-collision beam (1) in the vehicle height direction is greater than the dimension of the second anti-collision beam (3) in the vehicle height direction; and / or, along the length direction of the vehicle, the first anti-collision beam (1) is located in front of the second anti-collision beam (3); And / or, the subframe assembly (30) comprises two subframe longitudinal beams (301), the number of the second energy absorption box (4) and the number of the anti-collision support member (5) are both two, and one second energy absorption box (4) and one anti-collision support member (5) are provided between each of the subframe longitudinal beams (301) and the second anti-collision cross beam (3); And / or, the second energy absorption box (4) is detachably connected to the subframe assembly (30); and / or, the number of connection points between the second energy absorption box (4) and the subframe assembly (30) is at least three; And / or, the first energy absorption box (2) is detachably connected to the vehicle body longitudinal beam (20).

6. The anti-collision beam assembly of the front cabin of a vehicle according to any one of claims 1 to 5, characterized in that: The anti-collision support member (5) comprises an anti-collision support plate, the cross-sectional shape of the anti-collision support plate on the horizontal plane being an arc-shaped structure convex toward the direction of the vehicle head; And / or, the anti-collision support member (5) comprises an anti-collision support plate, the cross-sectional shape of the anti-collision support plate on a vertical plane parallel to the length direction of the vehicle is an arc-shaped structure convex toward the head of the vehicle; And / or, the cross-sectional shape of at least one of the first anti-collision beam (1) and the second anti-collision beam (3) in the horizontal plane is an arc-shaped structure convex toward the head of the vehicle; And / or, the cross-sectional shape of at least one of the first anti-collision beam (1) and the second anti-collision beam (3) on a vertical plane parallel to the length direction of the vehicle is an arc-shaped structure convex toward the head of the vehicle.

7. The anti-collision beam assembly of the front cabin of a vehicle according to any one of claims 1 to 5, characterized in that: The first anti-collision beam (1) has a third energy absorbing cavity (11) to at least cause the first anti-collision beam (1) to deform when impacted by an external force.

8. The anti-collision beam assembly for the front cabin of a vehicle according to claim 7, characterized in that: A second support member (12) is arranged in the third energy absorbing cavity (11), and the second support member (12) extends along the length direction of the vehicle to divide the third energy absorbing cavity (11) into at least two second sub-energy absorbing cavities.

9. The anti-collision beam assembly for the front cabin of a vehicle according to claim 8, characterized in that: In the vehicle length direction, the third energy absorbing cavity (11) has a front wall (111) and a rear wall (112) opposite to each other, and the second support member (12) comprises a first support section (121) and a second support section (122); the first support section (121) and the second support section (122) are sequentially connected between the front wall (111) and the rear wall (112); A first preset angle is formed between the projection of the first support section (121) on a vertical plane parallel to the length direction of the vehicle and the projection of the front wall (111) on a vertical plane parallel to the length direction of the vehicle; and / or a second preset angle is formed between the projection of the first support section (121) on a vertical plane parallel to the length direction of the vehicle and the projection of the second support section (122) on a vertical plane parallel to the length direction of the vehicle; and / or a third preset angle is formed between the projection of the second support section (122) on a vertical plane parallel to the length direction of the vehicle and the projection of the rear wall (112) on a vertical plane parallel to the length direction of the vehicle.

10. The anti-collision beam assembly of the front cabin of a vehicle according to any one of claims 1 to 5, characterized in that: The first anti-collision beam (1) has an induced deformation portion (13); The induced deformation portion (13) comprises a first induced deformation groove (131), the first induced deformation groove (131) is located on a side of the first anti-collision beam (1) away from the vehicle body longitudinal beam (20), and the first induced deformation groove (131) is recessed in a direction close to the vehicle body longitudinal beam (20); and / or the induced deformation portion (13) comprises a second induced deformation groove (132), the second induced deformation groove (132) is located on a side of the first anti-collision beam (1) away from the second anti-collision beam (3), and the second induced deformation groove (132) is recessed in a direction close to the second anti-collision beam (3).

11. The anti-collision beam assembly of the front cabin of a vehicle according to any one of claims 1 to 5, characterized in that: In the height direction of the vehicle, the second anti-collision beam (3) is located below the second energy absorption box (4); And / or, at least one side of the first anti-collision beam (1) along the vehicle height direction is further provided with an extension section (14), and the extension section (14) is extended in a direction away from the first anti-collision beam (1); And / or, the first anti-collision beam (1) has a third energy absorption cavity (11), the third energy absorption cavity (11) is at least used to deform when the first anti-collision beam (1) is impacted by an external force, and the third energy absorption cavity (11) has a second opening (113) on a side facing the first energy absorption box (2), and a portion of the first energy absorption box (2) extends into the third energy absorption cavity (11) through the second opening (113).

12. A vehicle body assembly, characterized in that: The invention comprises a vehicle body longitudinal beam (20), a subframe assembly (30), and an anti-collision beam assembly (10) for a front compartment of a vehicle as claimed in any one of claims 1 to 11.

13. The vehicle body assembly according to claim 12, characterized in that: The sub-frame assembly (30) comprises a sub-frame longitudinal beam (301), wherein the sub-frame longitudinal beam (301) comprises a first beam section (302) and a second beam section (303) arranged along the length direction of the vehicle; In the vehicle height direction, the first beam section (302) is located above the second beam section (303), and the first beam section (302) and the second beam section (303) are connected via an intermediate beam section (304); an end of the first beam section (302) away from the second beam section (303) is connected to the second energy absorption box (4).

14. A vehicle, characterized in that: An anti-collision beam assembly (10) for a front compartment of a vehicle comprising any one of claims 1 to 11; Alternatively, the vehicle comprises the vehicle body assembly as claimed in claim 12 or 13.

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