Vehicle

Abstract

The vehicle comprises a front auxiliary frame, an anti-collision beam, an energy absorption box, a first reinforcing piece and a second reinforcing piece, the first end of the energy absorption box is connected to the anti-collision beam, the second end of the energy absorption box is connected to the front auxiliary frame, the first reinforcing piece is arranged on the anti-collision beam, the first reinforcing piece comprises a first side portion located on the front side of the anti-collision beam, and in the length direction of the energy absorption box, the second reinforcing piece is arranged on the first side portion. The first side part and the energy absorption box are at least partially and oppositely arranged, the second reinforcing piece is arranged on the front side of the first side part, a part of the second reinforcing piece protrudes out of the top end of the first reinforcing piece, the energy absorption box comprises a first part, the first part is located on the side, close to the center of a vehicle, of the longitudinal section of the energy absorption box, and the second part is located in the length direction of the energy absorption box. The second reinforcing piece is at least partially opposite to the first part. Therefore, the rigidity and the strength of the anti-collision beam can be improved, the anti-collision beam not prone to deformation can protect the energy absorption box, the energy absorption box can normally collapse to absorb energy, and damage to a vehicle body and a passenger compartment of the vehicle is reduced.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular, to a vehicle. Background Art

[0002] The anti-collision beam of the vehicle's front subframe is one of the core components of the vehicle's passive safety system, responsible for absorbing and dispersing impact forces, protecting the safety of pedestrians and drivers and passengers, etc.

[0003] In the related art, the anti-collision beam of the front subframe has low strength and poor collision safety. Utility Model Content

[0004] An object of the present disclosure is to provide a vehicle to at least partially overcome the problems existing in the related art.

[0005] In order to achieve the above object, the present disclosure provides a vehicle, comprising:

[0006] front subframe;

[0007] Anti-collision beam;

[0008] An energy absorption box, wherein a first end of the energy absorption box is connected to the anti-collision beam, and a second end of the energy absorption box is connected to the front subframe;

[0009] a first reinforcement member disposed on the anti-collision beam, the first reinforcement member comprising a first side portion located at a front side of the anti-collision beam, and the first side portion is at least partially disposed opposite to the energy absorption box along a length direction of the energy absorption box; and

[0010] a second reinforcement member, the second reinforcement member being disposed at a front side of the first side portion, and a portion of the second reinforcement member protruding from a top end of the first reinforcement member;

[0011] Wherein, the energy absorption box comprises a first portion, and the first portion is located on a side of the longitudinal section of the energy absorption box close to the center of the vehicle;

[0012] Along the length direction of the energy absorbing box, the second reinforcement is arranged opposite to at least a portion of the first portion.

[0013] Optionally, the energy absorption box includes a box body and a front connecting portion, and the front connecting portion is arranged at one end of the box body close to the anti-collision beam;

[0014] The front connecting portion includes a first connecting portion and a second connecting portion;

[0015] The second connection portion is located on the inner side of the first connection portion, and the first connection portion is connected to the anti-collision beam;

[0016] There is a gap between the front end of the second connecting portion and the anti-collision beam, and along the length direction of the energy absorption box, the second reinforcement is at least partially arranged opposite to the gap.

[0017] Optionally, the first connecting portion is provided with a plurality of mounting holes for connecting with the anti-collision beam, and at least some of the plurality of mounting holes are located on the outside of the box body.

[0018] Optionally, the first reinforcement member further comprises two first flanges connected to opposite ends of the first side portion;

[0019] The two first flanges are respectively connected to the top end and the bottom end of the anti-collision beam.

[0020] Optionally, the second reinforcement member is connected to the first reinforcement member to form a cavity.

[0021] Optionally, the second reinforcement member includes a second side portion and two second flanges connected to opposite ends of the second side portion;

[0022] The two second flanges are arranged at intervals along the length direction of the anti-collision beam and are both connected to the first reinforcement.

[0023] Optionally, the number of the first reinforcement member, the second reinforcement member and the energy absorption box are two;

[0024] The two first reinforcement members are respectively arranged at two ends of the anti-collision beam in the length direction;

[0025] The two second reinforcement members are respectively arranged on the corresponding first reinforcement members;

[0026] Wherein, along the length direction of the energy absorbing box, each of the second reinforcement members is arranged corresponding to at least a part of the first part of the corresponding energy absorbing box.

[0027] Optionally, the projection of the anti-collision beam in the length direction of the vehicle is a first projection, and the projection of the first reinforcement member in the length direction of the vehicle is a second projection;

[0028] In the width direction of the vehicle, the length of the first projection is A, the length of the second projection is B, and A and B satisfy: 0.3B≤A≤0.4B.

[0029] Optionally, the energy absorption box includes a box body and a rear connecting portion, and the rear connecting portion is arranged at one end of the box body close to the front subframe;

[0030] The rear connecting portion includes a first end plate and a second end plate, both of which are used to be connected to the front sub-frame, the first end plate is located on the outer side of the second end plate, and the outer end of the first end plate is closer to the rear side of the vehicle than the inner end of the first end plate;

[0031] The first end plate and the second end plate are arranged at an angle.

[0032] Optionally, the second end plate is adapted to extend in a width direction of the vehicle;

[0033] An angle α between a side of the first end plate facing away from the box body and a side of the second end plate facing away from the box body satisfies: 120°≤α≤170°.

[0034] Optionally, a first reinforcing rib is provided in the anti-collision beam;

[0035] Along the length direction of the energy absorption box, the first reinforcing rib and the first reinforcing member are at least partially arranged opposite to each other; and / or the first reinforcing rib and the second reinforcing member are at least partially arranged opposite to each other.

[0036] Optionally, a second reinforcing rib is provided in the energy absorption box;

[0037] Along the length direction of the energy absorption box, the second reinforcing rib is at least partially arranged opposite to the first reinforcing member, and / or the second reinforcing rib is at least partially arranged opposite to the second reinforcing member.

[0038] Optionally, the second reinforcing rib includes a first rib and a second rib;

[0039] The first rib and the second rib both extend along the length direction of the energy absorption box, and the first rib intersects with the second rib to form a structure with a cross-shaped cross section.

[0040] Optionally, the energy absorbing box includes a box body, a front connecting portion, a rear connecting portion and at least one reinforcing rib;

[0041] The first end of the energy absorption box is connected to the anti-collision beam through the front connecting portion;

[0042] The second end of the energy absorption box is connected to the front subframe through the rear connecting portion;

[0043] The reinforcing rib is arranged between the front connecting portion and the box body, and / or the reinforcing rib is arranged between the rear connecting portion and the box body.

[0044] Optionally, the energy absorbing box includes a box body, a front connecting portion and a rear connecting portion;

[0045] The first end of the energy absorption box is connected to the anti-collision beam through the front connecting portion;

[0046] The second end of the energy absorption box is connected to the front subframe through the rear connecting portion;

[0047] In a direction from the first end of the energy absorbing box to the second end of the energy absorbing box, the cross-sectional area of ​​the box body gradually increases.

[0048] Through the above technical solution, by arranging the first reinforcement on the anti-collision beam, the first reinforcement can improve the overall strength and rigidity of the anti-collision beam. In this way, the anti-collision beam can withstand a larger impact force and is not easily deformed. It can reduce the increase in vehicle maintenance costs caused by deformation of the front subframe of the vehicle due to deformation of the anti-collision beam after a collision. Moreover, it is also beneficial to improve the collision safety of the vehicle using the anti-collision beam and improve the safety of the driver and passengers.

[0049] Furthermore, since the first side portion located on the front side of the anti-collision beam is at least partially arranged opposite to the energy absorption box along the length direction of the energy absorption box, when the vehicle suffers from, for example, a head-on and / or side collision, the position of the anti-collision beam where the first reinforcement is arranged is not easily deformed, thereby being able to protect the energy absorption box, allowing the energy absorption box to collapse and absorb energy normally, absorb collision energy, reduce damage to the vehicle body and passenger compartment, and further improve the safety of the driver and passengers.

[0050] In addition, since the second reinforcement is arranged on the front side of the first side portion of the first reinforcement, a portion of the second reinforcement protrudes from the top end of the first reinforcement, and the second reinforcement is at least partially opposite to the first portion of the energy absorption box. In this way, the portion of the anti-collision beam where the second reinforcement is provided can have higher strength and rigidity, thereby further improving the strength and rigidity of the anti-collision beam where the energy absorption box portion is provided, and further avoiding the situation where the energy absorption box cannot normally collapse and absorb energy due to collision damage, which is beneficial to further improve the safety of the vehicle.

[0051] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0053] Figure 1 It is a three-dimensional structural schematic diagram of a partial structure of a vehicle provided by an exemplary embodiment of the present disclosure, wherein an anti-collision beam, an energy absorption box, a front subframe, etc. are shown.

[0054] Figure 2It is a schematic top view of a partial structure of a vehicle provided by an exemplary embodiment of the present disclosure, wherein an anti-collision beam, an energy absorption box, a front subframe, etc. are shown.

[0055] Figure 3 It is a schematic top view of a partial structure of a vehicle provided in an exemplary embodiment of the present disclosure, wherein an anti-collision beam, an energy absorption box, a front subframe, etc. are shown.

[0056] Figure 4 It is a schematic top view of an energy absorption box of a vehicle provided in an exemplary embodiment of the present disclosure.

[0057] Figure 5 It is a side view schematic diagram of an exemplary embodiment of the present disclosure, in which an anti-collision beam of a vehicle and a first reinforcement are in an assembled state.

[0058] Figure 6 Schematic diagram of a cross-section of an anti-collision beam provided in accordance with an exemplary embodiment of the present disclosure.

[0059] Figure 7 is a schematic cross-sectional view of an anti-collision beam provided in another exemplary embodiment of the present disclosure.

[0060] Figure 8 It is a schematic cross-sectional view of an energy absorption box of a vehicle provided in an exemplary embodiment of the present disclosure.

[0061] Fig. 9 It is a schematic side view of an energy absorption box of a vehicle provided by an exemplary embodiment of the present disclosure.

[0062] Fig.10 1 is a schematic top view of an energy absorption box of a vehicle provided in accordance with an exemplary embodiment of the present disclosure.

[0063] Description of Reference Numerals

[0064] 1-anti-collision beam; 11-recessed portion; 12-first reinforcement; 121-first side portion; 122-first flange; 13-second reinforcement; 131-second side portion; 132-second flange; 14-first reinforcement rib; 15-second reinforcement rib; 151-first rib; 152-second rib; 2-energy absorption box; 211-first end; 212-second end; 213-longitudinal section; 22-first part; 21-second part; 23-box body; 24-rear connection; 241-first end plate; 242-second end plate; 25-front connection; 251-first connection; 252-second connection; 26-collapse hole; 27-first connection point; 28-second connection point; 29-reinforcement rib; 3-gap; 4-fastener; 5-mounting hole; 20-front subframe; 200-wheel. DETAILED DESCRIPTION

[0065] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0066] The term "including" and its variations used herein are open inclusions, i.e., "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment". The relevant definitions of other terms will be given in the following description.

[0067] It should be noted that the concepts such as "first" and "second" mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0068] It should be noted that the modifications of "one" and "plurality" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0069] In the present disclosure, it should be understood that the directional words used, such as "up, down, left, right", are usually defined by the drawing direction of the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, and a specific orientation structure and operation, and therefore cannot be understood as a limitation of the present disclosure. The length direction and width direction of the vehicle refer to the length direction and width direction of the vehicle in normal use. The length direction of the vehicle can be the front and rear direction of the vehicle, and the width direction of the vehicle can be the left and right direction of the vehicle. For details, please refer to Figures 1 to 3 shown.

[0070] In the description of the present disclosure, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connect", "connected", and "installed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

[0071] As mentioned above, in the related art, the anti-collision beam of the front subframe is usually constructed as a single-layer anti-collision beam. The cost of the single-layer anti-collision beam is low and the manufacturing process is mature. However, due to the low strength of the single-layer anti-collision beam, when the vehicle speed is high, the single-layer anti-collision beam is easily deformed under the action of a large collision force. On the one hand, the deformed single-layer anti-collision beam has poor protection for pedestrians, and pedestrians are easily rolled under the vehicle and caused secondary injuries; on the other hand, the deformed single-layer anti-collision beam will also affect the transmission of the collision force on the vehicle body, and it is easy to cause damage to the core components of the vehicle body, such as longitudinal beams, and even cause the vehicle to deform, affecting the escape of the driver and passengers. Therefore, providing an anti-collision beam with higher strength and better collision safety has become a technical problem that needs to be solved urgently.

[0072] In view of this, if Figures 1 to 10 As shown, according to a first aspect of the present disclosure, a vehicle is provided, including a front subframe 20, an anti-collision beam 1, an energy absorbing box 2, a first reinforcement 12 and a second reinforcement 13, wherein a first end 211 of the energy absorbing box 2 is connected to the anti-collision beam 1, a second end 212 of the energy absorbing box 2 is connected to the front subframe 20, the first reinforcement 12 is arranged on the anti-collision beam 1, the first reinforcement 12 includes a first side portion 121 located at the front side of the anti-collision beam 1, and along the length direction of the energy absorbing box 2, the first side portion 121 is at least partially opposite to the energy absorbing box 2. The second reinforcement 13 is arranged at the front side of the first side portion 121 (i.e. at least part of the second reinforcement 13 protrudes forward from the front side of the first side portion 121), and part of the second reinforcement 13 protrudes from the top end of the first reinforcement 12, wherein the energy absorbing box 2 includes a first part 22, the first part 22 is located on a side of the longitudinal section 213 of the energy absorbing box 2 close to the center of the vehicle (i.e. the center in the width direction of the vehicle), and along the length direction of the energy absorbing box 2, the second reinforcement 13 is arranged opposite to at least part of the first part 22. It should be noted that the front side in the above-mentioned description refers to the side away from the rear of the vehicle, and the top end refers to the end away from the ground.

[0073] Here, the extending direction from the first end 211 to the second end 212 of the energy absorbing box 2 (or from the second end 212 to the first end 211) is the length direction of the energy absorbing box 2. The longitudinal section 213 of the energy absorbing box 2 refers to the section extending along the length direction of the energy absorbing box 2 and dividing the energy absorbing box 2 into two parts arranged in its width direction (such as Figure 4 Any cross section of the first part 22 and the second part 21 shown in the figure, for example, the longitudinal section 213 can be a central plane that bisects the energy absorbing box 2 in the width direction of the energy absorbing box 2. Alternatively, the box body 23 mentioned below can be used as a reference, and the longitudinal section 213 can be a central plane that bisects the box body 23 in the width direction of the box body 23.

[0074] The above-mentioned first side portion 121 and the energy absorbing box 2 are at least partially arranged opposite to each other along the length direction of the energy absorbing box 2, which means that the projection of the first side portion 121 in the length direction of the energy absorbing box 2 completely overlaps with the projection of the energy absorbing box 2 in its own length direction, or at least partially overlaps, that is, from the length direction of the energy absorbing box 2, the first side portion 121 and the energy absorbing box 2 are completely opposite or partially opposite to each other on both sides of the anti-collision beam 1. For example, the above-mentioned projection of the first side portion 121 in the width direction of the energy absorbing box 2 completely overlaps with the above-mentioned projection of the energy absorbing box 2 in the width direction of the energy absorbing box 2, or at least partially overlaps.

[0075] The second reinforcement 13 and the first portion 22 of the energy absorbing box 2 are at least partially arranged opposite to each other, which means that the projection of the second reinforcement 13 in the length direction of the energy absorbing box 2 completely overlaps with the projection of the energy absorbing box 2 in its own length direction, or at least partially overlaps, that is, from the length direction of the energy absorbing box 2, the second reinforcement 13 and the first portion 22 of the energy absorbing box 2 are completely opposite or partially opposite on both sides of the anti-collision beam 1. For example, the projection of the second reinforcement 13 in the width direction of the energy absorbing box 2 completely overlaps with the projection of the first portion 22 in the width direction of the energy absorbing box 2 or at least partially overlaps.

[0076] In the above-mentioned vehicle, since the anti-collision beam 1 is connected to the front sub-frame 20 of the vehicle through the energy absorbing box 2, when the vehicle suffers a large collision, the energy absorbing box 2 can be deformed under the squeezing action of the anti-collision beam 1, thereby absorbing the energy generated during the collision. On the one hand, it can reduce the impact force that causes damage to the front sub-frame 20 and other structures such as the longitudinal beam of the vehicle body, thereby reducing maintenance costs; on the other hand, it can also reduce the impact force on the driver and the pedestrians who are hit, thereby reducing the risk of injury.

[0077] Through the above technical scheme, by arranging the first reinforcement 12 on the anti-collision beam 1, the first reinforcement 12 can improve the overall strength and rigidity of the anti-collision beam 1, so that the anti-collision beam 1 can withstand a larger impact force and is not easy to deform. In this way, the increase in vehicle maintenance costs caused by the deformation of the vehicle front subframe 20 and other structures such as the vehicle longitudinal beam due to the deformation of the anti-collision beam 1 after a collision can be reduced. Moreover, it is also beneficial to improve the collision safety of the vehicle using the anti-collision beam 1 and improve the safety of the driver and passengers.

[0078] Furthermore, since the first side portion 121 located on the front side of the anti-collision beam 1 is at least partially arranged opposite to the energy absorbing box 2 along the length direction of the energy absorbing box 2, when the vehicle suffers from, for example, a head-on and / or side collision, the position of the anti-collision beam 1 where the first reinforcement 12 is arranged is not easily deformed, thereby being able to protect the energy absorbing box 2, allowing the energy absorbing box 2 to collapse and absorb energy normally, absorb collision energy, reduce damage to the vehicle body and passenger compartment, and further improve the safety of the driver and passengers.

[0079] The portion of the anti-collision beam 1 that is opposite to the first portion 22 of the energy absorption box 2 and located at the upper portion in the height direction of the anti-collision beam 1 has relatively high requirements for strength and rigidity. In the present application, since the second reinforcement 13 is arranged on the front side of the first side portion 121 of the first reinforcement 12, a portion of the second reinforcement 13 protrudes from the top of the first reinforcement 12, and the second reinforcement 13 is at least partially arranged opposite to the first portion 22 of the energy absorption box 2, in this way, the portion of the anti-collision beam 1 where the second reinforcement 13 is arranged (for example, the portion opposite to the first portion 22 of the energy absorption box 2 and located at the upper portion in the height direction of the anti-collision beam 1) can have higher strength and rigidity, thereby further improving the strength and rigidity of the anti-collision beam 1 where the energy absorption box 2 is arranged, and further avoiding the situation where the energy absorption box 2 cannot collapse and absorb energy normally due to collision damage, which is conducive to further improving the safety of the vehicle. It should be noted that the front side in the above refers to the side away from the rear of the vehicle.

[0080] It should be noted that the present disclosure does not limit the type of vehicle. For example, the vehicle may be a car, a truck, a van, or a pure electric vehicle, a hybrid electric vehicle (extended range vehicle), etc., and the present disclosure does not limit this.

[0081] In the vehicle provided by the present disclosure, the first reinforcement 12 can be arranged in any appropriate manner on the anti-collision beam 1, as long as the first reinforcement 12 can meet the strength requirements of the anti-collision beam 1. For example, the first reinforcement 12 can be arranged on one side of the anti-collision beam 1, or the first reinforcement 12 can be arranged around the anti-collision beam 1, which is not limited by the present disclosure. As an embodiment of the present disclosure, Figures 1 to 3 as well as Figure 5 As shown, the first reinforcement member 12 has no portion located at the rear side of the impact beam 1 .

[0082] On the one hand, the first reinforcement 12 has no portion located on the rear side of the anti-collision beam 1, which makes the installation of the first reinforcement 12 on the anti-collision beam 1 relatively simple, and effectively avoids the situation where at least part of the first reinforcement 12 is arranged on the rear side of the anti-collision beam 1, and the installation of the first reinforcement 12 on the anti-collision beam 1 is relatively complicated due to space limitations. On the other hand, it is also conducive to simplifying the structure of the first reinforcement 12 and reducing the production and manufacturing costs of the first reinforcement 12.

[0083] Optionally, along the length direction of the energy absorbing box 2, the projection of the second reinforcement 13 covers the projection of the first portion 22 in the width direction of the energy absorbing box, that is, from the length direction of the energy absorbing box 2, the size of the second reinforcement 13 is larger than the size of the first portion 22, and the first portion 22 is blocked by the second reinforcement 13. With such a design, the second reinforcement 13 can provide better protection for the first portion 22, has a better reinforcement effect on the anti-collision beam 1, and can further improve the strength and rigidity of the anti-collision beam 1 where the second reinforcement 13 is provided, thereby improving the protection effect on the energy absorbing box 2.

[0084] Optionally, in the length direction of the energy absorption box 2, the projected area of ​​the second reinforcement 13 can be greater than or equal to the projected area of ​​the first part 22 of the energy absorption box 2. The second reinforcement 13 with a larger cross-sectional area has a better reinforcement effect on the anti-collision beam 1, and can further improve the strength and rigidity of the anti-collision beam 1 where the second reinforcement 13 is set, thereby improving the protection effect of the energy absorption box 2.

[0085] In order to facilitate the connection of the energy absorption box 2 with the anti-collision beam 1, optionally, as Figures 2 to 4 As shown, the energy absorbing box 2 includes a box body 23 and a front connecting portion 25, and the front connecting portion 25 is arranged at one end of the box body 23 close to the anti-collision beam 1. In this way, the connection between the energy absorbing box 2 and the anti-collision beam 1 can be achieved through the front connecting portion 25, and the connection between the energy absorbing box 2 and the anti-collision beam 1 is more convenient.

[0086] In addition, by reasonably designing the shape of the front connecting part 25, the energy absorption box 2 connected to the front connecting part 25 and the anti-collision beam 1 can be constructed to be in surface contact with the anti-collision beam 1. The contact area between the energy absorption box 2 and the anti-collision beam 1 in surface contact is larger, and the force transmission effect is better.

[0087] The present disclosure does not limit the specific structure of the front connecting portion 25, as long as the front connecting portion 25 can be easily connected to the anti-collision beam 1 and can reliably transmit the impact force. Figures 2 to 4 As shown, the front connection portion 25 includes a first connection portion 251 and a second connection portion 252, and the first connection portion 251 is connected to the anti-collision beam 1. Through the first connection portion 251, the energy absorption box 2 and the anti-collision beam 1 can be connected, so that the impact force received by the anti-collision beam 1 can be transmitted to the vehicle body through the energy absorption box 2.

[0088] Here, it should be noted that, in the vehicle provided by the present disclosure, the first connection part 251 and the second connection part 252 can have any appropriate structure, and the present disclosure does not limit this. As an embodiment of the present disclosure, the first connection part 251 and the second connection part 252 can both be configured as plate-shaped members.

[0089] As other embodiments of the present disclosure, the first connection portion 251 and the second connection portion 252 may also be box-shaped, arc-shaped, etc., which is not limited in the present disclosure.

[0090] In order to make the energy absorbing box 2 deform along a preset direction when the vehicle is hit at any angle, optionally, as Figure 3 As shown, there is a gap 3 between the front end of the second connection part 252 and the anti-collision beam 1, and the second reinforcement 13 is at least partially arranged opposite to the above-mentioned gap 3 along the length direction of the energy absorption box 2. By setting the gap 3 between the second connection part 252 and the anti-collision beam 1, a buffer area and a secondary deformation area can be constructed between the energy absorption box 2 and the anti-collision beam 1. On the one hand, the secondary deformation area can also absorb part of the impact energy when a collision occurs. On the other hand, it can also allow the anti-collision beam 1 to undergo a slight elastic deformation in this area, thereby increasing the contact area between the anti-collision beam 1 and the energy absorption box 2, thereby optimizing the transmission path of the impact force. In this way, when the vehicle is subjected to a collision at any angle, the energy absorption box 2 can deform along a preset direction and absorb the collision energy, and the safety of the vehicle is relatively high.

[0091] The above-mentioned second reinforcement 13 and the gap 3 are at least partially arranged opposite to each other along the length direction of the energy absorbing box 2, which means that the projection of the second reinforcement 13 in the length direction of the energy absorbing box 2 and the projection of the gap 3 in the length direction of the energy absorbing box 2 completely overlap, or at least partially overlap, that is, from the length direction of the energy absorbing box 2, the second reinforcement 13 and the above-mentioned gap 3 are completely opposite or partially opposite on both sides of the anti-collision beam 1. For example, the above-mentioned projection of the second reinforcement 13 in the width direction of the energy absorbing box 2 and the above-mentioned projection of the gap 3 in the width direction of the energy absorbing box 2 completely overlap or at least partially overlap.

[0092] For example, when the vehicle is subjected to a head-on collision, the gap 3 between the second connecting portion 252 and the anti-collision beam 1 can be constructed as a buffer area and a secondary deformation area. In this way, when the vehicle is subjected to a head-on collision, the portion of the anti-collision beam 1 close to the gap 3 can first undergo a slight elastic deformation to absorb a small portion of the impact energy, and then the entire energy absorption box 2 is squeezed together by the first connecting portion 251 and the second connecting portion 252. The energy absorption box 2 is locally subjected to less force and can be deformed along a preset direction and trajectory, so the force transmission effect is better and more impact energy can be absorbed.

[0093] In addition, since there is a gap 3 between the front end of the second connection part 252 and the anti-collision beam 1, when the vehicle collides, the gap 3 can also effectively prevent the anti-collision beam 1 from directly squeezing the second connection part 252, causing the vehicle to easily produce abnormal noise.

[0094] For the embodiment in which the second reinforcement 13 is at least partially corresponding to the first part 22 of the energy absorption box 2, and there is a gap 3 between the second connection part 252 and the anti-collision beam 1, it can be understood that the second reinforcement 13 is at least partially corresponding to the second connection part 252 on the anti-collision beam 1. By setting the second reinforcement 13 on the inner part of the anti-collision beam 1 close to the energy absorption box 2, the second reinforcement 13 can also make up for the problem of too easy deformation caused by the gap 3 between the first part 22 of the energy absorption box 2 and the anti-collision beam 1. In this way, when the vehicle is subjected to a frontal collision, it is beneficial to allow the inner and outer sides of the energy absorption box 2 to be squeezed by the anti-collision beam 1 at the same time in a preset manner, so that the energy absorption box 2 can be deformed along a preset direction and trajectory. Among them, the inner side of the energy absorption box 2 can be understood as the side of the energy absorption box 2 close to the center of the vehicle.

[0095] In order to facilitate connecting the first connecting portion 251 and the second connecting portion 252 to the anti-collision beam 1, optionally, as Figure 4 As shown, along the width direction of the energy absorbing box 2, the first connection portion 251 and the second connection portion 252 both extend in a direction away from the energy absorbing box body 23 to protrude from the box body 23. The connection between the first connection portion 251 and the second connection portion 252 protruding from the box body 23 and the anti-collision beam 1 is more convenient, which is conducive to improving the connection efficiency between the energy absorbing box 2 and the anti-collision beam 1.

[0096] Optionally, a mounting hole 5 may be provided on one or both of the first connecting portion 251 and the second connecting portion 252, so that the connection between the energy absorption box 2 and the anti-collision beam 1 can be achieved through fasteners 4, such as threaded fasteners or rivets, etc. The connection between the energy absorption box 2 and the anti-collision beam 1 is relatively simple and the disassembly and assembly efficiency is high.

[0097] In order to avoid the low strength and rigidity of the anti-collision beam 1 in the connection area with the energy absorption box 2, optionally, as Figure 4 As shown, the first connection part 251 is provided with a plurality of mounting holes 5 for connecting with the anti-collision beam 1, and at least part of the plurality of mounting holes 5 are located outside the box body 23, that is, in the length direction of the energy absorption box 2, and the projection of at least part of the mounting holes 5 is located outside the projection of the box body 23. By at least partly arranging the mounting holes 5 of the first connection part 251 outside the box body 23 of the energy absorption box 2, it is possible to avoid the situation that the strength and rigidity of the anti-collision beam 1 are low at the corresponding position of the anti-collision beam 1 due to the need to connect the first connection part 251 with the anti-collision beam 1. Among them, the outside of the box body 23 can be understood as the side of the box body 23 away from the center of the vehicle.

[0098] Alternatively, if Figure 4As shown, the first connection part 251 is located on the inner side of the second connection part 252, and a part of the multiple mounting holes 5 on the first connection part 251 are located at the position corresponding to the anti-collision beam 1 and the box body 23, and another part is located on the outer side of the box body 23, that is, another part is located on the side of the box body 23 away from the center of the vehicle. In this way, the connection between the anti-collision beam 1 and the energy absorption box 2 can be achieved without affecting the strength of the anti-collision beam 1. Among them, the inner side of the second connection part 252 can be understood as the side of the second connection part 252 close to the center of the vehicle.

[0099] The present disclosure does not limit the specific structure of the first reinforcement member 12. In order to facilitate connecting the first reinforcement member 12 to the anti-collision beam 1, optionally, as Figure 1 , Figure 3 as well as Figure 5 As shown, the first reinforcement 12 further includes two first flanges 122 connected to opposite ends of the first side portion 121, and the two first flanges 122 are respectively connected to the top and bottom ends of the anti-collision beam 1, that is, the two first flanges 122 are respectively connected to the two ends in the height direction of the anti-collision beam 1. The height direction of the anti-collision beam 1 can be understood to be consistent with the height direction of the vehicle.

[0100] The first reinforcement 12 connected to the anti-collision beam 1 at both ends along the height direction of the anti-collision beam 1 has a better fixing effect on the anti-collision beam 1. Even if a collision occurs, the first reinforcement 12 and the anti-collision beam 1 are not easy to separate from each other. The first reinforcement 12 has a good reinforcement effect and is not easy to fail.

[0101] In order to further prevent the first reinforcement member 12 from being easily separated from the anti-collision beam 1, optionally, as Figure 5 As shown, the first side portion 121 abuts against the anti-collision beam 1, and the first flange 122 extends along the width direction of the anti-collision beam 1 and exceeds half of the width of the anti-collision beam 1. In this way, on the one hand, the contact area between the first side portion 121 abutting against the anti-collision beam 1 and the anti-collision beam 1 is large, and the force transmission efficiency is high, which is conducive to improving the strength and rigidity of the anti-collision beam 1 where the first reinforcement 12 is set; on the other hand, the first flange 122 with an extension length exceeding half of the width of the anti-collision beam 1 is that when the anti-collision beam 1 is connected, the connection position of the first flange 122 and the anti-collision beam 1 is located at the rear side of the anti-collision beam 1, so that when impacted, the connection position of the first flange 122 and the anti-collision beam 1 will not be directly impacted, and can withstand a large impact force, effectively avoiding the connection position of the first flange 122 and the anti-collision beam 1 directly impacted, easy to crack, resulting in low strength of the anti-collision beam 1, easy to deform, and affecting the transmission of the impact force.

[0102] It should be noted that the present disclosure does not limit the specific connection method between the two first flanges 122 and the anti-collision beam 1. Optionally, at least one of the two first flanges 122 is welded (such as MIG arc welding, etc.) to the anti-collision beam 1. In this way, there is no need to set a connection structure on the first flange 122 and the anti-collision beam 1. The connection between the first flange 122 and the anti-collision beam 1 can be achieved by welding. The connection between the first reinforcement 12 and the anti-collision beam 1 is more convenient and has a simple structure, which is conducive to reducing production and manufacturing costs and improving production and processing efficiency.

[0103] Optionally, the two first flanges 122 are connected to the anti-collision beam 1 by MIG welding.

[0104] As other embodiments of the present disclosure, the two first flanges 122 may also be connected to the anti-collision beam 1 by means of threaded connection or riveting.

[0105] It should be noted that the present disclosure does not limit the specific connection method between the second reinforcement member 13 and the first reinforcement member 12. The second reinforcement member 13 may abut against the first reinforcement member 12, or there may be a gap between the second reinforcement member 13 and the first reinforcement member 12. As an embodiment of the present disclosure, Figures 1 to 3 As shown, the second reinforcement 13 is connected to the first reinforcement 12 to form a cavity. The setting of the cavity is beneficial to the lightweight of the vehicle while ensuring the improvement of strength. In addition, when the vehicle encounters a collision, the cavity can allow the second reinforcement 13 to undergo a certain deformation, thereby absorbing part of the collision energy, thereby reducing the impact force on the first reinforcement 12 and the anti-collision beam 1.

[0106] The present disclosure does not limit the specific structure of the second reinforcement member 13. Optionally, Figure 3 As shown, the second reinforcement 13 includes a second side portion 131 and two second flanges 132 connected to opposite ends of the second side portion 131, and the two second flanges 132 are arranged at intervals along the length direction of the anti-collision beam 1 and are both connected to the first reinforcement 12. In other words, the second reinforcement 13 is arranged on the first reinforcement 12, and the second side portion 131 can withstand and transmit the impact force when a collision occurs, thereby improving the overall strength and rigidity of the anti-collision beam 1.

[0107] In addition, the second reinforcement 13 connected to the first reinforcement 12 through two second flanges 132 has a better fixing effect on the first reinforcement 12. Even if a collision occurs, the second reinforcement 13 and the first reinforcement 12 are not easy to detach from each other. The second reinforcement 13 has a better reinforcement effect and is not easy to fail.

[0108] It should be noted that the present disclosure does not limit the specific connection method between the two second flanges 132 and the first reinforcement 12. Optionally, the two second flanges 132 are welded to the first reinforcement 12 (such as MIG arc welding, etc.). In this way, there is no need to set a connection structure on the second flange 132 and the anti-collision beam 1. The connection between the second flange 132 and the first reinforcement 12 can be achieved by welding. The connection between the second reinforcement 13 and the anti-collision beam 1 is more convenient and has a simple structure, which is conducive to reducing the overall production and manufacturing cost of the anti-collision beam 1 and improving the overall production and processing efficiency of the anti-collision beam 1.

[0109] Optionally, the two second flanges 132 are connected to the first reinforcement member 12 by MIG welding.

[0110] As other embodiments of the present disclosure, the two second flanges 132 may also be connected to the first reinforcement member 12 by means of threaded connection or riveting.

[0111] In the vehicle provided by the present disclosure, any appropriate number of first reinforcement members 12 and second reinforcement members 13 may be provided on the anti-collision beam 1. For example, the number of the first reinforcement member 12 and the second reinforcement member 13 may be one or more, which is not limited by the present disclosure. Figure 1 and Figure 2 As shown, the number of the first reinforcement 12, the second reinforcement 13 and the energy absorption box 2 is two, the two first reinforcements 12 are respectively arranged at the two ends of the length direction of the anti-collision beam 1, and the two second reinforcements 13 are respectively arranged at the corresponding first reinforcements 12, wherein along the length direction of the energy absorption box 2, each second reinforcement 13 is correspondingly arranged with the first part 22 of the corresponding energy absorption box 2.

[0112] Here, it should be noted that the two ends of the anti-collision beam 1 are relative to the middle part of the anti-collision beam 1 in the length direction, and refer to the part of the anti-collision beam 1 that is closer to the end face of the anti-collision beam 1 in the length direction than the center line of the anti-collision beam 1 in the length direction. The two first reinforcements 12 and the two second reinforcements 13 are both arranged on this part.

[0113] By respectively arranging two first reinforcement members 12 and two second reinforcement members 13 at both ends of the anti-collision beam 1 in the length direction, the overall strength and rigidity of the anti-collision beam 1 can be improved. In this way, the anti-collision beam 1 can withstand a larger impact force and is not easily deformed. In this way, the increase in vehicle maintenance costs caused by deformation of other structures such as the vehicle longitudinal beam due to deformation of the anti-collision beam 1 after a collision can be reduced. Moreover, it is also beneficial to improve the collision safety of the vehicle using the anti-collision beam 1, and can improve the safety of the driver and passengers.

[0114] The present disclosure does not limit the length of the first reinforcement 12 provided on the anti-collision beam 1, as long as the first reinforcement 12 can meet the strength requirements of the anti-collision beam 1. As an embodiment of the present disclosure, the projection of the anti-collision beam 1 in the length direction of the vehicle is the first projection, and the projection of the first reinforcement 12 in the length direction of the vehicle is the second projection. In the width direction of the vehicle, the length of the first projection is A, and the length of the second projection is B, and A and B satisfy: 0.3B≤A≤0.4B.

[0115] Since in the length direction of the vehicle, the length A of the projection of the first reinforcement 12 and the length B of the projection of the anti-collision beam 1 satisfy A≥0.3B, that is, the first reinforcement 12 has a certain length, the two first reinforcements 12 with a certain length and respectively arranged at the two ends of the anti-collision beam 1 can improve the strength and rigidity of the two ends of the anti-collision beam 1.

[0116] Furthermore, since in the length direction of the vehicle, the length A of the projection of the first reinforcement 12 and the length B of the projection of the anti-collision beam 1 satisfy A≤0.4B, the length of the first reinforcement 12 will not be too long. Thus, by reasonably designing the length of the first reinforcement 12 and the installation position of the first reinforcement 12 on the anti-collision beam 1, the length of the first reinforcement 12 can be shortened while meeting the strength requirement of the anti-collision beam 1. This is beneficial to reducing the increase in the overall cost of the anti-collision beam 1 caused by the excessive length of the first reinforcement 12, and can also reduce the weight of the anti-collision beam 1, facilitating the lightweight design of the vehicle.

[0117] In addition, the study found that since the front part of the vehicle, that is, the middle part of the anti-collision beam 1, is usually provided with components such as an air intake grille, and the components such as the air intake grille themselves also have certain strength and rigidity. In this way, when the anti-collision beam 1 provided by the present application is used in the front part of the vehicle, for example, as an anti-collision beam of the front subframe 20, even if no reinforcement is provided in the middle part of the anti-collision beam 1, the overall strength requirement of the anti-collision beam 1 can be met, which is also conducive to reducing the increase in the overall cost of the anti-collision beam 1 caused by providing a reinforcement in the middle part of the anti-collision beam 1, and at the same time, it can also reduce the weight of the anti-collision beam 1, which is convenient for the lightweight design of the vehicle.

[0118] The present disclosure does not limit the specific manufacturing process of the anti-collision beam 1. The anti-collision beam 1 can be formed by bending metal, or it can be integrally formed in a manner similar to casting. For the implementation method of the anti-collision beam 1 using metal bending and then welding (for example, using aluminum alloy extrusion or high-strength steel roll welding), in order to enable the anti-collision beam 1 to withstand a larger impact force, the connection between the anti-collision beam 1 and other components can be set on the rear side of the anti-collision beam 1. In this way, when the anti-collision beam 1 is hit, the impact force will not directly act on the connection position between the anti-collision beam 1 and other components, thereby effectively avoiding the connection position between the anti-collision beam 1 and other components from being directly hit, and the connection is easy to break, resulting in the anti-collision beam 1 being easily detached from other components.

[0119] In addition, the connection of the anti-collision beam 1 itself (i.e., the butt welding of the bent metal) can also be set at the rear side of the anti-collision beam 1. In this way, when the anti-collision beam 1 is hit, the connection of the anti-collision beam 1 will not be directly hit, and can withstand a large impact force, effectively avoiding the connection of the anti-collision beam 1 being directly hit and easily cracked, causing the anti-collision beam 1 to be easily deformed, affecting the transmission of the impact force.

[0120] In the anti-collision beam 1 provided in the present disclosure, the two first reinforcements 12 can be arranged at any appropriate positions at both ends of the anti-collision beam 1. For example, the end faces of the two first reinforcements 12 on the side facing away from each other can be aligned (overlapped) with the two end faces on both sides of the anti-collision beam 1, respectively, or the end faces of the two first reinforcements 12 on the side facing away from each other can also be not aligned (not overlapped) with the two end faces on both sides of the anti-collision beam 1. The present disclosure does not limit this.

[0121] As an embodiment of the present disclosure, Figures 1 to 3 As shown, the outer end faces of the two first reinforcements 12 in the width direction of the vehicle are roughly aligned with the corresponding end faces of the anti-collision beam 1. In other words, the end faces of the two first reinforcements 12 on the side away from each other roughly overlap with the two end faces on both sides of the anti-collision beam 1, thereby effectively improving the strength and rigidity of the two ends of the anti-collision beam 1, and further improving the side collision safety of the vehicle using the anti-collision beam 1. Among them, the outer side of the first reinforcement 12 can be understood as the side of the first reinforcement 12 away from the center of the vehicle.

[0122] In order to improve the strength and rigidity of the anti-collision beam 1, optionally, as Figure 6 and Figure 7As shown, a first reinforcing rib 14 may be disposed inside the anti-collision beam 1. Along the length direction of the energy-absorbing box 2, the first reinforcing rib 14 and the first reinforcing member 12 are at least partially oppositely disposed, and / or the first reinforcing rib 14 and the second reinforcing member 13 are at least partially oppositely disposed. In other words, the projection of the first reinforcing rib 14 along the length direction of the energy-absorbing box 2 and the projection of the first reinforcing member 12 along the length direction of the energy-absorbing box 2 completely coincide or at least partially coincide, and / or the projection of the first reinforcing rib 14 along the length direction of the energy-absorbing box 2 and the projection of the second reinforcing member 13 along the length direction of the energy-absorbing box 2 completely coincide or at least partially coincide. By disposing the first reinforcing rib 14 inside the anti-collision beam 1 and at least partially corresponding the first reinforcing rib 14 with the first reinforcing member 12 and / or the second reinforcing member 13, the overall structural strength and height of the anti-collision beam 1 can be improved, so that the anti-collision beam 1 can withstand a greater impact force and is not easily deformed, thereby being able to improve the overall strength and stiffness of the anti-collision beam 1, and further being able to improve the collision safety of the vehicle applying the anti-collision beam 1.

[0123] Here, it should be noted that the present disclosure does not limit the specific number of the first reinforcing ribs 14 disposed inside the anti-collision beam 1 either. As an embodiment of the present disclosure, the number of the first reinforcing ribs 14 is one, so that the cross-sectional shape of the anti-collision beam 1 is in a "day" shape. Through the mutual cooperation of the first reinforcing rib 14 and the anti-collision beam 1, the structure of the anti-collision beam 1 can be a frame structure, thereby being able to have higher strength and stiffness, and further being able to withstand a greater collision force.

[0124] As other embodiments of the present disclosure, as Figure 7 shown, the number of the first reinforcing ribs 14 is multiple, and the multiple first reinforcing ribs 14 are spaced along the height direction of the anti-collision beam 1 (i.e., the height direction of the vehicle). For example, the cross-sectional shape of the anti-collision beam 1 can be in a "mesh" shape. The multiple first reinforcing ribs 14 and the anti-collision beam 1 cooperate with each other, and can also make the structure of the anti-collision beam 1 a frame structure, thereby being able to have higher strength and stiffness, and further being able to withstand a greater collision force.

[0125] Optionally, as Figure 1 、 Figures 5 to 7 shown, at least one recess 11 is provided on the front side wall of the anti-collision beam 1, that is, the outer wall of the anti-collision beam 1 away from the vehicle body. Since the recess 11 is provided on the front side wall of the anti-collision beam 1, by reasonably designing the shape of the recess 11, the front side wall of the anti-collision beam 1 can have a larger area. The anti-collision beam 1 with a larger area can withstand a greater impact force and bending moment, and can have greater strength and stiffness, thereby being able to further improve the strength and stiffness of the anti-collision beam 1.

[0126] In the anti-collision beam 1 provided in the present disclosure, the front side wall of the anti-collision beam 1 can have any appropriate number of recessed portions 11, and the present disclosure does not limit this. For example, the number of the above-mentioned recessed portions 11 can be one, so that the cross-sectional shape of the anti-collision beam 1 is "C"-shaped. The anti-collision beam with a "C"-shaped cross-sectional shape has better rigidity and energy absorption performance, so that it can withstand larger impacts. Alternatively, the number of the above-mentioned recessed portions 11 can also be multiple, for example, the cross-sectional shape of the anti-collision beam 1 can be "M"-shaped. The multi-wave peak design of the anti-collision beam structure with an "M"-shaped cross-sectional shape can provide higher rigidity and strength, and excellent energy absorption effect, which helps to better protect the occupants and vehicle structure in the vehicle during a collision.

[0127] The present disclosure does not limit the specific concave direction of the concave portion 11. As an embodiment of the present disclosure, Figures 5 to 7 As shown, the recessed portion 11 may be recessed rearwardly in the length direction of the vehicle, that is, may be recessed in a direction close to the body of the vehicle.

[0128] As other embodiments of the present disclosure, the above-mentioned recessed portion 11 may also be recessed forward in the length direction of the vehicle, that is, may be recessed in a direction away from the body of the vehicle, and the present disclosure does not limit this.

[0129] It should be noted that, for the embodiment in which the front side wall of the anti-collision beam 1 has a plurality of recessed portions 11, the recessed directions of the plurality of recessed portions 11 may be the same or different, and the present disclosure does not limit this. As an embodiment of the present disclosure, the recessed directions of the plurality of recessed portions 11 are the same. The processing of the plurality of recessed portions 11 with the same recessed directions on the front side wall fan of the anti-collision beam 1 body is relatively simple, which is conducive to improving the production and manufacturing efficiency of the anti-collision beam 1 body.

[0130] In order to ensure that the vehicle using the anti-collision beam 1 has high safety when dealing with collisions at different angles, optionally, as Figure 2 and Figure 4 As shown, the energy absorption box 2 includes a box body 23 and a rear connecting portion 24, the rear connecting portion 24 is arranged at one end of the box body 23 close to the front sub-frame 20, and the rear connecting portion 24 includes a first end plate 241 and a second end plate 242, both of which are used to connect to the front sub-frame 20 of the vehicle, the first end plate 241 is located on the outside of the second end plate 242, the outer end of the first end plate 241 is closer to the rear side of the vehicle than the inner end of the first end plate 241, and the first end plate 241 and the second end plate 242 are arranged at an angle. Among them, the first end plate 241 is located on the outside of the second end plate 242, which can be understood as the first end plate 241 is located on the side of the second end plate 242 away from the center of the vehicle.

[0131] Since the first end plate 241 and the second end plate 242 are arranged at an angle, by reasonably designing the angle between the first end plate 241 and the second end plate 242, when the vehicle is hit at different angles, the energy absorption box 2 can transmit the impact force to the vehicle body through different connecting parts according to the different angles of the impact. The force transmission path is clear and the force transmission effect is high, so that the vehicle using the anti-collision beam 1 has better safety when dealing with impacts at different angles and directions.

[0132] At the same time, since the outer end of the first end plate 241 (the end away from the center of the vehicle) is closer to the rear side of the vehicle than the inner end of the first end plate 241 (the end close to the center of the vehicle), that is, the end of the first end plate 241 away from the second end plate 242 is closer to the rear side of the vehicle than the end of the first end plate 241 closer to the second end plate 242. In other words, the end of the first end plate 241 away from the second end plate 242 extends toward the side and rear of the vehicle, that is, it can extend in the direction close to the wheel 200 at the rear side of the vehicle. In this way, by reasonably designing the inclination angle of the first end plate 241, when the vehicle is hit by a side collision, the first end plate 241 can be perpendicular to the side collision force. The first end plate 241 perpendicular to the side collision force can withstand and transmit a larger side collision force, which is conducive to improving the side collision safety of the vehicle.

[0133] In addition, the processing of the first end plate 241 and the second end plate 242 of the plate-like member is relatively simple and has low cost.

[0134] In order to facilitate connecting the first end plate 241 and the second end plate 242 to the vehicle body, optionally, as Figure 4 As shown, along the width direction of the vehicle, the first end plate 241 and the second end plate 242 both extend in a direction away from the energy absorbing box body 23 to protrude from the box body 23, and at least one (such as both) of the first end plate 241 and the second end plate 242 may be provided with a mounting hole. In this way, the energy absorbing box 2 and the front sub-frame 20 can be connected by fasteners 4, such as threaded fasteners or rivets, etc., through the vehicle body and the first end plate 241 or the second end plate 242. The connection between the energy absorbing box 2 and the front sub-frame 20 is relatively simple, and the disassembly and assembly efficiency is high.

[0135] As other embodiments of the present disclosure, the first end plate 241 and the second end plate 242 may also be in the form of a box, an arc, etc., which is not limited in the present disclosure.

[0136] In order to improve the frontal collision safety of the vehicle, optionally, as Figure 3 and Figure 4As shown, the second end plate 242 is suitable for extending along the width direction of the vehicle. That is, the extension direction of the second end plate 242 (such as the second end plate 242) is parallel to the width direction of the vehicle, so that when the vehicle is subjected to a frontal collision, the second end plate 242 can be perpendicular to the frontal collision force, and the second end plate 242 perpendicular to the frontal collision force can withstand and transmit a large lateral collision force, thereby helping to improve the frontal collision safety of the vehicle.

[0137] It should be noted that the present disclosure does not limit the specific angle between the first end plate 241 and the second end plate 242, and the first end plate 241 and the second end plate 242 may have any appropriate angle. As an embodiment of the present disclosure, the angle α between the side of the first end plate 241 facing away from the box body 23 and the side of the second end plate 242 facing away from the box body 23 satisfies: 120°≤α≤170°.

[0138] Since the angle between the first end plate 241 and the second end plate 242 is greater than or equal to 120 degrees, the first end plate 241 and the second end plate 242 can have a larger angle therebetween. Thus, even if the direction of the impact force is perpendicular to one of the first end plate 241 and the second end plate 242, the other of the first end plate 241 and the second end plate 242 can also assist in transmitting the force, thereby effectively avoiding the situation where the direction of the impact force is perpendicular to one of the first end plate 241 and the second end plate 242, and the other end plate cannot transmit the force, resulting in excessive force on the end plate on the side receiving the force, thereby affecting the normal transmission of the impact force.

[0139] In addition, since the angle between the first end plate 241 and the second end plate 242 is less than or equal to 170°, it is also possible to avoid the angle between the first end plate 241 and the second end plate 242 being too large. For example, when the first end plate 241 and the second end plate 242 are parallel, since there is a large angle between the first end plate 241 and the second end plate 242 and the impact force, the first end plate 241 and the second end plate 242 cannot effectively transmit the impact force.

[0140] In order to improve the connection reliability between the energy absorbing box 2 and the front sub-frame 20 of the vehicle, optionally, along the front-rear direction of the box body 23, the projected area of ​​the above-mentioned rear connecting portion 24 (such as the sum of the projected areas of the first end plate 241 and the second end plate 242) is larger than the projected area of ​​the box body 23. Since the projected area of ​​the rear connecting portion 24 is larger than the projected area of ​​the box body 23, the contact area between the rear connecting portion 24 with a larger area and the vehicle body is larger, and the stress concentration is smaller. Even when the vehicle collides, it is not easy to be damaged due to excessive impact force, or even separated from the front sub-frame 20, which effectively improves the connection reliability between the energy absorbing box 2 and the front sub-frame 20, and effectively avoids the separation of the energy absorbing box 2 and the front sub-frame 20 during the collision process, and the energy absorbing box 2 cannot normally transmit the impact force, which is easy to cause excessive damage to the vehicle body, and even affects the safety of the driver and passengers.

[0141] In order to enable the energy absorbing box 2 to collapse in a preset mode and direction, optionally, as Figure 3 As shown, the energy absorbing box 2 is also provided with a collapse hole 26 or a collapse portion. Thus, when the anti-collision beam 1 is subjected to a collision, the collapse hole 26 or the collapse portion can guide the energy absorbing box 2 to deform, so that the energy absorbing box 2 collapses from the side close to the anti-collision beam 1 when subjected to a collision, and at the same time can reduce the peak value of the collision force in the initial stage of the collision, so that the energy absorbing box 2 can smoothly absorb the collision energy, thereby reducing the impact on the vehicle body structure and the driver and passengers.

[0142] In order to improve the strength and rigidity of the energy absorbing box 2, optionally, as Figure 8 As shown, a second reinforcing rib 15 is provided inside the energy absorbing box 2 (such as inside the box body 23 of the energy absorbing box 2), and along the length direction of the energy absorbing box 2, the second reinforcing rib 15 is at least partially arranged opposite to the first reinforcing member 12, and / or, the second reinforcing rib 15 is at least partially arranged opposite to the second reinforcing member 13. In other words, the projection of the second reinforcing rib 15 along the length direction of the energy absorbing box 2 completely overlaps or at least partially overlaps with the projection of the first reinforcing member 12 along the length direction of the energy absorbing box 2, and / or, the projection of the second reinforcing rib 15 along the length direction of the energy absorbing box 2 completely overlaps or at least partially overlaps with the projection of the second reinforcing member 13 along the length direction of the energy absorbing box 2.

[0143] By providing a second reinforcing rib 15 inside the anti-collision beam 1, and providing the second reinforcing rib 15 at least partially corresponding to the first reinforcing member 12 and / or the second reinforcing member 13, the overall structural strength and rigidity of the energy absorption box 2 can be improved. In this way, when the energy absorption box 2 is deformed by an impact, the energy absorption box 2 with higher strength and rigidity can withstand a larger impact and absorb more collision energy, thereby further improving the protection effect on the vehicle body and the passenger compartment when the vehicle collides. In the vehicle provided in the present disclosure, with respect to the embodiment in which the second reinforcing rib 15 is provided in the above-mentioned energy absorption box 2, the present disclosure does not limit the specific number of the second reinforcing rib 15. For example, the second reinforcing rib 15 may be one or more, and the present disclosure does not limit this. As one embodiment of the present disclosure, Figure 8 As shown, the second reinforcing rib 15 includes a first rib 151 and a second rib 152, both of which extend along the length direction of the energy absorbing box 2, and the first rib 151 and the second rib 152 intersect to form a structure with a cross-shaped cross section. The two second reinforcing ribs (i.e., the first rib 151 and the second rib 152) cooperate with each other to form the inner cavity of the energy absorbing box 2 (i.e., the cavity surrounded by the inner wall of the energy absorbing box 2) into a frame structure, so that the energy absorbing box 2 has greater rigidity and strength, so that it can absorb more collision energy during a collision.

[0144] In order to prevent the energy absorption box 2 from being separated from the anti-collision beam 1 when the vehicle collides, optionally, as Fig. 9 As shown, the energy absorbing box 2 may also include at least one reinforcing rib 29, the first end 211 of the energy absorbing box 2 is connected to the anti-collision beam 1 through the front connecting portion 25, the second end 212 of the energy absorbing box 2 is connected to the front subframe 20 through the rear connecting portion 24, and a reinforcing rib 29 is provided between the front connecting portion 25 and the box body 23. By providing the reinforcing rib 29 between the front connecting portion 25 and the box body 23 of the energy absorbing box 2, the connection strength between the front connecting portion 25 and the box body 23 can be improved, so that when the vehicle collides, it can be effectively avoided that the connection between the front connecting portion 25 and the box body 23 is deformed or separated from each other due to excessive force on the front connecting portion 25, thereby causing the energy absorbing box 2 to separate from the anti-collision beam 1, and the energy absorbing box 2 cannot normally transmit the collision force and absorb the collision energy through deformation.

[0145] Alternatively, if Fig. 9As shown, a reinforcing rib 29 is provided between the rear connecting portion 24 and the box body 23. By providing the reinforcing rib 29 between the rear connecting portion 24 and the box body 23 of the energy absorbing box 2, the connection strength between the rear connecting portion 24 and the box body 23 can be improved, so that when the vehicle collides, the connection between the rear connecting portion 24 and the box body 23 is effectively prevented from being deformed or separated from each other due to excessive force on the rear connecting portion 24, thereby causing the energy absorbing box 2 to be separated from the front sub-frame 20 of the vehicle, and the energy absorbing box 2 cannot transmit the collision force normally, and absorbs the collision energy through deformation.

[0146] Here, it should be noted that the above-mentioned reinforcing ribs 29 can have any appropriate arrangement on the energy absorption box 2. For example, a reinforcing rib 29 can be arranged between one of the above-mentioned front connecting part 25 and the rear connecting part 24 and the box body 23, and a reinforcing rib 29 can be arranged between both the above-mentioned front connecting part 25, the rear connecting part 24 and the box body 23. The present disclosure does not limit this.

[0147] The present disclosure does not limit the specific shape and structure of the reinforcing rib 29. For example, the reinforcing rib may be a reinforcing lining plate, which may be as follows: Fig. 9 The right-angled triangle plate shown has two right-angled sides whose surfaces are connected to the box body 23 and the front connecting portion 25 / the rear connecting portion 24 respectively.

[0148] Among them, the present disclosure does not limit the number of reinforcing ribs 29. For example, there can be multiple reinforcing ribs 29 between the box body 23 and the front connecting portion 25, and the multiple reinforcing ribs 29 are arranged at intervals around the box body 23. There can be multiple reinforcing ribs 29 between the box body 23 and the rear connecting portion 24, and the multiple reinforcing ribs 29 are arranged at intervals around the box body 23.

[0149] Alternatively, if Fig.10 As shown, the cross-sectional area of ​​the box body 23 gradually increases from the first end 211 to the second end 212 of the energy absorbing box 2. The box body 23 with a gradually increasing cross-sectional area enables the energy absorbing box 2 to provide a larger deformation space and a more stable deformation mode when it is impacted, thereby being able to absorb more collision energy.

[0150] For the embodiment in which the energy absorbing box 2 includes the front connecting portion 25 and the rear connecting portion 24, the front connecting portion 25 includes the first connecting portion 251 and the second connecting portion 252, and the rear connecting portion 24 includes the first end plate 241 and the second end plate 242, the present disclosure does not limit the relative positional relationship between the first end plate 241, the second end plate 242, the first connecting portion 251 and the second connecting portion 252. As an embodiment of the present disclosure, Figure 3As shown, the front connecting portion 25 includes a first connecting portion 251 and a second connecting portion 252 connected to each other, the connecting portion of the first connecting portion 251 and the second connecting portion 252 has a first connecting point 27, the connecting portion of the first end plate 241 and the second end plate 242 has a second connecting point 28, wherein the line connecting the first connecting point 27 and the second connecting point 28 coincides with the center line of the box body 23 in the width direction (i.e., the center line of the box body 23 dividing the box body into two parts close to the inside of the vehicle or close to the outside of the vehicle).

[0151] That is to say, the connection position of the first end plate 241 and the second end plate 242, and the connection position of the first connection part 251 and the second connection part 252 are all set in the middle part of the energy absorption box 2. In this way, by reasonably designing the relative positions of the first end plate 241, the second end plate 242, the first connection part 251 and the second connection part 252, the first end plate 241, the second end plate 242, the first connection part 251 and the second connection part 252 can have the same force transmission capacity, so that the vehicle can have the same collision safety no matter which direction it is hit and is not easy to be damaged.

[0152] Optionally, the energy absorbing box 2 is connected to the longitudinal beam of the front sub-frame 20, and the energy absorbing box 2 is parallel to the longitudinal beam of the front sub-frame 20. The energy absorbing box 2 and the front sub-frame 20 which are parallel to each other can form a coherent force transmission path, which has a better force transmission effect and can better transmit the collision force received by the vehicle.

[0153] In addition, by assembling the above-mentioned anti-collision beam 1 and energy absorption box 2 on the front subframe 20, the anti-collision beam 1 and energy absorption box 2 and other structures can form a "U-shaped" closed ring frame located in the front cabin of the vehicle together with the front section of the front subframe longitudinal beam and the front cross beam of the front subframe, thereby enhancing the overall rigidity of the front part of the vehicle.

[0154] In order to prevent the wheel 200 of the vehicle from falling off due to collision when the vehicle is hit, optionally, as Figure 2 As shown, the vehicle further comprises a wheel 200 , and the projection of the wheel 200 along the length direction of the vehicle at least partially overlaps with the projection of the anti-collision beam 1 along the length direction of the vehicle.

[0155] Since the projection of the anti-collision beam 1 and the projection of the wheel 200 at least partially overlap along the length direction of the vehicle, in other words, in the length direction of the vehicle (i.e., the front and rear direction of the vehicle), the left and right ends of the anti-collision beam 1 can at least partially block the wheel 200 of the vehicle. In this way, even if the vehicle is hit, the anti-collision beam 1 can protect the wheel 200, and the wheel 200 is not easily directly affected by the impact and is not easy to fall off, thereby reducing the risk of loss of control of the vehicle when it is hit at high speed and reducing the increase in maintenance costs caused by damage to the wheel 200.

[0156] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0157] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0158] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle, characterized in that: include: front subframe; Anti-collision beam; An energy absorption box, wherein a first end of the energy absorption box is connected to the anti-collision beam, and a second end of the energy absorption box is connected to the front subframe; a first reinforcement member, arranged on the anti-collision beam, the first reinforcement member comprising a first side portion located at the front side of the anti-collision beam, and the first side portion is arranged at least partially opposite to the energy absorption box along the length direction of the energy absorption box; as well as a second reinforcement member, the second reinforcement member being disposed at a front side of the first side portion, and a portion of the second reinforcement member protruding from a top end of the first reinforcement member; Wherein, the energy absorption box comprises a first portion, and the first portion is located on a side of the longitudinal section of the energy absorption box close to the center of the vehicle; Along the length direction of the energy absorbing box, the second reinforcement member is at least partially arranged opposite to the first portion.

2. The vehicle according to claim 1, characterized in that The energy absorption box includes a box body and a front connecting portion, wherein the front connecting portion is arranged at one end of the box body close to the anti-collision beam; The front connecting portion includes a first connecting portion and a second connecting portion; The second connection portion is located on the inner side of the first connection portion, and the first connection portion is connected to the anti-collision beam; There is a gap between the front end of the second connecting portion and the anti-collision beam, and along the length direction of the energy absorption box, the second reinforcement is at least partially arranged opposite to the gap.

3. The vehicle according to claim 2, characterized in that The first connecting portion is provided with a plurality of mounting holes for connecting with the anti-collision beam, and at least some of the plurality of mounting holes are located outside the box body.

4. The vehicle according to any one of claims 1 to 3, characterized in that: The first reinforcement member further includes two first flanges connected to opposite ends of the first side portion; The two first flanges are respectively connected to the top end and the bottom end of the anti-collision beam.

5. The vehicle according to any one of claims 1 to 3, characterized in that: The second reinforcement member is connected to the first reinforcement member to form a cavity.

6. The vehicle according to claim 5, characterized in that The second reinforcement member includes a second side portion and two second flanges connected to opposite ends of the second side portion; The two second flanges are arranged at intervals along the length direction of the anti-collision beam and are both connected to the first reinforcement.

7. The vehicle according to any one of claims 1 to 3, characterized in that: The number of the first reinforcement member, the second reinforcement member and the energy absorption box is two; The two first reinforcement members are respectively arranged at two ends of the anti-collision beam in the length direction; The two second reinforcement members are respectively arranged on the corresponding first reinforcement members; Wherein, along the length direction of the energy absorbing box, each of the second reinforcement members is arranged corresponding to at least a part of the first part of the corresponding energy absorbing box.

8. The vehicle according to claim 7, characterized in that The projection of the anti-collision beam in the length direction of the vehicle is a first projection, and the projection of the first reinforcement member in the length direction of the vehicle is a second projection; In the width direction of the vehicle, the length of the first projection is A, the length of the second projection is B, and A and B satisfy: 0.3B≤A≤0.4B.

9. The vehicle according to any one of claims 1 to 3, characterized in that: The energy absorption box comprises a box body and a rear connecting portion, wherein the rear connecting portion is arranged at one end of the box body close to the front sub-frame; The rear connecting portion includes a first end plate and a second end plate, both of which are used to be connected to the front sub-frame, the first end plate is located on the outer side of the second end plate, and the outer end of the first end plate is closer to the rear side of the vehicle than the inner end of the first end plate; The first end plate and the second end plate are arranged at an angle.

10. The vehicle according to claim 9, characterized in that The second end plate is adapted to extend in a width direction of the vehicle; An angle α between a side of the first end plate facing away from the box body and a side of the second end plate facing away from the box body satisfies: 120°≤α≤170°.

11. The vehicle according to any one of claims 1 to 3, characterized in that: A first reinforcing rib is arranged in the anti-collision beam; Along the length direction of the energy absorption box, the first reinforcing rib and the first reinforcing member are at least partially arranged opposite to each other, and / or the first reinforcing rib and the second reinforcing member are at least partially arranged opposite to each other.

12. The vehicle according to any one of claims 1 to 3, characterized in that: A second reinforcing rib is provided in the energy absorption box; Along the length direction of the energy absorption box, the second reinforcing rib is at least partially arranged opposite to the first reinforcing member, and / or the second reinforcing rib is at least partially arranged opposite to the second reinforcing member.

13. The vehicle according to claim 12, characterized in that The second reinforcing rib comprises a first rib and a second rib; The first rib and the second rib both extend along the length direction of the energy absorption box, and the first rib intersects with the second rib to form a structure with a cross-shaped cross section.

14. The vehicle according to any one of claims 1 to 3, characterized in that: The energy absorbing box comprises a box body, a front connecting portion, a rear connecting portion and at least one reinforcing rib; The first end of the energy absorption box is connected to the anti-collision beam through the front connecting portion; The second end of the energy absorption box is connected to the front subframe through the rear connecting portion; The reinforcing rib is arranged between the front connecting portion and the box body, and / or the reinforcing rib is arranged between the rear connecting portion and the box body.

15. The vehicle according to any one of claims 1 to 3, characterized in that: The energy absorption box includes a box body, a front connecting part and a rear connecting part; The first end of the energy absorption box is connected to the anti-collision beam through the front connecting portion; The second end of the energy absorption box is connected to the front subframe through the rear connecting portion; In a direction from the first end of the energy absorbing box to the second end of the energy absorbing box, the cross-sectional area of ​​the box body gradually increases.

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