Anti-collision beam, vehicle body front structure and vehicle

Abstract

The utility model belongs to the technical field of anti-collision beams, and particularly relates to an anti-collision beam, a vehicle body front structure and a vehicle. The anti-collision beam comprises a main anti-collision beam, a first energy absorption box and a second energy absorption box, the first end of the first energy absorption box is connected with the main anti-collision beam, and the second end of the first energy absorption box is suitable for being connected with a longitudinal beam of the vehicle; the first end of the second energy absorption box is installed on the main anti-collision beam, and the second end of the second energy absorption box is suitable for transmitting stress to the longitudinal beam through an inclined strut of the vehicle. The second energy absorption box deflects inwards and collides with the inclined strut on the longitudinal beam, the inclined strut serves as a collision structure to transmit force to the longitudinal beam, the force transmission path of small deflection collision is increased, more force is guided to the longitudinal beam, the energy absorption effect of the longitudinal beam is improved, the collision performance of the whole vehicle is improved, and the invasion amount of a barrier to a passenger compartment is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of anti-collision beams, in particular to an anti-collision beam, a front structure of a vehicle body and a vehicle. Background Art

[0002] The anti-collision beam is an important safety device that absorbs and buffers external impact and protects the front and rear parts of the vehicle body. Energy absorption boxes with very low yield strength are usually set at both ends of the anti-collision beam, and then connected to the longitudinal beam of the vehicle body by bolts. In a 25% small offset collision, the collision force transmitted to the longitudinal beam by the existing energy absorption box structure is limited, resulting in a small energy absorption effect of the longitudinal beam, which reduces the safety performance of the car and the safety index of the occupants. Utility Model Content

[0003] The technical problem to be solved by the utility model is: to provide an anti-collision beam, a front body structure and a vehicle in view of the problem that only a small part of the collision force of the existing anti-collision beam is transmitted to the longitudinal beam through the energy absorption box, resulting in very small energy absorption effect of the longitudinal beam at the front end of the vehicle body.

[0004] In order to solve the above technical problems, on the one hand, the embodiment of the utility model provides an anti-collision beam, including a main anti-collision beam;

[0005] A first energy absorption box, wherein a first end of the first energy absorption box is connected to the main anti-collision beam, and a second end of the first energy absorption box is suitable for connecting to a longitudinal beam of the vehicle;

[0006] A second energy absorption box, wherein the first end of the second energy absorption box is mounted on the main anti-collision beam, and the second end is suitable for transmitting the force to the longitudinal beam through the diagonal support of the vehicle.

[0007] Optionally, a reinforcement piece is further included, a cavity extending along the extension direction of the main anti-collision beam is formed inside the main anti-collision beam, and the reinforcement piece is accommodated in the cavity and connected to the second energy absorption box.

[0008] Optionally, the reinforcement member includes a plurality of reinforcement blocks, and the cavity is provided with a plurality of reinforcement blocks, and each reinforcement block is accommodated in a corresponding cavity.

[0009] Optionally, a first hole is provided on the reinforcement block, a second hole is provided on the main anti-collision beam, and a third hole is provided on the second energy absorption box, and the positions of the first hole, the second hole and the third hole are correspondingly arranged.

[0010] Optionally, the reinforcement block is connected to the main anti-collision beam via a fixing piece, and the fixing piece is passed through the first hole, the second hole and the third hole.

[0011] Optionally, the reinforcement member further includes a connecting plate, a plurality of the reinforcement blocks are spaced apart on the connecting plate and fixed to the connecting plate, and the connecting plate covers the opening of the cavity.

[0012] Optionally, the reinforcement block and the connecting plate are formed integrally.

[0013] Optionally, two of each of the first energy absorption box, the second energy absorption box and the reinforcement are provided, the two first energy absorption boxes are respectively located at both ends of the main anti-collision beam, the cavity is a cavity with openings at both ends and a reinforcement is placed at each opening, and each of the second energy absorption boxes is connected to the corresponding reinforcement.

[0014] Optionally, the main anti-collision beam includes a first frame and a plurality of transverse ribs arranged at intervals, the transverse ribs extend along the extension direction of the main anti-collision beam, the first frame is a closed shape, and the plurality of transverse ribs separate the interior of the first frame into a plurality of cavities.

[0015] Optionally, the transverse ribs are wavy.

[0016] Optionally, a plurality of collapse holes are provided on the first energy absorption box.

[0017] Optionally, the second energy absorption box includes a second frame, vertical ribs and a plurality of oblique ribs, wherein the plurality of oblique ribs are arranged at intervals along the extension direction of the vertical ribs, the vertical ribs extend along the front-rear direction of the vehicle, and the oblique ribs and the vertical ribs form an acute angle.

[0018] Optionally, an end of the oblique rib close to the longitudinal beam of the vehicle is located behind an end of the oblique rib away from the longitudinal beam of the vehicle along the front-rear direction of the vehicle.

[0019] Optionally, the second frame includes a first side panel, a second side panel, a third side panel, a fourth side panel and a fifth side panel, and the first side panel, the second side panel, the third side panel, the fourth side panel and the fifth side panel are sequentially connected to form a closed structure;

[0020] The first side plate and the third side plate are arranged opposite to each other, the second side plate connects one end of the first side plate and one end of the third side plate, the fifth side plate is connected between one end of the fourth side plate and the other end of the first side plate, and the other end of the fourth side plate is connected to the other end of the third side plate;

[0021] The fourth side plate and the fifth side plate are connected at an angle to define an installation space, and one end of the main anti-collision beam is arranged in the installation space.

[0022] Optionally, the oblique ribs are connected between the first side panel and the third side panel, the vertical ribs are arranged between the first side panel and the third side panel and the three are parallel to each other, and the vertical ribs are connected between the intersection of the fourth side panel and the fifth side panel and the second side panel; the end of the main anti-collision beam abuts against the fourth side panel and the fifth side panel at the same time;

[0023] The fifth side plate is connected to the main anti-collision beam.

[0024] On the other hand, an embodiment of the utility model provides a vehicle body front structure, including a longitudinal beam, a diagonal brace and the anti-collision beam as described above, wherein one end of the diagonal brace is connected to the longitudinal beam.

[0025] Optionally, the collapse amount of the first energy absorbing box is greater than or equal to the distance between the second energy absorbing box and the diagonal brace.

[0026] Optionally, the diagonal brace includes a first connection portion and a second connection portion, the first connection portion is connected to the longitudinal beam, and one end of the second connection portion is connected to the first connection portion;

[0027] When the first energy absorbing box collapses, the second energy absorbing box can abut against an end of the first connection portion away from the second connection portion, and the second connection portion extends obliquely upward along the front-rear direction of the vehicle.

[0028] On the other hand, an embodiment of the present invention provides a vehicle, comprising the vehicle body front structure as described above.

[0029] The anti-collision beam provided in the embodiment of the utility model has a main anti-collision beam whose end portion will bend and deform toward the longitudinal beam direction of the vehicle after being impacted, and at the same time drive the second energy absorption box connected to the end portion of the main anti-collision beam to deflect inwardly. The inwardly deflected second energy absorption box will hit the diagonal brace on the longitudinal beam. The diagonal brace as a collision structure will transfer force to the longitudinal beam, thereby increasing the force transmission path of small offset collisions, guiding more force to the longitudinal beam to increase its energy absorption effect, which can effectively increase the energy absorption during vehicle collision, improve the collision performance of the entire vehicle, and reduce the intrusion of the barrier into the passenger compartment. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic diagram of an anti-collision beam provided by an embodiment of the utility model;

[0031] Figure 2 It is a top view of an anti-collision beam provided by an embodiment of the utility model;

[0032] Figure 3 yes Figure 2 Schematic diagram of the cross section along the AA direction;

[0033] Figure 4This is an exploded view of an anti-collision beam provided by an embodiment of the utility model;

[0034] Figure 5 It is a schematic diagram of a second energy absorption box provided in one embodiment of the utility model;

[0035] Figure 6 yes Figure 5 Schematic diagram of the cross section along the BB direction;

[0036] Figure 7 It is a schematic diagram of a first energy absorption box provided in one embodiment of the utility model;

[0037] Figure 8 It is a schematic diagram of a vehicle body front structure provided by an embodiment of the utility model.

[0038] The reference numerals in the specification are as follows:

[0039] 1. Main anti-collision beam; 11. Cavity; 12. First frame; 121. Second hole; 13. Transverse rib;

[0040] 2. First energy absorption box; 21. Collapse hole;

[0041] 3. Second energy absorption box; 31. Second frame; 311. First side panel; 312. Second side panel; 313. Third side panel; 314. Fourth side panel; 315. Fifth side panel; 3151. Third hole; 32. Vertical ribs; 33. Oblique ribs;

[0042] 4. reinforcement member; 41. reinforcement block; 411. first hole; 42. connection plate;

[0043] 5. Stringer;

[0044] 6. diagonal brace; 61. first connecting portion; 62. second connecting portion;

[0045] 7. Barrier. DETAILED DESCRIPTION

[0046] In order to make the technical problems, technical solutions and beneficial effects solved by the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0047] like Figures 1 to 8As shown, an anti-collision beam provided by an embodiment of the utility model includes a main anti-collision beam 1, a first energy absorption box 2 and a second energy absorption box 3. The main anti-collision beam 1 extends in the left-right direction of the vehicle. The first end of the first energy absorption box 2 is connected to the main anti-collision beam 1, and the second end is suitable for connecting to the longitudinal beam 5 of the vehicle. The collision force can be transmitted to the longitudinal beam 5 of the vehicle through the first energy absorption box 2. The first end of the second energy absorption box 3 is installed on the main anti-collision beam 1, and the second end is suitable for transmitting the force to the longitudinal beam 5 through the diagonal brace 6 of the vehicle. The second energy absorption box 3 is welded to the end of the main anti-collision beam 1 by a two-protection welding process, and the second energy absorption box 3 is located on the outside of the first energy absorption box 2 in the inner and outer directions of the vehicle.

[0048] When the vehicle encounters a 25% small offset collision, the collision force is first absorbed by the main anti-collision beam 1. After the end of the main anti-collision beam 1 is hit, the main anti-collision beam 1 is compressed and deformed, and the end of the main anti-collision beam 1 is bent and deformed toward the longitudinal beam 5 of the vehicle, and at the same time, the second energy absorption box 3 connected to the end of the main anti-collision beam 1 is deflected inward. The longitudinal beam 5 is equipped with a diagonal brace 6. The inwardly deflected second energy absorption box 3 will hit the diagonal brace 6. The diagonal brace 6, as a collision structure, will transfer the force to the longitudinal beam 5. That is, the main anti-collision beam 1 can transmit force to the longitudinal beam 5 through two paths. The first force transmission path is the main anti-collision beam 1-the first energy absorption box 2-the longitudinal beam 5, and the second force transmission path is the main anti-collision beam 1-the second energy absorption box 3-the diagonal brace 6-the longitudinal beam 5. The first energy absorbing box 2 and the second energy absorbing box 3 increase the force transmission path of small side collisions, and guide more force to the longitudinal beam 5 to increase its energy absorption effect. This can effectively increase the energy absorption during vehicle collision, improve the collision performance of the entire vehicle, and reduce the intrusion of the barrier 7 into the passenger compartment.

[0049] In one embodiment, the anti-collision beam also includes a reinforcement member, and a cavity 11 is formed inside the main anti-collision beam 1 along its length direction. The reinforcement member 4 is accommodated in the cavity 11 and connected to the second energy absorption box 3, wherein the position of the reinforcement member 4 on the main anti-collision beam 1 corresponds to the position of the second energy absorption box 3, and the reinforcement member 4 is fastened to the second energy absorption box 3 and the main anti-collision beam 1 by fasteners such as bolts, thereby significantly improving the connection strength between the second energy absorption box 3 and the main anti-collision beam 1, reducing the force on the entire vehicle, and enhancing the energy absorption effect during a vehicle collision.

[0050] During a collision, the end of the main anti-collision beam 1 will tear under the huge impact force. By adding a reinforcement 4 to the end of the main anti-collision beam 1, the strength requirements of the main anti-collision beam 1 can be guaranteed, the ability of the main anti-collision beam 1 to resist the impact force of the collision can be enhanced, and the end of the main anti-collision beam 1 can be prevented from tearing during a collision. At the same time, during a collision, the main anti-collision beam 1 can provide a reverse bending moment for the second energy absorption box 3 to prevent the second energy absorption box 3 from rotating and falling off during a collision, thereby reducing the energy absorption effect.

[0051] In one embodiment, the reinforcement member 4 is an aluminum block, which can meet the requirements of lightness while ensuring the strength requirements.

[0052] In one embodiment, if Figure 2 As shown, the first energy absorbing box 2 and the second energy absorbing box 3 extend along the front-rear direction of the vehicle, and when they are hit by the barrier 7, they can transfer the collision force to the longitudinal beam 5 of the vehicle.

[0053] In one embodiment, if Figure 4 , Figure 6 As shown, the reinforcement 4 includes a plurality of reinforcement blocks 41, and a plurality of cavities 11 are provided. Each cavity 11 extends along the length direction of the main anti-collision beam 1. The number of cavities 11 is consistent with the number of reinforcement blocks 41. Each reinforcement block 41 is accommodated in the corresponding cavity 11. The plurality of reinforcement blocks 41 are connected to the second energy absorption box 3 by bolts to ensure the connection strength between the second energy absorption box 3 and the main anti-collision beam 1.

[0054] In one embodiment, if Figure 4 , Figure 6 As shown, a first hole 411 is penetrated on the reinforcement block 41, a second hole 121 is provided on the main anti-collision beam 1, and a third hole 3151 is provided on the second energy absorption box 3. The positions of the first hole 411, the second hole 121 and the third hole 3151 are correspondingly arranged. When each reinforcement block 41 is installed, the connection between the reinforcement block 41 and the second energy absorption box 3 can be achieved by passing bolts through the first hole 411, the corresponding second hole 121 and the corresponding third hole 3151.

[0055] The number of the third holes 3151 on the second energy absorption box 3 is consistent with the number of the reinforcement blocks 41. Second holes 121 are provided on the side surface of the main anti-collision beam 1 close to the second energy absorption box 3 and on the side surface of the main anti-collision beam 1 away from the second energy absorption box 3. The two second holes 121 are provided correspondingly, and the number of the second holes 121 is twice the number of the reinforcement blocks 41.

[0056] Each reinforcement block 41 is arranged between two second holes 121. After the reinforcement block 41 is placed in the cavity 11, the bolt is inserted from the second hole 121 on the side of the main anti-collision beam 1 away from the second energy absorption box 3, and after passing through the reinforcement block 41, it passes out from the second hole 121 on the side of the main anti-collision beam 1 close to the second energy absorption box 3 and is connected to the second energy absorption box 3.

[0057] In one embodiment, if Figure 4 , Figure 6As shown, the reinforcement member 4 further includes a connecting plate 42, a plurality of reinforcement blocks 41 are arranged at intervals on the connecting plate 42, the reinforcement blocks 41 are fixed to the connecting plate 42, the intervals between the reinforcement blocks 41 are determined according to the size of the cavity 11, the side of the reinforcement block 41 away from the connecting plate 42 is inserted toward the opening of the cavity 11, and the connecting plate 42 covers the opening of the cavity 11. The plurality of reinforcement blocks 41 can be connected through the connecting plate 42, which facilitates the connection and disassembly of the reinforcement member 4.

[0058] In one embodiment, the reinforcing block 41 and the connecting plate 42 can be integrally formed or separately fixedly connected.

[0059] In a specific embodiment, three cavities 11 and three reinforcing blocks 41 are provided, a groove of about 28 mm is formed between two adjacent reinforcing blocks 41 on the connecting plate 42, and the connecting plate 42 and the three reinforcing blocks 41 form an "E"-shaped structure.

[0060] In a specific embodiment, two first energy absorption boxes 2, two second energy absorption boxes 3 and two reinforcements 4 are provided, the two first energy absorption boxes 2 are respectively located at the two ends of the main anti-collision beam 1, and each second energy absorption box 3 is located on the outside of the corresponding first energy absorption box 2. The cavity 11 is a cavity with openings at both ends and a reinforcement 4 is placed at each opening, and each second energy absorption box 3 is connected to the corresponding reinforcement 4. There are two longitudinal beams 5 on the vehicle, and each longitudinal beam 5 is connected to the main anti-collision beam 1 through the corresponding first energy absorption box 2 to balance the left and right ends of the vehicle body and the vehicle, reduce the deformation of the passenger compartment, and enhance safety performance. When the barrier 7 collides with the two ends of the main anti-collision beam 1, the force is transmitted to the longitudinal beam 5 through the corresponding first energy absorption box 2 and the second energy absorption box 3.

[0061] In one embodiment, if Figure 1 , Figure 2 As shown, the end of the main anti-collision beam 1 is formed into an arc tangent to the small offset collision barrier 7 through a bending process, so that the barrier 7 has more contact area with the main anti-collision beam 1, which can not only save the space occupied by the main anti-collision beam 1 in the left and right directions of the vehicle, but also increase a component force of the barrier 7 along the tangent direction when the barrier 7 contacts the main anti-collision beam 1, so that the barrier 7 slides outward in the inside and outside directions of the vehicle, so that after the collision, the contact between the barrier 7 and the main anti-collision beam 1 is reduced, the positive impact force of the vehicle is reduced, and the force on the whole vehicle is reduced. At the same time, the force direction of the second energy absorption box 3 will also change, and more force will be transmitted to the longitudinal beam 5, enhancing the energy absorption effect of the vehicle collision process.

[0062] In one embodiment, if Figure 3As shown in the figure, the main anti-collision beam 1 includes a first frame 12 and a plurality of transverse ribs 13 arranged at intervals. A second hole 121 is provided on the first frame 12. The transverse ribs 13 extend along the length direction of the main anti-collision beam 1. The first frame 12 is in a closed shape, and the cross-sectional shape of the first frame 12 is square. The plurality of transverse ribs 13 are arranged at intervals in the up-down direction of the vehicle, and the interior of the first frame 12 is divided into a plurality of cavities 11. By arranging the transverse ribs 13 along the frontal collision direction of the vehicle, the rigidity and stability of the main anti-collision beam 1 are enhanced, and the energy absorption effect of the main anti-collision beam 1 can be enhanced.

[0063] Specifically, two transverse ribs 13 are provided, so that the cross-section of the main anti-collision beam 1 is in a "mu" shape structure. While being lightweight, effective collapse can be ensured, and the collision energy can be effectively dispersed and absorbed when impacted.

[0064] In a preferred embodiment, in the cross-section along the front-rear direction of the vehicle, the transverse rib 13 is wavy.

[0065] In one embodiment, as Figure 7 shown, a plurality of collapse holes 21 are provided on the first energy absorption box 2. The collapse holes 21 can induce the first energy absorption box 2 to compress and deform, enhancing the energy absorption effect of the frontal collision.

[0066] Among them, the cross-sectional shape of the first energy absorption box 2 is a "tian" shape. A number of collapse holes 21 are cut out on the four edges of the first energy absorption box 2 at a certain distance, which can induce the energy absorption box to compress and deform, enhancing the energy absorption effect of the frontal collision.

[0067] In one embodiment, as Figure 4 、 Figure 5 shown, the second energy absorption box 3 includes a second frame 31, vertical ribs 32 and a plurality of diagonal ribs 33. The second frame 31 is a closed structure. The plurality of diagonal ribs 33 are arranged at intervals along the extension direction of the vertical ribs 32. The vertical ribs 32 extend along the front-rear direction of the vehicle, and the diagonal ribs 33 and the vertical ribs 32 form an acute angle. A diagonal brace 6 is provided on the longitudinal beam 5 of the vehicle. The second energy absorption box 3 extends along the front-rear direction of the vehicle towards the diagonal brace 6. When the main anti-collision beam 1 is stressed and deformed and drives the second energy absorption box 3 to deflect, the second energy absorption box 3 deflects towards the junction of the longitudinal beam 5 and the diagonal brace 6 and finally abuts against the diagonal brace. On the premise of ensuring lightweight, vertical ribs 32 are provided in the direction where the second energy absorption box 3 deflects towards the diagonal brace 6, and a plurality of diagonal ribs 33 are provided in the direction where the second energy absorption box 3 deflects towards the longitudinal beam 5, so that the vertical ribs 32 and the diagonal ribs 33 are distributed along the force transmission direction, making the crushing effect of the vertical ribs 32 and the diagonal ribs 33 more ideal, ensuring that more force is transmitted to the longitudinal beam 5 and the diagonal brace 6 to increase their energy absorption effect and enhancing the energy absorption effect of the second energy absorption box 3.

[0068] In one embodiment, the plurality of diagonal ribs 33 are arranged at equal distances along the vertical ribs 32.

[0069] In one embodiment, one end of the oblique rib 33 close to the longitudinal beam 5 of the vehicle is located behind one end of the oblique rib 33 away from the longitudinal beam 5 of the vehicle along the front-rear direction of the vehicle, so that the oblique rib 33 is inclined along the direction of the second energy absorption box 3 toward the longitudinal beam 5, so that the second energy absorption box 3 absorbs energy more fully.

[0070] In one embodiment, if Figure 5 As shown, the second frame 31 includes a first side panel 311, a second side panel 312, a third side panel 313, a fourth side panel 314 and a fifth side panel 315, and the first side panel 311, the second side panel 312, the third side panel 313, the fourth side panel 314 and the fifth side panel 315 are sequentially connected to form a closed structure. The first side panel 311 and the third side panel 313 are arranged opposite to each other, the second side panel 312 connects one end of the first side panel 311 and one end of the third side panel 313, the fifth side panel 315 is connected between one end of the fourth side panel 314 and the other end of the first side panel 311, the other end of the fourth side panel 314 is connected to the other end of the third side panel 313, the fourth side panel 314 and the fifth side panel 315 are connected at an angle to define an installation space, and one end of the main anti-collision beam 1 is arranged in the installation space.

[0071] Among them, the fourth side panel 314 and the fifth side panel 315 are arranged opposite to each other, and the fourth side panel 314 and the fifth side panel 315 are connected to form a V-shaped installation space, and the second energy absorption box 3 is welded to the end of the main anti-collision beam 1 through the two-welding process, which increases the welding surface and improves the connection strength between the second energy absorption box 3 and the main anti-collision beam 1.

[0072] In one embodiment, if Figure 5 As shown, the oblique ribs 33 are connected between the first side plate 311 and the third side plate 313, the vertical ribs 32 and the oblique ribs 33 are arranged crosswise, the vertical ribs 32 are arranged between the first side plate 311 and the third side plate 313 and the three are parallel to each other, and the vertical ribs 32, the first side plate 311 and the third side plate 313 are arranged at equal intervals. The vertical ribs 32 are connected between the intersection of the fourth side plate 314 and the fifth side plate 315 and the second side plate 312, the fourth side plate 314 is connected between the vertical ribs 32 and the third side plate 313, and the fifth side plate 315 is connected between the vertical ribs 32 and the first side plate 311.

[0073] When the end of the main anti-collision beam 1 is accommodated in the installation space, the third hole 3151 is set on the fifth side plate 315, and the fifth side plate 315 is connected to the main anti-collision beam 1. One end of the main anti-collision beam 1 abuts against the fourth side plate 314 and the fifth side plate 315 at the same time. Since a reinforcement 4 is installed in the cavity 11 of the main anti-collision beam 1, the connecting plate 42 of the reinforcement 4 can abut against the fourth side plate 314. The main anti-collision beam 1, the fifth side plate 315 and the reinforcement 4 are fixedly connected by bolts and other fixing parts, which can further improve the connection strength between the second energy absorption box 3, the reinforcement 4 and the main anti-collision beam 1.

[0074] On the other hand, Figure 8 As shown, an embodiment of the utility model provides a vehicle body front structure, including a longitudinal beam 5, a diagonal brace 6 and the anti-collision beam of the above embodiment, one end of the diagonal brace 6 is connected to the longitudinal beam 5, and the other end of the second energy absorption box 3 extends toward the diagonal brace 6.

[0075] When the vehicle is involved in a 25% small offset collision, the collision force is dispersed backward from the main anti-collision beam 1 to the longitudinal beam 5 and the diagonal brace 6 along two parallel force transmission paths. The end of the main anti-collision beam 1 will bend and deform toward the longitudinal beam 5 of the vehicle under the collision, and at the same time drive the second energy absorption box 3 connected to the end of the main anti-collision beam 1 to deflect inward, and the inwardly deflected second energy absorption box 3 will hit the diagonal brace 6. At this time, the force dispersed to the diagonal brace 6 will be divided into two parts, one part is transmitted to the longitudinal beam 5 along the diagonal brace 6, and the other part is transmitted to the entire vehicle body along the diagonal brace 6 itself, thereby improving the collision performance of the entire vehicle.

[0076] In one embodiment, the amount of collapse of the first energy absorption box 2 is greater than or equal to the distance between the second energy absorption box 3 and the diagonal brace 6, so that when the first energy absorption box 2 is completely crushed, the second energy absorption box 3 can completely hit the intersection of the diagonal brace 6 and the longitudinal beam 5 to prevent the second energy absorption box 3 from deviating from the diagonal brace 6. By reasonably designing the installation position of the second energy absorption box 3, it can be as close to the longitudinal beam 5 and the diagonal brace 6 as possible while meeting the size requirements, so as to transfer more force to the longitudinal beam 5 through the diagonal brace 6, thereby increasing the energy absorption effect.

[0077] In a specific embodiment, the minimum distance between the second energy absorption box 3 and the longitudinal beam 5 is 5 mm. The minimum distance between the second energy absorption box 3 and the diagonal brace 6 is 0 mm, and the collapse amount of the first energy absorption box 2 is greater than or equal to 0 mm. The second energy absorption box 3 is connected to the main anti-collision beam 1, and alternatively, the second energy absorption box 3 can also be connected to the diagonal brace 6 at the same time.

[0078] In one embodiment, if Figure 8 As shown, the diagonal brace 6 includes a first connection portion 61 and a second connection portion 62, the first connection portion 61 is connected to the longitudinal beam 5, one end of the second connection portion 62 is connected to the first connection portion 61, and the other end of the second connection portion 62 is suitable for transmitting force to the vehicle body. When the vehicle has a 25% small offset collision, the main anti-collision beam 1 is hit, the first energy absorption box 2 collapses, the end of the main anti-collision beam 1 is bent and deformed toward the longitudinal beam 5 of the vehicle, and drives the second energy absorption box 3 to deflect inward, so that the second energy absorption box 3 can abut against the end of the first connection portion 61 away from the second connection portion 62, and the second connection portion 62 extends obliquely upward along the front and rear direction of the vehicle, and can transmit the force to the vehicle body along the oblique upward direction.

[0079] On the other hand, an embodiment of the present invention provides a vehicle, comprising the vehicle body front structure of the above embodiment.

[0080] 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 and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An anti-collision beam, characterized in that: include: Main anti-collision beam; A first energy absorption box, wherein a first end of the first energy absorption box is connected to the main anti-collision beam, and a second end of the first energy absorption box is suitable for connecting to a longitudinal beam of the vehicle; A second energy absorption box, wherein the first end of the second energy absorption box is connected to the main anti-collision beam, and the second end is suitable for transmitting the force to the longitudinal beam through the diagonal support of the vehicle.

2. The anti-collision beam according to claim 1, characterized in that: It also includes a reinforcement piece. A cavity extending along the extension direction of the main anti-collision beam is formed inside the main anti-collision beam. The reinforcement piece is accommodated in the cavity and connected to the second energy absorption box.

3. The anti-collision beam according to claim 2, characterized in that: The reinforcement member includes a plurality of reinforcement blocks, and the mold cavity is provided with a plurality of reinforcement blocks, each of which is accommodated in a corresponding mold cavity.

4. The anti-collision beam according to claim 3, characterized in that: The reinforcement block is provided with a first hole, the main anti-collision beam is provided with a second hole, the second energy absorption box is provided with a third hole, and the positions of the first hole, the second hole and the third hole are correspondingly arranged.

5. The anti-collision beam according to claim 4, characterized in that: The reinforcement block is connected to the main anti-collision beam through a fixing piece, and the fixing piece is passed through the first hole, the second hole and the third hole.

6. The anti-collision beam according to claim 3, characterized in that: The reinforcement member further comprises a connecting plate, a plurality of the reinforcement blocks are spaced apart on the connecting plate and fixed to the connecting plate, and the connecting plate covers the opening of the cavity.

7. The anti-collision beam according to claim 6, characterized in that: The reinforcement block and the connecting plate are integrally formed.

8. The anti-collision beam according to claim 2, characterized in that: The first energy absorption box, the second energy absorption box and the reinforcement are each provided with two, the two first energy absorption boxes are respectively located at the two ends of the main anti-collision beam, the cavity is a cavity with openings at both ends and a reinforcement is placed at each opening, and each second energy absorption box is connected to the corresponding reinforcement.

9. The anti-collision beam according to claim 2, characterized in that: The main anti-collision beam includes a first frame and a plurality of transverse ribs arranged at intervals, the transverse ribs extend along the extension direction of the main anti-collision beam, the first frame is a closed shape, and the plurality of transverse ribs separate the interior of the first frame into a plurality of cavities.

10. The anti-collision beam according to claim 9, characterized in that: The transverse ribs are wave-shaped.

11. The anti-collision beam according to claim 1, characterized in that: The first energy absorption box is provided with a plurality of collapse holes.

12. The anti-collision beam according to any one of claims 1 to 11, characterized in that: The second energy absorption box includes a second frame, vertical ribs and a plurality of oblique ribs, wherein the plurality of oblique ribs are arranged at intervals along the extension direction of the vertical ribs, the vertical ribs extend along the front-rear direction of the vehicle, and the oblique ribs and the vertical ribs form an acute angle.

13. The anti-collision beam according to claim 12, characterized in that: An end of the oblique rib close to the longitudinal beam is located behind an end of the oblique rib far from the longitudinal beam along the front-rear direction of the vehicle.

14. The anti-collision beam according to claim 12, characterized in that: The second frame includes a first side panel, a second side panel, a third side panel, a fourth side panel and a fifth side panel, wherein the first side panel, the second side panel, the third side panel, the fourth side panel and the fifth side panel are sequentially connected to form a closed structure; The first side plate and the third side plate are arranged opposite to each other, the second side plate connects one end of the first side plate and one end of the third side plate, the fifth side plate is connected between one end of the fourth side plate and the other end of the first side plate, and the other end of the fourth side plate is connected to the other end of the third side plate; The fourth side plate and the fifth side plate are connected at an angle to define an installation space, and one end of the main anti-collision beam is arranged in the installation space.

15. The anti-collision beam according to claim 14, characterized in that: The oblique ribs are connected between the first side panel and the third side panel, the vertical ribs are arranged between the first side panel and the third side panel and the three are parallel to each other, and the vertical ribs are connected between the intersection of the fourth side panel and the fifth side panel and the second side panel; the end of the main anti-collision beam abuts against the fourth side panel and the fifth side panel at the same time; The fifth side plate is connected to the main anti-collision beam.

16. A vehicle body front structure, characterized in that: It comprises a longitudinal beam, a diagonal brace and the anti-collision beam according to any one of claims 1 to 15, wherein one end of the diagonal brace is connected to the longitudinal beam.

17. The vehicle body front structure according to claim 16, characterized in that: The collapse amount of the first energy absorbing box is greater than or equal to the distance between the second energy absorbing box and the diagonal brace.

18. The vehicle body front structure according to claim 16, characterized in that: The diagonal brace includes a first connection portion and a second connection portion, the first connection portion is connected to the longitudinal beam, and one end of the second connection portion is connected to the first connection portion; When the first energy absorbing box collapses, the second energy absorbing box can abut against one end of the first connection portion away from the second connection portion, and the second connection portion extends obliquely upward in a direction away from the first connection portion.

19. A vehicle, characterized in that: The vehicle body front structure comprises the vehicle body front structure according to any one of claims 16 to 18.

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