Anti-collision beam and vehicle

Abstract

The application provides a kind of anti-collision beam and vehicle, anti-collision beam includes: anti-collision beam body and first reinforcing piece, first reinforcing piece covers at least part of the outer surface of anti-collision beam body, and is locked with anti-collision beam body connection.In the application embodiment, since the first reinforcing piece is also locked with the anti-collision beam body, the bonding strength between the first reinforcing piece and the anti-collision beam body is improved, so that the anti-collision beam can fully play the synergy advantage between the first reinforcing piece and the anti-collision beam body, and the energy absorption performance of the anti-collision beam is optimized.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to a crash beam and a vehicle. Background Technology

[0002] As a key energy-absorbing component in a vehicle's passive safety system, the anti-collision beam's core function is to deform and absorb impact energy during low-speed collisions, and to disperse and transfer the remaining load to the vehicle's longitudinal beams to protect vehicle components. By incorporating reinforcements outside the anti-collision beam itself, the overall structure's resistance to deformation in the initial stages of a collision can be improved, and the impact force can be dispersed and transferred to the longitudinal beams more quickly and evenly, thereby increasing energy absorption efficiency.

[0003] However, the current interface bonding strength between the reinforcement and the anti-collision beam body is low, which makes it easy for the reinforcement and the anti-collision beam body to separate prematurely when a vehicle collides, thus losing the overall cooperative working ability and limiting the energy absorption performance of the anti-collision beam. Summary of the Invention

[0004] This application aims to provide a crash beam and vehicle that at least solves the problem of easy separation between the first reinforcement and the crash beam body.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows: In a first aspect, embodiments of this application provide a crash beam, comprising: a crash beam body and a first reinforcing member, wherein the first reinforcing member covers at least a portion of the outer surface of the crash beam body and is locked and connected to the crash beam body.

[0006] Optionally, the first reinforcement includes a plurality of covering portions, at least two of which have different thicknesses.

[0007] Optionally, the first reinforcement member is locked to the anti-collision beam body to form a plurality of locking connection parts, and the distribution density of the locking connection parts in different covering parts is positively correlated with the thickness of the covering part.

[0008] Optionally, the anti-collision beam body includes a continuously arranged end connection area, a transition energy absorption area, and a middle energy absorption area, and the plurality of covering parts include a continuously arranged first covering part, a second covering part, and a third covering part, wherein the first covering part is connected to the end connection area, the second covering part is connected to the transition energy absorption area, and the third covering part is connected to the middle energy absorption area; The second covering part is a variable thickness structure that is thick in the middle and thin at both ends. The end of the second covering part closest to the first covering part is the third end, and the thickness of the third end is greater than or equal to the maximum thickness of the first covering part. The end of the second covering part closest to the third covering part is the fourth end, and the thickness of the fourth end is greater than or equal to the maximum thickness of the third covering part.

[0009] Optionally, in the direction from the first covering portion to the third covering portion, the second covering portion includes a first variable thickness segment, a constant thickness segment, and a second variable thickness segment arranged sequentially, wherein the thickness of the first variable thickness segment increases and the thickness of the second variable thickness segment decreases.

[0010] Optionally, the first reinforcement satisfies at least one of the following conditions: The thickness of the fourth end is greater than the thickness of the third end; The minimum thickness of the third covering part is greater than the maximum thickness of the first covering part; The first covering part has a uniform thickness structure; The third covering part has a structure of equal thickness.

[0011] Optionally, the anti-collision beam further includes an energy-absorbing box, and the transition energy-absorbing zone includes an arc-shaped transition section, with the energy-absorbing box connected to the arc-shaped transition section.

[0012] Optionally, one of the anti-collision beam body and the first reinforcement member is provided with a locking hole, and the other is provided with a locking protrusion, wherein the locking protrusion is at least partially embedded in the locking hole.

[0013] Optionally, the locking hole includes at least one of a through hole and a blind hole.

[0014] Optionally, the locking hole includes a first end and a second end disposed opposite to each other along a first direction, wherein the first end is closer to the interface between the anti-collision beam body and the first reinforcement member than the second end, and the area of ​​the first end is less than or equal to the area of ​​the second end.

[0015] Optionally, the locking hole is a through hole, the locking protrusion passes through the locking hole and extends into the interior of the anti-collision beam body, and the portion of the locking protrusion extending into the interior of the anti-collision beam body forms a locking end, the area of ​​the locking end being larger than the area of ​​the through hole.

[0016] Optionally, the cross-sectional profile of the anti-collision beam body includes any one of polygon, D-shape, or irregular shape, and the anti-collision beam body is selectively provided with reinforcing ribs inside.

[0017] Optionally, the anti-collision beam further includes an energy-absorbing box and a second reinforcement member; The energy-absorbing box has a first end face and a second end face that are opposite to each other, and a side face connected between the first end face and the second end face. The first end face is connected to the anti-collision beam body and / or the first reinforcement member, and the second reinforcement member is connected to the energy-absorbing box and covers at least part of the side face.

[0018] Optionally, the connection method between the second reinforcement and the energy-absorbing box and the anti-collision beam body includes at least one of adhesive connection and fastener connection; When the connection method includes fastener connection, the energy-absorbing box is provided with mounting holes, and the anti-collision beam further includes an insulating layer, which at least covers the hole wall of the mounting hole and is selectively disposed between the energy-absorbing box and the second reinforcement member.

[0019] Secondly, embodiments of this application provide a vehicle including any of the anti-collision beams described above.

[0020] In this embodiment, the first reinforcement member covers at least a portion of the outer surface of the anti-collision beam body. In the initial stage of a vehicle-beam collision, the first reinforcement member, as the first component to bear the load, will deform first to absorb the initial impact energy and simultaneously transmit the collision force rapidly and evenly to the anti-collision beam body. Furthermore, with the first reinforcement member still locked to the anti-collision beam body, the bonding strength between them is improved, reducing the risk of premature separation due to inconsistent deformation during a collision. This ensures the integrity of the anti-collision beam during the collision process, allowing it to fully leverage the collaborative advantages between the first reinforcement member and the anti-collision beam body, thus optimizing the energy absorption performance of the anti-collision beam.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the anti-collision beam in an embodiment of this application; Figure 2 This is a structural schematic diagram of the anti-collision beam from another angle in an embodiment of this application; Figure 3 yes Figure 1 Cross-sectional view of the main body of the central anti-collision beam and the first reinforcing member along section line A1-A1; Figure 4 yes Figure 3 Enlarged schematic diagram of section E in the middle; Figure 5 yes Figure 1Cross-sectional view of the central anti-collision beam along section line A2-A2; Figure 6 This is a schematic diagram showing the distribution density of locking holes and locking protrusions in the first covering part of this application; Figure 7 This is a schematic diagram showing the distribution density of locking holes and locking protrusions in the second covering part of this application; Figure 8 This is a schematic diagram showing the distribution density of locking holes and locking protrusions in the third covering part of this application; Figure 9 This is an enlarged cross-sectional view of the engagement between the locking hole and the locking protrusion in one embodiment of this application; Figure 10 yes Figure 9 Explosion diagram; Figure 11 This is an enlarged cross-sectional view of the engagement between the locking hole and the locking protrusion in another embodiment of this application; Figure 12 yes Figure 11 Explosion diagram; Figure 13 yes Figure 1 A cross-sectional view of the middle energy-absorbing box and the second reinforcement along section line A3-A3.

[0023] Reference numerals: 10-Bumper beam body, 11-Locking hole, 111-First end, 112-Second end, 101-End connection area, 102-Transition energy absorption area, 103-Middle energy absorption area, 20-First reinforcement, 21-Locking protrusion, 211-Locking end, 201-First covering part, 202-Second covering part, 203-Third covering part, 30-Energy absorption box, 31-First end face, 32-Second end face, 33-Mounting plate, 40-Second reinforcement. Detailed Implementation

[0024] The embodiments of this application will now be described in detail. Examples of these embodiments are illustrated 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 this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0025] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0026] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not 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 application.

[0027] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0028] As a key energy-absorbing component in a vehicle's passive safety system, the crash beam is installed at the front or rear of the vehicle. Its structure mainly consists of the crash beam body and an energy-absorbing box. The crash beam body is located externally to the vehicle, and its core function is to absorb the impact force during a low-speed collision and transfer it to the energy-absorbing box connected to the crash beam body near the longitudinal beam. The energy-absorbing box is typically a rectangular cylindrical structure with grooves or folds designed to guide deformation. This allows it to crumple and absorb impact energy upon impact, dispersing and transferring the remaining load to the longitudinal beams connected to the energy-absorbing box, thus protecting vehicle components. For example, a front crash beam can protect components in the front compartment such as the radiator, engine, and transmission, while a rear crash beam can protect structures such as the spare tire well and exhaust system. Adding reinforcements to the crash beam body can improve the overall structure's resistance to deformation in the initial stages of a collision and distribute and transfer the impact force to the longitudinal beams more quickly and evenly, thereby improving energy absorption efficiency.

[0029] However, the current interfacial bonding strength between the reinforcement and the anti-collision beam body is relatively low. This leads to premature separation between the reinforcement and the anti-collision beam body during a vehicle collision, resulting in a loss of overall collaborative working ability and limiting the energy absorption performance of the anti-collision beam. Specifically, in related technologies, the reinforcement and the anti-collision beam body are usually bonded using interlayer adhesive bonding or single-sided fusion bonding. The essence of these bonding methods is a two-dimensional "face-to-face" interface connection that relies on chemical adhesive force or micro-mechanical interlocking. From the perspective of fracture mechanics, such interfaces have extremely weak resistance to the propagation of Type I (opening) and Type II (slipping) cracks. Under multiple coupled conditions such as high-frequency vibration, alternating temperature and humidity, mud, water, salt spray corrosion, and gravel impact, the bonded interface is prone to the initiation and rapid propagation of microcracks, resulting in low reliability. This can easily lead to large-area delamination between the reinforcement and the anti-collision beam body, loss of structural integrity, a sharp decline in collision protection effectiveness, and the anti-collision beam failing to meet the reliable service requirements throughout its entire life cycle.

[0030] Reference Figure 1 , Figure 2 This application provides a crash beam, which includes a crash beam body 10 and a first reinforcing member 20. The first reinforcing member 20 covers at least a portion of the outer surface of the crash beam body 10 and is locked to the crash beam body 10.

[0031] In this embodiment, the first reinforcing member 20 covers at least a portion of the outer surface of the anti-collision beam body 10. In the initial stage of a vehicle-beam collision, the first reinforcing member 20, as the first component to bear the load, will deform first to absorb the initial impact energy and simultaneously transmit the collision force rapidly and evenly to the anti-collision beam body 10. Furthermore, with the first reinforcing member 20 still locked to the anti-collision beam body 10, the bonding strength between them is improved, reducing the risk of premature separation due to inconsistent deformation during a collision. This ensures the integrity of the anti-collision beam during the collision process, allowing it to fully leverage the collaborative advantages between the first reinforcing member 20 and the anti-collision beam body 10, thus optimizing the energy absorption performance of the anti-collision beam.

[0032] In some optional embodiments of the present application, the cross section of the anti-collision beam body 10 is a rounded rectangle, and the outer surface of the anti-collision beam body 10 includes four surfaces. The first reinforcing member 20 can cover one or more of the four surfaces, and on the surface covered by the first reinforcing member 20, the first reinforcing member 20 can completely cover the entire surface or cover a part of the surface. All the above covering modes fall within the protection scope of the embodiments of the present application. There may be a plurality of locking connection positions between the first reinforcing member 20 and the anti-collision beam body 10, and the plurality of locking connection positions may be located on one surface or on a plurality of surfaces. Wherein, the covering of the anti-collision beam body 10 by the first reinforcing member 20 includes manners such as the first reinforcing member 20 being adhesively connected to the anti-collision beam body 10 via an adhesive medium, and the first reinforcing member 20 being combined with the anti-collision beam body 10 through self-melting, etc.

[0033] It should be noted that, in the embodiments of the present application, the locking connection between the first reinforcing member 20 and the anti-collision beam body 10 means that the first reinforcing member 20 and the anti-collision beam body 10 are combined in a structural interpenetration manner along a direction intersecting the two-dimensional connection interface therebetween. For example, the first reinforcing member 20 is provided with a specific protrusion structure that penetrates the anti-collision beam body 10 and locks with the anti-collision beam body 10, or the anti-collision beam body 10 is provided with a specific protrusion structure that penetrates the first reinforcing member 20 and locks with the first reinforcing member 20.

[0034] It can be understood that, when the first reinforcing member 20 covers the anti-collision beam body 10, the two are only combined in the two-dimensional direction via the connection interface. However, since the first reinforcing member 20 is also locking-connected with the anti-collision beam body 10, the combination of the two is converted into three-dimensional mechanical interpenetration locking, which greatly reduces the risk of connection failure caused by separation of the two at the two-dimensional connection interface.

[0035] The anti-collision beam body 10 can be made of materials such as aluminum alloy, high-strength steel through forming processes such as stamping, roll forming, extrusion, etc. By way of example, in the embodiments of the present application, the anti-collision beam body 10 is formed by extrusion of 6082-T6 aluminum alloy, the main body of which is a frame structure with a "square" shaped cross section, and at least one reinforcing rib can be arranged inside the frame, so that the overall cross section of the anti-collision beam body 10 is formed as Figure 5 a "grid" shape or a "sun" shape as shown (not shown in the figure). In practical applications, in order to maximize the collision protection range, optimize the transmission path of collision force and adapt to the body structure layout, the anti-collision beam body 10 can be designed to have Figures 1 to 3 a certain radian or bending angle as shown.

[0036] In practical applications, a front bumper or rear bumper is also provided on the side of the anti-collision beam body 10 away from the passenger compartment, and an energy-absorbing box 30 is also provided on the side of the anti-collision beam body 10 closer to the passenger compartment. When a vehicle collision occurs, the collision force first impacts the front bumper or rear bumper. When the collision force is transmitted to the anti-collision beam body 10, the anti-collision beam body 10 will first undergo slight deformation to absorb a small portion of the collision energy. At the same time, the anti-collision beam body 10 will transmit the received collision force to both sides to the energy-absorbing box 30. The energy-absorbing box 30 is usually designed with grooves or folds to guide deformation. When the collision force is transmitted to the energy-absorbing box 30, the energy-absorbing box 30 will undergo collapse deformation according to the structural design. The energy-absorbing box 30 absorbs most of the collision energy through its own deformation, and then transfers the remaining load to the vehicle longitudinal beams, where the remaining attenuated energy is absorbed and the passenger compartment is protected.

[0037] Meanwhile, when subjected to impact force, the first reinforcing member 20 covering the outer surface of the anti-collision beam body 10 can share the impact force with the anti-collision beam body 10 through various forms of deformation, thereby improving the energy absorption efficiency of the anti-collision beam. The deformation type of the first reinforcing member 20 can be elastic deformation, plastic deformation, brittle deformation, etc., and this embodiment does not specifically limit this. For example, in this embodiment, the first reinforcing member 20 can be a reinforcing fiber layer, which specifically includes a matrix and reinforcing fibers. When a collision occurs, the metal anti-collision beam body 10 can absorb energy through plastic deformation (such as bending and wrinkling), while the first reinforcing member 20 absorbs energy through brittle fracture such as reinforcing fiber breakage and matrix cracking. This energy absorption mechanism of plastic deformation + brittle fracture enables the anti-collision beam to efficiently dissipate impact energy.

[0038] In the above process, since the first reinforcing member 20 and the anti-collision beam body 10 are connected by a locking connection, the connection strength between the two is enhanced, so that the collision force can be stably and efficiently transmitted from the first reinforcing member 20 to the anti-collision beam body 10 when a collision occurs. This improves the reliability of the collision force transmission between the first reinforcing member 20 and the anti-collision beam body 10, and ensures that the first reinforcing member 20 and the anti-collision beam body 10 can work together to absorb energy, thereby optimizing the energy absorption effect of the anti-collision beam.

[0039] Furthermore, traditional reinforced fiber composite crash beams lack a through-thickness reinforcement mechanism. To meet strength requirements in high-stress areas (such as the center of the beam and corners), they primarily rely on increasing the overall or local thickness of the reinforced fiber composite layers. However, the low interlaminar shear strength of reinforced fiber composites is an inherent weakness. Increasing the thickness significantly amplifies the interlaminar shear stress, which may lead to interlaminar cracking before fiber breakage, limiting the material's potential and significantly increasing weight and cost. In this embodiment, the first reinforcing member 20 is locked to the anti-collision beam body 10, forming a structural support point through the thickness of the anti-collision beam body 10 for the first reinforcing member 20. The locking connection changes the stress mode of the first reinforcing member 20, directly transferring part of the bending load to the anti-collision beam body 10 through the locking connection structure. This suppresses delamination and buckling between the first reinforcing member 20 and the anti-collision beam body 10, effectively improving the structural stiffness and stability of the first reinforcing member 20. This allows the thickness of the first reinforcing member 20 to be designed to be smaller while achieving the same structural strength target. In specific applications, the thickness of the first reinforcing member 20 can be reduced by 20%-30% (e.g., from 8mm to 5-6mm), thus avoiding the weight increase caused by increasing the thickness to improve structural strength. This improves the lightweight effect of the anti-collision beam, reduces vehicle energy consumption, and is beneficial for improving off-road mobility in off-road vehicles.

[0040] Optionally, one of the anti-collision beam body 10 and the first reinforcement member 20 is provided with a locking hole 11, and the other of the anti-collision beam body 10 and the first reinforcement member 20 is provided with a locking protrusion 21, the locking protrusion 21 being at least partially embedded in the locking hole 11.

[0041] Specifically, the locking protrusion 21 is subjected to shear and compression within the locking hole 11, rather than peeling. Under the constraint of the locking hole 11, the locking protrusion 21 is in a state of triaxial compression or shear, and its load-bearing capacity is much higher than the peel strength when the anti-collision beam body 10 and the first reinforcement 20 rely solely on adhesion. In this embodiment, the combination of the locking hole 11 and the locking protrusion 21 effectively suppresses the relative slippage and peeling between the first reinforcement 20 and the anti-collision beam body 10, so that the anti-collision beam body 10 and the first reinforcement 20 can withstand greater shear force and crushing force, avoiding relative slippage between the two and causing connection failure.

[0042] In some optional embodiments of this application, the locking hole 11 is disposed on the anti-collision beam body 10, and the locking protrusion 21 is disposed on the first reinforcing member 20. Specifically, there are multiple locking holes 11, and the multiple locking holes 11 on the anti-collision beam body 10 can be arranged in a plum blossom shape, rhombus shape or hexagonal shape. In other optional embodiments of this application, the locking hole 11 is disposed on the first reinforcing member 20, and the locking protrusion 21 is disposed on the anti-collision beam body 10. As long as the locking connection between the two can be realized, it is acceptable. The embodiments of this application do not limit the placement of the locking hole 11 and the locking protrusion 21.

[0043] Optionally, the first reinforcing member 20 is a reinforcing fiber composite material layer, the material of which includes a matrix and reinforcing fibers. The molding process of the reinforcing fiber composite material layer may include prepreg molding, resin transfer molding, hand lay-up molding, vacuum-assisted resin infusion, etc. The embodiments of this application do not specifically limit the molding process of the reinforcing fiber composite material layer. In practical applications, it can be flexibly selected according to factors such as product mechanical properties, geometric dimensions, surface quality, and cost requirements.

[0044] In this embodiment, the reinforced fiber composite layer consists of multiple layers of reinforced fiber and a matrix. When the anti-collision beam body 10 is locked to the reinforced fiber composite layer, the locking protrusion 21 acts as a "stitch" penetrating the multiple layers of reinforced fiber composite and the anti-collision beam body 10, tightly fastening each layer of reinforced fiber composite to the anti-collision beam body 10. This provides strong interlaminar shear resistance to the reinforced fiber composite layer, significantly improving its Type I and Type II interlaminar fracture toughness and suppressing delamination. Furthermore, the anti-collision beam body 10 provides continuous and rigid support to the reinforced fiber composite layer through the locking connection, preventing local buckling instability on the compression side. In summary, the locking connection between the anti-collision beam body 10 and the reinforced fiber composite layer enhances both the effective stiffness and ultimate bearing capacity of the reinforced fiber composite layer, exceeding its intrinsic material properties. Therefore, to achieve the same bending and impact resistance performance targets, the thickness of the first reinforcement member 20 in this application can be reduced compared to a structure without a locking connection.

[0045] The matrix in the reinforcing fiber composite layer can be selected from at least one of epoxy resin, unsaturated polyester resin, vinyl ester resin and phenolic resin, and the reinforcing fiber can be selected from at least one of carbon fiber, glass fiber, aramid fiber, basalt fiber and ultra-high modulus polyethylene fiber. In practical applications, one or more of these fibers can be flexibly selected according to specific product requirements.

[0046] For example, in this embodiment of the application, the matrix of the reinforcing fiber composite layer is selected as epoxy resin, the reinforcing fiber is selected as T700 grade carbon fiber, and the molding process is selected as prepreg molding process. Specifically, the reinforcing fiber composite layer and the anti-collision beam body 10 can be bonded by laminating reinforcing fiber prepreg on the outer surface of the anti-collision beam body 10, and then melting and re-curing the prepreg. In practical applications, depending on the product's lightweighting requirements, cost objectives, and impact toughness requirements, the reinforcing fiber can be partially or completely replaced by glass fiber, aramid fiber, basalt fiber, or ultra-high molecular weight polyethylene fiber, etc. For example, in cost-sensitive solutions, glass fiber can be used to partially replace carbon fiber for interlayer hybridization; in solutions with extremely high requirements for fracture toughness, an aramid fiber layer can be introduced.

[0047] In one optional embodiment of this application, the anti-collision beam body 10 is provided with locking holes 11. Before laying the prepreg, a portion of the prepreg or epoxy resin matrix can be filled into the locking holes 11. Then, the prepreg is laid in layers on the outer surface of the anti-collision beam in a preset direction. The number of prepreg layers can be designed according to the thickness of a single prepreg layer and the overall thickness requirements of the first reinforcing member 20. The laying direction of the prepreg refers to the laying direction of the reinforcing fibers (carbon fibers) in the prepreg. The laying direction of the reinforcing fibers in each layer of prepreg is singular. The laying direction of the prepreg can be along the axial direction, circumferential direction, or any direction between the axial and circumferential directions of the anti-collision beam body 10. The laying directions of multiple layers of prepreg can be the same or different. In practical applications, different mechanical properties can be achieved by designing the laying direction of multiple layers of prepreg.

[0048] After the multi-layer prepreg is laid, high temperature and high pressure are applied to the anti-collision beam body 10 and the prepreg layers to cure the prepreg. Before curing, the multi-layer prepreg is separated from each other. During the curing process, the epoxy resin matrix in different layers of prepreg softens / melts and then cures under high temperature and high pressure. After curing, the epoxy resin matrix in the multi-layer prepreg laid on the outer surface of the anti-collision beam body 10 is combined with the prepreg / epoxy resin in the locking hole 11 to form a whole. At the same time, it is also bonded to the anti-collision beam body 10 through fusion bonding, so that the reinforcing fiber composite material layer can cover the anti-collision beam body 10 and lock together with the anti-collision beam body 10.

[0049] It should be noted that the prepreg / epoxy resin matrix disposed in the locking hole 11 melts and solidifies the locking hole 11, closely adhering to the hole wall of the locking hole 11, and forms a locking protrusion 21 on the first reinforcement 20 after curing. Because the epoxy resin matrix exhibits fluidity during curing, when the locking hole 11 is a through hole, the matrix can flow along the hole wall and penetrate the locking hole 11, away from the side of the interface between the anti-collision beam body 10 and the first reinforcement 20. The matrix flows along the surface of the anti-collision beam body 10 and forms a locking protrusion 21 on the anti-collision beam body 10 after curing. Figures 6 to 8 The mushroom-shaped, non-removable locking protrusion 21 shown securely locks the anti-collision beam body 10 and the first reinforcement 20 into a whole.

[0050] In another alternative embodiment, a locking protrusion 21 can be provided on the anti-collision beam body 10. The locking protrusion 21 is located on the outer surface and protrudes outward. When the prepreg is laid on the outer surface of the anti-collision beam body 10, the locking protrusion 21 can be avoided. During the curing process, the prepreg softens / melts under high temperature conditions and comes into close contact with the locking protrusion 21. After curing, it tightly wraps the locking protrusion 21. The prepreg forms a locking hole 11 at the position opposite to the locking protrusion 21. This molding method can also realize the locking connection between the first reinforcing member 20 and the anti-collision beam body 10, improving the connection strength and reliability between the two.

[0051] Optionally, the first reinforcement 20 includes multiple covering portions, at least two of which have different thicknesses. The multiple covering portions are continuously disposed on the outer surface of the anti-collision beam body 10.

[0052] It should be noted that, since different positions of the anti-collision beam body 10 correspond to different positions on the vehicle body, the stress conditions at different positions on the anti-collision beam body 10 are different. Based on these different stress conditions, the anti-collision beam body 10 can include multiple stress zones. Different stress zones have different structural strength requirements due to their varying stress conditions; specifically, the greater the stress a stress zone bears, the higher its structural strength requirement. Typically, the middle of the anti-collision beam body 10 bears a larger impact force, while the ends bear a smaller impact force. The transition area between the ends and the middle is used to connect the energy-absorbing box 30, which transfers the impact load on the anti-collision beam body 10 to the vehicle body longitudinal beams. Therefore, the transition area bears the greatest impact force. The transition area can also be designed with bends to adapt to the vehicle body structure design. In this embodiment, the first reinforcing member 20 is divided into multiple covering parts. By designing at least two covering parts with different thicknesses, the thickness of the covering parts can correspond to the stress level borne by the corresponding stress zone of the anti-collision beam body 10, thereby achieving an optimal match between performance and lightweighting. For example, in stress areas with high stress levels, the thickness of the covering can be appropriately increased, thereby enhancing the energy absorption effect of the area and saving material for the covering in stress areas with lower stress levels, thus controlling the cost of the crash beam.

[0053] Optionally, the first reinforcing member 20 is locked to the anti-collision beam body 10 to form multiple locking connection parts. In different covering parts, the distribution density of the locking connection parts is positively correlated with the thickness of the covering part.

[0054] It should be noted that in the high-stress area of ​​the anti-collision beam body 10, increasing the thickness of the covering portion can improve the overall energy absorption effect of the anti-collision beam in that area. However, in areas with varying thickness, abrupt changes in stiffness and stress concentration may occur, increasing the risk of interlayer cracking or delamination of the connection interface caused by stress abrupt changes. In this embodiment, the distribution density of the locking holes 11 is correlated with the thickness of the covering portion. Specifically, this application increases the distribution density of the locking connection portions in a local area on the first reinforcement member 20, constructing a stiffness-gradient transmission path between multiple covering portions of different thicknesses, thereby eliminating stress concentration caused by abrupt changes in thickness. In this way, while the thickened covering portion can enhance its structural strength, the strength and reliability of the locking connection between the covering portion and the anti-collision beam body 10 are also higher, and early delamination between the two is less likely to occur during a collision, thus achieving a balance between structural strength and connection reliability in the variable thickness design.

[0055] Specifically, in the embodiments of this application, the locking hole 11 and the locking protrusion 21 cooperate to form a locking connection part, so as to realize the locking connection between the first reinforcement 20 and the anti-collision beam body 10. The distribution density of the locking connection part is represented by the distribution density of the locking hole 11 and the locking protrusion 21. When the distribution density of the locking hole 11 increases, the density of the locking protrusion 21 that cooperates with the locking hole 11 also increases. The two together constitute the locking connection network between the first reinforcement 20 and the anti-collision beam body 10.

[0056] In practical applications, the distribution density and arrangement of the locking holes 11 on the surface of the anti-collision beam body 10 can be optimized based on the finite element simulation results. For example, a high-density linear arrangement can be used on the principal stress trajectories of the collision, while a sparse array arrangement can be used in other areas to maximize the locking efficiency.

[0057] Optionally, the anti-collision beam body 10 includes a continuously arranged end connection area 101, a transition energy absorption area 102, and a middle energy absorption area 103. The plurality of covering parts in the first reinforcing member 20 include a continuously arranged first covering part 201, a second covering part 202, and a third covering part 203. The first covering part 201 is connected to the end connection area 101, the second covering part 202 is connected to the transition energy absorption area 102, and the third covering part 203 is connected to the middle energy absorption area 103.

[0058] For example, in such Figure 3 In the embodiment shown, there are two end connection areas 101, located at both ends of the anti-collision beam body 10 along its axial direction. Figure 3 The portion of the main body 10 of the central anti-collision beam between B1-C1 and B2-C2), has one central energy-absorbing zone 103, located in the middle of the anti-collision beam. Figure 3 The portion of the central anti-collision beam body 10 between D2 and D2), has two transition energy absorption zones 102, located between the central energy absorption zone 103 and an end connection zone 101, respectively. Figure 3 The portion of the central anti-collision beam body 10 between C1-D1 and C2-D2.

[0059] In practical applications, the central energy-absorbing zone 103 faces the impact direction and bears the bending and crushing stress during the middle collision. The transition energy-absorbing zone 102 is located between the central energy-absorbing zone 103 and the end connection zone 101 and is used to connect with the energy-absorbing box 30. It mainly bears the shear and local compressive stress and is responsible for transmitting the impact force from the central energy-absorbing zone 103 to the energy-absorbing box 30. The end connection zone 101 is an extension of the anti-collision beam body 10 located outside the energy-absorbing box 30. After the impact force is transmitted to the energy-absorbing box 30 through the transition energy-absorbing zone 102, the stress level borne by the end connection zone 101 is relatively low. In practical applications, the end connection zone 101 can also be connected to the longitudinal beam to transmit the remaining impact energy backward.

[0060] It is understandable that by differentiating the thickness of the covering part on the first reinforcement member 20 corresponding to different stress zones, the energy absorption effect and structural strength of the anti-collision beam in different stress zones can be matched. On the one hand, it can avoid excessive reinforcement of the structure caused by excessive thickness of the covering part in the low stress area, and improve the material utilization rate of the first reinforcement member 20. On the other hand, it can also reduce the overall weight of the anti-collision beam, which is conducive to the lightweight design of the vehicle.

[0061] In this embodiment, the thickness of the covering portion is positively correlated with the distribution density of the locking connection portion. (Refer to...) Figure 6 This diagram illustrates the distribution density of the locking holes 11 and locking protrusions 21 in the first covering portion 201 of this application; see reference. Figure 7 This shows a schematic diagram illustrating the distribution density of the locking holes 11 and locking protrusions 21 in the second covering portion 202 of this application; refer to Figure 8 This diagram illustrates the distribution density of the locking holes 11 and locking protrusions 21 in the third covering portion 203 of this application. Figure 6 As shown, the thickness of the first covering portion 201 corresponding to the end connection area 101 is small, and the distribution density of the locking holes 11 is the lowest. For example, the spacing between the locking holes 11 can be set to 30-40 mm; Figure 7 As shown, the second covering portion 202 corresponding to the transition energy absorption region 102 has the largest thickness and the highest distribution density of the locking holes 11. For example, the spacing between the locking holes 11 can be set to 10-15 mm. In the third covering portion 203, such as... Figure 8 As shown, the distribution density of the locking holes 11 is less than that of the second covering part 202 and greater than that of the first covering part 201. For example, the spacing between the locking holes 11 can be set to 15-20mm. This differentiated density distribution links the stress condition of the anti-collision beam body 10 and the first reinforcement member 20 with the interface constraint. That is, the denser distribution of locking holes 11 in the stress concentration area can provide stronger interface constraint between the anti-collision beam body 10 and the first reinforcement member 20.

[0062] In some embodiments of this application, the second covering portion 202 is a variable thickness structure that is thicker in the middle and thinner at both ends. The end of the second covering portion 202 near the first covering portion 201 is the third end, and the thickness of the third end is greater than or equal to the maximum thickness of the first covering portion 201. The end of the second covering portion 202 near the third covering portion 203 is the fourth end, and the thickness of the fourth end is greater than or equal to the maximum thickness of the third covering portion 203.

[0063] It should be noted that the first covering part 201 can be a structure with equal thickness or a structure with variable thickness. Similarly, the third covering part 203 can also be a structure with equal thickness or a structure with variable thickness. In this embodiment, the thickness of the third end being greater than or equal to the thickness of the first covering part 201 means that the thickness of the third end is greater than or equal to the maximum thickness of the first covering part 201. The thickness of the fourth end being greater than or equal to the thickness of the third covering part 203 means that the thickness of the fourth end is greater than or equal to the maximum thickness of the third covering part 203. In this way, the second covering part 202 is thicker than the first covering part 201 and the third covering part 203, which is beneficial for the transfer of collision load to the energy absorption box, thereby exhibiting better energy absorption effect and superior collision performance.

[0064] In practical applications, the thickness of the third end can be designed to be equal to the thickness of the end of the first covering part 201 near the third end, and the thickness of the fourth end can be equal to the thickness of the end of the third covering part 203 near the fourth end. This avoids abrupt changes in thickness between different covering parts, reduces stress concentration between different covering parts when subjected to collision force, and helps to improve the fatigue resistance of the first reinforcing member 20. In addition, the stress wave can be smoothly transitioned between different covering parts, and the collision load is uniformly transmitted between the second covering part 202 in the middle and the first covering part 201 and the third covering part 203 on both sides.

[0065] Optionally, the thickness of the fourth end is greater than that of the third end. By increasing the thickness of the fourth end, the collision load can be reliably transferred from the third covering part 203 to the second covering part 202. The thickness of the third end is reduced relative to the fourth end, which is adapted to the stress level of different stress zones. This saves the material cost of the second reinforcement while ensuring collision performance.

[0066] Optionally, the minimum thickness of the third covering portion 203 is greater than the maximum thickness of the first covering portion 201. Since the third covering portion 203 covers the central energy-absorbing area 103 of the anti-collision beam body 10, and the first covering portion 201 covers the end connection area 101 of the anti-collision beam body 10, the central energy-absorbing area 103 usually needs to withstand a greater collision force than the end connection area 101. Therefore, by designing the thickness of the third covering portion 203 to be greater, the thicknesses of the first covering portion 201 and the third covering portion 203 are adapted to the stress levels of different areas of the anti-collision beam body 10. In addition, the greater thickness of the third covering portion 203 can also ensure the bending stiffness of the anti-collision beam and prevent the anti-collision beam body 10 itself from bending or even breaking at the central energy-absorbing area 103 and intruding into the passenger compartment.

[0067] The first covering part 201 has a uniform thickness structure, that is, the thickness of the first covering part 201 remains unchanged along the length of the anti-collision beam body 10; and / or the third covering part 203 has a uniform thickness structure, that is, the thickness of the third covering part 203 remains unchanged along the length of the anti-collision beam body 10. This can improve the uniformity of the strength and stiffness of the first covering part 201 and the third covering part 203 along the length of the anti-collision beam body 10, ensuring the uniform transmission of collision load, and can also reduce the processing difficulty and simplify the production process.

[0068] For example, in this embodiment of the application, the thickness of the first covering portion 201 is T1, the thickness of the third covering portion 203 is T3, and the thickness of the second covering portion 202 is T2. The first covering portion 201 and the third covering portion 203 are both of equal thickness but have different thicknesses, while the second covering portion 202 is as follows: Figure 4 The variable thickness structure shown means that T2 varies along the length of the second covering portion 202. Specifically, from the third end to the fourth end, the thickness of the second covering portion 202 increases from T1 to T4, maintains a constant thickness of T4, and then decreases from T4 to T3. In practical applications, in this embodiment, the thickness T1 of the first covering portion 201 is 1.5 mm, the thickness T3 of the third covering portion 203 is 2 mm, and the thickness of the second covering portion 202 smoothly transitions from 1.5 mm to 3 mm, and then smoothly transitions from 3 mm to 2 mm.

[0069] Optionally, in the direction from the first covering portion 201 to the third covering portion 203, the second covering portion 202 includes a first variable thickness segment, a constant thickness segment and a second variable thickness segment arranged sequentially, and along the above direction, the thickness of the first variable thickness segment increases and the thickness of the second variable thickness segment decreases.

[0070] Specifically, the constant thickness section is used to connect with the energy-absorbing box, and has the largest thickness to ensure reliable transmission of the collision load to the energy-absorbing box. Through the design of the first variable thickness section and the second variable thickness section on both sides of the constant thickness section, the collision load can be uniformly transmitted between the constant thickness section and the variable thickness sections on both sides, thereby improving the collision performance.

[0071] In specific applications, the reinforcing fibers in the first reinforcing member 20 extend at a predetermined angle to the length direction of the anti-collision beam body 10. Specifically, in the first covering part 201, the reinforcing fibers that form a 90° angle with the length direction of the anti-collision beam body 10 account for the largest proportion; and / or, in the second covering part 202, the reinforcing fibers that form an angle greater than 0° and less than 90° with the length direction of the anti-collision beam body 10 account for the largest proportion; and / or, in the third covering part 203, the reinforcing fibers that extend along the length direction of the anti-collision beam body 10 account for the largest proportion.

[0072] In this embodiment, the reinforcing fibers extending along the width or height direction of the anti-collision beam body 10 have the largest proportion in the first covering portion 201, thereby enhancing the circumferential constraint of the first reinforcing member 20 on the anti-collision beam body 10; in the second covering portion 202, the reinforcing fibers extending along the direction between the length and width directions of the anti-collision beam body 10, or along the direction between the length and height directions of the anti-collision beam body 10, have the largest proportion, which facilitates the second covering portion 202 to uniformly transmit the impact force from the first covering portion 201 to the third covering portion 203 and the anti-collision beam body 10; in the third covering portion 203, the reinforcing fibers extending along the length direction of the anti-collision beam body 10 have the largest proportion, thereby increasing the bending stiffness of the central energy absorption area 103 of the anti-collision beam body 10.

[0073] like Figure 1 , Figure 2 As shown, arrow X indicates the length direction of the anti-collision beam body 10, and arrows Y1 and Y2 form a 90° angle with the length direction of the anti-collision beam body 10. Specifically, arrow Y1 represents the width direction of the anti-collision beam body 10, and arrow Y2 represents the height direction of the anti-collision beam body 10. The extension direction along X is defined as 0°, and the extension direction along Y1 / Y2 is defined as 90°. In the same or different covering parts, the extension direction of the reinforcing fibers can be the same or different, for example, along the length direction, width direction, height direction of the anti-collision beam body 10, or any direction between the length direction and the width or height direction, such as ±45°, ±30°, etc. In the first covering part 201, the second covering part 202, and the third covering part 203, the combination of different reinforcing fiber layer laying directions can be flexibly designed, such as "0° / 90°", "±30°", "0° / ±45° / 90°", etc.

[0074] Optionally, the anti-collision beam also includes an energy-absorbing box 30, and the transition energy-absorbing zone 102 includes an arc-shaped transition section. The energy-absorbing box 30 is connected to the arc-shaped transition section, so that the collision load can be better transferred to the transition energy-absorbing zone 102 along the arc-shaped transition section, and then transferred from the transition energy-absorbing zone 102 to the energy-absorbing box connected to the arc-shaped transition section.

[0075] Optionally, the locking hole 11 includes at least one of a through hole and a blind hole, such as... Figure 9 , Figure 10 In the embodiment shown, the locking hole 11 is designed as a through hole, such as... Figure 11 , Figure 12In the illustrated embodiment, the locking hole 11 is designed as a blind hole. This application does not limit the specific form of the locking hole 11. It is understood that when the locking hole 11 is a through hole, the substrate can penetrate the anti-collision beam body 10, achieving stronger bonding strength. Furthermore, a through hole facilitates the processing of the locking hole 11, thereby improving production efficiency. However, when the locking protrusion 21 is formed by the curing of reinforcing fiber prepreg or resin matrix filled within the locking hole 11, designing the locking hole 11 as a blind hole can prevent the substrate within the locking hole 11 from flowing disorderly during melting, reducing process difficulty.

[0076] In practical applications, there can be multiple locking holes 11. All locking holes 11 can be designed as through holes, or all can be designed as blind holes. Alternatively, some locking holes 11 can be designed as through holes while others are blind holes. The shapes of the multiple locking holes 11 can be the same or different. For example, in this embodiment, the locking holes 11 in the central energy-absorbing region 103 can be designed as through holes to achieve a stronger locking effect, while blind holes in the end connecting region 101 are sufficient to meet the locking strength requirements.

[0077] Optionally, the locking hole 11 includes a first end 111 and a second end 112 disposed opposite to each other along a first direction. The first end 111 is closer to the interface between the anti-collision beam body 10 and the first reinforcement member 20 than the second end 112. The area of ​​the first end 111 is less than or equal to the area of ​​the second end 112. The first direction is the stacking direction of the anti-collision beam body 10 and the first reinforcement member 20.

[0078] like Figure 11 , Figure 12 In the cross-sectional view shown, the cross-sectional shape of the locking hole 11 is trapezoidal, and its three-dimensional shape is conical. The locking protrusion 21 that is locked and connected to the locking hole 11 of this shape is also conical. Since the first end 111 is close to the interface between the anti-collision beam body 10 and the first reinforcement 20, and the area of ​​the first end 111 is smaller than the area of ​​the second end 112, the locking protrusion 21 connected in the locking hole 11 is not easy to fall out of the locking hole 11, which improves the bonding strength between the anti-collision beam body 10 and the first reinforcement 20, and greatly improves the reliability and stability of their collaborative work when a collision occurs.

[0079] In practical applications, the shape of the locking hole 11 in the cross-section parallel to the interface between the anti-collision beam body 10 and the first reinforcing member 20 can be circular, polygonal, or irregular. This application embodiment does not specifically limit this. Among them, the locking hole 11 with a non-circular cross-section can also provide additional anti-torsional locking capability, further enhancing the torsional stiffness between the first reinforcing member 20 and the anti-collision beam body 10.

[0080] It should be understood that in Figure 11 , Figure 12 the illustrated embodiment, only a schematic diagram is shown where the area of the first end 111 is smaller than the area of the second end 112 when the locking hole 11 is a blind hole. In practical applications, when the locking hole is a through hole, the area of the first end 111 can also be designed to be smaller than the area of the second end 112, and similar beneficial effects as described above can be achieved, which will not be repeated herein.

[0081] As shown in Figure 9 , Figure 10 , the locking hole 11 is a through hole, the locking protrusion 21 passes through the locking hole 11 and extends into the crash beam body 10, the portion of the locking protrusion 21 extending into the crash beam body 10 forms a locking end 211, and the area of the locking end 211 is larger than the area of the through hole, so that the locking end is limited by the through hole, preventing the locking end 211 from coming out of the through hole, so as to firmly lock the locking protrusion 21 inside the crash beam body 10. It should be noted that the crash beam body 10 is usually of a hollow structure and includes a plurality of side walls, the locking hole 11 is provided on the side wall of the crash beam body 10, and that the locking protrusion 21 passes through the locking hole 11 and extends into the crash beam body 10 means that the locking protrusion 21 passes through the side wall of the crash beam body 10 and extends into the hollow cavity of the crash beam body 10.

[0082] Optionally, the cross-sectional profile of the crash beam body 10 includes any one of polygon, D-shape and special shape. When the cross-sectional profile of the crash beam body 10 is a polygon, it may include any shape such as rectangle, hexagon and trapezoid, and the embodiment of the present application does not specifically limit the outer contour shape of the crash beam body 10. In addition, reinforcing ribs are optionally arranged inside the crash beam body 10, that is, reinforcing ribs may or may not be arranged inside the crash beam body 10. In the case where reinforcing ribs are provided, the number of reinforcing ribs may be one, two or more, and the embodiment of the present application does not specifically limit the arrangement direction of the reinforcing ribs. For example, two reinforcing ribs are provided, and the two reinforcing ribs are arranged in parallel between the top wall and the bottom wall of the crash beam body 10, so that the cross-section of the crash beam body 10 is formed into a grid shape like the Chinese character "目"; or, the two reinforcing ribs are arranged to intersect and connected to a plurality of side walls of the crash beam body, so that the cross-section of the crash beam body 10 is formed into a grid shape like the Chinese character "田". The arrangement of reinforcing ribs can improve the bending resistance of the crash beam body 10, and also play a good supporting role for the side walls of the crash beam body 10, resist the tendency that the side walls of the crash beam body 10 approach each other, and greatly delay the time when the cross-section of the crash beam loses stability.

[0083] Further, the anti-collision beam further comprises an energy absorbing box 30 and a second reinforcing member 40. The energy absorbing box 30 has a first end face 31 and a second end face 32 that are disposed opposite to each other, and a side face connected between the first end face 31 and the second end face 32. The first end face 31 is connected to the anti-collision beam body 10 and / or the first reinforcing member 20, the second end face 32 is configured to be connected to a longitudinal beam, and the second reinforcing member 40 is connected to the energy absorbing box 30 and covers at least part of the side face.

[0084] Specifically, the energy absorbing box 30 in the embodiment of the present application is a frame structure with a "#"-shaped cross section, the first end face 31 of which faces the outer side of the vehicle, such as the front end or the rear end, and is configured to be connected to the anti-collision beam body 10 and / or the first reinforcing member 20, so as to receive the collision force transmitted from the anti-collision beam body 10 and the first reinforcing member 20 and undergo ordered plastic collapse to absorb collision energy. In the embodiment of the present application, the energy absorbing box 30 can be formed by extrusion of 7003-T5 aluminum alloy. A connecting plate is arranged on the first end face 31 of the energy absorbing box 30, and the connecting plate is connected to the outer surface of the anti-collision beam body 10 or the first reinforcing member 20 through epoxy resin structural adhesive (the specific connection condition needs to be combined with the arrangement position of the first reinforcing member 20 on the outer surface of the anti-collision beam body 10). A side of the energy absorbing box 30 opposite to the first end face 31 is the second end face 32, and a mounting plate 33 is connected to the second end face 32 for connecting with the vehicle body longitudinal beam, so that the residual load after the collapse of the energy absorbing box 30 can be transmitted to the longitudinal beam.

[0085] In the embodiment of the present application, by covering at least part of the side face of the energy absorbing box 30 with the second reinforcing member 40, the second reinforcing member 40 can assist in energy absorption when being squeezed and bent, and absorb extra energy. The second reinforcing member 40 can be made of the same material as or a different material from the first reinforcing member 20. For example, the second reinforcing member 40 in the embodiment of the present application is also a reinforcing fiber composite material layer, and comprises an epoxy resin matrix and carbon fiber reinforcing fibers. When the second reinforcing member 40 is squeezed and bent, the carbon fibers can absorb energy through fiber fracture, which optimizes the energy absorption effect of the anti-collision beam. In this way, the combination of the second reinforcing member 40 and the energy absorbing box 30 organically integrates the energy absorption mechanism of fiber fracture and the energy absorption mechanism of metal plastic collapse, and improves the total energy absorption of the anti-collision beam.

[0086] In practical applications, the number of the second reinforcing members 40 can be one or more, and the shape of the second reinforcing member 40 can be flat plate type, U-shaped, etc. The embodiment of the present application does not limit the number and shape of the second reinforcing members 40. For example, as Figure 13 shown, the number of the second reinforcing members 40 is two, and the two second reinforcing members 40 are respectively connected to the upper surface and the lower surface of the energy absorbing box 30.

[0087] Optionally, a part of the second reinforcing member 40 extends beyond the first end face 31 of the energy absorbing box 30 and is connected to the anti-collision beam body 10.

[0088] In this embodiment, when the second reinforcement 40 extends beyond the first end face 31 of the energy-absorbing box 30, the second reinforcement 40 can absorb energy through deformation or damage. Simultaneously, the second reinforcement 40 establishes a direct force transmission channel between the anti-collision beam body 10 and the energy-absorbing box 30. The collision force can first act on the second reinforcement 40 and then be transmitted to the energy-absorbing box 30, allowing the energy-absorbing box 30 to participate in energy absorption earlier and reducing the rigid impact in the initial stage of the collision. Furthermore, it should be understood that the connection between the energy-absorbing box 30 and the anti-collision beam body 10 is typically a stress concentration area. The second reinforcement 40 protruding from the first end face 31 of the energy-absorbing box 30 and connecting to the anti-collision beam body 10 improves the connection reliability between the energy-absorbing box 30 and the anti-collision beam body 10, effectively preventing the energy-absorbing box 30 from detaching from the anti-collision beam body 10 during the collision, ensuring the integrity of the collision force transmission path, and ensuring that the energy-absorbing box 30 efficiently participates in the collision energy absorption process.

[0089] Optionally, the connection between the second reinforcement 40 and the energy-absorbing box 30 and the anti-collision beam body 10 includes at least one of adhesive connection and fastener connection, wherein the fastener connection may include at least one of threaded connection, riveting, key connection and pin connection.

[0090] Specifically, part of the second reinforcing member 40 is connected to the energy-absorbing box 30, and the other part is connected to the anti-collision beam body 10.

[0091] Optionally, when the connection between the energy-absorbing box 30 and the anti-collision beam body 10 includes fastener connection, the energy-absorbing box 30 is provided with mounting holes, and the anti-collision beam is also provided with an insulating layer, the insulating layer at least covering the hole wall of the mounting hole, and selectively disposed between the energy-absorbing box 30 and the second reinforcement member 40.

[0092] The insulation layer design isolates the energy-absorbing box 30 from the second reinforcement member 40, preventing electrochemical corrosion that may occur due to direct contact. This ensures the structural integrity and stability of both the energy-absorbing box 30 and the second reinforcement member 40, extending their service life and allowing them to participate in energy absorption as expected and fully utilize their energy absorption efficiency during a collision. Whether the insulation layer is placed between the energy-absorbing box 30 and the second reinforcement member 40 depends on their specific connection method: when the energy-absorbing box 30 and the second reinforcement member 40 are only connected by fasteners, an insulation layer is placed between them to isolate them; when the energy-absorbing box 30 and the second reinforcement member 40 are connected by adhesive bonding and fasteners, since there is an adhesive layer (such as an epoxy resin layer) between them, the adhesive layer can achieve isolation, so the insulation layer can be placed only on the wall of the mounting hole.

[0093] For example, in this embodiment, the second reinforcement 40 is first bonded to the energy-absorbing box 30 and the anti-collision beam body 10 with epoxy resin structural adhesive, and then cold-connected with self-piercing rivets. This cold connection ensures that even if the epoxy resin adhesive layer fails, the second reinforcement 40 maintains a reliable connection with the anti-collision beam body 10 and the energy-absorbing box 30, and that the second reinforcement 40 and the energy-absorbing box 30 continue to participate in energy absorption. This ensures a complete and reliable force transmission path, providing higher safety redundancy and a longer service life when the vehicle is operating under complex collision conditions. It also prevents the energy absorption performance of the anti-collision beam from being compromised or lost due to connection failure during a collision, ensuring that the anti-collision beam stably performs its safety performance. Besides self-piercing rivet connections, flow drill screws (FDS), press-fit nuts, or transverse through-pins can also be used. In particular, the transverse through-pin solution allows for the embedding of metal connectors at the end of the anti-collision beam body 10. After the energy-absorbing box 30 is inserted, it is locked by the pin, forming another type of detachable, strong mechanical interlock.

[0094] In specific applications, mounting holes can be first made on the energy-absorbing box, and then an insulating layer can be formed on the inner and outer surfaces of the energy-absorbing box 30 and the walls of the mounting holes by electrophoresis. The second reinforcing member 40 can then be attached to the outside of the insulating layer by bonding, cold bonding, or other methods. In other embodiments, the insulating layer can be formed on the inner and outer surfaces of the energy-absorbing box 30 and the walls of the mounting holes by other molding processes such as UV-cured insulating coating or insulating paint spraying.

[0095] In summary, the anti-collision beam provided in this application embodiment may include at least the following advantages: In this embodiment, the first reinforcement member covers at least a portion of the outer surface of the anti-collision beam body. In the initial stage of a vehicle-beam collision, the first reinforcement member, as the first component to bear the load, will deform first to absorb the initial impact energy and simultaneously transmit the collision force rapidly and evenly to the anti-collision beam body. Furthermore, with the first reinforcement member still locked to the anti-collision beam body, the bonding strength between them is improved, reducing the risk of premature separation due to inconsistent deformation during a collision. This ensures the integrity of the anti-collision beam during the collision process, allowing it to fully leverage the collaborative advantages between the first reinforcement member and the anti-collision beam body, thus optimizing the energy absorption performance of the anti-collision beam.

[0096] This application also provides a vehicle including any of the above-described anti-collision beams.

[0097] It should be noted that in this embodiment, the structure of the anti-collision beam is the same as that of the anti-collision beam in any of the above embodiments, and its beneficial effects are similar, so it will not be described in detail here.

[0098] 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 this application. 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.

[0099] Although embodiments of this application 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 this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A crash beam, characterized in that, include: The anti-collision beam body (10) and the first reinforcement (20) are provided, wherein the first reinforcement (20) covers at least part of the outer surface of the anti-collision beam body (10) and is locked to the anti-collision beam body (10).

2. The anti-collision beam according to claim 1, characterized in that, The first reinforcement (20) includes a plurality of covering portions, at least two of which have different thicknesses.

3. The anti-collision beam according to claim 2, characterized in that, The first reinforcing member (20) is locked to the anti-collision beam body (10) to form a plurality of locking connection parts. In different covering parts, the distribution density of the locking connection parts is positively correlated with the thickness of the covering part.

4. The anti-collision beam according to claim 3, characterized in that, The anti-collision beam body (10) includes a continuously arranged end connection area (101), a transition energy absorption area (102) and a middle energy absorption area (103). Among the plurality of covering parts, there are a continuously arranged first covering part (201), a second covering part (202) and a third covering part (203). The first covering part (201) is connected to the end connection area (101), the second covering part (202) is connected to the transition energy absorption area (102), and the third covering part (203) is connected to the middle energy absorption area (103). The second covering part (202) is a variable thickness structure that is thick in the middle and thin at both ends. The end of the second covering part (202) near the first covering part (201) is the third end, and the thickness of the third end is greater than or equal to the maximum thickness of the first covering part (201). The end of the second covering part (202) near the third covering part (203) is the fourth end, and the thickness of the fourth end is greater than or equal to the maximum thickness of the third covering part (203).

5. The anti-collision beam according to claim 4, characterized in that, In the direction from the first covering part (201) to the third covering part (203), the second covering part (202) includes a first variable thickness segment, a constant thickness segment and a second variable thickness segment arranged sequentially, wherein the thickness of the first variable thickness segment increases and the thickness of the second variable thickness segment decreases.

6. The anti-collision beam according to claim 4, characterized in that, The first reinforcement (20) satisfies at least one of the following conditions: The thickness of the fourth end is greater than the thickness of the third end; The minimum thickness of the third covering part (203) is greater than the maximum thickness of the first covering part (201); The first covering part (201) has a uniform thickness structure; The third covering part (203) has a uniform thickness structure.

7. The anti-collision beam according to claim 4, characterized in that, The anti-collision beam also includes an energy-absorbing box (30), and the transition energy-absorbing zone (102) includes an arc-shaped transition section, with the energy-absorbing box (30) connected to the arc-shaped transition section.

8. The anti-collision beam according to any one of claims 1 to 7, characterized in that, One of the anti-collision beam body (10) and the first reinforcement member (20) is provided with a locking hole (11), and the other is provided with a locking protrusion (21). The locking protrusion (21) is at least partially embedded in the locking hole (11).

9. The anti-collision beam according to claim 8, characterized in that, The locking hole (11) includes at least one of a through hole and a blind hole.

10. The anti-collision beam according to claim 8, characterized in that, The locking hole (11) includes a first end (111) and a second end (112) disposed opposite to each other along a first direction. The first end (111) is closer to the interface between the anti-collision beam body (10) and the first reinforcement member (20) than the second end (112). The area of ​​the first end (111) is less than or equal to the area of ​​the second end (112).

11. The anti-collision beam according to claim 8, characterized in that, The locking hole (11) is a through hole. The locking protrusion (21) passes through the locking hole (11) and extends into the interior of the anti-collision beam body (10). The part of the locking protrusion (21) extending into the interior of the anti-collision beam body (10) forms a locking end (211). The area of ​​the locking end (211) is larger than the area of ​​the through hole.

12. The anti-collision beam according to any one of claims 1 to 7, characterized in that, The cross-sectional profile of the anti-collision beam body (10) includes any one of polygon, D-shape, or irregular shape, and the anti-collision beam body (10) is selectively provided with reinforcing ribs inside.

13. The anti-collision beam according to any one of claims 1 to 7, characterized in that, The anti-collision beam also includes an energy-absorbing box (30) and a second reinforcing member (40); The energy-absorbing box (30) has a first end face (31) and a second end face (32) disposed opposite to each other, and a side face connected between the first end face (31) and the second end face (32). The first end face (31) is connected to the anti-collision beam body (10) and / or the first reinforcement member (20), and the second reinforcement member (40) is connected to the energy-absorbing box (30) and covers at least part of the side face.

14. The anti-collision beam according to claim 13, characterized in that, The connection between the second reinforcing member (40) and the energy-absorbing box (30) and the anti-collision beam body (10) includes at least one of adhesive connection and fastener connection; When the connection method includes fastener connection, the energy-absorbing box (30) is provided with mounting holes, and the anti-collision beam also includes an insulating layer, which at least covers the hole wall of the mounting hole and is selectively disposed between the energy-absorbing box (30) and the second reinforcement member (40).

15. A vehicle, characterized in that, Includes the anti-collision beam as described in any one of claims 1 to 14.

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