Anti-collision beam connecting structure and vehicle

Abstract

The invention provides an anti-collision beam connecting structure and a vehicle, and relates to the technical field of vehicle collision avoidance. The anti-collision beam connecting structure comprises an anti-collision beam and at least one energy absorption box assembly; the energy absorption box assembly comprises an energy absorption box and a connecting assembly, and the connecting assembly is connected with the anti-collision beam and the energy absorption box in a welded mode so that the energy absorption box can be fixed to the anti-collision beam. The face, facing the energy absorption box, of the anti-collision beam is provided with at least one concave part, and the at least one concave part is arranged in the middle of the anti-collision beam. According to the anti-collision beam connecting structure, loads can be effectively dispersed under the traction working condition, the plastic deformation resistance of the anti-collision beam connecting structure under the traction working condition is improved, and then the reliability of the anti-collision beam connecting structure can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle collision avoidance technology, and in particular to a collision avoidance beam connection structure and a vehicle. Background Technology

[0002] In modern automotive design, the anti-collision beam system is one of the core structures ensuring the passive safety of a vehicle. Anti-collision beams are typically made of high-strength steel, and their main function is to stabilize the vehicle body structure, disperse impact energy, and reduce intrusion into the passenger compartment during a collision. Energy-absorbing boxes, acting as buffer components between the anti-collision beams and the vehicle's longitudinal beams, absorb collision energy through the malleability of aluminum, thereby reducing maintenance costs and improving weight reduction.

[0003] In related technologies, the towing sleeve is welded to the crash beam, and when using a trailer hitch, the trailer hook of the trailer hitch extends into the towing sleeve. Regarding the connection between the steel crash beam and the aluminum energy-absorbing box, an aluminum alloy backplate is typically added behind the crash beam. The crash beam is then bolted to the aluminum alloy backplate, and finally, the aluminum alloy backplate is welded to the energy-absorbing box. This solution utilizes the aluminum alloy backplate as a transition structure, alleviating the technological challenges of welding dissimilar materials like steel and aluminum.

[0004] However, during trailer towing, the concentrated load applied by the towing sleeve is directly transmitted to the crash beam through the welded position. The bolted connection between the crash beam and the aluminum alloy back plate cannot effectively distribute the load, resulting in plastic strain at the connection point. Long-term use may lead to fatigue cracks or even breakage. Summary of the Invention

[0005] In view of the above problems, this application provides a crash beam connection structure and vehicle, which can effectively distribute the load under traction conditions, improve the anti-plastic deformation ability of the crash beam connection structure under traction conditions, and thus improve the reliability of the crash beam connection structure.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] In a first aspect, this application provides a crash beam connection structure, which includes:

[0008] Anti-collision beam;

[0009] And at least one energy-absorbing box assembly; the energy-absorbing box assembly includes: an energy-absorbing box and a connecting assembly, the connecting assembly being welded to the anti-collision beam and the energy-absorbing box respectively, so as to fix the energy-absorbing box to the anti-collision beam;

[0010] The anti-collision beam has at least one recess on the side facing the energy-absorbing box, and at least one of the recesses is located in the middle of the anti-collision beam.

[0011] The anti-collision beam connection structure provided in this application, through the design of connecting components, welds both the anti-collision beam and the energy-absorbing box to the connecting components. This allows the energy-absorbing box to be fixed to the anti-collision beam via the connecting components. The traction sleeve is typically welded to the anti-collision beam. In this case, the concentrated load applied by the traction sleeve is directly transferred to the anti-collision beam through the welded location. The welded connection between the anti-collision beam and the connecting components effectively distributes the load, avoiding or reducing plastic strain at the connection point. This, in turn, avoids or mitigates the technical problem of fatigue cracks or even fracture of the anti-collision beam that may occur after long-term use. Therefore, this application can effectively distribute the load under traction conditions, improve the anti-collision beam connection structure's resistance to plastic deformation under traction conditions, and thus enhance the reliability of the anti-collision beam connection structure.

[0012] By incorporating a recess on the side of the crash beam facing the energy-absorbing box, the recess alters the beam's structural form, creating a reinforcing rib-like mechanical structure that enhances its bending and torsional strength, thereby increasing its load-bearing capacity. Furthermore, the recess guides the load transfer path, dispersing concentrated loads from the traction sleeve to the surrounding area of ​​the crash beam, preventing load concentration at any specific location. Additionally, the recess increases the contact area between the crash beam and connecting components, improving welding or connection stability, further optimizing load dispersion, and reducing the overall weight of the crash beam, thus meeting lightweighting requirements.

[0013] By placing at least one recess in the center of the crash beam, which is typically welded to the center of the crash beam (corresponding to the trailer hitch engagement point), a region directly affected by concentrated loads, the recess directly strengthens the structure at this load concentration point. The mechanical structure of the recess directly disperses the concentrated load in the center, preventing plastic strain or fracture due to excessive load. Simultaneously, the central recess guides the load to be evenly distributed to both sides of the crash beam, further optimizing load distribution and enhancing the overall structure's resistance to deformation.

[0014] As an optional implementation, the anti-collision beam is made of a first material, and the energy-absorbing box is made of a second material;

[0015] The materials used in the connecting components include the first material and the second material.

[0016] The connecting components utilize materials comprising the primary material of the crash beam and the secondary material of the energy-absorbing box, enabling the connecting components to be welded to the crash beam and energy-absorbing box using either homogeneous or near-homogeneous materials. Compared to direct welding of dissimilar materials, welding of homogeneous or near-homogeneous materials results in higher bond strength and fewer welding defects such as porosity or cracks, further enhancing the connection stability between the connecting components and the crash beam and energy-absorbing box. Simultaneously, it avoids the process complexity and insufficient connection strength issues associated with welding dissimilar materials, ensuring the continuity and reliability of the load transfer path and contributing to the core objective of effectively distributing the load.

[0017] As an optional implementation, the connecting assembly includes a first connecting plate and a second connecting plate connected together, wherein the anti-collision beam is welded to the first connecting plate and the energy-absorbing box is welded to the second connecting plate;

[0018] The material used for the first connecting plate includes at least the first material, and the material used for the second connecting plate includes at least the second material.

[0019] By splitting the connecting assembly into a first connecting plate and a second connecting plate, with the first connecting plate adapted to the material of the crash beam and the second connecting plate adapted to the material of the energy-absorbing box, homogeneous welding of the crash beam to the first connecting plate and homogeneous welding of the energy-absorbing box to the second connecting plate can be achieved. This design not only solves the technological challenges of directly welding dissimilar materials such as steel and aluminum but also improves the connection strength between the welded surfaces. Furthermore, the split structure allows for flexible design of the shape and thickness of the first and second connecting plates based on the material characteristics and structural dimensions of the crash beam and energy-absorbing box, further optimizing the load transfer path and improving load dispersion efficiency.

[0020] As an optional implementation, it further includes: a fastener; the first connecting plate has a first through hole, the second connecting plate has a second through hole, and the fastener passes through the first through hole and the second through hole to connect the first connecting plate and the second connecting plate to each other.

[0021] The first and second connecting plates are detachably connected via fasteners through first and second through holes. Compared to one-piece molded connecting assemblies, this facilitates assembly and maintenance. If a connecting plate, anti-collision beam, or energy-absorbing box is damaged, it can be disassembled and replaced individually, reducing maintenance costs. Furthermore, the fastener connection method further enhances the connection strength between the two connecting plates, preventing separation or deformation at the connection point due to load concentration. This ensures stable load transfer from the first connecting plate to the second connecting plate, helping to improve the overall structure's resistance to plastic deformation. Moreover, the load distribution effect can be further optimized by adjusting the number and placement of the fasteners.

[0022] As an optional implementation, the fastener is any one of a bolt, stud, or screw.

[0023] Bolts, studs, and screws are common standard parts. Standardized parts have low procurement costs, high versatility, and are easy to mass-produce and assemble, thus improving production efficiency. Furthermore, the connection reliability of these fasteners has been widely verified. Threaded connections have high structural strength and good anti-loosening effect, effectively resisting concentrated loads under traction conditions and preventing loosening or failure at the connection point of two connecting plates. In addition, different types of fasteners can be adapted to different installation spaces and load requirements, enhancing the flexibility of structural design.

[0024] As an optional implementation, the first connecting plate is provided with a first threaded portion, and the second connecting plate is provided with a second threaded portion, and the first connecting plate and the second connecting plate are connected to each other through the first threaded portion and the second threaded portion.

[0025] The two connecting plates are directly connected via a threaded engagement between the first and second threaded portions, eliminating the need for additional fasteners. This results in a more compact structure, reduced parts, lower assembly complexity, and lower overall weight, meeting the requirements of lightweight vehicle design. The threaded connection offers high fit and more direct load transfer, avoiding load delays or concentrations caused by gaps between fasteners and through holes. Furthermore, disassembly is convenient, facilitating maintenance and replacement. The strength of the threaded connection can be further optimized by adjusting the thread specifications and length to ensure it meets the load requirements of traction conditions.

[0026] As an optional implementation, it further includes: a buffer; the buffer is disposed between the first connecting plate and the second connecting plate.

[0027] By placing a buffer between the first and second connecting plates, the buffer can absorb the impact load under traction conditions, reducing the instantaneous concentration of load on the connection point of the two connecting plates and further reducing the generation of plastic strain. Additionally, it can alleviate the difference in thermal expansion coefficients caused by the different materials of the two connecting plates, avoiding internal stress caused by temperature changes during long-term use and reducing the risk of fatigue cracks. Furthermore, the buffer can fill the tiny gaps between the two connecting plates, improving the sealing and stability of the connection, preventing corrosion or wear caused by impurities, and extending the service life of the structure.

[0028] As an optional implementation, it further includes: a traction sleeve; the traction sleeve is welded to the anti-collision beam, and the traction sleeve is welded to the first connecting plate;

[0029] The traction sleeve is configured to cooperate with the trailer hook of the trailer hitch.

[0030] The traction sleeve is welded to both the crash beam and the first connecting plate, forming a double-welded fixing structure. This increases the sleeve's fixing strength and prevents it from detaching during traction. Furthermore, the concentrated load transmitted by the traction sleeve can be transferred simultaneously through two welded surfaces: part to the crash beam and the other directly to the first connecting plate. This dual-path load distribution significantly reduces the load pressure on a single welded surface, further minimizing the plastic strain on the crash beam. Moreover, the welded connection between the traction sleeve and the first connecting plate allows the load to directly enter the load transfer path of the connecting assembly, resulting in higher transfer efficiency and preventing excessive load concentration on the crash beam, thus reducing the risk of fatigue cracks from the outset.

[0031] As an optional implementation, the anti-collision beam is made of steel, and the energy-absorbing box is made of aluminum;

[0032] The first connecting plate is made of steel or steel alloy, and the second connecting plate is made of aluminum or aluminum alloy.

[0033] In this design, the crash beam is made of steel, and the energy-absorbing box is made of aluminum. The steel crash beam ensures structural strength, while the aluminum energy-absorbing box meets the requirements for lightweighting and energy absorption, aligning with the core design goals of passive safety and lightweighting in existing vehicles. The first connecting plate is made of steel, and the second connecting plate is made of aluminum. Welding these homogeneous materials solves the technological challenges of welding dissimilar materials like steel and aluminum, resulting in high-strength weld joints with few defects, ensuring stable load transfer. Furthermore, the selection of steel and aluminum alloys further optimizes material properties; for example, high-strength steel enhances the load-bearing capacity of the crash beam, while corrosion-resistant aluminum alloys extend the service life of the energy-absorbing box, balancing strength, lightweighting, and durability.

[0034] As an optional implementation, the thickness of the anti-collision beam is less than or equal to 1.5 mm.

[0035] By limiting the thickness of the crash beam to ≤1.5mm, the weight of the crash beam can be reduced to the minimum while meeting structural strength requirements, thus meeting the lightweight design requirements of vehicles and contributing to improved vehicle range and fuel economy. Furthermore, the thinner crash beam, combined with welded connections and load-distribution design of the connecting components, avoids the problem of insufficient strength caused by reduced thickness, achieving a balance between lightweight and high strength. Moreover, the thinner crash beam is easier to manufacture and has lower material costs, which helps improve production efficiency and reduce manufacturing costs.

[0036] Secondly, this application provides a vehicle comprising: any of the above-described anti-collision beam connection structures.

[0037] Including any of the aforementioned anti-collision beam connection structures in the vehicle enhances its structural reliability under towing conditions, preventing safety hazards caused by plastic strain or fracture at the anti-collision beam connection points, and ensuring safety during vehicle driving and towing. Furthermore, it optimizes the vehicle's passive safety performance; the stable connection between the anti-collision beam and the energy-absorbing box ensures that the energy-absorbing box effectively absorbs collision energy in a collision, reducing passenger compartment intrusion and improving occupant safety. Moreover, the lightweight design of the thin anti-collision beam and aluminum energy-absorbing box helps reduce the vehicle's curb weight, improving vehicle power performance and fuel economy. The structure's ease of maintenance, with its detachable connection, reduces subsequent vehicle maintenance costs and enhances the user experience.

[0038] The vehicle provided in this application embodiment has the same beneficial effects as the anti-collision beam connection structure provided in the above embodiments, and will not be described again here.

[0039] As an optional implementation, it also includes: a vehicle body longitudinal beam; the energy-absorbing box of the anti-collision beam connection structure is connected to the vehicle body longitudinal beam at one end away from the anti-collision beam.

[0040] By connecting the end of the energy-absorbing box away from the anti-collision beam to the vehicle's longitudinal beams, a complete load transfer path can be formed, encompassing the anti-collision beam, connecting components, energy-absorbing box, and vehicle longitudinal beams. Concentrated loads under traction conditions can be further transferred to the vehicle longitudinal beams via the energy-absorbing box. As the core load-bearing structure of the vehicle, the longitudinal beams can distribute the load throughout the entire vehicle body, achieving multi-level load dispersion and solving the problem of load concentration. Furthermore, in a collision, the energy-absorbing box can absorb collision energy through its own plastic deformation and transfer the remaining energy to the vehicle longitudinal beams, preventing energy concentration in the anti-collision beam or passenger compartment area, thus improving collision safety. In addition, the connection between the energy-absorbing box and the vehicle longitudinal beams makes the anti-collision beam connection structure an integral part of the vehicle body, enhancing the overall structural rigidity and stability of the vehicle body.

[0041] In addition to the technical problems solved by this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions as described above, other technical problems that the anti-collision beam connection structure and vehicle provided by this application can solve, other technical features contained in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A schematic diagram of a crash beam connection structure provided in an embodiment of this application;

[0044] Figure 2 for Figure 1 Exploded view;

[0045] Figure 3 This is another structural schematic diagram of the anti-collision beam connection structure provided in the embodiments of this application;

[0046] Figure 4 for Figure 3 Exploded view;

[0047] Figure 5 This is a partial structural schematic diagram of the vehicle provided in an embodiment of this application;

[0048] Figure 6 This is a schematic diagram of the anti-collision beam connection structure and trailer hook provided in the embodiments of this application.

[0049] Explanation of reference numerals in the attached figures:

[0050] 100-Bumper beam connection structure;

[0051] 110-Bumper beam;

[0052] 111 - Depression;

[0053] 120 - Energy Absorbing Box Assembly;

[0054] 121 - Energy Absorbing Box;

[0055] 122 - Connecting components;

[0056] 1221 - First connecting plate;

[0057] 1222 - Second connecting plate;

[0058] 130 - Fastener;

[0059] 131 - First through hole;

[0060] 132 - Second through hole;

[0061] 140-Traction Sleeve;

[0062] 200 - Vehicles;

[0063] 210 - Vehicle body longitudinal beam;

[0064] 300-Trailer hook. Detailed Implementation

[0065] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0066] As the automotive industry continues to demand higher standards for passive safety, lightweighting, and maintenance economy, the design rationality and performance stability of anti-collision beam connection structures, as the core structure for vehicle collision protection, have become key research and development directions for the industry.

[0067] As the core load-bearing component in the anti-collision beam connection structure, the anti-collision beam must have sufficient structural strength to stabilize the vehicle body frame, effectively disperse impact energy in a collision accident, and minimize the intrusion into the passenger compartment, thereby ensuring the safety of the occupants. Therefore, high-strength steel is usually used as the manufacturing material.

[0068] As a buffer connection component between the anti-collision beam and the longitudinal beam of the vehicle body, the core function of the energy-absorbing box is to absorb collision energy through the plastic deformation of its own material. At the same time, in order to achieve the goal of vehicle lightweighting and reduce post-collision repair costs, the energy-absorbing box is mostly made of aluminum alloy material, forming a heterogeneous material combination application scheme of steel anti-collision beam and aluminum energy-absorbing box.

[0069] In the above-mentioned scenarios of joining dissimilar materials, due to the significant differences in the physical properties of steel and aluminum, such as melting point and coefficient of thermal expansion, direct welding presents technological challenges such as insufficient weld strength and easy generation of welding defects, which cannot meet the requirements for structural reliability.

[0070] To address this issue, a common approach in related technologies is to use an aluminum alloy backplate as a transitional connection. This involves fixing an aluminum alloy backplate behind the crash beam, securing it with bolts, and then welding the backplate to the aluminum energy-absorbing box. This solution, through the transitional function of the aluminum alloy backplate, avoids the technical bottleneck of directly welding dissimilar materials like steel and aluminum, thus achieving a structural connection between the crash beam and the energy-absorbing box.

[0071] However, towing is often required during vehicle use. Towing sleeves are typically welded to the crash beams. When towing, the trailer hook of the towing device extends into the towing sleeve and applies traction. This traction creates a concentrated load, which is directly transmitted to the crash beam through the welded connection between the towing sleeve and the crash beam. Because the crash beam and the aluminum alloy backplate are bolted together, this connection method has limited load-dispersing capabilities. It cannot effectively distribute the concentrated load transmitted by the towing sleeve to the aluminum alloy backplate and energy-absorbing box, resulting in localized stress concentration at the bolted connection points and the contact surface between the crash beam and the aluminum alloy backplate. Over long-term use, this can easily lead to the accumulation of plastic strain at the connection points, resulting in fatigue cracks. In severe cases, it can cause the connection structure to break, affecting the vehicle's safety and reliability.

[0072] Therefore, the existing connection structure between the steel anti-collision beam and the aluminum energy-absorbing box has obvious defects when dealing with the concentrated load of the trailer, and there is an urgent need for a technical solution that can effectively disperse the traction load and improve the stability and durability of the connection structure.

[0073] To overcome the deficiencies in related technologies, this application provides a crash beam connection structure and a vehicle. The crash beam connection structure includes a crash beam and at least one energy-absorbing box assembly. The energy-absorbing box assembly includes an energy-absorbing box and a connecting assembly. The connecting assembly is welded to both the crash beam and the energy-absorbing box to fix the energy-absorbing box to the crash beam. At least one recess is provided on the side of the crash beam facing the energy-absorbing box, and the at least one recess is located in the middle of the crash beam. By providing the connecting assembly, the crash beam and the energy-absorbing box are welded to the connecting assembly respectively. The welded connection provides higher structural strength. When a concentrated load is applied by the traction sleeve, the load can be evenly distributed to the connecting assembly through the weld surface between the crash beam and the connecting assembly, and then transferred to the energy-absorbing box. This avoids the deficiency of load distribution in related technologies, effectively reduces plastic strain at the connection point, lowers the risk of fatigue cracks or fractures caused by long-term use, and ultimately improves the deformation resistance and overall reliability of the crash beam connection structure under traction conditions.

[0074] The contents of this application will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can have a clearer and more detailed understanding of the contents of this application.

[0075] Figure 1 This is a schematic diagram of a collision beam connection structure provided in an embodiment of this application. Figure 2 for Figure 1 Exploded view. Figure 3 This is another structural schematic diagram of the anti-collision beam connection structure provided in the embodiments of this application. Figure 4 for Figure 3 Exploded view;

[0076] Reference Figure 1 and Figure 2As shown, this application embodiment provides a crash beam connection structure 100, which may include a crash beam 110 and at least one energy-absorbing box assembly 120. Specifically, as Figure 2 and Figure 4 As shown, the energy-absorbing box assembly 120 may include an energy-absorbing box 121 and a connecting assembly 122, wherein the connecting assembly 122 may be welded to the anti-collision beam 110 and the energy-absorbing box 121 respectively, so as to fix the energy-absorbing box 121 to the anti-collision beam 110.

[0077] By designing the connecting component 122, the anti-collision beam 110 and the energy-absorbing box 121 are welded to the connecting component 122, respectively. In this way, the energy-absorbing box 121 can be fixed to the anti-collision beam 110 through the connecting component 122. The traction sleeve is generally welded to the anti-collision beam 110. At this time, the concentrated load applied by the traction sleeve will be directly transmitted to the anti-collision beam 110 through the welding position. The welded connection between the anti-collision beam 110 and the connecting component 122 can effectively distribute the load and avoid or reduce the plastic strain at the connection between the anti-collision beam 110 and the connecting component 122. This can avoid or reduce the technical problems that may cause fatigue cracks or even fractures in the anti-collision beam 110 after long-term use.

[0078] Therefore, this application can effectively distribute the load under traction conditions, improve the anti-plastic deformation resistance of the anti-collision beam connection structure 100 under traction conditions, and thus improve the reliability of the anti-collision beam connection structure 100.

[0079] It should be noted that the anti-collision beam 110 generally connects to the vehicle's longitudinal beams, ensuring the overall torsional stiffness of the vehicle body and providing stable support during a collision. As a load-bearing structure at the front of the vehicle, it is typically made of high-strength steel to distribute loads during collisions or towing. For example, the anti-collision beam 110 can be a U-shaped or C-shaped structure, and its cross-sectional dimensions must meet the requirements for lightweighting and strength.

[0080] The energy-absorbing box 121 is a key component of the vehicle bumper system, installed between the anti-collision beam 110 and the longitudinal beams of the vehicle body. Its main function is to absorb energy during a collision, reducing damage to the vehicle body structure and maintenance costs. As an energy-absorbing component in the vehicle bumper system, the energy-absorbing box 121 is typically made of aluminum alloy. For example, the energy-absorbing box 121 can have a corrugated or honeycomb structure, and its geometric parameters need to be adjusted according to the collision conditions.

[0081] In this embodiment, the anti-collision beam 110 may be made of a first material, and the energy-absorbing box 121 may be made of a second material. The connecting assembly 122 may be made of either the first or the second material.

[0082] The connecting component 122 is made of a first material of the anti-collision beam 110 and a second material of the energy-absorbing box 121, so that the connecting component 122 forms a homogeneous material weld or a near-homogeneous material weld with the anti-collision beam 110 and the energy-absorbing box 121, respectively. Compared with direct welding of dissimilar materials, homogeneous or near-homogeneous material welding has higher bonding strength and fewer welding defects such as porosity or cracks, which can further improve the connection stability between the connecting component 122 and the anti-collision beam 110 and the energy-absorbing box 121.

[0083] At the same time, it avoids the process complexity and insufficient connection strength problems caused by welding dissimilar materials, ensures the continuity and reliability of the load transfer path, and helps to achieve the core objective of effectively distributing the load.

[0084] See Figure 3 and Figure 4 As shown in the embodiment of this application, the connecting component 122 may include a first connecting plate 1221 and a second connecting plate 1222 connected together. The anti-collision beam 110 may be welded to the first connecting plate 1221, and the energy-absorbing box 121 may be welded to the second connecting plate 1222. The material used for the first connecting plate 1221 may include at least a first material, and the material used for the second connecting plate 1222 may include at least a second material.

[0085] By splitting the connecting component 122 into a first connecting plate 1221 and a second connecting plate 1222 connected together, the first connecting plate 1221 is adapted to the material of the anti-collision beam 110 and the second connecting plate 1222 is adapted to the material of the energy-absorbing box 121. This enables the anti-collision beam 110 to be welded to the first connecting plate 1221 and the energy-absorbing box 121 to be welded to the second connecting plate 1222. This design not only solves the process problem of direct welding of dissimilar materials such as steel and aluminum, but also improves the connection strength between the welded surfaces.

[0086] Meanwhile, the split structure allows for flexible design of the shape and thickness of the first connecting plate 1221 and the second connecting plate 1222 based on the material characteristics and structural dimensions of the anti-collision beam 110 and the energy-absorbing box 121, further optimizing the load transfer path and improving load dispersion efficiency.

[0087] Continue to refer to Figure 3 and Figure 4 As shown, in some embodiments, the anti-collision beam connection structure 100 may further include: a fastener 130, wherein, see Figure 2 As shown, a first through hole 131 can be opened on the first connecting plate 1221, and a second through hole 132 can be opened on the second connecting plate 1222. The fastener 130 can be inserted into the first through hole 131 and the second through hole 132 so that the first connecting plate 1221 and the second connecting plate 1222 can be connected to each other.

[0088] The first connecting plate 1221 and the second connecting plate 1222 are detachably connected by the fastener 130 through the first through hole 131 and the second through hole 132. Compared with the integrally formed connecting assembly 122, it is easier to assemble and maintain. When a connecting plate, anti-collision beam 110, or energy-absorbing box 121 is damaged, it can be disassembled and replaced separately, reducing maintenance costs.

[0089] Furthermore, the connection method of the fastener 130 can further enhance the connection strength between the two connecting plates, preventing separation or deformation at the connection point due to load concentration, ensuring that the load is stably transferred from the first connecting plate 1221 to the second connecting plate 1222, and helping to improve the overall structure's resistance to plastic deformation. Moreover, the load distribution effect can be further optimized by adjusting the number and arrangement of the fasteners 130.

[0090] It is understood that, in the embodiments of this application, the fastener 130 can be any one of a bolt, stud, or screw.

[0091] Bolts, studs, or screws are common standard parts. Standardized parts have low procurement costs, high versatility, and are easy to assemble in mass production, which can improve production efficiency.

[0092] Furthermore, the connection reliability of this type of fastener 130 has been widely verified. The threaded connection has high structural strength and good anti-loosening effect, and can effectively resist concentrated loads under traction conditions, preventing loosening or failure at the connection between the two connecting plates. In addition, different types of fasteners 130 can be adapted to different installation spaces and load requirements, improving the flexibility of structural design.

[0093] Alternatively, in some other embodiments, a first threaded portion (not shown in the figure) may be provided on the first connecting plate 1221, and a second threaded portion (not shown in the figure) may be provided on the second connecting plate 1222. The first connecting plate 1221 and the second connecting plate 1222 can be connected to each other through the first threaded portion and the second threaded portion.

[0094] The two connecting plates are directly connected by the threaded engagement of the first and second threaded parts, eliminating the need for additional fasteners 130. This results in a more compact structure, reduces the number of parts, lowers assembly complexity and overall weight, and meets the requirements of lightweight vehicle design.

[0095] The threaded connection offers a high degree of fit, resulting in more direct load transfer and preventing load delays or concentration caused by gaps between the fixing component 130 and the through hole. Furthermore, it facilitates disassembly, maintenance, and replacement. The strength of the threaded connection can be further optimized by adjusting the thread specifications and length to ensure it meets the load requirements of traction conditions.

[0096] In this embodiment of the application, the anti-collision beam connection structure 100 may further include: a buffer (not shown in the figure), wherein the buffer may be disposed between the first connecting plate 1221 and the second connecting plate 1222.

[0097] By setting a buffer between the first connecting plate 1221 and the second connecting plate 1222, the buffer can absorb the impact load under traction conditions, reduce the impact of the instantaneous concentrated load on the connection between the two connecting plates, and further reduce the generation of plastic strain. In addition, it can also alleviate the difference in thermal expansion coefficients caused by the different materials of the two connecting plates, avoid internal stress caused by temperature changes during long-term use, and reduce the risk of fatigue cracks.

[0098] In addition, the buffer can fill the tiny gap between the two connecting plates, improve the sealing and stability of the connection, prevent impurities from entering and causing corrosion or wear, and extend the service life of the structure.

[0099] It is understood that, in this embodiment of the application, the buffer is an elastic material used to fill the gap between the first connecting plate 1221 and the second connecting plate 1222. Exemplarily, the buffer pad may be made of rubber or polyurethane, and its thickness needs to be adjusted according to the connection gap.

[0100] like Figure 2 and Figure 3 As shown in this embodiment, at least one recess 111 may be provided on the side of the anti-collision beam 110 facing the energy-absorbing box 121.

[0101] By providing a recess 111 on the side of the crash beam 110 facing the energy-absorbing box 121, the recess 111 can change the structural shape of the crash beam 110, forming a mechanical structure in the form of reinforcing ribs, thereby improving the bending and torsional strength of the crash beam 110, and enhancing its load-bearing capacity and overall rigidity. In addition, the recess 111 can guide the load transmission path, so that the concentrated load transmitted by the traction sleeve can be dispersed to the surrounding area of ​​the crash beam 110 through the recess 111, avoiding the load from concentrating at a specific location.

[0102] In addition, the recessed portion 111 can increase the contact area between the anti-collision beam 110 and the connecting component 122, improve the stability of welding or connection, further optimize the load distribution effect, and at the same time reduce the overall weight of the anti-collision beam 110, meeting the requirements of lightweighting.

[0103] Understandably, the recess 111 is used to mate with the first connecting plate 1221 to improve local rigidity. For example, the recess 111 can be a wavy, stepped, or locally thickened geometric structure, the shape of which needs to be adapted to the mating surface of the first connecting plate 1221.

[0104] In one possible implementation, at least one recess 111 may be provided in the middle of the anti-collision beam 110.

[0105] By providing at least one recess 111 in the middle of the anti-collision beam 110, since the towing sleeve is usually welded to the middle of the anti-collision beam 110, which corresponds to the mating position of the trailer hitch 300, this is the direct area of ​​concentrated load. Providing a recess 111 in the middle can directly strengthen the structure at the load concentration point. The mechanical structure of the recess 111 directly disperses the concentrated load in the middle, preventing plastic strain or fracture in the middle area due to excessive load.

[0106] Meanwhile, the central recess 111 can guide the load to be evenly transferred to both sides of the anti-collision beam 110, further optimizing the load distribution and improving the overall structure's resistance to deformation.

[0107] like Figure 1 and Figure 2 As shown in the embodiment of this application, the anti-collision beam connecting structure 100 may further include a towing sleeve 140, wherein the towing sleeve 140 may be welded to the anti-collision beam 110, and the towing sleeve 140 may be welded to the first connecting plate 1221. The towing sleeve 140 may be configured to cooperate with the trailer hook 300 of the trailer hitch (see...). Figure 4 (As shown).

[0108] It should be noted that the traction sleeve 140 is a traction device interface fixed to the anti-collision beam 110 and the first connecting plate 1221, used to transfer load through external traction equipment when the vehicle fails. For example, the traction sleeve 140 can be a cylindrical sleeve, and its welding position needs to match the force distribution of the first connecting plate 1221.

[0109] The traction sleeve 140 is welded to both the anti-collision beam 110 and the first connecting plate 1221, forming a double-welded fixing structure. This increases the fixing strength of the traction sleeve 140 and prevents it from falling off during traction. Furthermore, the concentrated load transmitted by the traction sleeve 140 can be simultaneously transferred through two welded surfaces: part is transferred to the anti-collision beam 110, and the other part is directly transferred to the first connecting plate 1221. This achieves dual-path load distribution, significantly reducing the load pressure on a single welded surface and further reducing the plastic strain of the anti-collision beam 110.

[0110] Moreover, the welded connection between the traction sleeve 140 and the first connecting plate 1221 allows the load to directly enter the load transmission path of the connecting assembly 122, resulting in higher transmission efficiency and avoiding excessive load concentration on the anti-collision beam 110, thus reducing the risk of fatigue cracks from the source.

[0111] The trailer hitch is used for towing and rescue when a vehicle breaks down. The towing sleeve 140 is fixed to the crash beam 110 and cooperates with the trailer hook 300 of the trailer hitch.

[0112] It should be noted that, in this embodiment, the anti-collision beam 110 can be made of steel, and the energy-absorbing box 121 can be made of aluminum. The first connecting plate 1221 can be made of steel or steel alloy, and the second connecting plate 1222 can be made of aluminum or aluminum alloy.

[0113] Thus, the anti-collision beam 110 is made of steel, and the energy-absorbing box 121 is made of aluminum. The steel anti-collision beam 110 ensures structural strength, while the aluminum energy-absorbing box 121 meets the requirements for lightweighting and energy absorption, conforming to the core design goals of passive safety and lightweighting in existing vehicles. The first connecting plate 1221 is compatible with steel, and the second connecting plate 1222 is compatible with aluminum. Welding with homogeneous materials solves the technological challenges of welding dissimilar materials like steel and aluminum, resulting in high-strength welded joints with few defects, ensuring the stability of load transfer.

[0114] In addition, the selection of steel alloys and aluminum alloys can further optimize material properties. For example, high-strength steel can improve the load-bearing capacity of the anti-collision beam 110, and corrosion-resistant aluminum alloy can extend the service life of the energy-absorbing box 121, taking into account strength, lightweight and durability.

[0115] In this embodiment of the application, the thickness of the anti-collision beam 110 can be less than or equal to 1.5 mm.

[0116] By limiting the thickness of the anti-collision beam 110 to ≤1.5mm, the weight of the anti-collision beam 110 can be reduced to the minimum while meeting the structural strength requirements, which meets the requirements of vehicle lightweight design and helps to improve vehicle range and fuel economy.

[0117] Furthermore, the thinner anti-collision beam 110, combined with the welded connection and load-distribution design of the connecting component 122, avoids the problem of insufficient strength caused by the reduction in thickness, achieving a balance between lightweight and high strength. Moreover, the thinner anti-collision beam 110 is easier to process and has lower material costs, which helps to improve production efficiency and reduce manufacturing costs.

[0118] For example, in the embodiments of this application, the thickness of the anti-collision beam 110 can be 1.5mm, 1.4mm, 1.3mm, 1.2mm, 1.1mm, 1.0mm, 0.9mm or 0.8mm, etc. The embodiments of this application do not limit this, nor are they limited to the above examples.

[0119] It should be noted that the numerical values ​​and ranges involved in this application are approximate values. Due to the influence of the manufacturing process, there may be a certain range of errors, which can be considered negligible by those skilled in the art.

[0120] Figure 5 This is a partial structural schematic diagram of a vehicle provided in an embodiment of this application. Figure 6 This is a schematic diagram of the anti-collision beam connection structure 100 and the trailer hook 300 provided in the embodiments of this application.

[0121] See Figure 5 and Figure 6 As shown, this application embodiment also provides a vehicle 200, which may include any of the above-mentioned anti-collision beam connection structures 100.

[0122] Vehicle 200 includes any of the aforementioned anti-collision beam connection structures 100, which can improve the structural reliability of vehicle 200 under traction conditions, avoid safety hazards caused by plastic strain or fracture at the connection points of the anti-collision beam 110, and ensure the safety of vehicle 200 during driving and towing. Tests have verified that the vehicle 200 provided in this embodiment has high durability, and the plastic strain of the anti-collision beam under traction conditions can be increased from 2.7% to 1.8%.

[0123] Furthermore, it can optimize the passive safety performance of vehicle 200. The stable connection between the anti-collision beam 110 and the energy-absorbing box 121 ensures that the energy-absorbing box 121 effectively absorbs collision energy in a collision accident, reduces passenger compartment intrusion, and improves occupant safety. Tests have verified that the vehicle 200 provided in this embodiment has strong safety performance, and its 25% small offset collision performance meets the requirements.

[0124] Furthermore, the lightweight design of the thin anti-collision beam 110 and the aluminum energy-absorbing box 121 helps reduce the curb weight of the vehicle 200, improving its power performance and fuel economy. The ease of maintenance of the structure, with its detachable connections, reduces subsequent maintenance costs and enhances the user experience. Tests have verified that the vehicle 200 provided in this embodiment achieves lightweighting; the thickness of the anti-collision beam 110 can be reduced from 2.0mm to 1.4mm, resulting in a weight reduction of 3.5Kg per vehicle and a cost reduction of 70 yuan.

[0125] See Figure 5 and Figure 6 As shown in the embodiment of this application, the vehicle 200 may further include: a body longitudinal beam 210, wherein the end of the energy-absorbing box 121 of the anti-collision beam connecting structure 100 facing away from the anti-collision beam 110 may be connected to the body longitudinal beam 210.

[0126] Understandably, the 210 longitudinal beams of the vehicle body are generally made of ultra-high strength steel and are the most robust load-bearing structure of the vehicle body.

[0127] By connecting the end of the energy-absorbing box 121 away from the anti-collision beam 110 to the longitudinal beam 210 of the vehicle body, a complete load transfer path can be formed, consisting of the anti-collision beam 110, the connecting component 122, the energy-absorbing box 121, and the longitudinal beam 210 of the vehicle body. The concentrated load under traction conditions can be further transferred to the longitudinal beam 210 of the vehicle body through the energy-absorbing box 121. As the core load-bearing structure of the vehicle 200, the longitudinal beam 210 of the vehicle body can distribute the load to the entire vehicle body, realize multi-level load distribution, and solve the problem of concentrated load.

[0128] Furthermore, in a collision, the energy-absorbing box 121 can absorb the collision energy through its own plastic deformation and transfer the remaining energy to the vehicle body longitudinal beam 210, avoiding energy concentration in the anti-collision beam 110 or the passenger compartment area, thus improving collision safety. In addition, the connection between the energy-absorbing box 121 and the vehicle body longitudinal beam 210 makes the anti-collision beam connection structure 100 an integral part of the vehicle body 200, improving the overall structural rigidity and stability of the vehicle body.

[0129] The vehicle 200 provided in this application embodiment has the same beneficial effects as the anti-collision beam connection structure 100 provided in the above embodiment, and will not be described again here.

[0130] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0131] It should be noted that the embodiments referred to in the specification, such as "one embodiment," "embodiment," "exemplary embodiment," and "some embodiments," may include specific features, structures, or characteristics, but not every embodiment may include that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0132] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "one" can be understood to convey either singular or plural usage.

[0133] It should be readily understood that the terms “on,” “above,” and “on top of” in this application should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on something” but also “on something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0134] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used 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 other than those shown in the figures. The device may have other orientations (rotated 90° or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0135] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A crash beam connection structure, characterized in that, The crash beam is provided with at least one recess on one side of the crash beam facing the energy absorption box, and the at least one recess is arranged at the middle of the crash beam. The crash beam is made of a first material, and the energy absorption box is made of a second material. The connecting assembly is made of the first material and the second material. The connecting assembly comprises a first connecting plate and a second connecting plate connected to each other, the crash beam and the first connecting plate are welded to each other, and the energy absorption box and the second connecting plate are welded to each other. The first connecting plate is made of at least the first material, and the second connecting plate is made of at least the second material.

2. The crash beam connection structure according to claim 1, characterized by Further comprising: The first connecting plate is provided with a first threaded portion, and the second connecting plate is provided with a second threaded portion, and the first connecting plate and the second connecting plate are connected to each other through the first threaded portion and the second threaded portion.

3. The crash beam connection structure according to claim 2, characterized by Further comprising: The buffer is arranged between the first connecting plate and the second connecting plate.

4. The crash beam connection structure according to claim 3, characterized by Further comprising: The traction sleeve is welded to the crash beam and welded to the first connecting plate. The crash beam is made of steel, and the energy absorption box is made of aluminum. The first connecting plate is made of steel or steel alloy, and the second connecting plate is made of aluminum or aluminum alloy.

5. The crash beam connection structure according to claim 3, characterized by The thickness of the crash beam is less than or equal to 1.5 mm. The crash beam connecting structure of any one of claims 1-8.

6. The crash beam connection structure according to any one of claims 3 to 5, characterized in that Further comprising: The energy absorption box of the crash beam connecting structure is connected to the vehicle body longitudinal beam at the end away from the crash beam. ​ 7. The crash beam connection structure according to any one of claims 3 to 5, characterized in that, ​ ​ 8. The crash beam connection structure according to any one of claims 1 to 5, characterized by ​ 9. A vehicle characterized by comprising: ​ ​ 10. The vehicle of claim 9, wherein ​ ​

Images