Auxiliary anti-collision beam, anti-collision beam assembly and vehicle

Abstract

The utility model belongs to the technical field of automobile parts, and provides an auxiliary anti-collision beam, an anti-collision beam assembly and a vehicle, the auxiliary anti-collision beam is arranged to be of a long-strip-plate-shaped structure extending in the width direction of a vehicle frame and is provided with a first plate face and a second plate face which are arranged back to back, and the first plate face is the face making contact with the bottoms of two energy absorption boxes at the front end of the vehicle frame in an attached mode; the first plate face of the auxiliary anti-collision beam makes contact with the bottoms of the two energy absorption boxes at the front end of the vehicle frame in an attached mode, the auxiliary anti-collision beam is connected to the bottoms of the energy absorption boxes, a long-strip-plate-shaped structure of the auxiliary anti-collision beam is matched, the air blocking area of the auxiliary anti-collision beam on a heat dissipation system is small, and the air inlet amount of the heat dissipation system is increased.

Description

Technical Field

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

[0002] The anti-collision beam is a device used to reduce the impact energy when the vehicle is hit. It is usually composed of a main beam, a sub-beam and an energy absorption box, and a mounting plate connected to the car. The main beam and the energy absorption box can effectively absorb the collision energy when the vehicle collides and minimize the damage to the longitudinal beam of the vehicle body caused by the impact force. In this way, the anti-collision beam plays a protective role on the vehicle. Therefore, as a passive safety device of the car, the anti-collision beam can distribute impact energy and protect the occupants and the car body.

[0003] In the related art, the secondary anti-collision beam structure is generally a U-shaped plate or a circular tube structure, and the front end surface of the energy absorption box. This design easily blocks the air intake of the cooling system, thereby affecting the cooling efficiency. Utility Model Content

[0004] In view of the above shortcomings of the prior art, the purpose of the present application is to provide a secondary anti-collision beam, an anti-collision beam assembly and a vehicle, which are used to solve the problem in the prior art that the secondary anti-collision beam is prone to block the air intake of the cooling system.

[0005] In order to achieve the above-mentioned purpose and other related purposes, the present application provides a secondary anti-collision beam, which is configured as a long plate-like structure extending along the width direction of the frame, and has a first plate surface and a second plate surface arranged opposite to each other, and the first plate surface is a surface that is in contact with the bottom of the two energy absorption boxes at the front end of the frame.

[0006] Optionally, a boss is provided on the second plate surface and in a middle portion between the two energy absorbing boxes.

[0007] Optionally, a reinforcement portion is provided on the boss, the reinforcement portion is evenly distributed on the boss, and a transition chamfer is formed between the edge of the reinforcement portion and the boss.

[0008] Optionally, a mounting groove is provided on the second plate surface at a position corresponding to the energy absorption box, and a mounting hole penetrating the first plate surface and the second plate surface is provided in the mounting groove.

[0009] Optionally, the thickness at the installation groove is smaller than the thickness at the rest of the auxiliary anti-collision beam.

[0010] Based on the same utility model concept, the present application also provides an anti-collision beam assembly, including the auxiliary anti-collision beam, the connecting bracket and the main anti-collision beam as described above;

[0011] The secondary anti-collision beam is connected to the bottom of the two energy absorption boxes, and one side of the secondary anti-collision beam is aligned with the front end surface of the energy absorption box;

[0012] The two ends of the connecting bracket are respectively connected to the front end surface of the energy absorption box and the main anti-collision beam.

[0013] Optionally, the thickness of the secondary anti-collision beam is 2.0 mm.

[0014] Optionally, one side of the secondary anti-collision beam has a first flange structure, and the first flange structure is folded in a direction away from the energy absorption box.

[0015] Optionally, both sides of the connecting bracket have a second flange structure folded toward the energy absorption box.

[0016] Based on the same utility model concept, the present application also provides a vehicle, including the anti-collision beam assembly as described above.

[0017] In the secondary anti-collision beam provided in the present application, the secondary anti-collision beam is arranged as a long plate-like structure extending along the width direction of the frame. The secondary anti-collision beam is connected to the bottom of the energy absorption box by making the first plate surface of the secondary anti-collision beam fit in contact with the bottom of the two energy absorption boxes at the front end of the frame. Combined with the long plate-like structure of the secondary anti-collision beam, the windshield area of ​​the secondary anti-collision beam for the heat dissipation system is small, thereby increasing the air intake of the heat dissipation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic structural diagram of an anti-collision beam assembly according to an embodiment of the present application;

[0019] Figure 2 for Figure 1 A magnified schematic diagram of area A in the middle.

[0020] Part Number Description

[0021] 1-first plate surface; 2-second plate surface; 3-reinforcement portion; 4-energy absorption box; 5-main anti-collision beam; 6-connecting bracket; 7-installation groove; 8-boss. DETAILED DESCRIPTION

[0022] The following is an explanation of the implementation of the present application by means of specific embodiments. People familiar with the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification.

[0023] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions that can be implemented in this application, so they have no substantial technical significance. Any modification of the structure, change in the proportional relationship, or adjustment of the size should still fall within the scope of the technical content disclosed in this application without affecting the effects that can be produced by this application and the purposes that can be achieved. At the same time, the terms such as "front", "back", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of narration, and are not used to limit the scope of the implementation of this application. The change or adjustment of their relative relationship should also be regarded as the scope of the implementation of this application without substantial changes in the technical content.

[0024] See also Figure 1 and Figure 2 The present application exemplarily provides a secondary anti-collision beam, which is arranged as a long plate-like structure extending along the width direction of the frame. The secondary anti-collision beam has a first plate surface 1 and a second plate surface 2 arranged opposite to each other. The first plate surface 1 is a surface that is in contact with the bottom of the two energy absorption boxes 4 at the front end of the frame.

[0025] In the secondary anti-collision beam provided in the present application, the secondary anti-collision beam is arranged as a long plate-like structure extending along the width direction of the frame. The secondary anti-collision beam is connected to the bottom of the energy absorption box 4 through the first plate surface 1 of the secondary anti-collision beam being in contact with the bottom of the two energy absorption boxes 4 at the front end of the frame. Combined with the long plate-like structure of the secondary anti-collision beam, the secondary anti-collision beam has a small windshield area for the heat dissipation system, thereby increasing the air intake of the heat dissipation system.

[0026] It is worth mentioning that the existing secondary anti-collision beam structure is usually a U-shaped plate or a circular tube structure, and the secondary anti-collision beam is usually installed on the front end face of the energy absorption box, which causes the secondary anti-collision beam and the main anti-collision beam to be on the same plane. During a collision, the collision energy is mainly absorbed by the main anti-collision beam and the energy absorption box. Such a structure causes the secondary anti-collision beam to be subjected to a large collision energy during a vehicle collision. The secondary anti-collision beam has a cavity due to the influence of its own structure, and there is unstable deformation during a collision. Especially when the middle part is under pressure, the deformation of the secondary anti-collision beam will give the energy absorption box a large lateral force, causing the energy absorption box to shift laterally and cannot be subjected to positive pressure. When the structure is subjected to eccentric pressure, the deformation stability of the secondary anti-collision beam is poor, thereby affecting the energy absorption efficiency of the energy absorption box.

[0027] The present application sets the secondary anti-collision beam as a long strip plate-like structure extending along the width direction of the frame. There is no cavity in the internal structure of the secondary anti-collision beam. The secondary anti-collision beam is connected to the bottom of the two energy absorption boxes 4 through the first plate surface of the secondary anti-collision beam being in contact with the bottom of the two energy absorption boxes 4 at the front end of the frame. The long strip plate-like structure of the secondary anti-collision beam can reduce the lateral stiffness of the secondary anti-collision beam. During the vehicle collision, the lateral force brought to the energy absorption box 4 by the deformation of the secondary anti-collision beam can be effectively reduced, the lateral offset of the energy absorption box 4 can be reduced, the deformation stability of the secondary anti-collision beam is enhanced, and the energy absorption efficiency of the energy absorption box 4 is improved.

[0028] In this embodiment, a boss 8 is provided on the second plate surface 2 and in the middle portion between the two energy absorption boxes 4, and a reinforcement portion 3 is provided on the boss 8. The reinforcement portion 3 is evenly distributed on the boss 8, and a transition chamfer is formed between the edge of the reinforcement portion 3 and the boss 8. The reinforcement portion 3 enhances the stability of the overall structure of the secondary anti-collision beam.

[0029] In some embodiments, a mounting groove 7 is provided at a position on the second plate surface 2 corresponding to the energy absorption box 4, and a mounting hole penetrating the first plate surface 1 and the second plate surface 2 is provided in the mounting groove 7. Specifically, the thickness at the mounting groove 7 is less than the thickness at the rest of the auxiliary anti-collision beam. By setting the mounting groove 7, after the auxiliary anti-collision beam is connected to the energy absorption box 4, the structural lateral stiffness of the auxiliary anti-collision beam and the energy absorption box 4 at the connection is weak, thereby reducing the lateral displacement of the energy absorption box 4 caused by the pulling of the auxiliary anti-collision beam during the collision, and further improving the crushing energy absorption effect of the energy absorption box 4.

[0030] In another embodiment, the present application also provides an anti-collision beam assembly, including the above-mentioned secondary anti-collision beam, a connecting bracket 6 and a main anti-collision beam 5; the secondary anti-collision beam is connected to the bottom of the two energy absorption boxes 4, and one side of the secondary anti-collision beam is aligned with the front end surface of the energy absorption box 4; the two ends of the connecting bracket 6 are respectively connected to the front end surface of the energy absorption box 4 and the main anti-collision beam 5.

[0031] The main anti-collision beam 5 and the energy absorption box 4 are connected by the connecting bracket 6. Since the secondary anti-collision beam is connected to the bottom of the energy absorption box 4, the distance between the main anti-collision beam 5 and the secondary anti-collision beam is increased, and the windshield area of ​​the secondary anti-collision beam is reduced, thereby increasing the air intake of the cooling system.

[0032] It is understandable that during the vehicle development process, the cabin thermal balance analysis did not meet the standards. Under the premise that the radiator power could not be increased, in order to meet the demand for increased air intake, the auxiliary anti-collision beam was set at the bottom of the energy absorption box 4, and the long plate structure of the auxiliary anti-collision beam was combined to increase the distance from the lower end of the main anti-collision beam 5 to the upper end of the auxiliary anti-collision beam from 150mm to 200mm.

[0033] Specifically, the connecting bracket 6 and the main anti-collision beam 5 are fastened and connected by bolts, the connecting bracket 6 and the energy absorption box 4 are fastened and connected by bolts, and the auxiliary anti-collision beam and the energy absorption box 4 are fastened and connected by bolts passing through the mounting holes.

[0034] In this embodiment, the thickness of the secondary anti-collision beam is 2.0 mm. By reducing the thickness of the secondary anti-collision beam, the secondary anti-collision beam is formed into a flat, solid, long strip-like structure, which further reduces the windshield area, thereby ensuring a larger air intake.

[0035] Specifically, one side of the secondary anti-collision beam has a first flange structure, and the first flange structure is folded in a direction away from the energy absorption box 4, so that the stability of the connection of the secondary anti-collision beam structure is enhanced by the first flange structure.

[0036] In this embodiment, both sides of the connection bracket 6 have a second flange structure folded toward the energy absorption box 4 , and the stability of the structural connection of the connection bracket 6 is enhanced by the second flange structure.

[0037] In another embodiment, the present application also provides a vehicle, comprising the above anti-collision beam assembly.

[0038] In summary, in the secondary anti-collision beam provided in the present application, the secondary anti-collision beam is arranged as a long plate-like structure extending along the width direction of the frame, and the secondary anti-collision beam is connected to the bottom of the energy absorption box 4 through the first plate surface 1 of the secondary anti-collision beam being in contact with the bottom of the two energy absorption boxes 4 at the front end of the frame. Combined with the long plate-like structure of the secondary anti-collision beam, the secondary anti-collision beam has a small windshield area for the heat dissipation system, and the small windshield area increases the air intake of the heat dissipation system. At the same time, since the secondary anti-collision beam is a long plate-like structure, there is no cavity in the internal structure of the secondary anti-collision beam, which reduces the lateral stiffness of the secondary anti-collision beam. During the vehicle collision, the lateral force brought to the energy absorption box 4 by the deformation of the secondary anti-collision beam can be effectively reduced, the lateral offset of the energy absorption box 4 can be reduced, the stability of the deformation of the secondary anti-collision beam can be enhanced, and the energy absorption efficiency of the energy absorption box 4 can be improved.

[0039] The above embodiments are merely illustrative of the principles and effects of the present application, and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A secondary anti-collision beam, characterized in that: The auxiliary anti-collision beam is configured as a long plate-like structure extending along the width direction of the frame, and has a first plate surface and a second plate surface arranged opposite to each other, and the first plate surface is a surface that is in contact with the bottoms of the two energy absorption boxes at the front end of the frame.

2. The secondary anti-collision beam according to claim 1, characterized in that: A boss is provided on the second plate surface and in the middle portion between the two energy absorbing boxes.

3. The secondary anti-collision beam according to claim 2, characterized in that: The boss is provided with a reinforcement part, the reinforcement part is evenly distributed on the boss, and a transition chamfer is formed between the edge of the reinforcement part and the boss.

4. The secondary anti-collision beam according to claim 1, characterized in that: A mounting groove is arranged on the second plate surface at a position corresponding to the energy absorption box, and a mounting hole penetrating the first plate surface and the second plate surface is arranged in the mounting groove.

5. The secondary anti-collision beam according to claim 4, characterized in that: The thickness of the installation groove is smaller than the thickness of the remaining parts of the auxiliary anti-collision beam.

6. An anti-collision beam assembly, characterized in that: It comprises a secondary anti-collision beam, a connecting bracket and a main anti-collision beam as claimed in any one of claims 1 to 5; The secondary anti-collision beam is connected to the bottom of the two energy absorption boxes, and one side of the secondary anti-collision beam is aligned with the front end surface of the energy absorption box; The two ends of the connecting bracket are respectively connected to the front end surface of the energy absorption box and the main anti-collision beam.

7. The anti-collision beam assembly according to claim 6, characterized in that: The thickness of the secondary anti-collision beam is 2.0 mm.

8. The anti-collision beam assembly according to claim 6, characterized in that: One side of the secondary anti-collision beam has a first flange structure, and the first flange structure is folded in a direction away from the energy absorption box.

9. The anti-collision beam assembly according to claim 6, characterized in that: Both sides of the connecting bracket have second flange structures folded toward the energy absorption box.

10. A vehicle, characterized in that: It comprises an anti-collision beam assembly as claimed in any one of claims 6 to 9.

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