Anti-collision beam structure, front body structure and vehicle

Abstract

This invention discloses a crash beam structure, including a crash beam body 1 and an energy-absorbing box 2. The crash beam body 1 includes an outer beam with a hollow interior and a first crash beam transverse rib 5 and a second crash beam transverse rib 8 disposed in the inner cavity of the outer beam. At least two first crash beam transverse ribs 5 are provided, and the second crash beam transverse rib 8 is located between the two first crash beam transverse ribs 5, and the thickness of the second crash beam transverse rib 8 is greater than the thickness of the first crash beam transverse ribs 5. The crash beam structure of this invention, with reinforcing transverse ribs of different thicknesses disposed inside the crash beam body 1, ensures that the crash beam body 1 has sufficient rigidity, which can effectively improve the safety performance of the entire vehicle. This invention also discloses a front structure of a vehicle body and a vehicle.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology. Specifically, this invention relates to a crash beam structure, a front body structure, and a vehicle. Background Technology

[0002] With the continuous growth of car sales, consumers are paying increasing attention to vehicle safety performance. The crash beam is the first line of defense for protecting vehicle occupants. When a collision occurs, the crash beam effectively absorbs collision energy, reducing injury to the front of the vehicle and its occupants.

[0003] The crash beam is the most important protective device for a car in the event of a frontal collision. It plays a very important role in improving the crashworthiness of the vehicle and the safety of the occupants.

[0004] Chinese Patent Application No. 201921535465.1 discloses an automotive anti-collision beam. The anti-collision beam includes a mounting base, a collision crumple zone, and a pair of crumple guide cavities. The paired crumple guide cavities cause the collision crumple zone, subjected to a forward impact force, to collapse towards the mounting base, thereby guiding the direction of the impact force transmission. The strength of the crumple guide cavities is less than the strength of the collision crumple zone; when the anti-collision beam is subjected to a forward impact force, the crumple guide cavities collapse before the collision crumple zone, thus achieving the secondary crumple energy absorption characteristic of the automotive anti-collision beam.

[0005] The aim is to provide an improved anti-collision beam structure, particularly regarding how to effectively enhance the overall vehicle safety performance. Summary of the Invention

[0006] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides a crash beam structure, with the purpose of effectively improving the safety performance of the entire vehicle.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a crash beam structure, including a crash beam body and an energy-absorbing box. The crash beam body includes an outer beam body with a hollow interior and a first crash beam transverse rib and a second crash beam transverse rib disposed in the inner cavity of the outer beam body. At least two first crash beam transverse ribs are provided, and the second crash beam transverse rib is located between the two first crash beam transverse ribs and the thickness of the second crash beam transverse rib is greater than the thickness of the first crash beam transverse rib.

[0008] The second anti-collision beam's horizontal reinforcement is located at the middle position of the outer beam.

[0009] The thickness of the second anti-collision beam's horizontal reinforcement is 5mm, and the thickness of the first anti-collision beam's horizontal reinforcement is 4mm.

[0010] The first anti-collision beam has two horizontal reinforcing bars.

[0011] The outer beam includes two first sidewalls and two second sidewalls. The two first sidewalls are parallel to the first anti-collision beam horizontal reinforcement and the second anti-collision beam horizontal reinforcement. The two second sidewalls are parallel to each other and are perpendicularly connected to the two second sidewalls. The first anti-collision beam horizontal reinforcement and the second anti-collision beam horizontal reinforcement are located between the two first sidewalls. The distance between the first anti-collision beam horizontal reinforcement and the adjacent first sidewall is less than the distance between the first anti-collision beam horizontal reinforcement and the adjacent second anti-collision beam horizontal reinforcement.

[0012] The energy-absorbing box is welded to the outer beam, and two energy-absorbing boxes are provided.

[0013] The connection between the energy-absorbing box and the outer beam forms a first weld and a second weld. The first weld is located at the bottom of the energy-absorbing box, and the second weld is located on both sides of the energy-absorbing box.

[0014] The anti-collision beam is made of aluminum alloy.

[0015] The present invention also provides a front structure of a vehicle body, including the aforementioned anti-collision beam structure.

[0016] The present invention also provides a vehicle including the aforementioned front body structure.

[0017] The anti-collision beam structure of the present invention has reinforcing ribs of different thicknesses inside the anti-collision beam body to ensure that the anti-collision beam body has sufficient rigidity, which can effectively improve the safety performance of the whole vehicle. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the anti-collision beam structure of the present invention;

[0019] Figure 2 This is a partial structural schematic diagram of the anti-collision beam structure of the present invention;

[0020] Figure 3 This is a schematic diagram of the overall structure of the front part of the vehicle body;

[0021] Figure 4 This is a schematic diagram of the integrated die-casting and A-pillar connection area;

[0022] Figure 5 This is a schematic diagram of the connection area between the integrated die-casting and the lower crossbeam of the front baffle;

[0023] Figure 6 This is a schematic diagram of an integrated die-cast three-in-one connection structure;

[0024] Figure 7 This is a schematic diagram of the integrated die-cast body structure;

[0025] Figure 8 This is a schematic diagram of the front mounting bracket structure;

[0026] Figure 9 This is the front view of the crash beam;

[0027] The markings in the above figures are as follows: 1. Anti-collision beam body; 2. Energy absorption box; 3. First weld; 4. Second weld; 5. First anti-collision beam transverse rib; 6. Rear connecting plate; 7. Mounting bolt; 8. Second anti-collision beam transverse rib; 9. First side wall; 10. Second side wall; 11. Front longitudinal beam; 111. Indentation; 112. Guide groove; 12. Integrated die-cast front cast aluminum body; 121. Reinforcing rib; 122. Three bolt holes connecting the integrated die-cast front cast aluminum body and the A-pillar; 123. Two bolt holes connecting the integrated die-cast front cast aluminum body and the lower crossbeam of the front baffle; 13. A-pillar; 14. Front baffle crossbeam; 141. First support beam; 142. Second support beam; 15. Lower front baffle crossbeam; 16. Front mounting crossbeam; 161. First front mounting bracket; 1611. Bolt holes connecting the first front mounting bracket and the integrated die-cast front aluminum and lower front baffle crossbeam; 1612. Weld between the first front mounting bracket and the front mounting crossbeam; 162. Second front mounting bracket; 1621. Bolt holes connecting the second front mounting bracket and the integrated die-cast front aluminum and lower front baffle crossbeam; 1622. Weld between the second front mounting bracket and the front mounting crossbeam;

[0028] 17. One side reinforcing tube; 18. The other side reinforcing tube. Detailed Implementation

[0029] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0030] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," and similar expressions used in this document are for illustrative purposes only.

[0031] It should be noted that in the following embodiments, the terms "first" and "second" do not represent an absolute distinction in structure and / or function, nor do they represent the order of execution, but are merely for the convenience of description.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0033] Example 1

[0034] like Figure 1 and Figure 2 As shown, this embodiment of the invention provides a crash beam structure, including a crash beam body 1 and an energy-absorbing box 2. The crash beam body 1 includes an outer beam body with a hollow interior and a first crash beam transverse rib 5 and a second crash beam transverse rib 8 disposed in the inner cavity of the outer beam body. At least two first crash beam transverse ribs 5 are provided. The second crash beam transverse rib 8 is located between the two first crash beam transverse ribs 5 and the thickness of the second crash beam transverse rib 8 is greater than the thickness of the first crash beam transverse rib 5. The first crash beam transverse ribs 5 and the second crash beam transverse rib 8 extend along the entire length direction of the outer beam body. The length direction of the first crash beam transverse ribs 5 and the second crash beam transverse rib 8 is parallel to the length direction of the outer beam body.

[0035] Specifically, in this embodiment of the invention, the anti-collision beam body 1 is made of aluminum alloy, which can reduce the overall weight of the vehicle. For example... Figure 1 As shown, two energy-absorbing boxes 2 are provided, and the two energy-absorbing boxes 2 are welded to the outer beam.

[0036] like Figure 1 and Figure 2 As shown, in this embodiment of the invention, two first anti-collision beam transverse ribs 5 are provided, and one second anti-collision beam transverse rib 8 is located at the middle position in the width direction of the outer beam body. The second anti-collision beam transverse rib 8 is also located at the middle position of the two first anti-collision beam transverse ribs 5. That is, inside the outer beam body, there are three transverse ribs in total: upper, middle, and lower. The upper and lower transverse ribs are the first anti-collision beam transverse ribs 5, and the middle transverse rib is the second anti-collision beam transverse rib 8. The purpose of the transverse ribs designed internally is to ensure that the anti-collision beam body 1 has sufficient rigidity, so that the energy of the collision can be effectively transferred laterally during a vehicle collision, thereby ensuring that the passenger compartment is not damaged. The 5mm thick transverse rib in the middle is designed to ensure the rigidity of the anti-collision beam and the stability of the lateral energy transfer. The 4mm thick transverse ribs at the top and bottom are designed to allow the anti-collision beam to deform and absorb some energy during the collision, reducing the energy transferred to the rear structure of the anti-collision beam, thereby ensuring the safety of the passenger compartment.

[0037] In this embodiment of the invention, the thickness of the second anti-collision beam transverse rib 8 is 5mm, and the thickness of the first anti-collision beam transverse rib 5 is 4mm.

[0038] like Figure 1 and Figure 2 As shown, the outer beam is a rectangular cross-section structure, comprising two first sidewalls 9 and two second sidewalls 10. The energy-absorbing box 2 is fixedly connected to one of the second sidewalls 10. The two first sidewalls 9 are parallel to the first anti-collision beam transverse ribs 5 and 8, and the two second sidewalls 10 are parallel. The two ends of the two first sidewalls 9 are perpendicularly fixedly connected to the two second sidewalls 10, respectively. The first anti-collision beam transverse ribs 5 and 8 are located between the two first sidewalls 9 and 10, respectively. The two ends of the first anti-collision beam transverse ribs 5 and 8 in the width direction are perpendicularly fixedly connected to the two second sidewalls 10, respectively. The lengths of the first anti-collision beam transverse ribs 5 and 8 are the same as the lengths of the first sidewalls 9 and 10, respectively. The two ends of the first anti-collision beam transverse ribs 5 and 8 in the length direction are aligned with the two ends of the first sidewalls 9 and 10 in the length direction, respectively. The distance between each first anti-collision beam transverse rib 5 and its adjacent first sidewall 9 is less than the distance between the first anti-collision beam transverse rib 5 and its adjacent second anti-collision beam transverse rib 8, and the distances between each first anti-collision beam transverse rib 5 and its adjacent first sidewall 9 are the same. The two second anti-collision beam transverse ribs 8 are located in the middle of the two first sidewalls 9. This arrangement of the anti-collision beam transverse ribs makes it easier for the anti-collision beams to deform during a collision, thereby absorbing some energy and improving the overall vehicle safety.

[0039] like Figure 1 and Figure 2 As shown, the connection between the energy-absorbing box 2 and the outer beam forms a first weld 3 and a second weld 4. The first weld 3 is located at the bottom of the energy-absorbing box 2, and the second weld 4 is located on both sides of the energy-absorbing box 2 in the width direction. The width direction of the energy-absorbing box 2 is parallel to the length direction of the outer beam, and the length direction of the first weld 3 is parallel to the length direction of the outer beam. The first weld 3 and the second weld 4 are perpendicular to each other. The first weld 3 extends along the entire width direction of the energy-absorbing box 2, and the second weld 4 extends along the entire width direction of the outer beam. Increasing the connection between the lower end face of the anti-collision beam and the energy-absorbing box 2 allows for the absorption of more energy during a vehicle collision, effectively improving the overall vehicle safety performance.

[0040] like Figure 1 and Figure 2 As shown, the rear connecting plate is connected to the energy-absorbing boxes 2 on the left and right sides by welds and is connected to the vehicle frame by mounting bolts 7. The rear connecting plate and mounting bolts 7 are symmetrical about the Y-axis of the whole vehicle. There are a total of 2 rear connecting plates and 8 mounting bolts 7 in one anti-collision beam assembly.

[0041] This invention also provides a front structure for a vehicle body, including a crash beam structure as described above. The specific structure of this crash beam structure can be found in [reference needed]. Figure 1 and Figure 2 The details will not be elaborated further here. Since the front vehicle structure of this embodiment includes the anti-collision beam structure in the above embodiments, it has all the advantages of the above-described anti-collision beam structure.

[0042] This invention also provides a vehicle including a front body structure with the above-described structure. Since the vehicle of this invention includes the anti-collision beam structure and the front body structure described in the above embodiments, it possesses all the advantages of the aforementioned anti-collision beam structure and front body structure.

[0043] Example 2

[0044] In embodiments of the present invention, such as Figures 3 to 8 As shown, the front structure of the vehicle body also includes a front longitudinal beam 11, an integrated die-cast front aluminum body 12, and an A-pillar 13. The integrated die-cast front aluminum body 12 is connected to the front longitudinal beam 11 and the A-pillar 13. The integrated die-cast front aluminum body 12 is also connected to the lower front baffle beam 15 and the front mounting beam 16. The lower front baffle beam 15 is located between the two A-pillars 13, and the integrated die-cast front aluminum body 12 is located between the front longitudinal beam 11 and the lower front baffle beam 15. The end of the front longitudinal beam 11 is fixedly connected to the rear connecting plate 13 on the energy-absorbing box 2. The front longitudinal beam 11 and the energy-absorbing box 2 are on the same straight line, and the anti-collision beam body is located in front of the front longitudinal beam 11 and the energy-absorbing box 2.

[0045] like Figures 3 to 6 As shown, two front longitudinal beams 11 and one integrated die-cast front aluminum body 12 are provided. The length direction of the front longitudinal beams 11 and the vehicle body is parallel to the X-direction. The length direction of the front lower baffle beam 15 and the front mounting beam 16 is parallel to the Y-direction, which is parallel to the width direction of the vehicle body. The front lower baffle beam 15 is located above the front mounting beam 16. One end of each of the two front longitudinal beams 11 is fixedly connected to one end of each of the two integrated die-cast front aluminum body 12. The other ends of each of the two integrated die-cast front aluminum body 12 are fixedly connected to two A-pillars 13. The front lower baffle beam 15 and the front mounting beam 16 are fixedly connected to the two integrated die-cast front aluminum body 12.

[0046] like Figure 3 and Figure 4 As shown, the front longitudinal beam 11 is provided with guide grooves 112 and indentations 111, and the depth of the indentations 111 is ≥5mm. Multiple guide grooves 112 are provided, and the depth of the indentations 111 on the front longitudinal beam 11 is controlled to be ≥5mm. The guide grooves 112 of the front longitudinal beam 11 need to cross the feature lines of the longitudinal beam edge to ensure that the front end of the front longitudinal beam 11 is crushed and the middle and rear ends are bent to reduce the extrusion impact on the integrated die-cast front aluminum body 12, thereby protecting the structure of the integrated die-cast front aluminum body 12 and improving the maintenance economy of the vehicle.

[0047] like Figures 3 to 7As shown, the integrated die-cast aluminum front body 12 is provided with reinforcing ribs 121; the integrated die-cast aluminum front body 12 and the A-pillar 13 are connected by bolts; the integrated die-cast aluminum front body 12 and the lower crossbeam 15 of the front baffle are connected by bolts. A front baffle crossbeam 14 is provided between the two integrated die-cast aluminum front bodies 12. The length direction of the front baffle crossbeam 14 is parallel to the length direction of the lower crossbeam 15 of the front baffle. The front baffle crossbeam 14 is fixedly connected to one end of the first support beam 141 and the second support beam 142. The other end of the first support beam 141 and the second support beam 142 is fixedly connected to the lower crossbeam 15 of the front baffle. The first support beam 141 and the second support beam 142 are located between the front baffle crossbeam 14 and the lower crossbeam 15 of the front baffle. There is a certain distance between the first support beam 141 and the second support beam 142. The first support beam 141 and the second support beam 142 are located between the two integrated die-cast aluminum front bodies 12.

[0048] The first support beam 141, the second support beam 142, the front baffle crossbeam 14, and the front baffle lower crossbeam 15 are welded together to form an "I" shaped structure, which greatly improves the rear support structure of the integrated die-cast front aluminum body 12, thereby effectively reducing the maximum intrusion of the front bulkhead firewall.

[0049] like Figures 3 to 6 and Figure 8 As shown, the length direction of the front mounting beam 16 is parallel to the length direction of the anti-collision beam body. The front mounting beam 16 is located below the lower front baffle beam 15. The front mounting beam 16 is welded to the first front mounting bracket 61 and the second front mounting bracket 62, which are connected to the lower front baffle beam 15. The first front mounting bracket 61 and the second front mounting bracket 62 are connected to the lower front baffle beam 15 by bolts. The first front mounting bracket 61 and the second front mounting bracket 62 are also connected to the integrated die-cast front aluminum body 12 by bolts.

[0050] The integrated die-cast front aluminum body 12 is connected to the A-pillar 13, the lower crossbeam of the front baffle 15, the first front mounting bracket 61, and the second front mounting bracket 62 by bolts, which can effectively improve the connection strength and thus prevent cracking of the surrounding connection area of ​​the integrated die-cast front aluminum body 12 after a frontal collision.

[0051] The first front mounting bracket 61 and the second front mounting bracket 62 are welded to the front mounting crossbeam 16 and connected to the integrated die-cast front aluminum body 12 and the lower crossbeam 15 of the front baffle by bolts. This can effectively ensure the X-direction force transmission path, provide sufficient X-direction support force, and prevent the squeezing impact on the integrated die-cast front aluminum body 12 in the event of a frontal collision, thereby improving the maintenance economy of the vehicle.

[0052] The aforementioned front body structure has the following advantages: the indentation depth 111 of the front longitudinal beam 11 is ≥5mm, and the guide groove 112 crosses the edge feature line of the front longitudinal beam 11, which can ensure that the front end of the front longitudinal beam 11 is crushed and the middle and rear ends are bent, thereby reducing the extrusion impact of the integrated die-cast front cast aluminum body 12; the integrated die-cast front cast aluminum body 12 can effectively improve the connection strength through three bolt connection methods with the A-pillar 13, the lower front baffle beam 15, the first front mounting bracket 161, and the second front mounting bracket 162; the first support beam 141 and the second support beam 142 are welded to the front baffle beam 14 and the lower front baffle beam 15 to form an "I" shaped structure. Among them, the first front mounting bracket 161 and the second front mounting bracket 162 are welded to the front mounting beam 16 through their respective welds, and their respective bolt connection holes are connected to the integrated die-cast front cast aluminum body and the lower front baffle beam 15 in a three-in-one manner, which can effectively ensure the X-direction force transmission path and provide sufficient X-direction support force. In summary, the structure can ensure that the peak acceleration of the whole vehicle is ≤40g, protect the structure of the integrated die-cast front aluminum body 12, prevent cracking in the surrounding area of ​​the integrated die-cast front aluminum body 12, improve the maintenance economy of the vehicle, reduce the matching difficulty of the occupant restraint system, and ultimately meet the structural crashworthiness and maintenance economy requirements of C-NCAP, E-NCAP, and C-IASI frontal collisions.

[0053] This invention also provides a vehicle including a front body structure with the above-described structure. Since the vehicle of this invention includes the front body structure described in the above embodiments, it possesses all the advantages of the aforementioned front body structure.

[0054] Example 3

[0055] In embodiments of the present invention, such as Figure 9 As shown, the anti-collision beam body 1 also includes a reinforcing structure set in the inner cavity of the outer beam body. The reinforcing structure is set at the front end of the energy absorption box. The reinforcing structure is a hollow reinforcing tube, which is built into the inner cavity of the outer beam body. The structure is compact. The reinforcing tube is a hollow structure, which is lightweight and conducive to lightweight design.

[0056] like Figure 9 As shown, reinforcing tubes are provided on both sides of the outer beam. The two reinforcing tubes are a reinforcing tube 17 on one side and a reinforcing tube 18 on the other side. The positions of the two reinforcing tubes correspond to the positions of the two energy-absorbing boxes. Each reinforcing tube is on the same straight line parallel to the length direction of the vehicle body with an energy-absorbing box. The two reinforcing plates are symmetrically arranged, and the structure is stable and reliable.

[0057] The reinforcing tubes on both sides are symmetrically arranged, resulting in a simple structure and relatively low cost. The reinforcing tubes are fixed to the outer beam body by a set of fastening rivets, making assembly easy. Reinforcing tubes are added to the inner and outer sides of the cavity of the outer beam body, extending to the inner side of the energy-absorbing box (the transition area of ​​the body surface).

[0058] Furthermore, the reinforcing tube is located in the uppermost cavity, that is, between the first anti-collision beam transverse rib located above and the first side wall located at the top of the outer beam, and the reinforcing tube is also located between the two second side walls; preferably, each reinforcing tube is connected to the first side wall at the top of the outer beam by two fastening rivets; the length of the reinforcing tube is greater than the width of the energy-absorbing box, the length direction of the reinforcing tube is parallel to the length direction of the outer beam, and the two fastening rivets are located on both sides of the energy-absorbing box, resulting in high structural strength.

[0059] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A crash beam structure, comprising a crash beam body and an energy-absorbing box, characterized in that: The anti-collision beam body includes an outer beam body with a hollow interior and a first anti-collision beam horizontal rib and a second anti-collision beam horizontal rib disposed in the inner cavity of the outer beam body. At least two first anti-collision beam horizontal ribs are provided, and the second anti-collision beam horizontal rib is located between the two first anti-collision beam horizontal ribs and the thickness of the second anti-collision beam horizontal rib is greater than the thickness of the first anti-collision beam horizontal rib. The second anti-collision beam's transverse reinforcement is located at the middle position of the outer beam; The thickness of the second anti-collision beam horizontal reinforcement is 5mm, and the thickness of the first anti-collision beam horizontal reinforcement is 4mm; The first anti-collision beam has two horizontal reinforcing bars; The outer beam includes two first sidewalls and two second sidewalls. The two first sidewalls are parallel to the first anti-collision beam horizontal reinforcement and the second anti-collision beam horizontal reinforcement. The two second sidewalls are parallel to each other and are perpendicularly connected to the two second sidewalls. The first anti-collision beam horizontal reinforcement and the second anti-collision beam horizontal reinforcement are located between the two first sidewalls. The distance between the first anti-collision beam horizontal reinforcement and the adjacent first sidewall is less than the distance between the first anti-collision beam horizontal reinforcement and the adjacent second anti-collision beam horizontal reinforcement.

2. The anti-collision beam structure according to claim 1, characterized in that: The energy-absorbing box is welded to the outer beam, and two energy-absorbing boxes are provided.

3. The anti-collision beam structure according to claim 2, characterized in that: The connection between the energy-absorbing box and the outer beam forms a first weld and a second weld. The first weld is located at the bottom of the energy-absorbing box, and the second weld is located on both sides of the energy-absorbing box.

4. The anti-collision beam structure according to any one of claims 1 to 3, characterized in that: The anti-collision beam is made of aluminum alloy.

5. The front structure of the vehicle body, characterized in that: Includes the anti-collision beam structure as described in any one of claims 1 to 4.

6. A vehicle, characterized in that: Includes the front body structure as described in claim 5.

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