Vehicle collision safety device and automobile

Abstract

The utility model belongs to the technical field of vehicles, and provides a vehicle collision safety device and an automobile, the device comprises two longitudinal beams, a circular tube beam and a box type beam, the two longitudinal beams are symmetrically arranged at intervals along the width direction of the vehicle, each longitudinal beam is provided with a front section and a rear section along the length direction of the vehicle, the front section is arc-shaped, and the rear section is arc-shaped. The front section is bent inwards in the width direction of the vehicle relative to the rear section; the circular tube beam is mounted between the two longitudinal beams close to the front section, and the box type beam is mounted between the two longitudinal beams close to the rear section; the device further comprises two buffering pieces, the buffering pieces are in lap joint with the longitudinal beams, and the circular tube beams and the box type beams are connected together in a buckled mode through the buffering pieces. The vehicle collision safety device is easy to form, die development investment can be reduced, and assembling is easy; the maximum intrusion amount of the front wall can be improved when the vehicle is subjected to head-on collision, the injury degree of personnel is reduced, the five-star collision requirement of the whole vehicle is met, and the life safety of passengers is effectively guaranteed.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly relates to a vehicle collision safety device and an automobile. Background Art

[0002] Safety attributes are one of the most important concerns of the majority of automobile users and are also one of the assessment indicators that must be met by regulations. How to optimize the product structure attributes to ensure that the vehicle meets the relevant collision safety requirements is an important issue that must be faced.

[0003] In the front section of the longitudinal beam of the traditional non-load-bearing frame, a front anti-collision beam is provided. However, when the collision energy is large, the anti-collision beam and the front part of the longitudinal beam of the frame cannot collapse well to absorb the collision energy, resulting in serious deformation of the frame and the cockpit, and reducing the safety of the vehicle.

[0004] To solve the above problems, the existing vehicle technology continuously optimizes the automobile frame and designs the structures of the front anti-collision beam and the energy absorption box to efficiently absorb and decompose the force. For example, the patent application document with the publication number CN116252863A discloses a front engine compartment skeleton and a vehicle. During the collision process, the collision force can be absorbed by the front anti-collision beam and the energy absorption box to relieve the energy in the initial stage of the collision, and then the front section of the longitudinal beam absorbs the energy in the middle stage. After the rear section of the longitudinal beam plays a supporting role, it can also absorb a part of the energy. The strengthening bracket located on the rear section of the longitudinal beam can prevent the folding and collapse at the turning, playing a strengthening role. At the same time, the crossbeam assembly arranged between the two front longitudinal beams can not only prevent the rear section of the longitudinal beam from spreading outwards during the collision, but also the frame structure formed by the crossbeam assembly and the two front longitudinal beams can play a role in side collision and oblique collision, achieving the purpose of shock absorption and energy absorption.

[0005] Another example is the patent with the publication number CN109987140B, which discloses an automobile frame. On the basis of setting a front anti-collision beam at the front end of the longitudinal beam, a front transition section strengthening plate is arranged in the front transition section of the longitudinal beam. Through the flanges and strengthening rib grooves arranged on the strengthening plate body, the strengthening plate can have a relatively high structural stiffness, thereby improving the bending resistance of the front transition section of the longitudinal beam. At the same time, by arranging energy absorption grooves at intervals at the flanges on both sides of the strengthening plate, it is also possible to realize the orderly deformation of the strengthening plate and the longitudinal beam by using the guidance of the energy absorption grooves during the collision, so as to utilize the deformation of the strengthening plate to achieve collision energy absorption, and improve the collision performance of the front part of the frame.

[0006] However, the development of molds for such collision safety structures combining the front anti-collision beam and the energy absorption box / energy absorption groove requires a large investment and the assembly is complex. Utility Model Content

[0007] In view of the disadvantages of the above-mentioned existing technologies, the present utility model provides a vehicle collision safety device and an automobile to solve the problems that in the frontal collision test of the existing vehicle collision safety components, the vehicle fails to reach the five-star collision standard; the mold development investment of the collision safety components is large, and the assembly is complex, etc.

[0008] To achieve the above object and related objects, the present utility model adopts the following technical solutions:

[0009] In the first aspect of the present utility model, a vehicle collision safety device is provided, which includes two longitudinal beams, a round tube beam, and a box beam. The two longitudinal beams are symmetrically arranged at intervals along the vehicle width direction. The longitudinal beams are provided with a front section and a rear section along the vehicle length direction. The front section is arc-shaped, and the front section is bent inward in the vehicle width direction compared with the rear section.

[0010] The round tube beam is installed between the two longitudinal beams near the front section, and the box beam is installed between the two longitudinal beams near the rear section.

[0011] The device further includes two buffer members. The buffer members are lapped with the longitudinal beams, and the round tube beam and the box beam are buckled and connected together through the buffer members.

[0012] Furthermore, the device further includes a reinforcing member, and the reinforcing member is installed on the longitudinal beam.

[0013] Furthermore, the longitudinal beam has a plurality of arc-shaped rounded corners, and the size R mm of the arc-shaped rounded corners satisfies the following relationship:

[0014] 200 ≤ R ≤ 320.

[0015] Furthermore, through holes are provided on the longitudinal beam.

[0016] Furthermore, the buffer members form a cavity structure in the form of upper and lower buckling.

[0017] Furthermore, a plurality of through holes are provided on the buffer members.

[0018] Furthermore, the through holes include round holes, square holes, and oblong holes.

[0019] Furthermore, reinforcing ribs are provided on the buffer members.

[0020] Furthermore, the longitudinal beams form a cavity structure in the form of left and right buckling.

[0021] In the second aspect of the present utility model, an automobile is provided, which is installed with the above-mentioned vehicle collision safety device.

[0022] The beneficial technical effects of the present utility model are as follows:

[0023] The vehicle collision safety device of the present utility model forms a closed integral connection structure through two longitudinal beams, a circular tube beam, a box beam and two buffer members. The load transfer path of this connection structure can optimize the guidance, decomposition and absorption of the force during the buffering process, improve the maximum intrusion amount of the front panel when the vehicle suffers a frontal collision, reduce the degree of personal injury, meet the five-star collision requirements of the whole vehicle, and effectively guarantee the life safety of the occupants.

[0024] The present utility model optimizes the structure of the longitudinal beam. During the collision process, the longitudinal beam plays an important role in optimizing the path. It can transfer a part of the load received at the front end of the vehicle backward along the arc structure of the longitudinal beam, and a part is decomposed by the buffer member and then transferred to the circular tube beam and the box beam, reducing the transient impact force in the impact state.

[0025] The vehicle collision safety device of the present utility model is easy to form, can reduce the investment in mold development, and is simple to assemble.

[0026] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application. Obviously, the drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. In the drawings:

[0028] Figure 1 is a schematic structural diagram of the vehicle collision safety device of this application;

[0029] Figure 2 is Figure 1 the partial front view, bottom view and right view of

[0030] Figure 3 is a schematic structural diagram of the longitudinal beam of this application;

[0031] Figure 4 is a schematic structural diagram of the buffer member of this application;

[0032] Figure 5 is Figure 4 the front view, bottom view and sectional view of

[0033] Figure 6 is Figure 4 a schematic structural diagram of the upper component of the buffer member;

[0034] Figure 7 is Figure 6 the front view, bottom view and sectional view of

[0035] Figure 8 For Figure 4 Schematic diagram of the lower component structure of the buffer

[0036] Figure 9 For Figure 8 Front view, top view and sectional view of

[0037] Reference numerals

[0038] 1: Longitudinal beam; 2: Circular tube beam; 3: Box beam; 4: Buffer; 11: Outer plate; 12: Inner plate; 13: Reinforcement; 14: Through hole; 41: Upper component; 42: Lower component; 5: Pin shaft; 6: Round hole; 7: Square hole; 8: Oval hole; 9: Reinforcing rib; 10: Notch. Detailed implementation manners

[0039] The following will describe the implementation manners of the present utility model with reference to the drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present utility model from the content disclosed in this specification. The present utility model can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present utility model. It should be understood that the preferred embodiments are only for illustrating the present utility model and not for limiting the protection scope of the present utility model.

[0040] It should be noted that the drawings provided in the following embodiments only illustrate the basic concept of the present utility model in a schematic manner. Therefore, only the components related to the present utility model are shown in the drawings, rather than being drawn according to the number, shape and size of the components in actual implementation. The type, quantity and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0041] In the drawings of the embodiments of the present utility model, the same or similar reference numerals correspond to the same or similar components. In the description of the present utility model, it should be understood that if there are terms such as "upper", "lower", "front", "rear", etc. indicating the orientation or position relationship, they are based on the orientation or position relationship shown in the drawings. This is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only for illustrative purposes and cannot be understood as a limitation to the present utility model. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0042] The present utility model provides a vehicle collision safety device, which includes two longitudinal beams 1, a circular tube beam 2 and a box beam 3. The two longitudinal beams 1 are symmetrically arranged at intervals in the vehicle width direction. The longitudinal beam 1 is provided with a front section and a rear section along the vehicle length direction. The front section is arc-shaped, and the front section is bent inward in the vehicle width direction compared with the rear section;

[0043] The circular tube beam 2 is installed between the two longitudinal beams 1 near the front section, and the box beam 3 is installed between the two longitudinal beams 1 near the rear section;

[0044] The device further includes two buffer members 4. The buffer members 4 are lapped with the longitudinal beams 1, and the circular tube beam 2 and the box beam 3 are buckled and connected together through the buffer members 4.

[0045] In some embodiments, as Figure 1 and Figure 2 shown, in this application, through the two longitudinal beams 1, the circular tube beam 2, the box beam 3 and the two buffer members 4, a "quasi-well-shaped" closed integral connection structure is formed by "two longitudinals and two transverses". During the 50Km / h full vehicle frontal collision process, the load transfer path of this connection structure can optimize, guide, decompose and absorb the force during the buffering process, improve the maximum intrusion amount of the front panel when the vehicle suffers a frontal collision, reduce the degree of injury to personnel, meet the five-star collision requirements of the whole vehicle, and effectively protect the life safety of the occupants.

[0046] Furthermore, during the assembly of the whole vehicle, the two longitudinal beams 1 of this application are respectively located on both sides of the front end of the vehicle in the vehicle forward direction under the vehicle coordinate system. The two ends of the circular tube beam 2 and the box beam 3 are respectively connected to the two buffer members 4 in a welded form.

[0047] In some embodiments, as Figure 2 and Figure 3 shown, the longitudinal beam 1 of this application includes an outer plate 11 and an inner plate 12. The outer plate 11 and the inner plate 12 form a cavity structure in a form of left-right buckling and lapping welding. During the collision process, the longitudinal beam 1 plays an important role in optimizing the path. It can transfer a part of the load received at the front end of the vehicle backward along the arc structure of the longitudinal beam 1, and a part is decomposed by the buffer member 4 and then transferred to the circular tube beam 2 and the box beam 3, reducing the transient impact force in the impact state.

[0048] Furthermore, considering the optimization effect, the longitudinal beam 1 has a plurality of arc-shaped fillets, and the size R mm of the arc-shaped fillets satisfies the following relationship: 200≤R≤320.

[0049] Even more preferably, as Figure 2As shown, the arc fillet dimensions of the longitudinal beam 1 include R1, R2, R3, and R4. Among them, 200mm ≤ R1 ≤ 210mm, 300mm ≤ R2 ≤ 320mm, 210mm ≤ R3 ≤ 240mm, 280mm ≤ R4 ≤ 300mm. Preferably, R1 = 200mm, R2 = 320mm, R3 = 230mm, and R4 = 290mm.

[0050] In some embodiments, the device further includes a reinforcing member 13. The reinforcing member 13 is installed on the outer plate 11 of the longitudinal beam 1 to play a role in local strengthening. The installation referred to in this application includes, but is not limited to, fixed installation methods such as welding.

[0051] In some embodiments, as Figure 3 shown, a through hole 14 is provided on the longitudinal beam 1. The through hole 14 is used to achieve the passability of sleeve-like components and meet the assembly space requirements of the overall layout. At the front end of the inner plate 12 and the outer plate 11 of the longitudinal beam 1 in this application, wing surfaces are provided, and at the rear end, a ventral surface is provided. The two wing surfaces are nested and buckled and overlapped, and the reliable connection of the longitudinal beam 1 matrix is achieved through welding. The ventral surface is used to provide a welding support surface for the reinforcing member 13. The wing surfaces and the ventral surface can provide an overlapping support surface for the welding of the buffer member 4.

[0052] Furthermore, the reinforcing member 13 in this application is provided with a welding surface for welding the reinforcing member 13 to the outer plate 11 of the longitudinal beam 1.

[0053] In some embodiments, as Figures 4 to 9 shown, the buffer member 4 in this application forms a cavity structure in the form of upper and lower buckling. The buffer member 4 in this application includes an upper component 41 and a lower component 42. The upper component 41 and the lower component 42 are buckled and welded up and down. The buffer member 4 in this application further includes a pin shaft 5 for arranging the assembly.

[0054] Furthermore, the upper component 41 and the lower component 42 are provided with circular and square features that match the circular tube beam 2 and the box beam 3, and hole position features to ensure that the pin shaft 5 passes through, so as to ensure that the upper component 41, the circular tube beam 2, the box beam 3, and the lower component 42 are connected in sequence from top to bottom to form an integral connection body. On the premise of having sufficient stiffness and strength, it plays a role in receiving the decomposed acting force transmitted by the longitudinal beam 1 to achieve the purpose of energy absorption, buffering, and loss prevention.

[0055] In some embodiments, the buffer member 4 is provided with a plurality of through holes, including round holes 6, square holes 7, and oblong holes 86. Further, the upper component 41 of the present application is provided with a plurality of welding surfaces and through holes. Among them, the functions of the plurality of welding surfaces include: realizing the welding of the upper component 41 on the inner plate 12 of the longitudinal beam 1 to complete the connection on the left or right side of the upper component 41; realizing the welding of the upper component 41 on the box beam 3 to complete the connection on the rear side of the upper component 41; realizing the welding of the upper component 41 on the lower component 42 and the round tube beam 2 to complete the connection on the left or right side of the upper component 41; realizing the welding of the upper component 41 on the lower component 42 to complete the connection on the front side of the upper component 41; and finally realizing the integral closed connection of the upper component 41. In addition, in order to meet the passing performance of the pin shaft 5, round holes 6 are opened in the upper component 41.

[0056] In some embodiments, in order to meet the requirements of process forming positioning, oblong holes 86 are provided at the front and rear of the upper component 41. Considering the force optimization situation through simulation analysis, square holes 7 with larger sizes are specifically opened in the upper component 41.

[0057] In some embodiments, the buffer member 4 is provided with reinforcing ribs 9 to optimize the force.

[0058] In some embodiments, the lower component 42 of the present application is provided with a plurality of welding surfaces, through holes, and grooves 10. Among them, the functions of the plurality of welding surfaces include: realizing the welding of the lower component 42 on the inner plate 12 of the longitudinal beam 1 to complete the connection on the left or right side of the lower component 42; realizing the welding of the lower component 42 on the upper component 41 and the box beam 3 to complete the connection on the rear side of the lower component 42; realizing the welding of the lower component 42 on the upper component 41 to complete the connection on the left or right side of the lower component 42; realizing the welding of the lower component 42 on the round tube beam 2 and the upper component 41 to complete the connection on the front side of the lower component 42; and finally realizing the integral closed connection of the lower component 42.

[0059] In some embodiments, in order to meet the passing performance of the above-mentioned pin shaft 5, round holes 6 are opened in the lower component 42. In order to meet the requirements of process forming positioning, a plurality of oblong holes 86 and grooves 10 are provided at the front and rear of the lower component 42. Considering the force optimization situation through simulation analysis, from the perspective of lightweight, square holes 7 with larger sizes are specifically opened in the lower component 42, and reinforcing ribs 9 are provided.

[0060] In some embodiments, the vehicle collision safety device of the present application is symmetric about the left and right central plane structure.

[0061] The present utility model also provides an automobile equipped with the above-mentioned vehicle collision safety device.

[0062] The above embodiments are only used to exemplarily illustrate the principles and effects of the present utility model, rather than to limit the present utility model. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present utility model. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed by the present utility model should still be covered by the claims of the present utility model.

Claims

1. A vehicle collision safety device, characterized in that: The vehicle comprises two longitudinal beams, a round tube beam and a box beam, wherein the two longitudinal beams are symmetrically arranged in a vehicle width direction, and the longitudinal beam is provided with a front section and a rear section in a vehicle length direction, wherein the front section is arc-shaped and the front section is bent inwardly in the vehicle width direction compared with the rear section; The round tube beam is installed between the two longitudinal beams near the front section, and the box beam is installed between the two longitudinal beams near the rear section; The device also includes two buffers, which are overlapped with the longitudinal beams, and the round tube beam and the box beam are buckled and connected together through the buffers.

2. The vehicle collision safety device according to claim 1, characterized in that: The device also includes a reinforcement member mounted on the longitudinal beam.

3. The vehicle collision safety device according to claim 1, characterized in that: The longitudinal beam has a plurality of arc-shaped fillets, and the size R mm of the arc-shaped fillets satisfies the following relationship: 200≤R≤320。 4. The vehicle collision safety device according to claim 1, characterized in that: The longitudinal beam is provided with a through hole.

5. The vehicle collision safety device according to claim 1, characterized in that: The buffer member is buckled up and down to form a cavity structure.

6. The vehicle collision safety device according to claim 1, characterized in that: The buffer member is provided with a plurality of through holes.

7. The vehicle collision safety device according to claim 6, characterized in that: The through holes include round holes, square holes and oblong holes.

8. The vehicle collision safety device according to claim 1, characterized in that: The buffer member is provided with reinforcing ribs.

9. The vehicle collision safety device according to claim 1, characterized in that: The longitudinal beams are buckled together on the left and right sides to form a cavity structure.

10. An automobile, characterized in that: The automobile is equipped with the vehicle collision safety device according to any one of claims 1 to 9.

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