Front anti-collision beam, front anti-collision beam assembly and vehicle

Abstract

The invention discloses a front anti-collision beam, a front anti-collision beam assembly and a vehicle, at least two reinforcing cavities spaced in the front-back direction are formed in the front anti-collision beam, reinforcing plates are connected between the front side walls and the rear side walls in the reinforcing cavities, and the reinforcing cavities are divided into a plurality of reinforcing sub-cavities by the reinforcing plates; in every two adjacent reinforcing cavities, the number of the reinforcing plates in the reinforcing cavity located on the rear side is larger than the number of the reinforcing plates in the reinforcing cavity located on the front side. According to the front anti-collision beam, collision energy can be effectively absorbed and dispersed, the structural strength of the front anti-collision beam is improved, the front anti-collision beam is prevented from being broken in the front offset collision and small overlapping collision process of a vehicle, and the overall safety of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle manufacturing, in particular to a front anti-collision beam, a front anti-collision beam assembly with the front anti-collision beam and a vehicle with the front anti-collision beam assembly. BACKGROUND

[0002] The front anti-collision beam of the automobile is located at the front end of the vehicle body, and the main function of the front anti-collision beam of the automobile is to transmit the collision energy to the energy absorption box through the high-strength structure in the collision, and the energy is absorbed by the deformation of the energy absorption box, so as to play a certain buffering role, thereby protecting the passengers on the vehicle and reducing the damage degree of the vehicle body.

[0003] Most of the existing front anti-collision beams are single-layer cavity structures, and the pedestrian protection and the low-speed and sharp object collision response capability are insufficient. SUMMARY

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application provides a front anti-collision beam which can effectively absorb and disperse collision energy, improve the structural strength of the front anti-collision beam, prevent the front anti-collision beam from being broken during the front offset collision and small overlap collision of the vehicle, and improve the overall safety of the vehicle.

[0005] According to the front anti-collision beam of the present application, at least two reinforcing cavities are formed in the front anti-collision beam, the reinforcing cavities are connected by reinforcing plates between the front side wall and the rear side wall in the reinforcing cavities, and the reinforcing cavities are divided into multiple reinforcing sub-cavities by the reinforcing plates; wherein the number of reinforcing plates in the reinforcing cavity on the rear side is greater than the number of reinforcing plates in the reinforcing cavity on the front side.

[0006] According to the front anti-collision beam of the present application, at least two reinforcing cavities are formed in the front anti-collision beam, the reinforcing cavities are connected by reinforcing plates between the front side wall and the rear side wall in the reinforcing cavities, and the reinforcing cavities are divided into multiple reinforcing sub-cavities by the reinforcing plates; wherein the number of reinforcing plates in the reinforcing cavity on the rear side is greater than the number of reinforcing plates in the reinforcing cavity on the front side.

[0007] According to the front anti-collision beam of the present application, the reinforcing plates in the reinforcing cavity on the rear side and the reinforcing plates in the reinforcing cavity on the front side are distributed in the front-rear direction.

[0008] The front anti-collision beam according to some embodiments of the present application, a plurality of the reinforcing cavities are distributed in the reinforcing cavity in the up-down direction.

[0009] The front anti-collision beam according to some embodiments of the present application, the thickness of the rear side wall of the reinforcing cavity located at the rear side is greater than the thickness of the rear side wall of the reinforcing cavity located at the front side.

[0010] The front anti-collision beam according to some embodiments of the present application, the reinforcing cavities are two and are front and rear reinforcing cavities respectively; wherein, the front reinforcing cavity is provided with a front reinforcing plate, the rear reinforcing cavity is provided with two rear reinforcing plates, the two rear reinforcing plates are distributed in the rear reinforcing cavity in the up-down direction, and the front reinforcing plate and the two rear reinforcing plates are distributed in the front-rear direction.

[0011] The front anti-collision beam according to some embodiments of the present application, the front reinforcing plate is located in the middle region of the front reinforcing cavity in the up-down direction; and / or, the distance from the two rear reinforcing plates to the front reinforcing plate is the same.

[0012] The present application also provides a front anti-collision beam assembly.

[0013] The front anti-collision beam assembly according to the embodiments of the present application, comprising an energy absorption box structure and the front anti-collision beam of any one of the above embodiments, the energy absorption box structure is installed at the rear side of the front anti-collision beam, the energy absorption box structure comprises an energy absorption box body and a reinforcing support, the energy absorption box body is formed with a mounting cavity, a plurality of partition plates are arranged in the energy absorption box body, the mounting cavity is divided into a plurality of energy absorption cavities by the partition plates, the reinforcing support is connected with the energy absorption box body, and the reinforcing support is arranged in the front-rear direction, and the width of the energy absorption box body in the left-right direction is gradually reduced from front to back.

[0014] The front anti-collision beam assembly according to some embodiments of the present application, the partition plates comprise a plurality of longitudinal partition plates, and the plurality of longitudinal partition plates are distributed in the mounting cavity in the front-rear direction; and / or, the partition plates comprise a plurality of transverse partition plates, and the plurality of transverse partition plates are distributed in the mounting cavity in the left-right direction.

[0015] The front anti-collision beam assembly according to some embodiments of the present application, the longitudinal partition plates and the transverse partition plates are cross-distributed.

[0016] The front anti-collision beam assembly according to some embodiments of the present application, the reinforcing support is two, and the two reinforcing supports are connected to the upper part and the lower part of the energy absorption box body respectively, and the reinforcing support is inserted and matched with the longitudinal partition plate.

[0017] According to some embodiments of the application, the front anti-collision beam assembly is characterized in that the cross-sectional area of each energy absorption cavity gradually decreases from front to back in the front-back direction of the energy absorption box body.

[0018] The application further provides a vehicle.

[0019] According to the vehicle of the application, the front anti-collision beam assembly, the front upper frame of the cabin, the front lower anti-collision beam assembly and the cabin longitudinal beam are distributed in the up-down direction with a spacing, and the front anti-collision beam assembly and the front lower anti-collision beam assembly are connected by a second connecting plate; wherein the rear end of the energy absorption box structure is connected with the cabin longitudinal beam, and the front anti-collision beam assembly is provided with a pedestrian protection bracket on the side away from the energy absorption box structure, and the pedestrian protection bracket is provided with a collapse part.

[0020] The front anti-collision beam assembly, the vehicle and the front anti-collision beam have the same advantages as the prior art, and details are not repeated here.

[0021] Additional aspects and advantages of the application will be made apparent by the following description and the appended claims. BRIEF DESCRIPTION OF DRAWINGS

[0022] The above and / or additional aspects and advantages of the application will become apparent and be readily understood by considering the following detailed description, including the accompanying drawings, in which:

[0023] Figure 1 is a structural schematic view of the front anti-collision beam assembly according to an embodiment of the application;

[0024] Figure 2 is a partial structural schematic view of Figure 1 ;

[0025] Figure 3 is a cross-sectional view of the energy absorption box structure according to an embodiment of the application Figure 1 ;

[0026] Figure 4 is a cross-sectional view of the energy absorption box structure according to an embodiment of the application Figure 2 ;

[0027] Figure 5 is a structural schematic view of the energy absorption box structure according to an embodiment of the application.

[0028] REFERENCE NUMERALS:

[0029] front anti-collision beam assembly 100, energy absorption box structure 101, front anti-collision beam 102, pedestrian protection bracket 103,

[0030] nacelle front upper frame 200, nacelle longeron 300, front lower crash beam assembly 400,

[0031] first connecting plate 201, second connecting plate 202,

[0032] reinforcing cavity 1, reinforcing sub-cavity 11, front reinforcing cavity 111, rear reinforcing cavity 112,

[0033] reinforcing plate 2, front reinforcing plate 21, rear reinforcing plate 22,

[0034] energy absorption box body 3, mounting cavity 31, partition plate 32, longitudinal partition plate 321, transverse partition plate 322,

[0035] reinforcing bracket 4. DETAILED DESCRIPTION

[0036] Embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only, and are used only to explain the present application, and cannot be understood as a limitation of the present application.

[0037] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application. In addition, the features defined as "first" and "second" can be explicitly or implicitly included one or more features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0038] In the description of the present application, it should be noted that, unless otherwise specified and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0039] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0040] The following is for reference. Figures 1-5 The front bumper beam 102 according to an embodiment of the present invention can effectively absorb and disperse collision energy, improve the structural strength of the front bumper beam 102, prevent the front bumper beam 102 from breaking during frontal offset collisions and small overlap collisions, and improve the overall safety of the vehicle.

[0041] like Figures 1-5 As shown, according to an embodiment of the present invention, the front bumper beam 102 has at least two reinforcing cavities 1 spaced apart in the front-rear direction.

[0042] Specifically, the front bumper beam 102 is used to withstand the impact force and absorb and disperse the collision energy when a vehicle collision occurs, so as to reduce the impact on other components such as the vehicle body longitudinal beam, avoid damage to the vehicle body, and reduce the injury to occupants and pedestrians in the collision.

[0043] The front bumper beam 102 has at least two reinforcing cavities 1 spaced apart in the longitudinal direction. That is, the front bumper beam 102 is hollow, and a partition can be installed inside the front bumper beam 102 to form two, three, four, or even more reinforcing cavities 1 spaced apart in the longitudinal direction. The longitudinal direction can be the longitudinal axis of the vehicle, meaning the multiple reinforcing cavities 1 are distributed along the longitudinal direction of the vehicle. With this configuration, when the vehicle collides, especially when it is subjected to a low-speed collision with a sharp obstacle in front, the cavities located at the front are impacted first. At this time, the front reinforcing cavities 1, receiving a larger impact, may be punctured and effectively absorb the collision energy, while the sharp obstacle is broken, resulting in a significantly lower impact energy. The rear reinforcing cavities 1 can continue to receive a smaller impact and effectively absorb the remaining collision energy. Furthermore, the partition 32 separates the multiple reinforcing cavities 1, which also improves the overall structural strength of the front bumper beam 102 and prevents it from breaking.

[0044] Thus, by forming a multi-layer cavity structure through the reinforcing cavities 1 distributed sequentially front and rear, the collision energy can be transferred backward layer by layer, and is absorbed and dispersed to a certain extent in each layer, thereby effectively absorbing a large amount of collision energy, improving the overall collision resistance of the front anti-collision beam 102, avoiding the breakage of the entire front anti-collision beam 102, and thus reducing damage to the power module and cooling module in the cabin.

[0045] Furthermore, a reinforcing plate 2 is connected between the front and rear sidewalls of the reinforcing cavity 1, and the reinforcing plate 2 divides the reinforcing cavity 1 into multiple reinforcing sub-cavities 11.

[0046] Specifically, by arranging the reinforcing plates 2 between the front side wall and the rear side wall in each reinforcing cavity 1, the structural strength of the reinforcing cavity 1 can be improved, and the reinforcing cavity 1 can be divided into multiple reinforcing sub-cavities 11, further refining the structure of the reinforcing cavity 1. The multiple reinforcing sub-cavities 11 can effectively absorb energy, so that the collision energy can be further absorbed and dispersed, improving the energy absorption efficiency of the front crash beam 102.

[0047] In the two adjacent reinforcing cavities 1, the number of reinforcing plates 2 in the reinforcing cavity 1 on the rear side is greater than the number of reinforcing plates 2 in the reinforcing cavity 1 on the front side.

[0048] That is, the number of reinforcing sub-cavities 11 in the reinforcing cavity 1 on the rear side is greater than the number of reinforcing sub-cavities 11 in the reinforcing cavity 1 on the front side, so that the number of reinforcing sub-cavities 11 gradually increases from front to rear, in a stepped distribution, so that the energy transmission path gradually increases, the structural strength of the reinforcing cavity 1 gradually increases, the reinforcing sub-cavities 11 on the front side first absorb most of the impact energy, and the reinforcing sub-cavities 11 on the rear side can further better absorb and disperse the collision energy transmitted rearward, thereby improving the crashworthiness of the entire front crash beam 102, effectively absorbing a large amount of collision energy, preventing damage to other components, and further improving the structural strength of the front crash beam 102, preventing the front crash beam 102 from breaking during front offset and small overlap collisions, significantly improving the crash protection capability of the front of the vehicle, reducing the degree of injury to passengers, pedestrians, and the vehicle itself in a collision accident, and improving the overall safety of the vehicle.

[0049] According to the front crash beam 102 of the embodiment of the present application, by forming at least two reinforcing cavities 1 spaced apart in the front-rear direction in the front crash beam 102, a multi-layer cavity structure is formed, which can effectively absorb and disperse a large amount of collision energy layer by layer, thereby effectively dealing with low-speed collisions with front sharp obstacles, improving the protection performance for pedestrians and passengers, and by arranging the reinforcing plates 2 to divide the reinforcing cavities 1 into multiple reinforcing sub-cavities 11, the reinforcing sub-cavities 11 gradually increase from front to rear, which can further effectively absorb and disperse collision energy, further improve the structural strength of the front crash beam 102, prevent the front crash beam 102 from breaking during front offset and small overlap collisions, and improve the overall safety of the vehicle.

[0050] In some embodiments, the reinforcing plates 2 in the reinforcing cavity 1 on the rear side are distributed in the front-rear direction staggered with the reinforcing plates 2 in the reinforcing cavity 1 on the front side.

[0051] That is, the reinforcing plates 2 in the reinforcing cavities 1 at the rear side are staggered with the reinforcing plates 2 in the reinforcing cavities 1 at the front side, so that the collision energy is transmitted backward through the staggered reinforcing plates 2, thereby providing multiple different transmission paths, so that the collision energy is more evenly dispersed and transmitted in the front-rear direction, avoiding excessive concentration of energy in one direction, thereby effectively reducing local impact. At the same time, the staggered reinforcing plates 2 can form a more stable support and reinforcement structure, so that the front impact beam 102 can better maintain its stability and integrity when subjected to impact, reducing deformation and damage.

[0052] The staggered reinforcing plates 2 enable the front impact beam 102 to better adapt to different collision situations, thereby effectively absorbing collision energy in situations such as head-on collision, offset collision, etc., providing more comprehensive protection for the vehicle.

[0053] In some embodiments, the multiple reinforcing sub-cavities 11 are spaced apart in the up-down direction within the reinforcing cavity 1.

[0054] Specifically, as shown in Figure 1 and Figure 2 , the reinforcing plates 2 extend horizontally in the front-rear direction and are connected between the front and rear side walls within the reinforcing cavity 1 to divide the reinforcing cavity 1 into multiple reinforcing sub-cavities 11 spaced apart in the up-down direction. Thus, one reinforcing cavity 1 forms a multi-layer cavity structure that can absorb and disperse energy at multiple levels when the vehicle is in a collision, improving crashworthiness and more effectively reducing the impact of the collision on the vehicle.

[0055] The multiple reinforcing sub-cavities 11 spaced apart in the up-down direction can further enhance the structural strength of the front impact beam 102, effectively resist and disperse collision energy, and prevent the front impact beam 102 from deforming or breaking.

[0056] In some embodiments, the thickness of the rear side wall of the reinforcing cavity 1 at the rear side is greater than the thickness of the rear side wall of the reinforcing cavity 1 at the front side.

[0057] That is, the rear side walls of the reinforcing cavities 1 become thicker from front to back, further enhancing the structural strength of the front impact beam 102 from front to back. In the event of an actual collision, the rear reinforcing cavities 1 can provide stronger support and more effectively absorb collision energy, reducing vehicle deformation, thereby effectively preventing the front impact beam 102 from breaking during a head-on offset collision or small overlap collision.

[0058] At the same time, the side walls of the reinforcing cavities 1 at the front side are relatively thin, which can better protect pedestrians and reduce the impact of collisions on pedestrians, thereby further improving the pedestrian protection performance of the front impact beam 102.

[0059] In actual design, foamed plastic can be selectively filled in the front reinforcing cavity 1, and the thickness of the rear side wall of the front reinforcing cavity 1 is reduced at the same time, so as to realize precise weakening of the front structure strength of the front bumper beam 102 and effectively play a protective role on pedestrians.

[0060] Structural glue can also be selectively filled in the reinforcing cavity 1. The structural glue can be selected as nylon skeleton and foamed glue, so as to improve local rigidity and strength, reduce the risk of fracture of the front bumper beam 102, and improve the crash performance.

[0061] In some embodiments, the reinforcing cavity 1 is two and is respectively a front reinforcing cavity 111 and a rear reinforcing cavity 112, wherein the front reinforcing cavity 111 is provided with a front reinforcing plate 21, the rear reinforcing cavity 112 is provided with two rear reinforcing plates 22, the two rear reinforcing plates 22 are distributed in the rear reinforcing cavity 112 in a spaced-apart manner in the up-down direction, and the front reinforcing plate 21 and the two rear reinforcing plates 22 are distributed in a staggered manner in the front-rear direction.

[0062] Specifically, as shown in Figure 2 The cross section of the front bumper beam 102 is rectangular, two reinforcing cavities 1 are formed in the front bumper beam 102 in a spaced-apart manner in the front-rear direction, the front reinforcing cavity 111 is located on the front side, the rear reinforcing cavity 112 is located on the rear side, a front reinforcing plate 21 is connected between the front side wall and the rear side wall in the front reinforcing cavity 111 to divide the front reinforcing cavity 111 into two reinforcing sub-cavities 11, two rear reinforcing plates 22 are connected between the front side wall and the rear side wall in the rear reinforcing cavity 112, and the two rear reinforcing plates 22 are distributed in a spaced-apart manner in the up-down direction to divide the rear reinforcing cavity 112 into three reinforcing sub-cavities 11 distributed in a spaced-apart manner in the up-down direction.

[0063] The front reinforcing plate 21 is located between the two rear reinforcing plates 22, so that the front reinforcing plate 21 and the two rear reinforcing plates 22 are distributed in a staggered manner in the front-rear direction. In this way, two larger reinforcing sub-cavities 11 are formed in the front reinforcing cavity 111, which can absorb more energy, three smaller reinforcing sub-cavities 11 are formed in the rear reinforcing cavity 112, which further absorbs energy, that is, five reinforcing sub-cavities 11 are formed in the front bumper beam 102, and the cross sections of the reinforcing sub-cavities 11 are all rectangular, and the structural strength of the rear reinforcing cavity 112 is greater than that of the front reinforcing cavity 111.

[0064] When the vehicle collides, the front reinforcing cavity 111 first bears the impact of the front sharp obstacle, absorbs and disperses more collision energy, the sharp obstacle can pierce the front reinforcing cavity 111, and the sharp obstacle is broken by the impact, the collision energy is reduced and transmitted to the rear reinforcing cavity 112, because the rear reinforcing cavity 112 has higher structural strength, it can further absorb and disperse the collision energy, and the front crash beam 102 will not be broken, thereby the collision energy is absorbed and dispersed by two layers of the front reinforcing cavity 111 and the rear reinforcing cavity 112, greatly reducing the damage of the collision energy, and avoiding damage to the power module and the cooling module in the cabin.

[0065] It should be noted that the number, shape and position of the reinforcing cavity 1 and the reinforcing plate 2 are not limited to the embodiments described herein and can be flexibly designed.

[0066] In other embodiments, a front reinforcing plate 21 can be arranged in the front reinforcing cavity 111, and a rear reinforcing plate 22 can be arranged in the rear reinforcing cavity 112, and the front reinforcing plate 21 and the rear reinforcing plate 22 are oppositely distributed. Thus, two reinforcing sub-cavities 11 are formed in the front reinforcing cavity 111, and two reinforcing sub-cavities 11 are formed in the rear reinforcing cavity 112, that is, four reinforcing sub-cavities 11 are formed in the front crash beam 102.

[0067] Alternatively, the front reinforcing cavity 111 can not be provided with a front reinforcing plate 21, and a rear reinforcing plate 22 can be arranged in the rear reinforcing cavity 112, and the rear reinforcing plate 22 is located in the middle region of the rear reinforcing cavity 112 in the up-down direction. Thus, two reinforcing sub-cavities 11 are formed in the rear reinforcing cavity 112.

[0068] In other embodiments, the cross section of the front crash beam 102 can be configured as an irregular shape, for example, the cross section of the front crash beam 102 can be configured as a "convex" shape, a rear reinforcing plate 22 is arranged in the rear reinforcing cavity 112, and the rear reinforcing plate 22 is located in the middle of the rear reinforcing cavity 112.

[0069] In some embodiments, as shown in Figure 2 The front reinforcing plate 21 is located in the middle region of the front reinforcing cavity 111 in the up-down direction, extends horizontally in the front-rear direction, and divides the front reinforcing cavity 111 into two reinforcing sub-cavities 11 of the same size. In this way, the front reinforcing plate 21 can vertically support the front reinforcing cavity 111, improve the front stability of the front crash beam 102, so that the front reinforcing cavity 111 can effectively resist the impact from above or below and effectively absorb the impact energy.

[0070] The two rear reinforcing plates 22 are at the same distance from the front reinforcing plate 21, meaning the two rear reinforcing plates 22 are at the same height from the front reinforcing plate 21. The front reinforcing plate 21 is located in the middle of the two rear reinforcing plates 22, thus dividing the rear reinforcing cavity 112 into three reinforcing sub-cavities 11 of the same size. This arrangement not only facilitates the vertical support of the rear reinforcing plates 22 for the rear reinforcing cavity 112, improving the rear stability of the front bumper beam 102, but also allows the collision energy to be more evenly dispersed and absorbed within the rear reinforcing cavity 112, thereby improving the overall impact resistance of the front bumper beam 102.

[0071] In the event of a collision, the collision energy can be dispersed from the front reinforcing plate 21 to the two rear reinforcing plates 22, achieving uniform dispersion of the collision energy, multi-path transmission, and effective dispersion of the collision energy.

[0072] Therefore, by rationally setting the front reinforcing plate 21 and the rear reinforcing plate 22, the overall structural stability of the front anti-collision beam 102 can be improved, so that the collision energy can be effectively absorbed and evenly dispersed, thereby improving the overall anti-collision performance of the front anti-collision beam 102.

[0073] The present invention also proposes a front bumper beam assembly 100.

[0074] According to an embodiment of the present invention, the front bumper beam assembly 100 includes an energy-absorbing box structure 101 and a front bumper beam 102 of any of the above embodiments. The energy-absorbing box structure 101 is installed on the rear side of the front bumper beam 102, that is, the energy-absorbing box structure 101 can further absorb the collision energy transmitted rearward from the front bumper beam 102, so that the collision energy is fully absorbed to reduce the damage to the vehicle body.

[0075] The energy-absorbing box structure 101 includes an energy-absorbing box body 3 and a reinforcing bracket 4. The energy-absorbing box body 3 forms an installation cavity 31. Multiple partition plates 32 are provided inside the energy-absorbing box body 3, and the partition plates 32 divide the installation cavity 31 into multiple energy-absorbing cavities.

[0076] Specifically, the energy-absorbing box structure 101 is an important component in vehicle collision safety design. The energy-absorbing box body 3 is the main part of the energy-absorbing box structure 101. An installation cavity 31 is formed within the energy-absorbing box body 3 for installing and fixing other components of the energy-absorbing box structure 101. The installation cavity 31 is a hollow cavity and has an open side, which can be open along one of the vertical, front-back, or left-right directions. In this embodiment, the installation cavity 31 is open along the vertical direction. Multiple partition plates 32 are provided on the energy-absorbing box body 3. The partition plates 32 can be distributed in various ways, such as spaced apart or staggered, dividing the installation cavity 31 into multiple energy-absorbing chambers for absorbing and dispersing collision energy. Each energy-absorbing chamber is an independent space. The shape and size of each energy-absorbing chamber can be the same or different, and their arrangement is flexible and can be set according to the actual space size and energy absorption capacity. The number of partition plates 32 can be three, four, etc., and the number of energy-absorbing chambers can be three, four, etc.

[0077] The multiple partition plates 32 can transmit force in multiple directions. Through multiple force transmission paths, the impact energy can be dispersed and transmitted, which can effectively reduce the damage to the energy-absorbing box structure 101 and other structures. The multiple partition plates 32 can be welded to the inner wall of the energy-absorbing box body 3. Setting multiple partition plates 32 can enhance the structural strength of the energy-absorbing box body 3 and increase the stability of force transmission.

[0078] The reinforcing bracket 4 is connected to the energy-absorbing box body 3, and the reinforcing bracket 4 extends in the front-to-back direction.

[0079] Specifically, the reinforcing bracket 4 is used to strengthen the strength of the energy-absorbing box body 3. The reinforcing bracket 4 can be located at both ends of the energy-absorbing box body 3, and the reinforcing bracket 4 can be welded to the energy-absorbing box body 3, or it can be detachably connected by fasteners such as bolts. The reinforcing bracket 4 extends in the front-back direction, which can support the structure of the energy-absorbing box body 3 in the front-back direction, improve the structural strength of the energy-absorbing box body 3 in the front-back direction, and improve the longitudinal force transmission characteristics of the energy-absorbing box structure 101.

[0080] The width of the energy-absorbing box body 3 in the left-right direction gradually decreases from front to back. That is, in the front-back direction, the energy-absorbing box body 3 can be constructed as an inverted trapezoidal structure. The left-right width of the front side of the energy-absorbing box body 3 is relatively large, which can fully guide the collision energy at the front side of the energy-absorbing box body 3. The left-right width of the energy-absorbing box body 3 gradually decreases from front to back, which improves the continuity of the structure of the energy-absorbing box body 3. The left-right width of the rear side of the energy-absorbing box body 3 is relatively small, which is conducive to the installation and cooperation with the rear structure.

[0081] Therefore, after a major collision, the impact force is transmitted from front to rear to the energy-absorbing box body 3. The energy-absorbing box body 3 achieves graded collapse of the impact force, which can reduce the energy and speed of the impact force. Finally, it is transmitted to the rear structure such as the engine compartment. The entire collapse process has high stability and good energy absorption effect, which can reduce the damage of the impact force to the vehicle body structure, thereby improving the impact resistance of the front structure of the vehicle and protecting the safety of the passenger compartment.

[0082] It should be noted that vehicle collisions include frontal collisions and offset collisions. A frontal collision can be a collision from directly in front of the vehicle's direction of travel, while an offset collision can be a collision from the left or right front of the vehicle's direction of travel. In this embodiment, the energy-absorbing box body 3 can absorb energy from both frontal and offset collisions to ensure the safety of the vehicle's structure and occupants. In some embodiments, the partition plate 32 includes multiple longitudinal partition plates 321, which are spaced apart in the front-rear direction within the mounting cavity 31. The longitudinal partition plates 321 can be two, three, etc., spaced apart in the front-rear direction, and the spacing between them can be the same or different. In practical designs, the multiple longitudinal partition plates 321 can extend in the left-right direction, and their ends can be connected to the inner wall of the mounting cavity 31. The multiple longitudinal partition plates 321 can be welded to the inner wall of the mounting cavity 31, ensuring a strong and reliable connection between the longitudinal partition plates 321 and the energy-absorbing box body 3. Figure 3 and Figure 5 As shown, there are two longitudinal partition plates 321.

[0083] Furthermore, multiple longitudinal partition plates 321 are spaced apart along the front-to-back direction, which can divide the mounting cavity 31 into multiple energy-absorbing cavities along the front-to-back direction. Each energy-absorbing cavity can independently absorb and disperse the impact force, and achieve multiple energy absorption effects in the front-to-back direction, so as to achieve graded energy absorption and collapse.

[0084] In other embodiments, the partition plate 32 includes multiple transverse partition plates 322, which are spaced apart in the left-right direction within the mounting cavity 31. The transverse partition plates 322 can be two, three, or more, and the spacing between them can be the same or different. In practical designs, the multiple transverse partition plates 322 can extend in the front-back direction, and their ends can be connected to the inner wall of the mounting cavity 31. The multiple transverse partition plates 322 can be welded to the inner wall of the mounting cavity 31, ensuring a strong and reliable connection between the transverse partition plates 322 and the energy-absorbing box body 3. Figure 3 and Figure 5 As shown, there are two horizontal partitions 322.

[0085] Furthermore, multiple transverse partition plates 322 are spaced apart in the left and right directions, which can divide the mounting cavity 31 into multiple energy-absorbing cavities in the left and right directions. Each energy-absorbing cavity can independently absorb and disperse the impact force, and achieve multiple energy absorption effects in the left and right directions, so as to realize multi-channel energy absorption and collapse.

[0086] Therefore, by setting multiple longitudinal partitions 321 spaced apart in the front-to-back direction and multiple transverse partitions 322 spaced apart in the left-to-right direction, the impact force can be more evenly distributed through the longitudinal partitions 321 and transverse partitions 322, reducing the risk of excessive pressure on a single area, thereby protecting the vehicle's critical structure. Furthermore, the multiple energy-absorbing chambers can withstand different levels of force to adapt to collisions of varying strengths.

[0087] Furthermore, the energy-absorbing box structure 101 is provided with an inner side plate, two transverse partition plates 322, and an outer side plate in the left-right direction of the vehicle, so that the collision force can be transmitted along four force transmission channels in the front-rear direction. In the case of a full-width frontal collision, the force transmission of the energy-absorbing box structure 101 is as follows: the two transverse partition plates 322 are the main force transmission paths, and the inner and outer side plates provide diagonal support. In the case of a frontal offset collision (40%), the force transmission of the energy-absorbing box structure 101 is as follows: the two transverse partition plates 322 and the outer side plate are the main force transmission paths, and the inner side plate provides diagonal support, which can realize different collision energy absorption methods.

[0088] In some embodiments, the longitudinal partition 321 and the transverse partition 322 are distributed in an alternating manner.

[0089] In practical design, the longitudinal partition 321 and the transverse partition 322 can be vertically distributed, or they can intersect and not be vertically distributed. The arrangement is diverse and can be flexibly selected. For example... Figure 3 and Figure 5 As shown, the outer periphery of the energy-absorbing box body 3 is a closed structure. Two longitudinal partition plates 321 and two transverse partition plates 322 are simultaneously and intersectingly arranged, which can divide the mounting cavity 31 into nine energy-absorbing cavities, forming a grid structure. In this way, after the vehicle is hit by a collision, the impact force can be absorbed and dispersed in multiple directions and multiple energy-absorbing cavities of the energy-absorbing box body 3, ensuring that the impact energy is absorbed in a predetermined manner, reducing intrusion into the passenger compartment, and improving the safety of the occupants.

[0090] Furthermore, the cross-distribution enhances the overall structural strength of the energy-absorbing box body 3, which is beneficial to improving the impact resistance of the energy-absorbing box body 3 and can also improve the force transmission stability of the energy-absorbing box body 3.

[0091] In some embodiments, there are two reinforcing brackets 4, and the two reinforcing brackets 4 are respectively connected to the upper and lower parts of the energy-absorbing box body 3, and the reinforcing brackets 4 are inserted into the longitudinal partition plate 321 partition plate 32.

[0092] Specifically, the mounting cavity 31 inside the energy-absorbing box body 3 is open in the vertical direction, such as... Figure 4 and Figure 5 As shown, two reinforcing brackets 4 are symmetrically distributed on the upper and lower parts of the energy-absorbing box body 3. The reinforcing brackets 4 extend in the front-to-back direction and can be inserted and matched with multiple longitudinal partition plates 321. During installation, the upper and lower reinforcing brackets 4 are inserted and connected to multiple longitudinal partition plates 321 in the up-down direction, which can make the installation position of the reinforcing brackets 4 and the energy-absorbing box body 3 accurate. After the reinforcing brackets 4 are inserted and matched with multiple longitudinal partition plates 321, they can be fixed by welding to ensure the connection strength between the two and make the installation simpler and more convenient.

[0093] Therefore, by setting the reinforcing bracket 4 and the longitudinal partition plate 321 to be inserted and connected, the reinforcing bracket 4 and the multiple longitudinal partition plates 321 can support and connect with each other, so as to improve the strength of the upper and lower parts of the energy absorption box body 3 respectively, and improve the stability of the impact force transmission during collision.

[0094] In some embodiments, the cross-sectional area of ​​each energy-absorbing cavity is set to gradually decrease from front to back in the front-to-back direction of the energy-absorbing box body 3.

[0095] Therefore, in the front-to-back direction, the energy-absorbing cavity at the front has a larger cross-sectional area, which can absorb as much collision energy as possible and reduce the rearward transmission of collision energy. The energy-absorbing cavity at the rear has a smaller cross-sectional area, allowing it to continue absorbing and dispersing collision energy after the front cavity has absorbed some of it. Furthermore, the cross-sectional area of ​​each energy-absorbing cavity gradually decreases from front to back, achieving a graded energy absorption effect across multiple cavities, and ensuring a stable and reliable energy absorption process. The gradually decreasing cross-sectional area of ​​each energy-absorbing cavity not only satisfies the energy absorption effect of the energy-absorbing box body 3 but also reduces damage to the rear structure as the transmitted energy decreases. Additionally, the gradually decreasing cross-sectional area reduces the material required for the energy-absorbing box body 3, lowering the overall cost.

[0096] The present invention also proposes a vehicle.

[0097] The vehicle according to an embodiment of the present invention includes a front upper frame 200 of the engine compartment, a longitudinal beam 300 of the engine compartment, a front lower bumper beam assembly 400, and a front bumper beam assembly 100 provided with any of the above embodiments. The front upper frame 200, the front bumper beam assembly 100, and the front lower bumper beam assembly 400 are spaced apart in the vertical direction, and the front upper frame 200 and the front bumper beam assembly 100 are connected by a first connecting plate 201, and the front bumper beam assembly 100 and the front lower bumper beam assembly 400 are connected by a second connecting plate 202.

[0098] Specifically, such as Figure 1 As shown, in the vertical direction of the vehicle, the front upper frame 200, the front bumper beam assembly 100, and the front lower bumper beam assembly 400 are distributed sequentially from top to bottom. The rear sides of the left and right ends of the front upper frame 200 are connected to the side beams of the engine compartment, the rear sides of the left and right ends of the front bumper beam assembly 100 are connected to the longitudinal beams of the engine compartment 300, and the rear sides of the left and right ends of the front lower bumper beam assembly 400 are connected to the front subframe. The rear ends of the side beams of the engine compartment and the longitudinal beams of the engine compartment 300 are connected through the front wheel arches, and the rear end of the longitudinal beams of the engine compartment 300 is connected to the rear end of the front lower bumper beam assembly 400. In this way, through the sequential connection of the above-mentioned multiple structures, an overall front frame structure of the vehicle can be formed, and they support each other, which can improve the overall structural strength.

[0099] Furthermore, in the left-right direction of the vehicle, the left and right ends of the front upper frame 200 of the engine compartment and the front bumper beam assembly 100 are detachably connected by the first connecting plate 201, which enables the connection between the front upper frame 200 of the engine compartment and the front bumper beam assembly 100 in the vertical direction. The first connecting plate 201 supports the front upper frame 200 of the engine compartment and the front bumper beam assembly 100 respectively, which can improve the connection strength of the three. In addition, the left and right ends of the front bumper beam assembly 100 and the front lower bumper beam assembly 400 are detachably connected by the second connecting plate 202, which enables the connection between the front bumper beam assembly 100 and the front lower bumper beam assembly 400 in the vertical direction. The second connecting plate 202 supports the front bumper beam assembly 100 and the front lower bumper beam assembly 400 respectively, which can improve the connection strength of the three.

[0100] Furthermore, after a collision at the front of the vehicle, the impact force is divided into three parts: the impact force can be transmitted from the upper front frame 200 of the engine compartment to the side beam of the engine compartment, from the front bumper beam assembly 100 to the longitudinal beam of the engine compartment 300, and from the lower front bumper beam assembly 400 to the front subframe. Thus, through the three force transmission paths in the vertical direction, the impact force can be dispersed and transmitted, improving the vehicle's impact buffering capacity.

[0101] Additionally, it should be noted that the outer side plate of the energy-absorbing box body 3 can be set within the Y-direction boundary of the outer extension plate of the cabin longitudinal beam 300 to ensure that the energy-absorbing box structure 101 can obtain full support on both sides of the Y-direction in a collision accident, and that it can collapse stably and reliably.

[0102] The front bumper beam assembly 100 and the cabin longitudinal beam 300 are connected by an energy-absorbing box structure 101, and the front bumper beam assembly 100 is provided with a pedestrian protection bracket 103 on the side away from the energy-absorbing box structure 101, and the pedestrian protection bracket 103 is provided with a crumple zone.

[0103] Specifically, there are two energy-absorbing box structures 101, and the left and right ends of the front bumper beam assembly 100 and the two left and right cabin longitudinal beams 300 are connected by one energy-absorbing box structure 101. The front bumper beam assembly 100 can withstand a large amount of collision energy, and the front bumper beam assembly 100 and the cabin longitudinal beams 300 are the main force transmission channels. Through the energy-absorbing box structures 101, the impact force received by the front bumper beam assembly 100 can be effectively absorbed and dispersed, and the impact energy received by the cabin longitudinal beams 300 can be reduced, thereby reducing the damage of the impact force to the rear structure and the passenger compartment. Its force transmission process is more stable and the safety is higher.

[0104] The front bumper beam assembly 100 includes a front bumper beam 102 body, with a pedestrian protection bracket 103 located on the front side of the front bumper beam 102 body. An energy-absorbing box structure 101 is located on the rear side of the front bumper beam assembly 100. The pedestrian protection bracket 103 can be positioned between the front bumper and the front bumper beam assembly 100, providing installation and support for the radiator grille. Multiple pedestrian protection brackets 103 are provided, spaced apart along the left-right direction of the front bumper beam assembly 100. Each pedestrian protection bracket 103 has a crumple zone for deformation and crumple. The pedestrian protection bracket 103 can be detachably connected to the front bumper beam assembly 100 using bolts or other fasteners, making assembly convenient and simple. The pedestrian protection bracket 103 can be made of aluminum sheet, while the front bumper beam 102 body and the energy-absorbing box structure 101 can be made of aluminum profiles. Therefore, the pedestrian protection bracket 103 can work together with the front bumper beam assembly 100 to improve the protection performance for pedestrians.

[0105] Furthermore, after the vehicle is involved in a collision, the front bumper and pedestrian protection bracket 103 can deform and collapse rearward to absorb the impact force of the collision, thereby reducing the force transmitted to the pedestrian and reducing the impact on the pedestrian's legs, thus reducing the injury to the pedestrian.

[0106] According to the vehicle of the present invention, the front bumper beam 102 and the energy-absorbing box structure 101 work together to effectively absorb and dissipate collision energy, so that the front bumper beam 102 absorbs most of the collision energy, while the energy-absorbing box structure 101 further absorbs the collision energy, preventing the collision energy from being transmitted rearward and causing damage to the vehicle body and other components, thereby greatly improving the vehicle's collision performance and effectively reducing collision injuries to pedestrians and passengers.

[0107] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0108] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A front crash beam, characterized by The front anti-collision beam is provided with at least two reinforcing cavities spaced apart in the front-rear direction, and a reinforcing plate is connected between the front side wall and the rear side wall in the reinforcing cavity, and the reinforcing plate divides the reinforcing cavity into a plurality of reinforcing sub-cavities. In the two adjacent reinforcing cavities, the number of reinforcing plates in the reinforcing cavity on the rear side is greater than the number of reinforcing plates in the reinforcing cavity on the front side.

2. The front crash beam according to claim 1, characterized in that The reinforcing plates in the reinforcing cavity on the rear side and the reinforcing plates in the reinforcing cavity on the front side are distributed in the front-rear direction.

3. The front crash beam according to claim 1, wherein The plurality of reinforcing sub-cavities are distributed in the up-down direction in the reinforcing cavity.

4. The front crash beam according to claim 1, wherein The thickness of the rear side wall of the reinforcing cavity on the rear side is greater than the thickness of the rear side wall of the reinforcing cavity on the front side.

5. The front crash beam according to claim 1, wherein The reinforcing cavities are two, and are a front reinforcing cavity and a rear reinforcing cavity. The front reinforcing cavity is provided with a front reinforcing plate, and the rear reinforcing cavity is provided with two rear reinforcing plates, which are distributed in the up-down direction in the rear reinforcing cavity, and the front reinforcing plate and the two rear reinforcing plates are distributed in the front-rear direction.

6. The front crash beam according to claim 5, characterized in that The front reinforcing plate is located in the middle region of the front reinforcing cavity in the up-down direction. The distance from the two rear reinforcing plates to the front reinforcing plate is the same.

7. A front bumper beam assembly characterized by, The front anti-collision beam of any one of claims 1-6 is provided with an energy absorption box structure mounted on the rear side of the front anti-collision beam, the energy absorption box structure comprising an energy absorption box body and a reinforcing support, the energy absorption box body being provided with a mounting cavity, the energy absorption box body being provided with a plurality of partition plates, the partition plates dividing the mounting cavity into a plurality of energy absorption cavities, the reinforcing support being connected to the energy absorption box body and extending in the front-rear direction, and the width of the energy absorption box body in the left-right direction gradually decreasing from front to rear.

8. The front crash beam assembly of claim 7, wherein, The partition plates comprise a plurality of longitudinal partition plates, and the plurality of longitudinal partition plates are distributed in the front-rear direction in the mounting cavity. The partition plates comprise a plurality of transverse partition plates, and the plurality of transverse partition plates are distributed in the left-right direction in the mounting cavity.

9. The front crash beam assembly of claim 8, wherein, The longitudinal partition plates and the transverse partition plates are cross-distributed.

10. The front crash beam assembly of claim 8, wherein The reinforcing support is two, and the two reinforcing supports are connected to the upper part and the lower part of the energy absorption box body, and the reinforcing support is inserted and matched with the longitudinal partition plate.

11. The front crash beam assembly of claim 7, wherein In the front-rear direction of the energy absorption box body, the cross-sectional area of each energy absorption cavity gradually decreases from front to rear.

12. A vehicle characterized by comprising: The front anti-collision beam assembly of any one of claims 7-11 is provided with a cabin front upper frame, a cabin longitudinal beam, a front lower anti-collision beam assembly, and the cabin front upper frame, the front anti-collision beam assembly, and the front lower anti-collision beam assembly are distributed in the up-down direction, and the cabin front upper frame and the front anti-collision beam assembly are connected by a first connecting plate, and the front anti-collision beam assembly and the front lower anti-collision beam assembly are connected by a second connecting plate. The rear end of the energy absorption box structure is connected with the cabin longitudinal beam, the front anti-collision beam assembly is provided with a pedestrian protection support on the side away from the energy absorption box structure, and the pedestrian protection support is provided with a collapse portion.

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