Anti-collision beam assembly structure and vehicle

Abstract

The embodiment of the invention provides an anti-collision beam assembly structure and a vehicle, and belongs to the technical field of automobile accessories. The anti-collision beam assembly structure comprises an anti-collision beam, an energy absorption structure and a structural part. Wherein the anti-collision beam is fixedly connected with the energy absorption structure, one side of the structural member is fixedly connected with the anti-collision beam through a stud, the other side of the structural member is provided with a bending part, the energy absorption structure is provided with a groove corresponding to the bending part, and the bending part is matched with the groove so that the structural member can be attached to the energy absorption structure. The structural part comprises a main reinforcing part, a first reinforcing part and a second reinforcing part, a first structural cavity and a second structural cavity are formed in the main reinforcing part, the first reinforcing part is inserted into the first structural cavity, and the second reinforcing part is inserted into the second structural cavity. The structural part is additionally arranged between the anti-collision beam and the energy absorption structure, so that the lateral deformation resisting capacity of the vehicle is enhanced, the supporting effect on small offset collision of the vehicle is improved, and the safety performance of the whole vehicle is improved.

Description

Technical Field

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

[0002] my country's automotive industry has experienced rapid growth in recent years, and it remains a key industry for future development. With the continuous advancement of technology and the continuous improvement of people's living standards, the demand for automotive performance is also increasing. Among these, the internal structures of automobiles often include anti-collision beams and energy absorption boxes. Their primary function is to withstand impact forces from various angles, fully ensuring the safety of drivers and passengers.

[0003] In the automotive industry, vehicles are equipped with frontal beams. During frontal and offset collisions, the beams collapse to absorb the impact energy. Energy absorption boxes are located on one side of the beams. In the event of a collision, the energy absorption boxes collapse to absorb the energy, thereby improving vehicle safety.

[0004] However, the design direction of most vehicles today is increasingly focused on improving vehicle safety. In an emergency, drivers often panic and jerk the steering wheel, increasing the probability of a small-overlap offset collision. Since the frontal contact overlap is small, the force-bearing area is also small, potentially increasing the damage to the vehicle body and occupants. Traditional crash box structures, primarily designed for frontal collision energy absorption, lack protection against small-overlap collisions, impacting safety and hindering overall vehicle safety. Summary of the Invention

[0005] The embodiment of the present application provides an anti-collision beam assembly structure and a vehicle, which is used to solve the problem raised in the above background technology that the design direction of most cars at this stage is increasingly inclined to improve the safety performance of vehicles. When an emergency occurs in the vehicle, the driver often panics and slams the steering wheel, which increases the probability of a small overlap offset collision. Since the overlap of the frontal contact is small, the force area of the contact is also small, and the damage to the vehicle body and occupants may be higher. The current traditional energy absorption box structure is mainly designed for energy absorption of frontal collisions, and has certain deficiencies in protection against small offset collisions, which has safety impacts and is not conducive to improving the safety performance of the entire vehicle.

[0006] In order to achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0007] A first aspect of an embodiment of the present invention provides an anti-collision beam assembly structure, comprising an anti-collision beam, an energy absorbing structure, and a structural member;

[0008] The anti-collision beam is fixedly connected to the energy absorbing structure. One side of the structural member is fixedly connected to the anti-collision beam by a stud. The other side of the structural member has a bent portion. The energy absorbing structure is provided with a groove corresponding to the bent portion. The bent portion and the groove cooperate to make the structural member and the energy absorbing structure fit together.

[0009] The structural member includes a main reinforcement member, a first reinforcement member and a second reinforcement member;

[0010] A first structural cavity and a second structural cavity are defined inside the main reinforcement member. The first reinforcement member is inserted into the first structural cavity, and the second reinforcement member is inserted into the second structural cavity.

[0011] On the basis of the above technical solution, the present invention can also be improved as follows.

[0012] In a possible implementation, the outer side wall of the first reinforcement member is in contact with the inner side wall of the first structural cavity;

[0013] The outer side wall of the second reinforcement is in contact with the inner side wall of the second structural cavity.

[0014] In a possible implementation, the second reinforcement member further includes: a protrusion;

[0015] The protruding portion cooperates with the bent portion to make the outer side wall of the second reinforcement member fit with the inner side wall of the second structural cavity.

[0016] In a possible implementation, the first reinforcement member includes a first cavity, a second cavity, and a first structural wall;

[0017] The first structural wall is located between the first cavity and the second cavity;

[0018] The first cavity and the second cavity penetrate the first reinforcement member in a height direction of the structural member.

[0019] In a possible implementation, the second reinforcement member includes a third cavity, a fourth cavity, and a second structural wall;

[0020] The second structural wall is located between the third cavity and the fourth cavity;

[0021] The third cavity and the fourth cavity penetrate the second reinforcement member in the height direction of the structural member.

[0022] In one possible implementation, the main reinforcement includes a fifth cavity, a sixth cavity, and a third structural wall;

[0023] The fifth cavity, the sixth cavity and the third structural wall are located on a side of the main reinforcement away from the first structural cavity and the second structural cavity, and the third structural wall is located between the fifth cavity and the sixth cavity;

[0024] The fifth cavity and the sixth cavity penetrate the main reinforcement member in the height direction of the structural member.

[0025] In a possible implementation, the anti-collision beam assembly structure further includes: a sleeve;

[0026] The sleeve is sleeved on the stud, and the sleeve is arranged in the width direction of the structural member.

[0027] In a possible implementation, through holes are provided on the outer side walls of the fifth cavity, the sixth cavity, and the third structural wall at positions opposite to the sleeve;

[0028] The sleeve is sleeved on the stud and passes through the fifth cavity, the sixth cavity and the through hole of the third structural wall to fix the structural component and the anti-collision beam.

[0029] In a possible implementation, positioning holes are provided on the outer side walls of the first structural cavity, the second structural cavity, the first reinforcement member, and the second reinforcement member;

[0030] The positioning holes are used to position the first reinforcement member and the second reinforcement member in the first structural cavity and the second structural cavity respectively.

[0031] A second aspect of an embodiment of the present invention provides a vehicle, comprising a vehicle body;

[0032] The vehicle body includes the above-mentioned anti-collision beam assembly structure.

[0033] An embodiment of the present invention provides an anti-collision beam assembly structure and a vehicle, wherein the anti-collision beam assembly structure includes an anti-collision beam, an energy absorbing structure, and a structural member. The anti-collision beam is fixedly connected to the energy absorbing structure, one side of the structural member is fixedly connected to the anti-collision beam by a stud, and the other side of the structural member has a bent portion. The energy absorbing structure is provided with a groove corresponding to the bent portion, and the bent portion cooperates with the groove to make the structural member fit the energy absorbing structure. The structural member includes a main reinforcement, a first reinforcement, and a second reinforcement. The main reinforcement is provided with a first structural cavity and a second structural cavity. The first reinforcement is inserted into the first structural cavity, and the second reinforcement is inserted into the second structural cavity. The vehicle includes a vehicle body. The vehicle body includes the above-mentioned anti-collision beam assembly structure. In this way, the embodiment of the present invention can enhance the vehicle's ability to resist lateral deformation by adding a structural member between the anti-collision beam and the energy absorbing structure, improve the vehicle's support for small offset collisions, and help improve the safety performance of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0035] Figure 1 A schematic structural diagram of an anti-collision beam assembly structure provided by one embodiment of the present invention;

[0036] Figure 2 A schematic structural diagram of a structural component in an anti-collision beam assembly structure provided by one embodiment of the present invention;

[0037] Figure 3 An exploded schematic diagram of a structural component in an anti-collision beam assembly structure provided by one embodiment of the present invention;

[0038] Figure 4 A top view of a structural member in an anti-collision beam assembly structure provided in one embodiment of the present invention;

[0039] Figure 5 A schematic structural diagram of a vehicle provided in one embodiment of the present invention.

[0040] Description of reference numerals:

[0041] 100-anti-collision beam assembly structure;

[0042] 200-anti-collision beam;

[0043] 300-energy absorbing structure;

[0044] 310-groove;

[0045] 400-structural parts;

[0046] 410 - main reinforcement; 411 - first structural cavity; 412 - second structural cavity; 413 - fifth cavity; 414 - sixth cavity; 415 - third structural wall; 420 - first reinforcement; 421 - first cavity; 422 - second cavity; 423 - first structural wall; 430 - second reinforcement; 431 - third cavity; 432 - fourth cavity; 433 - second structural wall; 434 - protrusion; 440 - bent portion;

[0047] 500-sleeve;

[0048] 510-stud;

[0049] 600-through hole;

[0050] 700-positioning hole;

[0051] 710-welding point;

[0052] 800-vehicles;

[0053] 810-Body; 820-Wheels; 830-Windshield. DETAILED DESCRIPTION

[0054] As described in the background, the design direction of most current vehicles is increasingly focused on improving vehicle safety. In an emergency, drivers often panic and jerk the steering wheel, increasing the probability of a small-overlap offset collision. Since the overlap of frontal contact is small, the contact area is also small, potentially increasing the damage to the vehicle body and occupants. Conventional crash box structures, primarily designed for frontal collisions, offer limited protection against small-overlap collisions, impacting safety and hindering overall vehicle safety.

[0055] To address the above technical issues, embodiments of the present invention provide an anti-collision beam assembly structure 100 and a vehicle 800. The anti-collision beam assembly structure 100 includes an anti-collision beam 200, an energy absorbing structure 300, and a structural member 400. The anti-collision beam 200 is fixedly connected to the energy absorbing structure 300. One side of the structural member 400 is fixedly connected to the anti-collision beam 200 via a stud 510. The other side of the structural member 400 has a bent portion 440. The energy absorbing structure 300 is provided with a groove 310 corresponding to the bent portion 440. The bent portion 440 cooperates with the groove 310 to ensure that the structural member 400 and the energy absorbing structure 300 are aligned. The structural member 400 includes a main reinforcement 410, a first reinforcement 420, and a second reinforcement 430. The main reinforcement 410 defines a first structural cavity 411 and a second structural cavity 412. The first reinforcement 420 is inserted into the first structural cavity 411, and the second reinforcement 430 is inserted into the second structural cavity 412. The vehicle 800 includes a body 810, which includes the aforementioned anti-collision beam assembly structure 100. Thus, by adding the structural member 400 between the anti-collision beam 200 and the energy-absorbing structure 300, the embodiment of the present invention enhances the vehicle 800's ability to resist lateral deformation, improves its support against small offset collisions, and contributes to improving the safety performance of the entire vehicle.

[0056] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present invention more obvious and easy to understand, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0057] An embodiment of the present invention provides an anti-collision beam assembly structure 100 and a vehicle 800. By adding a structural member 400 between the anti-collision beam 200 and the energy-absorbing structure 300, the vehicle 800's resistance to lateral deformation is enhanced, improving its support against small offset collisions, thereby enhancing the overall vehicle safety. The specific structures of the anti-collision beam assembly structure 100 and the vehicle 800 provided in the embodiments of the present application are described below in conjunction with the accompanying drawings.

[0058] refer to Figure 1 The first aspect of an embodiment of the present invention provides an anti-collision beam assembly structure 100, which may include an anti-collision beam 200, an energy absorbing structure 300, and a structural member 400. The anti-collision beam 200 may be fixedly connected to the energy absorbing structure 300. In one possible implementation, the anti-collision beam 200 may be a crossbeam structure, and the energy absorbing structure 300 may be a box body. The anti-collision beam 200 and the energy absorbing structure 300 may be connected by bolts. Of course, in some other embodiments, other connection methods may be used between the anti-collision beam 200 and the energy absorbing structure 300, which is not limited by the present invention. In an embodiment of the present application, a certain angle may be formed between the anti-collision beam 200 and the energy absorbing structure 300, and the structural member 400 may be located at the angle between the anti-collision beam 200 and the energy absorbing structure 300. One side of the structural member 400 may be connected to the anti-collision beam 200, and the other side of the structural member 400 may be in contact with the energy absorbing structure 300. When the front of the vehicle 800 encounters a collision, the area on the anti-collision beam 200 outside the energy-absorbing structure 300 can be the location of a small offset collision. The provision of the structural member 400 can effectively improve the support effect on the small offset collision of the vehicle 800 and enhance safety performance.

[0059] refer to Figure 1 as well as Figure 2 Based on the above embodiment, one side of the structural member 400 may be fixedly connected to the anti-collision beam 200 via a stud 510, and the other side of the structural member 400 may have a bent portion 440. In this embodiment of the present application, the energy absorbing structure 300 may be provided with a groove 310 corresponding to the bent portion 440. The bent portion 440 cooperates with the groove 310 to mate the structural member 400 with the energy absorbing structure 300. In one possible implementation, the bent portion 440 may be located where the structural member 400 and the energy absorbing structure 300 mate. Because the energy absorbing structure 300 may have an inwardly concave crush rib on its inner side, an outwardly convex bent portion 440 is provided where the structural member 400 and the energy absorbing structure 300 mate to enhance overall structural stability. Of course, in other embodiments, the bent portion 440 may also vary depending on the location of the crush rib in the energy absorbing structure 300, and this is not a limitation of the present invention.

[0060] refer to Figure 2 In the specific implementation of this embodiment, the structural member 400 may further include a main reinforcement member 410, a first reinforcement member 420 and a second reinforcement member 430. Figure 3 As shown, the interior of the main reinforcement member 410 may be defined with a first structural cavity 411 and a second structural cavity 412. In one possible implementation, the first structural cavity 411 and the second structural cavity 412 may be arranged throughout the height direction of the structural member 400. In the embodiment of the present application, the first reinforcement member 420 may be inserted into the first structural cavity 411, and the second reinforcement member 430 may be inserted into the second structural cavity 412. It is understood that in one possible implementation, the shapes of the first reinforcement member 420 and the second reinforcement member 430 may be the same as the shapes of the first structural cavity 411 and the second structural cavity 412. The present invention does not impose any restrictions on the shapes of the first reinforcement member 420, the second reinforcement member 430, the first structural cavity 411, and the second structural cavity 412. It is understood that the shape of the first structural cavity 411 and the shape of the second structural cavity 412 may be the same or different. In the embodiment of the present application, the second structural cavity 412 may be configured as a cavity having a protruding curved side. The protruding curved side edge can be matched with the bent portion 440 of the structural component 400 .

[0061] Continue to refer Figure 2 Based on the above embodiment, the outer wall of the first reinforcement member 420 can be aligned with the inner wall of the first structural cavity 411, and correspondingly, the outer wall of the second reinforcement member 430 can be aligned with the inner wall of the second structural cavity 412. In a possible implementation, as Figure 2 as well as Figure 3 As shown, the dimensions of the first reinforcement member 420 and the second reinforcement member 430 can be smaller than or equal to the dimensions of the first structural cavity 411 and the second structural cavity 412, so that the first reinforcement member 420 and the second reinforcement member 430 can be inserted into the first structural cavity 411 and the second structural cavity 412, respectively. The present invention does not limit the dimensions of the first reinforcement member 420, the second reinforcement member 430, the first structural cavity 411, and the second structural cavity 412. It is understood that after the first structural cavity 411 and the second structural cavity 412 are formed in the main reinforcement member 410, the positioning of the first reinforcement member 420 and the second reinforcement member 430 is facilitated. In one possible implementation, the first reinforcement member 420 and the second reinforcement member 430 can be inserted into the first structural cavity 411 and the second structural cavity 412 using other means such as guide rails, thereby better accommodating the first reinforcement member 420 and the second reinforcement member 430 in the first structural cavity 411 and the second structural cavity 412.

[0062] Continue to refer Figure 2 Based on the above embodiment, the second reinforcement member 430 may further include a protrusion 434. The protrusion 434 of the second reinforcement member 430 may cooperate with the bent portion 440 of the structural member 400, so that the outer wall of the second reinforcement member 430 fits with the inner wall of the second structural cavity 412.

[0063] Continue to refer Figure 2 On the basis of the above embodiment, the height of the first reinforcement 420 and the second reinforcement 430 may also be less than or equal to the height of the first structural cavity 411 and the second structural cavity 412. In this way, the first reinforcement 420 and the second reinforcement 430 can not protrude from the first structural cavity 411 and the second structural cavity 412 in the height direction of the structural member 400. In the embodiment of the present application, the height of the first reinforcement 420 and the second reinforcement 430 can be flush with the height of the first structural cavity 411 and the second structural cavity 412. In a possible implementation, a structural wall can be formed between the first structural cavity 411 and the second structural cavity 412, and the structural wall can be formed between the first structural cavity 411 and the second structural cavity 412. The thickness of the structural wall can be the same as the thickness of the outer wall of the first structural cavity 411 and the second structural cavity 412, and the structural wall can provide a certain support effect when the vehicle encounters a small offset collision.

[0064] Continue to refer Figure 2 On the basis of the above embodiment, the first reinforcement member 420 may further include a first cavity 421, a second cavity 422 and a first structural wall 423. It is understood that the first structural wall 423 may be located between the first cavity 421 and the second cavity 422, and the first structural wall 423 may be formed between the first cavity 421 and the second cavity 422. Figure 4 As shown, the thickness of the first structural wall 423 can be the same as the thickness of the outer sidewalls of the first cavity 421 and the second cavity 422. In one possible implementation, the first cavity 421 and the second cavity 422 can penetrate the first reinforcement 420 in the length direction of the structural member 400. It is understood that the first structural wall 423 and the outer sidewalls of the first cavity 421 and the second cavity 422 can jointly resist lateral deformation of the vehicle 800 when the first reinforcement 420 is impacted.

[0065] Continue to refer Figure 2 On the basis of the above embodiment, the second reinforcement member 430 may further include a third cavity 431, a fourth cavity 432 and a second structural wall 433. It is understood that the second structural wall 433 may be located between the third cavity 431 and the fourth cavity 432, and the second structural wall 433 may be formed between the third cavity 431 and the fourth cavity 432. Figure 4 As shown, the thickness of the second structural wall 433 can be the same as the thickness of the outer sidewalls of the third cavity 431 and the fourth cavity 432. In one possible implementation, the third cavity 431 and the fourth cavity 432 can penetrate the second reinforcement member 430 in the length direction of the structural member 400. It is understood that the second structural wall 433 and the outer sidewalls of the third cavity 431 and the fourth cavity 432 can jointly resist lateral deformation of the vehicle 800 when the second reinforcement member 430 is impacted.

[0066] Continue to refer Figure 2 On the basis of the above embodiment, the main reinforcement 410 may further include a fifth cavity 413, a sixth cavity 414 and a third structural wall 415. The fifth cavity 413, the sixth cavity 414 and the third structural wall 415 may be located on the side where the structural member 400 is connected to the anti-collision beam 200. It is understood that the third structural wall 415 may be located between the fifth cavity 413 and the sixth cavity 414, and the third structural wall 415 may be formed between the fifth cavity 413 and the sixth cavity 414. Figure 4 As shown, the thickness of the third structural wall 415 can be the same as the thickness of the outer sidewalls of the fifth cavity 413 and the sixth cavity 414. In one possible implementation, the fifth cavity 413 and the sixth cavity 414 can extend through the main reinforcement 410 along the length of the structural member 400. It will be appreciated that the third structural wall 415 and the outer sidewalls of the fifth cavity 413 and the sixth cavity 414 can collectively resist lateral deformation of the vehicle 800 when impacted at the junction of the anti-collision beam 200 and the structural member 400.

[0067] Continue to refer Figure 1 as well as Figure 2 On the basis of the above embodiment, the anti-collision beam assembly structure 100 may further include: a sleeve 500. In one possible implementation, the number of the sleeves 500 may be two or three. In the embodiment of the present application, each sleeve 500 may be arranged in correspondence with the stud 510. The sleeve 500 may be sleeved on the stud 510, and the sleeve 500 may be arranged transversely in the width direction of the structural member 400, and two or three sleeves 500 may be arranged side by side in the height direction of the structural member 400.

[0068] Continue to refer Figure 2 as well as Figure 3On the basis of the above embodiment, through holes 600 may be provided on the outer side walls of the fifth cavity 413, the sixth cavity 414, and the third structural wall 415 at positions opposite to the sleeve 500. In a possible implementation, the number of through holes 600 on the outer side walls of the fifth cavity 413, the sixth cavity 414, and the third structural wall 415 may be the same as the number of sleeves 500. In the embodiment of the present application, after the sleeve 500 is sleeved on the stud 510, it is sequentially inserted along the through hole 600 of the fifth cavity 413, the through hole 600 of the third structural wall 415, and the through hole 600 of the sixth cavity 414, thereby fixing the stud 510 on the inner side wall of the anti-collision beam 200, thereby fixing the structural member 400 to the anti-collision beam 200.

[0069] Continue to refer Figure 2 Based on the above embodiment, positioning holes 700 may be provided on the outer walls of the first structural cavity 411 and the second structural cavity 412. Correspondingly, positioning holes 700 may also be provided on the outer walls of the first reinforcement member 420 and the second reinforcement member 430. It is understood that the positioning holes 700 on the first structural cavity 411 and the second structural cavity 412 correspond to the positioning holes 700 on the first reinforcement member 420 and the second reinforcement member 430. The positioning holes 700 can be used to position the first reinforcement member 420 and the second reinforcement member 430 in the first structural cavity 411 and the second structural cavity 412, respectively. In one possible implementation, welding points 710 may be provided on both sides of the positioning holes 700 along the height direction of the structural member 400. Through welding, the first reinforcement member 420 is welded to the inner wall of the first structural cavity 411, and the second reinforcement member 430 is welded to the inner wall of the second structural cavity 412. In the embodiment of the present application, during welding, a positioning pin can be inserted into the positioning hole 700 to accurately position the first reinforcement 420 in the first structural cavity 411 and the second reinforcement 430 in the second structural cavity 412. After welding is completed, the positioning pin can be removed.

[0070] Continue to refer Figure 2On the basis of the above embodiment, in a possible implementation, the main reinforcement 410 can be divided into a first part and a second part. The first part can include a first structural cavity 411 and a second structural cavity 412, and the second part can include a fifth cavity 413 and a sixth cavity 414. It can be understood that the first structural cavity 411 can be used to accommodate the first reinforcement 420, and the second structural cavity 412 can be used to accommodate the second reinforcement 430. The first structural cavity 411 and the second structural cavity 412 can provide better insertion for the first reinforcement 420 and the second reinforcement 430. A through hole 600 is provided on the outer wall of the fifth cavity 413 and the sixth cavity 414, and a sleeve 500 is sleeved on the stud 510, so that the stud 510 is passed through the through hole 600 to fix the main reinforcement 410 to the anti-collision beam 200, thereby making the overall structure more stable.

[0071] refer to Figure 5 A second aspect of an embodiment of the present invention provides a vehicle 800, wherein the vehicle 800 may include a vehicle body 810. In one possible implementation, the vehicle body 810 may include the aforementioned anti-collision beam assembly structure 100. The vehicle 800 may also include components such as wheels 820 and a windshield 830, which together with the vehicle body 810 constitute the vehicle 800.

[0072] In the embodiment of the present application, by adding a structural member 400 between the anti-collision beam 200 and the energy absorbing structure 300, the ability of the vehicle 800 to resist lateral deformation is strengthened, and the support effect on the vehicle 800 in small offset collisions is improved, which is beneficial to improving the safety performance of the entire vehicle. When the front of the vehicle 800 encounters a collision, the area on the anti-collision beam 200 located outside the energy absorbing structure 300 can be the location of the small offset collision, and the anti-collision beam 200 is squeezed toward one side of the energy absorbing structure 300, and the setting of the structural member 400 can provide certain support for the anti-collision beam 200 when it is deformed by the collision, solving the problem of insufficient protection for small offset collisions. Among them, in the existing reinforcement design, traditional sheet metal structures are often used, which can withstand limited extrusion forces. The structural member 400 used in the embodiment of the present invention can be made of aluminum material and has the characteristics of being lightweight. A plurality of cavities are provided in the structural member 400, which strengthens the ability of the vehicle 800 to resist lateral deformation.

[0073] In the embodiment of the present application, by inserting the first reinforcement 420 and the second reinforcement 430 into the first structural cavity 411 and the second structural cavity 412 of the main reinforcement 410, the structural wall formed between the first structural cavity 411 and the second structural cavity 412 in the main reinforcement 410, the third structural wall 415 formed between the fifth cavity 413 and the sixth cavity 414, and the outer wall of the main reinforcement 410 can all provide a certain crushing force for the vehicle 800. Based on this structure, the first structural wall 423 formed between the first cavity 421 and the second cavity 422 in the first reinforcement 420, the outer wall of the first reinforcement 420, the second structural wall 433 formed between the third cavity 431 and the fourth cavity 432 in the second reinforcement 430, and the outer wall of the second reinforcement 430 can increase the crushing force of the structural member 400, giving the entire structural member 400 a honeycomb structure and anti-crushing properties, thereby enhancing support in small offset collisions and improving the safety performance of the entire vehicle.

[0074] The various embodiments or implementation methods in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referenced to each other.

[0075] It should be noted that phrases such as "in a specific implementation," "in some embodiments," "in this embodiment," and "exemplarily" mentioned in the specification indicate that the described embodiment may include a particular feature, structure, or characteristic, but not every embodiment necessarily includes that particular feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Furthermore, when a particular feature, structure, or characteristic is described in conjunction with an embodiment, it is within the knowledge of those skilled in the art to implement such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not.

[0076] Generally speaking, terms should be understood, at least in part, based on the context in which they are used. For example, as used herein, the term "one or more" can be used to describe any feature, structure, or characteristic in the singular sense, or can be used to describe a combination of features, structures, or characteristics in the plural sense, depending at least in part on the context. Similarly, terms such as "a," "an," or "the" can also be understood to convey either singular or plural usage, depending at least in part on the context.

[0077] It should be readily understood that “on,” “above,” and “over” in this disclosure should be interpreted in the broadest manner, such that “on” means not only “directly on something,” but also includes “on something” with intervening features or layers therebetween, and “above” or “over” includes not only the meaning of “above” or “over,” but also includes “above” or “over” with no intervening features or layers therebetween (i.e., directly on something).

[0078] Additionally, spatially relative terms, such as "below," "beneath," "beneath," "above," and the like, may be used herein for ease of description to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. The device may be in other orientations (rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein should be interpreted accordingly.

[0079] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An anti-collision beam assembly structure, characterized in that: include: Anti-collision beams, energy-absorbing structures, and structural components; The anti-collision beam is fixedly connected to the energy absorbing structure. One side of the structural member is fixedly connected to the anti-collision beam via a stud. The other side of the structural member has a bent portion. The energy absorbing structure is provided with a groove corresponding to the bent portion. The bent portion cooperates with the groove to ensure that the structural member and the energy absorbing structure are in contact with each other. The structural member includes a main reinforcement member, a first reinforcement member and a second reinforcement member; A first structural cavity and a second structural cavity are defined inside the main reinforcement. The first reinforcement is inserted into the first structural cavity, and the second reinforcement is inserted into the second structural cavity.

2. The anti-collision beam assembly structure according to claim 1, characterized in that: The outer side wall of the first reinforcement member is in contact with the inner side wall of the first structural cavity; The outer side wall of the second reinforcement is in contact with the inner side wall of the second structural cavity.

3. The anti-collision beam assembly structure according to claim 2, characterized in that: The second reinforcement member further includes: a protrusion; The protruding portion cooperates with the bent portion to make the outer side wall of the second reinforcement fit the inner side wall of the second structural cavity.

4. The anti-collision beam assembly structure according to claim 2, characterized in that: The first reinforcement member includes a first cavity, a second cavity and a first structural wall; The first structural wall is located between the first cavity and the second cavity; The first cavity and the second cavity penetrate the first reinforcement member in a height direction of the structural member.

5. The anti-collision beam assembly structure according to claim 2, characterized in that: The second reinforcement member includes a third cavity, a fourth cavity and a second structural wall; The second structural wall is located between the third cavity and the fourth cavity; The third cavity and the fourth cavity penetrate the second reinforcement member in the height direction of the structural member.

6. The anti-collision beam assembly structure according to claim 2, characterized in that: The main reinforcement comprises a fifth cavity, a sixth cavity and a third structural wall; The fifth cavity, the sixth cavity, and the third structural wall are located on a side of the main reinforcement away from the first structural cavity and the second structural cavity, and the third structural wall is located between the fifth cavity and the sixth cavity; The fifth cavity and the sixth cavity penetrate the main reinforcement member in the height direction of the structural member.

7. The anti-collision beam assembly structure according to claim 6, characterized in that: The anti-collision beam assembly structure further includes: a sleeve; The sleeve is sleeved on the stud, and the sleeve is arranged in the width direction of the structural member.

8. The anti-collision beam assembly structure according to claim 7, characterized in that: Through holes are provided on the outer side walls of the fifth cavity, the sixth cavity, and the third structural wall at positions opposite to the sleeve; The sleeve is sleeved on the stud and passes through the fifth cavity, the sixth cavity and the through hole of the third structural wall to fix the structural member and the anti-collision beam together.

9. The anti-collision beam assembly structure according to any one of claims 1 to 8, characterized in that: Positioning holes are formed on the outer side walls of the first structural cavity, the second structural cavity, the first reinforcement member, and the second reinforcement member; The positioning holes are used to position the first reinforcement member and the second reinforcement member in the first structural cavity and the second structural cavity respectively.

10. A vehicle, characterized in that: Including the vehicle body; The vehicle body includes the anti-collision beam assembly structure described in any one of claims 1 to 9.

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