Anti-collision beam assembly and vehicle
By designing a crash beam assembly with a central width smaller than that at both ends, combined with reinforcing ribs and a stop block structure, the problems of insufficient structural strength and radiator obstruction in traditional crash beam assemblies are solved, achieving better collision safety and heat dissipation.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-06-25
- Publication Date
- 2026-06-16
AI Technical Summary
Traditional front bumper beam assemblies have insufficient structural strength, which affects the heat dissipation effect of the radiator and cannot effectively absorb and transfer collision forces during vehicle collisions, resulting in insufficient vehicle collision safety and overall quality.
Design a crash beam assembly, including a crash beam body and an energy-absorbing box. The width of the middle part of the crash beam body is smaller than that of the two ends. It is formed by one-piece stamping. Reinforcing ribs and blocks are set on the crash beam body. The reinforcing ribs are used to increase the structural strength. The blocks abut against the longitudinal beam of the vehicle body during a collision. The energy-absorbing box guides the vehicle displacement during collapse.
It improves the protective effect of the anti-collision beam assembly, enhances the vehicle's collision safety and overall quality, avoids obstructing the radiator, improves heat dissipation, and effectively absorbs and transmits collision force.
Smart Images
Figure CN224361112U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle body technology, and in particular to a crash beam assembly and vehicle. Background Technology
[0002] In a vehicle, the anti-collision beam assembly is an important collision protection structure in the body. Taking the front anti-collision beam assembly located at the front of the body as an example, the front anti-collision beam assembly generally includes an anti-collision beam and energy-absorbing boxes located on the left and right sides. The energy-absorbing boxes on each side are connected to the corresponding longitudinal beams of the body to realize the arrangement of the front anti-collision beam assembly in the body.
[0003] Currently, although traditional front bumper beam assemblies can provide some collision protection, they still have problems such as insufficient structural strength and unavoidable obstruction of the radiator, affecting its heat dissipation effect, which is detrimental to the overall quality of the vehicle. Utility Model Content
[0004] In view of this, this application aims to propose a crash beam assembly to improve the overall quality of a vehicle.
[0005] To achieve the above objectives, the technical solution of this application is implemented as follows:
[0006] A crash beam assembly is adapted to be connected to the end of a vehicle body longitudinal beam, and the crash beam assembly includes a crash beam body and energy-absorbing boxes respectively disposed at both ends near the crash beam body;
[0007] The width of the middle part of the anti-collision beam body in the vertical direction of the whole vehicle is smaller than the width of both ends of the anti-collision beam body in the vertical direction of the whole vehicle, and the anti-collision beam body is integrally stamped and formed, and has reinforcing ribs on the anti-collision beam body;
[0008] The reinforcing rib extends along the length of the anti-collision beam body, and the reinforcing rib is formed by a portion of the anti-collision beam body recessed towards the side where the energy-absorbing box is located.
[0009] Furthermore, the reinforcing rib extends from one end of the energy-absorbing box to the other end of the energy-absorbing box, and the reinforcing rib is not provided at the position where the anti-collision beam body is connected to the energy-absorbing boxes at both ends.
[0010] Furthermore, the reinforcing rib line is provided with a groove formed by recesses into the reinforcing rib line.
[0011] Furthermore, at least one end of the anti-collision beam body is provided with a stop block;
[0012] The stop block and the energy-absorbing box are located on the same side of the anti-collision beam body, and the stop block is located outside the energy-absorbing box at the same end;
[0013] When the energy-absorbing box located at the same end as the stop block collapses and deforms, and when the end of the anti-collision beam body with the stop block bends toward the vehicle longitudinal beam, the stop block can abut against the vehicle longitudinal beam.
[0014] Furthermore, a groove with an opening facing the energy-absorbing box is formed on the anti-collision beam body;
[0015] The reinforcing rib is located within the groove, and the energy-absorbing boxes on both sides are embedded in the groove at one end and connected to the anti-collision beam body.
[0016] Furthermore, the upper and lower edges of the anti-collision beam body are provided with reinforcing flanges that fold outwards into the groove.
[0017] Furthermore, the stop block adopts a box-shaped structure, the stop block is connected to the reinforcing flanges on the upper and lower sides, and a cavity structure is formed between the stop block and the anti-collision beam body.
[0018] Furthermore, the anti-collision beam body has a reinforcing tube at one end where the stop block is located;
[0019] The reinforcing tube is located on the side of the anti-collision beam body opposite to the stop block, and the reinforcing tube extends along the length direction of the anti-collision beam body.
[0020] Furthermore, the middle part of the anti-collision beam body is a straight structure extending along the left-right direction of the whole vehicle, and both ends of the anti-collision beam body are arc-shaped structures that bend towards one side of the vehicle body longitudinal beam.
[0021] Compared with related technologies, this application has the following advantages:
[0022] (1) The anti-collision beam assembly described in this application has a width at both ends of the anti-collision beam body that is greater than the width in the middle, and the anti-collision beam body is integrally stamped and formed. Reinforcing ribs are provided on the anti-collision beam body. Therefore, when the anti-collision beam assembly is used as a front anti-collision beam assembly, the characteristic that the middle part of the anti-collision beam body is located in front of the radiator in the vehicle can be used to avoid the anti-collision beam body from causing a large obstruction to the radiator and affecting the heat dissipation effect of the radiator. The larger width at both ends of the anti-collision beam body can also be used to increase the overlap between the anti-collision beam body and the barrier during the vehicle offset collision, thereby improving the protective effect of the anti-collision beam assembly. At the same time, the reinforcing ribs can also be used to increase the structural strength of the anti-collision beam body, so that the anti-collision beam body can better withstand the collision impact during the vehicle collision, and absorb and transmit the collision force, thereby further improving the protective effect of the anti-collision beam assembly, improving the collision safety of the vehicle, and thus helping to improve the overall quality of the vehicle.
[0023] (2) The reinforcing rib extends from one end of the energy-absorbing box to the other end, and no reinforcing rib is set at the position where the anti-collision beam body is connected to the energy-absorbing box. On the one hand, the reinforcing rib has a longer length to ensure the reinforcing effect of the reinforcing rib; on the other hand, by not setting the reinforcing rib at the connection position of the energy-absorbing box, the length of the energy-absorbing box is ensured, and the energy absorption capacity of the energy-absorbing box is ensured, so that the energy-absorbing box can effectively absorb the collision force from the anti-collision beam body, which is conducive to improving the collision safety of the vehicle.
[0024] (3) Setting a groove that is recessed into the reinforcing rib line can make the reinforcing rib line have a certain degree of collapse on the basis of strengthening the structure of the anti-collision beam body, thereby increasing the energy absorption capacity of the reinforcing rib line, that is, the anti-collision beam body.
[0025] (4) A stop block located outside the energy-absorbing box is installed on the anti-collision beam body. When the energy-absorbing box collapses and the end of the anti-collision beam body bends towards the longitudinal beam of the vehicle body, the stop block can abut against the longitudinal beam of the vehicle body. This not only increases the structural strength of the end of the anti-collision beam body, but also guides the vehicle to move away from the collision barrier when the vehicle is involved in an offset collision, the energy-absorbing box collapses and deforms, and the end of the anti-collision beam body bends towards the longitudinal beam of the vehicle body. This helps to improve the safety of the passenger compartment.
[0026] (5) By forming a groove on the anti-collision beam body and embedding one end of the energy-absorbing box into the groove, the connection between the energy-absorbing box and the anti-collision beam body can be facilitated by the embedding of the end of the energy-absorbing box in the groove. At the same time, the side walls on the upper and lower sides of the groove can be used to block the energy-absorbing box above and below. When the energy-absorbing box collapses in a vehicle collision, it can play a certain role in restraining and guiding the collapse deformation of the energy-absorbing box, so that the energy-absorbing box collapses as much as possible in its own length direction, which helps to ensure the collapse energy absorption effect of the energy-absorbing box.
[0027] (6) By setting outward-turned reinforcing flanges on the edges of the second sidewalls on both sides, the structural strength of the anti-collision beam body can be further increased by using the reinforcing flanges.
[0028] (7) The block adopts a box-shaped structure, which can increase the structural strength and rigidity of the block itself, and ensure that the force applied to the longitudinal beam of the vehicle body is maintained when the block abuts against it. The block is connected to the reinforcing flanges on the upper and lower sides, which also forms a cavity structure between the block and the anti-collision beam body. This not only facilitates the installation of the block on the anti-collision beam body, but also utilizes the high strength of the cavity structure formed by the anti-collision beam body and the block to further increase the rigidity of the end of the anti-collision beam body and the block, thereby improving the installation effect of the block.
[0029] (8) A reinforcing tube is installed on the side of the anti-collision beam body facing away from the block. The reinforcing tube extending along the length of the anti-collision beam body can further increase the structural strength of the end of the anti-collision beam body. This allows the end of the anti-collision beam to better withstand the impact of the collision barrier during a vehicle offset collision. It also allows the collision force to be transferred to the longitudinal beam of the vehicle body more effectively through the block when the end of the anti-collision beam body bends toward the longitudinal beam of the vehicle body, so as to better guide the vehicle to move away from the collision barrier and help to further improve the safety of the passenger compartment.
[0030] (9) The middle part of the anti-collision beam body is a straight structure, while the two ends of the anti-collision beam body are curved arc structures. The straight middle part of the anti-collision beam body can reduce the difficulty of the styling design of the vehicle end and the difficulty of the installation and arrangement of related parts at the vehicle end. The curved design of the ends of the anti-collision beam body can also facilitate the styling design of the two sides of the vehicle end, avoid interference with the decorative parts on both sides of the vehicle end, and facilitate the bending deformation of the two ends of the anti-collision beam body during the vehicle offset collision, so as to better transmit the collision impact to the front engine compartment of the vehicle body.
[0031] This application also proposes a vehicle that includes the anti-collision beam assembly as described above, the anti-collision beam assembly being connected to the end of the vehicle body longitudinal beam.
[0032] By incorporating the anti-collision beam assembly described above, the vehicle described in this application can increase the structural strength of the anti-collision beam body within the assembly. This allows the anti-collision beam body to better withstand collision impacts during a vehicle collision, as well as absorb and transmit the collision force. Furthermore, it ensures the length of the energy-absorbing box and its energy-absorbing capacity, enabling the energy-absorbing box to effectively absorb the collision force from the anti-collision beam body, thereby improving the vehicle's collision safety. Attached Figure Description
[0033] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:
[0034] Figure 1 This is a schematic diagram of the anti-collision beam assembly described in the embodiments of this application;
[0035] Figure 2 for Figure 1 A schematic diagram of the structure shown from another perspective;
[0036] Figure 3 for Figure 2 A schematic diagram of the middle section structure;
[0037] Figure 4 This is a schematic diagram of the structure of the anti-collision beam body described in the embodiment of this application;
[0038] Figure 5 for Figure 4 A schematic diagram of the structure shown from another perspective;
[0039] Figure 6 This is a schematic diagram showing the width of the middle and both ends of the anti-collision beam body described in the embodiments of this application;
[0040] Figure 7 This is a schematic diagram showing that the anti-collision beam body described in this application has a straight middle section and curved ends;
[0041] Figure 8 for Figure 7 Cross-sectional view at position AA;
[0042] Figure 9 for Figure 7 Cross-sectional view of the middle BB position;
[0043] Figure 10 This is a schematic diagram of the structure of the stop block described in an embodiment of this application;
[0044] Figure 11 for Figure 10 A schematic diagram of the structure shown from another perspective;
[0045] Figure 12 This is a schematic diagram of the energy-absorbing box described in an embodiment of this application;
[0046] Figure 13 This is a schematic diagram illustrating the arrangement of the reinforcing tube according to an embodiment of this application;
[0047] Figure 14 This is a schematic diagram of the reinforcing tube and connecting bracket described in the embodiments of this application;
[0048] Explanation of reference numerals in the attached figures:
[0049] 1. Anti-collision beam body; 2. Energy absorption box; 3. Stop block; 4. Reinforcing tube; 5. First connecting bracket; 6. Second connecting bracket;
[0050] 1a. First sidewall; 1b. Second sidewall; 1c. Reinforcing flange; 101. First part; 102. Second part; 103. Reinforcing rib; 104. Rib groove;
[0051] 201. Energy-absorbing box connecting plate; 202. Collapse rib; 301. Connecting flange;
[0052] k, groove; m, width of the middle part of the anti-collision beam body; n, width of both ends of the anti-collision beam body; s, connection point of the energy absorption box; Q, cavity structure. Detailed Implementation
[0053] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.
[0054] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.
[0055] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0056] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.
[0057] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0058] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.
[0059] An embodiment of the first aspect of this application provides a crash beam assembly, which is applied in a vehicle and serves as a collision protection structure located at the end of the vehicle body. The crash beam assembly of this embodiment is adapted to be connected to the end of the longitudinal beam of the vehicle body. When a collision occurs, it can withstand the impact of the collision barrier, absorb the collision force from the collision barrier, and transfer the collision force to other body structures.
[0060] Meanwhile, the anti-collision beam assembly of this embodiment can be used as the front anti-collision beam assembly in a vehicle. Through its innovative structural design, it can reduce the impact on the heat dissipation effect of the radiator in the vehicle and increase the structural strength of the anti-collision beam, which is conducive to improving the overall quality of the vehicle.
[0061] In related technologies, the anti-collision beam assembly is located at the end of the vehicle body and is an important collision protection structure in the vehicle body. Among them, anti-collision beam assemblies are usually set at both the front and rear ends of the vehicle body. Taking the front anti-collision beam assembly located at the front of the vehicle body as an example, the front anti-collision beam assembly generally includes the anti-collision beam body and energy-absorbing boxes located on the left and right sides. Each energy-absorbing box is connected to the longitudinal beam of the vehicle body on the same side to realize the arrangement of the front anti-collision beam assembly in the vehicle body.
[0062] Currently, traditional front bumper beam assemblies typically use a stamped or roll-formed beam structure with a uniform cross-section, and the energy-absorbing box is connected to the bumper beam by welding or bolting. This results in insufficient structural strength for the bumper beam, failing to adequately withstand collision impacts and absorb and transfer collision forces, thus hindering vehicle collision safety. Furthermore, since the bumper beam is usually positioned in front of the vehicle's radiator, it inevitably obstructs the radiator's cooling performance, negatively impacting its heat dissipation and ultimately hindering the overall quality of the vehicle.
[0063] In view of this, in order to overcome the shortcomings of the related technology, the anti-collision beam assembly of this embodiment combines... Figures 1 to 6 As shown, the overall design includes a crash beam body 1 and energy-absorbing boxes 2 respectively set at both ends near the crash beam body 1.
[0064] The width m of the middle part of the anti-collision beam body 1 in the vertical direction of the vehicle is smaller than the width of both ends of the anti-collision beam body 1 in the vertical direction of the vehicle. The anti-collision beam body 1 is integrally stamped and formed, and a reinforcing rib 103 is provided on the anti-collision beam body 1. The reinforcing rib 103 extends along the length direction of the anti-collision beam body 1, and the reinforcing rib 103 is specifically formed by a portion of the anti-collision beam body 1 recessed towards the side where the energy-absorbing box 2 is located.
[0065] Therefore, the width m of the middle part of the anti-collision beam body 1 is smaller than the width n of the middle part, and the anti-collision beam body 1 is integrally stamped. Reinforcing ribs 103 are provided on the anti-collision beam body 1. In this embodiment, when the anti-collision beam assembly is used as a front anti-collision beam assembly, the characteristic that the middle part of the anti-collision beam body 1 is located in front of the radiator in the vehicle can be used to avoid the anti-collision beam body 1 causing a large obstruction to the radiator and affecting the heat dissipation effect of the radiator. It can also increase the overlap between the anti-collision beam body and the barrier when the vehicle is involved in an offset collision by taking advantage of the larger width n at both ends of the anti-collision beam body 1, thereby improving the protective effect of the anti-collision beam assembly.
[0066] At the same time, this embodiment can also increase the structural strength of the stamped anti-collision beam body 1 by using the reinforcing ribs 103, so that the anti-collision beam body 1 can better withstand the collision impact during vehicle collision, and absorb and transmit the collision force, which can further improve the protective effect of the anti-collision beam assembly, improve the collision safety of the vehicle, and thus help improve the overall quality of the vehicle.
[0067] Based on the above overview, specifically in this embodiment, the anti-collision beam body 1 is integrally stamped, therefore, the anti-collision beam body 1 in this embodiment is a stamped sheet metal structure. Furthermore, since the width m in the middle of the anti-collision beam body 1 is different from the width n at both ends, for ease of description, it can continue as follows... Figures 1 to 7 As shown, the middle part of the anti-collision beam body 1 is referred to as the first part 101, and the two ends of the anti-collision beam body 1 with different widths are referred to as the second part 102.
[0068] At this time, still refer to Figure 6 As shown, the width m of the middle part of the above-mentioned anti-collision beam body 1 is less than the width n of both ends. That is, the width m of the first part 101 in the vertical direction of the whole vehicle is less than the width n of the second part 102 on both sides in the vertical direction of the whole vehicle.
[0069] Furthermore, it should be noted that the anti-collision beam assembly of this embodiment is particularly suitable as a front anti-collision beam assembly at the front of a vehicle, and this embodiment will specifically use this anti-collision beam assembly as a front anti-collision beam assembly in a vehicle for explanation.
[0070] However, it is undeniable that in some embodiments, the anti-collision beam assembly of this embodiment can also be used as a rear anti-collision beam assembly located at the rear end of the vehicle, and when the anti-collision beam assembly is used as a rear anti-collision beam assembly in the vehicle, its structure can still refer to the relevant description in this embodiment.
[0071] In this embodiment, it is worth noting that, since the anti-collision beam body 1 is integrally stamped, the aforementioned reinforcing ribs 103 are also formed on the anti-collision beam body 1 by stamping.
[0072] In addition, continue to combine Figure 2 , Figure 3 and Figure 5 As shown, in some exemplary embodiments, based on the overall extension along the length of the anti-collision beam body 1, the reinforcing rib 103 of this embodiment can extend from one end of the energy-absorbing box 2 to the other end of the energy-absorbing box 2, and the above-mentioned reinforcing rib 103 is not provided at the position where the anti-collision beam body 1 is connected to the energy-absorbing boxes 2 at both ends.
[0073] At this time, specifically by Figure 5 The diagram shows the connection points s between the crash beam body 1 and the energy-absorbing boxes 2 at both ends, which are the connection points s of the energy-absorbing boxes formed near both ends of the crash beam body 1. Each of the energy-absorbing box connection points s at both ends is a connection surface. In practice, after the ends of the energy-absorbing boxes 2 are aligned with the corresponding connection surfaces, the energy-absorbing boxes 2 can be welded together to the crash beam body 1.
[0074] Understandably, by extending the reinforcing rib 103 from one end of the energy-absorbing box 2 to the other end, and by not installing the reinforcing rib 103 at the connection point between the anti-collision beam body 1 and the energy-absorbing box 2, the reinforcing rib 103 can be made longer to ensure its reinforcing effect. Furthermore, even with limited space in the X-direction (i.e., the front-to-rear direction) at the vehicle end, the absence of the reinforcing rib 103 at the connection point of the energy-absorbing box 2 ensures the length and energy absorption capacity of the energy-absorbing box 2, enabling it to effectively absorb the impact force from the anti-collision beam body 1 and thus improve vehicle collision safety.
[0075] In this embodiment, in some exemplary implementations, the following continues... Figure 4 and Figure 5 As shown, a groove 104 recessed into the reinforcing rib 103 can be provided on the reinforcing rib 103, for example. In this way, by providing a groove 104 recessed into the reinforcing rib 103, the reinforcing rib 103 can strengthen the structure of the anti-collision beam body 1, and also make the reinforcing rib 103 have a certain degree of collapsibility, thereby increasing the energy absorption capacity of the reinforcing rib 103, that is, the anti-collision beam body 1.
[0076] In specific implementation, the aforementioned rib grooves 104 are preferably arranged in multiple intervals along the extension direction of the reinforcing rib line 103. In this way, the rib grooves 104 are arranged in multiple intervals along the extension direction of the reinforcing rib line 103. Compared with a single rib groove 104, multiple rib grooves 104 can be used to make each position of the reinforcing rib line 103 have a certain degree of collapsibility, which can better increase the energy absorption capacity of the anti-collision beam body 1.
[0077] In this embodiment, in some exemplary implementations, the stamped anti-collision beam body 1 also has a groove k with an opening facing the energy-absorbing box 2, and the aforementioned reinforcing rib 103 is located in the groove k, and the energy-absorbing boxes 2 on both sides are connected to the anti-collision beam body 1 after one end is embedded in the groove k.
[0078] In detail, continue by Figure 6 and combined Figure 7 and Figure 8 As shown, the anti-collision beam body 1 of this embodiment may include a first sidewall 1a extending along the left and right direction of the whole vehicle, and a second sidewall 1b located on the upper and lower sides of the first sidewall 1a. The second sidewall 1b on both sides defines the above-mentioned groove k on one side of the first sidewall 1a. The reinforcing rib 103 and the energy absorption box connection points s on both sides are also located on the first sidewall 1a.
[0079] It is understandable that forming a groove k on the anti-collision beam body 1 means that the anti-collision beam body 1 is mainly composed of a first side wall 1a and second side walls 1b on the upper and lower sides. This simplifies the structure of the anti-collision beam body 1 and facilitates its design and fabrication. Furthermore, by forming a groove k in the anti-collision beam body 1, and by embedding one end of the energy-absorbing box 2 into the groove k and connecting it to the anti-collision beam body 1, the connection between the energy-absorbing box 2 and the anti-collision beam body 1 is facilitated by the embedding of the end of the energy-absorbing box 2 in the groove k. At the same time, the second side walls 1b on both sides can block the energy-absorbing box 2 above and below, which can restrain and guide the deformation of the energy-absorbing box 2 when it collapses during a vehicle collision, so that the energy-absorbing box 2 collapses as much as possible in its own length direction, thus helping to ensure the energy absorption effect of the energy-absorbing box 2 during collapse.
[0080] In this embodiment, based on the groove k formed on the anti-collision beam body 1, in some exemplary embodiments, at the upper and lower edges of the anti-collision beam body 1, that is, at the edges of the second sidewalls 1b on the upper and lower sides, reinforcing flanges 1c that fold outward toward the groove k can be provided.
[0081] At this point, by setting outward-turned reinforcing flanges 1c on the edges of the second sidewalls 1b on both sides, it is clear that the structural strength of the stamped anti-collision beam body 1 can be further increased by utilizing the reinforcing flanges 1c on both the upper and lower sides.
[0082] In this embodiment, in some exemplary implementations, it is still as follows Figures 1 to 3 As shown, a stop block 3 is provided at both ends of the anti-collision beam body 1. The stop block 3 at both ends and the energy absorption box 2 are located on the same side of the anti-collision beam body 1, and the stop block 3 at each end is also located outside the energy absorption box 2 at the same end.
[0083] At the same time, for the blocks 3 at each end, this embodiment also enables the blocks 3 to abut against the longitudinal beam of the vehicle body when the energy-absorbing box 2 located at the same end as the blocks 3 collapses and deforms, and when the end of the anti-collision beam body with the blocks 3 bends toward the longitudinal beam of the vehicle body.
[0084] In order to ensure that the stop block 3 can abut against the longitudinal beam of the vehicle body when the energy-absorbing box 2 collapses and deforms, and when the end of the anti-collision beam body bends towards the longitudinal beam of the vehicle body, in specific implementation, the specific position of the stop block 3 at the end of the anti-collision beam body 1 can be determined based on the length of the energy-absorbing box 2 (the length in the front-rear direction of the whole vehicle) and the distance between the end of the anti-collision beam body 1 and the outer end face of the longitudinal beam of the vehicle body, and through simulation and test bench verification, etc.
[0085] By setting a stop block on the outside of the energy-absorbing box 2 on the anti-collision beam body 1, and when the energy-absorbing box 2 collapses and the end of the anti-collision beam body 1 bends towards the longitudinal beam of the vehicle body, the stop block 3 can abut against the longitudinal beam of the vehicle body. It can be understood that this not only increases the structural strength of the end of the anti-collision beam body 1, but also guides the vehicle to move away from the collision barrier when the vehicle undergoes an offset collision, the energy-absorbing box 2 collapses and deforms, and the end of the anti-collision beam body 1 bends towards the longitudinal beam of the vehicle body, by using the abutment of the stop block 3 on the longitudinal beam of the vehicle body, thus improving the safety of the passenger compartment.
[0086] In this embodiment, in specific implementations, in some exemplary embodiments, it is preferred to continue combining... Figure 10 and Figure 11 As shown, the aforementioned stop block 3 can, for example, adopt a box-shaped structure, and the stop block 3 is connected to the reinforcing flanges 1c on the upper and lower sides. Furthermore, based on this, and combined with… Figure 3 As shown, this also creates a cavity structure Q between the block 3 and the anti-collision beam body 1.
[0087] At this point, it can be understood that the cavity structure Q is specifically composed of the inner cavity of the block 3 and the groove k in the anti-collision beam body 1.
[0088] Furthermore, in specific implementations, the stop block 3 can also be made of stamped sheet metal, and to facilitate the connection between the stop block 3 and the reinforcing flanges 1c on the upper and lower sides of the anti-collision beam body 1, it can also be made as follows: Figure 10 and Figure 11 As shown, a connecting flange 301 is provided on the edge of the stop block 3. During connection, the connecting flange 301 is fixed to the reinforcing flange 1c by welding.
[0089] It is understandable that by adopting a box-shaped structure for the stop block 3, the structural strength and rigidity of the stop block 3 itself can be increased, ensuring that the force applied to the longitudinal beam of the vehicle body is sufficient when the stop block 3 abuts against it. Furthermore, the stop block 3 is connected to the reinforcing flanges 1c on the upper and lower sides of the anti-collision beam body 1, and a cavity structure Q is also formed between the stop block 3 and the anti-collision beam body 1. This not only facilitates the installation of the stop block 3 on the anti-collision beam body 1, but also utilizes the high strength of the cavity structure Q formed by the anti-collision beam body 1 and the stop block 3 to further increase the rigidity of the end of the anti-collision beam body 1 and the stop block 3, thereby improving the installation effect of the stop block 3.
[0090] It is worth noting that, in this embodiment, the stop block 3 can adopt the box-shaped structure described above. However, in specific implementations, the stop block 3 can also adopt other structural forms that make the entire stop block 3 appear as a block. Furthermore, based on the block structure, the stop block 3 can also be designed as follows: Figure 10 and Figure 11 The overall shape shown should be triangular.
[0091] In addition, it is worth noting that, besides having the aforementioned blocks 3 installed at both ends of the anti-collision beam body 1, in some implementations, for example, blocks 3 may only be installed at one end of the anti-collision beam body 1. In this case, the specific structure and installation method of the blocks 3 can still be referred to the above description, and the blocks 3 can generally be installed on the driver's side of the vehicle to better protect the safety of the driver's seat.
[0092] In this embodiment, it should be noted that, in specific implementation, the energy-absorbing box 2 described above can be a conventional product from existing vehicle anti-collision beam assemblies. Furthermore, by Figures 1 to 3 and continue as Figure 12 As shown, as an example of an energy-absorbing box 2, it can generally adopt a square box structure. At the same time, a crumple groove 202 can be provided on the side wall of the energy-absorbing box 2 to ensure the crumple energy absorption effect of the energy-absorbing box 2. An energy-absorbing box connecting plate 201 can also be welded and fixed at the end of the energy-absorbing box 2 away from the anti-collision beam body 1 for the connection between the energy-absorbing box 2 and the vehicle body longitudinal beam.
[0093] In this embodiment, as follows... Figure 13 and Figure 14 As shown, in addition to the aforementioned stop block 3 provided at the end of the anti-collision beam body 1, a reinforcing tube 4 is further provided, for example, at the end of the anti-collision beam body 1 where the stop block 3 is located. The reinforcing tube 4 is specifically located on the side of the anti-collision beam body 1 opposite to the stop block 3, and the reinforcing tube 4 also extends along the length direction of the anti-collision beam body 1.
[0094] At this point, it is understandable that by setting a reinforcing tube 4 on the side of the anti-collision beam body 1 facing away from the block 3, the structural strength of the end of the anti-collision beam body 1 can be further increased by using the reinforcing tube 4 extending along the length direction of the anti-collision beam body 1. This allows the end of the anti-collision beam body 1 to better withstand the impact of the collision barrier during a vehicle offset collision. It also allows the block 3 to more effectively transfer the collision force to the vehicle longitudinal beam when the end of the anti-collision beam body 1 bends toward the vehicle longitudinal beam, so as to better guide the vehicle to move away from the collision barrier and further improve the safety of the passenger compartment.
[0095] In practice, the reinforcing tube 4 can generally be a high-strength steel pipe with a circular cross-section, and the reinforcing tube 4 can be fixed to the anti-collision beam body 1 by means of the first connecting bracket 5 and the second connecting bracket 6.
[0096] The first connecting bracket 5 can be a simple plate structure, with its two ends fixed to the anti-collision beam body 1 by welding, and the reinforcing tube 4 clamped and fixed to the surface of the anti-collision beam body 1 in the middle.
[0097] The second connecting bracket 6 corresponds to the energy-absorbing box 2 front and back, and a trailer hitch connecting sleeve is usually installed at this position. Therefore, the second connecting bracket 6 can be used as follows: Figure 14 The design features a larger box-shaped structure, and one end of the second connecting bracket 6 can be similar to the first connecting bracket 5, clamping and fixing the reinforcing tube 4 to the surface of the anti-collision beam body 1. The other end of the second connecting bracket 6 can be fastened to the anti-collision beam body 1 to form a cavity with the anti-collision beam body 1, thereby increasing the structural strength of the trailer hook connection position on the anti-collision beam body 1 through the second connecting bracket 6.
[0098] In this embodiment, in some exemplary implementations, it is still as follows Figure 7 As shown, the middle part of the above-mentioned anti-collision beam body 1 can be a straight structure extending along the left and right direction of the whole vehicle, while both ends of the anti-collision beam body 1 can be arc-shaped structures that bend towards the longitudinal beam of the vehicle body.
[0099] Thus, it can be understood that the middle part of the anti-collision beam body 1, i.e., the first part 101, is a straight structure, while the two ends of the anti-collision beam body 1, i.e., the two sides, are curved arc structures. On the one hand, the straight shape of the first part 101 reduces the difficulty of the vehicle end styling design and the installation and arrangement of related components at the vehicle end. On the other hand, the curved design of the second part 102 not only facilitates the styling design of the two sides of the vehicle end and avoids interference with the decorative parts on both sides of the vehicle end, but also facilitates the bending deformation of the two ends of the anti-collision beam body 1 during an offset collision, thereby better transmitting the collision impact to the front engine compartment of the vehicle.
[0100] It is worth noting that, regarding the anti-collision beam assembly of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 14 As shown, it may include, for example, a crash beam body 1 and energy-absorbing boxes 2 respectively disposed at both ends near the crash beam body 1.
[0101] Among them, the width m of the middle part of the anti-collision beam body 1 in the vertical direction of the whole vehicle is smaller than the width of both ends of the anti-collision beam body 1 in the vertical direction of the whole vehicle, and the anti-collision beam body 1 is integrally stamped and formed, and a reinforcing rib line 103 is also provided on the anti-collision beam body 1.
[0102] The reinforcing ribs 103 extend between the two energy-absorbing boxes 2, but no reinforcing ribs 103 are provided at the connection points between the anti-collision beam body 1 and each energy-absorbing box 2. In addition, a stop block 3 located outside the energy-absorbing box 2 is also provided at the end of the anti-collision beam body 1, and furthermore, a reinforcing tube 4 can be selectively provided on the side of the anti-collision beam body 1 facing away from the stop block 3.
[0103] In the preferred embodiment of the above-mentioned anti-collision beam assembly, the specific setting and arrangement of the reinforcing ribs 103, the blocks 3 and the reinforcing tubes 4, etc., can still be referred to the descriptions in the above-mentioned exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the reinforcing ribs 103, the blocks 3 and the reinforcing tubes 4, etc., can also be referred to the descriptions in the above-mentioned exemplary embodiments.
[0104] The anti-collision beam assembly of this embodiment adopts the above design. By making the width n at both ends of the anti-collision beam body 1 greater than the width m in the middle, and by making the anti-collision beam body 1 integrally stamped, and by setting reinforcing ribs 103 on the anti-collision beam body 1, and by setting blocks 3 and other structures on the anti-collision beam body 1, it can not only avoid the anti-collision beam body 1 from causing excessive obstruction to the radiator and affecting the radiator's heat dissipation effect when the anti-collision beam assembly is used as a front anti-collision beam assembly, but also increase the overlap between the anti-collision beam body 1 and the barrier during vehicle offset collision, and increase the structural strength of the anti-collision beam body 1. This allows the anti-collision beam body 1 to better withstand the collision impact during vehicle collision, and to absorb and transmit the collision force, thereby further improving the protective effect of the anti-collision beam assembly, improving the collision safety of the vehicle, and thus contributing to the improvement of the overall quality of the vehicle.
[0105] An embodiment of the second aspect of this application provides a vehicle including a crash beam assembly as described above, the crash beam assembly being connected to the end of a longitudinal beam in the vehicle body.
[0106] In this embodiment of the vehicle, the above-mentioned anti-collision beam assembly is preferably a front anti-collision beam assembly located at the front of the vehicle, and at this time, the anti-collision beam assembly can be connected to the vehicle body longitudinal beam (i.e., engine compartment longitudinal beam) by means of the energy absorption box 2.
[0107] In this embodiment, by providing the anti-collision beam assembly as described above, the structural strength of the anti-collision beam body 1 in the anti-collision beam assembly can be increased, so that the anti-collision beam body 1 can better withstand the collision impact during vehicle collision, as well as absorb and transmit the collision force, and reduce the impact on the heat dissipation effect of the vehicle radiator, thereby improving the overall quality of the vehicle.
[0108] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.
Claims
1. A crash beam assembly, suitable for connection to the end of a vehicle body longitudinal beam, characterized in that: It includes a crash beam body (1) and energy-absorbing boxes (2) respectively provided at both ends near the crash beam body (1); The width (m) of the middle part of the anti-collision beam body (1) in the vertical direction of the whole vehicle is smaller than the width (n) of both ends of the anti-collision beam body (1) in the vertical direction of the whole vehicle. The anti-collision beam body (1) is integrally stamped and formed, and a reinforcing rib (103) is provided on the anti-collision beam body (1). The reinforcing rib (103) extends along the length of the anti-collision beam body (1), and the reinforcing rib (103) is formed by a portion of the anti-collision beam body (1) recessed toward the side where the energy-absorbing box (2) is located.
2. The anti-collision beam assembly according to claim 1, characterized in that: The reinforcing rib (103) extends from one end of the energy-absorbing box (2) to the other end of the energy-absorbing box (2), and the reinforcing rib (103) is not provided at the position where the anti-collision beam body (1) is connected to the energy-absorbing boxes (2) at both ends.
3. The anti-collision beam assembly according to claim 1, characterized in that: The reinforcing rib (103) is provided with a groove (104) that is recessed into the reinforcing rib (103).
4. The anti-collision beam assembly according to claim 1, characterized in that: At least one end of the anti-collision beam body (1) is provided with a stop block (3); The block (3) and the energy-absorbing box (2) are located on the same side of the anti-collision beam body (1), and the block (3) is located on the outside of the energy-absorbing box (2) at the same end; When the energy-absorbing box (2) located at the same end as the stop block (3) collapses and deforms, and when the end of the anti-collision beam body equipped with the stop block (3) bends toward the longitudinal beam of the vehicle body, the stop block (3) can abut against the longitudinal beam of the vehicle body.
5. The anti-collision beam assembly according to claim 4, characterized in that: The anti-collision beam body (1) has a groove (k) with an opening facing the energy-absorbing box (2); The reinforcing rib (103) is located in the groove (k), and the energy-absorbing boxes (2) on both sides are embedded in the groove (k) at one end and connected to the anti-collision beam body (1).
6. The anti-collision beam assembly according to claim 5, characterized in that: The anti-collision beam body (1) has reinforcing flanges (1c) that fold outwards from the groove (k) on both the upper and lower edges.
7. The anti-collision beam assembly according to claim 6, characterized in that: The stop block (3) adopts a box-shaped structure. The stop block (3) is connected to the reinforcing flanges (1c) on the upper and lower sides, and a cavity structure (Q) is formed between the stop block (3) and the anti-collision beam body (1).
8. The anti-collision beam assembly according to claim 4, characterized in that: The anti-collision beam body (1) is provided with a reinforcing tube (4) at one end of the stop block (3); The reinforcing tube (4) is located on the side of the anti-collision beam body (1) opposite to the stop block (3), and the reinforcing tube (4) extends along the length direction of the anti-collision beam body (1).
9. The anti-collision beam assembly according to any one of claims 1 to 8, characterized in that: The middle part of the anti-collision beam body (1) is a straight structure extending along the left and right direction of the whole vehicle, and both ends of the anti-collision beam body (1) are arc-shaped structures that bend towards the longitudinal beam of the vehicle body.
10. A vehicle, characterized in that: The vehicle includes a crash beam assembly according to any one of claims 1 to 9, the crash beam assembly being connected to the end of a longitudinal beam in the vehicle body.