Automobile front anti-collision beam and automobile

Abstract

The utility model discloses an automobile front anti-collision beam and an automobile. The automobile front anti-collision beam comprises a main anti-collision beam, a main energy absorption box, an auxiliary anti-collision beam, an auxiliary energy absorption box and a connecting piece. The auxiliary anti-collision beams are arranged on one side of the main anti-collision beam at intervals, the auxiliary anti-collision beams and the main anti-collision beam are connected through the connecting pieces, and an air suction space is defined by the auxiliary anti-collision beams and the main anti-collision beam; the auxiliary energy absorption box is connected to the inner side of the auxiliary anti-collision beam. The main energy absorption box is connected to the inner side of the main anti-collision beam, the main energy absorption box comprises a main energy absorption cavity, a first reinforcing rib is arranged in the main energy absorption cavity, and the main energy absorption cavity is divided into a first energy absorption cavity and a second energy absorption cavity by the first reinforcing rib; the first energy absorption cavity is located on the side, away from the auxiliary energy absorption box, of the second energy absorption cavity, and at least one second reinforcing rib is further arranged in the first energy absorption cavity. In this way, the energy absorption efficiency can be improved, and meanwhile deformation stability can be guaranteed.

Description

Technical Field

[0001] This application belongs to the field of automotive body structures, and particularly relates to a front anti-collision beam and an automobile of an automobile. Background Art

[0002] With the rapid development of the automotive market, how to improve the collision safety performance of automobiles has become the focus of attention of society and enterprises. As key support structures in the frontal MPDB (mobile progressive deformable barrier) collision, the anti-collision beam and the energy absorption box are crucial for the safety of the passenger compartment. In the frontal MPDB collision condition, if the energy absorption of the anti-collision beam and the energy absorption box is insufficient, resulting in excessive intrusion into the passenger compartment, it may cause serious casualties to the occupants.

[0003] In the prior art, the anti-collision beam and the energy absorption box generally have low energy absorption efficiency, or are prone to cracking during collisions and cannot fully absorb energy, or have a relatively complex structure, a heavy overall weight, and a high production cost, which is not conducive to the realization of vehicle lightweighting. Utility Model Content

[0004] This application provides a front anti-collision beam and an automobile of an automobile, which can improve the energy absorption efficiency while ensuring the stability of deformation.

[0005] To solve the above technical problems, a technical solution adopted by this application is: to provide a front anti-collision beam of an automobile, including a main anti-collision beam, a main energy absorption box, a secondary anti-collision beam, a secondary energy absorption box, and a connecting member; the secondary anti-collision beam is arranged at an interval on one side of the main anti-collision beam, and the secondary anti-collision beam and the main anti-collision beam are connected by the connecting member and enclose an air intake space; the secondary energy absorption box is connected to the inner side of the secondary anti-collision beam; the main energy absorption box is connected to the inner side of the main anti-collision beam, the main energy absorption box includes a main energy absorption cavity, and a first reinforcing rib is arranged in the main energy absorption cavity, and the first reinforcing rib divides the main energy absorption cavity into a first energy absorption cavity and a second energy absorption cavity, the first energy absorption cavity is located on the side of the second energy absorption cavity away from the secondary energy absorption box, and at least one second reinforcing rib is further arranged in the first energy absorption cavity.

[0006] Preferably, one end of the second reinforcing rib is connected to the inner wall of the main energy absorption box on the side away from the secondary energy absorption box, and the other end of the second reinforcing rib is connected to the first reinforcing rib.

[0007] Preferably, the connecting member is provided with through holes.

[0008] Preferably, a plurality of first guiding portions are arranged on the side wall of the main energy absorption box, and the number of the first guiding portions arranged on the side wall of the main energy absorption box away from the secondary energy absorption box is less than the number of the first guiding portions arranged on the side wall of the main energy absorption box facing the secondary energy absorption box.

[0009] Preferably, a plurality of second guiding portions are provided on the side wall of the auxiliary energy absorption box.

[0010] Preferably, a flange is provided on the side of the main anti-collision beam facing away from the main energy absorption box. The flange includes an upper flange and a lower flange. The upper flange is connected to the top of the main anti-collision beam and extends away from the main anti-collision beam. The lower flange is connected to the bottom of the main anti-collision beam and extends away from the main anti-collision beam. Along the extending direction of the main anti-collision beam, at least two of the lower flanges are spaced apart, and the spaced space between the lower flanges is located within the air intake space.

[0011] Preferably, a slot is provided at one end of the main energy absorption box facing the main anti-collision beam. The main energy absorption box is inserted into the slot and fixedly connected to the slot. One end of the main energy absorption box facing the main anti-collision beam is fixedly connected to the flange.

[0012] Preferably, the front anti-collision beam of the vehicle further includes a first reinforcing member, and the first reinforcing member connects the inner side wall of the main anti-collision beam and the side wall of the main energy absorption box.

[0013] Preferably, the front anti-collision beam of the vehicle further includes an end plate and a second reinforcing member. The end plate is connected to one end of the main energy absorption box away from the main anti-collision beam, and the second reinforcing member connects the end plate and the side wall of the main energy absorption box.

[0014] To solve the above technical problems, another technical solution adopted by the present application is: to provide a vehicle, including the front anti-collision beam of the vehicle according to any one of the embodiments.

[0015] Different from the prior art, the beneficial effects of the present application are: The vehicle anti-collision beam provided by the present application includes upper and lower anti-collision beams. The auxiliary anti-collision beam and the auxiliary energy absorption box increase the collision force transmission path, and can transmit the collision force to the lower structure, improving the energy absorption capacity. The structure formed by the main anti-collision beam, the auxiliary anti-collision beam and the connecting member has strong stability. On the one hand, the connecting member enables the forces on the main anti-collision beam and the auxiliary anti-collision beam to be transmitted to each other, avoiding structural failure caused by concentrated stress; on the other hand, it increases the contact area between the vehicle and the obstacle, improving the uniformity of obstacle deformation. The reinforcing ribs in the main energy absorption cavity enhance the strength of the main energy absorption box. Since the reinforcing ribs are located in the upper part of the main energy absorption cavity, the strength of the upper part of the main energy absorption box is greater than that of the lower part. And because the strength of the lower part of the vehicle anti-collision beam is strengthened by the auxiliary anti-collision beam and the auxiliary energy absorption box, the upwardly offset reinforcing ribs balance the strength of the vehicle anti-collision beam, avoiding the vehicle anti-collision beam from flipping upward due to the greater deformation degree of the upper part of the main energy absorption box than the lower part, thereby further reducing the probability of deformation of the rear-end structure of the vehicle. Description of the Drawings

[0016] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings, where:

[0017] Figure 1 is a schematic structural diagram of an embodiment of the front anti-collision beam of the vehicle of the present application;

[0018] Figure 2 is a schematic structural diagram of an embodiment of the front anti-collision beam of the vehicle of the present application from another angle;

[0019] Figure 3 is a schematic structural diagram of an embodiment of the main energy absorption box. Specific Embodiments

[0020] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope protected by the present application.

[0021] Please refer to Figure 1 and Figure 2 , Figure 1 is a schematic structural diagram of an embodiment of the front anti-collision beam of the vehicle of the present application, Figure 2This is a structural schematic diagram of an embodiment of the front anti-collision beam of the automobile of the present application from another angle. The front anti-collision beam 10 of the automobile includes a main anti-collision beam 11, a main energy absorption box 12, a secondary anti-collision beam 13, a secondary energy absorption box 14 and a connecting piece 15. Specifically, the main anti-collision beam 11 and the main energy absorption box 12 are made of aluminum alloy, which has higher energy absorption efficiency and lighter weight. The secondary anti-collision beam 13, the secondary energy absorption box 14 and the connecting piece 15 can be made of high-strength steel, which ensures strength while having lower cost. The secondary anti-collision beam 13 is arranged at intervals on one side of the main anti-collision beam 11, and the secondary anti-collision beam 13 and the main anti-collision beam 11 are connected by a connecting piece 15, and an air intake space is enclosed. Specifically, the secondary anti-collision beam 13 is arranged in parallel at the bottom of the main anti-collision beam 11, and the main anti-collision beam 11 and the secondary anti-collision beam 13 are both in an arc shape convex toward the front of the car. The upper and lower ends of the connecting piece 15 are fixedly connected to the main anti-collision beam 11 and the secondary anti-collision beam 13 by bolts respectively. There are two connecting pieces 15, and the two connecting pieces 15 are symmetrically arranged along the width direction of the vehicle body. The main anti-collision beam 11, the secondary anti-collision beam 13 and the two connecting pieces 15 enclose a rectangular frame structure, and outside air can enter the vehicle body from the air intake space in the frame structure. The main energy absorption box 12 is connected to the inner side of the main anti-collision beam 11, and the auxiliary energy absorption box 14 is connected to the inner side of the auxiliary anti-collision beam 13. The number of the main energy absorption box 12 and the auxiliary energy absorption box 14 are both two. The main energy absorption box 12 is correspondingly arranged on the side of the main anti-collision beam 11 away from the top of the connecting piece 15, and the auxiliary energy absorption box 14 is correspondingly arranged on the side of the auxiliary anti-collision beam 13 away from the bottom of the connecting piece 15. The main energy absorption box 12 and the auxiliary energy absorption box 14 both extend along the front and rear direction of the vehicle body. Figure 3 , Figure 3 1 is a schematic diagram of the structure of an embodiment of the main energy absorption box. The main energy absorption box 12 has a main energy absorption cavity 12a inside, and a first reinforcing rib 121 is arranged in the main energy absorption cavity 12a. The first reinforcing rib 121 divides the main energy absorption cavity 12a into a first energy absorption cavity 12b and a second energy absorption cavity 12c. The first energy absorption cavity 12b is located on the side of the second energy absorption cavity 12c away from the auxiliary energy absorption box 14, that is, the first energy absorption cavity 12b and the second energy absorption cavity 12c are arranged up and down, and at least one second reinforcing rib 122 is also arranged in the first energy absorption cavity 12b.

[0022] The front anti-collision beam 10 of the vehicle provided by this application includes upper and lower anti-collision beams. The secondary anti-collision beam 13 and the secondary energy-absorbing box 14 increase the collision force transmission path, can transmit the collision force to the lower structure, and improve the energy absorption capacity. The structure formed by the main anti-collision beam 11, the secondary anti-collision beam 13 and the connecting member 15 has strong structural stability. On the one hand, the connecting member 15 enables the forces on the main anti-collision beam 11 and the secondary anti-collision beam 13 to be transmitted to each other, avoiding structural failure caused by concentrated stress; on the other hand, it increases the contact area between the vehicle and the obstacle, improving the uniformity of obstacle deformation. The reinforcing ribs in the main energy-absorbing cavity 12a enhance the strength of the main energy-absorbing box 12. Since the reinforcing ribs are located in the upper part of the main energy-absorbing cavity 12a, the strength of the upper part of the main energy-absorbing box 12 is greater than that of the lower part. And because the strength of the lower part of the front anti-collision beam 10 of the vehicle is strengthened by the secondary anti-collision beam 13 and the secondary energy-absorbing box 14, the upwardly offset reinforcing ribs balance the strength of the front anti-collision beam 10 of the vehicle, avoiding the upward flipping of the front anti-collision beam 10 caused by the deformation degree of the upper part of the main energy-absorbing box 12 being greater than that of the lower part, thereby further reducing the probability of deformation of the rear-end structure of the vehicle.

[0023] Optionally, continue to refer to Figure 3 , one end of the second reinforcing rib 122 is connected to the inner wall of the main energy-absorbing box 12 on the side away from the secondary energy-absorbing box 14, and the other end of the second reinforcing rib 122 is connected to the first reinforcing rib 121. Specifically, the cross-section of the main energy-absorbing cavity 12a is rectangular, the first reinforcing rib 121 is horizontally arranged in the middle of the main energy-absorbing cavity 12a, dividing the main energy-absorbing cavity 12a into two cavities with the same cross-section, and the second reinforcing rib 122 is vertically arranged in the middle of the first energy-absorbing cavity 12b, dividing the first energy-absorbing cavity 12b into two cavities with the same cross-section. Specifically, the wall thickness of the main energy-absorbing box 12 is 2.5 mm, the wall thickness of the first reinforcing rib 121 is 2.5 mm, and the wall thickness of the second reinforcing rib 122 is 2 mm. The above wall thicknesses match each other, reducing costs and weights while improving the energy absorption efficiency.

[0024] In other embodiments, the number of the second reinforcing ribs 122 can also be two or more. The second reinforcing ribs 122 can be horizontally arranged or vertically arranged; the first reinforcing rib 121 can also divide the main energy-absorbing cavity 12a into two cavities with different cross-sectional areas, and the second reinforcing rib 122 can also divide the first energy-absorbing cavity 12b into one or more cavities with different cross-sectional areas, as long as it is ensured that the strength of the upper part of the main energy-absorbing box 12 is greater than that of the lower part. This application does not make specific limitations.

[0025] Optionally, continue to refer to Figure 1, a weight reduction hole 151 is provided on the connecting member 15. By providing the weight reduction hole 151, the weight of the connecting member 15 is reduced on the premise of meeting the collision requirements, meeting the lightweight requirements of the whole vehicle. In addition, external air can also enter the vehicle from the weight reduction hole 151 to ensure the air intake volume. In this embodiment, two upper and lower weight reduction holes 151 are provided on one connecting member 15, and the strength of the weight reduction hole 151 is increased by providing a concave-convex structure around it.

[0026] Optionally, continue to refer to Figure 3 , a plurality of first guiding portions 123 are provided on the side wall of the main energy absorption box 12. The number of the first guiding portions 123 provided on the side wall of the main energy absorption box 12 away from the auxiliary energy absorption box 14 is less than the number of the first guiding portions 123 provided on the side wall of the main energy absorption box 12 facing the auxiliary energy absorption box 14. Specifically, the first guiding portion 123 is a through hole that penetrates the side wall of the main energy absorption box 12. A total of six first guiding portions 123 are provided on the main energy absorption box 12, wherein two first guiding portions 123 are respectively provided on two edges of the upper part of the main energy absorption box 12, and the remaining four first guiding portions 123 are respectively provided on two edges of the lower part of the main energy absorption box 12, and two first guiding portions 123 are respectively provided on each edge. The first guiding portions 123 on the main energy absorption box 12 can induce the main energy absorption box 12 to deform stably and improve the energy absorption efficiency. Since the number of the first guiding portions 123 on the upper part of the main energy absorption box 12 is less than that on the lower part, the strength of the upper part of the main energy absorption box 12 is further ensured to be greater than that of the lower part, ensuring the stability of the deformation of the front anti-collision beam 10 of the vehicle. In other embodiments, the number of the first guiding portions 123 can also be other values, and the first guiding portion 123 can also be an induction groove recessed into the main energy absorption box 12, which is not specifically limited in this application.

[0027] Optionally, continue to refer to Figure 1 and Figure 2 , a plurality of second guiding portions 141 are provided on the side wall of the auxiliary energy absorption box 14. Specifically, the second guiding portion 141 is an induction groove recessed into the main energy absorption box 12 and extends along the vehicle body width direction. Two second guiding portions 141 are respectively provided on the top side wall and the bottom side wall of the auxiliary energy absorption box 14. The second guiding portions 141 on the auxiliary energy absorption box 14 can induce the auxiliary energy absorption box 14 to deform stably and improve the energy absorption efficiency. In other embodiments, the number of the second guiding portions 141 can also be other values, and the second guiding portion 141 can also be a through hole penetrating the side wall of the auxiliary energy absorption box 14, which is not specifically limited in this application.

[0028] Optionally, continue to refer to Figure 1, a flanging is provided on the side of the main anti-collision beam 11 away from the main energy absorption box 12. The flanging includes an upper flanging 111 and a lower flanging 112. The upper flanging 111 is connected to the top of the main anti-collision beam 11 and extends away from the main anti-collision beam 11. The lower flanging 112 is connected to the bottom of the main anti-collision beam 11 and extends away from the main anti-collision beam 11. Along the extending direction of the main anti-collision beam 11, at least two lower flangings 112 are arranged at intervals, and the interval space between the lower flangings 112 is located within the air intake space. Specifically, the main anti-collision beam 11 includes a main anti-collision beam body 113 and flangings arranged on the upper and lower sides of the main anti-collision beam body 113. Among them, the cross-section of the main anti-collision beam body 113 is rectangular, with a cavity inside. Third reinforcing ribs 114 and fourth reinforcing ribs 115 are arranged at intervals in the cavity. Both the third reinforcing ribs 114 and the fourth reinforcing ribs 115 are arranged horizontally. The third reinforcing ribs 114 are arranged near the upper part of the main anti-collision beam 11 and are bent and protruded upward. The fourth reinforcing ribs 115 are arranged near the lower part of the main anti-collision beam 11 and are bent and protruded downward, improving the strength of the main anti-collision beam 11. The number and position of the reinforcing ribs in the cavity are not specifically limited in this application. The upper flanging 111 is arranged above the outer side wall of the main anti-collision beam body 113 and extends in the same direction as the main anti-collision beam body 113. The lower flanging 112 is arranged below the outer side wall of the main anti-collision beam body 113. Two lower flangings 112 are provided in total, extending from the edge of the main anti-collision beam body 113 towards the middle, and an opening is formed between the two lower flangings 112. The flanging in this application increases the contact area between the main anti-collision beam 11 and the obstacle, improving the deformation stability. The opening between the lower flangings 112 avoids affecting the air intake area. In other embodiments, the flanging can be arranged only above or below.

[0029] Optionally, referring to Figure 2 and Figure 3 , a slot 12d is provided at one end of the main energy absorption box 12 facing the main anti-collision beam 11. The main energy absorption box 12 is inserted into the slot 12d and fixedly connected to the slot 12d. One end of the main energy absorption box 12 facing the main anti-collision beam 11 is fixedly connected to the flanging. The upper side wall, lower side wall and inner side wall of the main anti-collision beam body 113, and the inner sides of the upper flanging 111 and the lower flanging 112 are respectively welded to the edge of the slot 12d, ensuring the connection strength between the main energy absorption box 12 and the main anti-collision beam 11, and reducing the problem that the connection between the two cracks during collision and cannot absorb energy sufficiently.

[0030] Further, continue to refer to Figure 2, the front anti-collision beam 10 of the vehicle further includes a first reinforcing member 17, and the first reinforcing member 17 connects the inner side wall of the main anti-collision beam 11 and the side wall of the main energy-absorbing box 12. Specifically, the first reinforcing member 17 is in the shape of a triangular prism, and two of the faces of the first reinforcing member 17 are respectively welded to the inner side wall of the main anti-collision beam 11 and the side wall of the main energy-absorbing box 12, further enhancing the connection strength between the main energy-absorbing box 12 and the main anti-collision beam 11, and reducing the problem that the connection between the two cracks during a collision and cannot absorb energy sufficiently. In this embodiment, the first reinforcing member 17 is only provided on the outer side of the main energy-absorbing box 12 to reduce the probability of the main anti-collision beam 11 collapsing inward. In other embodiments, it can also be provided on both the inner and outer sides of the main energy-absorbing box 12.

[0031] Optionally, referring further to Figure 1 , the front anti-collision beam 10 of the vehicle further includes an end plate 16 and a second reinforcing member 18. The end plate 16 is connected to the end of the main energy-absorbing box 12 away from the main anti-collision beam 11, and the second reinforcing member 18 connects the end plate 16 and the side wall of the main energy-absorbing box 12. The end plate 16 is used to fixedly connect the front anti-collision beam 10 of the vehicle to the front longitudinal beam of the vehicle body. The second reinforcing member 18 is in the shape of a triangular prism, and two of the faces of the second reinforcing member 18 are respectively welded to the inner side wall of the end plate 16 and the side wall of the main energy-absorbing box 12, enhancing the connection strength between the main energy-absorbing box 12 and the end plate 16. In this embodiment, the second reinforcing member 18 is only provided on the outer side of the main energy-absorbing box 12 to reduce the probability of the main anti-collision beam 11 collapsing inward. In other embodiments, it can also be provided on both the inner and outer sides of the main energy-absorbing box 12. The first reinforcing member 17 and the second reinforcing member 18 in this application are small in volume and occupy little space, facilitating the arrangement of other parts on the vehicle such as wiring harnesses and pipelines.

[0032] This application also provides a vehicle, including the front anti-collision beam 10 of any of the foregoing embodiments. The front anti-collision beam 10 provided by this application is applicable to different vehicle models.

[0033] The above are only the embodiments of this application, and do not limit the patent scope of this application accordingly. Any equivalent structural or equivalent process transformation made by using the content of the specification and drawings of this application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of this application.

Claims

1. A front anti-collision beam for an automobile, characterized in that, It includes a main anti-collision beam, a main energy absorption box, a secondary anti-collision beam, a secondary energy absorption box and connecting parts; The secondary anti-collision beam is arranged at a distance on one side of the main anti-collision beam, and the secondary anti-collision beam and the main anti-collision beam are connected by the connecting member to enclose and form an air intake space; The secondary energy absorption box is connected to the inner side of the secondary anti-collision beam; The main energy absorption box is connected to the inner side of the main anti-collision beam, and the main energy absorption box includes a main energy absorption cavity. A first reinforcing rib is arranged in the main energy absorption cavity. The first reinforcing rib divides the main energy absorption cavity into a first energy absorption cavity and a second energy absorption cavity. The first energy absorption cavity is located on a side of the second energy absorption cavity away from the auxiliary energy absorption box, and at least one second reinforcing rib is also arranged in the first energy absorption cavity.

2. The automobile front anti-collision beam according to claim 1, characterized in that: One end of the second reinforcing rib is connected to an inner wall of the main energy absorbing box at a side away from the auxiliary energy absorbing box, and the other end of the second reinforcing rib is connected to the first reinforcing rib.

3. The automobile front anti-collision beam according to claim 1, characterized in that: The connecting piece is provided with a through hole.

4. The automobile front anti-collision beam according to claim 1, characterized in that: A plurality of first induction portions are provided on the side wall of the main energy absorbing box, and the number of the first induction portions provided on the side wall of the main energy absorbing box away from the auxiliary energy absorbing box is less than the number of the first induction portions provided on the side wall of the main energy absorbing box facing the auxiliary energy absorbing box.

5. The automobile front anti-collision beam according to claim 1, characterized in that: A plurality of second inducing portions are provided on the side wall of the auxiliary energy absorbing box.

6. The automobile front anti-collision beam according to claim 1, characterized in that: A flange is provided on the side of the main anti-collision beam facing away from the main energy absorption box, and the flange includes an upper flange and a lower flange. The upper flange is connected to the top of the main anti-collision beam and extends away from the main anti-collision beam, and the lower flange is connected to the bottom of the main anti-collision beam and extends away from the main anti-collision beam. Along the extension direction of the main anti-collision beam, at least two of the lower flanges are spaced apart, and the spacing space between the lower flanges is located within the air intake space.

7. The automobile front anti-collision beam according to claim 6, characterized in that: A slot is provided at one end of the main energy absorption box facing the main anti-collision beam, the main energy absorption box is inserted into the slot and fixedly connected to the slot, and one end of the main energy absorption box facing the main anti-collision beam is fixedly connected to the flange.

8. The automobile front anti-collision beam according to claim 6, characterized in that: The automobile front anti-collision beam further comprises a first reinforcement member, wherein the first reinforcement member is connected to the inner side wall of the main anti-collision beam and the side wall of the main energy absorption box.

9. The automobile front anti-collision beam according to claim 6, characterized in that: The automobile front anti-collision beam further comprises an end plate and a second reinforcement, wherein the end plate is connected to an end of the main energy absorption box away from the main anti-collision beam, and the second reinforcement is connected to the end plate and the side wall of the main energy absorption box.

10. A vehicle, characterized in that, include: A front anti-collision beam for an automobile as claimed in any one of claims 1 to 9.

Images