Anti-collision beam assembly

Abstract

The utility model discloses an anti-collision beam assembly which comprises a vehicle body, an anti-collision beam and a connecting piece, the connecting piece is provided with a connecting end I, the vehicle body is provided with an assembling end I, and a connected piece, located between the connecting end I and the assembling end I, of the anti-collision beam is installed on the vehicle body; on the premise of controlling the cost, the requirement of one beam for multiple purposes can be met, the rigidity and strength of connection between the anti-collision beam and a vehicle body can be improved, and meanwhile light-weight connection between the anti-collision beam and the vehicle body can be met.

Description

Technical Field

[0001] The utility model relates to the field of vehicle towing, in particular to an anti-collision beam assembly. Background Art

[0002] With the increasing global emphasis on environmental protection and sustainable development, new energy vehicles have become a mainstream trend in the automotive industry. Lightweighting is a core design element in new energy vehicles, aiming to improve energy efficiency and reduce environmental pollution. To this end, new materials such as aluminum alloys, magnesium alloys, and aluminum castings are widely used in the front and rear anti-collision beams of new energy vehicles. Aluminum alloy anti-collision beams, due to their lightweight and high energy absorption properties, have become standard equipment in mid- to high-end new energy vehicles. However, this design also faces challenges, particularly when meeting specific market demands, such as the need for RV towing capabilities in Europe and overseas markets.

[0003] In the European market, demand for RV towing systems accounts for as high as 40%-70%, with Norway even reaching 70%. To meet this demand, the towing load is typically set between 1.5 and 2.5 tons. Currently, for new energy vehicles with RV towing capabilities, two different rear anti-collision beam designs are commonly used: an aluminum alloy rear anti-collision beam without RV towing capabilities, due to concerns that aluminum alloy's strength under high loads is insufficient to provide adequate safety; and a steel rear anti-collision beam with RV towing capabilities, but this design significantly increases the vehicle's weight and cost, while also reducing assembly convenience.

[0004] Therefore, in order to solve the above problems, an anti-collision beam assembly is needed that can take into account the advantages of the above two structures, meet the needs of multiple uses of one beam under the premise of controlling costs, and can improve the rigidity of the connection between the anti-collision beam and the vehicle body while meeting the lightweight connection between the anti-collision beam and the vehicle body. Utility Model Content

[0005] In view of this, the purpose of the present invention is to overcome the defects in the prior art and provide an anti-collision beam assembly that can take into account the advantages of the above-mentioned two structures, meet the needs of multiple uses of one beam under the premise of controlling costs, and can improve the rigidity of the connection between the anti-collision beam and the vehicle body while meeting the lightweight connection between the anti-collision beam and the vehicle body.

[0006] The anti-collision beam assembly of the present invention includes a vehicle body, an anti-collision beam and a connecting piece, wherein the connecting piece has a connecting end I, the vehicle body has an assembly end I, and the anti-collision beam is located between the connecting end I and the assembly end I and is installed on the vehicle body; the connecting piece also has a connecting end II, the vehicle body has an assembly end II, and the connecting piece is connected to the assembly end II of the vehicle body through the connecting end II. In this solution, the anti-collision beam is longitudinally assembled at the rear end of the vehicle body. The anti-collision beam is in the shape of a strip extending in the transverse direction, and the middle part of the anti-collision beam arches backward to form an anti-collision structure. The anti-collision beam is detachably provided with a towing assembly according to the usage situation, so as to meet the needs of multiple uses of one beam; and more specifically, the towing assembly in this solution is arranged in the transverse middle part of the anti-collision beam, and the detachable connection method is bolt assembly. There are two groups of connecting parts, and the two groups of connecting parts are respectively arranged on the transverse sides of the towing assembly to meet the established usage requirements; of course, a single connecting part can also be used independently or more groups of connecting parts can be set to assemble the anti-collision beam on the vehicle body, and arranged according to actual usage requirements, which will not be repeated here.

[0007] By setting the connecting parts of the present invention, the assembly of the anti-collision beam on the vehicle body forms a longitudinal clamping structure at the installation position of the connecting parts. Compared with the current assembly structure of the anti-collision beam, an additional force transmission path is added. While the structure is simple, it can meet the structural rigidity requirements of the longitudinal dragging and collision of the rear anti-collision beam, and the cost of the anti-collision beam assembly can be better controlled; and the towing assembly of the present structure can be detachably assembled on the anti-collision beam, and can also meet the requirements of multiple uses of one beam under the premise of controlling costs. It has low assembly difficulty, high operation convenience, and relatively small changes to the vehicle structure. Only providing connecting parts can improve the rigidity of the connection between the anti-collision beam and the vehicle body, while also meeting the lightweight connection between the anti-collision beam and the vehicle body.

[0008] Furthermore, the connecting end I is fixed to the anti-collision beam in a detachable manner, and the connecting end II is fixed to the vehicle body in a detachable manner; the detachable manner is selected as bolt assembly in this solution, which is conducive to ensuring connection reliability and structural strength. Of course, the detachable assembly method can also be in the form of a snap-on structure or a mortise and tenon structure, etc., which will not be repeated here; the connecting parts are detachably connected to the anti-collision beam and the vehicle body through corresponding structures, respectively, to achieve the convenience of strengthening the anti-collision beam structure, and in this solution, the anti-collision beam is assembled on the vehicle body in a detachable manner, and the connecting end I uses the installation position of the anti-collision beam on the vehicle body to fix the anti-collision beam and the vehicle body again, avoiding the re-molding design of the installation position of the anti-collision beam and the vehicle body, eliminating the need to invest in development costs and tooling costs, and can improve the convenience of assembly.

[0009] Furthermore, the connecting end I and the connecting end II are approximately "L"-shaped in their transverse projection. The aforementioned approximately "L"-shaped structure allows for structural conformal changes based on the "L" shape, such as changes in the opening and closing angles or relative deflection of the two arrangement positions, which will not be elaborated here. The "L"-shaped arrangement of the connecting end I and the connecting end II in this solution allows the force of the anti-collision beam to be transmitted to the rear end and bottom of the vehicle body. In particular, the anti-collision beam is located between the connecting end I and the assembly end I, which further enhances the structural rigidity of the anti-collision beam and allows the force to be better transmitted to the vehicle body, meeting the requirements of dragging and collision.

[0010] Furthermore, the assembly end II is located at the bottom of the vehicle body, and the connecting part also has a connecting bridge, which spans the bottom of the anti-collision beam to connect the connecting end I and the connecting end II; through the setting of the connecting bridge, the connecting part can directly form a force transmission path to the vehicle body, reducing the force on the anti-collision beam, making the rear end structure of the vehicle body more reliable, and this structure and setting position avoid interference points, making the disassembly and assembly of the connecting part simpler and more convenient.

[0011] Furthermore, the connecting bridge is shaped like a "V" with its bottom convex downward. The turning point of the "V"-shaped connecting bridge is closer to the connecting end I in the longitudinal direction. The connecting bridge, the anti-collision beam installed on its top, and the vehicle body form a triangular structure. This increases the rigidity of the rear end of the vehicle body, improves anti-collision performance, and enhances fatigue strength under towing forces, as well as stability and reliability.

[0012] Furthermore, the connecting bridge is in the shape of a plate perpendicular to the horizontal direction, and the connecting end I is in the shape of a plate parallel to the rear end face of the anti-collision beam. After assembly, the connecting end I fits the rear end face of the anti-collision beam, and the connecting end II is in the shape of a plate parallel to the vehicle body floor. The connecting end II fits the bottom surface of the floor. The connecting bridge perpendicular to the horizontal direction connects the connecting end I and the connecting end II, so that when subjected to longitudinal force, the connecting bridge can stably and reliably ensure the effective connection between the connecting end I and the connecting end II, the force transmission is more stable, and the structure is more reliable; and the setting of the connecting part also makes the position of the anti-collision beam more strictly determined, further improving the structural rigidity of the anti-collision beam assembled on the vehicle body.

[0013] Furthermore, a reinforcing rib I is provided between the connecting end I and the connecting bridge, and the reinforcing rib I is perpendicular to the vertical direction. The projection of the reinforcing rib I in the vertical direction is a triangle, and two sides of the triangle respectively connect the connecting end I and the connecting bridge. In addition, there are multiple reinforcing ribs I respectively provided on both sides of the connecting bridge, thereby improving the connection strength between the connecting end I and the connecting bridge, and ensuring the reliability and stability of the connecting structure.

[0014] Furthermore, a reinforcing rib II is provided between the connecting end II and the connecting bridge. The reinforcing rib II is perpendicular to the longitudinal direction. The projection of the reinforcing rib II in the longitudinal direction is a triangle. Two sides of the triangle respectively connect the connecting end II and the connecting bridge. In addition, there are multiple reinforcing ribs II respectively provided on both sides of the connecting bridge in the transverse direction, which improves the connection strength between the connecting end II and the connecting bridge, while ensuring the reliability and stability of the connecting structure.

[0015] The arrangement of reinforcing ribs I and II on the connecting bridge strengthens the structural strength of connecting ends I and II, making the overall structure of the connecting parts more rigid, more stable and more reliable, and better ensuring that the connecting parts form an effective and reliable force transmission path; making the connection between the body assembly and the anti-collision beam more rigid, more fatigue-resistant, and more stable and reliable.

[0016] Furthermore, the installation position of the connecting end I on the anti-collision beam is located above the connection node between the connecting end I and the connecting bridge; the connecting bridge is connected below the connecting end II; further ensuring the force transmission reliability of the connecting piece.

[0017] Furthermore, functional holes are provided on the connecting end I. The functional holes in this solution include wiring harness mounting holes, reserved assembly mounting holes, and process positioning holes. This allows the component to have a highly integrated, multi-purpose design and versatility in assembling with different anti-collision beams and components, reducing operating costs.

[0018] The beneficial effects of the present invention are as follows: the anti-collision beam assembly disclosed by the present invention, through the setting of the connecting parts of the present scheme, enables the assembly of the anti-collision beam on the vehicle body to form a longitudinal clamping structure, and while the structure is simple, it can meet the structural rigidity requirements of the rear anti-collision beam in the longitudinal direction of dragging and collision; the cost of the anti-collision beam assembly can be better controlled, and the towing assembly of the present structure can be detachably assembled on the anti-collision beam, and can also meet the requirements of multiple uses of one beam under the premise of controlling costs, with low assembly difficulty, high operation convenience, and little change to the vehicle structure, and only providing connecting parts can improve the rigidity of the connection between the anti-collision beam and the vehicle body, while also meeting the lightweight connection between the anti-collision beam and the vehicle body, and little change to the current vehicle structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0020] Figure 1 It is a structural diagram of the utility model;

[0021] Figure 2 This is a schematic diagram of the bottom structure of the utility model;

[0022] Figure 3 This is a schematic diagram of the explosion structure of the utility model;

[0023] Figure 4 This is a schematic structural diagram of the vehicle body of the present utility model;

[0024] Figure 5 For this utility model Figure 4 Schematic diagram of the structure at A;

[0025] Figure 6 This is a schematic diagram of the structure of the connector of the utility model;

[0026] Figure 7 This is a schematic diagram of the structure of the connector of the utility model;

[0027] Figure 8 For this utility model Figure 6 Schematic diagram of the main structure;

[0028] Figure 9 For this utility model Figure 6 Schematic diagram of the dorsal structure;

[0029] Figure 10 For this utility model Figure 6 Schematic diagram of the top view structure;

[0030] Figure 11 For this utility model Figure 6 Schematic diagram of the structure viewed from above;

[0031] Figure 12 For this utility model Figure 6 Schematic diagram of the side structure. DETAILED DESCRIPTION

[0032] Figure 1This is a schematic diagram of the structure of the present invention. As shown in the figure, the transverse direction is the width direction of the vehicle after the present solution is assembled on the vehicle, the longitudinal direction is the length direction of the vehicle after the present solution is assembled on the vehicle, and the front and back correspond to the front and back of the vehicle. The anti-collision beam assembly in this embodiment includes a vehicle body 001, an anti-collision beam 002 and a connecting member 003, the connecting member 003 has a connecting end I31, the vehicle body 001 has an assembly end I11, and the portion of the anti-collision beam 002 located between the connecting end I31 and the assembly end I11 is installed on the vehicle body 001 by the connecting member 003; the connecting member 003 also has a connecting end II32, the vehicle body 001 has an assembly end II12, and the connecting member 003 is connected to the assembly end II12 of the vehicle body 001 through the connecting end II32. In this solution, the anti-collision beam 002 is assembled at the rear end of the vehicle body 001. The anti-collision beam 002 is in the shape of a strip extending in the transverse direction, and the middle part of the anti-collision beam 002 is arched backward to form an anti-collision structure. The anti-collision beam 002 is detachably provided with a towing assembly 004 according to the usage situation. The towing assembly can select any one of the existing technologies to achieve the established function, which will not be repeated here, thereby meeting the need for one beam to be used for multiple purposes; and more specifically, the towing assembly 004 in this solution is arranged in the transverse middle part of the anti-collision beam 002, and the detachable connection method is bolt assembly, and the connecting parts 003 are two groups, and the two groups of connecting parts 003 are respectively arranged on the transverse sides of the towing assembly to meet the established usage requirements; of course, a single connecting part 003 can also be used independently or more groups of connecting parts 003 can be set to assemble the anti-collision beam 002 on the vehicle body 001, and arranged according to actual usage requirements, which will not be repeated here.

[0033] By setting the connector 003 of the present solution, the assembly of the anti-collision beam 002 on the vehicle body 001 forms a longitudinal clamping structure at the installation position of the connector 003. Compared with the current assembly structure of the anti-collision beam, an additional force transmission path is added. While the structure is simple, it can meet the structural rigidity requirements of the longitudinal dragging and collision of the rear anti-collision beam 002, and the cost of the anti-collision beam assembly can be better controlled; and the towing assembly of the present structure can be detachably assembled on the anti-collision beam 002, and can also meet the requirements of multiple uses of one beam under the premise of controlling costs. It has low assembly difficulty, high operation convenience, and relatively small changes to the vehicle structure. Only providing the connector 003 can improve the rigidity of the connection between the anti-collision beam 002 and the vehicle body 001, while also meeting the lightweight connection between the anti-collision beam 002 and the vehicle body 001.

[0034] In this embodiment, the connecting end I31 is fixed to the anti-collision beam 002 in a detachable manner, and the connecting end II32 is fixed to the vehicle body 001 in a detachable manner; the detachable manner is selected as bolt assembly in this scheme, which is conducive to ensuring connection reliability and structural strength. Of course, the detachable assembly method can also be in the form of a snap-on structure or a mortise and tenon structure, etc., which will not be repeated here; the connecting member 003 is detachably connected to the anti-collision beam 002 and the vehicle body 001 through corresponding structures, thereby realizing the convenience of strengthening the structure of the anti-collision beam 002, and in this scheme, the anti-collision beam 002 is assembled on the vehicle body 001 in a detachable manner, and the connecting end I31 uses the installation position of the anti-collision beam 002 on the vehicle body 001 to fix the anti-collision beam 002 and the vehicle body 001 again, avoiding the re-molding design of the installation position of the anti-collision beam 002 and the vehicle body 001, eliminating the need to invest in development costs and tooling costs, and improving the convenience of assembly.

[0035] In this embodiment, the connecting end I31 and the connecting end II32 are approximately "L"-shaped in their transverse projection. The approximate "L" shape allows for structural conformal changes based on the "L" shape, such as changes in the opening and closing angles or the relative deflection of the two settings, which will not be elaborated here. The "L"-shaped layout of the connecting end I31 and the connecting end II32 in this solution allows the force of the anti-collision beam 002 to be transmitted to the rear end and bottom of the vehicle body 001. In particular, the anti-collision beam 002 is located between the connecting end I31 and the assembly end I11, which can make the anti-collision beam 002 have stronger structural rigidity and can better transmit the force to the vehicle body 001, meeting the requirements of dragging and collision.

[0036] In this embodiment, the assembly end II12 is located at the bottom of the vehicle body 001, and the connecting member 003 also has a connecting bridge 33, which spans the bottom of the anti-collision beam 002 to connect the connecting end I31 and the connecting end II32; through the setting of the connecting bridge 33, the connecting member 003 can directly form a force transmission path to the vehicle body 001, reducing the force on the anti-collision beam 002, making the rear end structure of the vehicle body 001 more reliable, and the structure and setting position avoid interference points, making the disassembly and assembly of the connecting member 003 simpler and more convenient.

[0037] In this embodiment, the connecting bridge 33 is shaped like a "V" with the bottom convex downward. The turning point of the "V"-shaped connecting bridge 33 is longitudinally closer to the connecting end I 31. The connecting bridge 33 forms a triangular structure with the anti-collision beam 002 disposed on its top and the vehicle body 001. This increases the rigidity of the rear end of the vehicle body 001, improves anti-collision performance, and enhances fatigue strength under towing forces, as well as stability and reliability.

[0038] In this embodiment, the connecting bridge 33 is in the shape of a plate perpendicular to the horizontal direction, and the connecting end I31 is in the shape of a plate parallel to the rear end face of the anti-collision beam 002. After assembly, the connecting end I31 fits the rear end face of the anti-collision beam 002, and the connecting end II32 is in the shape of a plate parallel to the vehicle body floor. The connecting end II32 fits the bottom surface of the floor. The connecting bridge 33 perpendicular to the horizontal direction connects the connecting end I31 and the connecting end II32, so that when subjected to longitudinal force, the connecting bridge 33 can stably and reliably ensure the effective connection between the connecting end I31 and the connecting end II32, and the force transmission is more stable and the structure is more reliable. In addition, the setting of the connecting member 003 also makes the position of the anti-collision beam 002 more strictly determined, further improving the structural rigidity of the anti-collision beam 002 assembled on the vehicle body 001.

[0039] In this embodiment, a reinforcing rib I34 is provided between the connecting end I and the connecting bridge 33. The reinforcing rib I34 is perpendicular to the vertical direction. The projection of the reinforcing rib I34 in the vertical direction is a triangle. Two sides of the triangle respectively connect the connecting end I and the connecting bridge 33, and the reinforcing rib I34 is also a plurality of reinforcing ribs respectively provided on both sides of the connecting bridge 33 in the horizontal direction, thereby improving the connection strength between the connecting end I and the connecting bridge 33 and ensuring the reliability and stability of the connecting member 003 structure.

[0040] In this embodiment, a reinforcing rib II35 is provided between the connecting end II and the connecting bridge 33. The reinforcing rib II35 is perpendicular to the longitudinal direction. The longitudinal projection of the reinforcing rib II35 is a triangle. Two sides of the triangle respectively connect the connecting end II and the connecting bridge 33. In addition, there are multiple reinforcing ribs II35 respectively provided on both sides of the connecting bridge 33 in the transverse direction, which improves the connection strength between the connecting end II and the connecting bridge 33 and ensures the reliability and stability of the connecting member 003 structure.

[0041] The arrangement of reinforcing ribs I 34 and II 35 on the connecting bridge 33 strengthens the structural strength of the connecting end I 31 and the connecting end II 32, making the overall structure of the connecting part 003 more rigid, more stable and more reliable, and better ensuring that the connecting part 003 forms an effective and reliable force transmission path; and making the connection between the vehicle body 001 assembly and the anti-collision beam 002 more rigid, more fatigue-resistant, and more stable and reliable.

[0042] In this embodiment, the installation position of the connecting end I31 on the anti-collision beam 002 is located above the connection node between the connecting end I31 and the connecting bridge 33; the connecting bridge 33 is connected below the connecting end II32; further ensuring the force transmission reliability of the connecting member 003.

[0043] In this embodiment, functional holes are provided on the connecting end I31. The functional holes include a wiring harness mounting hole 361, a reserved assembly mounting hole 362, and a process positioning hole 363. This allows the component to have a highly integrated, multi-purpose design and adapt to different anti-collision beams 002 and assembly versatility, reducing operating costs. The wiring harness mounting hole provides a mounting location for the vehicle's electrical wiring harness and fixing clips, while the reserved assembly mounting hole facilitates the adaptability of the connector 003 to various anti-collision beams 002, improving its versatility and reducing costs. The process positioning hole facilitates the processing and assembly of the component, improving both the component's own precision and subsequent assembly precision.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model and are not limiting. Although the utility model is described in detail with reference to the preferred embodiments, ordinary technicians in this field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. An anti-collision beam assembly, characterized in that: The invention comprises a vehicle body, an anti-collision beam and a connecting piece, wherein the connecting piece has a connecting end I, the vehicle body has an assembly end I, and the portion of the anti-collision beam located between the connecting end I and the assembly end I is mounted on the vehicle body by the connecting piece; the connecting piece also has a connecting end II, the vehicle body has an assembly end II, and the connecting piece is connected to the assembly end II of the vehicle body via the connecting end II.

2. The anti-collision beam assembly according to claim 1, characterized in that: The connecting end I is fixed to the anti-collision beam in a detachable manner, and the connecting end II is fixed to the vehicle body in a detachable manner.

3. The anti-collision beam assembly according to claim 1, characterized in that: The connecting end I and the connecting end II are approximately "L"-shaped in the horizontal projection.

4. The anti-collision beam assembly according to claim 1, characterized in that: The assembly end II is located at the bottom of the vehicle body, and the connecting member further has a connecting bridge, which spans the bottom of the anti-collision beam to connect the connecting end I and the connecting end II.

5. The anti-collision beam assembly according to claim 4, characterized in that: The connecting bridge is in a "V" shape with the bottom protruding downward.

6. The anti-collision beam assembly according to claim 4, characterized in that: A reinforcing rib I is provided between the connecting end I and the connecting bridge.

7. The anti-collision beam assembly according to claim 4, characterized in that: A reinforcing rib II is provided between the connecting end II and the connecting bridge.

8. The anti-collision beam assembly according to claim 4, characterized in that: The installation position of the connecting end I on the anti-collision beam is located above the connection node between the connecting end I and the connecting bridge; the connecting bridge is connected below the connecting end II.

9. The anti-collision beam assembly according to claim 1, characterized in that: A functional hole is provided on the connecting end I.

10. The anti-collision beam assembly according to claim 1, characterized in that: The connecting end I is fixed to the anti-collision beam in a detachable manner, and the connecting end II is fixed to the vehicle body in a detachable manner.

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