Anti-collision beam assembly for vehicle and vehicle

Abstract

The utility model discloses an anti-collision beam assembly for a vehicle. The anti-collision beam assembly comprises a beam main body, a first beam, a second beam and a third beam, wherein the beam main body extends in the width direction of the vehicle, and an extending cavity is formed in the beam main body; the partition plates are contained in the extension cavity and connected with the beam body, the partition plates are configured to be at least one so as to divide the extension cavity into a plurality of sub-cavities, and at least part of each partition plate forms a first deformation part bent towards one side; wherein the two ends of the beam body in the extending direction are provided with connecting parts used for being connected with an energy absorption box, at least part of the surface of each connecting part is provided with a second deformation part which is sunken towards the interior of an extending cavity or protrudes away from the extending cavity, the front anti-collision strength can be weakened, the manufacturing cost is reduced, the structural weight is reduced, and lean design is achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to a bumper beam assembly for a vehicle and a vehicle. Background Art

[0002] The bumper beam plays an important role in absorbing energy and transmitting force during a vehicle collision, thereby protecting the safety of the occupants. The current bumper beam assembly generally includes a bumper beam body and an energy absorption box. During a low-speed collision, the bumper beam body can quickly transfer energy to the energy absorption box to absorb the collision energy and reduce the damage to the vehicle. During a high-speed collision, the bumper beam body undergoes plastic deformation to absorb energy, and at the same time transfers the energy to the vehicle body frame to decompose the energy, reducing the damage to the vehicle and the injury to the occupants.

[0003] Existing bumper beams are basically of equal cross-section such as "mouth", "day" or "eye" characters. With the increasing requirements for vehicle safety performance and the increasingly stringent safety collision regulations, the performance requirements for the bumper beam body vary greatly under different safety collision conditions. The equal cross-section bumper beam cannot meet the performance requirements of all frontal collisions. For one of the collision performance requirements, the performance of the front bumper is excessive, resulting in high manufacturing costs, large weight, and the inability to achieve lean design. Summary of the Utility Model

[0004] The present application aims to at least solve one of the technical problems existing in the prior art. For this purpose, the present application provides a bumper beam assembly for a vehicle, which can weaken the front bumper strength, reduce the manufacturing cost, reduce the structural weight, and achieve lean design.

[0005] A bumper beam assembly for a vehicle according to an embodiment of the present application includes: a beam body: the beam body extends in the vehicle width direction and has an extension cavity formed therein; a partition, the partition is received in the extension cavity and connected to the beam body, the partition is configured as at least one to divide the extension cavity into a plurality of sub-cavities, and at least a part of the partition is formed with a first deformation part that bends to one side; wherein both ends of the beam body in the extension direction are formed with connection parts for connecting the energy absorption box, and at least a part of the surface of the connection part is formed with a second deformation part that depresses into the extension cavity or protrudes away from the extension cavity.

[0006] According to an anti-collision beam assembly for a vehicle according to an embodiment of the present application, through a second deformation part formed on at least a part of the surface of the connecting part and recessed into the extending cavity or protruding away from the extending cavity, the second deformation part can buffer and disperse the impact force through its own deformation during a collision, avoiding excessive stress concentration, thereby maintaining the anti-collision effect and improving the ability of pedestrian protection. By optimizing the structure of the connecting part, no additional components are required, reducing the material usage and processing costs, and achieving the purpose of reducing the manufacturing cost. By designing the surface of the connecting part on the basis of the original structure, no significant increase in structural components occurs, reducing the redundant weight and achieving the reduction of the structural weight. Through the comprehensive effects of the above aspects, while ensuring anti-collision safety, the factors of cost and weight are taken into account, realizing lean design.

[0007] According to an anti-collision beam assembly for a vehicle according to some embodiments of the present application, the beam body includes: a first plate and a second plate, the first plate and the second plate extend in the width direction of the vehicle and are spaced apart in the length direction of the vehicle; a top plate and a bottom plate, the top plate and the bottom plate are respectively disposed on the top and bottom of the first plate and the second plate and jointly define the extending cavity with the first plate and the second plate.

[0008] According to an anti-collision beam assembly for a vehicle according to some embodiments of the present application, a first connecting plate is formed at an end of the first plate, a second connecting plate is formed at an end of the second plate, a third connecting plate is formed at an end of the top plate, and a fourth connecting plate is formed at an end of the bottom plate; the first connecting plate, the third connecting plate, the second connecting plate, and the fourth connecting plate are sequentially connected and surrounded to form the connecting part; wherein at least one of the third connecting plate and the fourth connecting plate is formed with the second deformation part.

[0009] According to an anti-collision beam assembly for a vehicle according to some embodiments of the present application, the second deformation part is recessed toward the inside of the connecting part and at least a part of the inner wall of the recessed part is configured as an arc wall.

[0010] According to an anti-collision beam assembly for a vehicle according to some embodiments of the present application, the second deformation part and the first deformation part are at least partially disposed opposite to each other in the height direction.

[0011] According to an anti-collision beam assembly for a vehicle according to some embodiments of the present application, the recessed depth of the second deformation part is not less than the recessed depth of the first deformation part.

[0012] The anti-collision beam assembly for a vehicle according to some embodiments of the present application, the partition includes: a first extension plate, one side edge of the first extension plate is connected to the first plate; a second extension plate, one side edge of the second extension plate is connected to the second plate, and the other side edge of the second extension plate is connected to the first extension plate; wherein the first extension plate is inclined in the height direction in a direction away from the first plate, the second extension plate is inclined in the height direction in a direction away from the second plate, and the first extension plate and the second extension plate commonly form a concave portion recessed in the height direction, and the concave portion is configured as the first deformation portion.

[0013] The anti-collision beam assembly for a vehicle according to some embodiments of the present application, the planes where one side edge of the first extension plate and one side edge of the second extension plate are located are respectively parallel to the top plate and the bottom plate.

[0014] The anti-collision beam assembly for a vehicle according to some embodiments of the present application, the beam body is formed with a transition section connected to the connecting portion, and the cross-sectional area of the transition section is smaller than the cross-sectional area of the connecting portion.

[0015] The vehicle according to the embodiments of the present application will be briefly described below.

[0016] The vehicle according to the embodiments of the present application includes the anti-collision beam assembly described in any one of the above embodiments. Since the anti-collision beam assembly described in any one of the above embodiments is provided on the vehicle according to the present embodiment, therefore, in terms of anti-collision performance of the vehicle according to the present application, when the vehicle is subjected to a collision, the beam body extension cavity, the partition, and the second deformation portion of the connecting portion in the anti-collision beam assembly work together to buffer and disperse the impact force. The anti-collision beam assembly reduces the waste of materials and simplifies the manufacturing process. During the vehicle production process, it can effectively reduce the production cost, make the vehicle more price-competitive in the market, and at the same time bring higher production efficiency to the enterprise. While ensuring the anti-collision function, the anti-collision beam assembly realizes the optimization and weight reduction of the structure. The lighter body weight is beneficial to the controllability of the vehicle, and for fuel vehicles, it can reduce fuel consumption; for electric vehicles, it can increase the cruising range.

[0017] The additional aspects and advantages of the present application will be partially given in the following description, partially will become obvious from the following description, or will be understood through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present application will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0019] Figure 1 It is a front view structural schematic diagram of the anti-collision beam assembly for a vehicle according to the embodiments of the present application;

[0020] Figure 2 is Figure 1 Schematic diagram of the A-A sectional structure in

[0021] Figure 3 When the third connecting plate and the third connecting plate are both formed with a second deformation part Figure 1 Schematic diagram of the B-B sectional structure in

[0022] Figure 4 When the third connecting plate is formed with a second deformation part Figure 1 Schematic diagram of the B-B sectional structure in

[0023] Figure 5 When the fourth connecting plate is formed with a second deformation part Figure 1 Schematic diagram of the B-B sectional structure in

[0024] Reference numerals:

[0025] 100, anti-collision beam assembly;

[0026] 1, beam main body; 11, first plate; 12, second plate; 13, top plate; 14, bottom plate; 15, extension cavity;

[0027] 2, partition; 21, first deformation part; 22, first extension plate; 23, second extension plate;

[0028] 3, connecting part; 31, first connecting plate; 32, second connecting plate; 33, third connecting plate; 34, fourth connecting plate; 35, second deformation part;

[0029] 4, transition section. Detailed implementation manners

[0030] The embodiments of the present application will be described in detail below. The examples of the embodiments are shown in the drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions from beginning to end. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present application, and should not be construed as a limitation to the present application.

[0031] An anti-collision beam assembly 100 for a vehicle according to an embodiment of the present application, the anti-collision beam assembly 100 includes a beam main body 1 and a partition 2. The beam main body 1 extends in the vehicle width direction and an extension cavity 15 is formed inside. The partition 2 is received in the extension cavity 15 and connected to the beam main body 1. The partition 2 is configured to be at least one to divide the extension cavity 15 into a plurality of sub-cavities, and at least a part of the partition 2 is formed with a first deformation part 21 that bends to one side; wherein both ends of the beam main body 1 in the extension direction are formed with a connecting part 3 for connecting an energy absorption box, and at least a part of the surface of the connecting part 3 is formed with a second deformation part 35 that is recessed into the extension cavity 15 or protrudes away from the extension cavity 15.

[0032] It is understandable that multiple sub - cavities are separated inside the beam body 1 by the partition plate 2. This can make the distribution of materials reasonable, and there is no need for excessive redundant materials to construct the anti - collision beam body 1 structure. Because under the condition of meeting the strength requirements, the structure of multiple sub - cavities can achieve the same support and protection functions with less materials, thus reducing the structural weight. The first deformation part 21 on the partition plate 2 does not require complex additional processes during the manufacturing process. It is formed based on the structural optimization of the partition plate 2 itself. Compared with adding complex energy - absorbing or buffering components additionally, the manufacturing process is simplified, and thus the manufacturing cost is reduced.

[0033] The second deformation part 35 of the connecting part 3 at both ends of the beam body 1 is such that at least part of the surface of the connecting part 3 is formed to be concave into the extension cavity 15 or convex away from the extension cavity 15. Because the second connecting part 3 changes the shape of the surface of the connecting part 3, when the front end of the anti - collision beam is impacted, the way of collision energy transfer changes. Part of the energy will be absorbed and dispersed by the structure of the second deformation part 35, rather than directly and rigidly resisting the impact like a traditional anti - collision beam. On the other hand, this structure increases the effect of pedestrian protection. When the vehicle collides with a pedestrian, the second deformation part 35 can buffer the contact between the pedestrian and the vehicle, avoid the pedestrian from being injured by excessive rigid impact, and reduce the possibility of serious casualties. While reducing material costs and weight, it improves the effect of pedestrian protection and realizes the lean design of the structure.

[0034] Since the second deformation part 35 is arranged on the connecting part 3, it has no influence on the anti - collision performance of the middle section of the beam body 1. When the vehicle collides, the middle section mainly relies on the strength of the beam body 1 itself and the synergistic effect of multiple internal sub - cavities and the partition plate 2 to resist the impact force. The second deformation part 35 of the connecting parts 3 at both ends mainly buffers and disperses energy according to the force condition of the connecting area at the initial stage of the collision, and transmits the impact force to the energy - absorbing box and the longitudinal beam. Therefore, the regions where the second deformation part 35 and the middle section of the beam body 1 play their respective roles are relatively independent. Overall, it not only ensures the anti - collision performance of the middle section of the beam body 1, but also takes into account pedestrian protection and the optimization of the overall structure through the connecting part 3, achieving the comprehensive effects of cost reduction, weight reduction and lean design.

[0035] According to some embodiments of the present application, for the anti - collision beam assembly 100 of a vehicle, the beam body 1 includes a first plate 11, a second plate 12, a top plate 13 and a bottom plate 14. The first plate 11 and the second plate 12 extend in the width direction of the vehicle and are spaced apart in the length direction of the vehicle. The top plate 13 and the bottom plate 14 are respectively arranged at the top and bottom of the first plate 11 and the second plate 12 and jointly define an extension cavity 15 with the first plate 11 and the second plate 12.

[0036] The first plate 11 and the second plate 12 extend in the vehicle width direction and are spaced apart in the length direction. Compared with a single large-area plate, the spaced structure reduces unnecessary material usage while meeting the basic strength requirements, thereby reducing the structural weight. The top plate 13 and the bottom plate 14 respectively cooperate with the first plate 11 and the second plate 12 to define an extension cavity 15, so that a relatively enclosed space is formed inside the anti-collision beam assembly 100. When being impacted, the force can be evenly dispersed and transmitted within this enclosed extension cavity 15, enhancing the overall stability and anti-collision performance of the anti-collision beam.

[0037] For the anti-collision beam assembly 100 for a vehicle according to some embodiments of the present application, a first connecting plate 31 is formed at the end of the first plate 11, a second connecting plate 32 is formed at the end of the second plate 12, a third connecting plate 33 is formed at the end of the top plate 13, and a fourth connecting plate 34 is formed at the end of the bottom plate 14; the first connecting plate 31, the third connecting plate 33, the second connecting plate 32, and the fourth connecting plate 34 are sequentially connected and surrounded to form a connecting portion 3; at least one of the third connecting plate 33 and the fourth connecting plate 34 is formed with a second deformation portion 35.

[0038] The first plate 11, the second plate 12, the top plate 13, and the bottom plate 14 are sequentially connected through the connecting plates at their respective ends to form the connecting portion 3. This combined connection structure makes the connection between each part more stable. Through the mutual cooperation of multiple connecting plates, stress can be better transmitted and dispersed, enhancing the overall strength and stability of the connecting portion 3. The second deformation portion 35 is formed on at least one of the third connecting plate 33 and the fourth connecting plate 34. This structure is a local optimization based on the existing connecting plate structure, without the need to add additional complex components, simplifying the manufacturing process, and thus reducing the manufacturing cost. Since the second deformation portion 35 is provided on the connecting plate, when the vehicle collides, it can change the transmission path of the collision energy to a certain extent. By deforming itself to absorb part of the energy, without affecting the structural integrity of other parts, it effectively reduces the impact of the collision on the entire anti-collision beam assembly 100, and at the same time can also play a certain role in protecting pedestrians. The second deformation portion 35 is an addition to the original connecting plate, without adding too much additional material, and will not cause a significant increase in the structural weight, which helps to maintain the lightweight of the anti-collision beam assembly 100. The deformation portion provided on the connecting plate cooperates with other structures of the anti-collision beam assembly 100 to form an organic whole. It not only ensures the stability and anti-collision performance of the connecting portion 3, but also realizes the comprehensive beneficial effects of cost control, weight control, and pedestrian protection through local optimization, achieving the lean production of the anti-collision beam assembly 100.

[0039] For the anti-collision beam assembly 100 for a vehicle according to some embodiments of the present application, the second deformation portion 35 is recessed towards the inside of the connecting portion 3 and at least part of the inner wall of the recess is configured as an arc wall.

[0040] The second deformation portion 35 is recessed toward the connecting portion 3 and the inner wall portion is constructed as an arc-shaped wall. When the vehicle collides, the arc-shaped wall can disperse the collision force more evenly along its arc-shaped inner wall. Compared with a straight inner wall, the arc-shaped wall can more effectively convert the instantaneous impact force into stress distributed along the arc surface, thereby improving the efficiency of energy absorption. Then, from the perspective of manufacturing process, it is relatively easy to implement the inner wall as an arc-shaped wall during the production process. From the perspective of structural strength, the stress distribution of the arc-shaped wall structure is more reasonable when subjected to external force. Compared with other irregularly shaped inner walls, the arc-shaped wall can better maintain its own structural stability during the deformation process, and is not prone to structural damage caused by local stress concentration, thereby ensuring the reliability of the anti-collision beam assembly 100 under multiple collision conditions.

[0041] According to the anti-collision beam assembly 100 for a vehicle in some embodiments of the present application, the second deformation portion 35 and the first deformation portion 21 are at least partially arranged opposite to each other in the height direction.

[0042] The second deformation part 35 is at least partially opposite to the first deformation part 21 in the height direction. When the vehicle collides, the second deformation part 35 begins to deform and absorb energy. Since it is opposite to the first deformation part 21, the energy can be transferred between the two deformation parts more directly and efficiently. The energy transfer path from the connecting part 3 to the inside of the beam body 1 is smoother, reducing energy loss and unnecessary stress concentration. The opposite setting makes the deformation of each part of the anti-collision beam assembly 100 more coordinated when it is subjected to force. The first deformation part 21 and the second deformation part 35 can cooperate and work together to absorb and buffer energy at different heights, so that the entire anti-collision beam assembly 100 maintains better structural stability during the collision, and it is not easy to cause local transition deformation and overall structural failure. The opposite setting makes it easier to ensure processing accuracy and assembly accuracy during the production process. Because in the manufacturing and assembly process, the positional relationship between the second deformation part 35 and the first deformation part 21 can be ensured by the same reference or a relatively simple positioning method, which reduces the complexity of manufacturing and assembly, helps to improve production efficiency and reduce production costs. When the vehicle is subjected to collisions in different directions, due to the corresponding relationship between the two deformation parts in the height direction, no matter from which angle the force acts on the anti-collision beam, the synergistic effect of the two deformation parts can more effectively absorb and buffer the energy. This enhances the adaptability of the anti-collision beam assembly 100 to various collision situations to a certain extent and improves the overall anti-collision performance.

[0043] According to the anti-collision beam assembly 100 for a vehicle in some embodiments of the present application, the recessed depth of the second deformation portion 35 is not less than the recessed depth of the first deformation portion 21 .

[0044] Since the depression depth of the second deformation part 35 is not less than that of the first deformation part 21, when a vehicle collides, the second deformation part 35 of the connecting part 3 will start to deform significantly prior to or simultaneously with the first deformation part 21. This can effectively absorb most of the impact energy at the position of the connecting part 3 in the initial stage of the collision, reduce the peak value of the energy transmitted to the inside of the beam main body 1, and thus protect the entire anti-collision beam assembly 100. The structure with such a depth difference can make the stress more concentrated on the second deformation part 35. When a collision occurs, the second deformation part 35 with a larger depression depth can better guide the stress to be distributed along its structure, avoiding the excessive concentration of stress at positions such as the junction of the connecting part 3 and the beam main body 1, which may cause structural damage. At the same time, it can also make the first deformation part 21 bear relatively more uniform stress during the subsequent energy absorption process, improving the stability of the overall structure.

[0045] According to some embodiments of the present application, for the anti-collision beam assembly 100 of a vehicle, the partition 2 includes a first extension plate 22 and a second extension plate 23. One side edge of the first extension plate 22 is connected to the first plate 11, one side edge of the second extension plate 23 is connected to the second plate 12, and the other side edge of the second extension plate 23 is connected to the first extension plate 22; wherein the first extension plate 22 is inclined in the height direction in the direction away from the first plate 11, the second extension plate 23 is inclined in the height direction in the direction away from the second plate 12, and the first extension plate 22 and the second extension plate 23 commonly form a recess that is recessed in the height direction, and the recess is configured as the first deformation part 21.

[0046] The first extension plate 22 and the second extension plate 23 of the partition 2 form a recess that is recessed in the height direction as the first deformation part 21. When the vehicle is collided, the impact force will cause the deformation of this recessed structure. Since the first deformation part 21 is inclined, the collision energy can be effectively converted into the deformation potential energy of the plate, thereby absorbing and dispersing the energy and enhancing the energy absorption capacity of the anti-collision beam assembly 100. The first extension plate 22 is connected to the first plate 11, and the second extension plate 23 is connected to the second plate 12. This connection method enables the partition 2 to be closely combined with both sides of the beam main body 1. When a collision occurs, the force can be evenly transmitted from both sides of the beam main body 1 to the partition 2, and the inclined extension plates can work together in different height directions, making the entire structure stable during the force application process and not easily causing the overall structure to fail due to excessive local deformation.

[0047] According to some embodiments of the present application, for the anti-collision beam assembly 100 of a vehicle, the planes where one side edge of the first extension plate 22 and one side edge of the second extension plate 23 are located are respectively parallel to the top plate 13 and the bottom plate 14.

[0048] It can be understood that one side edge plane of the first extension plate 22 and one side edge plane of the second extension plate 23 are respectively parallel to the top plate 13 and the bottom plate 14. In cross-section, the partition plate 2 is V-shaped and both ends are on the same horizontal plane. When the vehicle is collided, the collision energy can be evenly dispersed along the two inclined surfaces of the V-shape, and the horizontal two ends can evenly share the collision force, avoiding the inclination or distortion of the anti-collision beam assembly 100 in the horizontal direction due to the imbalance of force, ensuring the stability of the overall structure, and the horizontal two ends can enable the energy to be smoothly transmitted and distributed in the horizontal direction of the anti-collision beam assembly 100. When the collision energy is transmitted to the partition plate 2, uneven accumulation or mutation of energy will not occur because the two ends are not on the same horizontal plane, enabling the energy to be absorbed and dissipated more orderly, and improving the energy management efficiency of the anti-collision beam.

[0049] For the anti-collision beam assembly 100 for a vehicle according to some embodiments of the present application, a transition section 4 connected to the connecting portion 3 is formed on the beam body 1, and the cross-sectional area of the transition section 4 is smaller than the cross-sectional area of the connecting portion 3.

[0050] Since the cross-sectional area of the transition section 4 is smaller than the cross-sectional area of the connecting portion 3. When the vehicle is collided, the collision force is transmitted from the connecting portion 3, and stress concentration will occur at the transition section 4. This stress concentration can enable the collision energy to be more effectively absorbed and converted at the transition section 4, reducing the energy transmitted to other parts, thereby improving the energy absorption capacity of the anti-collision beam assembly 100 at the key part. The relatively small cross-sectional area of the transition section 4 means that relatively less material is used. On the premise of not affecting the overall anti-collision performance, the addition of the transition section 4 can optimize the material distribution, avoid waste of materials, reduce the manufacturing cost, and also help to reduce the overall weight of the anti-collision beam assembly 100. From the perspective of the force transmission path, the transition section 4 plays a buffering role. It changes the force transmission path from the connecting portion 3 to other parts of the beam body 1, making the force transmission more reasonable. The relatively small cross-sectional area can buffer the force to a certain extent, avoiding the direct transmission of too large impact force to the inside of the beam body 1 and protecting the integrity of the internal structure.

[0051] The vehicle according to the embodiments of the present application will be briefly described below.

[0052] The vehicle according to an embodiment of the present application includes the anti-collision beam assembly 100 of any one of the above embodiments. Since the anti-collision beam assembly 100 of any one of the above embodiments is provided on the vehicle according to this embodiment, therefore, in terms of anti-collision performance of the vehicle according to the present application, when the vehicle is subjected to a collision, the extension cavity 15 of the beam body 1, the partition 2 and the second deformation part 35 of the connecting part 3 in the anti-collision beam assembly 100 work together to buffer and disperse the impact force. The anti-collision beam assembly 100 reduces the waste of materials and simplifies the manufacturing process. During the vehicle production process, it can effectively reduce the production cost, make the vehicle more price-competitive in the market, and at the same time bring higher production efficiency to the enterprise. While ensuring the anti-collision function, the anti-collision beam assembly 100 realizes the optimization and weight reduction of the structure. The lighter body weight is beneficial to the controllability of the vehicle, and for fuel vehicles, it can reduce fuel consumption; for electric vehicles, it can increase the cruising range.

[0053] In the description of the present application, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application 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, and therefore should not be construed as a limitation to the present application.

[0054] In the description of the present application, the "first feature" and "second feature" may include one or more of such features.

[0055] In the description of the present application, the meaning of "a plurality" is two or more.

[0056] In the description of the present application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0057] In the description of the present application, the first feature being "above", "above" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature.

[0058] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0059] Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. An anti-collision beam assembly for a vehicle, characterized in that, Comprising: Beam main body (1): The beam main body (1) extends in the vehicle width direction and has an extension cavity (15) formed therein; Partition board (2), the partition board (2) is received in the extension cavity (15) and connected to the beam main body (1), the partition board (2) is configured as at least one to divide the extension cavity (15) into a plurality of sub-cavities, and at least part of the partition board (2) is formed with a first deformation part (21) bent towards one side; wherein Both ends of the beam main body (1) in the extension direction are formed with connection parts (3) for connecting the energy absorption box, and at least part of the surface of the connection part (3) is formed with a second deformation part (35) recessed towards the inside of the extension cavity (15) or protruding away from the extension cavity (15).

2. The anti-collision beam assembly for a vehicle according to claim 1, wherein, The beam main body (1) includes: First plate (11) and second plate (12), the first plate (11) and the second plate (12) extend in the vehicle width direction and are spaced apart in the vehicle length direction; Top plate (13) and bottom plate (14), the top plate (13) and the bottom plate (14) are respectively arranged on the top and bottom of the first plate (11) and the second plate (12) and jointly define the extension cavity (15) with the first plate (11) and the second plate (12).

3. The anti-collision beam assembly for a vehicle according to claim 2, characterized in that, The end of the first plate (11) is formed with a first connecting plate (31), the end of the second plate (12) is formed with a second connecting plate (32), the end of the top plate (13) is formed with a third connecting plate (33), and the end of the bottom plate (14) is formed with a fourth connecting plate (34); the first connecting plate (31), the third connecting plate (33), the second connecting plate (32) and the fourth connecting plate (34) are sequentially connected and surrounded to form the connection part (3); wherein The second deformation part (35) is formed on at least one of the third connecting plate (33) and the fourth connecting plate (34).

4. The anti-collision beam assembly for a vehicle according to claim 3, wherein, The second deformation part (35) is recessed towards the inside of the connection part (3), and at least part of the inner wall of the formed recess is configured as an arc wall.

5. The anti-collision beam assembly for a vehicle according to claim 4, characterized in that, The second deformation part (35) and the first deformation part (21) are at least partially disposed opposite to each other in the height direction.

6. The anti-collision beam assembly for a vehicle according to claim 4, characterized in that, The recess depth of the second deformation part (35) is not less than the recess depth of the first deformation part (21).

7. The anti-collision beam assembly for a vehicle according to claim 4, characterized in that, The partition board (2) includes: First extension plate (22), one side edge of the first extension plate (22) is connected to the first plate (11); Second extension plate (23), one side edge of the second extension plate (23) is connected to the second plate (12), and the other side edge of the second extension plate (23) is connected to the first extension plate (22); wherein The first extension plate (22) is inclined in the height direction in the direction away from the first plate (11), the second extension plate (23) is inclined in the height direction in the direction away from the second plate (12), and the first extension plate (22) and the second extension plate (23) jointly form a recess recessed in the height direction, and the recess is configured as the first deformation part (21).

8. The anti-collision beam assembly for a vehicle according to claim 7, characterized in that, One side edge plane of the first extension plate (22) and one side edge plane of the second extension plate (23) are parallel to the top plate (13) and the bottom plate (14) respectively.

9. The anti-collision beam assembly for a vehicle according to claim 1, characterized in that, The beam body (1) is formed with a transition section (4) connected to the connecting portion (3), and the cross-sectional area of the transition section (4) is smaller than the cross-sectional area of the connecting portion (3).

10. A vehicle, characterized in that, Comprising the anti-collision beam assembly (100) according to any one of claims 1-9.

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