Automobile anti-collision beam structure

Abstract

The utility model discloses an automobile anti-collision beam structure which comprises a hollow anti-collision beam body, two buffer blocks are symmetrically arranged on the inner sides of the two ends of the anti-collision beam body, reinforcing pieces are inserted into the two ends of the anti-collision beam body, the buffer blocks are locked on the anti-collision beam body through locking pieces, the locking pieces penetrate through the reinforcing pieces, and the anti-collision beam body is fixedly connected with the anti-collision beam body. An abutting part is arranged on the side, facing the end of the anti-collision beam body, of the buffer block and abuts against the outer side of the reinforcing piece. According to the scheme, the buffer blocks are arranged at the two ends of the anti-collision beam body, so that the anti-collision beam structure plays a role in buffering and protecting when an automobile is obliquely collided in the left front direction or the right front direction; the connection strength of the buffer blocks is improved through cooperation of the reinforcing pieces and the locking pieces, and compared with welding connection of side anti-collision beams on the two sides of an existing anti-collision beam body, welding connection is more stable, and the strength is higher when the anti-collision beam is impacted.

Description

Technical Field

[0001] The utility model relates to the technical field of anti-collision beam structures, in particular to an automobile anti-collision beam structure. Background Art

[0002] The automobile body structure mainly includes: body shell, doors, windows, front sheet metal parts, interior and exterior decoration parts and body accessories, seats, ventilation, heating, cooling, air conditioning devices, etc. Trucks and special-purpose vehicles also include trunks and other equipment. In the design of the front anti-collision beam, it is necessary to comprehensively consider pedestrian protection, low-speed collision regulations, frontal collision, offset collision and the requirements of the insurance association within the limited layout space at the front end of the car, and find a balance point that can best meet all requirements. At the same time, the requirements of stamping, welding and replacement of the anti-collision beam structure must also be considered. When the existing anti-collision beam is hit obliquely from the left front or right front direction, it is buffered by the side anti-collision beams fixedly connected to the two ends of the anti-collision beam. The side anti-collision beams are not firmly connected and the buffering effect is poor, resulting in poor protection of the vehicle and a low safety factor of the vehicle.

[0003] For example, the Chinese patent announcement number is CN209395751U, the announcement date is September 17, 2019, and it is named "A kind of automobile anti-collision beam assembly", which includes an anti-collision beam body, and two energy absorption boxes are symmetrically arranged on one side of the anti-collision beam body near the two ends. One end of the energy absorption box is fixedly connected to the anti-collision beam body, and the other end of the energy absorption box is provided with a mounting plate for connecting with the automobile longitudinal beam. The energy absorption box is detachably connected to the anti-collision beam body, and a buffer block is arranged inside the energy absorption box, and the buffer block is a polyurethane buffer block with a cylindrical structure; a compression spring is also arranged in the energy absorption box, and the compression spring is arranged on the outside of the buffer block; side anti-collision beams are arranged at both ends of the anti-collision beam body.

[0004] The disadvantage of the existing patent is that when the car is hit obliquely from the left front or right front direction, the existing anti-collision beam is buffered by the side anti-collision beams fixedly connected to the two ends of the anti-collision beam. The connection of the side anti-collision beams is unstable and the buffering effect is poor, resulting in poor protection for the vehicle and a low safety factor of the vehicle. Utility Model Content

[0005] The utility model aims to solve the problem that the existing anti-collision beam structure has a poor protective effect on the vehicle when subjected to an oblique impact, and to provide an automobile anti-collision beam structure which improves the buffering performance and protective effect of the anti-collision beam structure when subjected to an oblique impact.

[0006] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0007] A car anti-collision beam structure comprises a hollow anti-collision beam body, two buffer blocks are symmetrically arranged on the inner sides of the two ends of the anti-collision beam body, reinforcements are inserted at the two ends of the anti-collision beam body, the buffer blocks are locked on the anti-collision beam body by locking members, the locking members pass through the reinforcements, and abutment portions are arranged on the side of the buffer blocks facing the end of the anti-collision beam body, and the abutment portions abut against the outer side of the reinforcements. The car anti-collision beam structure described in this scheme, by arranging buffer blocks at both ends of the anti-collision beam body, enables the anti-collision beam structure to play a buffering and protective effect when the car is hit by an oblique collision in the left front or right front direction. The anti-collision beam body is a hollow structure with two ends through, the buffer blocks are locked at the two ends of the anti-collision beam body by locking members, the reinforcements are inserted at the two ends of the anti-collision beam body, the locking members pass through the reinforcements, and the cooperation of the reinforcements and locking members improves the connection strength of the buffer blocks, which is more stable than the side anti-collision beams welded on both sides of the existing anti-collision beam body, and has stronger strength when hit. Furthermore, a contact portion is provided on the side of the buffer block facing the end of the anti-collision beam body, and the contact portion contacts the outer side of the reinforcement. The mounting surface of the buffer block and the contact surface of the contact portion cover the inner side of the end of the anti-collision beam body, further improving the buffering and protection effect of the anti-collision beam structure when it is subjected to an oblique impact.

[0008] Preferably, one end of the reinforcement is inserted into the end of the anti-collision beam body, and the other end extends out of the anti-collision beam body, and the abutment is connected by welding the reinforcement and the anti-collision beam body. The abutment is welded to the ends of the reinforcement and the anti-collision beam body, which improves the connection surface of the buffer block for the anti-collision beam body, further improves the connection strength of the buffer block, and further improves the buffering performance and protection effect of the anti-collision beam structure when subjected to an oblique impact.

[0009] Preferably, the mounting surface of the buffer block and the abutting surface of the abutting portion are connected via a transition surface, and a gap is formed between the transition surface and the anti-collision beam body. The gap has a buffering effect, and the transition surface prevents the buffer block from breaking with the abutting portion.

[0010] Preferably, the anti-collision beam body is provided with a plurality of reinforcing ribs extending along the length direction of the anti-collision beam body, the reinforcing member comprises a plurality of reinforcing blocks and a connecting portion connecting the reinforcing blocks, the reinforcing ribs are inserted between two adjacent reinforcing blocks, and the connecting portion abuts against the end of the reinforcing ribs. The reinforcing ribs improve the strength of the anti-collision beam body, and the structure of the reinforcing member further improves the strength of both ends of the anti-collision beam body and the connection strength between the anti-collision beam body and the buffer block without affecting the strength of the anti-collision beam body.

[0011] Preferably, the buffer block is provided with a plurality of buffer holes, which extend in a vertical direction and have a buffering effect.

[0012] Preferably, two energy absorption boxes are symmetrically arranged near the two ends of the inner side of the anti-collision beam body, one end of the energy absorption box is fixedly connected to the anti-collision beam body, and the other end is provided with a mounting plate connected to the longitudinal beam of the vehicle. The energy absorption box has a buffering effect, and the energy absorption box is welded and fixed to the inner side of the anti-collision beam body, and the energy absorption box is connected to the longitudinal beam of the vehicle through the mounting plate.

[0013] Preferably, the energy absorption box comprises a hollow square tube, and a plurality of collapse holes are provided on the energy absorption box, and the collapse holes are distributed along the four corners of the square tube. The hollow square tube structure further improves the strength of the energy absorption box, and the collapse holes are conducive to the deformation and energy absorption of the energy absorption box in a collision, so that when the car is hit, the energy absorption box collapses due to the collision in the direction of the anti-collision beam body, thereby enhancing the anti-collision effect. The collapse holes are distributed along the four corners of the square tube, weakening the support strength of the four corners of the square tube, and further improving the deformation and energy absorption performance of the collapse holes.

[0014] Preferably, the energy absorption box is provided with support ribs extending along the length direction of the energy absorption box, the support ribs are cross-arranged, and the support ribs are connected to the inner wall of the energy absorption box. The cross-arrangement of the support ribs improves the strength of the energy absorption box, and the support ribs are connected to the inner wall of the energy absorption box, and cooperate with the collapse holes distributed at the four corners, which will not weaken the strength of the energy absorption box too much, and can ensure the deformation energy absorption performance of the collapse holes.

[0015] Preferably, a harness bracket is provided at one end of the anti-collision beam body, and a harness buckle mounting surface is provided on the harness bracket, and the harness buckle mounting surface is located on the side of the buffer block. The harness bracket is installed with a harness buckle through the harness buckle mounting surface. The harness bracket is welded and fixed to the side wall of one end of the anti-collision beam body.

[0016] Preferably, a washing pot bracket is provided on the mounting plate, and the washing pot bracket is welded on the inner side of the mounting plate. The washing pot bracket is used to mount the washing pot.

[0017] Therefore, the utility model has the following beneficial effects: by arranging buffer blocks at both ends of the anti-collision beam body, the anti-collision beam structure can play a buffering and protective effect when the car is subjected to an oblique collision in the left front or right front direction; the cooperation of the reinforcement and the locking member improves the connection strength of the buffer block, and compared with the existing side anti-collision beam welding connection on both sides of the anti-collision beam body, the anti-collision beam structure is more stable and has stronger strength when subjected to an impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of the utility model.

[0019] Figure 2It is a structural schematic diagram of the connection between the buffer block and the reinforcement member in the utility model.

[0020] Figure 3 It is another structural schematic diagram of the utility model.

[0021] As shown in the figure:

[0022] Anti-collision beam body 1.

[0023] Buffer block 2, abutment portion 2.1,

[0024] Reinforcement 3, reinforcement block 3.1, connection part 3.2,

[0025] Locking piece 4,

[0026] Energy absorption box 5, collapse hole 5.1, support rib 5.2,

[0027] Mounting plate 6, wiring harness bracket 7, washing pot bracket 8, gap 9. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical scheme and advantages of the technical solution embodiments of the utility model clearer, the utility model is further described below in conjunction with the accompanying drawings and specific implementation methods.

[0029] Embodiment 1, as Figure 1 , Figure 2 , Figure 3 The automobile anti-collision beam structure shown includes a hollow anti-collision beam body 1, two buffer blocks 2 are symmetrically arranged on the inner sides of the two ends of the anti-collision beam body 1, and reinforcement members 3 are inserted at both ends of the anti-collision beam body 1. The buffer block 2 is locked on the anti-collision beam body 1 by a locking member 4. The locking member 4 passes through the reinforcement member 3. A contact portion 2.1 is provided on the side of the buffer block 2 facing the end of the anti-collision beam body 1, and the contact portion 2.1 contacts the outer side of the reinforcement member 3.

[0030] In the above embodiment, a car anti-collision beam structure is Figure 1 , Figure 2 , Figure 3As shown, by arranging buffer blocks 2 at both ends of the anti-collision beam body 1, the anti-collision beam structure can play a buffering and protective role when the car is hit by an oblique impact in the left front or right front direction. The anti-collision beam body 1 is a hollow structure with two ends penetrated. The buffer block 2 is locked at both ends of the anti-collision beam body 1 by a locking member 4. The reinforcement member 3 is inserted at both ends of the anti-collision beam body 1. The locking member 4 passes through the reinforcement member 3. The cooperation between the reinforcement member 3 and the locking member 4 improves the connection strength of the buffer block 2. Compared with the side anti-collision beam welding connection on both sides of the existing anti-collision beam body 1, the strength is stronger when it is hit. Furthermore, an abutment portion 2.1 is provided on the side of the buffer block 2 facing the end of the anti-collision beam body 1, and the abutment portion 2.1 abuts against the outer side of the reinforcement member 3. The mounting surface of the buffer block 2 and the abutment surface of the abutment portion 2.1 cover the inner side of the end of the anti-collision beam body 1, which further improves the buffering and protective role of the anti-collision beam structure when it is hit by an oblique impact. As shown Figure 1 , Figure 2 , Figure 3 As shown, the problem that when the existing anti-collision beam is subjected to an oblique collision from the left front or right front direction, the side anti-collision beams fixedly connected to the two ends of the anti-collision beam are used for buffering, the side anti-collision beams are not firmly connected and have a poor buffering effect, resulting in poor protection of the vehicle and a low safety factor of the vehicle is solved.

[0031] In this embodiment, Figure 1 , Figure 2 , Figure 3 As shown, one end of the reinforcement 3 is inserted into the end of the anti-collision beam body 1, and the other end extends out of the anti-collision beam body 1, and the abutment portion 2.1 is welded to the reinforcement 3 and the anti-collision beam body 1. The abutment portion 2.1 is welded to the end of the reinforcement 3 and the anti-collision beam body 1, which increases the connection surface between the buffer block 2 and the anti-collision beam body 1, further increases the connection strength of the buffer block 2, and further increases the buffering performance and protection effect of the anti-collision beam structure when subjected to an oblique impact. Figure 1 , Figure 2 , Figure 3 As shown, the mounting surface of the buffer block 2 and the abutting surface of the abutting portion 2.1 are connected by a transition surface, and a gap 9 is formed between the transition surface and the anti-collision beam body 1. The gap 9 has a buffering effect, and the transition surface prevents the buffer block 2 and the abutting portion 2.1 from breaking.

[0032] Further optimization of the reinforcement 3, such as Figure 2 , Figure 3As shown, the anti-collision beam body 1 is provided with a plurality of reinforcing ribs extending along the length direction of the anti-collision beam body 1, and the reinforcing member 3 includes a plurality of reinforcing blocks 3.1 and a connecting portion 3.2 connecting the reinforcing blocks 3.1, and the reinforcing ribs are inserted between two adjacent reinforcing blocks 3.1, and the connecting portion 3.2 abuts against the end of the reinforcing ribs. The reinforcing ribs improve the strength of the anti-collision beam body 1, and the structure of the reinforcing member 3 further improves the strength of the two ends of the anti-collision beam body 1 and the connection strength between the anti-collision beam body 1 and the buffer block 2 without affecting the strength of the anti-collision beam body 1.

[0033] Specifically, Figure 2 , Figure 3 As shown, the buffer block 2 is provided with a plurality of buffer holes, which extend in the vertical direction and play a buffering role.

[0034] Specifically, Figure 1 As shown, a harness bracket 7 is provided at one end of the anti-collision beam body 1, and a harness buckle mounting surface is provided on the harness bracket 7, and the harness buckle mounting surface is located on the side of the buffer block 2. The harness bracket 7 is installed with the harness buckle through the harness buckle mounting surface. The harness bracket 7 is welded and fixed to the side wall of one end of the anti-collision beam body 1. Figure 1 As shown, a washing pot bracket 8 is provided on the mounting plate 6, and the washing pot bracket 8 is welded to the inner side of the mounting plate 6. The washing pot bracket 8 is used to install the washing pot.

[0035] The utility model has the following beneficial effects: by arranging buffer blocks 2 at both ends of the anti-collision beam body 1, the anti-collision beam structure plays a buffering and protective effect when the car is hit by an oblique impact in the left front or right front direction; the cooperation of the reinforcement member 3 and the locking member 4 improves the connection strength of the buffer block 2, which is more stable than the welding connection of the side anti-collision beams on both sides of the existing anti-collision beam body 1, and has stronger strength when hit. The utility model solves the problem that when the existing anti-collision beam is hit by an oblique impact in the left front or right front direction, the side anti-collision beams fixedly connected to the two ends of the anti-collision beam are used for buffering, and the side anti-collision beams are not firmly connected and have poor buffering effect, resulting in poor protection effect on the vehicle and low safety factor of the vehicle.

[0036] The basic structure is based on the first embodiment, and the anti-collision beam structure is further optimized, such as Figure 1 , Figure 2 , Figure 3 The automobile anti-collision beam structure shown includes a hollow anti-collision beam body 1, two buffer blocks 2 are symmetrically arranged on the inner sides of the two ends of the anti-collision beam body 1, and reinforcement members 3 are inserted at both ends of the anti-collision beam body 1. The buffer block 2 is locked on the anti-collision beam body 1 by a locking member 4. The locking member 4 passes through the reinforcement member 3. A contact portion 2.1 is provided on the side of the buffer block 2 facing the end of the anti-collision beam body 1, and the contact portion 2.1 contacts the outer side of the reinforcement member 3.

[0037] In the design of the front anti-collision beam, it is necessary to comprehensively consider pedestrian protection, low-speed collision regulations, head-on collision, offset collision and the requirements of the insurance association within the limited layout space at the front end of the car, and find a balance point that can best meet all the requirements. At the same time, it is also necessary to consider the requirements of stamping, welding and replacement of the anti-collision beam structure. When the car is hit by an oblique collision from the left front or right front direction, the existing anti-collision beam uses the side anti-collision beams fixedly connected to the two ends of the anti-collision beam for buffering. The side anti-collision beams are not firmly connected and have poor buffering effect, resulting in poor protection for the vehicle and a low safety factor for the vehicle. Therefore, if Figure 1 , Figure 2 , Figure 3 As shown, a car anti-collision beam structure in the above embodiment is provided with a buffer block 2 at both ends of the anti-collision beam body 1, so that the anti-collision beam structure plays a buffering and protective effect when the car is hit by an oblique impact in the left front or right front direction. The anti-collision beam body 1 is a hollow structure with two ends through, and the buffer block 2 is locked at both ends of the anti-collision beam body 1 by a locking member 4, and a reinforcement member 3 is inserted at both ends of the anti-collision beam body 1. The locking member 4 passes through the reinforcement member 3. The cooperation of the reinforcement member 3 and the locking member 4 improves the connection strength of the buffer block 2, which is more stable than the side anti-collision beam welding connection on both sides of the existing anti-collision beam body 1, and has stronger strength when hit. Furthermore, a side of the buffer block 2 facing the end of the anti-collision beam body 1 is provided with an abutment portion 2.1, and the abutment portion 2.1 abuts against the outer side of the reinforcement member 3. The mounting surface of the buffer block 2 and the abutment surface of the abutment portion 2.1 cover the inner side of the end of the anti-collision beam body 1, which further improves the buffering and protective effect of the anti-collision beam structure when it is hit by an oblique impact. The invention solves the problem that when the existing anti-collision beam is subjected to an oblique collision from the left front or right front direction, the side anti-collision beams fixedly connected to the two ends of the anti-collision beam are used for buffering, the side anti-collision beams are not firmly connected and have a poor buffering effect, resulting in a poor protection effect on the vehicle and a low safety factor of the vehicle.

[0038] In this embodiment, further optimization is performed, such as Figure 1 , Figure 3 As shown, two energy absorbing boxes 5 are symmetrically arranged near the two ends of the inner side of the anti-collision beam body 1, one end of the energy absorbing box 5 is fixedly connected to the anti-collision beam body 1, and the other end is provided with a mounting plate 6 connected to the longitudinal beam of the vehicle. The energy absorbing box 5 has a buffering effect, and the energy absorbing box 5 is welded and fixed to the inner side of the anti-collision beam body 1, and the energy absorbing box 5 is connected to the longitudinal beam of the vehicle through the mounting plate 6.

[0039] Further, such as Figure 1 , Figure 3As shown, the energy absorption box 5 includes a hollow square tube, and a plurality of collapse holes 5.1 are provided on the energy absorption box 5, and the collapse holes 5.1 are distributed along the four corners of the square tube. The hollow square tube structure further improves the strength of the energy absorption box 5, and the collapse holes 5.1 are conducive to the deformation and energy absorption of the energy absorption box 5 in a collision, so that when the car is hit, the energy absorption box 5 collapses due to the collision in the direction of the anti-collision beam body 1, thereby enhancing the anti-collision effect. The collapse holes 5.1 are distributed along the four corners of the square tube, weakening the support strength of the four corners of the square tube, and further improving the deformation and energy absorption performance of the collapse holes 5.1.

[0040] Further, such as Figure 1 , Figure 3 As shown, the energy absorbing box 5 is provided with support ribs 5.2 extending along the length direction of the energy absorbing box 5, the support ribs 5.2 are cross-arranged, and the support ribs 5.2 are connected to the inner wall of the energy absorbing box 5. The cross-arrangement of the support ribs 5.2 improves the strength of the energy absorbing box 5, and the support ribs 5.2 are connected to the inner wall of the energy absorbing box 5, and cooperate with the collapse holes 5.1 distributed at the four corners, which will not weaken the strength of the energy absorbing box 5 too much, and can ensure the deformation energy absorption performance of the collapse holes 5.1.

[0041] In this embodiment, Figure 1 , Figure 2 , Figure 3 As shown, one end of the reinforcement 3 is inserted into the end of the anti-collision beam body 1, and the other end extends out of the anti-collision beam body 1, and the abutment portion 2.1 is welded to the reinforcement 3 and the anti-collision beam body 1. The abutment portion 2.1 is welded to the end of the reinforcement 3 and the anti-collision beam body 1, which increases the connection surface between the buffer block 2 and the anti-collision beam body 1, further increases the connection strength of the buffer block 2, and further increases the buffering performance and protection effect of the anti-collision beam structure when subjected to an oblique impact. Figure 1 , Figure 2 , Figure 3 As shown, the mounting surface of the buffer block 2 and the abutting surface of the abutting portion 2.1 are connected by a transition surface, and a gap 9 is formed between the transition surface and the anti-collision beam body 1. The gap 9 has a buffering effect, and the transition surface prevents the buffer block 2 and the abutting portion 2.1 from breaking.

[0042] Further optimization of the reinforcement 3, such as Figure 2 , Figure 3 As shown, the anti-collision beam body 1 is provided with a plurality of reinforcing ribs extending along the length direction of the anti-collision beam body 1, and the reinforcing member 3 includes a plurality of reinforcing blocks 3.1 and a connecting portion 3.2 connecting the reinforcing blocks 3.1, and the reinforcing ribs are inserted between two adjacent reinforcing blocks 3.1, and the connecting portion 3.2 abuts against the end of the reinforcing ribs. The reinforcing ribs improve the strength of the anti-collision beam body 1, and the structure of the reinforcing member 3 further improves the strength of the two ends of the anti-collision beam body 1 and the connection strength between the anti-collision beam body 1 and the buffer block 2 without affecting the strength of the anti-collision beam body 1.

[0043] Specifically, Figure 2 , Figure 3 As shown, the buffer block 2 is provided with a plurality of buffer holes, which extend in the vertical direction and play a buffering role.

[0044] Specifically, Figure 1 As shown, a harness bracket 7 is provided at one end of the anti-collision beam body 1, and a harness buckle mounting surface is provided on the harness bracket 7, and the harness buckle mounting surface is located on the side of the buffer block 2. The harness bracket 7 is installed with the harness buckle through the harness buckle mounting surface. The harness bracket 7 is welded and fixed to the side wall of one end of the anti-collision beam body 1. Figure 1 As shown, a washing pot bracket 8 is provided on the mounting plate 6, and the washing pot bracket 8 is welded to the inner side of the mounting plate 6. The washing pot bracket 8 is used to install the washing pot.

[0045] The utility model provides buffer blocks 2 at both ends of the anti-collision beam body 1, so that the anti-collision beam structure can play a buffering and protective effect when the car is hit by an oblique impact in the left front or right front direction; the cooperation of the reinforcement member 3 and the locking member 4 improves the connection strength of the buffer block 2, which is more stable than the side anti-collision beams welded on both sides of the existing anti-collision beam body 1, and has stronger strength when hit. The utility model solves the problem that when the existing anti-collision beam is hit by an oblique impact in the left front or right front direction, the side anti-collision beams fixedly connected to the two ends of the anti-collision beam are used for buffering, and the side anti-collision beams are not firmly connected and have poor buffering effect, resulting in poor protection effect on the vehicle and low safety factor of the vehicle.

[0046] The specific embodiments described above are only preferred implementations of the present invention, and are not intended to limit the specific implementation scope of the present invention. All equivalent changes made in accordance with the shape and structure of the present invention should be included in the protection scope of the present invention.

Claims

1. An automobile anti-collision beam structure, comprising a hollow anti-collision beam body, characterized in that: Two buffer blocks are symmetrically provided on the inner sides of both ends of the anti-collision beam body, and reinforcement pieces are inserted at both ends of the anti-collision beam body. The buffer blocks are locked on the anti-collision beam body by locking pieces, and the locking pieces pass through the reinforcement pieces. Abutment portions are provided on the side of the buffer blocks facing the end of the anti-collision beam body, and the abutment portions abut against the outer side of the reinforcement pieces.

2. The automobile anti-collision beam structure according to claim 1, characterized in that: One end of the reinforcement is inserted into the end of the anti-collision beam body, and the other end extends out of the anti-collision beam body. The abutment portion is connected by welding the reinforcement and the anti-collision beam body.

3. The automobile anti-collision beam structure according to claim 2, characterized in that: The mounting surface of the buffer block and the abutting surface of the abutting portion are connected via a transition surface, and a gap is formed between the transition surface and the anti-collision beam body.

4. An automobile anti-collision beam structure according to claim 1, 2 or 3, characterized in that: The anti-collision beam body is provided with a plurality of reinforcing ribs extending along the length direction of the anti-collision beam body, the reinforcing member includes a plurality of reinforcing blocks and a connecting portion connecting the reinforcing blocks, the reinforcing ribs are inserted between two adjacent reinforcing blocks, and the connecting portion abuts against the end of the reinforcing ribs.

5. The automobile anti-collision beam structure according to claim 1, 2 or 3, characterized in that: The buffer block is provided with a plurality of buffer holes, and the buffer holes extend in a vertical direction.

6. The automobile anti-collision beam structure according to claim 1, 2 or 3, characterized in that: Two energy absorption boxes are symmetrically arranged on the inner side of the anti-collision beam body near the two ends. One end of the energy absorption box is fixedly connected to the anti-collision beam body, and the other end is provided with a mounting plate connected to the automobile longitudinal beam.

7. The automobile anti-collision beam structure according to claim 6, characterized in that: The energy absorption box comprises a hollow square tube. A plurality of collapse holes are arranged on the energy absorption box. The collapse holes are distributed along the four corners of the square tube.

8. The automobile anti-collision beam structure according to claim 7, characterized in that: The energy absorbing box is provided with support ribs extending along the length direction of the energy absorbing box, the support ribs are cross-arranged, and the support ribs are connected to the inner wall of the energy absorbing box.

9. The automobile anti-collision beam structure according to claim 1, 2 or 3, characterized in that: A wiring harness bracket is provided at one end of the anti-collision beam body, and a wiring harness buckle mounting surface is provided on the wiring harness bracket, and the wiring harness buckle mounting surface is located on the side of the buffer block.

10. The automobile anti-collision beam structure according to claim 6, characterized in that: A washing pot bracket is arranged on the mounting plate, and the washing pot bracket is welded on the inner side of the mounting plate.

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