Anti-collision beam assembly, vehicle body front structure and vehicle

Abstract

This invention discloses a crash beam assembly, a front body structure, and a vehicle. The crash beam assembly includes: a crossbeam; and longitudinal beams, the front end of which is fixedly connected to the crossbeam, and the rear end of which is fixedly connected to the subframe. At least two longitudinal beams are provided, symmetrically arranged left and right. Each longitudinal beam has a first end connection, a relay connection, and a second end connection. The distance between the first end connections of two corresponding longitudinal beams is defined as a first span, and the distance between the second end connections of two corresponding longitudinal beams is defined as a second span, where the first span is greater than the second span. The two ends of the relay connection are fixedly connected to the first end connection and the second end connection, respectively. The front body structure includes the aforementioned crash beam assembly. The vehicle includes the aforementioned front body structure. This solution allows for more space in the front of the vehicle to accommodate components. Furthermore, compared to the overall inclined arrangement of the longitudinal beams, it is more conducive to the layout and arrangement of components.

Description

Technical Field

[0001] This invention relates to the technical field of automobiles, specifically to anti-collision beam assemblies, front body structures, and vehicles. Background Technology

[0002] The chassis anti-collision beam assembly is a core component of a vehicle's passive safety system, typically consisting of a front crossbeam connected to two longitudinal beams on the left and right. The core function of the chassis anti-collision beam assembly is to absorb energy through structural crumple zones during a collision, thereby cushioning the impact force and protecting critical components such as the vehicle's longitudinal beams, radiator, and occupants.

[0003] With the widespread adoption of hybrid technology, the integration of the front engine compartment has significantly increased. The engine compartment must accommodate cooling fans, the engine, drive motor, transmission, and a complex layout of piping and wiring harnesses. Chassis components in hybrid vehicles are often more compact to achieve the arrangement of all components within a smaller space. The front engine compartment cooling module, as a key component for powertrain heat dissipation, is typically connected to the body via a mounting system and supported by the bottom of the chassis anti-collision beam.

[0004] However, as the power of the powertrain increases, the demand for heat dissipation also increases, leading to a continuous expansion in the size of cooling fans and heat dissipation modules.

[0005] The existing front engine compartment bumper assemblies mostly feature longitudinal beams designed as inclined beams that extend linearly outward from rear to front, or beams that extend linearly along the front and rear. This type of longitudinal beam, due to its linear outline, occupies excessive space, especially the middle section, which encroaches on the installation space of the cooling module. This structural interference has become a major bottleneck restricting the integrated design of front engine compartment components, making it difficult to meet the engineering requirements of modern hybrid vehicles for efficient space utilization and lightweight layout. Summary of the Invention

[0006] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention provides a crash beam assembly, a front body structure, and a vehicle.

[0007] According to a first aspect of the present invention, a crash beam assembly includes: beam; The longitudinal beam has its front end fixedly connected to the crossbeam and its rear end fixedly connected to the subframe. At least two longitudinal beams are provided, arranged symmetrically from left to right. Each longitudinal beam has a first end connection, a relay connection, and a second end connection. The distance between the first end connections of two corresponding longitudinal beams is defined as a first span, and the distance between the second end connections of two corresponding longitudinal beams is defined as a second span, where the first span is greater than the second span. The two ends of the relay connection are fixedly connected to the first end connection and the second end connection, respectively.

[0008] The anti-collision beam assembly according to embodiments of the present invention has at least the following beneficial effects: The first span is larger than the second span, thus allowing more space at the front of the vehicle to accommodate components.

[0009] The first and second end connecting parts, which extend in the front-to-back direction, can divide a relatively square installation space for the installation of components. Compared with the longitudinal beam that is set at an overall angle, this is more conducive to the layout and arrangement of components.

[0010] The longitudinal beam design of this scheme takes into account the space occupied and connection of surrounding components, while also considering structural layout and functional realization, which can meet the needs of modern hybrid vehicles for efficient space utilization.

[0011] According to some embodiments of the present invention, the longitudinal beam is fixedly provided with an installation sleeve, which is used to snap-fit ​​with the bushing of the cooling module, and the installation sleeve and the bushing of the cooling module are interference-fitted to lock the position of the cooling module, thereby realizing the spatial limitation of the cooling module, thereby suppressing the vibration and impact of the cooling module under working conditions and eliminating abnormal noise.

[0012] According to some embodiments of the present invention, the mounting sleeve is provided with a first groove and a second groove, the first groove and the second groove being arranged sequentially along the mounting direction of the bushing of the cooling module, and the diameter of the first groove being larger than the diameter of the second groove.

[0013] According to some embodiments of the present invention, the longitudinal beam and the transverse beam are fixed by welding.

[0014] According to some embodiments of the present invention, the longitudinal beam and the transverse beam are provided with a plurality of mounting holes, which are used to connect with automotive parts to complete the relative fixation of the automotive parts and the anti-collision beam assembly.

[0015] According to some embodiments of the present invention, the relay connection is a curved member, and the two ends of the relay connection smoothly transition with the first end connection and the second end connection, respectively.

[0016] According to some embodiments of the present invention, the crossbeam includes a first beam and a second beam, wherein there are two second beams, and the two second beams are respectively fixed to the left and right ends of the first beam. The second beams gradually tilt backward away from the first beam so that the crossbeam has an arched structure.

[0017] According to some embodiments of the present invention, the first end connection portion is fixedly connected to the second beam body.

[0018] According to a second aspect of the present invention, the front structure of the vehicle body includes the aforementioned anti-collision beam assembly.

[0019] According to a third aspect of the present invention, a vehicle includes the front body structure as described above.

[0020] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 This is a schematic diagram of the anti-collision beam assembly according to an embodiment of the present invention; Figure 2 This is a structural schematic diagram of the anti-collision beam assembly from another angle according to an embodiment of the present invention; Figure 3 This is an exploded structural diagram of the anti-collision beam assembly according to an embodiment of the present invention; Figure 4 A cross-sectional view of the installation sleeve and bushing.

[0022] Icon labels: 100, Crossbeam; 110, First beam body; 120, Second beam body; 130, Third beam body; 200, Longitudinal beam; 210, Main beam body; 211, First end connection; 212, Intermediate connection; 213, Second end connection; 220, Front end component; 230, Rear end component; 300, Mounting sleeve; 310, First groove; 320, Second groove; 400, Mounting hole; 500, Bushing. Detailed Implementation

[0023] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0024] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0025] In the description of this invention, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features or their sequential relationship.

[0026] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0027] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of the present invention, not all embodiments.

[0028] Reference Figures 1 to 4 The present invention discloses a crash beam assembly, comprising: a crossbeam 100 and a longitudinal beam 200.

[0029] The crossbeam 100 includes a first beam 110, a second beam 120, and a third beam 130. Two second beams 120 and two third beams 130 are each provided. The two second beams 120 are respectively located on the left and right sides of the first beam 110. The two third beams 130 are correspondingly located on the side of the corresponding second beam 120 furthest from the first beam 110. The first beam 110, second beam 120, and third beam 130 are connected sequentially. The second beam 120 gradually tilts backward as it moves away from the first beam 110, and the third beam 130 also gradually tilts backward as it moves away from the second beam 120, resulting in an arched structure for the crossbeam 100. The crossbeam 100 follows the shape of the vehicle's exterior, thus better adapting to the shape of the front of the vehicle and providing better protection.

[0030] In this embodiment, two longitudinal beams 200 are provided, arranged symmetrically on the left and right sides. Each longitudinal beam 200 includes a main beam body 210, a front end member 220, and a rear end member 230. The front end member 220, main beam body 210, and rear end member 230 are sequentially welded and fixedly connected. In other embodiments, the front end member 220, main beam body 210, and rear end member 230 can also be connected by bolts or screws. Those skilled in the art can select the connection method for the front end member 220, main beam body 210, and rear end member 230 according to actual needs.

[0031] The front end component 220 is used to connect with the crossbeam 100. The rear end component 230 is used to connect with the subframe to complete the installation of the anti-collision beam assembly and the subframe.

[0032] The main beam 210 includes a first end connection 211, a relay connection 212, and a second end connection 213. The first end connection 211 is fixedly connected to the front end member 220, and the second end connection 213 is fixedly connected to the rear end member 230. The relay connection 212 connects the first end connection 211 and the second end connection 213. Both the first end connection 211 and the second end connection 213 extend in the front-rear direction. The main beam 210 has a rounded rectangular cross-section. Specifically, in this embodiment, the relay connection 212 is a bent component, and its two ends are smoothly connected to the first end connection 211 and the second end connection 213, respectively.

[0033] The distance between the first end connection 211 of the two longitudinal beams 200 is set as the first span, and the distance between the second end connection 213 of the two longitudinal beams 200 is set as the second span. The first span is greater than the second span, so that the front of the vehicle body has more space to accommodate parts.

[0034] The first end connecting portion 211 and the second end connecting portion 213, extending along the front-rear direction, can divide a relatively square installation space for component installation. Compared with the longitudinal beam 200, which is set at an overall angle, this is more conducive to the layout and arrangement of components. Furthermore, by connecting the first end connecting portion 211 and the second end connecting portion 213 through the curved relay connecting portion 212, it can be ensured that stress is not easily concentrated at a certain position of the longitudinal beam 200 during impact, thereby effectively ensuring the strength of the longitudinal beam 200 and ensuring its collapse energy absorption performance.

[0035] The front end member 220 has two connecting surfaces, and the included angle between the two connecting surfaces is an acute angle. The front connecting surface is used to connect with the side wall of the second beam 120, and the rear connecting surface is connected with the first end connecting portion 211 of the main beam 210, so that the inclined second beam 120 can be connected with the first end connecting portion 211 extending along the front and rear.

[0036] The rear end component 230 is a plate-shaped component, which serves to connect the second end connecting part 213 to the subframe.

[0037] Specifically, a mounting sleeve 300 is fixedly installed on the longitudinal beam 200. The mounting sleeve 300 is fixed in the through hole opened in the longitudinal beam 200 by welding. Specifically, in this embodiment, the mounting sleeve 300 is located on the longitudinal beam 200 near the crossbeam 100. The mounting sleeve 300 is used for snap-fit ​​connection with the bushing 500 of the cooling module. Specifically, in this embodiment, the mounting sleeve 300 and the bushing 500 of the cooling module are interference-fitted. Since the surface rubber of the bushing 500 of the cooling module has the characteristics of elasticity, a certain rigidity, and incompressibility, the bushing 500 will not have a large amount of spatial movement due to the fit clearance after being pressed into the mounting sleeve 300. This avoids the problem of vibration, impact and abnormal noise at the connection of components. Meanwhile, the interference fit between the mounting sleeve 300 and the bushing 500 can lock the relative position of the cooling module, thereby limiting the space of the cooling module, suppressing the vibration and impact of the cooling module under operating conditions, and eliminating abnormal noise from the cooling module. The fit dimensions between the mounting sleeve 300 and the bushing 500, determined through simulation and testing, can ensure that the inner wall of the mounting sleeve 300 tightly wraps around the bushing 500 under vertical impact conditions, thereby enhancing the overall connection rigidity.

[0038] Specifically, in this embodiment, the mounting sleeve 300 is provided with a first groove 310 and a second groove 320. The first groove 310 and the second groove 320 are arranged sequentially along the installation direction of the bushing 500 of the cooling module. The diameter of the first groove 310 is larger than the diameter of the second groove 320. By setting a stepped groove structure, the installation position of the bushing 500 can be restricted. Furthermore, the stepped structure formed between the second groove 320 and the first groove 310 can drive the overall thickness of the bushing 500 to decrease and the overall diameter to increase when the bushing 500 is pressed into the mounting sleeve 300, so as to ensure that the inner wall of the mounting sleeve 300 and the bushing 500 are interference-fitted.

[0039] Specifically, in this embodiment, both the longitudinal beam 200 and the transverse beam 100 are provided with multiple mounting holes 400. The mounting holes 400 are used to connect with automotive parts (wiring harnesses, cooling pipes, guard plates, air ducts, etc.) to complete the relative fixation of automotive parts and the anti-collision beam assembly. The mounting holes 400 can be connected to automotive parts by rivet nuts or clips to realize the function of connecting various parts in the front engine compartment.

[0040] The design of the longitudinal beam 200 in this scheme takes into account the space occupied and connection of surrounding components, while also considering structural layout and functional realization, which can meet the needs of modern hybrid vehicles for efficient space utilization.

[0041] The present invention also discloses a front structure of a vehicle body, which includes the aforementioned anti-collision beam assembly.

[0042] The present invention also discloses a vehicle comprising the aforementioned front body structure. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer.

[0043] 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.

[0044] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A crash beam assembly, characterized in that, include: beam; The longitudinal beam has its front end fixedly connected to the crossbeam and its rear end fixedly connected to the subframe. At least two longitudinal beams are provided, arranged symmetrically from left to right. Each longitudinal beam has a first end connection, a relay connection, and a second end connection. The distance between the first end connections of two corresponding longitudinal beams is defined as a first span, and the distance between the second end connections of two corresponding longitudinal beams is defined as a second span, where the first span is greater than the second span. The two ends of the relay connection are fixedly connected to the first end connection and the second end connection, respectively.

2. The anti-collision beam assembly according to claim 1, characterized in that, The longitudinal beam is fixedly provided with an installation sleeve, which is used to snap-fit ​​with the bushing of the cooling module. The installation sleeve and the bushing of the cooling module are interference-fitted to lock the position of the cooling module, thereby limiting the space of the cooling module, suppressing the vibration and impact of the cooling module under working conditions, and eliminating abnormal noise.

3. The anti-collision beam assembly according to claim 2, characterized in that, The mounting sleeve has a first groove and a second groove, which are arranged sequentially along the mounting direction of the bushing of the cooling module. The diameter of the first groove is larger than the diameter of the second groove.

4. The anti-collision beam assembly according to claim 1, characterized in that, The longitudinal beam and the transverse beam are fixed together by welding.

5. The anti-collision beam assembly according to claim 1, characterized in that, The longitudinal beam and the transverse beam are provided with multiple mounting holes, which are used to connect with automotive parts to complete the relative fixation of the automotive parts and the anti-collision beam assembly.

6. The anti-collision beam assembly according to claim 1, characterized in that, The relay connection is a curved component, and both ends of the relay connection smoothly transition to the first end connection and the second end connection, respectively.

7. The anti-collision beam assembly according to claim 1, characterized in that, The crossbeam includes a first beam and a second beam. There are two second beams, which are fixed to the left and right ends of the first beam, respectively. The second beams gradually tilt backward away from the first beam to make the crossbeam have an arched structure.

8. The anti-collision beam assembly according to claim 7, characterized in that, The first end connection is fixedly connected to the second beam.

9. The front structure of the vehicle body, characterized in that, Includes the anti-collision beam assembly as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the front body structure as described in claim 9.

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