Anti-collision beam assembly, vehicle body structure and vehicle

Abstract

The embodiment of the invention provides an anti-collision beam assembly, a vehicle body structure and a vehicle. The anti-collision beam assembly comprises an anti-collision beam and a reinforcing assembly, the anti-collision beam is provided with a first side and a second side, the second side is used for being connected with a longitudinal beam of the vehicle, the reinforcing assembly comprises a first reinforcing piece and a second reinforcing piece, the first reinforcing piece is arranged on the first side of the anti-collision beam, and the second reinforcing piece is arranged on the second side of the anti-collision beam. Therefore, the anti-collision beam is clamped through the first reinforcing piece and the second reinforcing piece, the structural strength of the anti-collision beam can be improved, and then the protection performance of the anti-collision beam on the vehicle and the safety performance of the vehicle are improved.

Description

Technical Field

[0001] The present disclosure belongs to the field of vehicle technology, and in particular relates to an anti-collision beam assembly, a vehicle body structure, and a vehicle. Background Art

[0002] Vehicles have become one of the most popular means of transportation, and their collision safety performance has attracted widespread attention. As a key anti-collision structure, the anti-collision beam assembly plays a crucial role in protecting the vehicle during a collision, improving its safety performance. However, due to the limited structural strength of current anti-collision beam assemblies, their protective effect in vehicle collision accidents is limited, resulting in low vehicle safety performance. Summary of the Invention

[0003] The embodiments of the present application provide an anti-collision beam assembly, a vehicle body structure, and a vehicle, which can improve the structural strength of the anti-collision beam assembly to enhance the protective effect of the anti-collision beam assembly, thereby enhancing the safety performance of the vehicle.

[0004] In a first aspect, some embodiments of the present application provide an anti-collision beam assembly, comprising an anti-collision beam and a reinforcement assembly, wherein the anti-collision beam has a first side and a second side relative to each other, and the second side is used to connect to the longitudinal beam of the vehicle; the reinforcement assembly includes a first reinforcement member and a second reinforcement member, the first reinforcement member is arranged on the first side of the anti-collision beam, and the second reinforcement member is arranged on the second side of the anti-collision beam.

[0005] In some embodiments, the first reinforcement includes a first plate and a second plate connected to the first plate on at least one side along the width direction of the anti-collision beam. The first plate is attached to the first side and the second plate is attached to one side of the anti-collision beam along the width direction.

[0006] In some embodiments, the first reinforcement is attached to the anti-collision beam, and a convex rib is formed on the first reinforcement. The convex rib is spaced apart from the anti-collision beam to form a first energy absorption cavity.

[0007] In some embodiments, the portion of the first reinforcement member formed with the convex rib is recessed relative to the remaining portion along one side of the width direction of the anti-collision beam to form an avoidance portion, and / or the first reinforcement member is further formed with a vertical rib, which is located on one side of the convex rib along the width direction of the anti-collision beam and is connected to the convex rib.

[0008] In some embodiments, a projection of the first reinforcement on the anti-collision beam along the thickness direction of the anti-collision beam and a projection of the second reinforcement on the anti-collision beam along the thickness direction of the anti-collision beam are staggered.

[0009] In some embodiments, the second reinforcement is arranged near the center line of the anti-collision beam along the length direction of the anti-collision beam, and the number of first reinforcements is two, and the two first reinforcements are respectively arranged near the two ends of the anti-collision beam along the length direction of the anti-collision beam.

[0010] In some embodiments, the anti-collision beam assembly also includes an energy absorption box arranged on the second side, the energy absorption box includes an energy absorption box body and a first end plate and a second end plate arranged on opposite sides of the energy absorption box body, the first end plate, the second end plate and the energy absorption box body enclose a second energy absorption cavity, at least one of the first end plate and the second end plate is detachably connected to the energy absorption box body, the first end plate is connected to the anti-collision beam, and the second end plate is used to connect to the longitudinal beam.

[0011] In some embodiments, at least one of the first end plate and the second end plate includes a plate body and two clamping parts. The plate body is used to connect with the anti-collision beam or the longitudinal beam. The two clamping parts are spaced apart on the side of the plate body facing the energy absorption box body, and the energy absorption box body is clamped between the two clamping parts.

[0012] In some embodiments, the second end plate also includes a longitudinal beam connection portion arranged on the side of the plate body away from the energy absorption box body, and the longitudinal beam connection portion is provided with an installation hole along the length direction of the anti-collision beam. The side of the longitudinal beam connection portion along the length direction of the anti-collision beam is used to be tightly attached to the longitudinal beam, and the installation hole is used to cooperate with the fastener and lock the longitudinal beam connection portion and the longitudinal beam.

[0013] In some embodiments, the energy absorption box further includes at least one reinforcement plate, which is disposed in the second energy absorption cavity and connected to the energy absorption box body. The second energy absorption cavity is divided into at least two sub-cavities by the reinforcement plate.

[0014] In some embodiments, the anti-collision beam assembly further includes a force transmission member disposed on the second side, and the force transmission member is configured to abut against the subframe of the vehicle after the anti-collision beam is deformed by an impact.

[0015] In some embodiments, there are two force transmission members, and the two force transmission members are respectively arranged along the length direction of the anti-collision beam close to both sides of the anti-collision beam.

[0016] In some embodiments, the force transmission member includes a connecting portion and an abutting portion that are interconnected, the connecting portion is connected to the anti-collision beam, the abutting portion is located on the side of the connecting portion away from the anti-collision beam along the thickness direction of the anti-collision beam, and the projection of the abutting portion on the anti-collision beam along the thickness direction of the anti-collision beam is located within the projection of the connecting portion on the anti-collision beam along the thickness direction of the anti-collision beam.

[0017] In some embodiments, the anti-collision beam includes a first straight line segment, an arc-shaped transition segment and a second straight line segment. The arc-shaped transition segments are respectively provided at both ends of the first straight line segment. The second straight line segment is provided on the side of the arc-shaped transition segment away from the first straight line segment. The second straight line segment is inclined relative to the first straight line segment toward the second side, and the angle ɑ between the first straight line segment and the second straight line segment satisfies: 150°≤ɑ<180°.

[0018] In some embodiments, the second reinforcement includes a third plate and a fourth plate connected to at least one side of the third plate along the width direction of the anti-collision beam. The third plate is attached to the second side and the fourth plate is attached to the side of the anti-collision beam along the width direction.

[0019] In a second aspect, an embodiment of the present application also provides a vehicle body structure comprising any of the above anti-collision beam assemblies.

[0020] In a third aspect, an embodiment of the present application further provides a vehicle comprising the above-mentioned vehicle body structure.

[0021] The embodiments of the present application provide an anti-collision beam assembly, a vehicle body structure, and a vehicle. The anti-collision beam assembly includes an anti-collision beam having a first side and a second side, the second side being configured to connect to a longitudinal beam of the vehicle, and a reinforcement assembly including a first reinforcement member and a second reinforcement member, the first reinforcement member being disposed on the first side of the anti-collision beam, and the second reinforcement member being disposed on the second side of the anti-collision beam. Thus, the anti-collision beam is clamped by the first reinforcement member and the second reinforcement member, thereby improving the structural strength of the anti-collision beam and thereby enhancing the protective performance of the anti-collision beam against the vehicle and the safety performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is an exploded view of an anti-collision beam assembly provided in some embodiments of the present application;

[0023] Figure 2 is a cross-sectional view of an anti-collision beam provided by some embodiments of the present application when cut along the thickness direction;

[0024] Figure 3 is a schematic structural diagram of a first reinforcement member provided in some embodiments of the present application;

[0025] Figure 4 is a schematic structural diagram of an anti-collision beam assembly provided in some embodiments of the present application;

[0026] Figure 5 is an exploded view of an energy absorption box provided in some embodiments of the present application;

[0027] Figure 6 is a cross-sectional view of the energy absorption box body provided in some embodiments of the present application when cut along the length direction of the anti-collision beam;

[0028] Figure 7 is a schematic structural diagram of a force transmission member provided in some embodiments of the present application;

[0029] Figure 8 is a top view of an anti-collision beam provided in some embodiments of the present application;

[0030] Figure 9 This is a schematic structural diagram of the second reinforcement member provided in some embodiments of the present application.

[0031] Description of Figure Numbers:

[0032] Anti-collision beam 10; first beam plate 11; second beam plate 12; fourth sub-plate 121; fifth sub-plate 122; third beam plate 13; reinforcement beam plate 14; first sub-plate 141; second sub-plate 142; third sub-plate 143; first straight segment 15; arc-shaped transition segment 16; second straight segment 17; first reinforcement member 20; first plate member 21; second plate member 22; rib 23; first weight-reducing hole 24; first avoidance hole 25; bolt hole 2 6; second avoidance hole 27; second reinforcement member 30; third plate member 31; fourth plate member 32; reinforcement rib 33; leakage hole 34; energy absorption box 40; energy absorption box body 41; concave rib 411; first end plate 42; second end plate 43; plate body 431; clamping portion 432; second weight-reducing hole 433; longitudinal beam connecting portion 434; reinforcement plate 44; force transmission member 50; connecting portion 51; abutment portion 52; first side P1; second side P2. DETAILED DESCRIPTION

[0033] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features therein can be combined with each other in the absence of conflict.

[0034] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0035] Figure 1 It is an exploded view of the anti-collision beam assembly provided in some embodiments of the present application.

[0036] like Figure 1 As shown, in the first aspect, some embodiments of the present application provide an anti-collision beam assembly, including an anti-collision beam 10 and a reinforcement component, the anti-collision beam 10 having a first side P1 and a second side P2 relative to each other, the second side P2 being used to connect with the longitudinal beam of the vehicle; the reinforcement component includes a first reinforcement 20 and a second reinforcement 30, the first reinforcement 20 is arranged on the first side P1 of the anti-collision beam 10, and the second reinforcement 30 is arranged on the second side P2 of the anti-collision beam 10.

[0037] The first side P1 and the second side P2 of the anti-collision beam 10 can be opposite sides of the anti-collision beam 10 along its own thickness direction. An energy absorption box 40 can be set on the second side P2 of the anti-collision beam 10, and the connection with the longitudinal beam of the vehicle can be achieved through the energy absorption box 40.

[0038] It should be clarified that the anti-collision beam assembly provided in the present application can be a front anti-collision beam assembly of a vehicle or a rear anti-collision beam assembly of a vehicle, and this embodiment does not make any specific limitation.

[0039] In the anti-collision beam assembly provided in this embodiment, the first reinforcement 20 is arranged on the first side P1 of the anti-collision beam 10, and the second reinforcement 30 is arranged on the second side P2 of the anti-collision beam 10, so that the anti-collision beam 10 can be clamped along the thickness direction of the anti-collision beam 10 by the first reinforcement 20 and the second reinforcement 30 to improve the structural strength of the anti-collision beam 10, thereby improving the protection performance of the anti-collision beam 10 on the vehicle and the safety performance of the vehicle.

[0040] Optionally, the number of the first reinforcement members 20 may be multiple, and the multiple first reinforcement members 20 may be sequentially spaced apart along the length direction of the anti-collision beam 10, thereby further improving the strength of the anti-collision beam 10. For example, the number of the first reinforcement members 20 may be two, and the two first reinforcement members 20 may be spaced apart along the length direction of the anti-collision beam 10.

[0041] Optionally, the anti-collision beam 10 can be configured to be made of steel. For example, the anti-collision beam 10 can be made of 1500Mpa high-strength steel so that the yield strength of the anti-collision beam 10 can reach 1200Mpa-1500Mpa to improve the structural strength of the anti-collision beam 10.

[0042] Optionally, the anti-collision beam 10 can be prepared using a rolling process, so a high-strength rolled material of at least 1500 MPa can be used to prepare the anti-collision beam 10, thereby reducing the weight of the anti-collision beam 10 while ensuring the structural strength of the anti-collision beam 10 and reducing the production difficulty.

[0043] It should be clarified that in the present application, the length direction of the anti-collision beam 10 can be the width direction or Y direction of the vehicle, the width direction of the anti-collision beam 10 can be the height direction or Z direction of the vehicle, and the thickness direction of the anti-collision beam 10 can be the length direction or X direction of the vehicle.

[0044] Figure 2 This is a cross-sectional view of the anti-collision beam provided in some embodiments of the present application when cut along the thickness direction.

[0045] like Figure 2 As shown, optionally, the anti-collision beam 10 may include a first beam plate 11, a second beam plate 12 and two third beam plates 13. The first beam plate 11 and the second beam plate 12 are spaced apart along the thickness direction of the anti-collision beam 10, and the third beam plate 13 is arranged between the first beam plate 11 and the second beam plate 12, and is arranged close to the first beam plate 11 on both sides along the width direction of the anti-collision beam 10. At this time, the interior of the anti-collision beam 10 is in a hollow state, thereby reducing the weight of the anti-collision beam 10 and reducing the manufacturing cost of the anti-collision beam 10.

[0046] Furthermore, the anti-collision beam 10 can also include a reinforcing beam plate 14, which is arranged between the first beam plate 11 and the second beam plate 12. The reinforcing beam plate 14 can be arranged close to the center of the first beam plate 11 along the width direction of the anti-collision beam 10, and it can be spaced apart from the third beam plate 13 along the width direction of the anti-collision beam 10, thereby improving the structural strength of the anti-collision beam 10.

[0047] Furthermore, the reinforcing beam plate 14 may include a first sub-plate 141, a second sub-plate 142 and a third sub-plate 143 connected in sequence, the second beam plate 12 may include a fourth sub-plate 121 and a fifth sub-plate 122 spaced apart along the width direction of the anti-collision beam 10, the fourth sub-plate 121 is connected to one third beam plate 13, the fifth sub-plate 122 is connected to another third beam plate 13, the first sub-plate 141 and the third sub-plate 143 are spaced apart along the width direction of the anti-collision beam 10, and the first sub-plate 141 is away from the third sub-plate 143. One side of the second sub-plate 142 is connected to the side of the fourth sub-plate 121 away from the third beam plate 13, the side of the third sub-plate 143 away from the second sub-plate 142 is connected to the side of the fifth sub-plate 122 away from the third beam plate 13, and the second sub-plate 142 is attached to and connected to the first beam plate 11. At this time, the cross-section of the anti-collision beam 10 along the thickness direction can be approximately "B"-shaped, and a groove for energy absorption can be formed between the first sub-plate 141 and the second sub-plate 142, thereby further improving the structural strength of the anti-collision beam 10.

[0048] Optionally, a chamfer may be formed between at least one of the fourth and fifth sub-plates 121 and 122 and the third beam plate 13 connected thereto to avoid stress concentration. Furthermore, by increasing the chamfer, the chamfer can also be used to avoid interference with other vehicle structures. It is understood that the chamfer may be rounded or beveled, and this application is not limited thereto.

[0049] Optionally, the thickness H1 of each beam plate of the anti-collision beam 10 may satisfy the following: 1.1 mm ≤ H1 ≤ 1.9 mm. Specifically, the thickness H1 of each beam plate of the anti-collision beam 10 may be various values ​​within the above range, such as 1.1 mm, 1.2 mm, 1.4 mm, 1.6 mm, 1.7 mm, and 1.9 mm. Thus, by rationally setting the thickness of each beam plate of the anti-collision beam 10, the structural strength of the anti-collision beam 10 is improved. Preferably, the thickness H1 of each beam plate of the anti-collision beam 10 may be 1.6 mm, thereby reducing the weight and cost of the anti-collision beam 10 while meeting the structural strength requirements of the anti-collision beam 10.

[0050] Figure 3 This is a schematic structural diagram of the first reinforcement member provided in some embodiments of the present application.

[0051] like Figure 3As shown, in some embodiments, the first reinforcement 20 includes a first plate 21 and a second plate 22 connected to the first plate 21 on at least one side along the width direction of the anti-collision beam 10. The first plate 21 is attached to the first side P1, and the second plate 22 is attached to one side of the anti-collision beam 10 along the width direction.

[0052] Specifically, the second plate 22 can be bent relative to the first plate 21 toward the second side P2 of the anti-collision beam 10 to fit on one side of the anti-collision beam 10 along the width direction. The first plate 21 and the second plate 22 can be integrally formed, and the two can be roll-formed by a roll-forming process.

[0053] In this embodiment, the first plate 21 is attached to the first side P1 of the anti-collision beam 10, and the second plate 22 is attached to one side of the anti-collision beam 10 along the width direction. Since the first side P1 is one side of the anti-collision beam 10 along the thickness direction, the first plate 21 and the second plate 22 are equivalent to being attached to the anti-collision beam 10 on the adjacent two sides of the anti-collision beam 10 respectively. Compared with only setting the plate on the first side P1 of the anti-collision beam 10, the structural strength of the anti-collision beam 10 can be further improved.

[0054] Optionally, the first plate 21 and / or the second plate 22 can be fixedly connected to the anti-collision beam 10 by fasteners such as bolts. For example, a plurality of bolt holes spaced apart can be provided on the first plate 21 and / or the second plate 22, and matching holes corresponding to the bolt holes can be formed on the anti-collision beam 10, so that the fasteners pass through the bolt holes and the matching holes in sequence to connect the first plate 21 and / or the second plate 22 to the anti-collision beam 10. Of course, the first plate 21 and / or the second plate 22 can also be connected to the anti-collision beam 10 by other connection methods such as structural adhesive bonding or welding, which is not specifically limited in this embodiment.

[0055] Optionally, when the first plate 21 and / or the second plate 22 are provided with a plurality of bolt holes 26 arranged at intervals, and the connection with the anti-collision beam 10 is achieved by the cooperation between the bolts and the bolt holes 26, the bolt holes 26 can be long and strip-shaped along the length direction of the anti-collision beam 10, thereby increasing the contact area between the bolts and the inner wall of the bolt holes 26 and improving the connection strength.

[0056] Please continue to refer to Figure 3 In some embodiments, the first reinforcement 20 is attached to the anti-collision beam 10 , and a rib 23 is formed on the first reinforcement 20 . The rib 23 is spaced apart from the anti-collision beam 10 to form a first energy absorbing cavity.

[0057] In the first reinforcement 20, the rib 23 can be located on the first plate 21 of the first reinforcement 20. The rib 23 can be formed by extending from the first plate 21 away from the anti-collision beam 10. In this case, the rib 23 is spaced apart from the anti-collision beam 10, and a first energy-absorbing cavity can be formed between the rib 23 and the anti-collision beam 10 to absorb external collision forces, thereby improving the structural strength of the first reinforcement 20 and further improving the structural strength of the anti-collision beam 10. Of course, the rib 23 can also be formed on the second plate 22 of the first reinforcement 20. The position of the rib 23 can be reasonably set in actual application and is not specifically limited in this embodiment.

[0058] In some embodiments, the portion of the first reinforcement 20 formed with the convex rib 23 is recessed relative to the remaining portion along one side of the width direction of the anti-collision beam 10 to form an avoidance portion, and / or the first reinforcement 20 is also formed with a vertical rib, which is located on one side of the convex rib 23 along the width direction of the anti-collision beam 10 and is connected to the convex rib 23.

[0059] The first reinforcement 20 may include a first region forming a rib 23 and a second region not forming the rib 23. The first and second regions may be arranged sequentially along the length of the anti-collision beam 10. One side of the first region along the width of the anti-collision beam 10 may be recessed relative to the corresponding side of the second region to form a clearance portion for avoiding other vehicle structures and preventing positional interference. The vertical ribs may be formed by the first plate 21 of the first reinforcement 20 extending relative to the anti-collision beam 10. An energy-absorbing space may be formed between the vertical ribs and the anti-collision beam 10. The vertical ribs are arranged in contact with the rib 23. In other words, the energy-absorbing space between the vertical ribs and the anti-collision beam 10 may be connected to the first energy-absorbing cavity, thereby further enhancing the energy-absorbing effect of the first reinforcement 20.

[0060] Optionally, the avoidance portion and the vertical ribs may be respectively located on both sides of the convex rib 23 along the width direction of the anti-collision beam 10 , so as to reasonably arrange various parts of the first reinforcement 20 .

[0061] In some embodiments, the projection of the first reinforcement 20 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10 and the projection of the second reinforcement 30 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10 are staggered, so that the first reinforcement 20 and the second reinforcement 30 are set at different positions of the anti-collision beam 10 along the length direction of the anti-collision beam 10, so that they can absorb energy at different positions, thereby improving the structural strength of the anti-collision beam assembly.

[0062] In some embodiments, the second reinforcement 30 is arranged along the length direction of the anti-collision beam 10 near the center line of the anti-collision beam 10, and the number of the first reinforcement 20 is two. The two first reinforcements 20 are respectively arranged along the length direction of the anti-collision beam 10 near the two ends of the anti-collision beam 10, so as to rationally arrange the number and setting positions of the first reinforcement 20 and the second reinforcement 30, thereby improving the structural strength of the anti-collision beam assembly while ensuring the reduction of the cost of the anti-collision beam assembly.

[0063] Please continue to refer to Figure 3 Optionally, a first weight-reducing hole 24 may be formed on the first reinforcement 20 to reduce the load on the vehicle.

[0064] Please continue to refer to Figure 3 Optionally, a first avoidance hole 25 for avoiding other structures of the vehicle can be formed on the first reinforcement 20. For example, the first avoidance hole 25 can be used to avoid the trailer hook sleeve of the vehicle. The trailer hook sleeve passes through the first reinforcement 20 and is connected to the anti-collision beam 10 to make the structure of the anti-collision beam assembly more compact.

[0065] Optionally, the projection of the first avoidance hole 25 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10 is located within the projection of the rib 23 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10, thereby avoiding the opening of the first avoidance hole 25 affecting the structural strength of the first reinforcement 20.

[0066] Figure 4 is a schematic structural diagram of an anti-collision beam assembly provided in some embodiments of the present application. Figure 5 This is an exploded view of the energy absorption box provided in some embodiments of the present application.

[0067] like Figure 4 and Figure 5 As shown, in some embodiments, the anti-collision beam assembly also includes an energy absorption box 40 arranged on the second side P2, the energy absorption box 40 includes an energy absorption box body 41 and a first end plate 42 and a second end plate 43 arranged on opposite sides of the energy absorption box body 41, the first end plate 42, the second end plate 43 and the energy absorption box body 41 enclose a second energy absorption cavity, at least one of the first end plate 42 and the second end plate 43 is detachably connected to the energy absorption box body 41, the first end plate 42 is connected to the anti-collision beam 10, and the second end plate 43 is used to connect to the longitudinal beam.

[0068] The energy absorption box 40 can be used to absorb the impact force received by the vehicle after a collision and reduce the degree of deformation of the vehicle. In the energy absorption box 40, the first end plate 42, the second end plate 43 and the energy absorption box body 41 can be enclosed to form a second energy absorption cavity to absorb the impact force. The first end plate 42 can be detachably connected to the energy absorption box body 41, and / or the second end plate 43 can be detachably connected to the energy absorption box 40, so that when the energy absorption box 40 absorbs the impact force and causes the first end plate 42 and / or the second end plate 43 to deform, the first end plate 42 and / or the second end plate 43 can be replaced without replacing the entire energy absorption box 40, thereby saving maintenance costs.

[0069] Optionally, the number of energy absorption boxes 40 can be two, and the two energy absorption boxes 40 are arranged at intervals on the second side P2 of the anti-collision beam 10, and the first reinforcement 20 can be arranged corresponding to the energy absorption box 40, that is, the first reinforcement 20 and the energy absorption box 40 can be arranged on the same straight line along the thickness direction of the anti-collision beam 10. Therefore, when the vehicle collides, the force on the first reinforcement 20 can be directly transmitted to the energy absorption box 40 through the anti-collision beam 10 to reduce the risk of the anti-collision beam 10 being deformed or even crushed due to the collision force.

[0070] Optionally, the first end plate 42 can be connected to the anti-collision beam 10 by cooperating with a rivet nut and a bolt to facilitate disassembly.

[0071] Please refer to Figure 3 and Figure 4 Furthermore, when the first reinforcement 20 and the energy absorption box 40 are arranged sequentially along the thickness direction of the anti-collision beam 10, and the first end plate 42 is connected to the anti-collision beam 10 through the cooperation of the rivet nut and the bolt, a second avoidance hole 27 for avoiding the bolt can be opened on the first reinforcement 20 for the bolt to pass through.

[0072] Optionally, the first end plate 42 and / or the second end plate 43 can be detachably connected to the energy absorption box body 41 by fasteners such as bolts, or the first end plate 42 and / or the second end plate 43 can also be detachably connected to the energy absorption box body 41 by hinge connection, snap connection, etc., which is not specifically limited in this embodiment.

[0073] Optionally, the energy absorption box 40 may be configured to be formed by an extrusion process.

[0074] Optionally, the energy absorption box 40 may be made of aluminum. For example, the energy absorption box 40 may be made of 6063-T6 aluminum to improve the strength of the energy absorption box 40 .

[0075] It can be understood that when steel is used to prepare the anti-collision beam 10 and aluminum is used to prepare the energy absorption box 40, compared with using a steel anti-collision beam 10 plus a steel energy absorption box 40 or an aluminum anti-collision beam 10 plus a steel energy absorption box 40 or an aluminum anti-collision beam 10 and an aluminum energy absorption box 40, the anti-collision beam assembly of the present application can ensure the structural strength while making the overall weight in the most balanced state, thereby realizing a lightweight design of the anti-collision beam assembly and reducing the manufacturing cost of the anti-collision beam assembly.

[0076] Optionally, the wall thickness H2 of the energy absorption box 40 can satisfy: 2.5mm≤H2≤3.5mm. Specifically, the wall thickness H2 can be any value within the above range, such as 2.5mm, 2.6mm, 2.8mm, 2.9mm, 3.1mm, 3.2mm and 3.5mm, thereby meeting the strength performance requirements of the energy absorption box 40 while reducing the production cost of the energy absorption box 40.

[0077] Furthermore, the wall thickness H2 of the energy absorption box 40 may be 2.8 mm, thereby reducing the weight and cost of the energy absorption box 40 while ensuring the structural strength of the energy absorption box 40 .

[0078] Please continue to refer to Figure 5 Optionally, a rib 411 may be formed on the crash box body 41. The rib 411 extends from the outside of the crash box body 41 into the second energy absorbing cavity. The rib 411 may extend along the width of the impact beam 10 to enhance the structural strength of the crash box body 41. There may be multiple ribs 411, which may be spaced apart along the thickness and / or width of the impact beam 10 to further enhance the structural strength of the crash box body 41.

[0079] Please continue to refer to Figure 5 In some embodiments, at least one of the first end plate 42 and the second end plate 43 includes a plate body 431 and two clamping portions 432. The plate body 431 is used to connect with the anti-collision beam 10 or the longitudinal beam. The two clamping portions 432 are spaced apart on the side of the plate body 431 facing the energy absorption box body 41. The energy absorption box body 41 is clamped between the two clamping portions 432.

[0080] When the first end plate 42 includes a plate body 431 and two clamping portions 432, the plate body 431 of the first end plate 42 can be used to connect to the anti-collision beam 10. When the second end plate 43 also includes a plate body 431 and two clamping portions 432, the plate body 431 of the second end plate 43 can be used to connect to the longitudinal beam. The two clamping portions 432 are spaced apart on the side of the plate body 431 facing the crash box body 41. The crash box body 41 is clamped between the two clamping portions 432, thereby achieving a detachable connection between the first end plate 42 and / or the second end plate 43 and the crash box body 41, resulting in a simple structure and convenient assembly and disassembly.

[0081] It can be understood that the first end plate 42 is connected to the anti-collision beam 10, and the second end plate 43 is connected to the longitudinal beam. Therefore, the first end plate 42 and the second end plate 43 can be respectively located on opposite sides of the energy absorption box body 41 along the thickness direction of the anti-collision beam 10. When the two clamping portions 432 clamp the energy absorption box body 41, the two clamping portions 432 can be spaced apart along the length direction or width direction of the anti-collision beam 10.

[0082] In this embodiment, two clamping portions 432 are provided to clamp the energy absorption box body 41 along the length direction or width direction of the anti-collision beam 10. On the one hand, the clamping portions 432 can protect the side of the energy absorption box body 41. On the other hand, when the vehicle is subjected to a head-on collision or a small offset collision, the direction of the collision force exerted on the vehicle and the direction of the clamping force between the two clamping portions 432 can be perpendicular to or intersect with each other, thereby reducing the risk of damage to the connection between the first end plate 42 and / or the second end plate 43 and the energy absorption box body 41, and improving the structural strength of the energy absorption box 40.

[0083] Please continue to refer to Figure 5 Optionally, a second weight-reducing hole 433 may be provided on the plate body 431 in the second end plate 43 along the thickness direction of the anti-collision beam 10 , thereby reducing the weight of the energy absorption box 40 and reducing the load of the anti-collision beam assembly on the vehicle.

[0084] Please continue to refer to Figure 4 In some embodiments, the second end plate 43 further includes a longitudinal beam connection portion 434 disposed on a side of the plate body 431 away from the energy absorption box body 41. The longitudinal beam connection portion 434 is provided with a mounting hole along the length direction of the anti-collision beam 10. The longitudinal beam connection portion 434 is provided on one side along the length direction of the anti-collision beam 10 for being tightly attached to the longitudinal beam, and the mounting hole is used to cooperate with a fastener and lock the longitudinal beam connection portion 434 and the longitudinal beam.

[0085] In this embodiment, a longitudinal beam connecting portion 434 is provided on a side of the plate body 431 facing away from the energy absorption box body 41, and mounting holes are formed in the longitudinal beam connecting portion 434 along the length direction of the anti-collision beam 10. When one side of the longitudinal beam connecting portion 434 along the length direction of the anti-collision beam 10 is in close contact with the longitudinal beam, the longitudinal beam connecting portion 434 can be locked to the longitudinal beam along the length direction of the anti-collision beam 10 through the cooperation of fasteners and the mounting holes. Therefore, when a vehicle undergoes a frontal collision or a small-offset collision, the connection direction between the longitudinal beam connecting portion 434 and the longitudinal beam can be perpendicular or intersect with the direction of the collision force, thereby reducing the risk that the connection between the longitudinal beam connecting portion 434 and the longitudinal beam is damaged due to the collision force and improving the reliability of the connection between the anti-collision beam assembly and the longitudinal beam.

[0086] Figure 6 It is a cross-sectional view when the energy absorption box body provided in some embodiments of the present application is cut along the length direction of the anti-collision beam.

[0087] As Figure 6 shown, in some embodiments, the energy absorption box 40 further includes at least one reinforcing plate 44. The reinforcing plate 44 is disposed in the second energy absorption cavity and is connected to the energy absorption box body 41. The second energy absorption cavity is divided into at least two sub-cavities by the reinforcing plate 44.

[0088] The number of the reinforcing plates 44 can be determined according to actual situations in practical applications. The number of the reinforcing plates 44 can be one. At this time, the second energy absorption cavity can be divided into two sub-cavities by the reinforcing plate 44. Or, the number of the reinforcing plates 44 can be two, so as to divide the second energy absorption cavity into three sub-cavities. At this time, the energy absorption box body 41 can be similar to a "mu" shape to improve the structural strength of the energy absorption box body 41. Optionally, when the number of the reinforcing plates 44 is multiple, the multiple reinforcing plates 44 can be arranged at intervals in the second energy absorption cavity along the length direction or the width direction of the anti-collision beam 10. Or, the multiple reinforcing plates 44 can also be arranged at intervals in the energy absorption box 40 along the thickness direction of the anti-collision beam 10. The specific arrangement direction of the reinforcing plates 44 can be determined according to actual situations, and this embodiment does not make any limitations.

[0089] In this embodiment, by providing at least one reinforcing plate 44 connected to the energy absorption box body 41 in the second energy absorption cavity, the second energy absorption cavity can be divided into at least two sub-cavities by the reinforcing plate 44, thereby improving the structural strength of the energy absorption box body 41. <00​​​​​​​In some embodiments, the anti-collision beam assembly further includes a force transmission member 50 , which is disposed on the second side P2 . The force transmission member 50 is configured to abut against the subframe of the vehicle after the anti-collision beam 10 is deformed by an impact.

[0092] The force transmission member 50 is used to realize the force transmission between the anti-collision beam 10 and the subframe. Specifically, the force transmission member 50 is arranged on the second side P2 of the anti-collision beam 10. When the anti-collision beam 10 is subjected to an external impact, the impact force may cause the anti-collision beam 10 to deform toward the second side P2. At this time, the force transmission member 50 located on the second side P2 can abut against the subframe of the vehicle due to the deformation of the anti-collision beam 10, so as to transmit part of the collision force on the anti-collision beam 10 to the subframe, increase the force transmission path of the vehicle, and reduce the risk of the anti-collision beam 10 and the energy absorption box 40 connected to the anti-collision beam 10 being crushed due to excessive collision force.

[0093] Optionally, when the anti-collision beam 10 is deformed by an impact, the force transmission member 50 can abut against the frame mounting column of the subframe to transmit the collision force to the subframe. Compared with abutting against other positions of the subframe, the frame mounting column is stronger and can better bear the collision force from the anti-collision beam 10.

[0094] Optionally, there can be two force transmission members 50, which are respectively arranged along the length direction of the anti-collision beam 10 and close to both sides of the anti-collision beam 10, so as to abut against the subframe when the vehicle has a small offset collision and causes the anti-collision beam 10 to deform.

[0095] Figure 7 It is a schematic structural diagram of the force transmission member provided in some embodiments of the present application.

[0096] like Figure 7 As shown, in some embodiments, the force transmission member 50 includes a connecting portion 51 and an abutting portion 52 that are interconnected, the connecting portion 51 is connected to the anti-collision beam 10, the abutting portion 52 is located on the side of the connecting portion 51 away from the anti-collision beam 10 along the thickness direction of the anti-collision beam 10, and the projection of the abutting portion 52 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10 is located within the projection of the connecting portion 51 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10.

[0097] In this embodiment, by setting the projection of the abutment portion 52 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10 to be located within the projection of the connecting portion 51 on the anti-collision beam 10 along the thickness direction of the anti-collision beam 10, the circumferential size of the abutment portion 52 can be reduced on the basis of ensuring the connection strength between the force transmission member 50 and the anti-collision beam 10, thereby avoiding positional interference between the abutment portion 52 and other surrounding structures.

[0098] It can be understood that when the anti-collision beam 10 is deformed toward the second side P2, the abutment portion 52 abuts against the subframe. If the abutment portion 52 is crushed due to excessive collision force transmitted, the connecting portion 51 can continue to abut against the subframe to continue to transmit the collision force to the subframe, thereby improving the reliability of the force transmission member 50.

[0099] Optionally, the abutment portion 52 may include a main body and a convex portion connected to the main body, the convex portion being located on one side of the main body close to the center of the anti-collision beam 10 along the length direction of the anti-collision beam 10, and the convex portion protruding relative to the main body along the length direction and thickness direction of the anti-collision beam 10, so as to abut against the sub-frame when the anti-collision beam 10 is deformed toward the second side P2. At this time, if the convex portion is crushed during the abutment process, the main body may continue to abut against the sub-frame, thereby improving the reliability of the force transmission member 50.

[0100] Optionally, the protrusion and the main body can be integrally formed to ensure the connection strength between the two.

[0101] Optionally, the cross-section of the protrusion can be triangular, which can reduce the volume of the protrusion while ensuring its structural strength compared to a square or other cross-section. Specifically, the protrusion can include a first wall, a second wall, and a third wall connected end to end. The first wall is connected to the main body, and the connection between the second and third walls can be rounded. The corners extend relative to the main body along the thickness direction of the anti-collision beam 10 to abut against the subframe, thereby preventing the protrusion from damaging the subframe.

[0102] Furthermore, the second wall surface is arranged away from the anti-collision beam 10 along the thickness direction of the anti-collision beam 10, and the third wall surface is arranged close to the anti-collision beam 10 along the thickness direction of the anti-collision beam 10. The second wall surface is formed with a recessed portion. When the convex portion abuts against the sub-frame, the recessed portion can absorb the pressure from the sub-frame to a certain extent, so as to improve the structural strength of the convex portion and reduce the risk of the convex portion being crushed.

[0103] Optionally, the connecting portion 51 may be provided with mounting holes along the thickness direction of the anti-collision beam 10. The number of mounting holes may be multiple, and the multiple mounting holes may be spaced apart along the length direction of the anti-collision beam 10, thereby reducing the difficulty of assembling the force transmission member 50 while ensuring the assembly strength of the force transmission member 50.

[0104] Optionally, hollow cavities are formed in the connecting portion 51 and / or the main body, thereby reducing the weight of the force transmission member 50 and the load of the anti-collision beam assembly on the vehicle. Furthermore, the connecting portion 51 and / or the main body may include multiple hollow cavities, spaced apart to further reduce the weight of the force transmission member 50. It is understood that the number and placement of the hollow cavities can be appropriately determined based on the volume and strength requirements of the force transmission member 50, and this embodiment does not impose any limitations thereon.

[0105] Figure 8 This is a top view of the anti-collision beam provided in some embodiments of the present application.

[0106] like Figure 8 As shown, in some embodiments, the anti-collision beam 10 includes a first straight segment 15, an arc-shaped transition segment 16 and a second straight segment 17. The arc-shaped transition segments 16 are respectively provided at both ends of the first straight segment 15, and the second straight segment 17 is provided on the side of the arc-shaped transition segment 16 away from the first straight segment 15. The second straight segment 17 is inclined relative to the first straight segment 15 toward the direction close to the second side P2, and the angle ɑ between the first straight segment 15 and the second straight segment 17 satisfies: 150°≤ɑ<180°.

[0107] The second straight segment 17 is inclined relative to the first straight segment 15 toward the direction close to the second side P2, that is, the arcuate transition segment 16 bends in the direction close to the second side P2 and presents an arcuate transition. It can be understood that the first straight segment 15 and the second straight segment 17 extend along straight lines, and the arcuate transition segment 16 is arranged in an arc shape. Therefore, the anti-collision beam 10 can extend in a variable curvature along the length direction. Compared with the traditional anti-collision beam 10 with constant curvature, the structural strength of the anti-collision beam 10 can be improved. When the vehicle collides, especially a small offset collision, the arcuate transition segment 16 can guide the anti-collision beam 10 to deform, so that the anti-collision beam 10 has a better deformation mode and prevents the anti-collision beam 10 from cracking due to the collision. In addition, the collision force generated by the collision can be partially decomposed at the anti-collision beam 10, thereby reducing the collision force transmitted to the crash box 40 and the longitudinal beam, reducing the risk of deformation or even crushing of the crash box 40 and the longitudinal beam.

[0108] The arcuate transition section 16 is located between the first straight section 15 and the second straight section 17. Therefore, the angle between the first straight section 15 and the second straight section 17 also represents the central angle of the curved arcuate transition section 16. The angle ɑ satisfies: 150°≤ɑ<180°. Therefore, the angle can be set to any angle within the above range, such as 150°, 160°, 170°, 175°, and 179°.

[0109] In this embodiment, by reasonably setting the range of the angle, the curvature of the arc-shaped transition section 16 can be reasonably adjusted, thereby further improving the structural strength of the anti-collision beam 10. When the vehicle collides, the deformation of the anti-collision beam 10 can be better controlled, so that the anti-collision beam 10 approaches the ideal deformation mode, and the collision force can be decomposed to a greater extent at the anti-collision beam 10, so as to further reduce the risk of deformation or even crushing of the energy absorption box 40 and the longitudinal beam due to the collision force.

[0110] It can be understood that the first reinforcement 20 can be set at the second straight line segment 17, or a part of the first reinforcement 20 can be set at the arc-shaped transition segment 16, and the remaining part can be set at the second straight line segment 17, so that when the vehicle is hit, it can guide the anti-collision beam 10 to deform together with the arc-shaped transition segment 16.

[0111] Figure 9 This is a schematic structural diagram of the second reinforcement member provided in some embodiments of the present application.

[0112] like Figure 9 As shown, in some embodiments, the second reinforcement 30 includes a third plate 31 and a fourth plate 32 connected to the third plate 31 on at least one side along the width direction of the anti-collision beam 10, the third plate 31 is attached to the second side P2, and the fourth plate 32 is attached to the side of the anti-collision beam 10 along the width direction.

[0113] In the second reinforcement 30, the third plate 31 is attached to the second side P2 of the anti-collision beam 10, and the fourth plate 32 is located on at least one side of the third plate 31 along the width direction of the anti-collision beam 10, and the fourth plate 32 can be bent relative to the third plate 31 in a direction close to the first side P1, so that it can be attached to the side of the anti-collision beam 10 along the width direction.

[0114] In this embodiment, by setting the second reinforcement 30 to include a third plate 31 and a fourth plate 32, the third plate 31 is attached to the second side P2 of the anti-collision beam 10, and the fourth plate 32 is attached to the side of the anti-collision beam 10 along the width direction, thereby further improving the structural strength of the anti-collision beam 10.

[0115] Optionally, the second reinforcement 30 may be provided near the center of the anti-collision beam 10 along the length direction to resist deformation caused by impact when the anti-collision beam 10 is subjected to a frontal collision.

[0116] Please continue to refer to Figure 9 Optionally, a reinforcing rib 33 can be formed on the second reinforcement 30. The reinforcing rib 33 is formed by the second reinforcement 30 protruding in a direction away from the anti-collision beam 10. The reinforcing rib 33 is spaced apart from the anti-collision beam 10 to form a chamber for energy absorption, thereby improving the structural strength of the second reinforcement 30.

[0117] Please continue to refer to Figure 9 Furthermore, a plurality of leakage holes 34 can be provided on the reinforcement rib 33 , and the leakage holes 34 are used to allow the electrolytic liquid to flow into between the second reinforcement 30 and the anti-collision beam 10 to avoid corrosion of the anti-collision beam 10 and the second reinforcement 30 .

[0118] Optionally, the second reinforcement 30 may be connected to the anti-collision beam 10 through a welding process, and correspondingly, a plurality of welding holes may be formed on the second reinforcement 30 .

[0119] Furthermore, a positioning hole can be formed on the second reinforcement 30. Before welding, the positioning hole can reduce the position error of the second reinforcement 30 when it is assembled on the anti-collision beam 10, thereby improving the assembly accuracy.

[0120] Secondly, embodiments of the present application further provide a vehicle body structure comprising any of the aforementioned anti-collision beam assemblies. The vehicle body structure provided by embodiments of the present application has the technical effects of the technical solutions of the anti-collision beam assemblies in any of the aforementioned embodiments, and the explanations of structures and terms identical or corresponding to those in the aforementioned embodiments are not further elaborated herein.

[0121] Thirdly, embodiments of the present application further provide a vehicle comprising the aforementioned vehicle body structure. The vehicle provided by embodiments of the present application has the technical effects of the vehicle body structure of the aforementioned embodiments, and the explanations of structures and terms identical or corresponding to those of the aforementioned embodiments are not further elaborated herein.

[0122] The embodiments of the present application provide an anti-collision beam assembly, a vehicle body structure, and a vehicle. The anti-collision beam assembly includes an anti-collision beam 10 and a reinforcement assembly. The anti-collision beam 10 has a first side P1 and a second side P2, the second side P2 being used to connect to the longitudinal beam of the vehicle. The reinforcement assembly includes a first reinforcement 20 and a second reinforcement 30. The first reinforcement 20 is disposed on the first side P1 of the anti-collision beam 10, and the second reinforcement 30 is disposed on the second side P2 of the anti-collision beam 10. Thus, the anti-collision beam 10 is clamped by the first reinforcement 20 and the second reinforcement 30, thereby improving the structural strength of the anti-collision beam 10, thereby improving the protective performance of the anti-collision beam 10 against the vehicle and the safety performance of the vehicle.

[0123] It should be noted that, in this document, 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 actual relationship or order between these entities or operations. Moreover, the term "comprises" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device that includes 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, the elements defined by the sentence "comprise a..." do not exclude the presence of other identical elements in the process, method, article or device that includes the elements.

Claims

1. An anti-collision beam assembly, characterized in that: include: an impact beam having opposing first and second sides, the second side being adapted to couple to a longitudinal beam of the vehicle; The reinforcement assembly includes a first reinforcement member and a second reinforcement member, wherein the first reinforcement member is arranged on the first side of the anti-collision beam, and the second reinforcement member is arranged on the second side of the anti-collision beam.

2. The anti-collision beam assembly according to claim 1, characterized in that: The first reinforcement includes a first plate and a second plate connected to at least one side of the first plate along the width direction of the anti-collision beam, the first plate is attached to the first side, and the second plate is attached to one side of the anti-collision beam along the width direction.

3. The anti-collision beam assembly according to claim 1, characterized in that: The first reinforcement is attached to the anti-collision beam, a convex rib is formed on the first reinforcement, the convex rib is spaced apart from the anti-collision beam, and a first energy absorption cavity is formed.

4. The anti-collision beam assembly according to claim 3, characterized in that: The portion of the first reinforcement member formed with the convex rib is recessed relative to the remaining portion along one side of the width direction of the anti-collision beam to form an avoidance portion, and / or the first reinforcement member is further formed with a vertical rib, which is located on one side of the convex rib along the width direction of the anti-collision beam and is connected to the convex rib.

5. The anti-collision beam assembly according to claim 1, characterized in that: The projection of the first reinforcement on the anti-collision beam along the thickness direction of the anti-collision beam and the projection of the second reinforcement on the anti-collision beam along the thickness direction of the anti-collision beam are staggered.

6. The anti-collision beam assembly according to claim 5, characterized in that: The second reinforcement is arranged along the length direction of the anti-collision beam close to the center line of the anti-collision beam, the number of the first reinforcements is two, and the two first reinforcements are respectively arranged along the length direction of the anti-collision beam close to the two ends of the anti-collision beam.

7. The anti-collision beam assembly according to claim 1, characterized in that: The anti-collision beam assembly also includes an energy absorption box arranged on the second side, and the energy absorption box includes an energy absorption box body and a first end plate and a second end plate arranged on opposite sides of the energy absorption box body, the first end plate, the second end plate and the energy absorption box body enclose a second energy absorption cavity, at least one of the first end plate and the second end plate is detachably connected to the energy absorption box body, the first end plate is connected to the anti-collision beam, and the second end plate is used to connect to the longitudinal beam.

8. The anti-collision beam assembly according to claim 7, characterized in that: At least one of the first end plate and the second end plate includes a plate body and two clamping parts, the plate body is used to be connected to the anti-collision beam or the longitudinal beam, the two clamping parts are spaced apart on the side of the plate body facing the energy absorption box body, and the energy absorption box body is clamped between the two clamping parts.

9. The anti-collision beam assembly according to claim 8, characterized in that: The second end plate also includes a longitudinal beam connecting portion arranged on the side of the plate body away from the energy absorption box body, the longitudinal beam connecting portion is provided with a mounting hole along the length direction of the anti-collision beam, and the longitudinal beam connecting portion is used to be tightly attached to the longitudinal beam on one side along the length direction of the anti-collision beam, and the mounting hole is used to cooperate with a fastener to lock the longitudinal beam connecting portion and the longitudinal beam.

10. The anti-collision beam assembly according to claim 7, characterized in that: The energy absorbing box further comprises at least one reinforcing plate, which is disposed in the second energy absorbing cavity and connected to the energy absorbing box body. The second energy absorbing cavity is divided into at least two sub-cavities by the reinforcing plate.

11. The anti-collision beam assembly according to claim 1, characterized in that: The anti-collision beam assembly also includes a force transmission member, which is arranged on the second side and is used to abut against the subframe of the vehicle after the anti-collision beam is deformed by impact.

12. The anti-collision beam assembly according to claim 11, characterized in that: The number of the force transmission members is two, and the two force transmission members are respectively arranged along the length direction of the anti-collision beam close to the two sides of the anti-collision beam.

13. The anti-collision beam assembly according to claim 11, characterized in that: The force transmission member includes a connecting portion and an abutting portion that are interconnected, the connecting portion is connected to the anti-collision beam, the abutting portion is located on a side of the connecting portion along the thickness direction of the anti-collision beam away from the anti-collision beam, and the projection of the abutting portion on the anti-collision beam along the thickness direction of the anti-collision beam is located within the projection of the connecting portion on the anti-collision beam along the thickness direction of the anti-collision beam.

14. The anti-collision beam assembly according to any one of claims 1 to 13, characterized in that: The anti-collision beam comprises a first straight segment, an arc-shaped transition segment and a second straight segment, the arc-shaped transition segments are respectively arranged at both ends of the first straight segment, and the second straight segment is arranged on a side of the arc-shaped transition segment away from the first straight segment. The second straight line segment is inclined relative to the first straight line segment toward the second side, and an included angle ɑ between the first straight line segment and the second straight line segment satisfies: 150°≤ɑ<180°.

15. The anti-collision beam assembly according to any one of claims 1 to 13, characterized in that: The second reinforcement includes a third plate and a fourth plate connected to at least one side of the third plate along the width direction of the anti-collision beam, the third plate is attached to the second side, and the fourth plate is attached to the side of the anti-collision beam along the width direction.

16. A vehicle body structure, characterized in that: It comprises an anti-collision beam assembly as described in any one of claims 1-15.

17. A vehicle, characterized in that: Comprising the vehicle body structure as claimed in claim 16.

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