Front-end crash assembly and vehicle

Abstract

The application discloses a front-end anti-collision assembly and a vehicle. The front-end anti-collision assembly comprises an anti-collision beam structure, a condenser assembly and an adapter support. The condenser assembly comprises a condenser, a first buffer structure and a second buffer structure. The first buffer structure and the second buffer structure are respectively connected to two ends of the condenser in the vertical direction. The first buffer structure is connected to the adapter support. The second buffer structure is used for being connected to a vehicle frame. The adapter support connects the anti-collision beam structure and the first buffer structure. When the front-end anti-collision assembly suffers a frontal impact, the anti-collision beam structure pushes the first buffer structure to separate from the adapter support, and the second buffer structure can keep flexible connection with the vehicle frame. The front-end anti-collision assembly can cut off the conduction path of the impact force when a frontal impact accident occurs, and keep the flexible connection between the condenser and the vehicle frame, so that the probability of damage of the condenser is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle component technology, and in particular to a front-end collision avoidance assembly and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry and the increasing number of vehicles on the road, the probability of collisions is also rising, especially in urban areas where low-speed collisions are highly likely. The front-end anti-collision structure of passenger cars is a key protective component in low-speed collisions, typically protecting other high-cost front-end components such as the front longitudinal beams and front subframe.

[0003] Many existing car models experience damage to their cooling systems in low-speed collisions, requiring replacement of the cooling system during repairs. Due to the high cost of cooling systems, repairs after damage can be quite expensive. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a front-end collision avoidance assembly that can cut off the transmission path of impact force in the event of a frontal collision and maintain a flexible connection between the condenser and the vehicle frame, thereby reducing the probability of damage to the condenser.

[0005] The present invention also proposes a vehicle having the aforementioned front-end collision avoidance assembly.

[0006] A front-end anti-collision assembly according to a first aspect of the present invention includes an anti-collision beam structure, a condenser assembly, and an adapter bracket:

[0007] The condenser assembly includes a condenser, a first buffer structure, and a second buffer structure. The first buffer structure and the second buffer structure are respectively connected to both ends of the condenser in the vertical direction. The first buffer structure is connected to the adapter bracket, and the second buffer structure is used to connect to the vehicle frame.

[0008] The adapter bracket connects the anti-collision beam structure and the first buffer structure;

[0009] When the front-end anti-collision assembly is subjected to a frontal impact, the anti-collision beam structure pushes the first buffer structure to separate from the adapter bracket, while the second buffer structure can maintain a flexible connection with the vehicle frame.

[0010] The front-end collision avoidance assembly according to embodiments of the present invention has at least the following beneficial effects:

[0011] The connection between the first buffer structure and the adapter bracket is movable. During normal driving, the first buffer structure, adapter bracket, and anti-collision beam structure are connected in sequence, and the first buffer structure can filter out the vibration of the anti-collision beam structure. In the event of a frontal collision, the anti-collision beam structure can push the first buffer structure to move and cause the condenser to rotate as a whole, thereby separating the first buffer structure from the adapter bracket, cutting off the transmission path of the impact force and reducing the probability of damage to the condenser.

[0012] Meanwhile, the second buffer structure maintains a flexible connection with the frame, which on the one hand allows the condenser to rotate to separate from the adapter bracket, and on the other hand maintains the connection with the condenser after it is separated from the adapter bracket, thereby preventing the condenser from falling and being damaged.

[0013] According to some embodiments of the present invention, the anti-collision beam structure further includes a positioning member disposed on the side of the anti-collision beam structure facing the first buffer structure. The first buffer structure includes a pushing member extending toward the positioning member. Either the positioning member or the pushing member is inserted into the other and is capable of sliding relative to each other along the impact direction to guide the anti-collision beam structure to abut against the pushing member during a collision.

[0014] According to some embodiments of the present invention, the first buffer structure further includes a first mounting member connected to the pusher member, the pusher member defining a guide groove extending along the impact direction, the positioning member being inserted into the guide groove; wherein the inner diameter of the end of the guide groove near the positioning member is smaller than the inner diameter of the end of the guide groove near the first mounting member.

[0015] According to some embodiments of the present invention, the front anti-collision assembly further includes a first connector, the adapter bracket is provided with a first mounting hole, and the first connector passes through the first mounting hole and is connected to the first buffer structure;

[0016] The first mounting hole has an opening at the end facing the rear of the vehicle. When the anti-collision beam structure pushes the first buffer structure toward the rear of the vehicle, the first connector disengages from the first mounting hole, thereby separating the first buffer structure from the adapter bracket.

[0017] According to some embodiments of the present invention, the anti-collision beam structure includes a beam, an energy-absorbing box, and a baffle. The beam extends along the width direction of the vehicle, the energy-absorbing box extends along the length direction of the vehicle, and the baffle is connected to the beam and the energy-absorbing box respectively. The baffle includes a first damping cavity, and at least one first reinforcing rib is provided in the first damping cavity.

[0018] Along the length of the vehicle, the projection area of ​​the energy-absorbing box on the baffle falls within the range of the baffle.

[0019] According to some embodiments of the present invention, the first damping cavity has a front cavity wall and a rear cavity wall along the length direction of the vehicle, and the first reinforcing rib extends in the horizontal direction and is connected to the front cavity wall and the rear cavity wall respectively.

[0020] According to some embodiments of the present invention, the anti-collision beam structure further includes a positioning member connected to the baffle, and the first buffer structure includes a pushing member extending toward the positioning member. Either the positioning member or the pushing member is inserted into the other and is capable of sliding relative to each other along the impact direction to guide the anti-collision beam structure to abut against the pushing member upon collision.

[0021] According to some embodiments of the present invention, the second buffer structure includes a second damping member and a second mounting member for connection with the vehicle frame. The second damping member includes a main body, a connecting part, and an elastic part. The main body is connected to the second mounting member, the connecting part is used to connect to the condenser, and the elastic part is connected to the main body and the connecting part respectively. The elastic part is capable of elastic deformation to buffer the condenser when it is subjected to an impact.

[0022] According to some embodiments of the present invention, the main body defines a mounting cavity, the connecting portion is disposed in the mounting cavity, the connecting portion is spaced apart from the cavity wall of the mounting cavity, and the connecting portion is connected to the cavity wall of the mounting cavity through the elastic portion.

[0023] A vehicle according to a second aspect of the present invention includes:

[0024] Vehicle body;

[0025] The front collision avoidance assembly as described in any of the above embodiments is connected to the vehicle body and located at the front end of the vehicle body.

[0026] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0027] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0028] Figure 1 This is a schematic diagram of the front-end collision avoidance assembly according to an embodiment of the present invention;

[0029] Figure 2 This is an exploded view of the condenser assembly according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of the first buffer structure according to an embodiment of the present invention (the condenser is hidden);

[0031] Figure 4 This is a schematic diagram of the connection between the adapter bracket and the first buffer structure according to an embodiment of the present invention (the energy-absorbing box is hidden);

[0032] Figure 5 This is a schematic diagram of the anti-collision beam structure according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of the anti-collision beam structure from another perspective according to an embodiment of the present invention;

[0034] Figure 7 This is a schematic diagram of the baffle according to an embodiment of the present invention;

[0035] Figure 8 This is an exploded view of the rear end of the energy-absorbing box according to an embodiment of the present invention;

[0036] Figure 9 This is a schematic diagram of the second buffer structure according to an embodiment of the present invention;

[0037] Figure 10 This is an exploded view of the second buffer structure according to an embodiment of the present invention;

[0038] Figure 11 This is a schematic diagram of the second vibration damping component according to an embodiment of the present invention;

[0039] Figure 12 This is a schematic diagram of the second mounting component according to an embodiment of the present invention;

[0040] Figure 13 This is a schematic diagram of the second sleeve according to an embodiment of the present invention;

[0041] Figure 14 for Figure 1 An enlarged schematic diagram of region A in the middle.

[0042] Figure label:

[0043] Anti-collision crossbeam structure 100; crossbeam 110; energy-absorbing box 120; second reinforcing rib 121; first connecting hole 122; first sleeve 123; first opening 124; baffle 130; first reinforcing rib 131; positioning component 132; support component 140; first adapter component 150; second adapter component 160;

[0044] Condenser assembly 200; condenser 210; first mounting bracket 211; second mounting bracket 212; first buffer structure 220; first mounting component 221; first vibration damping component 222; elastic arm 2221; elastic protrusion 2222; pusher 223; guide groove 2231;

[0045] Second buffer structure 230; second mounting component 231; accommodating cavity 2311; injection groove 2312; injection hole 2313; elastic buckle 2314; second vibration damping component 232; main body 2321; connecting section 23211; connecting part 2322; through hole 23221; elastic part 2323; first injection part 2324; second injection part 2325; vibration damping groove 2326; second sleeve 233; second connecting hole 2331; groove 2332;

[0046] Adapter bracket 300; first mounting hole 310. Detailed Implementation

[0047] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0048] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention 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. Therefore, they should not be construed as limiting this invention.

[0049] In the description of this invention, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0050] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0051] In the description of this invention, the terms "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0052] With the rapid development of the automotive industry and the increasing number of vehicles on the road, the probability of collisions is also rising, especially in urban areas where low-speed collisions are highly likely. The front-end anti-collision structure of passenger cars is a key protective component in low-speed collisions, typically protecting other high-cost front-end components such as the front longitudinal beams and front subframe.

[0053] Many existing car models experience damage to their cooling systems in low-speed collisions, requiring replacement of the cooling system during repairs. Due to the high cost of cooling systems, repairs after damage can be quite expensive.

[0054] To address the aforementioned problems, a first aspect of this application proposes a front-end collision avoidance assembly, which includes a collision avoidance beam structure 100, a condenser assembly 200, and an adapter bracket 300. For example... Figure 1 As shown, the anti-collision beam structure 100 is arranged around the condenser assembly 200, and in the event of a collision, the anti-collision beam structure 100 is impacted before the condenser assembly 200. The condenser assembly 200 includes a condenser 210, a first buffer structure 220, and a second buffer structure 230, as shown. Figure 2 As shown, the condenser 210 is provided with a first mounting bracket 211 and a second mounting bracket 212 at its upper and lower ends, respectively. The first mounting bracket 211 is used to connect with the first buffer mechanism, and the second mounting bracket 212 is used to connect with the second buffer mechanism.

[0055] exist Figure 2In the illustrated embodiment, two first mounting brackets 211 are provided at the lower end of the condenser 210, with the two first mounting brackets 211 located on the left and right sides of the condenser 210, respectively; two second mounting brackets 212 are provided at the upper end of the condenser 210, with the two second mounting brackets 212 located on the left and right sides of the condenser 210, respectively. In other embodiments, one, three, or other numbers of first mounting brackets 211 may also be provided at the lower end of the condenser 210, and the number of second mounting brackets 212 may be similarly determined. Furthermore, the positions of the first mounting brackets 211 and the second mounting brackets 212 may also be changed; for example, the first mounting brackets 211 may be located at the upper end of the condenser 210, and the second mounting brackets 212 at the lower end of the condenser 210. It is understood that the position and number of the buffer structure vary with the position and number of the mounting brackets.

[0056] The first buffer structure 220 is used to connect the condenser 210 and the adapter bracket 300. The adapter bracket 300 is used to connect the anti-collision beam structure 100 and the first buffer structure 220. The second buffer structure 230 is used to connect the condenser 210 and the vehicle frame (not shown in the figure). Figure 1 In the embodiment shown, the upper end of the condenser 210 is mounted on the vehicle frame via the second buffer structure 230, and the lower end is connected to the anti-collision beam structure 100 via the first buffer structure 220.

[0057] Both the first buffer structure 220 and the second buffer structure 230 have the function of buffering and vibration reduction, such as... Figure 3 Taking the first buffer structure 220 as an example, the first buffer structure 220 includes a first mounting member 221 and a first damping member 222. The first mounting member 221 is used to connect with the adapter bracket 300, and the first damping member 222 is used to connect with the first mounting bracket 211. The first mounting member 221 has a receiving cavity, and the first damping member 222 is disposed in the receiving cavity and connected to the first mounting member 221 through two elastic arms 2221. An elastic protrusion 2222 is also provided on the outer periphery of the first damping member 222. The elastic protrusion 2222 abuts against the cavity wall, thereby filtering out minor vibrations between the first damping member 222 and the first mounting member 221 through the elastic deformation of the elastic arms 2221 and the elastic protrusion 2222.

[0058] It should be noted that the connection between the first buffer structure 220 and the adapter bracket 300 is movable. During normal driving, the first buffer structure 220, the adapter bracket 300, and the anti-collision beam structure 100 are connected in sequence, and the first buffer structure 220 can filter the vibration of the anti-collision beam structure 100. In the event of a frontal collision, the anti-collision beam structure 100 can push the first buffer structure 220 to move and cause the condenser 210 to rotate as a whole, thereby separating the first buffer structure 220 from the adapter bracket 300, cutting off the transmission path of the impact force and reducing the probability of damage to the condenser 210.

[0059] In addition, the second buffer structure 230 maintains a flexible connection with the frame, which on the one hand allows the condenser 210 to rotate to separate from the adapter bracket 300, and on the other hand maintains the connection with the condenser 210 after the condenser 210 is separated from the adapter bracket 300, thereby preventing the condenser 210 from falling and being damaged.

[0060] In some embodiments, the main body of the condenser 210 (e.g., fan, filter, etc.) has relatively low structural strength. If the anti-collision beam structure 100 directly contacts the main body of the condenser 210 during a collision, the condenser 210 is easily damaged by impact. Therefore, as... Figure 3 and Figure 4 As shown, a pusher 223 is connected to the first buffer structure 220. The pusher 223 is provided corresponding to the anti-collision beam structure 100 and is used to abut against the anti-collision beam structure 100 and push the condenser 210 backward during a collision.

[0061] The first buffer structure 220 includes a first mounting member 221 made of rigid material, which has relatively high structural strength. A pushing member 223 is connected to the first mounting member 221 and extends forward to shorten the gap between the pushing member 223 and the anti-collision beam structure 100. Furthermore, if the anti-collision beam structure 100 deviates vertically during an impact, it may fail to accurately contact the pushing member 223, potentially leading to buffer failure. Therefore, as... Figure 3 As shown, the anti-collision beam structure 100 also includes a positioning member 132, which is disposed on the side of the anti-collision beam structure 100 facing the first buffer structure 220, corresponding to the push member 223, and extending towards the push member 223.

[0062] In this configuration, either the positioning element 132 or the pushing element 223 is inserted into the other, as shown in the example. Figure 3In the illustrated embodiment, one side of the pusher 223 is provided with a guide groove 2231 extending along the impact direction. The end of the guide groove 2231 facing the anti-collision beam structure 100 has an opening. The positioning member 132 is inserted into the guide groove 2231 through this opening. Upon impact, the positioning member 132 can slide relative to the pusher 223 along the impact direction. The vertical wall of the guide groove 2231 restricts the vertical displacement range of the positioning member 132, allowing the anti-collision beam structure 100 to be guided by the positioning member 132 and abut against the pusher 223, thereby pushing the first buffer structure 220 apart from the adapter bracket 300. In other embodiments, the positioning member 132 is provided with a guide groove 2231, and the pusher 223 is inserted into the positioning member 132.

[0063] Furthermore, although the positioning member 132 and the pushing member 223 have an insertion relationship, they do not have an abutment relationship. For example... Figure 3 As shown, the positioning member 132 is supported by the anti-collision beam structure 100 and suspended in the pusher 223, with a certain gap between it and the guide groove 2231 wall of the pusher 223. Therefore, the positioning member 132 has a certain degree of vertical freedom of movement within the guide groove 2231. Since the anti-collision beam structure 100 is connected to the vehicle body, it will experience some vibration due to road conditions during driving. The gap between the positioning member 132 and the pusher 223 prevents the vibration of the anti-collision beam structure 100 from being transmitted to the condenser 210 through the positioning member 132 and the pusher 223.

[0064] Furthermore, since the end of the pusher 223 connected to the first mounting member 221 needs to maintain a stable connection, thus, as Figure 3 As shown, the rear end of the pusher 223 abuts against the outer peripheral wall of the first mounting member 221, and, as Figure 4 As shown, the pusher 223 also has an abutment portion that extends to the side of the first mounting member 221 and abuts against a protrusion on its side. Additionally, as... Figure 4 As shown, the pusher 223 and the first mounting part 221 are connected by screws to form an integral structure.

[0065] To achieve a lightweight design for the pusher component 223, the pusher component 223 is designed as follows: Figure 3 and Figure 4 The shape shown is small at the front and large at the rear. Correspondingly, the inner diameter of the end of the guide groove 2231 near the positioning member 132 is smaller than the inner diameter of the end of the guide groove 2231 near the first mounting member 221. Therefore, after the positioning member 132 is inserted into the guide groove 2231, the range of its up-and-down movement is limited.

[0066] It should be noted that, in order to enable the drive pusher 223 of the anti-collision beam structure 100 to move and separate the first buffer structure 220 and the adapter bracket 300, the adapter bracket 300 is provided with mounting holes with openings. Specifically, as shown... Figure 4 As shown, the front anti-collision assembly also includes a first connector, which can be a bolt, screw, etc. The adapter bracket 300 is provided with a first mounting hole 310. The first connector passes through the first mounting hole 310 and is connected to the first buffer structure 220, thereby connecting the adapter bracket 300 and the condenser 210 into an integral structure.

[0067] It should be noted that the first mounting hole 310 is a single-sided opening structure, with an opening at the end facing the rear of the vehicle, allowing the first connector to detach from this opening. When the anti-collision beam structure 100 pushes the first buffer structure 220 towards the rear of the vehicle, the first connector moves rearward with the first buffer structure 220, while the adapter bracket 300 remains connected to the energy-absorbing box 120 without moving. Thus, the first connector moves relative to the adapter bracket 300 and detaches from the first mounting hole 310, ensuring that when the impact force is transmitted to the energy-absorbing box 120, the force transmission path between the energy-absorbing box 120, the adapter bracket 300, and the condenser 210 is cut off, preventing the impact force from affecting the condenser 210.

[0068] In some embodiments, the anti-collision beam structure 100 includes a beam 110, an energy-absorbing box 120, and a baffle 130. The beam 110, energy-absorbing box 120, and baffle 130 can all be formed by extrusion of metal materials or by welding or other methods. Figure 5 and Figure 6 As shown, the crossbeam 110 extends along the width of the vehicle. The crossbeam 110 is typically a long, curved rod with a hollow interior. Depending on the strength design requirements of the crossbeam 110, reinforcing ribs or other structures can be designed into the cavity inside the crossbeam 110 to achieve both lightweighting and good structural strength. The energy-absorbing box 120 is a thin-walled metal component. When the vehicle is subjected to a frontal impact, the energy-absorbing box 120, after receiving a longitudinal impact force along the length of the vehicle, undergoes progressive crumpling deformation from front to back during the transmission of the longitudinal impact force, thereby absorbing the impact energy and reducing the impact on the condenser 210 and the subframe.

[0069] It should be noted that the reference Figure 5 As shown, since the thickness of the energy-absorbing box 120 in the vertical direction is greater than the thickness of the crossbeam 110 in the vertical direction, if the crossbeam 110 is directly connected to the energy-absorbing box 120, the stress at the connection between the energy-absorbing box 120 and the crossbeam 110 will be more concentrated during a collision, which may cause the energy-absorbing box 120 to be torn and penetrated by the crossbeam 110.

[0070] Therefore, in this embodiment, a baffle 130 is used for transition, and along the length of the vehicle, the projection area of ​​the energy-absorbing box 120 on the baffle 130 falls within the range of the baffle 130. The baffle 130 is connected to the crossbeam 110 and the energy-absorbing box 120 respectively, thereby connecting the crossbeam 110, the baffle 130, and the energy-absorbing box 120 into an integral structure. Extending along the length of the vehicle, the front end of the energy-absorbing box 120 is connected to the baffle 130, and the connection method can be welding, bolting, etc. The rear end of the energy-absorbing box 120 is connected to the subframe, and the connection method is a detachable connection such as bolting, so as to facilitate the replacement of vulnerable front-end parts such as the crossbeam 110 and the energy-absorbing box 120 after an accident.

[0071] When a collision occurs, the impact force on the crossbeam 110 will be transmitted sequentially to the baffle 130 and the energy-absorbing box 120. Since the dimensions of the baffle 130 in both the width and vertical directions of the vehicle are larger than those of the energy-absorbing box 120, the impact force on the baffle 130 will be evenly transmitted to the energy-absorbing box 120, avoiding stress concentration and tearing at the connection between the energy-absorbing box 120 and the baffle 130, which helps to improve the stability of the energy-absorbing box 120 in the event of a crush.

[0072] To prevent the baffle 130 from being penetrated by the energy-absorbing box 120 during a collision, the baffle 130 is a plate structure with a certain thickness and strength. Specifically, such as... Figure 7 As shown, the baffle 130 has a hollow structure, internally defining a first damping cavity to achieve lightweight design. To ensure the baffle 130 has good strength for transmitting impact force, at least one first reinforcing rib 131 is provided within the first damping cavity. Figure 7 In the illustrated embodiment, a plurality of first reinforcing ribs 131 are provided in the first vibration damping cavity. Each first reinforcing rib 131 is horizontally arranged and connected to the front and rear cavity walls of the first vibration damping cavity, respectively. In other embodiments, the first reinforcing ribs 131 may also be vertically arranged and connected to the front and rear cavity walls of the first vibration damping cavity, respectively. Alternatively, the first reinforcing ribs 131 may be wavy, bent, circular, etc., and are arranged in the first vibration damping cavity to support and reinforce the baffle 130.

[0073] In such Figure 1 , Figure 5 and Figure 6In the illustrated embodiment, a baffle 130 is provided at each end of the crossbeam 110, and each baffle 130 is connected to an energy-absorbing box 120. Two energy-absorbing boxes 120, two baffles 130, and a crossbeam 110 are arranged around the condenser 210, with the crossbeam 110 located at the front end of the condenser 210 and the two energy-absorbing boxes 120 located on both sides of the condenser 210. In other embodiments, multiple sets of baffles 130 and energy-absorbing boxes 120 can be provided, evenly distributed on both sides of the condenser 210, to enhance the energy absorption effect during impact by increasing the number of energy-absorbing boxes 120.

[0074] It should be noted that, for ease of subsequent description, the two walls of the crossbeam 110 that are vertically opposite each other are named the bottom wall and the top wall, and the two walls that are vertically opposite each other along the length of the vehicle are named the front wall and the rear wall. The crossbeam 110 has two end faces along the length of the vehicle. The relative connection positions of the crossbeam 110, the energy-absorbing box 120, and the baffle 130 can be any of the following schemes:

[0075] 1. The baffle 130 is connected to the top wall of the crossbeam 110, or the baffle 130 is connected to the bottom wall of the crossbeam 110. In such cases... Figure 5 and Figure 6 In the embodiment shown, the bottom wall of the baffle 130 is connected to the top wall of the crossbeam 110, and the front wall of the baffle 130 is flush with the front wall of the crossbeam 110. If the baffle 130 collides with the pedestrian's leg, the impact load is distributed more evenly due to the large contact area, which can reduce the injury to the pedestrian's leg. The same applies when the baffle 130 is connected to the bottom wall of the crossbeam 110.

[0076] 2. The baffle 130 is connected to the front wall of the crossbeam 110, or the baffle 130 is connected to the rear wall of the crossbeam 110. Taking the connection between the front wall of the baffle 130 and the rear wall of the crossbeam 110 as an example, in this embodiment, the impact on the crossbeam 110 can be directly transmitted to the energy-absorbing box 120 along the length of the vehicle, without generating bending moment or other problems, reducing the risk of bending of the energy-absorbing box 120, and improving the crushing effect of the energy-absorbing box 120.

[0077] 3. The baffle 130 is connected to the end face of the crossbeam 110. In this embodiment, the side wall of the baffle 130 and the end face of the crossbeam 110 are connected to each other by welding or other connection methods to form an integral structure. The baffle 130 can be understood as part of the crossbeam 110 and also plays a protective role.

[0078] In some embodiments, the anti-collision beam structure 100 further includes a support member 140, the two ends of which are connected to the energy-absorbing box 120 and the beam 110, respectively, to improve the stability of the structure between the energy-absorbing box 120, the baffle 130, and the beam 110. Further, in... Figure 6In the illustrated embodiment, the baffle 130 is connected to the top wall of the crossbeam 110, one end of the support member 140 is connected to the bottom wall of the energy-absorbing box 120, and the other end is connected to the crossbeam 110, thus forming a triangular structure between the crossbeam 110, the baffle 130, and the energy-absorbing box 120. It is understood that the triangular structure provides better stability to prevent the crossbeam 110 from bending and failing under impact. Similarly, when the top wall of the baffle 130 is connected to the bottom wall of the crossbeam 110, the support member 140 is disposed on the top wall of the energy-absorbing box 120 and connected to the crossbeam 110, thereby forming a triangular structure between the crossbeam 110, the baffle 130, and the energy-absorbing box 120.

[0079] In some embodiments, such as Figure 8 As shown, the energy-absorbing box 120 is also a hollow structure. The interior of the energy-absorbing box 120 defines a second damping cavity, which contains at least one second reinforcing rib 121. The second reinforcing rib 121 can be vertically arranged to connect the top and bottom walls of the second damping cavity, or it can be horizontally arranged to connect the left and right walls of the second damping cavity. It should be noted that the second reinforcing rib 121 divides the second damping cavity into multiple chambers extending along the length of the vehicle, thus achieving a better energy absorption effect.

[0080] In some embodiments, such as Figure 8 As shown, first connection holes 122 are correspondingly provided on two opposite walls of the energy-absorbing box 120. It should be noted that the first connection holes 122 can be provided on the left and right walls of the energy-absorbing box 120, or on the top and bottom walls of the energy-absorbing box 120. Figure 8 In the illustrated embodiment, the top wall of the energy-absorbing box is provided with two first connecting holes 122, and correspondingly, the bottom wall is also provided with two first connecting holes 122. Each first connecting hole 122 communicates with the second damping cavity, and the first connecting holes 122 on the opposite walls are coaxially arranged. The first connecting holes 122 are used for connection with the subframe, such as... Figure 8 As shown, the anti-collision beam structure 100 is also connected to a second adapter 160. After aligning the connecting hole on the second adapter 160 with the first connecting hole 122, the bolt is passed through the second adapter 160 and through the energy-absorbing box 120, and then the nut is tightened to achieve fixation.

[0081] To prevent stress concentration between the bolt and the wall of the first connecting hole 122 during a collision, which could cause tearing of the energy-absorbing box 120, a first sleeve 123 is also provided in the second damping cavity. Both ends of the first sleeve 123 are connected to the cavity wall of the second damping cavity, and a hollow pipe is defined inside the first sleeve 123, with both ends communicating with the first connecting hole 122. Thus, the bolt can pass through the first connecting hole 122 and the first sleeve 123. The first sleeve 123 strengthens the structural strength around the first connecting hole 122, improving the crush stability of the rear end of the energy-absorbing box 120.

[0082] Furthermore, since the energy-absorbing box 120 is extruded, both ends of the energy-absorbing box 120 are open along its length. For ease of subsequent description, as... Figure 8 As shown, the open opening located at the rear end of the energy-absorbing box 120 and communicating with the second vibration-damping cavity is named the first opening 124. The anti-collision beam structure 100 also includes a first adapter 150, as shown in the figure. Figure 6 As shown, the first adapter 150 is connected to the rear end of the energy-absorbing box 120 and closes the first opening 124. The first adapter 150 is used to connect to the subframe. It should be noted that since the energy-absorbing box 120 has a thin-walled structure, if it is directly connected to the subframe, it may intrude into the subframe during the collapse of the energy-absorbing box 120. Therefore, a plate-structured first adapter 150 is provided between the subframe and the energy-absorbing box 120, which helps the energy-absorbing box 120 to collapse onto the first adapter 150 and avoids affecting the subframe.

[0083] In some embodiments, such as Figures 9 to 12 As shown, the second buffer structure 230 includes a second mounting member 231 and a second damping member 232. The second mounting member 231 is used to connect to the vehicle frame (not shown in the figure). The vehicle frame can be the main frame or the headlight bracket, etc. The second mounting member 231 is made of metal or rigid plastic and has good strength, so it can serve as the mounting base for the second damping member 232.

[0084] The second damping component 232 and the second mounting component 231 are connected as a whole structure by any of the following methods: adhesive bonding, injection molding, or snap-fit. The second damping component 232 is made of a material with good toughness, such as rubber. Specifically, the second damping component 232 includes a main body 2321, a connecting part 2322, and an elastic part 2323. The main body 2321 is connected to the second mounting component 231, such as... Figure 9 and Figure 10 As shown, the main body 2321 is injection molded and embedded in the second mounting member 231. The connecting part 2322 is used to connect with the condenser 210, as shown... Figure 1 , Figure 2 and Figure 14As shown, a second mounting bracket 212 is provided at the upper end of the condenser 210, and the connecting part 2322 can be sleeved on the second mounting bracket 212 to connect the second vibration damping member 232 to the condenser 210. Figures 9 to 11 As shown, the elastic portion 2323 is connected to both the main body portion 2321 and the connecting portion 2322, and the elastic portion 2323 is capable of undergoing a certain degree of elastic deformation. When the condenser 210 is subjected to impact, the elastic portion 2323 of the second damping member 232 undergoes elastic deformation, absorbing and dispersing the impact energy, thereby reducing damage to the condenser 210. This design can effectively improve the service life and stability of the condenser 210.

[0085] In this embodiment, the second buffer structure 230 is first installed on the second mounting bracket 212 of the condenser 210, and then the second buffer structure 230 is connected to the vehicle frame. In other embodiments, this installation sequence may be changed depending on the specific mounting structure. After the condenser 210 and the vehicle frame are connected through the second buffer structure 230, the condenser 210 and the vehicle frame form a flexible connection, and the condenser 210 can swing or move relative to the vehicle frame to a certain extent, thereby playing a role in distributing loads and reducing vibrations during vehicle operation or collisions.

[0086] For example, when the vehicle chassis vibrates after passing over speed bumps, potholes, or other rough road surfaces, the elastic deformation of the elastic part 2323 can absorb some of the vibration, reducing the impact on the condenser 210 and preventing damage to the condenser 210 during vibration. Alternatively, when the vehicle suffers a frontal impact and the condenser 210 is impacted, the elastic part 2323 can undergo elastic deformation to allow the condenser 210 to rotate or swing to a certain extent, thereby buffering energy absorption and avoiding the impact point to protect the condenser 210 and the chassis.

[0087] For reference Figure 1 The front-end anti-collision assembly shown has a condenser 210 whose upper end is connected to the vehicle frame via a second buffer structure 230, and whose lower end is connected to the anti-collision beam structure 100. In the event of a frontal collision, the beam 110 pushes the lower end of the condenser 210 backward, separating it from the anti-collision beam structure 100 for buffering. It is understood that if the upper end of the condenser 210 is rigidly connected to the vehicle frame, the condenser 210's orientation would be fixed, and the rearward movement of the lower end of the condenser 210 would cause damage to the condenser 210 and / or the vehicle frame. This embodiment uses the second buffer structure 230 to achieve a flexible connection between the condenser 210 and the vehicle frame, preventing damage to the condenser 210 or the vehicle frame during the rearward buffering process.

[0088] In some embodiments, the second damping element 232 is a one-piece molded structure, such as... Figure 10 and Figure 11 As shown, the main body 2321, connecting part 2322, and elastic part 2323 are all integrally injection molded. The second damping member 232 has a through-hole configuration in its center, thus defining a mounting cavity. The connecting part 2322 is disposed within the mounting cavity, and a certain gap must be maintained between the connecting part 2322 and the cavity wall. The connecting part 2322 is connected to the cavity wall via the elastic part 2323. Thus, as... Figure 11 As shown, an annular damping groove 2326 is defined between the connecting portion 2322 and the main body portion 2321. The annular damping groove 2326 is not a closed ring. The two ends of the damping groove 2326 are spaced apart. An elastic portion 2323 is defined between the main body portion 2321 and the connecting portion 2322.

[0089] Because there is a gap between the connecting part 2322 and the main body 2321, and the connecting part 2322 and the main body 2321 are flexibly connected, the connecting part 2322 can swing or oscillate within the mounting cavity, for example, as shown in the figure. Figure 14 It sways left and right as shown, or in a similar manner. Figure 14 It swings up and down as shown.

[0090] Since the second damping members 232 are all made of elastic materials such as rubber, in order to concentrate the elastic deformation on the elastic part 2323 and make the elastic deformation of the second damping member 232 more stable, the width of the elastic part 2323 is smaller than the width of the connecting part 2322.

[0091] Based on the foregoing, the connecting part 2322 is made of a material with good toughness, such as rubber, which can undergo a certain degree of elastic deformation under stress. If the connecting part 2322 is directly connected to the mounting bracket of the condenser 210, there is a risk that the connection may be loose or insecure, causing the condenser 210 to detach. Therefore, in some embodiments, such as Figure 9 and Figure 10 As shown, the connecting part 2322 is provided with a through hole 23221, and the second buffer structure 230 also includes a second sleeve 233. The second sleeve 233 passes through the through hole 23221 and is connected to the connecting part 2322 by means of interference fit, bonding, etc. The second sleeve 233 is used to connect to the condenser 210, so that the connecting part 2322 is connected to the condenser 210 through the second sleeve 233. It should be noted that the material strength of the second sleeve 233 is greater than that of the connecting part 2322. The second sleeve 233 is not easily elastically deformed under stress, and can maintain a stable connection with the condenser 210.

[0092] It should be noted that during the assembly of the condenser 210 and the second buffer structure 230, the relative connection positions of the elastic part 2323 and the connecting part 2322 correspond to the relative placement position of the condenser 210. For example, in... Figure 11 and Figure 14In the illustrated embodiment, for ease of subsequent description, the portion of the main body 2321 used to connect with the elastic part 2323 is named connecting segment 23211. The connecting part 2322, the elastic part 2323, and the connecting segment 23211 are arranged sequentially from front to back. The upper end of the condenser 210 is provided with a mounting bracket passing through the connecting part 2322. When the condenser 210 is impacted, the lower end of the condenser 210 moves relative to the upper end, causing the entire condenser 210 to rotate. The elastic part 2323 is driven to bend and deform downwards, thereby causing the connecting part 2322 to tilt downwards. Similarly, the connecting part 2322, the elastic part 2323, and the connecting part can also be arranged sequentially from back to front, so that when the condenser 210 is impacted, the elastic part 2323 is driven to bend and deform upwards, and the connecting part 2322 tilts upwards.

[0093] refer to Figure 14 In the embodiment shown, if the connecting part 2322, the elastic part 2323 and the connecting segment 23211 are arranged in a direction from left to right or from right to left, when the condenser 210 is impacted, the elastic part 2323 will be tortuous and deformed. On the one hand, the threshold for tortuous deformation is high, and the second buffer structure 230 cannot disperse the load in time through deformation. On the other hand, the stress concentration at the connection position between the elastic part 2323 and the connecting segment 23211 is prone to tearing, resulting in a low lifespan of the elastic part 2323.

[0094] Furthermore, to ensure that the second buffer structure 230 and the condenser 210 are connected in a preset orientation, the through hole 23221 on the connecting part 2322 is set to an irregular shape, and the shape of the second sleeve 233 corresponds to the shape of the through hole 23221. For example, in such... Figure 10 and Figure 11 In the embodiment shown, the end of the through hole 23221 facing the connecting part 2322 is provided with a straight segment, and the end away from the connecting part 2322 is provided with an arc segment. Thus, when the second sleeve 233 is also correspondingly configured to have a straight segment and an arc segment, when the second sleeve 233 is inserted into the through hole 23221, the straight segment of the second sleeve 233 needs to correspond with the straight segment of the through hole 23221, and the arc segment of the second sleeve 233 needs to correspond with the arc segment of the through hole 23221. This ensures that the second sleeve 233 is connected to the connecting part 2322 in a preset posture.

[0095] In addition, such as Figure 13As shown, the second sleeve 233 defines a second connecting hole 2331 for connection with the condenser 210. At least one groove 2332 extending axially along the wall of the second connecting hole 2331 is provided. Correspondingly, a protrusion is provided on the outer circumferential surface of the second mounting bracket 212 of the condenser 210. During the insertion of the second mounting bracket 212 into the second connecting hole 2331, the protrusion slides within the groove 2332 for guided movement. Furthermore, the protrusion and groove 2332 ensure that the second sleeve 233 and the second mounting bracket 212 are connected in a predetermined orientation.

[0096] In some embodiments, such as Figure 12 As shown, the second mounting member 231 is a shell structure with an internal accommodating cavity 2311, and the main body 2321 is disposed in the accommodating cavity 2311. The outer peripheral surface of the second mounting member 231 is recessed to form an injection groove 2312, and the groove wall of the injection groove 2312 is provided with an injection hole 2313 communicating with the accommodating cavity 2311. The second damping member 232 includes a first injection part 2324 and a second injection part 2325. The first injection part 2324 is formed in the injection groove 2312 by injection molding, and the second injection part 2325 is formed in the injection hole 2313 by injection molding. The first injection part 2324 is connected to the main body 2321 located in the accommodating cavity 2311 through the second injection part 2325, so that the first injection part 2324, the second injection part 2325 and the main body 2321 are integrally injection molded. The first injection molding part 2324 is restricted by the groove wall of the injection molding groove 2312 on both sides along the thickness direction of the second buffer structure 230. Furthermore, the first injection molding part 2324 and the main body part 2321 are located on the inner and outer sides of the second mounting member 231, respectively. Thus, the second damping member 232 and the second mounting member 231 are connected as an integral structure, and the displacement of the second damping member 232 is restricted by the second mounting member 231.

[0097] In some embodiments, the second mounting member 231 is provided with a connection structure for connecting to the vehicle frame. The connection structure can be a detachable connection structure such as bolts or clips to facilitate the removal and replacement of the condenser 210. Figure 12 In the illustrated embodiment, elastic clips 2314 are provided on both opposite sides of the second mounting member 231, and the frame is provided with a matching locking platform. During the installation of the second mounting member 231 onto the frame, the operator pinches the elastic clips 2314 on both sides to deform them, thereby reducing the distance between the two elastic clips 2314 and allowing them to be inserted into the opening on the frame. Then, the elastic clips 2314 are released to release their driven state, returning to their original position. The distance between the two elastic clips 2314 increases, and they abut against the locking platform on the frame, thus achieving the connection between the second buffer structure 230 and the frame.

[0098] It should be noted that the connection between the elastic clip 2314 and the frame is relatively convenient for disassembly and assembly. However, the connection strength of the clip is lower than that of bolted connections. When a vehicle is involved in an accident and the impact force exceeds the buffer threshold of the second buffer structure 230, the condenser 210 is separated from the frame by breaking the elastic clip 2314, thereby reducing damage to the frame.

[0099] A second aspect of this application provides a vehicle comprising a vehicle body and a front-end collision avoidance assembly mentioned in the above embodiments, the front-end collision avoidance assembly being connected to the vehicle body and located at the front end of the vehicle body.

[0100] It should be noted that the vehicles mentioned in this application can be private cars, such as sedans, SUVs, MPVs, or pickup trucks. Vehicles can also be commercial vehicles, such as vans, buses, small trucks, or large semi-trailers. Vehicles can be gasoline-powered or new energy vehicles. When a vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0101] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments, and various changes can be made within the scope of knowledge possessed by those skilled in the art without departing from the spirit of the present invention. Furthermore, the embodiments of the present invention and the features thereof can be combined with each other unless otherwise specified.

Claims

1. A front-end collision avoidance assembly, characterized in that, Includes anti-collision beam structure, condenser assembly and adapter bracket: The condenser assembly includes a condenser, a first buffer structure, and a second buffer structure. The first buffer structure and the second buffer structure are respectively connected to the two ends of the condenser in the vertical direction. The first buffer structure is connected to the adapter bracket, and the second buffer structure is used to connect to the vehicle frame. The adapter bracket connects the anti-collision beam structure and the first buffer structure; When the front-end anti-collision assembly is subjected to a frontal impact, the anti-collision beam structure pushes the first buffer structure to separate from the adapter bracket, and the second buffer structure can maintain a flexible connection with the vehicle frame. The front-end anti-collision assembly also includes a first connector, the adapter bracket is provided with a first mounting hole, the first connector passes through the first mounting hole and is connected to the first buffer structure; The first mounting hole has an opening at the end facing the rear of the vehicle. When the anti-collision beam structure pushes the first buffer structure toward the rear of the vehicle, the first connector disengages from the first mounting hole, thereby separating the first buffer structure from the adapter bracket. The second buffer structure includes a second damping member and a second mounting member for connection with the vehicle frame. The second damping member includes a main body, a connecting part, and an elastic part. The main body is connected to the second mounting member, the connecting part is used to connect with the condenser, and the elastic part is connected to the main body and the connecting part respectively. The elastic part is capable of elastic deformation to buffer the condenser when it is subjected to an impact.

2. The front-end collision avoidance assembly according to claim 1, characterized in that, The anti-collision beam structure also includes a positioning member, which is disposed on the side of the anti-collision beam structure facing the first buffer structure. The first buffer structure includes a pushing member, which extends toward the positioning member. Either the positioning member or the pushing member is inserted into the other and can slide relative to each other along the impact direction to guide the anti-collision beam structure to abut against the pushing member during a collision.

3. The front-end collision avoidance assembly according to claim 2, characterized in that, The first buffer structure further includes a first mounting member connected to the pusher member, the pusher member defining a guide groove extending along the impact direction, and the positioning member being inserted into the guide groove; wherein the inner diameter of the end of the guide groove near the positioning member is smaller than the inner diameter of the end of the guide groove near the first mounting member.

4. The front-end collision avoidance assembly according to claim 1, characterized in that, The anti-collision beam structure includes a beam, an energy-absorbing box, and a baffle. The beam extends along the width direction of the vehicle, the energy-absorbing box extends along the length direction of the vehicle, and the baffle is connected to the beam and the energy-absorbing box respectively. The baffle includes a first damping cavity, and at least one first reinforcing rib is provided in the first damping cavity. Along the length of the vehicle, the projection area of ​​the energy-absorbing box on the baffle falls within the range of the baffle.

5. The front-end collision avoidance assembly according to claim 4, characterized in that, The first damping cavity has a front cavity wall and a rear cavity wall along the length direction of the vehicle, and the first reinforcing rib extends in the horizontal direction and is connected to the front cavity wall and the rear cavity wall respectively.

6. The front-end collision avoidance assembly according to claim 4, characterized in that, The anti-collision beam structure also includes a positioning member connected to the baffle. The first buffer structure includes a pushing member extending toward the positioning member. Either the positioning member or the pushing member is inserted into the other and can slide relative to each other along the impact direction to guide the anti-collision beam structure to abut against the pushing member during a collision.

7. The front-end collision avoidance assembly according to claim 1, characterized in that, The main body defines an installation cavity, the connecting part is disposed in the installation cavity, the connecting part is spaced apart from the cavity wall of the installation cavity, and the connecting part is connected to the cavity wall of the installation cavity through the elastic part.

8. A vehicle, characterized in that, include: Vehicle body; The front-end collision avoidance assembly as described in any one of claims 1 to 7, wherein the front-end collision avoidance assembly is connected to the vehicle body and is located at the front end of the vehicle body.

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