Automobile anti-collision beam structure and automobile body

Abstract

The application relates to the automobile technical field and provides an automobile anti-collision beam structure and an automobile body, which are used for solving the problem that an automobile anti-collision beam in the prior art is prone to deformation in the X direction of the automobile when the automobile anti-collision beam is subjected to a collision. The automobile anti-collision beam structure comprises an anti-collision beam front wall surface, a fork arm buffer layer and an anti-collision beam rear wall surface. The two side portions of the anti-collision beam front wall surface and the two side portions of the anti-collision beam rear wall surface are fixedly connected. The middle portions of the anti-collision beam front wall surface and the anti-collision beam rear wall surface form a cavity. The middle portion of the anti-collision beam front wall surface and the middle portion of the fork arm buffer layer are fixedly connected. The fork arm buffer layer is in the shape of a Chinese character 'zh' and extends upwards and downwards in the cavity formed by the anti-collision beam front wall surface and the anti-collision beam rear wall surface.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to an automotive anti-collision beam structure and an automotive body. Background Technology

[0002] With the development of automobiles, especially with the development of automobile power performance, the design of active and passive safety systems of automobiles is receiving more and more attention. As one of the main components of passive safety systems, automobile collision beams are also receiving more and more attention in the industry.

[0003] Current automotive crash beams primarily employ rolled or stamped structures. Energy-absorbing boxes with low yield strength are connected to both ends of the beam, and then bolted to the vehicle body. Upon impact, the energy-absorbing boxes collapse to absorb the impact energy. Generally, the direction along the vehicle's centerline is called the X-direction, the vertical direction is called the Y-direction, and the horizontal direction is called the Z-direction. Because the energy-absorbing boxes on the crash beam collapse during a collision, the crash beam deforms in the X-direction. This deformation can affect the occupants of the vehicle, posing a certain safety risk.

[0004] Therefore, how to solve the problem that car anti-collision beams are prone to deformation in the X direction when subjected to a collision has become an urgent technical problem to be solved. Summary of the Invention

[0005] This application provides an automotive anti-collision beam structure and an automotive body to solve the technical problem that automotive anti-collision beams are prone to deformation in the X direction of the vehicle when subjected to a collision in the prior art.

[0006] The first aspect of this application provides a car anti-collision beam structure, the car anti-collision beam structure including a front wall surface of the anti-collision beam, a fork arm buffer layer and a rear wall surface of the anti-collision beam, the upper and lower sides of the front wall surface of the anti-collision beam and the upper and lower sides of the rear wall surface of the anti-collision beam are connected and fixed, a cavity is formed in the middle of the front wall surface of the anti-collision beam and the rear wall surface of the anti-collision beam, the middle part of the front wall surface of the anti-collision beam and the middle part of the fork arm buffer layer are connected and fixed, the fork arm buffer layer is in the shape of a "Z" and extends to both sides within the cavity formed by the front wall surface of the anti-collision beam and the rear wall surface of the anti-collision beam.

[0007] Optionally, the front and rear walls of the vehicle anti-collision beam have a U-shaped cross-section in the horizontal direction, with the middle portion protruding outward from the vehicle.

[0008] Optionally, the vehicle anti-collision beam structure also includes an energy-absorbing component, which is fixed by welding at the connection between the rear wall of the anti-collision beam and the vehicle body. The energy-absorbing component is used to support the rear wall of the anti-collision beam and to deform and buffer and absorb impact force when subjected to force.

[0009] Optionally, the connection point between the energy-absorbing component and the vehicle body is fixed with a crash beam fixing bracket by welding, and the crash beam fixing bracket is used to fix the energy-absorbing component to the vehicle body.

[0010] Optionally, the front wall of the anti-collision beam has two boss structures, making the longitudinal section of the front wall of the anti-collision beam M-shaped, and the boss structures have reinforcing ribs to strengthen the front wall of the anti-collision beam.

[0011] Optionally, the two forks on both sides of the fork-arm buffer layer and the two protrusions on the front wall of the anti-collision beam form a fork-arm buffer chamber structure, which buffers and absorbs the impact force through deformation when subjected to a collision.

[0012] Optionally, the middle portion of the rear wall of the anti-collision beam is arc-shaped.

[0013] Optionally, the fork angle of the two forks of the fork buffer layer is smaller than the angle corresponding to the arc portion of the rear wall of the anti-collision beam. When the two forks of the fork buffer layer are squeezed to the arc portion of the rear wall of the anti-collision beam, the two forks can slide to both sides along the arc portion of the rear wall of the anti-collision beam.

[0014] Optionally, a tow hook structure is also installed on the front wall of the anti-collision beam by welding, and the tow hook structure is used to fix the traction rope.

[0015] Secondly, embodiments of this application provide a car body, the car body including: a car anti-collision beam structure as described in the first aspect is connected to the car body.

[0016] The technical solution in this embodiment has the following beneficial effects: The car anti-collision beam includes a front wall surface, a fork arm buffer layer, and a rear wall surface. The upper and lower sides of the front wall surface and the upper and lower sides of the rear wall surface are connected and fixed. A cavity is formed in the middle of the front and rear walls to absorb impact energy. The middle part of the front wall surface and the middle part of the fork arm buffer layer are connected and fixed. The fork arm buffer layer is shaped like a "Z" and extends upward and downward within the cavity formed by the front and rear walls. The fork arm buffer layer and the front wall surface are fixed by welding, which strengthens the structural strength of the car anti-collision beam. On the other hand, when impacted, the fork arm buffer layer can transmit and decompose the impact force received by the front wall surface in the X direction of the car to the Z direction where the fork arm is located, further reducing the impact energy received by the car anti-collision beam in the X direction and preventing deformation of the car anti-collision beam in the X direction. Attached Figure Description

[0017] Figure 1aThis is a schematic diagram of a rolled structure automotive anti-collision beam provided in an embodiment of this application;

[0018] Figure 1b This is a schematic diagram of a stamped automotive anti-collision beam provided in an embodiment of this application;

[0019] Figure 2 This is a schematic diagram of a car anti-collision beam structure provided in an embodiment of this application;

[0020] Figure 3 This is a force transmission diagram of an automotive anti-collision beam provided in an embodiment of this application;

[0021] Figure 4 This is a structural schematic diagram of an energy-absorbing component of an automotive anti-collision beam provided in an embodiment of this application;

[0022] Figure 5 This is a structural schematic diagram of an automobile anti-collision beam and an anti-collision beam fixing bracket provided in an embodiment of this application;

[0023] Figure 6 This is a cross-sectional view of the front wall and rear wall of a crash beam provided in an embodiment of this application;

[0024] Figure 7 This is a schematic diagram of a structure that forms a fork-arm buffer chamber when the front wall of a crash beam collapses, according to an embodiment of this application.

[0025] Figure 8 This is a schematic diagram of the deformation of a fork arm buffer layer under impact, provided in an embodiment of this application.

[0026] Figure 9 This is a schematic diagram of the connection structure between a tow hook structure and a car anti-collision beam provided in an embodiment of this application;

[0027] Figure 10 This is a schematic diagram of the structure of a car body provided in an embodiment of this application. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the present invention clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0029] In existing technology, there are generally two types of automotive anti-collision beams; please refer to [link / reference]. Figure 1a and Figure 1b , Figure 1a The middle section is a roll-formed automotive anti-collision beam; Figure 1bThe image shows a stamped automotive bumper beam. Rolled bumper beams are relatively simple in structure, lower in cost, lower in precision, and have a simple shape. However, during a collision, they generally only resist impact by deforming in the X-direction. Stamped bumper beams, on the other hand, are relatively complex in structure, higher in cost, easier to control in terms of precision, and have a more varied and controllable shape. They can deform in the Z+ and Z-directions to mitigate impact during a collision, but their resistance to deformation in the X-direction is relatively weak, making them prone to deformation. Clearly, both types of bumper beams are prone to deformation in the X-direction of the vehicle upon impact.

[0030] Therefore, this application provides an automotive anti-collision beam structure and an automotive body to solve the technical problem in the prior art that automotive anti-collision beams are prone to deformation in the X direction of the vehicle when subjected to a collision.

[0031] The technical solution in this application embodiment is to solve the above-mentioned technical problems by providing an automotive anti-collision beam structure. Please refer to [link to relevant documentation]. Figure 2 The car anti-collision beam structure 2 includes a front wall surface 21, a fork arm buffer layer 22, and a rear wall surface 23. The upper and lower sides of the front wall surface 21 and the rear wall surface 23 are connected and fixed, while a cavity is formed in the middle. The middle part of the front wall surface 21 and the middle part of the fork arm buffer layer 22 are connected and fixed. The fork arm buffer layer 22 is shaped like a "Z" and extends upward and downward in the cavity formed by the front wall surface 21 and the rear wall surface 23.

[0032] For example, when the car anti-collision beam structure 2 is impacted by an external force, the middle part of the front wall surface 21 of the anti-collision beam will first receive the impact force. Since the middle part of the front wall surface 21 of the anti-collision beam and the middle part of the fork arm buffer layer 22 are fixed by welding, the middle part of the fork arm buffer layer 22 actually strengthens the middle part of the front wall surface 21 of the anti-collision beam, enabling the middle part of the front wall surface 21 of the anti-collision beam to absorb a greater impact force. When the impact force increases further, the front wall surface 21 of the anti-collision beam begins to collapse. At this time, an energy-absorbing cavity is formed between the front wall surface 21 of the anti-collision beam and the rear wall surface 23 of the anti-collision beam, which can further absorb the impact force. At the same time, the collapse of the front wall 21 of the crash beam will also push the fork arm buffer layer 22 towards the rear wall 23 of the crash beam. When the two forks of the fork arm buffer layer 22 contact the rear wall 23 of the crash beam, since the fork arm buffer layer 22 is shaped like a "Z" and the two forks extend to both sides, the impact force will be decomposed and transferred to the direction along the two forks, that is, the impact force in the X direction of the car will be transferred to the Z direction of the car, which will weaken the impact force in the X direction of the car and prevent the crash beam from collapsing further.

[0033] In practical applications, the connection and fixation of the middle part of the front wall 21 of the anti-collision beam and the middle part of the fork arm buffer layer 22 can be achieved by welding, riveting, bolting, or other methods, depending on actual needs. Similarly, the connection and fixation of the upper and lower sides of the front wall 21 of the anti-collision beam and the upper and lower sides of the rear wall 23 of the anti-collision beam can also be achieved by welding, riveting, bolting, or other methods, depending on actual needs.

[0034] In practical design, the fork arm buffer layer 22 can be designed as either an integrated or a split type, depending on different design requirements. An integrated fork arm buffer layer 22 refers to a structure where the fork arm buffer layer 22 is a single unit in the Y-direction of the vehicle, with its length in the Y-direction being the same as the length of the front and rear walls of the anti-collision beam. A split fork arm buffer layer 22 refers to a structure composed of multiple units in the Y-direction, each unit having a U-shaped structure, connected and fixed to the middle part of the front wall 21 of the anti-collision beam. These units are positioned on the anti-collision beam in areas requiring key protection, according to design requirements. Although the integrated fork arm buffer layer 22 is heavier, its integrated structure allows for uniform cushioning and protection across the entire anti-collision beam. The split fork arm buffer layer 22 saves costs and reduces weight while still ensuring cushioning and protection for vulnerable areas, thus improving the impact resistance of the anti-collision beam.

[0035] In the embodiments provided by the present invention, the car anti-collision beam 2 includes a front wall surface 21, a fork arm buffer layer 22 and a rear wall surface 23. The upper and lower sides of the front wall surface 21 and the upper and lower sides of the rear wall surface 23 are connected and fixed. A cavity is formed between the front wall surface 21 and the rear wall surface 23 to absorb impact energy. The middle part of the front wall surface 21 of the anti-collision beam and the middle part of the fork arm buffer layer 22 are connected and fixed. The fork arm buffer layer 22 is shaped like a "Z" and extends upward and downward in the cavity formed by the front wall surface 21 and the rear wall surface 23 of the anti-collision beam. The fork arm buffer layer 22 and the front wall surface 21 of the anti-collision beam are fixed by welding. On the one hand, it strengthens the structural strength of the anti-collision beam 2. On the other hand, when it is impacted, the fork arm buffer layer 22 can transmit and decompose the impact force received by the front wall surface 21 of the anti-collision beam in the X direction of the vehicle to the Z direction where the fork arm is located, further reducing the impact energy received by the anti-collision beam 2 in the X direction and avoiding deformation of the anti-collision beam in the X direction.

[0036] One possible implementation, such as Figure 2 The car anti-collision beam structure 2 shown has a U-shaped cross-section in the horizontal direction, where the front wall 21 and the rear wall 22 of the anti-collision beam protrude outward from the middle part of the car.

[0037] For example, see Figure 3 , Figure 3 This is a force transmission diagram of an automotive anti-collision beam provided in an embodiment of the present invention. In the horizontal direction, the cross-sections of the front wall 21 and rear wall 22 of the automotive anti-collision beam structure 2 are both U-shaped, with the middle portion of the U-shape protruding outwards from the vehicle. When the automotive anti-collision beam is subjected to an impact force from the X direction of the vehicle, it can decompose the impact force along both sides of the automotive anti-collision beam structure 2 towards the Z direction of the vehicle.

[0038] In this embodiment of the application, the front wall 21 and rear wall 23 of the anti-collision beam in the vehicle anti-collision beam structure 2 are U-shaped with the middle part protruding outward from the vehicle. When subjected to an impact force in the X direction, the U-shaped structure can decompose the impact force in the X direction to the Z direction, thereby reducing the impact force on the vehicle anti-collision beam in the X direction and preventing the vehicle anti-collision beam from deforming in the X direction.

[0039] One possible implementation method, Figure 2 An energy-absorbing component 24 is welded to the connection between the rear wall 23 of the anti-collision beam and the middle of the car body. The energy-absorbing component 24 can support the rear wall 23 of the anti-collision beam and deform to buffer and absorb the impact force when subjected to force.

[0040] For example, please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an energy-absorbing component of an automotive anti-collision beam according to an embodiment of the present invention. An energy-absorbing component 24 is fixedly connected to each of the left and right sides of the rear wall 23 of the anti-collision beam by welding. When the automotive anti-collision beam is impacted, the energy-absorbing component 24 can absorb the impact force in the X direction of the vehicle through collapse, reducing the impact force transmitted to the vehicle body.

[0041] In this embodiment of the application, energy-absorbing components are also welded on the left and right sides of the rear wall 23 of the anti-collision beam. The energy-absorbing components can absorb the impact force by collapsing, thereby reducing the impact force on the vehicle body and ensuring the safety of the occupants.

[0042] One possible implementation method, Figure 4 The energy-absorbing component 24 is fixed to the vehicle body by welding a crash beam fixing bracket 25 at the connection point. The crash beam fixing bracket 25 is used to fix the energy-absorbing component to the vehicle body.

[0043] For example, see Figure 5 , Figure 5This is a schematic diagram of a car anti-collision beam and an anti-collision beam fixing bracket provided in an embodiment of this application. An energy-absorbing component 24 is connected to the rear wall 23 of the anti-collision beam structure 2, between the rear wall 23 and the car body, serving to support the car anti-collision beam structure 2. At the connection point between the rear end of the energy-absorbing component 24 and the car body, an anti-collision beam fixing bracket 25 is welded and fixed. The anti-collision beam fixing bracket 25 can be connected to the car body by welding, bolting, or riveting, thereby fixing the energy-absorbing component 24 to the car body. Since the energy-absorbing component 24 and the rear wall 23 of the anti-collision beam are fixed by welding, the anti-collision beam fixing bracket 25 effectively fixes the entire car anti-collision beam structure 2 to the car body. In this case, the energy-absorbing component 24 provides support between the car anti-collision beam structure 2 and the car body.

[0044] In this embodiment, the energy-absorbing component of the car anti-collision beam is also connected to an anti-collision beam fixing bracket. By connecting the anti-collision beam fixing bracket to the car body, the car anti-collision beam is installed and fixed to the car body. The anti-collision beam fixing bracket can be connected and fixed to the car body in various ways such as welding, riveting, and bolting according to maintenance needs, which facilitates the disassembly of the car anti-collision beam during subsequent maintenance and replacement.

[0045] One possible implementation method, Figure 2 The front wall 21 of the anti-collision beam has two boss structures 211, which makes the longitudinal section of the front wall 21 of the anti-collision beam M-shaped. The boss structures 211 have reinforcing ribs to strengthen the front wall 21 of the anti-collision beam.

[0046] For example, see Figure 6 , Figure 6 This is a cross-sectional view of the front and rear walls of a crash beam according to an embodiment of the present invention. The longitudinal section of the front wall 21 of the front crash beam is M-shaped, with two protruding structures 211. The front and rear walls 23 of the crash beam are fixed together by welding. When the front wall 21 of the crash beam is impacted, it generally contacts the two protruding structures 211 of the M-shape first. Since the protruding structures 211 have reinforcing ribs, they strengthen the front wall 21 of the crash beam and decompose the impact in the X direction along the upper and lower inclined surfaces of the front wall 21, reducing the impact force in the X direction. Simultaneously, an M-shaped cavity is formed between the two protruding structures 211 of the front wall 21 and the rear wall 23 of the crash beam. When the front wall 21 of the crash beam collapses due to impact, this M-shaped cavity can also act as an energy-absorbing box to absorb impact energy, preventing further deformation of the car crash beam.

[0047] In this embodiment, the front wall 21 of the anti-collision beam can be designed as an M-shape with two boss structures 211. The boss structures 211 have reinforcing ribs to strengthen the front wall 21 of the anti-collision beam. An M-shaped energy-absorbing box is formed between the front wall 21 and the rear wall 23 of the anti-collision beam. This strengthens the structural strength of the front wall 21 of the anti-collision beam while allowing the front wall 21 and the rear wall 23 of the anti-collision beam to form an M-shaped energy-absorbing box to absorb impact energy and prevent further deformation of the car anti-collision beam.

[0048] In one possible implementation, the two protrusion structures 211 on the two sides of the fork arm buffer layer 22 and the front wall 21 of the anti-collision beam form a fork arm buffer chamber structure. The fork arm buffer chamber structure buffers and absorbs the impact force through deformation when it is subjected to a collision.

[0049] For example, such as Figure 7 As shown, Figure 7 This is a schematic diagram of a structure that forms a fork arm buffer chamber when the front wall of a crash beam collapses, according to an embodiment of the present invention. The M-shaped boss structure 211 of the front wall 21 of the crash beam and the two fork arms on both sides of the fork arm buffer layer 22 also form a fork arm buffer chamber structure.

[0050] When the front wall 21 of the crash beam is impacted, the M-shaped protrusion structure on it will first resist the impact force, and at the same time, it will collapse to the rear to absorb the impact energy. At this time, the two fork arm buffer chamber structures formed between the two fork arms of the fork arm buffer layer 22 and the front wall 21 of the crash beam can also act as energy-absorbing boxes to absorb the impact energy.

[0051] In this embodiment, the M-shaped boss structure of the fork arm buffer layer 22 and the front wall surface 21 of the anti-collision beam forms two fork arm buffer chamber structures. These two fork arm buffer chamber structures can absorb impact energy by collapsing themselves when impacted, thereby reducing the impact on the vehicle body and protecting the safety of the occupants.

[0052] In one possible implementation, the middle portion of the rear wall 23 of the anti-collision beam is arc-shaped.

[0053] For example, see Figure 2 , Figure 2 The middle part of the rear wall 23 of the middle anti-collision beam is an outwardly convex arc structure, while the two sides are straight structures. When the front wall 21 of the anti-collision beam is impacted, it will collapse and absorb energy in the direction of the rear wall 23 of the anti-collision beam; when the impact force is transmitted to the rear wall 23 of the anti-collision beam, because the rear wall 23 of the anti-collision beam has an arc structure, it can resist the impact while preventing further collapse and deformation of the rear wall 23 of the anti-collision beam.

[0054] In this embodiment, the structure of the rear wall 23 of the anti-collision beam can be designed as an arc-shaped structure that bulges outward from the middle, so as to resist impact and prevent further collapse and deformation of the rear wall 23 of the anti-collision beam, thus protecting the safety of the occupants of the vehicle.

[0055] One possible implementation is as described above. Figure 2 The fork angle of the two forks on the rear wall 23 of the anti-collision beam is smaller than the angle corresponding to the arc part of the rear wall 23 of the anti-collision beam. When the two forks on the rear wall 23 of the anti-collision beam are squeezed by external force to the arc part of the rear wall 23 of the anti-collision beam, the two forks can slide to both sides along the arc part of the rear wall 23 of the anti-collision beam.

[0056] For example, such as Figure 8 As shown, Figure 8 This is a schematic diagram illustrating the deformation of a fork arm buffer layer under impact, provided in an embodiment of this application. The middle portion 221 of the fork arm buffer layer 22 is welded and fixed to the front wall surface 21 of the anti-collision beam. The fork arms 222 on both sides of the fork arm buffer layer 22 extend outwards in a Z-shape. The middle portion of the rear wall surface 23 of the anti-collision beam is arc-shaped, while the two sides are straight structures, which are welded and fixed to the two sides of the front wall surface 21 of the anti-collision beam. When not subjected to external impact, the opening angle of the fork arms on both sides of the fork arm buffer layer 22 is slightly greater than the opening angle of the two sides of the front wall surface 21 of the anti-collision beam. Simultaneously, the fork arms on both sides of the fork arm buffer layer 22 extend upwards and downwards within the cavity of the front wall surface 21 and the rear wall surface 23 of the anti-collision beam without contacting them. When the front wall surface 21 of the anti-collision beam is impacted, it will collapse and absorb energy, and the fork arm buffer layer 22 fixed to the front wall surface 21 of the anti-collision beam will also collapse backwards. When the fork arm buffer layer 22 collapses backward, the fork arm 222 will move backward and be squeezed onto the arc-shaped structure of the rear wall surface 23 of the anti-collision beam. Since the fork angle of the fork arm 222 is smaller than the angle corresponding to the arc-shaped portion of the rear wall surface 23 of the anti-collision beam, when subjected to continued impact force, the fork arms 222 on both sides will move upward and downward along the arc-shaped structure of the rear wall surface 23 of the anti-collision beam, and the impact force will also be distributed in the Y direction. At the same time, since the fork arm buffer layer 22 and the rear wall surface 23 of the anti-collision beam are squeezed together by the impact force, an energy-absorbing box is actually formed between the fork arm buffer layer 22 and the rear wall surface 23 of the anti-collision beam to absorb the impact energy.

[0057] In this embodiment, the middle part of the rear wall 23 of the anti-collision beam is arc-shaped. When the fork arm buffer layer 22 is squeezed onto the arc-shaped structure of the rear wall 23 of the anti-collision beam, the fork arms 222 on both sides will slide to both sides along the arc-shaped structure of the rear wall 23 of the anti-collision beam, thereby decomposing the impact force of the fork arm buffer layer 22 in the X direction of the vehicle into the Y direction of the vehicle, reducing the impact force of the rear wall 23 of the anti-collision beam in the X direction of the vehicle. At the same time, the fork arm buffer layer 22 and the rear wall 23 of the anti-collision beam, which are squeezed together, also form an energy-absorbing box, which can also absorb impact energy through further collapse of the fork arm buffer layer 22.

[0058] One possible implementation, such as Figure 2 The car anti-collision beam structure 2 shown also has a tow hook structure 26 installed by welding. The tow hook structure 26 is used to fix the towing rope.

[0059] For example, see Figure 9 , Figure 9 This illustration shows a connection structure between a tow hook structure and a vehicle crash beam, as provided in an embodiment of this application. The tow hook structure 26 is located on the upper end of the front wall 21 of the crash beam and is connected by welding. When the vehicle loses power or falls into a ditch, the tow hook structure 26 can be used to secure a tow rope, thereby towing the vehicle.

[0060] In this embodiment, a tow hook structure 26 is also welded and fixed to the vehicle anti-collision beam structure 2, so that when the vehicle cannot start or is stuck, a tow rope is used to connect the tow hook structure 26 to assist the vehicle in getting out of trouble.

[0061] To illustrate in detail the role of the car anti-collision beam in the above embodiments when subjected to impact, this application provides a complete embodiment herein.

[0062] For example, when the car anti-collision beam structure 2 is impacted in the X direction by the car, the impact force first reaches the front wall surface 21 of the anti-collision beam. The front wall surface 21 has two protrusion structures 211, and these protrusion structures 211 also have reinforcing ribs to strengthen their structural strength. The middle of the front wall surface 21 and the middle of the fork arm buffer layer 22 are welded together, which also strengthens the structural strength of the front wall surface 21, allowing it to withstand greater impact force without deformation. Furthermore, the horizontal cross-section of the car anti-collision beam structure 2 has a U-shaped structure, which can decompose the impact force in the X direction onto the front wall surface 21 into the Z direction, thus reducing the impact force on the car anti-collision beam structure 2 in the X direction.

[0063] As the impact force continues to increase, the front wall 21 of the anti-collision beam begins to collapse. At this time, an energy-absorbing box structure is actually formed between the fork arm buffer layer 22 and the boss structure 211 of the front wall 21 of the anti-collision beam. When the front wall 21 of the anti-collision beam collapses, it absorbs the impact energy.

[0064] As the front wall 21 of the crash beam and the fork arm buffer layer 22 continue to collapse, the two fork arms 222 of the fork arm buffer layer 22 contact the rear wall 23 of the crash beam, forming an energy-absorbing box structure between the fork arm buffer layer 22 and the rear wall 23 of the crash beam. This structure absorbs impact energy as the fork arm buffer layer 22 collapses. As the fork arm buffer layer 22 is further compressed by the impact force, the two fork arms 222 slide to the sides on the arc-shaped structure in the middle of the rear wall 23 of the crash beam. This allows the energy-absorbing box structure between the fork arm buffer layer 22 and the rear wall 23 of the crash beam to absorb impact energy. Furthermore, the sliding of the fork arms 222 converts the impact force in the X direction onto the fork arm buffer layer 22 into the Y direction of the vehicle, reducing the impact force in the X direction and mitigating further collapse of the fork arm buffer layer 22.

[0065] As the impact force continues to increase, the arc-shaped structure of the rear wall 23 of the vehicle's anti-collision beam can continue to resist the impact force, preventing further deformation of the rear wall 23. At the same time, the energy-absorbing structure 24 welded and fixed to the rear wall 23 of the vehicle's anti-collision beam also begins to collapse, absorbing impact energy and reducing the impact force on the vehicle in the X direction.

[0066] Based on the same inventive concept, this application also provides a car body, on which the following is fixed: Figure 2 The image shows a car bumper beam. (Example) Figure 10 As shown, this includes a car anti-collision beam structure 2, on which an anti-collision beam fixing bracket 25 is welded. The anti-collision beam fixing bracket 25 is fixed to the car body 3 by welding.

[0067] In practical applications, depending on the needs of the vehicle anti-collision beam structure 2 and the vehicle body 3, welding, bolting, or riveting can be used to fix the vehicle anti-collision beam structure 2 and the vehicle body 3 together.

[0068] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0069] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0070] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0071] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0072] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A car anti-collision beam structure, characterized in that, It includes a front wall of a crash beam, a fork arm buffer layer, and a rear wall of a crash beam. The upper and lower sides of the front wall of the crash beam and the upper and lower sides of the rear wall of the crash beam are connected and fixed. A cavity is formed in the middle of the front wall of the crash beam and the rear wall of the crash beam. The middle part of the front wall of the crash beam and the middle part of the fork arm buffer layer are connected and fixed. The fork arm buffer layer is shaped like a "Z" and extends upward and downward in the cavity formed by the front wall of the crash beam and the rear wall of the crash beam. Specifically, when the car anti-collision beam is not subjected to external impact, the two forks of the fork arm buffer layer do not contact the front wall surface and the rear wall surface of the anti-collision beam; when the two forks of the fork arm buffer layer are pressed against the rear wall surface of the anti-collision beam by external force, the two forks slide to both sides along the rear wall surface of the anti-collision beam. The middle part of the rear wall of the anti-collision beam is an outwardly protruding arc-shaped structure, and the angle corresponding to the arc-shaped structure is greater than the unfolding angle of the two sides of the front wall of the anti-collision beam.

2. The automotive anti-collision beam structure as described in claim 1, characterized in that, The front and rear walls of the vehicle anti-collision beam have a U-shaped cross-section in the horizontal direction, with the middle part protruding outward from the vehicle.

3. The automotive anti-collision beam structure as described in claim 1, characterized in that... The automotive anti-collision beam structure also includes an energy-absorbing component, which is welded to the connection between the rear wall of the anti-collision beam and the vehicle body. The energy-absorbing component is used to support the rear wall of the anti-collision beam and deforms to buffer and absorb impact force when subjected to force.

4. The automotive anti-collision beam structure as described in claim 3, characterized in that, The connection point between the energy-absorbing component and the vehicle body is fixed with a crash beam fixing bracket by welding. The crash beam fixing bracket is used to fix the energy-absorbing component to the vehicle body.

5. The automotive anti-collision beam structure as described in claim 1, characterized in that, The front wall of the anti-collision beam has two protrusion structures, which makes the longitudinal section of the front wall of the anti-collision beam M-shaped. The protrusion structures have reinforcing ribs to strengthen the front wall of the anti-collision beam.

6. The automotive anti-collision beam structure as described in claim 5, characterized in that, The two forks on both sides of the fork-arm buffer layer and the two protrusions on the front wall of the anti-collision beam form a fork-arm buffer chamber structure. When the fork-arm buffer chamber structure is subjected to a collision, it buffers and absorbs the impact force through deformation.

7. The automotive anti-collision beam structure as described in claim 1, characterized in that, The fork angle of the two forks of the fork buffer layer is smaller than the angle corresponding to the arc portion of the rear wall of the anti-collision beam. When the two forks of the fork buffer layer are squeezed to the arc portion of the rear wall of the anti-collision beam, the two forks can slide to both sides along the arc portion of the rear wall of the anti-collision beam.

8. The automotive anti-collision beam structure as described in claim 1, characterized in that, A tow hook structure is also welded to the front wall of the anti-collision beam, which is used to fix the traction rope.

9. A car body, characterized in that, The vehicle body is connected to an automotive anti-collision beam structure as described in any one of claims 1-8.

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