Anti-collision cross beam assembly of vehicle forecabin and vehicle

Abstract

The invention provides an anti-collision cross beam assembly of a vehicle forecabin and a vehicle. The anti-collision cross beam assembly comprises an anti-collision cross beam and a mounting body connected with the anti-collision cross beam. In the length direction of the vehicle, the mounting main body is arranged between the anti-collision cross beam and an auxiliary frame at a front cabin of the vehicle; a heat dissipation structure is detachably connected to the mounting main body, and the mounting main body and the auxiliary frame are arranged at an interval, so that a preset distance is formed between the heat dissipation structure and the auxiliary frame in the length direction of the vehicle, and when the mounting main body is collided and deforms towards the direction close to the auxiliary frame, the heat dissipation structure can be driven to move at the preset distance; the heat dissipation structure is prevented from colliding with the auxiliary frame to be damaged to a certain degree, and therefore the maintenance cost of the anti-collision beam assembly can be reduced to a certain degree.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an anti-collision beam assembly of a front cabin of a vehicle and a vehicle. Background Art

[0002] The vehicle includes a body, the body having a vehicle front cabin, and the vehicle front cabin has an anti-collision beam assembly, a subframe, and power equipment such as an engine and a battery pack that provide power for the vehicle.

[0003] The anti-collision beam assembly includes an anti-collision beam and a radiator. The anti-collision beam is connected to the front side of the subframe facing the head of the vehicle to absorb the collision force when the vehicle collides to ensure driving safety, and the heat generated by the power equipment in the front cabin of the vehicle is discharged through the radiator to avoid overheating and damage of the power equipment. However, the maintenance cost of the anti-collision beam assembly in the related art after a collision is high. Summary of the invention

[0004] In view of this, an embodiment of the present invention is directed to providing an anti-collision beam assembly for a front cabin of a vehicle and a vehicle, thereby reducing the maintenance cost of the anti-collision beam assembly.

[0005] In a first aspect, the present invention provides an anti-collision beam assembly for a front cabin of a vehicle, comprising an anti-collision beam and a mounting body connected to the anti-collision beam;

[0006] Along the length direction of the vehicle, the mounting body is arranged between the anti-collision beam and the subframe at the front cabin of the vehicle;

[0007] The installation body is detachably connected with a heat dissipation structure, and the installation body is spaced apart from the sub-frame, so that the heat dissipation structure and the sub-frame form a preset distance along the length direction of the vehicle.

[0008] Optionally, the mounting body has a first mounting area with a collapse area to be detachably connected to the heat dissipation structure;

[0009] Along the path where the collision external force is transmitted from the anti-collision beam to the installation body, the crush zone is located beside the first installation area, and the crush zone has a crush portion for guiding the deformation of the crush zone, so as to drive the first installation area to deform at least in a direction close to the sub-frame when the collision external force is transmitted to the installation body.

[0010] Optionally, the collapse portion includes a first collapse portion;

[0011] The first collapse portion comprises a collapse groove recessed along the length direction of the vehicle; and / or, there are at least two first collapse portions, and among all the first collapse portions, at least two of the first collapse portions are arranged at intervals along the length direction of the vehicle.

[0012] Optionally, the collapse portion includes a second collapse portion, and the second collapse portion includes a collapse hole arranged at the collapse area;

[0013] Part of the hole wall of the collapse hole protrudes along the length direction of the vehicle to form a protrusion;

[0014] There are at least two collapse holes, and among all the collapse holes, at least two collapse holes are arranged at intervals along the length direction of the vehicle, and the protrusions on the at least two collapse holes are arranged opposite to each other.

[0015] Optionally, the collapse portion includes a second collapse portion;

[0016] There are at least two second collapse parts, and among all the second collapse parts, at least two second collapse parts are arranged at intervals along the length direction of the vehicle; and / or the collapse part also includes a first collapse part, and the first collapse part and the second collapse part are arranged at intervals along the length direction of the vehicle.

[0017] Optionally, the preset spacing is between 150 mm and 200 mm along the length direction of the vehicle.

[0018] Optionally, the anti-collision beam is connected to an energy absorption box at the rear side along the length direction of the vehicle, and at least part of the installation body is located beside the energy absorption box along the width direction of the vehicle and is connected to the anti-collision beam through the energy absorption box;

[0019] At least a portion of a projection of the anti-collision beam on a vertical plane parallel to a width direction of the vehicle overlaps with at least a portion of a projection of the first installation area on the vertical plane.

[0020] Optionally, the installation body further has a second installation area;

[0021] The second installation area is located at the lower side of the energy absorption box along the vehicle height direction; along the path where the collision external force is transmitted from the anti-collision beam to the installation body, the crumple zone is located between the first installation area and the second installation area, and the first installation area is connected to the energy absorption box through the second installation area.

[0022] Optionally, the anti-collision beam is connected to an energy absorption box at the rear side along the length direction of the vehicle, and at least part of the installation body is located beside the energy absorption box along the width direction of the vehicle and is connected to the anti-collision beam through the energy absorption box;

[0023] A collision bracket is provided on the side of the installation body facing the anti-collision beam, and at least a portion of the projection of the collision bracket on a vertical plane parallel to the width direction of the vehicle overlaps with at least a portion of the projection of the anti-collision beam on the vertical plane, so that at least a portion of the collision external force of the anti-collision beam can be transmitted to the installation body through the collision bracket.

[0024] Optionally, the collision bracket has an energy absorbing cavity to at least cause the collision bracket to deform when it is hit;

[0025] There are at least two energy absorption cavities, and among all the energy absorption cavities, at least two of them are arranged at intervals along the length direction of the vehicle; and / or the lower side of the energy absorption cavity along the height direction of the vehicle is open.

[0026] Optionally, the anti-collision beam further has a flange extending in the length direction of the vehicle, and in the width direction of the vehicle, the flange may be arranged on a side of the collision bracket away from the energy absorption box;

[0027] And / or, along the length direction of the vehicle, there is a preset gap between the collision bracket and the anti-collision beam.

[0028] Optionally, the collision bracket and the mounting body are detachably connected;

[0029] One of the collision bracket and the installation body is provided with a buckle, and the other of the collision bracket and the installation body is provided with a slot for the buckle to extend into and match with.

[0030] Optionally, the collision bracket has the buckle, and the mounting body has the slot;

[0031] An outer peripheral plate is arranged on the outer side of the installation body, and the outer peripheral plate and the outer wall surface of the installation body are jointly enclosed to form the card slot;

[0032] The collision bracket is provided with a limiting groove into which the peripheral plate can extend, and the buckle is located at the limiting groove.

[0033] Optionally, the installation body has a positioning portion, and the positioning portion cooperates with the heat dissipation structure to position the heat dissipation structure on the installation body;

[0034] The positioning portion includes a positioning groove provided on the mounting body, and the positioning groove is used for a portion of the heat dissipation structure to extend into;

[0035] And / or, there are at least two installation bodies, and among all the installation bodies, at least two installation bodies are arranged at intervals along the width direction of the vehicle to fix the heat dissipation structure from both sides in the width direction of the heat dissipation structure;

[0036] And / or, the installation body is provided with a first assembly hole, the heat dissipation structure is provided with a second assembly hole, and the heat dissipation structure is detachably mounted on the installation body by fasteners penetrating through the first assembly hole and the second assembly hole;

[0037] There are at least two first assembly holes, and center lines of at least two of the first assembly holes intersect. There are at least two second assembly holes, and they are arranged in one-to-one correspondence with the first assembly holes.

[0038] In a second aspect, the present invention provides a vehicle, comprising the anti-collision beam assembly of the front cabin of the vehicle as described above.

[0039] The anti-collision beam assembly and vehicle of the front cabin of the vehicle provided by the present invention, by detachably connecting the heat dissipation structure to the installation body, the installation body and the sub-frame are spaced apart, so that the heat dissipation structure and the sub-frame form a preset spacing along the length direction of the vehicle, so that when the installation body is deformed in the direction close to the sub-frame due to a collision, the heat dissipation structure is driven to move at the preset spacing. In other words, when the installation body is deformed in the direction close to the sub-frame due to a collision, the preset spacing originally existing between the heat dissipation structure and the sub-frame will at least provide movement space for the heat dissipation structure, such as the heat dissipation structure will flip or move to the rear side in the direction close to the sub-frame, etc. Compared with the solution in which the heat dissipation structure and the sub-frame are fitted, this can avoid the situation in which the heat dissipation structure collides with the sub-frame and causes damage to the heat dissipation structure to a certain extent.

[0040] At the same time, since the heat dissipation structure and the installation body are detachably connected, when one of the heat dissipation structure and the installation body is damaged, only the damaged component needs to be replaced, thereby avoiding the scrapping of the heat dissipation structure and the installation body as a whole to a certain extent. In particular, when the installation body is damaged, the high-value heat dissipation structure can be detached from the installation body, thereby reducing the maintenance cost of the anti-collision beam assembly to a certain extent, realizing the economical maintainability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a structural schematic diagram of the connection between the anti-collision beam assembly and the subframe according to an embodiment of the present invention;

[0042] Figure 2 A schematic side view of the structure of the connection between the anti-collision beam assembly and the subframe according to an embodiment of the present invention;

[0043] Figure 3It is a structural schematic diagram of the installation body and the collision bracket during installation according to an embodiment of the present invention;

[0044] Figure 4 It is a schematic diagram of a partial structure of a mounting body according to an embodiment of the present invention;

[0045] Figure 5 The partial structure of the anti-collision beam assembly according to one embodiment of the present invention is shown in FIG. Figure 1 ;

[0046] Figure 6 The partial structure of the anti-collision beam assembly according to one embodiment of the present invention is shown in FIG. Figure 2 ;

[0047] Figure 7 It is a structural schematic diagram of a collision bracket according to an embodiment of the present invention;

[0048] Figure 8 It is a structural schematic diagram of the installation body according to an embodiment of the present invention;

[0049] Fig. 9 The figure is a schematic structural diagram of the connection between the heat dissipation structure and the installation body according to an embodiment of the present invention.

[0050] Among them, 10, anti-collision beam assembly; 1, anti-collision beam; 11, beam body; 12, anti-collision bracket; 121, flange; 2, installation body; 21, collapse zone; 211, first collapse part; 212, second collapse part; 213, protrusion; 22, first installation area; 221, slot; 222, outer plate; 223, positioning part; 224, first assembly hole; 23, second installation area; 231, buffer rubber; 3, energy absorption box; 4, collision bracket; 41, energy absorption cavity; 411, open; 42, buckle; 43, limit groove; 20, subframe; 30, heat dissipation structure; 40, preset spacing. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention belong to the scope of protection of the present invention.

[0052] The vehicle includes a body, the body having a vehicle front cabin, and the vehicle front cabin has an anti-collision beam assembly, a subframe, and power equipment such as an engine and a battery pack that provide power for the vehicle.

[0053] The anti-collision beam assembly includes an anti-collision beam and a radiator. The anti-collision beam is connected to the front side of the subframe facing the head of the vehicle to absorb the collision force when the vehicle collides to ensure driving safety, and the heat generated by the power equipment in the front cabin of the vehicle is discharged through the radiator to avoid overheating and damage of the power equipment. However, the maintenance cost of the anti-collision beam assembly in the related art after a collision is high.

[0054] Based on this, an embodiment of the present invention provides an anti-collision beam assembly for a front cabin of a vehicle and a vehicle, by detachably connecting the heat dissipation structure to a mounting body, and spacing the mounting body and the sub-frame along the length direction of the vehicle, so that the heat dissipation structure and the sub-frame form a preset spacing along the length direction of the vehicle, so that when the mounting body is deformed toward the sub-frame due to a collision, the heat dissipation structure can be driven to move at the preset spacing, that is, the preset spacing can provide movement space for the heat dissipation structure, so compared with the solution in which the heat dissipation structure is fitted with the sub-frame, this can to a certain extent avoid the situation in which the heat dissipation structure is damaged due to a collision with the sub-frame, and because the heat dissipation structure and the mounting body are detachably connected, for example, when the mounting body is damaged, the high-value heat dissipation structure can be detached from the mounting body so that the heat dissipation structure is retained, and only the mounting body needs to be replaced, thereby reducing the maintenance cost of the anti-collision beam assembly.

[0055] The anti-collision beam assembly of the front cabin of the vehicle and the vehicle provided by the present invention are described in detail below with reference to the accompanying drawings through specific embodiments:

[0056] Reference Figures 1 to 9 As shown, this embodiment provides an anti-collision beam assembly for a front cabin of a vehicle, wherein a subframe 20 is generally provided at the front cabin of the vehicle.

[0057] Specifically, the anti-collision beam assembly 10 includes an anti-collision beam 1 and a mounting body 2 connected to the anti-collision beam 1 .

[0058] The connection between the anti-collision beam 1 and the installation body 2 may be, for example, a direct connection between the two or an indirect connection between the two. For example, when the anti-collision beam 1 is hit, the collision force will be transmitted from the anti-collision beam 1 to the installation body 2 because the anti-collision beam 1 is connected to the installation body 2.

[0059] Along the length direction of the vehicle, the installation body 2 is arranged between the anti-collision beam 1 and the subframe 20. The length direction of the vehicle can be specifically Figure 1 , Figure 5 and Figure 6 The X direction and Figure 2 , Figure 3 and Figure 4 The left and right directions in the text are, for example, the front and rear directions of a vehicle.

[0060] The heat dissipation structure 30 is detachably connected to the mounting body 2 , and the mounting body 2 is spaced apart from the sub-frame 20 , so that a preset distance 40 is formed between the heat dissipation structure 30 and the sub-frame 20 along the length direction of the vehicle.

[0061] With this arrangement, when the mounting body 2 is deformed toward the sub-frame 20 due to a collision, the heat dissipation structure 30 can be driven to move at the preset distance 40 .

[0062] For example, the above-mentioned vehicle can be a fuel vehicle, an electric vehicle, a hybrid vehicle, etc. Among them, for fuel vehicles and hybrid vehicles, an engine is generally provided at the front cabin of the vehicle as a power device; for electric vehicles and hybrid vehicles, a battery pack is generally provided at the front cabin of the vehicle as a power device. When used specifically, the heat dissipation structure can be used to dissipate heat in the front cabin of the vehicle to reduce the temperature of the front cabin of the vehicle. For example, the heat dissipation structure 30 can include a radiator, for example.

[0063] The anti-collision beam assembly of the front cabin of the vehicle provided in this embodiment is provided by detachably connecting the heat dissipation structure 30 to the installation body 2, spacing the installation body 2 and the sub-frame 20, so that the heat dissipation structure 30 and the sub-frame 20 form a preset spacing 40 along the length direction of the vehicle, so that when the installation body 2 is deformed in the direction close to the sub-frame 20 due to a collision, the heat dissipation structure 30 is driven to move at the preset spacing 40. In other words, when the installation body 2 is deformed in the direction close to the sub-frame 20 due to a collision, the preset spacing 40 originally existing between the heat dissipation structure 30 and the sub-frame 20 will at least provide movement space for the heat dissipation structure 30, for example, the heat dissipation structure 30 will flip or move to the rear side in the direction close to the sub-frame 20, etc. Compared with the solution in which the heat dissipation structure and the sub-frame are attached, this can avoid the situation that the heat dissipation structure 30 collides with the sub-frame 20 and causes the heat dissipation structure 30 to be damaged to a certain extent.

[0064] At the same time, since the heat dissipation structure 30 and the installation body 2 are detachably connected, when one of the heat dissipation structure 30 and the installation body 2 is damaged, only the damaged component needs to be replaced, thereby avoiding the overall scrapping of the heat dissipation structure 30 and the installation body 2 to a certain extent. In particular, when the installation body 2 is damaged, the high-value heat dissipation structure 30 can be detached from the installation body 2, thereby reducing the maintenance cost of the anti-collision beam assembly 10 to a certain extent, thereby realizing the economical maintainability of the vehicle.

[0065] Moreover, since the heat dissipation structure 30 and the installation body 2 are detachably connected, that is, the heat dissipation structure 30 and the installation body 2 can be separated into independent structures, so that when packaging, the larger heat dissipation structure 30 and the installation body 2 can be packaged separately. Compared with the solution of packaging the heat dissipation structure and the installation body together, the packaging size of the heat dissipation structure can be reduced to a certain extent, which is beneficial to reduce logistics and transportation costs.

[0066] In some embodiments, reference Figures 3 to 8 As shown, the installation body 2 has a crush zone 21 and a first installation area 22 detachably connected to the heat dissipation structure 30. Along the path where the collision external force is transmitted from the anti-collision beam 1 to the installation body 2, the crush zone 21 is located beside the first installation area 22, and the crush zone 21 has a crush portion for guiding the deformation of the crush zone 21, so as to drive the first installation area 22 to deform at least in a direction close to the subframe 20 when the collision external force is transmitted to the installation body 2.

[0067] Through the above arrangement, while the heat dissipation structure 30 is installed, when the collision external force is transmitted to the installation body 2, the deformation of the collapse area 21 can also be guided by the collapse portion, so that the first installation area 22 drives the heat dissipation structure 30 to move at the preset distance 40, so as to prevent the heat dissipation structure 30 from colliding with the subframe 20 and being damaged, thereby achieving good protection for the heat dissipation structure 30, which is conducive to further reducing maintenance costs.

[0068] Of course, at least the crush zone 21 may be an elastic crush zone, such as a rubber zone or a silicone zone, so that the crush zone 21 can be deformed during a collision.

[0069] Reference Figure 3 and Figure 8 A buffer rubber 231 may be provided between the mounting body 2 and the anti-collision beam 1, so that when the heat dissipation structure 30 is deformed due to a collision or the like, the buffer rubber 231 may buffer the collision, thereby providing a certain degree of buffer protection for the heat dissipation structure 30.

[0070] In some embodiments, reference Figure 3 to Figure 4 As shown, the collapse portion includes a first collapse portion 211, and the first collapse portion 211 includes a collapse groove recessed along the length direction of the vehicle.

[0071] In this way, the crumple zone 21 can be hollowed out, thereby reducing the actual size of the crumple zone 21 along the length direction of the vehicle, thereby reducing the structural strength and impact resistance of the crumple zone 21, so as to guide the deformation of the crumple zone 21 and facilitate the deformation of the crumple zone 21. For example, when the vehicle collides at a low speed, that is, when the collision force is small, the heat dissipation structure 30 moves at the preset spacing 40 through the deformation of the crumple zone 21, thereby preventing the heat dissipation structure 30 from colliding with the subframe 20 and being damaged, thereby achieving good protection of the heat dissipation structure 30.

[0072] For another example, when a high-speed collision occurs in a vehicle, that is, when the collision force is large, the crumple zone 21 can be deformed to the point of breaking, so that the heat dissipation structure 30 can be dropped from the front cabin of the vehicle in time and retained, further improving the protection effect of the heat dissipation structure 30, thereby further reducing the maintenance cost. Moreover, the drop of the heat dissipation structure 30 at the front cabin of the vehicle can also increase the space where the front cabin of the vehicle can undergo crumple deformation, thereby increasing the absorption effect of the front cabin of the vehicle on the collision energy, and further improving the protection of the passenger cabin located at the rear side of the front cabin of the vehicle.

[0073] In some embodiments, reference Figure 3 to Figure 4 As shown, there are at least two first collapse portions 211 , and among all the first collapse portions 211 , at least two first collapse portions 211 are arranged at intervals along the length direction of the vehicle.

[0074] In this way, the deformation of the crumple zone 21 can be guided from multiple positions, thereby further ensuring that the crumple zone 21 can be deformed or even broken when hit, thereby ensuring the protection effect of the heat dissipation structure 30.

[0075] In some embodiments, reference Figure 3 to Figure 4 As shown, the constriction includes a second constriction 212 .

[0076] Reference Figure 3 to Figure 4, the second crushing part 212 includes a crushing hole arranged at the crushing area 21, so that the crushing area 21 can be hollowed out, thereby reducing the actual size of the crushing area 21 along the length direction of the vehicle, thereby reducing the impact resistance of the crushing area 21, so as to guide the deformation of the crushing area 21 and facilitate the deformation of the crushing area 21. For example, when the vehicle collides at a low speed, it is convenient to realize the movement of the heat dissipation structure 30 at the preset spacing 40, further preventing the heat dissipation structure 30 from colliding with the subframe 20 and being damaged, and when the vehicle collides at a high speed, it is convenient to deform the crushing area 21 to break, so that the heat dissipation structure 30 can fall from the front cabin of the vehicle in time and be retained, further improving the protection effect of the heat dissipation structure 30, thereby further reducing the maintenance cost, and increasing the space where the crushing deformation can occur at the front cabin of the vehicle, further increasing the absorption effect of the front cabin of the vehicle on the collision energy, and improving the protection effect of the passenger cabin.

[0077] Of course, in other embodiments, the thickness of another part of the collapse zone 21 may be smaller than the thickness of the first installation zone 22 , so that the part of the collapse zone 21 is formed into at least one of the first collapse portion 211 and the second collapse portion 212 .

[0078] In some embodiments, reference Figure 4 As shown, part of the hole wall of the collapse hole protrudes along the length direction of the vehicle to form a protrusion 213.

[0079] The protrusion 213 can be used to guide the deformation of the collapse hole, and the setting of the protrusion 213 can increase the maximum aperture of the collapse hole, thereby further reducing the actual size of the collapse zone 21 along the length direction of the vehicle, and then can improve the deformation efficiency of the collapse zone 21 to a certain extent, and further improve the protection effect of the heat dissipation structure 30.

[0080] In some embodiments, reference Figure 3 to Figure 4 As shown, there are at least two second collapse portions 212 , and among all the second collapse portions 212 , at least two second collapse portions 212 are arranged at intervals along the length direction of the vehicle.

[0081] In this way, the deformation of the crumple zone 21 can be guided from multiple positions, thereby further ensuring that the crumple zone 21 can be deformed or even broken when hit, thereby ensuring the protection effect of the heat dissipation structure 30.

[0082] In some embodiments, reference Figure 4 As shown, when the second collapse portion 212 includes a collapse hole, at least two collapse holes are arranged at intervals along the length direction of the vehicle, and the protrusions 213 on at least two collapse holes are arranged opposite to each other.

[0083] In this way, the structural strength of the portion of the collapse zone 21 located between the two collapse holes can be further reduced, thereby further improving the deformation efficiency of the collapse zone 21, and further improving the protection effect of the heat dissipation structure 30.

[0084] In some embodiments, reference Figure 3 to Figure 4 As shown, the first collapsed portion 211 and the second collapsed portion 212 are arranged at intervals along the length direction of the vehicle.

[0085] Compared with the solution of arranging the first crumple portion and the second crumple portion along the width direction of the vehicle, the deformation efficiency of the crumple zone 21 can be further improved, ensuring good protection of the heat dissipation structure 30.

[0086] For example, continue to refer to Figure 3 to Figure 4 Taking the case where there are two first collapse sections 211 and two second collapse sections 212 as an example, the two first collapse sections 211 and the two second collapse sections 212 can be arranged at intervals along the length direction of the vehicle, and the two second collapse sections 212 can be located between the two first collapse sections 211. Such an arrangement can further improve the deformation efficiency of the collapse zone 21, thereby further improving the protection effect of the heat dissipation structure 30.

[0087] In some embodiments, a dimension of the preset distance 40 along the length direction of the vehicle is between 150 mm and 200 mm.

[0088] Continue to refer to Figure 2 The dimension of the preset spacing 40 along the vehicle length direction can be specifically Figure 2 The dimensions in the left and right directions may be, for example, 150mm, 155mm, 160mm, 170mm, 175mm, 180mm, 190mm, or 200mm.

[0089] By setting the preset spacing 40 within the above range, it can be ensured to a certain extent that when the vehicle collides at a low speed, sufficient movement space is provided for the heat dissipation structure 30, thereby further avoiding the heat dissipation structure 30 from colliding with the subframe 20 and being damaged, thereby improving the protection effect of the heat dissipation structure 30, and in the process of a high-speed collision of the vehicle, when the heat dissipation structure 30 moves to contact the subframe 20 at the preset spacing 40, the subframe 20 can also provide support for the heat dissipation structure 30, so that the heat dissipation structure 30 can be tilted with the subframe 20 as the rotation axis, thereby intensifying the deformation and fracture of the crumple zone 21, so that the heat dissipation structure 30 can quickly fall from the front cabin of the vehicle and be retained, thereby further improving the protection effect of the heat dissipation structure 30 and reducing the maintenance cost of the vehicle.

[0090] In some embodiments, reference Figures 1 to 6As shown, the rear side of the anti-collision beam 1 along the vehicle length direction is connected to the energy absorption box 3, and at least part of the installation body 2 is located beside the energy absorption box 3 along the vehicle width direction, and is connected to the anti-collision beam 1 through the energy absorption box 3. Figure 3 The up and down directions in Figure 5 and Figure 6 Y direction.

[0091] The energy absorbing box 3 can absorb the collision energy to a certain extent, thereby reducing the collision energy transmitted to the installation body 2 and the heat dissipation structure 30 to a certain extent, which is beneficial to prevent the heat dissipation structure 30 from being damaged.

[0092] For example, the sub-frame 20 may be bolted to the energy absorption box 3 via a wire threaded sleeve built into the energy absorption box 3 .

[0093] In some embodiments, reference Figure 5 As shown, at least a portion of the projection of the anti-collision beam 1 on the vertical plane parallel to the vehicle width direction coincides with at least a portion of the projection of the first installation area 22 on the vertical plane.

[0094] For example, when the anti-collision beam 1 is deformed by a collision, the collision energy can be transferred to the installation body 2 through the contact (including direct contact and indirect contact) between the anti-collision beam 1 and the first installation area 22, so that the crumple zone 21 can be deformed, thereby further ensuring good protection of the heat dissipation structure 30.

[0095] In some embodiments, reference Figures 3 to 8 As shown, the installation body 2 also has a second installation area 23. The second installation area 23 is located at the lower side of the energy absorption box 3 along the vehicle height direction. On the path along which the collision external force is transmitted from the anti-collision beam 1 to the installation body 2, the crumple zone 21 is located between the first installation area 22 and the second installation area 23, and the first installation area 22 is connected to the energy absorption box 3 through the second installation area 23. Among them, the vehicle height direction can be, for example, Figure 2 The up and down directions in Figure 5 and Figure 6 Z direction.

[0096] The transmission of the above-mentioned collision external force from the anti-collision beam 1 to the installation body 2 may include two paths, for example: path one is that the collision external force is transmitted from the anti-collision beam 1 to the energy absorption box 3 and then to the second installation area 23; path two is that the collision external force is transmitted from the area on the side of the energy absorption box 3 corresponding to the anti-collision beam 1 along the width direction of the vehicle to the first installation area 22.

[0097] Since the second installation area 23 is located below the energy absorption box 3, it is convenient to lift the installation body 2 connected with the heat dissipation structure 30 from the bottom of the front cabin of the vehicle to the lower side of the energy absorption box 3, thereby improving the installation convenience of the installation body 2.

[0098] At the same time, since the crumple zone 21 is located between the first mounting area 22 and the second mounting area 23, the collision external force transmitted to the second mounting area 23 and the first mounting area 22 through the above-mentioned path can be transmitted to the crumple zone 21, so that the crumple zone 21 can be deformed, thereby achieving effective protection of the heat dissipation structure 30.

[0099] For example, the second installation area 23 may have a mounting hole, so that the second installation area 23 and the energy absorption box 3 can be fixed by bolts through the built-in rivet nuts of the energy absorption box 3 .

[0100] Of course, the second installation area 23 and the energy absorption box 3 can also be engaged with each other by means of snap fastening or the like.

[0101] Exemplarily, the buffer rubber 231 may be disposed on a side of the second installation area 23 facing the energy absorption box 3 .

[0102] In some embodiments, reference Figures 5 and 6 As shown, a collision bracket 4 is provided on the side of the installation body 2 facing the anti-collision beam 1, and at least a portion of the projection of the collision bracket 4 on a vertical plane parallel to the width direction of the vehicle overlaps with at least a portion of the projection of the anti-collision beam 1 on the vertical plane, so that at least a portion of the collision external force of the anti-collision beam 1 can be transmitted to the installation body 2 through the collision bracket 4.

[0103] This makes it easy to transmit the collision external force on the anti-collision beam 1 to the installation body 2 through the collision bracket 4, so that the installation body 2 is deformed and drives the heat dissipation structure 30 to move at the preset distance 40, thereby achieving good protection for the heat dissipation structure 30.

[0104] In some embodiments, reference Figure 7 As shown, the collision bracket 4 has an energy absorbing cavity 41 to at least cause the collision bracket 4 to deform when it is hit.

[0105] In this way, while achieving the transmission of the collision external force from the anti-collision beam 1 to the installation body 2, the collision bracket 4 can also be induced to deform through the energy absorption cavity 41 to absorb the collision energy to a certain extent, thereby reducing the magnitude of the collision external force transmitted to the installation body 2 to a certain extent, thereby improving the stability of the heat dissipation structure 30, effectively protecting the heat dissipation structure 30, and further reducing maintenance costs.

[0106] Exemplarily, a through hole may be provided on the collision bracket 4 . The through hole may be, for example, a square hole. The inner cavity of the through hole forms the energy absorbing cavity 41 .

[0107] In some embodiments, reference Figure 7 As shown, there are at least two energy absorbing cavities 41 , and among all the energy absorbing cavities 41 , at least two energy absorbing cavities 41 are arranged at intervals along the length direction of the vehicle.

[0108] In this way, the ability to induce deformation of the collision bracket 4 can be further improved, thereby further improving the collision bracket 4's good absorption of the collision external force and further improving the protection effect of the heat dissipation structure 30 .

[0109] In some embodiments, reference Figure 7 As shown, the lower side of the energy absorption chamber 41 in the vehicle height direction has an opening 411 .

[0110] This can ensure the energy absorption effect of the energy absorption cavity 41 on the collision energy. Moreover, compared with the solution of setting the opening on the upper side of the energy absorption cavity, it can to a certain extent avoid the corrosion and damage of the collision bracket 4 caused by accumulated water formed on rainy days, thereby ensuring the service life of the collision bracket 4.

[0111] In some embodiments, reference Figures 5 and 6 As shown, the anti-collision beam 1 also has a flange 121 extending along the length direction of the vehicle. In the width direction of the vehicle, the flange 121 can be arranged on the side of the collision bracket 4 away from the energy absorption box 3.

[0112] In this way, the position of the collision bracket 4 along the width direction of the vehicle can be limited when the collision bracket 4 is subjected to an external force of collision, and to a certain extent, it can be avoided that the collision bracket 4 deviates from the overlapping area with the anti-collision beam 1 during a collision, resulting in the inability to transmit the external force of collision, thereby ensuring the continuous transmission of the external force of collision on the anti-collision beam 1 to the installation body 2 through the collision bracket 4, so as to ensure that the installation body 2 can be deformed to protect the heat dissipation structure 30.

[0113] For example, refer to Figures 5 and 6 , the anti-collision beam 1 may include a beam body 11 and an anti-collision bracket 12. The energy absorption box 3 and the anti-collision bracket 12 are both connected to the beam body 11, and the anti-collision bracket 12 is located on the side of the energy absorption box 3 along the width direction of the vehicle. Along the length direction of the vehicle, at least part of the anti-collision bracket 12 is located between the beam body 11 and the collision bracket 4. Among them, the flange 121 can be specifically located on the anti-collision bracket 12, for example, the anti-collision bracket 12 can be made into an "L"-shaped structure.

[0114] In specific implementation, for example, the anti-collision bracket 12 can be fixed to the beam body 11 by means of bolts or the like. For example, a positioning hole (such as a circular hole) can be provided on the anti-collision bracket 12, and a positioning protrusion that can be extended into the positioning circular hole can be provided on the beam body 11 or other tooling, so as to position the anti-collision bracket 12 relative to the beam body 11 when the anti-collision bracket 12 and the beam body 11 are connected.

[0115] In some embodiments, there is a preset gap between the collision bracket 4 and the anti-collision beam 1 along the length direction of the vehicle.

[0116] That is to say, when the anti-collision beam 1 is not collided, the collision bracket 4 and the anti-collision beam 1 can remain in a non-fitting state, thereby avoiding to a certain extent the damage caused by the accidental collision with the anti-collision beam 1 due to resonance when the heat dissipation structure 30 is working, thereby ensuring the normal operation of the heat dissipation structure 30. Moreover, when a collision occurs, the anti-collision beam 1 can be deformed to fit with the collision bracket 4 to achieve the transmission of the collision external force.

[0117] In some embodiments, the collision bracket 4 and the mounting body 2 are detachably connected, so that when one of the collision bracket 4 and the mounting body 2 is damaged, only the damaged part needs to be replaced, thereby avoiding the scrapping of the collision bracket 4 and the mounting body 2 as a whole to a certain extent, which is beneficial to saving maintenance and use costs.

[0118] Moreover, the collision bracket 4 and the mounting body 2 can be formed into independent structures so as to be packaged separately, thereby reducing the packaging cost and the transportation cost.

[0119] In some embodiments, reference Figures 7 and 8 As shown, the collision bracket 4 has a buckle 42, and the installation body 2 has a slot 221 for the buckle 42 to extend into and match. In this way, the collision bracket 4 and the installation body 2 can be installed by the buckle 42 being engaged in the slot 221, and the installation of the two is simple and convenient.

[0120] Of course, the collision bracket 4 may have a slot and the mounting body 2 may have a buckle. Alternatively, the collision bracket 4 and the mounting body 2 may be detachably connected by bolts or the like.

[0121] In some embodiments, reference Figures 7 and 8 As shown, an outer plate 222 is disposed on the outer side of the mounting body 2, and the outer plate 222 and the outer wall surface of the mounting body 2 together enclose a slot 221. A limiting slot 43 is provided on the collision bracket 4 for the outer plate 222 to extend into, and the buckle 42 is located at the limiting slot 43.

[0122] With such an arrangement, while achieving the engagement between the installation body 2 and the collision bracket 4, the outer plate 222 can also be positioned through the limiting groove 43, which is beneficial to ensuring the engagement effect of the buckle 42 and the slot 221, thereby improving the connection reliability between the installation body 2 and the collision bracket 4, and further ensuring that when a collision occurs, the collision energy can be transmitted continuously and stably, and this can also ensure that the installation body 2 is firmly fixed to the heat dissipation structure 30, ensuring the working stability of the heat dissipation structure 30.

[0123] In some embodiments, reference Figures 3 to 8 As shown, the installation body 2 has a positioning portion 223 , and the positioning portion 223 cooperates with the heat dissipation structure 30 to position the heat dissipation structure 30 on the installation body 2 .

[0124] In this way, the connection of the heat dissipation structure 30 on the installation body 2 can be pre-positioned through the positioning portion 223 to ensure the convenience of subsequent installation of the heat dissipation structure 30, and the setting of the positioning portion 223 can also improve the installation stability of the heat dissipation structure 30 on the installation body 2.

[0125] In some embodiments, reference Figure 3 and Figure 8 As shown, the positioning portion 223 includes a positioning groove provided on the mounting body 2 , and the positioning groove is used for a portion of the heat dissipation structure 30 to extend into.

[0126] In this way, the heat dissipation structure 30 can be reliably positioned through the positioning groove, and the positioning portion 223 has a simple structure and is easy to manufacture.

[0127] Of course, the positioning portion 223 may also include a positioning protrusion disposed on the mounting body 2 , and a positioning hole for the positioning protrusion to extend into is disposed on the heat dissipation structure 30 .

[0128] In some embodiments, reference Fig. 9 As shown, there are at least two installation bodies 2, and among all the installation bodies 2, at least two installation bodies 2 are arranged at intervals along the width direction of the vehicle to fix the heat dissipation structure 30 from both sides in the width direction of the heat dissipation structure 30.

[0129] In this way, the fixing effect of the heat dissipation structure 30 can be improved, the stability of the heat dissipation structure 30 can be guaranteed, and the heat dissipation structure 30 can be ensured to work stably.

[0130] In some embodiments, reference Figure 8 As shown, the installation body 2 is provided with a first assembly hole 224, and the heat dissipation structure 30 is provided with a second assembly hole. The heat dissipation structure 30 is detachably mounted on the installation body 2 by fasteners penetrating through the first assembly hole 224 and the second assembly hole.

[0131] In this way, the heat dissipation structure 30 and the installation body 2 are connected by fasteners, so that the reliable installation of the heat dissipation structure 30 on the installation body 2 can be improved, and the installation of the heat dissipation structure 30 is convenient and reliable.

[0132] For example, when a portion of the heat dissipation structure 30 extends into the positioning groove and is in place, the first assembly hole 224 and the second assembly hole are aligned.

[0133] Exemplarily, the fasteners may be bolts, screws, etc.

[0134] In some embodiments, reference Figure 8 As shown, there are at least two first assembly holes 224 , and the center lines of at least two first assembly holes 224 intersect. There are at least two second assembly holes, and they are arranged one-to-one corresponding to the first assembly holes 224 .

[0135] With such an arrangement, the installation body 2 and the heat dissipation structure 30 can be connected from multiple positions and multiple directions, thereby further improving the installation stability of the heat dissipation structure 30 on the installation body 2.

[0136] For example, there may be three first assembly holes 224, for example, the center lines of two of the first assembly holes 224 extend along the length direction of the vehicle, and the center line of another first assembly hole 224 extends along the width direction of the vehicle, so that the center lines of at least two first assembly holes 224 intersect vertically. Alternatively, the angle between the center lines of at least two first assembly holes 224 may not be equal to 90°.

[0137] Exemplarily, the first assembly hole 224 may be a round hole or a special-shaped hole, as long as fastening can be achieved by a fastener.

[0138] This embodiment also provides a vehicle, including an anti-collision beam assembly 10 of a front cabin of the vehicle.

[0139] The anti-collision beam assembly 10 has the same structure and implementation principle as the anti-collision beam assembly 10 provided in the above-mentioned embodiment, and can bring the same or similar technical effects, which will not be described one by one here, and the details can be referred to the description of the above-mentioned embodiment.

[0140] In this article, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, or it can be indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0141] In this article, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0142] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An anti-collision beam assembly for a front cabin of a vehicle, characterized in that: It comprises an anti-collision beam (1) and a mounting body (2) connected to the anti-collision beam (1); Along the length direction of the vehicle, the installation body (2) is arranged between the anti-collision beam (1) and the subframe (20) at the front cabin of the vehicle; The installation body (2) is detachably connected to a heat dissipation structure (30), and the installation body (2) is spaced apart from the sub-frame (20), so that the heat dissipation structure (30) and the sub-frame (20) form a preset spacing (40) along the length direction of the vehicle.

2. The anti-collision beam assembly for the front cabin of a vehicle according to claim 1, characterized in that: The installation body (2) has a collapse area (21) and a first installation area (22) detachably connected to the heat dissipation structure (30); Along the path along which the collision external force is transmitted from the anti-collision beam (1) to the installation body (2), the crush zone (21) is located beside the first installation area (22), and the crush zone (21) has a crush portion for guiding the deformation of the crush zone (21), so as to drive the first installation area (22) to deform at least in a direction close to the subframe (20) when the collision external force is transmitted to the installation body (2).

3. The anti-collision beam assembly of the front cabin of the vehicle according to claim 2, characterized in that: The collapse portion comprises a first collapse portion (211); The first collapse portion (211) comprises a collapse groove recessed along the length direction of the vehicle; and / or, there are at least two first collapse portions (211), and among all the first collapse portions (211), at least two first collapse portions (211) are arranged at intervals along the length direction of the vehicle.

4. The anti-collision beam assembly for the front cabin of a vehicle according to claim 2, characterized in that: The collapse portion comprises a second collapse portion (212), and the second collapse portion (212) comprises a collapse hole arranged at the collapse area (21); Part of the hole wall of the collapse hole protrudes along the length direction of the vehicle to form a protruding portion (213); There are at least two collapse holes, and among all the collapse holes, at least two collapse holes are arranged at intervals along the length direction of the vehicle, and the protrusions (213) on the at least two collapse holes are arranged opposite to each other.

5. The anti-collision beam assembly of the front cabin of the vehicle according to claim 2, characterized in that: The collapse portion includes a second collapse portion (212); There are at least two second collapse portions (212), and among all the second collapse portions (212), at least two second collapse portions (212) are arranged at intervals along the length direction of the vehicle; and / or the collapse portion further includes a first collapse portion (211), and the first collapse portion (211) and the second collapse portion (212) are arranged at intervals along the length direction of the vehicle.

6. The anti-collision beam assembly for the front cabin of a vehicle according to claim 2, characterized in that: The dimension of the preset spacing (40) along the length direction of the vehicle is between 150 mm and 200 mm.

7. The anti-collision beam assembly of the front cabin of the vehicle according to claim 2, characterized in that: The anti-collision beam (1) is connected to an energy absorption box (3) at the rear side along the length direction of the vehicle, and at least part of the installation body (2) is located beside the energy absorption box (3) along the width direction of the vehicle, and is connected to the anti-collision beam (1) through the energy absorption box (3); At least a portion of a projection of the anti-collision beam (1) on a vertical plane parallel to the width direction of the vehicle overlaps with at least a portion of a projection of the first installation area (22) on the vertical plane.

8. The anti-collision beam assembly for the front cabin of a vehicle according to claim 7, characterized in that: The installation body (2) also has a second installation area (23); The second installation area (23) is located at the lower side of the energy absorption box (3) along the vehicle height direction; along the path along which the collision external force is transmitted from the anti-collision beam (1) to the installation body (2), the crush zone (21) is located between the first installation area (22) and the second installation area (23), and the first installation area (22) is connected to the energy absorption box (3) via the second installation area (23).

9. The anti-collision beam assembly of the front cabin of a vehicle according to any one of claims 1 to 8, characterized in that: The anti-collision beam (1) is connected to an energy absorption box (3) at the rear side along the length direction of the vehicle, and at least part of the installation body (2) is located beside the energy absorption box (3) along the width direction of the vehicle, and is connected to the anti-collision beam (1) through the energy absorption box (3); A collision bracket (4) is provided on one side of the installation body (2) facing the anti-collision beam (1), and at least a portion of the projection of the collision bracket (4) on a vertical plane parallel to the width direction of the vehicle overlaps with at least a portion of the projection of the anti-collision beam (1) on the vertical plane, so that at least a portion of the external collision force of the anti-collision beam (1) can be transmitted to the installation body (2) via the collision bracket (4).

10. The anti-collision beam assembly of the front cabin of the vehicle according to claim 9, characterized in that: The collision bracket (4) is provided with an energy absorbing cavity (41) to at least cause the collision bracket (4) to deform when it is hit; There are at least two energy absorption cavities (41), and among all the energy absorption cavities (41), at least two of the energy absorption cavities (41) are arranged at intervals along the length direction of the vehicle; and / or the lower side of the energy absorption cavity (41) along the height direction of the vehicle has an opening (411).

11. The anti-collision beam assembly for the front cabin of a vehicle according to claim 9, characterized in that: The anti-collision beam (1) also has a flange (121) extending in the length direction of the vehicle, and in the width direction of the vehicle, the flange (121) can be arranged on a side of the collision bracket (4) away from the energy absorption box (3); And / or, along the length direction of the vehicle, there is a preset gap between the collision bracket (4) and the anti-collision beam (1).

12. The anti-collision beam assembly for the front cabin of a vehicle according to claim 9, characterized in that: The collision bracket (4) and the installation body (2) are detachably connected; One of the collision bracket (4) and the installation body (2) has a buckle (42), and the other of the collision bracket (4) and the installation body (2) has a slot (221) into which the buckle (42) can extend and match.

13. The anti-collision beam assembly of the front cabin of the vehicle according to claim 12, characterized in that: The collision bracket (4) is provided with the buckle (42), and the installation body (2) is provided with the slot (221); An outer peripheral plate (222) is provided on the outer side of the installation body (2), and the outer peripheral plate (222) and the outer wall surface of the installation body (2) together enclose the card slot (221); The collision bracket (4) is provided with a limiting groove (43) into which the peripheral plate (222) can extend, and the buckle (42) is located at the limiting groove (43).

14. The anti-collision beam assembly of the front cabin of a vehicle according to any one of claims 1 to 8, characterized in that: The installation body (2) is provided with a positioning portion (223), and the positioning portion (223) cooperates with the heat dissipation structure (30) to position the heat dissipation structure (30) on the installation body (2); The positioning portion (223) comprises a positioning groove arranged on the installation body (2), the positioning groove being used for a portion of the heat dissipation structure (30) to extend into; And / or, there are at least two installation bodies (2), and among all the installation bodies (2), at least two installation bodies (2) are arranged at intervals along the width direction of the vehicle, so as to fix the heat dissipation structure (30) from both sides in the width direction of the heat dissipation structure (30); And / or, the installation body (2) is provided with a first assembly hole (224), the heat dissipation structure (30) is provided with a second assembly hole, and the heat dissipation structure (30) is detachably mounted on the installation body (2) by means of fasteners inserted into the first assembly hole (224) and the second assembly hole; There are at least two first assembly holes (224), and the center lines of at least two of the first assembly holes (224) intersect. There are at least two second assembly holes, and they are arranged in a one-to-one correspondence with the first assembly holes (224).

15. A vehicle, characterized in that: The invention comprises an anti-collision beam assembly for a front cabin of a vehicle as claimed in any one of claims 1 to 14.

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