Anti-collision beam capable of improving vehicle offset collision safety

Abstract

The utility model discloses an anti-collision beam capable of improving the offset collision safety of a vehicle. The anti-collision beam comprises a cross beam and an energy absorption box, the two energy absorption boxes are connected with the bottom plate, and the bottom plate is connected with an automobile body; the two ends of the cross beam are connected with the energy absorption boxes through first connecting pieces. The connecting portions of the two ends of the cross beam and the first connecting pieces are arranged to be of a double-cavity structure, through grooves are formed in the double-cavity structure, middle ribs matched with the through grooves are arranged on the first connecting pieces, the middle ribs penetrate through the through grooves and extend into the double-cavity structure, the extending middle ribs further divide the double-cavity structure, and the number of cavities is increased. Effective connection of the ends of the cross beams on the non-collision side in the offset collision process can be guaranteed, correct conduction of collision force is guaranteed, and the anti-collision device has the advantages of being good in safety and high in practicability.

Description

Technical Field

[0001] The present application relates to the technical field of automobile anti-collision, and in particular to an anti-collision beam capable of improving the safety of vehicle offset collision. Background Art

[0002] Lightweighting has always been a hot topic in the automotive industry. As new energy vehicles account for an increasing proportion in the Chinese market, cruising range is an important criterion for measuring the quality of a car. The cruising range is inversely proportional to the weight of the car body. The heavier the car body, the shorter the cruising range. Aluminum alloy materials account for an increasing proportion of car body materials due to their good lightweighting effect. As the first line of defense for automobile passive safety, the anti-collision beam plays the role of energy absorption and force transmission during a car collision. Due to the demand for lightweighting of automobiles, aluminum alloy materials are increasingly used in anti-collision beam products. Aluminum alloy anti-collision beams with welded structures account for a high proportion in the market, but due to the characteristics of aluminum alloy materials, the material strength in the welding heat affected zone will be reduced. The strength of the welding heat affected zone of 6 series aluminum alloy materials is generally about 60% of the parent material. During an offset collision, the energy absorption box on the collision side of the car is compressed, and the non-collision side will be subjected to a large lateral force. The non-collision side beam and the energy absorption box may crack due to the large lateral force. In the case of large deformation, the beam and the energy absorption box may separate, resulting in the inability to guide the collision force to the non-collision side protection structure, affecting the energy absorption of the front cabin of the vehicle, and the passenger cabin is greatly deformed, threatening the safety of the occupants.

[0003] The anti-collision beam assembly disclosed in the Chinese patent with application number CN201820343182.6 and name “Light-duty vehicle front anti-collision beam assembly” includes a front anti-collision beam, a right connecting plate assembly, a left connecting plate assembly, and a front trailer hook threaded tube; the front anti-collision beam is in the shape of a strip, and the strip-shaped front anti-collision beam has an arc, and the anti-collision beam has a front side and a back side arranged opposite to the front side, the front side is an arc-shaped convex surface, and the back side is an arc-shaped concave surface, and an arched protrusion is also arranged in the middle of the front anti-collision beam, and the arched protrusion protrudes from the front side, the right connecting plate assembly is installed at the right end of the back side, and the left connecting plate assembly is installed at the left end of the back side. This patent improves the mechanical properties of the light-duty vehicle front anti-collision beam assembly by rationally designing the structure, and also achieves weight reduction, which is conducive to the lightweight design of the vehicle front anti-collision beam assembly, but it does not involve the above-mentioned problems. Utility Model Content

[0004] The utility model aims to provide an anti-collision beam which can improve the safety of vehicle offset collision in view of the drawbacks of the prior art, so as to solve the problems mentioned in the background art.

[0005] The problem described in the utility model is solved by the following technical solutions:

[0006] A crash beam that can improve the safety of a vehicle in an offset collision, comprises a crossbeam and an energy absorption box; there are two energy absorption boxes, which are connected to a bottom plate, and the bottom plate is connected to the vehicle body; both ends of the crossbeam are connected to the energy absorption boxes through a first connecting piece; the connecting parts of the two ends of the crossbeam and the first connecting piece are arranged as a double-cavity structure, the double-cavity structure is provided with a slot, the first connecting piece is provided with a center rib matching the slot, the center rib passes through the slot and penetrates into the double-cavity structure, the penetrated center rib further divides the double-cavity structure, increases the number of cavities, and the crossbeam and the first connecting piece 4 are combined to form a multi-cavity structure.

[0007] The above-mentioned anti-collision beam that can improve the offset collision safety of the vehicle, the first connecting part also includes a base plate, and connecting plates perpendicular to the base plate are arranged at the two ends close to the base plate, and connecting holes are arranged on the connecting plates; one side of the base plate is fitted with the cross beam, and the other side is fitted with the energy absorption box; the connecting plates are overlapped and fitted on the sides of the cross beam and the energy absorption box respectively, and the cross beam and the energy absorption box are respectively provided with holes matching the connecting holes on the connecting plates; the connecting plate and the cross beam are connected by rivet nuts, and the connecting plate and the energy absorption box are connected by rivet nuts.

[0008] The above-mentioned anti-collision beam that can improve the vehicle's offset collision safety is provided with a through hole at the combination of the first connecting member and the cross beam, and a long bolt passes through the multi-cavity structure formed by the combination of the first connecting member and the cross beam; the first connecting member and the energy absorption box are connected in the same way as the cross beam.

[0009] The above-mentioned anti-collision beam which can improve the offset collision safety of the vehicle, the energy absorption box is a two-layer reinforced structure, and a crushing notch is arranged on the energy absorption box, and the crushing notch is arranged at the corner of the energy absorption box.

[0010] The above-mentioned anti-collision beam that can improve the offset collision safety of the vehicle, the energy absorption box and the bottom plate are connected by welding in the width direction of the vehicle body, and are connected by bolts in the height direction of the vehicle body.

[0011] The above-mentioned anti-collision beam that can improve the vehicle's offset collision safety has a second connecting member added between the two ends of the beam and the bottom plate. The second connecting member is a rectangular plate with an upper folding edge and a lower folding edge. The upper folding edge and the lower folding edge are overlapped on the beam and the bottom plate respectively, and are connected by rivet nuts.

[0012] The anti-collision beam capable of improving the offset collision safety of the vehicle is provided with at least one crush rib on the second connecting member, and the crush rib is parallel to the height direction of the vehicle body. Beneficial Effects

[0013] Compared with the prior art, the utility model has the following advantages: First, the two ends of the crossbeam are designed as a double-cavity structure, and a first connecting piece is set between the crossbeam and the energy absorption box. The first connecting piece is connected to the crossbeam and the energy absorption box by rivet nuts or long bolts. The advantage of this connection method over the traditional direct welding method is that when an offset collision occurs, the non-collision side will be subjected to a large lateral force, and the screw connection method will not cause the crossbeam and the energy absorption box to directly crack or even separate, so that the collision cannot be guided to the non-collision side protection structure, affecting the energy absorption of the front cabin of the vehicle, and the passenger cabin is greatly deformed, threatening the safety of the occupants. Second, the second connecting piece is set. The second connecting piece is pulled on the non-collision side during an offset collision, which can play a tensile role. The crush ribs play a certain energy absorption role through tensile deformation, and the crush ribs on the second connecting piece under pressure on the collision side will not affect the compression energy absorption of the energy absorption box. Third, in order to prevent tearing between the energy absorption box and the bottom plate, the energy absorption box and the bottom plate are connected by welding in the width direction of the vehicle body, that is, two welds are set in the height direction of the vehicle body, and they are connected by bolts in the height direction of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The utility model is further described in detail below in conjunction with the accompanying drawings.

[0015] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0016] Figure 2 This is a schematic diagram of the structure of the end portion of the beam of the utility model;

[0017] Figure 3 This is a schematic diagram of the structure of the first connecting member of the utility model;

[0018] Figure 4 yes Figure 3 D-D sectional view;

[0019] Figure 5 It is a partial structural schematic diagram of the utility model;

[0020] Figure 6 yes Figure 5 BB section diagram;

[0021] The symbols in the figure represent:

[0022] 1. Crossbeam, 1-1. Overslot, 2. Energy absorption box, 3. Bottom plate, 4. First connecting piece, 4-1. Middle rib, 4-2. Base plate, 4-3. Connecting plate, 5. Second connecting piece, 5-1. Collapse rib. DETAILED DESCRIPTION

[0023] See also Figure 1-6The utility model includes a cross beam 1 and an energy absorption box 2; there are two energy absorption boxes 2, which are connected to a bottom plate 3, and the bottom plate 3 is connected to the vehicle body; both ends of the cross beam 1 are connected to the energy absorption box 2 through a first connecting member 4; the connecting parts of the two ends of the cross beam 1 and the first connecting member 4 are set as a double-cavity structure, and the double-cavity structure is provided with a groove 1-1, and the first connecting member 4 is provided with a middle rib 4-1 matching the groove 1-1, and the middle rib 4-1 passes through the groove 1-1 and penetrates into the double-cavity structure, and the penetrated middle rib 4-1 further divides the double-cavity structure, increases the number of cavities, and the cross beam 1 and the first connecting member 4 are combined to form a multi-cavity structure. The two ends of the beam 1 are designed as a double-cavity structure because in the event of an offset collision, the non-collision side will be subjected to a large lateral force, and the non-collision side beam and energy absorption box may crack due to the large lateral force. In the case of large deformation, the beam and energy absorption box may separate, resulting in the inability to guide the collision force to the non-collision side protection structure, affecting the energy absorption of the front cabin of the vehicle, and the passenger cabin is greatly deformed, threatening the safety of the occupants. The two ends of the beam 1 can also be designed as a multi-cavity structure.

[0024] In order to prevent the separation of the crossbeam and the energy absorption box, the crossbeam and the energy absorption box can be screwed together on the basis of the above multi-cavity combination, and the specific scheme is as follows: the first connecting member 4 also includes a base plate 4-2, and connecting plates 4-3 perpendicular to the base plate 4-2 are arranged at the two ends close to the base plate 4-2, and connecting holes are arranged on the connecting plate 4-3; one side of the base plate 4-2 is fitted with the crossbeam 1, and the other side is fitted with the energy absorption box 2; the connecting plates 4-3 are overlapped and fitted on the sides of the crossbeam 1 and the energy absorption box 2, and the crossbeam 1 and the energy absorption box 2 are respectively provided with holes matching the connecting holes on the connecting plates 4-3; the connecting plates 4-3 and the crossbeam 1 are connected by rivet nuts, and the connecting plates 4-3 and the energy absorption box 2 are connected by rivet nuts.

[0025] There are four connecting plates 4-3, two of which are fitted with the side of the beam 1, and the other two are fitted with the energy absorption box 2. The holes on the beam 1 and the energy absorption box 2 can be set only on the side wall that fits with the connecting plates 4-3, which is suitable for the above-mentioned rivet nut connection method; the holes on the beam 1 and the energy absorption box 2 can also pass through the entire beam 1 or the energy absorption box 2, and then the connecting plate 4-3 and the beam 1, and the connecting plate 4-3 and the energy absorption box 2 are connected by long bolts, further increasing the connection strength. This connection method also requires matching holes to be set on the center rib 4-1, and finally realizes the multi-cavity structure formed by the long bolts passing through the first connecting member 4 and the beam 1.

[0026] In order to further enhance the energy absorption, the energy absorption box 2 is a two-layer reinforced structure, which is a two-layer structure parallel to the front and rear directions of the vehicle body. A crush notch 2-1 is provided on the energy absorption box 2. The crush notch 2-1 is provided at the corners of the energy absorption box 2. When the energy absorption box 2 is subjected to pressure, the crush notch 2-1 collapses first, inducing deformation of the energy absorption box.

[0027] In order to prevent tearing between the crash box 2 and the bottom plate, the crash box 2 and the bottom plate 3 are connected by welding in the width direction of the vehicle body and by bolts in the height direction of the vehicle body. That is, two welds are provided in the height direction of the vehicle body.

[0028] In order to further increase the connection strength between the cross beam 1 and the bottom plate and prevent tearing on the non-collision side during offset collision, a second connector 5 is added between the two ends of the cross beam 1 and the bottom plate 3. The second connector 5 is a rectangular plate with an upper folding edge and a lower folding edge. The upper folding edge and the lower folding edge are overlapped on the cross beam 1 and the bottom plate 3 respectively and connected by rivet nuts. In order not to affect the function of the energy absorption box 2 during a collision, at least one crushing rib 5-1 is provided on the second connector 5, and the crushing rib 5-1 is parallel to the height direction of the vehicle body. The second connector 5 is pulled on the non-collision side during an offset collision, which can play a tensile role. The crushing rib 5-1 plays a certain energy absorption role through tensile deformation, and the crushing rib 5-1 on the second connector 5 under pressure on the collision side will not have too much impact on the compression energy absorption of the energy absorption box.

Claims

1. An anti-collision beam capable of improving the safety of a vehicle in an offset collision, characterized in that: The vehicle comprises a crossbeam (1) and an energy absorption box (2); there are two energy absorption boxes (2), which are connected to a bottom plate (3), and the bottom plate (3) is connected to a vehicle body; the two ends of the crossbeam (1) are connected to the energy absorption box (2) via a first connecting piece (4); the connecting parts of the two ends of the crossbeam (1) and the first connecting piece (4) are arranged as a double-cavity structure, the double-cavity structure is provided with a groove (1-1), the first connecting piece (4) is provided with a middle rib (4-1) matching the groove (1-1), the middle rib (4-1) passes through the groove (1-1) and penetrates into the double-cavity structure, the penetrated middle rib (4-1) further divides the double-cavity structure, and increases the number of cavities, and the crossbeam (1) and the first connecting piece (4) are combined to form a multi-cavity structure.

2. The anti-collision beam capable of improving the safety of vehicle offset collision according to claim 1, characterized in that: The first connecting member (4) further comprises a base plate (4-2), connecting plates (4-3) perpendicular to the base plate (4-2) are arranged at two ends close to the base plate (4-2), and connecting holes are arranged on the connecting plates (4-3); one side of the base plate (4-2) is fitted with the crossbeam (1), and the other side is fitted with the energy absorption box (2); the connecting plates (4-3) are overlapped and fitted with the side surfaces of the crossbeam (1) and the energy absorption box (2), respectively, and holes matching the connecting holes on the connecting plates (4-3) are arranged on the crossbeam (1) and the energy absorption box (2); the connecting plates (4-3) and the crossbeam (1) are connected by rivet nuts, and the connecting plates (4-3) and the energy absorption box (2) are connected by rivet nuts.

3. The anti-collision beam capable of improving the offset collision safety of a vehicle according to claim 2, characterized in that: A through hole is provided at the combination of the first connecting member (4) and the cross beam (1), and a long bolt is passed through the multi-cavity structure formed by the combination of the first connecting member (4) and the cross beam (1); the first connecting member (4) and the energy absorption box (2) are connected in the same connection manner as the cross beam (1).

4. The anti-collision beam capable of improving the safety of vehicle offset collision according to claim 1, characterized in that: The energy absorption box (2) is a two-layer reinforced structure, and a crushing notch (2-1) is provided on the energy absorption box (2), wherein the crushing notch (2-1) is provided at a corner of the energy absorption box (2).

5. The anti-collision beam capable of improving the safety of vehicle offset collision according to claim 1, characterized in that: The energy absorption box (2) and the bottom plate (3) are connected in the width direction of the vehicle body by welding, and are connected in the height direction of the vehicle body by bolts.

6. The anti-collision beam capable of improving the safety of vehicle offset collision according to claim 1, characterized in that: A second connecting member (5) is provided between the two ends of the cross beam (1) and the bottom plate (3); the second connecting member (5) is a rectangular plate on which an upper folding edge and a lower folding edge are provided; the upper folding edge and the lower folding edge are overlapped on the cross beam (1) and the bottom plate (3) respectively and connected by rivet nuts.

7. The anti-collision beam capable of improving the offset collision safety of a vehicle according to claim 6, characterized in that: At least one crush rib (5-1) is provided on the second connecting member (5), wherein the crush rib (5-1) is parallel to the height direction of the vehicle body.

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