Automobile anti-collision beam assembly with high energy absorption efficiency and high safety

Abstract

An automobile anti-collision beam assembly with high energy absorption efficiency and high safety comprises a cross beam body and energy absorption boxes, the energy absorption boxes are fixed to the two ends of the cross beam body, and the cross beam body is of a variable-cross-section variable-curvature closed shape with a flange characteristic and comprises a middle arc section, transition arc sections in bilateral symmetry and end straight line sections in bilateral symmetry which are integrally formed. The X-direction size of the cross section of the middle arc section is larger than that of the transition arc section and that of the end linear section, the Z-direction size of the cross section of the end linear section is larger than that of the middle arc section and that of the transition arc section, the X-direction size of the cross section of the transition arc section is gradually decreased from the middle of the cross beam to the two ends of the cross beam, and the Z-direction size is gradually increased from the middle of the cross beam to the two ends of the cross beam. The middle arc section and the end linear sections are uniform in section, and the energy absorption box is formed by welding three-piece type stamping parts. According to the beam body structure, the bending resistance of the beam is greatly improved, meanwhile, the light weight effect is obvious, the energy absorption box structure is more stable in crushing, and the energy absorption efficiency is high.

Description

Technical Field

[0001] The utility model relates to an anti-collision beam assembly, in particular to an automobile anti-collision beam assembly with high energy absorption efficiency and high safety. Background Art

[0002] In recent years, automotive industry crash regulations have become increasingly stringent, posing greater challenges to vehicle structural crashworthiness and safety. For example, the 2018 C-IASI (China Insurance Research Institute) introduced a 25% small offset frontal collision (SOB) at 64 km / h, requiring only a 25% overlap with the frontal vehicle body. The 2021 C-NCAP (China Automotive Research Institute) introduced a 50 km / h 50% offset frontal collision (MPDB), which increases the compatibility of the frontal vehicle structure to protect both the vehicle itself and the other vehicle. The 2024 C-NCAP (China Automotive Research Institute) officially took effect on July 1, 2024, raising the collision speed for the 100% overlap rigid barrier (FRB) collision from 50 km / h to 56 km / h, increasing the collision energy by 25%. As a critical safety component in the front end of a vehicle, the anti-collision beam requires a well-designed structural design to effectively absorb collision energy, effectively absorbing it and preventing significant deformation in the passenger compartment, thereby protecting occupants. At the same time, lightweighting requirements must be taken into account. The rapid development of domestic new energy electric vehicles has promoted the application of lightweighting technology. Therefore, under the current situation, the automotive anti-collision beam assembly structure must have high energy absorption efficiency and high safety to better meet the requirements of changing regulations and lightweighting requirements.

[0003] However, the existing structure of automobile anti-collision beams is difficult to adapt to the current regulatory changes and lightweight requirements.

[0004] (1) Although the steel roll-formed anti-collision beam can achieve a closed section with a variable curvature and constant cross-section, due to production process and material limitations, the bending angles at the middle and ends of the beam's outer arc surface are relatively small, resulting in a small y-span of the beam. Furthermore, it is impossible to achieve a closed section with flange features through integrated roll-forming, which limits the matching space between the beam and the crash box.

[0005] (2) Aluminum anti-collision beams can achieve large-angle bending of the beam and an integrated closed section with flange features. However, due to the limitations of the production process, the beam has a uniform cross-section in the y-direction of the vehicle body, which limits the design and makes it difficult to meet the requirements of various styling spaces at the front end of the vehicle body.

[0006] (3) Thermoformed anti-collision beams: Most of the cross beams are open-sectioned. In order to achieve the same bending resistance as the closed-section, the material thickness needs to be increased, and the lightweight effect is poor. Alternatively, the inner and outer panel parts are produced separately, and then the inner and outer panel parts are welded to achieve the closed-section. This process requires additional stamping dies, welding processes, etc., which has high production costs. In addition, due to excessive welding heat input, the strength of the local area of the cross beam is reduced, increasing the risk of collision cracking.

[0007] (4) Conventional steel crash boxes are two-piece stampings connected by welding to form a "mouth" shape. Under certain weight restrictions, it is difficult to significantly improve the collision energy absorption effect by reinforcing the material or adding collapse ribs. Especially for large-sized crash boxes, the "mouth"-shaped crash box is unstable in collision crushing and is prone to tipping over. Utility Model Content

[0008] In order to overcome the drawbacks of the existing technology, the utility model provides an automobile anti-collision beam assembly with high energy absorption efficiency and high safety. The beam body is a closed section with a variable cross-section and variable curvature with a flange feature, which greatly improves the bending resistance of the beam and has a significant lightweight effect. The energy absorption box is formed by welding three-piece stamping parts. The energy absorption box of this structure is more stable when crushed and has high energy absorption efficiency.

[0009] The technical solution adopted by the utility model to solve its technical problems is:

[0010] A car anti-collision beam assembly with high energy absorption efficiency and high safety, the anti-collision beam assembly includes a beam body and an energy absorption box, the energy absorption box is fixed to both ends of the beam body by connecting plates, and is fixed to the vehicle body by installing a bottom plate, the beam body is a variable cross-section, variable curvature closed shape with flange features, including an integrally formed middle arc segment, left-right symmetrical transition arc segments and left-right symmetrical end straight segments, the cross-sectional X-dimension of the middle arc segment is greater than the cross-sectional dimensions of the transition arc segment and the end straight segment, the cross-sectional Z-dimension of the end straight segment is greater than the cross-sectional dimensions of the middle arc segment and the transition arc segment, the cross-sectional X-dimension of the transition arc segment gradually decreases from near the middle of the beam to both ends of the beam, and the Z-dimension gradually increases from near the middle of the beam to both ends of the beam, the middle arc segment and the end straight segment are both of equal cross-section, and the energy absorption box is formed by welding three-piece stamping parts.

[0011] The above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety, the cross section of the middle arc section is a closed shape with a flange edge on the outer wall, and is in the shape of an inverted trapezoid. Style, or a closed shape with a flange on the inner wall, in the shape of a trapezoid Style, the flange edges are distributed at both ends of the truncated shape, the shape is regular, the flange edge length is X, 5≤X≤10, three first arc-shaped concave ribs are evenly distributed on the outer wall of the middle arc segment, and the depth of the first arc-shaped concave rib is D1, D1≤10; the angle between the inner wall and the side wall of the middle arc segment is α, α≥92°; the length of the straight section of the side wall close to the outer wall is L1, L1≤10, and the angle between the straight section in this area and the inner and outer walls is 90°.

[0012] In the above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety, the height of the flange edge is H1, the material thickness of the beam body is d, and H1=2d.

[0013] The above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety, when the cross-section of the middle arc segment is a closed shape with a flange edge on the outer wall, a second arc-shaped concave rib is provided at the middle position of the inner wall of the middle arc segment, and the depth of the second arc-shaped concave rib is D2, 5≤D2≤10, and the width is L2, L2≥18; the height of the flange edge on the outer wall of the middle arc segment is H2, and the material thickness of the beam body is d, H2>2d.

[0014] In the above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety, the shape of the flange edge can also be irregular.

[0015] The above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety is provided with a third arc-shaped concave rib on the outer wall of the transition arc segment, and the depth of the third arc-shaped concave rib gradually becomes shallower from near the middle of the beam to the two ends until the straight line segment at the end becomes a plane.

[0016] The above-mentioned automobile anti-collision beam assembly has high energy absorption efficiency and high safety. The energy absorption box includes an upper stamping part, a middle stamping part and a lower stamping part. The upper stamping part and the lower stamping part have the same structure and are both "U"-shaped. The two are connected by seam welding. The middle stamping part is arranged in the cavity formed by the upper stamping part and the lower stamping part. The two side edges of the end of the middle stamping part are respectively connected to the upper stamping part and the lower stamping part by spot welding.

[0017] The above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety has grooves evenly spaced on the two side ribs of the upper stamping part, and first long strip concave ribs evenly spaced on the profiles at both ends. The grooves and the first long strip concave ribs are alternately spaced, and three first U-shaped notches are evenly spaced at the connecting end of the upper stamping part and the connecting plate, wherein one is respectively provided at the top of the two side ribs and one is provided at the top of the middle profile; second U-shaped notches are respectively provided at the two corners of the connecting end of the upper stamping part and the mounting base plate, and the structural features of the lower stamping part are the same as those of the upper stamping part.

[0018] The above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety, the middle stamping part is set to a "Z" shape or a "U" shape, and three second long concave ribs are evenly spaced on the middle surface, and the two corners of the connection end of the middle stamping part and the connecting plate are provided with a third U-shaped notch.

[0019] The above-mentioned automobile anti-collision beam assembly with high energy absorption efficiency and high safety, the middle stamping part is set as The two long profiles are evenly spaced with three third long concave ribs, and the connecting end between the middle profile and the connecting plate is provided with a fourth U-shaped notch.

[0020] The beneficial effects of the present invention are as follows: the crossbeam of the present invention adopts a closed section with a variable cross-section and variable curvature with flange features, so that the strength of the crossbeam can reach 1500Mpa and above, which greatly improves the bending resistance of the crossbeam and has an obvious lightweight effect; it adopts a tube billet hot air expansion production process to make the crossbeam integrally formed with good continuity and strong torsional rigidity. Compared with the closed section formed by welding the inner and outer plates, the number of parts and welding points is reduced, the number of forming processes is reduced, the mold investment is small, and the production cost is low.

[0021] The energy absorption box adopts the form of three-piece stamping parts. U-shaped notches are respectively provided on the side ridges and the profile surface of the upper stamping part and the lower stamping part close to the crossbeam body, which reduces the first peak force during the collision and makes the energy absorption box more stable when crushed; the upper stamping part and the lower stamping part of the energy absorption box are respectively provided with a certain number of small grooves on the ridges, and a certain number of long strip ribs are provided on the side walls, and the small grooves and long strip ribs are alternately separated and arranged, so that the energy absorption box is more stable when crushed during the collision and the energy absorption effect is improved; the upper stamping part and the lower stamping part of the energy absorption box are provided with U-shaped notches on the side ridges close to the mounting base plate, which can make the electrophoretic liquid leak out better and avoid accumulation on the energy absorption box, thereby facilitating the formation of an electrophoretic coating with uniform material thickness and improving corrosion resistance.

[0022] The energy absorption box is formed by welding three-piece stamping parts. It can be in the shape of a "sun" or a "eye". It is suitable for energy absorption boxes with large Y-direction size and small Z-direction size relative to Y-direction. Z:Y=0.5-0.7 is suitable. The recommended size is Z≥90, Y≥200. The energy absorption box with this structure is more stable in crushing and has high energy absorption efficiency, which can reach more than 75%.

[0023] The utility model anti-collision beam assembly can be adapted to various shapes and installation requirements of the exterior of the front end of an automobile, and can also adapt to the current regulatory changes and lightweight requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present invention will be further described below with reference to the accompanying drawings.

[0025] Figure 1Structural schematic diagram of the anti-collision beam assembly of the present utility model;

[0026] Figure 2 Front view structural schematic diagram of the crossbeam main body;

[0027] Figure 3 Top view structural schematic diagram of the crossbeam main body;

[0028] Figure 4 is Figure 2 Cross-sectional structural schematic diagrams at A-A, B-B, and C-C in;

[0029] Figure 5 Structural schematic diagrams of two other shapes of the cross-sectional view of the middle arc section A-A;

[0030] Figure 6 Structural schematic diagram of the energy absorption box;

[0031] Figure 7 Top view structural schematic diagram of the Z-shaped middle stamping part and the "day" - shaped energy absorption box;

[0032] Figure 8 Top view structural schematic diagram of the U-shaped middle stamping part and the "day" - shaped energy absorption box;

[0033] Figure 9 is Top view structural schematic diagram of the - shaped middle stamping part and the "eye" - shaped energy absorption box.

[0034] In the figure: 1. Crossbeam main body; 1-1. Middle arc section; 1-1-1. First arc-shaped concave rib; 1-1-2. Second arc-shaped concave rib; 1-2. Transition arc section; 1-2-1. Third arc-shaped concave rib; 1-3. End straight section; 2. Energy absorption box; 3. Connecting plate; 4. Installation base plate; 5. Upper stamping part; 5-1. Groove; 5-2. First long strip concave rib; 5-3. First U-shaped notch; 5-4. Second U-shaped notch; 6. Middle stamping part; 6-1. Second long strip concave rib; 6-2. Third U-shaped notch; 6-3. Third long strip concave rib; 6-4. Fourth U-shaped notch; 7. Lower stamping part; 8. Hook sleeve; 9. Hook sleeve reinforcement plate. Specific implementation manners

[0035] Throughout the present utility model, the directional terms or their approximate terms, such as "X direction", "Y direction", "Z direction", "top", "bottom", etc., mainly refer to the direction of the attached drawings. Each directional term or its approximate term is only used to assist in explaining and understanding the technical solution of the present utility model, and is not used to limit the structure of the present utility model.

[0036] The "outer wall" described in the present utility model refers to the curved outer arc surface of the crossbeam body, and the "inner wall" refers to the curved inner arc surface.

[0037] The present invention will be further described below with reference to the accompanying drawings.

[0038] See Figure 1 The utility model automobile anti-collision beam assembly includes a crossbeam body 1, an energy absorption box 2, a connecting plate 3, a mounting base plate 4, a tow hook cover 8 and a tow hook cover reinforcement plate 9. The energy absorption box is fixed (bolted or welded) at both ends of the crossbeam body 1 through the connecting plate. The bottom of each energy absorption box is connected to the mounting base plate and is fixed to the vehicle body through the mounting base plate. The tow hook cover reinforcement plate is welded to the outer arc surface of the right end of the crossbeam body. One side of the tow hook cover is welded to the tow hook cover reinforcement plate, and the other side is welded to the inner arc surface of the end of the crossbeam body. The position of the tow hook cover is the energy absorption box cavity, which can meet the tow hook transportation strength and fatigue requirements.

[0039] See Figure 2-Figure 4 The main body of the crossbeam is a closed shape with a variable cross-section and variable curvature and a flange feature, including an integrally formed middle arc segment 1-1, a left-right symmetrical transition arc segment 1-2, and a left-right symmetrical end straight segment 1-3. The cross-sectional X-direction dimension of the transition arc segment 1-2 gradually decreases from near the middle of the crossbeam to the two ends of the crossbeam, and the Z-direction dimension gradually increases from near the middle of the crossbeam to the two ends of the crossbeam. The middle arc segment 1-1 and the end straight segment 1-3 are both of equal cross-section. The X-direction dimension of the cross-section of the middle arc segment 1-1 is greater than the cross-sectional dimensions of the transition arc segment 1-2 and the end straight segment 1-3. Such a cross-sectional design not only improves the bending resistance of the middle part of the beam, but also increases the X-direction energy absorption space of the energy absorption box at the end of the beam; the Z-direction dimension of the cross-sectional dimension of the end straight segment 1-3 is greater than the cross-sectional dimensions of the middle arc segment 1-1 and the transition arc segment 1-2. This cross-sectional feature increases the contact area with the MPDB barrier and improves the compatibility score; a third arc-shaped concave rib 1-2-1 is provided on the outer wall of the transition arc segment 1-2. The depth of the third arc-shaped concave rib 1-2-1 gradually becomes shallower from near the middle part of the beam to the two ends until the end straight segment 1-3 is a plane. This cross-sectional feature not only improves the bending resistance of the middle part of the beam, but also meets the lightweight requirements.

[0040] See Figure 4 The cross section of the middle arc section 1-1 of the beam body is a closed shape with a flange edge on the outer wall, which is an inverted trapezoid. Style, or a closed shape with a flange on the inner wall, in the shape of a trapezoid Style, flange edges are distributed at both ends of the truncated shape, the shape is regular, the height of the flange edge is H1, the material thickness of the beam body 1 is d, H1=2d, the length of the flange edge is X, 5≤X≤10; the outer wall of the middle arc segment 1-1 is evenly distributed with three first arc-shaped concave ribs 1-1-1, the depth of the first arc-shaped concave rib is D1, D1≤10; the angle between the inner wall and the side wall of the middle arc segment 1-1 is α, α≥92°, so that the beam body can fall off normally from the mold during actual production; the length of the straight section of the side wall close to the outer wall is L1, L1≤10, and the angles between the straight section in this area and the inner wall and outer wall are both 90°. The structural characteristics of the middle arc segment greatly improve the bending resistance of the middle part of the beam.

[0041] See Figure 5 The cross section of the middle arc segment 1-1 is a closed shape with a flange edge on the outer wall. A second arc-shaped concave rib 1-1-2 is provided in the middle position of the inner wall of the middle arc segment 1-1. The depth of the second arc-shaped concave rib 1-1-2 is D2, 5≤D2≤10, and the width is L2, L2≥18; the height of the flange edge on the outer wall of the middle arc segment 1-1 is H2, the material thickness of the beam body is d, H2>2d, and the shape of the flange edge can also be irregular; other features are the same Figure 4 Structural features of the middle arc segment.

[0042] The Y-direction length of the crossbeam body of the utility model is ≥75% of the vehicle body width, and the energy absorption boxes are distributed in the straight line sections at both ends. The Y-direction length of the straight line sections at both ends is ≥12.5%, which increases the contact area between the anti-collision beam and the SOB barrier, improves the energy absorption effect, and better copes with SOB.

[0043] See Figure 6, the energy absorption box 2 is formed by welding three-piece stamping parts, including an upper stamping part 5, a middle stamping part 6 and a lower stamping part 7. The upper stamping part 5 and the lower stamping part 7 have the same structure and are both "U" shaped. The two are connected by seam welding. The middle stamping part 6 is arranged in the cavity formed by the upper stamping part 5 and the lower stamping part 7. The two side edges at the end of the middle stamping part 6 are respectively connected to the upper stamping part 5 and the lower stamping part 7 by spot welding. Grooves 5-1 are evenly spaced on both side edges of the upper stamping part 5, and first long strip concave ribs 5-2 are evenly spaced on the end surfaces at both ends. The grooves 5-1 and the first long strip concave ribs 5-2 are alternately arranged at intervals. Three first U-shaped gaps 5-3 are evenly spaced at the connection end of the upper stamping part 5 and the connecting plate 3. One is arranged at the top of each of the two side edges, and one is arranged at the top of the middle end surface. The setting of the first U-shaped gap can reduce the first peak force during the collision, making the energy absorption box collapse more stably; at the two corner edges of the connection end of the upper stamping part 5 and the mounting bottom plate 4, second U-shaped gaps 5-4 are respectively arranged. The second U-shaped gap here can make the electrophoresis solution leak out better, avoid gathering on the energy absorption box, so as to form an electrophoresis coating with uniform material thickness and improve the anti-corrosion performance. The structural characteristics of the lower stamping part 7 are the same as those of the upper stamping part 5.

[0044] See Figure 7 and Figure 8 , the middle stamping part (6) is set as "Z" shaped or "U" shaped, and is welded with the upper stamping part and the lower stamping part to form a "day" shaped energy absorption box. Three second long strip concave ribs 6-1 are evenly spaced on the middle end surface of the middle stamping part. Third U-shaped gaps 6-2 are arranged at the two corners of the connection end of the middle stamping part 6 and the connecting plate 3.

[0045] See Figure 9 , the middle stamping part 6 is set as shaped, and is welded with the upper stamping part and the lower stamping part to form an "eye" shaped energy absorption box. Three third long strip concave ribs 6-3 are evenly spaced on the two long end surfaces of the middle stamping part. A fourth U-shaped gap 6-4 is arranged at the connection end of the middle end surface and the connecting plate 3.

[0046] The "day" shaped energy absorption box and "eye" shaped energy absorption box structures of the present invention are applicable to the energy absorption box with a large Y-direction dimension, a relatively small Z-direction dimension compared to the Y-direction, and a suitable Z:Y ratio of 0.5-0.7. The recommended dimensions are Y≥90 and Z≥200. The energy absorption box with this structure collapses more stably, has a high energy absorption efficiency, and the energy absorption efficiency can reach more than 75%, and meets the lightweight requirements.

Claims

1. An automobile anti-collision beam assembly with high energy absorption efficiency and high safety, the anti-collision beam assembly comprising a crossbeam body (1) and an energy absorption box (2), the energy absorption box (2) being fixed to both ends of the crossbeam body (1) via a connecting plate (3) and fixed to the vehicle body via a mounting base (4), characterized in that: The crossbeam body (1) is a closed-end shape with a variable cross-section and variable curvature with flange features, comprising an integrally formed middle arc segment (1-1), a bilaterally symmetrical transition arc segment (1-2), and a bilaterally symmetrical end straight segment (1-3). The cross-sectional X-direction dimension of the middle arc segment (1-1) is greater than the cross-sectional dimensions of the transition arc segment (1-2) and the end straight segment (1-3). The cross-sectional Z-direction dimension of the end straight segment (1-3) is greater than the cross-sectional dimensions of the middle arc segment (1-1) and the transition arc segment (1-2). The cross-sectional X-direction dimension of the transition arc segment (1-2) gradually decreases from near the middle of the crossbeam to both ends of the crossbeam, and the Z-direction dimension gradually increases from near the middle of the crossbeam to both ends of the crossbeam. The middle arc segment (1-1) and the end straight segment (1-3) are both of equal cross-section. The energy absorption box (2) is formed by welding three-piece stamping parts.

2. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 1 is characterized in that: The cross section of the middle arc segment (1-1) is a closed shape with a flange edge on the outer wall, and is in the shape of an inverted trapezoid. Style, or a closed shape with a flange on the inner wall, in the shape of a trapezoid The invention discloses a truncated arc segment (1-1) having a shape of regular, wherein the flange edges are distributed at both ends of the truncated arc segment, and the length of the flange edges is X, 5≤X≤10, and the outer wall of the middle arc segment (1-1) is evenly distributed with three first arc-shaped concave ribs (1-1-1), and the depth of the first arc-shaped concave ribs is D1, and D1≤10; the angle between the inner wall and the side wall of the middle arc segment (1-1) is α, and α≥92°; the length of the straight section of the side wall near the outer wall is L1, and L1≤10, and the angles between the straight section in this area and the inner wall and the outer wall are all 90°.

3. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 2 is characterized in that: The height of the flange edge is H1, the material thickness of the beam body (1) is d, and H1=2d.

4. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 2 is characterized in that: When the cross-section of the middle arc segment (1-1) is a closed shape with a flange edge on the outer wall, a second arc-shaped concave rib (1-1-2) is provided at the middle position of the inner wall of the middle arc segment (1-1), and the depth of the second arc-shaped concave rib (1-1-2) is D2, 5≤D2≤10, and the width is L2, L2≥18; the height of the flange edge on the outer wall of the middle arc segment (1-1) is H2, and the material thickness of the crossbeam body is d, H2>2d.

5. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 1 is characterized in that: A third arc-shaped concave rib (1-2-1) is provided on the outer wall of the transition arc segment (1-2), and the depth of the third arc-shaped concave rib (1-2-1) gradually becomes shallower from the middle of the beam to the two ends until the end straight line segment (1-3) becomes a plane.

6. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 1 is characterized in that: The energy absorption box (2) comprises an upper stamping part (5), a middle stamping part (6) and a lower stamping part (7). The upper stamping part (5) and the lower stamping part (7) have the same structure and are both "U"-shaped. The two are butt-jointed and connected by seam welding. The middle stamping part (6) is arranged in a cavity formed by the upper stamping part (5) and the lower stamping part (7). The two side edges of the end of the middle stamping part (6) are respectively connected to the upper stamping part (5) and the lower stamping part (7) by spot welding.

7. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 6, characterized in that: The two side ribs of the upper stamping part (5) are evenly spaced with grooves (5-1), and the profiles at both ends are evenly spaced with first long strip concave ribs (5-2), and the grooves (5-1) and the first long strip concave ribs (5-2) are alternately spaced. The connection end between the upper stamping part (5) and the connecting plate (3) is evenly spaced with three first U-shaped notches (5-3), one of which is provided at the top of each of the two side ribs and one is provided at the top of the middle profile. Second U-shaped notches (5-4) are respectively provided at the two corners of the connection end between the upper stamping part (5) and the mounting base plate (4). The structural features of the lower stamping part (7) are the same as those of the upper stamping part (5).

8. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 6, characterized in that: The middle stamping part (6) is arranged in a "Z" shape or a "U" shape, and three second long concave ribs (6-1) are evenly spaced on its middle surface. Third U-shaped notches (6-2) are arranged at two corners of the connection end between the middle stamping part (6) and the connection plate (3).

9. The automobile anti-collision beam assembly with high energy absorption efficiency and high safety according to claim 6, characterized in that: The middle stamping part (6) is configured as The two long profiles are evenly spaced with three third long concave ribs (6-3), and the connection end between the middle profile and the connecting plate (3) is provided with a fourth U-shaped notch (6-4).

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