Anti-collision cross beam structure, front-end anti-collision assembly and vehicle

Abstract

The utility model discloses an anti-collision cross beam structure, a front end anti-collision assembly and a vehicle. The anti-collision cross beam structure comprises a cross beam, an energy absorption box and a baffle, wherein the cross beam extends in the width direction of a vehicle; the energy absorption box extends in the length direction of the vehicle. The baffle is connected with the cross beam and the energy absorption box and comprises a first vibration reduction cavity, and the first vibration reduction cavity is a hollow cavity. And in the length direction of the vehicle, the projection area of the energy absorption box on the baffle falls into the range of the baffle. The cross beam and the energy absorption box are connected through the baffle, when a collision accident occurs, impact force borne by the cross beam can be sequentially transmitted to the baffle and the energy absorption box, and due to the fact that the size of the baffle in the width direction and the vertical direction of the vehicle is larger than that of the energy absorption box, the impact force borne by the baffle can be evenly transmitted to the energy absorption box; the situation of stress concentration tearing at the joint of the energy absorption box and the baffle is avoided, and the crushing stability of the energy absorption box can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, and in particular to an anti-collision beam structure, a front end anti-collision assembly and a vehicle. Background Art

[0002] The automobile industry is developing faster and faster, the number of vehicles is increasing, and the probability of collision accidents is also increasing. Among them, the probability of low-speed collisions on urban roads is extremely high. In low-speed collisions, the condenser is located at the front end of the vehicle and is more susceptible to impact and damage, so it costs more to repair the condenser.

[0003] In the related art, the protection of the condenser is achieved through the cooperation of a crossbeam and an energy absorption box. The energy absorption box is directly connected to the crossbeam. Since the thickness of the energy absorption box along the vertical direction is often greater than the thickness of the crossbeam, in a head-on collision, the crossbeam is easily torn and penetrated by the energy absorption box after being subjected to a large impact force, causing the energy absorption box to fail due to crushing or incomplete crushing, and the crushing stability of the energy absorption box is poor. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes an anti-collision beam structure, which is conducive to improving the stability of the energy absorption box when it is crushed by connecting the beam and the energy absorption box through a baffle.

[0005] The utility model also provides a front end anti-collision assembly having the anti-collision cross beam structure.

[0006] The utility model also provides a vehicle with the front end anti-collision assembly.

[0007] The anti-collision beam structure according to the first embodiment of the utility model includes:

[0008] a cross beam extending in a width direction of the vehicle;

[0009] An energy absorbing box extending along the length direction of the vehicle;

[0010] A baffle, the baffle being connected to the crossbeam and the energy absorption box respectively, the baffle comprising a first vibration-damping cavity, and the first vibration-damping cavity being a hollow cavity;

[0011] Wherein, along the length direction of the vehicle, the projection area of ​​the energy absorption box on the baffle falls within the range of the baffle.

[0012] The anti-collision beam structure according to the embodiment of the utility model has at least the following beneficial effects:

[0013] By connecting the crossbeam and the energy absorption box through the baffle, when a collision occurs, the impact force received by the crossbeam will be transmitted to the baffle and the energy absorption box in turn. Since the dimensions of the baffle along the width direction and the vertical direction of the vehicle are larger than the dimensions of the energy absorption box, the impact force received by the baffle will be evenly transmitted to the energy absorption box, avoiding stress concentration and tearing at the connection between the energy absorption box and the baffle, which is beneficial to improving the stability of the energy absorption box crushing.

[0014] According to some embodiments of the present utility model, the crossbeam has a first bottom wall and a first top wall arranged opposite to each other in a vertical direction, and any one of the first bottom wall and the first top wall is connected to the baffle;

[0015] Alternatively, the cross beam has a front wall and a rear wall that are arranged opposite to each other along the length direction of the vehicle, and either one of the front wall and the rear wall is connected to the baffle;

[0016] Alternatively, along the width direction of the vehicle, an end surface of the cross beam is connected to the baffle.

[0017] According to some embodiments of the present utility model, the anti-collision beam structure further includes a support member, and the support member is respectively connected to the energy absorption box and the beam.

[0018] According to some embodiments of the utility model, the crossbeam has a first bottom wall and a first top wall arranged opposite to each other in the vertical direction, and the energy absorption box has a second bottom wall and a second top wall arranged opposite to each other in the vertical direction;

[0019] The baffle is connected to the first top wall, one end of the support is connected to the second bottom wall, and the other end is connected to the crossbeam, so that the crossbeam, the baffle and the energy absorption box form a triangular structure;

[0020] Alternatively, the baffle is connected to the first bottom wall, one end of the support member is connected to the second top wall, and the other end is connected to the crossbeam, so that the crossbeam, the baffle and the energy absorption box form a triangular structure.

[0021] According to some embodiments of the present utility model, the first vibration damping cavity has a front cavity wall and a rear cavity wall along the length direction of the vehicle, and at least one first reinforcement rib is arranged in the first vibration damping cavity. The first reinforcement rib extends in a horizontal direction and is respectively connected to the front cavity wall and the rear cavity wall.

[0022] According to some embodiments of the utility model, a second vibration damping cavity is defined inside the energy absorption box, and at least one second reinforcement rib is provided in the second vibration damping cavity. The second reinforcement rib divides the second vibration damping cavity into a plurality of chambers extending along the length direction of the vehicle.

[0023] According to some embodiments of the utility model, a second vibration damping cavity is defined inside the energy absorption box, and two opposite wall surfaces of the energy absorption box are provided with first connecting holes for connecting to the subframe, and each of the first connecting holes is communicated with the second vibration damping cavity, and the corresponding first connecting holes on the two wall surfaces are coaxially arranged, and a sleeve is provided in the second vibration damping cavity, and the two ends of the sleeve are respectively connected to the cavity wall of the second vibration damping cavity, and a hollow pipe is defined inside the sleeve, and the two ends of the hollow pipe are respectively communicated with the two first connecting holes.

[0024] According to some embodiments of the present utility model, the second vibration damping chamber is defined with a first opening at the rear end of the energy absorption box, and the anti-collision beam structure also includes a first adapter for connecting to the subframe, the first adapter is connected to the rear end of the energy absorption box and closes the first opening.

[0025] According to the second embodiment of the present invention, the front end anti-collision assembly includes:

[0026] A condenser assembly, the condenser assembly comprising a condenser;

[0027] As in any one of the above embodiments, the anti-collision beam structure, the beam is arranged in front of the condenser, so that the beam is hit before the condenser.

[0028] A vehicle according to a third aspect of the present utility model includes:

[0029] The main body of the vehicle;

[0030] As described in the above embodiment, the front end anti-collision assembly is connected to the vehicle body and is located at the front end of the vehicle body.

[0031] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The present invention is further described below with reference to the accompanying drawings and embodiments, wherein:

[0033] Figure 1 It is a structural schematic diagram of the anti-collision beam structure of the first embodiment of the utility model applied to the front end anti-collision assembly of the second embodiment;

[0034] Figure 2 A schematic diagram of an anti-collision beam structure according to an embodiment of the utility model;

[0035] Figure 3 A schematic diagram of the anti-collision beam structure of an embodiment of the utility model from another perspective;

[0036] Figure 4 A schematic diagram of a baffle according to an embodiment of the present utility model;

[0037] Figure 5 It is a schematic diagram of an explosion of the rear end of the energy absorbing box of an embodiment of the utility model;

[0038] Figure 6 This is a structural schematic diagram of the first buffer structure of an embodiment of the utility model (the condenser is hidden);

[0039] Figure 7 This is a schematic diagram of the connection between the adapter bracket and the first buffer structure of an embodiment of the utility model (the energy absorption box is hidden).

[0040] Reference numerals:

[0041] Anti-collision beam structure 100; beam 110; first bottom wall 111; first top wall 112; energy absorption box 120; second reinforcing rib 121; first connecting hole 122; sleeve 123; first opening 124; second bottom wall 125; second top wall 126; baffle 130; first reinforcing rib 131; positioning member 132; first vibration reduction chamber 133; support member 140; first adapter 150; second adapter 160;

[0042] Condenser assembly 200; condenser 210; first buffer structure 220; first mounting member 221; first vibration damping member 222; elastic arm 2221; elastic protrusion 2222; push member 223; guide groove 2231; second buffer structure 230;

[0043] Adaptation bracket 300 ; first mounting hole 310 . DETAILED DESCRIPTION

[0044] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0045] In the description of the present invention, it should be understood that descriptions involving orientation, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0046] In the description of the present utility model, "several" means more than one, "many" means more than two, "greater than", "less than", "exceed" etc. are understood to exclude the number itself, and "above", "below", "within" etc. are understood to include the number itself. If there is a description of "first" or "second", it is only used to distinguish the technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0047] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0048] In the description of the utility model, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0049] The up, down, front, back, left and right directions involved in the present invention refer to the directions of the car in the O-XYZ coordinate system of the vehicle, the origin O coincides with the center of mass of the vehicle, the front end refers to the X direction parallel to the ground and pointing forward, the rear end refers to the X direction parallel to the ground and pointing backward, the left side refers to the Y direction parallel to the ground and pointing to the left side of the driver, the right side refers to the Y direction parallel to the ground and pointing to the right side of the driver, the upper end refers to the Z direction pointing upwards through the point O, and the lower end refers to the Z direction pointing downwards through the point O.

[0050] The automobile industry is developing faster and faster, the number of vehicles is increasing, and the probability of collision accidents is also increasing. Among them, the probability of low-speed collisions on urban roads is extremely high. In low-speed collisions, the condenser is located at the front end of the vehicle and is more susceptible to impact and damage, so it costs more to repair the condenser.

[0051] In the related art, the protection of the condenser is achieved through the cooperation of a crossbeam and an energy absorption box. The energy absorption box is directly connected to the crossbeam. Since the thickness of the energy absorption box along the vertical direction is often greater than the thickness of the crossbeam, in a head-on collision, the crossbeam is easily torn and penetrated by the energy absorption box after being subjected to a large impact force, causing the energy absorption box to collapse and fail or to collapse incompletely, resulting in poor cushioning and energy absorption effects.

[0052] To solve the above problems, the embodiment of the first aspect of the present application proposes an anti-collision beam structure 100, which includes a beam 110, an energy absorption box 120 and a baffle 130. The beam 110, the energy absorption box 120 and the baffle 130 can be formed by extrusion of metal materials or spliced ​​by welding. Figures 1 to 3 As shown, the cross beam 110 extends along the width direction of the vehicle. The cross beam 110 is usually in the shape of a long rod with a certain curvature, and its interior is a hollow structure. According to the strength design requirements of the cross beam 110, structures such as reinforcing ribs can be designed in the cavity inside the cross beam 110 to achieve lightweight and good structural strength. The energy absorption box 120 is a metal thin-walled component. When the vehicle is hit head-on, the energy absorption box 120 is subjected to a longitudinal impact force along the length direction of the vehicle. In the process of transmitting the longitudinal impact force, it undergoes progressive collapse deformation from front to back, thereby absorbing the impact energy to reduce the impact of the collision on the condenser 210 and the subframe.

[0053] It should be noted that the reference Figure 2 As shown, since the thickness of the energy absorption box 120 along the vertical direction is greater than the thickness of the cross beam 110 along the vertical direction, if the cross beam 110 is directly connected to the energy absorption box 120, then when a collision occurs, the stress at the connection between the energy absorption box 120 and the cross beam 110 is more concentrated, which may cause the energy absorption box 120 to be torn through by the cross beam 110.

[0054] To this end, in the embodiment of the present application, the baffle 130 is used for transfer, and the projection area of ​​the energy absorption box 120 on the baffle 130 falls within the range of the baffle 130 along the length direction of the vehicle. The baffle 130 is connected to the crossbeam 110 and the energy absorption box 120 respectively, so that the crossbeam 110, the baffle 130 and the energy absorption box 120 are connected to form an integral structure. Extending along the length direction of the vehicle, the front end of the energy absorption box 120 is connected to the baffle 130, and the connection method can be welding, bolt connection, etc., and the rear end of the energy absorption box 120 is connected to the subframe, and the connection method is a detachable connection such as bolt connection, so as to facilitate the replacement of the front end vulnerable parts such as the crossbeam 110 and the energy absorption box 120 after an accident.

[0055] When a collision occurs, the impact force received by the cross beam 110 will be transmitted to the baffle 130 and the energy absorption box 120 in turn. Since the dimensions of the baffle 130 along the width direction and the vertical direction of the vehicle are larger than the dimensions of the energy absorption box 120, the impact force received by the baffle 130 will be evenly transmitted to the energy absorption box 120, avoiding stress concentration and tearing at the connection between the energy absorption box 120 and the baffle 130, which is beneficial to improving the crushing stability of the energy absorption box 120.

[0056] In order to prevent the baffle 130 from being penetrated by the energy absorption box 120 when a collision occurs, the baffle 130 is a plate structure with a certain thickness and strength. Figure 4 As shown, the baffle 130 is a hollow structure, and a first vibration reduction cavity 133 is defined inside. That is, the first vibration reduction cavity 133 is a hollow cavity to achieve lightweight of the baffle 130. In order to make the baffle 130 have better strength to transmit impact force, at least one first reinforcing rib 131 is provided in the first vibration reduction cavity 133. Figure 4 In the illustrated embodiment, a plurality of first reinforcing ribs 131 are disposed in the first vibration damping cavity 133, and each of the first reinforcing ribs 131 is disposed horizontally and is respectively connected to the front cavity wall and the rear cavity wall of the first vibration damping cavity 133. In other embodiments, the first reinforcing ribs 131 may also be disposed vertically and are respectively connected to the front cavity wall and the rear cavity wall of the first vibration damping cavity 133. Alternatively, the first reinforcing ribs 131 may be wavy, bent, circular, etc., disposed in the first vibration damping cavity 133, and play a role in supporting and reinforcing the baffle 130.

[0057] In such Figures 1 to 3 In the illustrated embodiment, a baffle 130 is respectively provided at both ends of the crossbeam 110, and is respectively connected to an energy absorption box 120 through the baffle 130. Two energy absorption boxes 120, two baffles 130 and one crossbeam 110 are arranged around the condenser 210, wherein the crossbeam 110 is located at the front end of the condenser 210, and the two energy absorption boxes 120 are respectively located on both sides of the condenser 210. In other embodiments, multiple groups of baffles 130 and energy absorption boxes 120 may also be provided, and the multiple groups of baffles 130 and energy absorption boxes 120 are evenly distributed on both sides of the condenser 210, so as to increase the number of energy absorption boxes 120 to improve the energy absorption effect during collision.

[0058] It should be noted that, for the convenience of subsequent description, the two walls of the cross beam 110 oppositely arranged in the vertical direction are named as the first bottom wall 111 and the first top wall 112, respectively, and the two walls oppositely arranged in the length direction of the vehicle are named as the front wall and the rear wall, respectively. The cross beam 110 has two end surfaces along the length direction of the vehicle. The relative connection positions of the cross beam 110, the energy absorption box 120 and the baffle 130 can be any of the following schemes:

[0059] 1. The baffle 130 is connected to the first top wall 112 of the cross beam 110, or the baffle 130 is connected to the first bottom wall 111 of the cross beam 110. Figure 2 and Figure 3 In the illustrated embodiment, the bottom wall of the baffle 130 is connected to the first top wall 112 of the cross beam 110, and the front end wall of the baffle 130 is flush with the front wall of the cross beam 110. If the baffle 130 collides with the legs of a pedestrian, the impact load is more evenly distributed due to the larger contact area, thereby reducing damage to the legs of the pedestrian. The same is true when the baffle 130 is connected to the first bottom wall 111 of the cross beam 110.

[0060] 2. The baffle 130 is connected to the front wall of the cross beam 110, or the baffle 130 is connected to the rear wall of the cross beam 110. Taking the connection of the front end wall of the baffle 130 to the rear wall of the cross beam 110 as an example, in this embodiment, the impact on the cross beam 110 can be directly transmitted to the energy absorbing box 120 along the length direction of the vehicle, and no bending moment or other problems will be generated, thereby reducing the risk of bending of the energy absorbing box 120 and improving the crushing effect of the energy absorbing box 120.

[0061] 3. The baffle 130 is connected to the end face of the beam 110. In this embodiment, the side wall of the baffle 130 and the end face of the beam 110 are connected to form an integral structure by welding or other connection methods. The baffle 130 can be understood as a part of the beam 110 and also plays a protective role.

[0062] In some embodiments, the anti-collision beam structure 100 further includes a support member 140, and both ends of the support member 140 are respectively connected to the energy absorption box 120 and the beam 110 to improve the structural stability between the energy absorption box 120, the baffle 130 and the beam 110. Figure 2 and Figure 3 In the illustrated embodiment, the energy absorbing box 120 has a second bottom wall 125 and a second top wall 126 which are arranged opposite to each other in the vertical direction, the baffle 130 is connected to the first top wall 112 of the cross beam 110, one end of the support member 140 is connected to the second bottom wall 125 of the energy absorbing box 120, and the other end is connected to the cross beam 110, so as to form a triangular structure between the cross beam 110, the baffle 130 and the energy absorbing box 120. It can be understood that the triangular structure has good stability to prevent the cross beam 110 from bending and causing failure when it is impacted. Similarly, when the top wall surface of the baffle 130 is connected to the first bottom wall 111 of the cross beam 110, the support member 140 is arranged on the second top wall 126 of the energy absorbing box 120 and connected to the cross beam 110, so as to form a triangular structure between the cross beam 110, the baffle 130 and the energy absorbing box 120.

[0063] In some embodiments, Figure 5 As shown, the energy absorption box 120 is also a hollow structure. The interior of the energy absorption box 120 defines a second vibration damping cavity, and at least one second reinforcing rib 121 is provided in the second vibration damping cavity. The second reinforcing rib 121 can be vertically arranged to connect the top cavity wall and the bottom cavity wall of the second vibration damping cavity, and the second reinforcing rib 121 can also be horizontally arranged to connect the left cavity wall and the right cavity wall of the second vibration damping cavity. It should be noted that the second reinforcing rib 121 divides the second vibration damping cavity into a plurality of chambers extending along the length direction of the vehicle, so as to have a better energy absorption effect.

[0064] In some embodiments, Figure 5As shown, the first connection holes 122 are correspondingly arranged on the two opposite walls of the energy absorption box 120. It should be noted that the first connection holes 122 may be arranged on the left wall and the right wall of the energy absorption box 120, or on the top wall and the bottom wall of the energy absorption box 120. Figure 5 In the embodiment shown, the top wall of the energy absorption box is provided with two first connection holes 122, and correspondingly, the bottom wall is also provided with two first connection holes 122. Each first connection hole 122 is connected to the second vibration damping cavity, and the first connection holes 122 on the two opposite walls are coaxially arranged, and the first connection holes 122 are used to connect to the subframe, such as Figure 5 As shown, the anti-collision beam structure 100 is also connected to a second adapter 160. After aligning the connection hole on the second adapter 160 with the first connection hole 122, the bolt is passed through the second adapter 160 and the energy absorption box 120, and then the nut is tightened to fix it.

[0065] In order to prevent the energy absorbing box 120 from being torn due to stress concentration between the hole wall of the first connecting hole 122 and the bolt during a collision, a sleeve 123 is further provided in the second vibration-absorbing cavity, and both ends of the sleeve 123 are respectively connected to the cavity wall of the second vibration-absorbing cavity, and a hollow pipe is defined inside the sleeve 123, and both ends of the hollow pipe are respectively connected to the first connecting hole 122. Thus, the bolt can pass through the first connecting hole 122 and the sleeve 123, and the provision of the sleeve 123 strengthens the structural strength around the first connecting hole 122, and improves the crushing stability of the rear end of the energy absorbing box 120.

[0066] Furthermore, since the energy absorbing box 120 is formed by extrusion, both ends of the energy absorbing box 120 in the length direction are open. Figure 5 As shown, the opening located at the rear end of the energy absorbing box 120 and communicating with the second vibration reduction chamber is named as the first opening 124. The anti-collision beam structure 100 also includes a first adapter 150, such as Figure 3 As shown, the first adapter 150 is connected to the rear end of the energy absorbing box 120 and closes the first opening 124. The first adapter 150 is used to connect with the sub-frame. It should be noted that since the energy absorbing box 120 is a thin-walled structure, if it is directly connected to the sub-frame, it may invade the sub-frame during the collapse of the energy absorbing box 120. Therefore, the first adapter 150 of the plate structure is arranged between the sub-frame and the energy absorbing box 120, which is conducive to the energy absorbing box 120 being crushed on the first adapter 150 to avoid affecting the sub-frame.

[0067] It should be noted that the anti-collision beam structure 100 of the first aspect embodiment of the present application can be arranged at the front end of the vehicle to protect the condenser 210 during a low-speed frontal collision. The anti-collision beam structure 100 can also be arranged at the rear end of the vehicle to protect the frame and components located at the rear end of the vehicle during a low-speed rear-end collision.

[0068] The embodiment of the second aspect of the present application provides a front end anti-collision assembly, such as Figure 1 As shown, the front end anti-collision assembly includes a condenser assembly 200 and an anti-collision beam structure 100 as mentioned in any of the above embodiments. The condenser assembly 200 includes a condenser 210. It should be noted that the two ends of the condenser 210 are respectively connected to the energy absorption boxes 120 on both sides, and the beam 110 is arranged in front of the condenser 210. Therefore, during the collision, the beam 110 is hit before the condenser 210. Then, the beam 110 can transfer the impact load to the energy absorption box 120 through the baffle 130, so that the energy absorption box 120 collapses and absorbs energy, thereby reducing the impact on the condenser 210 and the subframe, and reducing the frontal collision loss.

[0069] The front end anti-collision assembly further includes an adapter bracket 300, and the condenser assembly 200 further includes a first buffer structure 220 and a second buffer structure 230, the first buffer structure 220 is used to connect the condenser 210 and the adapter bracket 300, the adapter bracket 300 is used to connect the anti-collision beam structure 100 and the first buffer structure 220, and the second buffer structure 230 is used to connect the condenser 210 and the frame. Figure 1 In the illustrated embodiment, the upper end of the condenser 210 is hung on the vehicle frame via the second buffer structure 230 , and the lower end is connected to the anti-collision beam structure 100 via the first buffer structure 220 .

[0070] The first buffer structure 220 and the second buffer structure 230 both have the function of buffering and reducing vibration. Figure 6 Taking the first buffer structure 220 shown as an example, the first buffer structure 220 includes a first mounting member 221 and a first vibration damping member 222. The first mounting member 221 is used to connect with the adapter bracket 300, and the first vibration damping member 222 is used to connect with the first mounting bracket. The first mounting member 221 has a receiving cavity, and the first vibration damping member 222 is arranged in the receiving cavity and connected to the first mounting member 221 through two elastic arms 2221. The outer periphery of the first vibration damping member 222 is also provided with an elastic protrusion 2222, and the elastic protrusion 2222 is used to abut against the cavity wall of the receiving cavity, so that through the elastic deformation of the elastic arm 2221 and the elastic protrusion 2222, the first vibration damping member 222 and the first mounting member 221 can filter out small vibrations.

[0071] It should be noted that the connection between the first buffer structure 220 and the adapter bracket 300 is movably connected. During normal driving, the first buffer structure 220, the adapter bracket 300 and the anti-collision beam structure 100 are connected in sequence, and the first buffer structure 220 can filter out the vibration of the anti-collision beam structure 100. In the event of a head-on collision accident, the anti-collision beam structure 100 can push the first buffer structure 220 to move and rotate the condenser 210 as a whole, so that the first buffer structure 220 is separated from the adapter bracket 300 to block the conduction path of the impact force and reduce the probability of damage to the condenser 210.

[0072] In addition, the second buffer structure 230 maintains a flexible connection with the frame, which can allow the condenser 210 to rotate to separate from the adapter bracket 300 on the one hand, and can maintain a connection with the condenser 210 after the condenser 210 is separated from the adapter bracket 300 on the other hand, thereby preventing the condenser 210 from falling and being damaged.

[0073] It should be noted that if Figure 6 and Figure 7 As shown, the main body of the condenser 210 (such as the fan, filter, etc.) has a relatively low structural strength. If the anti-collision beam structure 100 directly contacts the main body of the condenser 210 during a collision, the condenser 210 is easily damaged by the impact. To this end, a pusher 223 is connected to the first buffer structure 220. The pusher 223 is arranged corresponding to the anti-collision beam structure 100 and is used to contact the anti-collision beam structure 100 and push the condenser 210 backward during a collision.

[0074] The first buffer structure 220 includes a first mounting member 221 made of a hard material, and has a relatively high structural strength. The pusher 223 is connected to the first mounting member 221 and extends forward to shorten the gap between the pusher 223 and the anti-collision beam structure 100. In addition, if the anti-collision beam structure 100 has a vertical offset during the collision, it is easy to cause the anti-collision beam structure 100 to fail to accurately abut against the pusher 223, thereby bringing the risk of buffer failure. To this end, the baffle 130 is also provided with a positioning member 132, which is arranged on the side of the baffle 130 facing the first buffer structure 220, corresponding to the pusher 223, and extending toward the pusher 223.

[0075] Wherein, any one of the positioning member 132 and the pushing member 223 is inserted into the other, as shown in FIG. Figure 6In the illustrated embodiment, a guide groove 2231 extending in the collision direction is provided on one side of the push member 223, and an opening is provided at one end of the guide groove 2231 facing the anti-collision beam structure 100, through which the positioning member 132 is inserted into the guide groove 2231. When impacted, the positioning member 132 can slide relative to the push member 223 in the collision direction, and the groove wall of the guide groove 2231 in the vertical direction limits the displacement range of the positioning member 132 in the vertical direction, so that the anti-collision beam structure 100 is guided by the positioning member 132 to abut against the pushing member 223, thereby pushing the first buffer structure 220 to separate from the adapter bracket 300. In other embodiments, the positioning member 132 is provided with a guide groove 2231, and the pushing member 223 is inserted into the positioning member 132.

[0076] Furthermore, although the positioning member 132 and the pushing member 223 have a plug-in relationship, they do not have an abutting relationship. Figure 6 As shown, the positioning member 132 is supported by the anti-collision beam structure 100, suspended in the pusher 223, and has a certain gap with the groove wall of the guide groove 2231 of the pusher 223, so that the positioning member 132 has a certain degree of freedom of movement in the vertical direction in the guide groove 2231. Since the anti-collision beam structure 100 is connected to the vehicle body, it will have some vibrations under the influence of road conditions during driving. The gap between the positioning member 132 and the pusher 223 can prevent the vibration of the anti-collision beam structure 100 from being transmitted to the condenser 210 through the positioning member 132 and the pusher 223.

[0077] It should be noted that, in order to realize that the anti-collision beam structure 100 drives the pusher 223 to move so as to separate the first buffer structure 220 and the adapter bracket 300, an installation hole with an opening is provided on the adapter bracket 300. Figure 7 As shown, the front-end anti-collision assembly also includes a first connecting member (not shown in the figure), which can be a bolt, a screw, etc. The adapter bracket 300 is provided with a first mounting hole 310, and the first connecting member is penetrated through the first mounting hole 310 and connected to the first buffer structure 220, so as to connect the adapter bracket 300 and the condenser 210 into an integral structure. It should be noted that the first mounting hole 310 is a single-sided opening structure, and has an opening at one end facing the rear of the vehicle, so that the first connecting member can be detached from the opening. When the anti-collision beam structure 100 pushes the first buffer structure 220 toward the rear of the vehicle, the first connecting member moves backward with the first buffer structure 220, and the adapter bracket 300 is connected to the energy absorption box 120 without relative movement, so that the first connecting member is detached from the first mounting hole 310, so that when the impact force is transmitted to the energy absorption box 120, the force conduction path between the energy absorption box 120, the adapter bracket 300, and the condenser 210 is cut off, and then the impact force will not affect the condenser 210.

[0078] An embodiment of the third aspect of the present application provides a vehicle, which includes a vehicle body, and a front end anti-collision assembly is connected to the vehicle body and is located at the front end of the vehicle body.

[0079] It should be noted that the vehicle mentioned in this application can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0080] The embodiments of the utility model are described in detail above in conjunction with the accompanying drawings, but the utility model is not limited to the above embodiments. Various changes can be made within the knowledge of ordinary technicians in the relevant technical field without departing from the purpose of the utility model. In addition, the embodiments of the utility model and the features in the embodiments can be combined with each other without conflict.

Claims

1. Anti-collision beam structure, characterized in that: include: a cross beam extending in a width direction of the vehicle; An energy absorption box extending along the length direction of the vehicle; A baffle, the baffle being connected to the crossbeam and the energy absorption box respectively, the baffle comprising a first vibration-damping cavity, and the first vibration-damping cavity being a hollow cavity; Wherein, along the length direction of the vehicle, the projection area of ​​the energy absorption box on the baffle falls within the range of the baffle.

2. The anti-collision beam structure according to claim 1, characterized in that: The crossbeam has a first bottom wall and a first top wall which are arranged opposite to each other in the vertical direction, and either one of the first bottom wall and the first top wall is connected to the baffle; Alternatively, the cross beam has a front wall and a rear wall that are arranged opposite to each other along the length direction of the vehicle, and either one of the front wall and the rear wall is connected to the baffle; Alternatively, along the width direction of the vehicle, an end surface of the cross beam is connected to the baffle.

3. The anti-collision beam structure according to claim 1, characterized in that: The anti-collision beam structure also includes a support member, and the support member is respectively connected to the energy absorption box and the beam.

4. The anti-collision beam structure according to claim 3, characterized in that: The crossbeam has a first bottom wall and a first top wall which are arranged opposite to each other in the vertical direction, and the energy absorbing box has a second bottom wall and a second top wall which are arranged opposite to each other in the vertical direction; The baffle is connected to the first top wall, one end of the support is connected to the second bottom wall, and the other end is connected to the crossbeam, so that the crossbeam, the baffle and the energy absorption box form a triangular structure; Alternatively, the baffle is connected to the first bottom wall, one end of the support member is connected to the second top wall, and the other end is connected to the crossbeam, so that the crossbeam, the baffle and the energy absorption box form a triangular structure.

5. The anti-collision beam structure according to claim 1, characterized in that: The first vibration damping cavity has a front cavity wall and a rear cavity wall along the length direction of the vehicle. At least one first reinforcing rib is arranged in the first vibration damping cavity. The first reinforcing rib extends in a horizontal direction and is respectively connected to the front cavity wall and the rear cavity wall.

6. The anti-collision beam structure according to claim 1, characterized in that: A second vibration-damping cavity is defined inside the energy absorption box, and at least one second reinforcing rib is arranged in the second vibration-damping cavity. The second reinforcing rib divides the second vibration-damping cavity into a plurality of chambers extending along the length direction of the vehicle.

7. The anti-collision beam structure according to claim 1, characterized in that: A second vibration damping cavity is defined inside the energy absorbing box, and two opposite wall surfaces of the energy absorbing box are provided with first connecting holes for connecting to the subframe, each of the first connecting holes is communicated with the second vibration damping cavity, and the corresponding first connecting holes on the two wall surfaces are coaxially arranged, a sleeve is provided in the second vibration damping cavity, two ends of the sleeve are respectively connected to the cavity wall of the second vibration damping cavity, a hollow pipe is defined inside the sleeve, and two ends of the hollow pipe are respectively communicated with the two first connecting holes.

8. The anti-collision beam structure according to claim 7, characterized in that: The second vibration-damping chamber defines a first opening at the rear end of the energy absorption box, and the anti-collision beam structure also includes a first adapter for connecting to the subframe, the first adapter is connected to the rear end of the energy absorption box and closes the first opening.

9. The front end anti-collision assembly is characterized by: include: A condenser assembly, the condenser assembly comprising a condenser; According to the anti-collision beam structure as described in any one of claims 1 to 8, the beam is arranged in front of the condenser so that the beam is hit before the condenser.

10. A vehicle, characterized in that include: The main body of the vehicle; The front end anti-collision assembly as described in claim 9 is connected to the vehicle body and is located at the front end of the vehicle body.

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