Anti-collision beam collision system and vehicle

Abstract

The utility model provides an anti-collision beam collision system and a vehicle, and relates to the technical field of automobiles. The anti-collision beam collision system comprises a main anti-collision beam, an auxiliary anti-collision beam, a longitudinal beam, an edge beam, a first energy absorption box, a second energy absorption box and a third energy absorption box. The edge beam is connected with the longitudinal beam through a first connecting piece. The first energy absorption box is connected between the main anti-collision beam and the longitudinal beam, so that the main anti-collision beam, the first energy absorption box and the longitudinal beam form a first force transmission channel; an extension part is arranged at the end part of the main anti-collision beam, and the second energy absorption box is connected between the extension part and the first connecting piece, so that the main anti-collision beam, the second energy absorption box and the edge beam form a second force transmission channel; the third energy absorption box is connected between the auxiliary anti-collision beam and the auxiliary frame, so that the auxiliary anti-collision beam, the third energy absorption box and the auxiliary frame form a third force transmission channel; according to the anti-collision beam collision system, the three complete force transmission channels are built, so that the collision force transmission efficiency is improved, and the force transmission requirements under all collision working conditions can be met.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to an anti-collision beam collision system and a vehicle. Background Art

[0002] As collision regulations become stricter, more and more domestic and joint venture models pay more attention to the collision safety design of the entire vehicle, among which frontal collision safety is the most important part of vehicle safety.

[0003] The traditional anti-collision beam collision system is usually a structure in which the wheel arch side beam and the main energy absorption box are matched. The main energy absorption box is aligned with the cabin longitudinal beam, and the y-section of the main energy absorption box is limited. Under the 64SOL collision condition, the barrier slips off the side wall of the energy absorption box, and the main energy absorption box cannot be crushed. The main energy absorption box and the cabin longitudinal beam cannot be effectively crushed to participate in the collision, resulting in the wheel arch side beam bearing the collision force alone, and the structure needs to be heavier; under the 56FF collision condition, the front energy absorption effect of the main energy absorption box is limited. Under the 50MPDB collision condition, the main energy absorption box and the barrier are squeezed less, and the energy absorption can be less. Therefore, the traditional side beam and longitudinal beam energy absorption box matching structure can no longer meet the force transmission requirements of various collision conditions under the new regulations. Utility Model Content

[0004] In view of this, the present application aims to propose an anti-collision beam collision system and a vehicle to solve the problem in the prior art that the collision system cannot fully absorb energy and cannot meet the force transmission requirements of various collision conditions.

[0005] To achieve the above purpose, the technical solution of this application is implemented as follows:

[0006] An anti-collision beam collision system and a vehicle, comprising: a main anti-collision beam, a secondary anti-collision beam, a longitudinal beam, a side beam, a subframe, a first energy absorption box, a second energy absorption box and a third energy absorption box;

[0007] One end of the side beam close to the main anti-collision beam and one end of the longitudinal beam close to the main anti-collision beam are connected through a first connecting member; the first energy absorption box is connected between the main anti-collision beam and the longitudinal beam, so that the main anti-collision beam, the first energy absorption box and the longitudinal beam form a first force transmission channel;

[0008] An extension portion is provided at the end of the main anti-collision beam, and the second energy absorption box is connected between the extension portion and the first connecting member, so that the main anti-collision beam, the second energy absorption box and the side beam form a second force transmission channel;

[0009] The third energy absorbing box is connected between the secondary anti-collision beam and the sub-frame, so that the secondary anti-collision beam, the third energy absorbing box and the sub-frame form a third force transmission channel.

[0010] Furthermore, a side thrust structure is arranged on the first connecting member, and the side thrust structure includes two oppositely arranged first side panels and a second side panel connected between the two first side panels; the shape of the first side panel is arranged to be a triangle, and the first side panel in the shape of a triangle has a first connecting edge, a second connecting edge and a third connecting edge, the first connecting edge is connected to the first connecting member, the second connecting edge is connected to the longitudinal beam, and the third connecting edge is connected to the second side panel; one opposite side of the second side panel is respectively connected to the two first side panels, and the other opposite side of the second side panel is respectively connected to the first connecting member and the longitudinal beam.

[0011] Furthermore, a first flange is provided at the edge of the first connecting edge, and a second flange is provided at the edge of the second connecting edge, the first flange is connected to the first connecting member, and the second flange is connected to the longitudinal beam; a third flange is provided at the edge of the second side panel close to the first connecting edge, and a fourth flange is provided at the edge of the second side panel close to the second connecting edge, the third flange is connected to the first connecting member, and the fourth flange is connected to the longitudinal beam.

[0012] Furthermore, a plurality of first reinforcing ribs are provided on the second side plate.

[0013] Furthermore, the second energy absorption box includes a box body and second reinforcing ribs arranged inside the box body, and the second reinforcing ribs are arranged along the length direction of the box body; wherein the cross-sectional shape of the box body is set to be a square, and the cross-sectional shape of the second reinforcing ribs is set to be a rhombus; the second reinforcing ribs with a rhombus cross-sectional shape include four groups of second reinforcing plates, each of the second reinforcing plates has an arc-shaped cross-sectional shape, and the concave surface of the arc-shaped second reinforcing plates is arranged toward the inner wall of the box body.

[0014] Furthermore, a plurality of induction holes distributed at intervals are provided on the box body along the length direction of the box body.

[0015] Furthermore, a dimension of the main anti-collision beam in a first direction is greater than a dimension of the second energy absorption box in the first direction.

[0016] Furthermore, a first connecting end plate is arranged between the first energy absorption box and the longitudinal beam, the first energy absorption box is fixedly connected to the first connecting end plate, and the first connecting end plate is connected to the longitudinal beam through a first bolt; a second connecting end plate is arranged between the second energy absorption box and the first connecting member, the second energy absorption box is fixedly connected to the second connecting end plate, and the second connecting end plate is connected to the first connecting member through a second bolt.

[0017] Furthermore, a locating pin is provided at one end of the longitudinal beam close to the first energy absorption box, and a locating hole matching the locating pin is provided on the first connecting end plate.

[0018] Furthermore, the positioning pin includes a first shaft segment, a second shaft segment and a third shaft segment connected in sequence; the diameter of the second shaft segment gradually decreases from an end close to the first shaft segment to an end close to the third shaft segment, the diameter of the end of the second shaft segment close to the first shaft segment is equal to the diameter of the first shaft segment, and the diameter of the end of the second shaft segment close to the third shaft segment is smaller than the diameter of the third shaft segment.

[0019] Compared with the prior art, the anti-collision beam collision system described in this application has the following advantages:

[0020] (1) The anti-collision beam collision system described in the present application is provided with a first energy absorption box on the main anti-collision beam, and the first energy absorption box is connected to the longitudinal beam, so that the main anti-collision beam, the first energy absorption box and the longitudinal beam form a first force transmission channel; an extension portion is provided at the end of the main anti-collision beam, and a second energy absorption box is provided on the extension portion, and the second energy absorption box is connected to the side beam, so that the main anti-collision beam, the second energy absorption box and the side beam form a second force transmission channel; a third energy absorption box is provided on the secondary anti-collision beam, and the third energy absorption box is connected to the sub-frame, so that the secondary anti-collision beam, the third energy absorption box and the sub-frame form a third force transmission channel. By constructing three complete force transmission channels under the frontal collision condition, the transmission efficiency of the collision force is improved, and efficient energy absorption is achieved, which meets the force transmission requirements of various collision conditions such as 56FF, 50MPDB, and 64SOL.

[0021] (2) The anti-collision beam collision system described in the present application has a side thrust structure arranged between the first connecting member and the longitudinal beam, and the side thrust structure includes two oppositely arranged first side panels and a second side panel connected between the two first side panels; the shape of the first side panel is arranged to be a triangle, the first connecting edge of the first side panel is connected to the first connecting member, the second connecting edge of the first side panel is connected to the longitudinal beam, and the third connecting edge of the first side panel is connected to the second side panel; one opposite side of the second side panel is respectively connected to the two first side panels, and the other opposite sides of the second side panel are respectively connected to the first connecting member and the longitudinal beam; by arranging the side thrust structure, in the offset working condition, on the one hand, the force transmitted to the longitudinal beam can be increased, and the first energy absorbing box can be synchronously crushed by the crushing of the second energy absorbing box, thereby improving the force transmission efficiency of the first force transmission channel; on the other hand, it can also play the role of pushing the vehicle body and weakening the collision force.

[0022] Another object of the present application is to provide a vehicle, comprising the anti-collision beam collision system as described above.

[0023] The advantages of the vehicle and the above-mentioned anti-collision beam collision system over the prior art are the same and will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings constituting a part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0025] Figure 1 A schematic diagram of the three-dimensional structure of the anti-collision beam collision system according to an embodiment of the present application;

[0026] Figure 2 A top view of the anti-collision beam collision system according to an embodiment of the present application;

[0027] Figure 3 A side view of the anti-collision beam collision system according to an embodiment of the present application;

[0028] Figure 4 Schematic diagram of the connection relationship between the side thrust structure, the first connecting member and the longitudinal beam in the anti-collision beam collision system according to the embodiment of the present application Figure 1 ;

[0029] Figure 5 Schematic diagram of the connection relationship between the side thrust structure, the first connecting member and the longitudinal beam in the anti-collision beam collision system according to the embodiment of the present application Figure 2 ;

[0030] Figure 6 A schematic diagram of the connection between the first energy absorption box, the second energy absorption box and the main anti-collision beam in the anti-collision beam collision system according to an embodiment of the present application;

[0031] Figure 7 It is a schematic diagram of the three-dimensional structure of the second energy absorption box in the anti-collision beam collision system according to an embodiment of the present application;

[0032] Figure 8 A schematic diagram of the cross-sectional shape of the second energy absorption box in the anti-collision beam collision system according to an embodiment of the present application;

[0033] Fig. 9 This is a schematic diagram of the structure of the positioning pin in the anti-collision beam collision system described in an embodiment of the present application.

[0034] Description of reference numerals:

[0035] 11. Main anti-collision beam; 111. Extension; 12. Auxiliary anti-collision beam; 21. Longitudinal beam; 22. Side beam; 23. First connecting piece; 24. Side thrust structure; 241. First side plate; 242. Second side plate; 243. First flange; 244. Second flange; 245. Third flange; 246. Fourth flange; 31. First energy absorption box; 32. Second energy absorption box; 321. Box body; 322. Second reinforcement plate; 323. Induction hole; 33. Third energy absorption box; 4. Subframe; 51. First connecting end plate; 511. Positioning hole; 52. Second connecting end plate; 6. Positioning pin; 61. First shaft section; 62. Second shaft section; 63. Third shaft section. DETAILED DESCRIPTION

[0036] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application may be combined with each other.

[0037] In addition, the directions or positional relationships indicated by "up", "down", "left", "right", "front", "back", etc. mentioned in the embodiments of the present application are based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present application. In addition, relational terms such as "first" and "second" are merely used to distinguish one entity from another, and do not necessarily require or imply any such actual relationship or order between these entities, nor can they be understood as indicating or implying relative importance. In addition, the x-axis in the drawings of the present application represents the length direction of the vehicle, the y-axis represents the width direction of the vehicle, and the z-axis represents the height direction of the vehicle.

[0038] The present application will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0039] In the relevant technology, the collision regulations are tightened, and the 50FF condition is upgraded to the 56FF condition (56km / h 100% frontal overlap collision). The test vehicle speed increases by 12%, and the collision energy increases by 26%. It is necessary to increase the cabin deformation energy absorption space and increase the longitudinal beam cross-sectional force; the new 50MPDB condition (50km / h frontal 50% overlap collision) has increased the barrier compatibility penalty requirements and needs to increase the barrier compression area. The traditional anti-collision beam collision system is usually a structure in which the wheel arch side beam and the main energy absorption box are matched, in which the main energy absorption box is aligned with the cabin longitudinal beam. The effect of this matching structure under three frontal collision conditions is analyzed as follows:

[0040] Under the 64SOL collision condition, the main energy absorption box has a limited y-direction cross-section, the barrier slides off the side wall of the main energy absorption box, and the main energy absorption box and the cabin longitudinal beam cannot be effectively crushed to participate in the collision. That is, under the small offset condition, the main energy absorption box cannot effectively collapse and absorb energy, and the wheel arch side beam can only bear the collision force alone, resulting in excessive force on the wheel arch side beam, the A-pillar, the A-pillar, and the floor threshold beam, and the structure needs to be heavier;

[0041] Under the 56FF collision condition, the main energy absorption box has a limited y-direction cross section and a limited frontal energy absorption effect;

[0042] Under the 50MPDB collision condition, the main energy absorption box and the barrier have a smaller compression area, and less energy can be absorbed by crushing, which easily leads to failure to meet the compatibility penalty points.

[0043] Therefore, the traditional structure of the energy absorption box of the side beam and the longitudinal beam can no longer meet the force transmission requirements of various collision conditions under the new regulations.

[0044] In view of this, an embodiment of the present application provides an anti-collision beam collision system.

[0045] See also Figure 1 A collision prevention beam system and a vehicle include a main collision prevention beam 11, a secondary collision prevention beam 12, a longitudinal beam 21, a side beam 22, a subframe 4, a first energy absorption box 31, a second energy absorption box 32 and a third energy absorption box 33.

[0046] One end of the side beam 22 close to the main anti-collision beam 11 is connected to one end of the longitudinal beam 21 close to the main anti-collision beam 11 through a first connecting member 23; one end of the side beam 22 close to the main anti-collision beam 11 is connected to one end of the longitudinal beam 21 close to the main anti-collision beam 11 through a first connecting member 23; the first energy absorption box 31 is connected between the main anti-collision beam 11 and the longitudinal beam 21, so that the main anti-collision beam 11, the first energy absorption box 31 and the longitudinal beam 21 form a first force transmission channel; an extension portion 111 is provided at the end of the main anti-collision beam 11, and the second energy absorption box 32 is connected between the extension portion 111 and the first connecting member 23, so that the main anti-collision beam 11, the second energy absorption box 32 and the side beam 22 form a second force transmission channel; the third energy absorption box 33 is connected between the auxiliary anti-collision beam 12 and the auxiliary frame 4, so that the auxiliary anti-collision beam 12, the third energy absorption box 33 and the auxiliary frame 4 form a third force transmission channel.

[0047] For details, see Figure 1-Figure 3The main anti-collision beam 11 is arranged along the y direction, the longitudinal beam 21 and the side beam 22 are arranged along the x direction, the longitudinal beam 21 includes two left and right longitudinal beams 21, and the left and right longitudinal beams 21 are symmetrically distributed at both ends of the main anti-collision beam 11. The side beam 22 also includes two left and right longitudinal beams 22, and the left and right side beams 22 are also symmetrically distributed at both ends of the main anti-collision beam 11, and the side beam 22 is located outside the longitudinal beam 21, and is closer to the end of the main anti-collision beam 11 than the longitudinal beam 21. The side beam 22 and the longitudinal beam 21 are connected at one end close to the main anti-collision beam 11 through a first connecting member 23. The auxiliary anti-collision beam 12 is arranged along the y direction and is located below the main anti-collision beam 11; the auxiliary frame 4 is a left-right symmetrical structure and is located below the longitudinal beam 21.

[0048] There are two first energy absorption boxes 31, which correspond to the left and right longitudinal beams 21 respectively. One end of the first energy absorption box 31 is connected to the main anti-collision beam 11, and the other end is connected to the longitudinal beam 21, so that the main anti-collision beam 11, the first energy absorption box 31, and the longitudinal beam 21 form a first force transmission channel, and the collision force can be transmitted along the main anti-collision beam 11, the first energy absorption box 31, and the longitudinal beam 21.

[0049] Extensions 111 are provided at both ends of the main anti-collision beam 11, and the extensions 111 extend toward the side beam 22. By providing the extensions 111, the second energy absorption box 32 can be aligned with the side beam 22. Two second energy absorption boxes 32 are provided, corresponding to the left and right side beams 22, respectively. One end of the second energy absorption box 32 is connected to the extension 111, and the other end is connected to the first connecting member 23. The second energy absorption box 32 is connected to the side beam 22 through the first connecting member 23, and then the main anti-collision beam 11, the second energy absorption box 32, and the side beam 22 form a second force transmission channel, and the collision force can be transmitted along the main anti-collision beam 11, the second energy absorption box 32, and the side beam 22.

[0050] Two third energy absorption boxes 33 are also provided, which are respectively provided on the left and right sides of the sub-frame 4. One end of the third energy absorption box 33 is connected to the sub-anti-collision beam 12, and the other end is connected to the sub-frame 4, so that the sub-anti-collision beam 12, the third energy absorption box 33, and the sub-frame 4 form a third force transmission channel, and the collision force can be transmitted along the sub-anti-collision beam 12, the third energy absorption box 33, and the sub-frame 4.

[0051] The embodiment of the present application can effectively improve the collision force transmission efficiency by building three complete force transmission channels under the frontal collision condition. Compared with the traditional collision energy absorption structure, the y-direction cross-section is increased by the cooperation of the second energy absorption box 32 and the first energy absorption box 31, and the z-direction cross-section is increased by the cooperation of the third energy absorption box 33 and the first energy absorption box 31, which effectively improves the energy absorption effect and can meet the force transmission requirements of various collision conditions such as 56FF, 50MPDB, and 64SOL.

[0052] Furthermore, a side thrust structure 24 is provided on the first connecting member 23, and the side thrust structure 24 includes two oppositely arranged first side panels 241 and a second side panel 242 connected between the two first side panels 241; the shape of the first side panel 241 is set to be a triangle, and the first side panel 241 in the shape of a triangle has a first connecting edge, a second connecting edge and a third connecting edge, the first connecting edge is connected to the first connecting member 23, the second connecting edge is connected to the longitudinal beam 21, and the third connecting edge is connected to the second side panel 242; one opposite side of the second side panel 242 is respectively connected to the two first side panels 241, and the other opposite side of the second side panel 242 is respectively connected to the first connecting member 23 and the longitudinal beam 21.

[0053] For details, see Figure 4 and Figure 5 The first connecting member 23 is arranged along the y direction, the longitudinal beam 21 is arranged along the x direction, the side thrust structure 24 is connected between the first connecting member 23 and the longitudinal beam 21, and the side thrust structure 24 includes two first side plates 241 arranged opposite to each other and a second side plate 242 connected between the two first side plates 241, wherein the first side plate 241 is in the shape of a triangle, the first connecting edge of the first side plate 241 is connected to the first connecting member 23, and the second connecting edge is connected to the longitudinal beam 21; the second side plate 242 is in the shape of a rectangle, one opposite side of the second side plate 242 is connected to the third connecting edge of the first side plate 241, and the other opposite side is respectively connected to the first connecting member 23 and the longitudinal beam 21. After the side thrust structure 24 is connected to the first connecting member 23 and the longitudinal beam 21, the first connecting member 23 faces one side of the side thrust structure 24, the longitudinal beam 21 faces one side of the side thrust structure 24, the two first side plates 241 and the second side plate 242 are enclosed, and a cavity in the shape of a triangular prism is formed inside.

[0054] By setting the side thrust structure 24, a triangular support is formed between the first connecting member 23 and the longitudinal beam 21, thereby increasing the stability of the structure. In the offset working condition, the collision force transmitted from the second energy absorbing box 32 to the first connecting member 23 can be transmitted to the longitudinal beam 21 along the side thrust structure 24, thereby increasing the force transmitted to the longitudinal beam 21. The crushing of the second energy absorbing box 32 drives the first energy absorbing box 31 to be crushed synchronously, thereby improving the force transmission efficiency of the first force transmission channel. On the other hand, the side thrust structure 24 can also play the role of pushing away the vehicle body and weakening the collision force.

[0055] Furthermore, a first flange 243 is provided at the edge of the first connecting edge, and a second flange 244 is provided at the edge of the second connecting edge, the first flange 243 is connected to the first connecting member 23, and the second flange 244 is connected to the longitudinal beam 21; a third flange 245 is provided at the edge of the second side plate 242 close to the first connecting edge, and a fourth flange 246 is provided at the edge of the second side plate 242 close to the second connecting edge, the third flange 245 is connected to the first connecting member 23, and the fourth flange 246 is connected to the longitudinal beam 21.

[0056] like Figure 5 As shown, in order to further facilitate the connection between the side thrust structure 24 and the first connecting member 23, and between the side thrust structure 24 and the longitudinal beam 21, a first flange 243 is arranged at the edge of the first connecting side, and a second flange 244 is arranged at the edge of the second connecting side. The first flange 243 is arranged in a close relationship with the first connecting member 23, and the second flange 244 is arranged in a close relationship with the longitudinal beam 21, so as to realize the connection between the first side plate 241 and the first connecting member 23 and the longitudinal beam 21; a third flange 245 is arranged at an edge of one side of the second side plate 242 close to the first connecting edge, and a fourth flange 246 is arranged at an edge of one side of the second side plate 242 close to the second connecting edge. The third flange 245 is arranged in a close relationship with the first connecting member 23, and the fourth flange 246 is arranged in a close relationship with the longitudinal beam 21, so as to realize the connection between the second side plate 242 and the first connecting member 23 and the longitudinal beam 21.

[0057] By providing the first flange 243, the second flange 244, the third flange 245 and the fourth flange 246, the connection area between the side thrust structure 24 and the first connecting member 23 and the longitudinal beam 21 can be increased, and the connection strength can be increased. The connection method can be welding, bonding, screwing, etc. to ensure the stability of the connection.

[0058] Furthermore, a plurality of first reinforcing ribs are provided on the second side plate 242. Figure 5 As shown, the second side plate 242 is obliquely arranged between the first connecting member 23 and the longitudinal beam 21, and plays a supporting and stabilizing role in the connection between the first connecting member 23 and the longitudinal beam 21. Two first reinforcing ribs are arranged on the second side plate 242, which can further improve the structural strength of the second side plate 242 and enhance the stability of the side thrust structure 24.

[0059] Furthermore, the second energy absorption box 32 includes a box body 321 and a second reinforcing rib arranged inside the box body 321, and the second reinforcing rib is arranged along the length direction of the box body 321; wherein the cross-sectional shape of the box body 321 is set to be square, and the cross-sectional shape of the second reinforcing rib is set to be rhombus; the second reinforcing rib with a rhombus cross-sectional shape includes four groups of second reinforcing plates 322, and the cross-sectional shape of each second reinforcing plate 322 is arc-shaped, and the concave surface of the arc-shaped second reinforcing plate 322 is arranged toward the inner wall of the box body 321.

[0060] Specifically, the length direction of the box body 321 of the second energy absorption box 32 is Figure 6 In the x direction shown in FIG, the cross section of the second energy absorbing box 32 in the yz direction is as follows Figure 8 As shown, the cross-sectional shape of the box body 321 is square, the cross-sectional shape of the second reinforcing rib is rhombus, the second reinforcing rib includes four groups of second reinforcing plates 322, each of the second reinforcing plates 322 has an arc-shaped cross-sectional shape, and the concave surface of the arc-shaped second reinforcing plates 322 faces the inner wall of the box body 321, see Figure 8 Each arc-shaped second reinforcing plate 322 is opposite to a corner of the box body 321, and the two ends of each arc-shaped second reinforcing plate 322 are respectively connected to the midpoints of two adjacent sides of the box body 321, and two adjacent arc-shaped second reinforcing plates 322 are arranged tangent to each other. By arranging the square box body 321 and four groups of arc-shaped second reinforcing plates 322, a cross-sectional structure of outer square + inner curved edge diamond is formed, so that the second energy absorption box 32 has a larger cross-sectional force under the same cross-sectional size and absorbs more energy under the same length compared with conventional energy absorption boxes.

[0061] Furthermore, a plurality of induction holes 323 distributed at intervals are provided on the box body 321 along the length direction of the box body 321 .

[0062] Specifically, Figure 7 As shown, the four edges of the box body 321 are rounded, and three induction holes 323 are provided at intervals along the length direction of the box body 321 at the rounded corners. By providing the induction holes 323, the second energy absorption box 32 is facilitated to be crushed and deformed along the length direction of the box body 321 to avoid tearing. Combined with the cross-sectional structure of the outer square + inner curved edge rhombus, the second energy absorption box 32 can be perfectly collapsed, further ensuring sufficient energy absorption in frontal collision conditions such as 64SOL, 50MPDB, and 56FF.

[0063] Furthermore, a dimension of the main anti-collision beam 11 in the first direction is greater than a dimension of the second energy absorption box 32 in the first direction.

[0064] Specifically, the first direction is the height direction of the vehicle, that is, Figure 6As shown in the z direction, the z-direction dimension of the main anti-collision beam 11 is larger than the z-direction dimension of the second energy absorption box 32. As an example, the z-direction dimension of the main anti-collision beam 11 is 123 mm, and the z-direction dimension of the second energy absorption box 32 is 103 mm. Since the y-direction dimension of the main anti-collision beam 11 is also larger than the y-direction dimension of the second energy absorption box 32, in the yz direction, the cross-section of the main anti-collision beam 11 can completely cover the cross-section of the second energy absorption box 32. The cross-sectional dimension of the main anti-collision beam 11 is larger than the cross-sectional dimension of the second energy absorption box 32, thereby forming a cross-sectional gradient coordination with a larger front and a smaller rear in the front and rear directions of the vehicle. When the second energy absorption box 32 is connected to the main anti-collision beam 11, the second energy absorption box 32 and the anti-collision beam can be fully welded to ensure that the second energy absorption box 32 can be completely crushed during a collision, thereby avoiding tearing of the second energy absorption box 32 and causing insufficient crushing energy absorption.

[0065] Furthermore, a first connecting end plate 51 is provided between the first energy absorption box 31 and the longitudinal beam 21, the first energy absorption box 31 is fixedly connected to the first connecting end plate 51, and the first connecting end plate 51 is connected to the longitudinal beam 21 by a first bolt; a second connecting end plate 52 is provided between the second energy absorption box 32 and the first connecting member 23, the second energy absorption box 32 is fixedly connected to the second connecting end plate 52, and the second connecting end plate 52 is connected to the first connecting member 23 by a second bolt.

[0066] Specifically, the first energy absorption box 31 and the first connecting end plate 51 can be connected by welding, and a first bolt hole is set at each of the four corners of the first connecting end plate 51, and a first bolt hole is also set at a position corresponding to the end of the longitudinal beam 21. The first bolt is passed through the first bolt hole to tighten and fix the first connecting end plate 51 and the end of the longitudinal beam 21; the second energy absorption box 32 and the second connecting end plate 52 can also be fixed by welding, and a second bolt hole is set at the center of the second connecting end plate 52, and a second bolt hole is also set at a position corresponding to the first connecting member 23. The second bolt is passed through the second bolt hole, and a tightening tool is used to pass through the main anti-collision beam 11 to tighten the second bolt to fix the second connecting end plate 52 to the first connecting member 23.

[0067] During assembly, the first energy absorption box 31 and the second energy absorption box 32 are first welded to the main anti-collision beam 11, and then the first connecting end plate 51 is welded to the first energy absorption box 31, and the second connecting end plate 52 is welded to the second energy absorption box 32 to form a first assembly. Then, the first connecting end plate 51 is connected to the longitudinal beam 21 using a first bolt, and the second connecting end plate 52 is connected to the first connecting member 23 using a second bolt, so as to achieve a stable connection between the first assembly and the cabin longitudinal beam 21 and the side beam 22.

[0068] Furthermore, a positioning pin 6 is provided at one end of the longitudinal beam 21 close to the first energy absorption box 31 , and a positioning hole 511 matching with the positioning pin 6 is provided on the first connecting end plate 51 .

[0069] Specifically, in order to further improve the assembly convenience between the first assembly and the longitudinal beam 21 and the side beam 22, a positioning pin 6 is set at the end of the longitudinal beam 21 close to the first energy absorption box 31, and a positioning hole 511 is opened on the first connecting end plate 51 at the position corresponding to the positioning pin 6. In this way, during assembly, the first assembly can be pre-hung on the positioning pin 6 to achieve pre-hung positioning, and at the same time, both hands can be freed to facilitate the subsequent tightening of the bolts.

[0070] Furthermore, since the first assembly is a left-right symmetrical structure, positioning pins 6 for pre-hanging positioning are provided on both sides. In order to avoid the position deviation of the positioning pin 6 and the positioning hole 511 due to processing errors, the shape of the positioning hole 511 on one side is set to be circular, and the shape of the positioning hole 511 on the other side is set to be an oblong in the y direction. When performing the pre-hanging operation, the first connecting end plate 51 on one side of the circular positioning hole 511 is first hung on the corresponding positioning pin 6 on one side, and then the first connecting end plate 51 on one side of the oblong positioning hole 511 in the y direction is hung on the positioning pin 6 on the other side. In this way, it can be ensured that both sides of the first assembly can be pre-hanged on the cabin assembly at the same time, ensuring the smooth progress of subsequent assembly.

[0071] Furthermore, the positioning pin 6 includes a first shaft segment 61, a second shaft segment 62 and a third shaft segment 63 which are connected in sequence; the diameter of the second shaft segment 62 gradually decreases from an end close to the first shaft segment 61 to an end close to the third shaft segment 63, the diameter of the end of the second shaft segment 62 close to the first shaft segment 61 is equal to the diameter of the first shaft segment 61, and the diameter of the end of the second shaft segment 62 close to the third shaft segment 63 is smaller than the diameter of the third shaft segment 63.

[0072] Specifically, Fig. 9As shown, the first shaft section 61, the second shaft section 62 and the third shaft section 63 are connected in sequence and extend toward the positive direction of the x-axis (i.e., the front of the vehicle), and the first shaft section 61 and the third shaft section 63 are both cylindrical sections with the same diameter. The rear end of the second shaft section 62 is connected to the first shaft section 61, and the front end of the second shaft section 62 is connected to the third shaft section 63. The shape of the second shaft section 62 is conical, and the diameter gradually shrinks from the rear end to the front end. The diameter of the rear end of the second shaft section 62 is equal to the diameter of the first shaft section 61, and then the second shaft section 62 and the first shaft section 61 are smoothly connected. The diameter of the front end of the second shaft section 62 is smaller than the diameter of the third shaft section 63, so that the surface of the third shaft section 63 protrudes from the surface of the second shaft section 62, and a conical groove is formed at the connection between the second shaft section 62 and the third shaft section 63. When the first connecting end plate 51 is pre-hung on the cabin longitudinal beam 21, due to the large weight of the main anti-collision beam 11 and the forward center of gravity of the first assembly, the first assembly will tilt forward, driving the first connecting end plate 51 to tilt forward. At this time, the groove wall at the front end of the conical groove can block and limit the first connecting end plate 51, thereby preventing the first connecting end plate 51 from slipping off the positioning pin 6 and ensuring the stability of the pre-hung. The second shaft section 62 is smoothly connected with the first shaft section 61, which is convenient for straightening the tilted first connecting end plate 51 when tightening the bolts, reducing the resistance of the first connecting end plate 51 to reset, and improving the convenience of assembly.

[0073] An embodiment of the present application also provides a vehicle, comprising the anti-collision beam collision system as described above.

[0074] The advantages of the vehicle and the above-mentioned anti-collision beam collision system over the prior art are the same and will not be described in detail here.

[0075] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. An anti-collision beam collision system, characterized in that: include: Main anti-collision beam, secondary anti-collision beam, longitudinal beam, side beam, subframe, first energy absorption box, second energy absorption box and third energy absorption box; One end of the side beam close to the main anti-collision beam and one end of the longitudinal beam close to the main anti-collision beam are connected through a first connecting member; the first energy absorption box is connected between the main anti-collision beam and the longitudinal beam, so that the main anti-collision beam, the first energy absorption box and the longitudinal beam form a first force transmission channel; An extension portion is provided at the end of the main anti-collision beam, and the second energy absorption box is connected between the extension portion and the first connecting member, so that the main anti-collision beam, the second energy absorption box and the side beam form a second force transmission channel; The third energy absorbing box is connected between the secondary anti-collision beam and the sub-frame, so that the secondary anti-collision beam, the third energy absorbing box and the sub-frame form a third force transmission channel.

2. The anti-collision beam collision system according to claim 1, characterized in that: The first connecting member is provided with a side thrust structure, and the side thrust structure comprises two first side plates arranged opposite to each other and a second side plate connected between the two first side plates; The first side panel is set to be in a triangular shape, and the first side panel in a triangular shape has a first connecting edge, a second connecting edge and a third connecting edge, the first connecting edge is connected to the first connecting member, the second connecting edge is connected to the longitudinal beam, and the third connecting edge is connected to the second side panel; One opposite side of the second side plate is respectively connected to the two first side plates, and the other opposite side of the second side plate is respectively connected to the first connecting member and the longitudinal beam.

3. The anti-collision beam collision system according to claim 2, characterized in that: A first flange is provided at the edge of the first connecting edge, and a second flange is provided at the edge of the second connecting edge, the first flange is connected to the first connecting member, and the second flange is connected to the longitudinal beam; A third flange is provided on one side edge of the second side plate close to the first connecting edge, and a fourth flange is provided on one side edge of the second side plate close to the second connecting edge. The third flange is connected to the first connecting member, and the fourth flange is connected to the longitudinal beam.

4. The anti-collision beam collision system according to claim 2, characterized in that: The second side plate is provided with a plurality of first reinforcing ribs.

5. The anti-collision beam collision system according to claim 1, characterized in that: The second energy absorption box includes a box body and second reinforcing ribs arranged inside the box body, and the second reinforcing ribs are arranged along the length direction of the box body; wherein the cross-sectional shape of the box body is set to be square, and the cross-sectional shape of the second reinforcing ribs is set to be rhombus; the second reinforcing ribs with a rhombus cross-sectional shape include four groups of second reinforcing plates, each of which has an arc-shaped cross-sectional shape, and the concave surface of the arc-shaped second reinforcing plates is arranged toward the inner wall of the box body.

6. The anti-collision beam collision system according to claim 5, characterized in that: A plurality of induction holes distributed at intervals are arranged on the box body along the length direction of the box body.

7. The anti-collision beam collision system according to claim 1, characterized in that: A dimension of the main anti-collision beam in a first direction is greater than a dimension of the second energy absorption box in the first direction.

8. The anti-collision beam collision system according to claim 1, characterized in that: A first connecting end plate is provided between the first energy absorbing box and the longitudinal beam, the first energy absorbing box is fixedly connected to the first connecting end plate, and the first connecting end plate is connected to the longitudinal beam by a first bolt; A second connecting end plate is provided between the second energy absorbing box and the first connecting member, the second energy absorbing box is fixedly connected to the second connecting end plate, and the second connecting end plate is connected to the first connecting member via a second bolt.

9. The anti-collision beam collision system according to claim 8, characterized in that: A positioning pin is provided at one end of the longitudinal beam close to the first energy absorbing box, and a positioning hole matching the positioning pin is provided on the first connecting end plate; The positioning pin comprises a first shaft segment, a second shaft segment and a third shaft segment connected in sequence; The diameter of the second shaft segment gradually decreases from an end close to the first shaft segment to an end close to the third shaft segment. The diameter of the end of the second shaft segment close to the first shaft segment is equal to the diameter of the first shaft segment, and the diameter of the end of the second shaft segment close to the third shaft segment is smaller than the diameter of the third shaft segment.

10. A vehicle, characterized in that: The invention comprises an anti-collision beam collision system as claimed in any one of claims 1 to 9.

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