Vehicle body front anti-collision structure assembly and vehicle
By designing a smooth force transmission path between the energy-absorbing box and the front longitudinal beam, and a flange-free connection structure, the problem of discontinuous force transmission in the front anti-collision beam structure was solved, achieving damage control and reduced maintenance costs during low-speed collisions.
Patent Information
- Application Number
- CN202423194600.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-24
- Publication Date
- 2025-10-31
- Estimated Expiration
- 2034-12-24
AI Technical Summary
The existing front bumper beam structure is prone to discontinuity in force transmission between the energy absorption box and the front longitudinal beam during RCAR low-speed crash tests, resulting in abrupt changes in the force transmission path position and increasing maintenance costs.
Design a front collision protection structure assembly for a vehicle body, in which the rear end face of the energy-absorbing box and the front end face of the front longitudinal beam are projected onto the reference plane to eliminate the stepped structure and form a smooth force transmission path. The front end plate of the longitudinal beam and the front longitudinal beam are connected without flanges through a connecting ring to avoid stress concentration.
It effectively reduces the damage range during low-speed collisions, reduces maintenance costs, and improves the user experience.
Smart Images
Figure CN223494466U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the technical field of vehicle front protection architecture, specifically relating to a front anti-collision structure assembly and vehicle. Background Technology
[0002] The front bumper beam is a structure used to absorb collision energy when a vehicle is subjected to a frontal collision. It mainly includes the bumper beam, the energy-absorbing box, and the mounting plate that connects to the front longitudinal beam. Both the bumper beam and the energy-absorbing box can effectively absorb collision energy when the vehicle is involved in a low-speed collision. The low-speed energy-absorbing box can effectively absorb the energy of the low-speed impact through collapse, minimizing the damage of the impact force to the vehicle's longitudinal beam and playing its protective role for the vehicle.
[0003] In real-world traffic accidents, low-speed collisions account for the vast majority. The RCAR low-speed crash test, a crucial test for evaluating low-speed crash safety, directly impacts a vehicle's insurance rating. The low-speed crash test includes a 15 km / h 40% offset collision. This assessment process calculates the insurance rating based on parameters such as the test vehicle's new car price, the price of damaged parts, vehicle performance (including 0-100 km / h acceleration time, maximum torque, and top speed), and vehicle weight. The cost of restoring the vehicle to its pre-test condition typically accounts for 70% of the total impact factor. Therefore, reducing the extent of damage in low-speed collisions is the most direct and effective way to improve the insurance rating.
[0004] The existing front bumper beam structure is prone to discontinuity in force transmission between the energy-absorbing box and the front longitudinal beam during RCAR low-speed crash tests. This leads to abrupt changes in the force transmission path, resulting in a larger area of damage and increased maintenance costs. Utility Model Content
[0005] This utility model provides a front anti-collision structure assembly and vehicle, aiming to solve the problem that the existing front anti-collision beam structure is prone to causing discontinuity in force transmission between the energy absorption box and the front longitudinal beam, resulting in abrupt changes in the position of the force transmission path, a large range of damage caused by collision, and increased maintenance costs.
[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows:
[0007] In a first aspect, embodiments of this utility model provide a front collision protection structure assembly for a vehicle body, comprising:
[0008] The main body of the anti-collision beam, the energy-absorbing box, and the front longitudinal beam are connected sequentially from front to back;
[0009] The orthographic projection of the rear end face of the energy-absorbing box onto the reference plane coincides with the orthographic projection of the front end face of the front longitudinal beam onto the reference plane, wherein the reference plane is a plane perpendicular to the front-rear direction.
[0010] In existing frontal collision protection structures, the cross-sectional area of the energy-absorbing box behind the collision beam is different from that of the front longitudinal beam (generally, the cross-sectional area of the energy-absorbing box is smaller). This creates a step between the energy-absorbing box and the front longitudinal beam. In the event of a head-on collision, the force transmission is easily interrupted when it reaches the step, resulting in discontinuous force transmission. Furthermore, stress concentration is also prone to occur at the step structure. The combined effect of these factors can easily lead to deformation at the location of the abrupt change in the force transmission path during low-speed collisions (i.e., where the step structure is located). This not only directly affects the continuous transmission of force backward but may also damage surrounding components or exacerbate the overall damage to the front. Compared with the prior art, the solution shown in this application embodiment forms a force transmission path in the front-to-back direction with the main body of the anti-collision beam, the energy-absorbing box, and the front longitudinal beam. The orthographic projection of the rear end face of the energy-absorbing box onto the reference plane coincides with the orthographic projection of the front end face of the front longitudinal beam onto the reference plane. That is, the outer perimeter contour line of the orthographic projection of the rear end face of the energy-absorbing box onto the reference plane coincides with the outer perimeter contour line of the orthographic projection of the front end face of the front longitudinal beam onto the reference plane. Furthermore, the inner perimeter contour line of the orthographic projection of the rear end face of the energy-absorbing box onto the reference plane coincides with the inner perimeter contour line of the orthographic projection of the front end face of the front longitudinal beam onto the reference plane. This eliminates the stepped structure between the force transmission path of the energy-absorbing box and the front longitudinal beam component, effectively avoiding stress concentration caused by abrupt changes in cross-section at the stepped structure. The force transmission path of this application is smoother than the traditional force transmission path, and can constrain the damage range to a smaller range when a collision occurs, effectively reducing the repair cost of frontal collisions.
[0011] In conjunction with the first aspect, in one possible implementation, the front collision protection structure assembly further includes a longitudinal beam front end plate, with the energy-absorbing box fitted to the front surface of the longitudinal beam front end plate. The rear side of the longitudinal beam front end plate is provided with continuously distributed connecting rings, which conform to the inner cavity of the front longitudinal beam. The connecting rings are inserted into the front longitudinal beam and fitted to its inner wall. The connection between the longitudinal beam front end plate and the front longitudinal beam is achieved through connecting rings, eliminating the need for connecting flanges at the front end of the front longitudinal beam. By eliminating connecting flanges, the flatness of the front end of the front longitudinal beam is ensured. Furthermore, there are no obvious gaps on the connecting rings, thus avoiding gaps on both the connecting rings and the front longitudinal beam, preventing stress concentration caused by gaps, reducing the damage to the front longitudinal beam during low-speed collisions, and further improving the economic efficiency of repairs.
[0012] In some embodiments, the connecting ring has a butt joint, and the two butt edges of the butt joint are fixedly connected. This effectively reduces the manufacturing difficulty of the connecting ring, while also ensuring the structural continuity of the connecting ring itself, thus achieving cost control.
[0013] In some embodiments, one of the mating edges has a splicing protrusion, and the other mating edge has a splicing groove. The splicing protrusion and the splicing groove are inserted to splice the two mating edges. This splicing method achieves a fixed connection between the two mating edges, is relatively simple, and can effectively improve the forming efficiency of the connecting ring and shorten the production cycle.
[0014] In some embodiments, the splicing protrusion is a trapezoidal protrusion, and the narrow end of the trapezoidal protrusion is connected to the corresponding mating edge. The splicing groove is conformally arranged to the shape of the splicing protrusion. This achieves circumferential positioning between the splicing groove and the splicing protrusion, further improving the stability and reliability of the splicing. After the connecting ring is fixed to the front end plate of the longitudinal beam by welding or other methods, there is no need to set additional positioning structures or fixing weld points on the two mating edges, and the structure of the connecting ring can also be completely fixed, making manufacturing easier.
[0015] In some embodiments, the rear end edge of the connecting ring is provided with multiple protruding plates, which are distributed circumferentially along the connecting ring. The outer surface of the protruding plates is fitted and connected to the inner sidewall of the front longitudinal beam. This increases the contact area and the number of connection points between the connecting ring and the front longitudinal beam, resulting in higher bonding strength and better structural stability of the connection area. Furthermore, because the protruding plates extend rearward, there are no gaps caused by outward folding edges, thus avoiding stress concentration problems caused by gaps in the connecting ring.
[0016] In some embodiments, the width of the convex plate gradually decreases from front to back. The convex plate has strong load-bearing capacity in both the front-rear direction and the circumferential direction of the connecting ring, and can form a reinforcing effect on the rear side of the connecting ring, improving the structural strength of the connecting ring itself, while further enhancing the bonding strength with the front longitudinal beam.
[0017] In some embodiments, the front end plate of the longitudinal beam has a docking opening in the middle, and the front end face of the connecting ring is docked and fixed with the docking opening.
[0018] In some embodiments, a first reinforcing flange is provided on the outer periphery of the front end plate of the longitudinal beam in order to reduce weight.
[0019] Secondly, this utility model embodiment also provides a vehicle including the aforementioned front anti-collision structure assembly.
[0020] Compared with the prior art, the solution shown in this application embodiment, by adopting the above-mentioned frontal collision protection structure assembly, can limit the damage range to a smaller area when a frontal collision occurs, effectively reducing the frontal collision repair cost and improving the user experience. Attached Figure Description
[0021] Figure 1A perspective view of the front anti-collision structure assembly of the vehicle body provided for an embodiment of this utility model;
[0022] Figure 2 This is an assembly cross-sectional view of the anti-collision beam body, energy-absorbing box, and front longitudinal beam used in an embodiment of this utility model;
[0023] Figure 3 The assembly three-dimensional arrangement of the longitudinal beam front end plate and the connecting ring used in this embodiment of the utility model Figure 1 ;
[0024] Figure 4 The assembly three-dimensional arrangement of the longitudinal beam front end plate and the connecting ring used in this embodiment of the utility model Figure 2 ;
[0025] Figure 5 This is an assembly perspective view of the anti-collision beam body, energy-absorbing box, and rear end plate used in an embodiment of this utility model;
[0026] Explanation of reference numerals in the attached figures:
[0027] 1. Anti-collision beam main body; 2. Energy absorption box; 201. Weakening recess; 202. First support rib; 203. Second support rib; 3. Front longitudinal beam; 4. Longitudinal beam front end plate; 401. First reinforcing flange; 402. Butt joint opening; 5. Connecting ring; 501. Butt joint; 502. Splicing protrusion; 503. Splicing groove; 6. Protruding plate; 7. Rear end plate; 701. Second reinforcing flange. Detailed Implementation
[0028] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.
[0029] Unless otherwise expressly defined, the use of terms such as "first," "second," or "third" in the claims, description, and drawings of this utility model is for distinguishing different objects and not for describing a specific order.
[0030] In the claims, description, and accompanying drawings of this utility model, the terms "upper" and "lower" correspond to the vertical direction of the vehicle body; the terms "front" and "rear" correspond to the front-rear direction of the vehicle body; and the terms "left" and "right" correspond to the left-right direction of the vehicle body. Other directional terms, unless explicitly defined otherwise, such as "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "high," and "low," are used to indicate orientation or positional relationships based on the orientation and positional relationships shown in the accompanying drawings. These are merely for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the specific scope of protection of this utility model.
[0031] Unless otherwise expressly defined, the terms "fixed connection" or "fixed connection" used in the claims, description and drawings of this utility model shall be interpreted broadly to refer to any connection in which there is no displacement or relative rotation relationship between the two parties, including non-removable fixed connection, detachable fixed connection, integral connection and fixed connection through other devices or components.
[0032] In the claims, description and accompanying drawings of this utility model, the terms "comprising", "having", and variations thereof are used to mean "including but not limited to".
[0033] In the claims, description and drawings of this utility model, if the term "fitting connection" is used, its implementation methods include, but are not limited to, fitting welding, and connecting by threaded connectors after fitting.
[0034] Please refer to the following: Figure 1 and Figure 2 The present invention will now describe the front anti-collision structure assembly of the vehicle body provided. The front anti-collision structure assembly includes an anti-collision beam body 1, an energy-absorbing box 2, and a front longitudinal beam 3 connected sequentially from front to rear; the orthographic projection of the rear end surface of the energy-absorbing box 2 onto a reference plane coincides with the orthographic projection of the front end surface of the front longitudinal beam 3 onto a reference plane, wherein the reference plane is a plane perpendicular to the front-rear direction.
[0035] In this embodiment, energy-absorbing boxes 2 are respectively installed on the left and right sides of the rear of the anti-collision beam body 1. The two sets of energy-absorbing boxes 2 on both sides are respectively connected to the front longitudinal beams 3 on the left and right sides to form force transmission paths in the front and rear directions on the left and right sides of the vehicle body.
[0036] In existing frontal collision protection structures, the cross-sectional area of the energy-absorbing box behind the collision beam is different from that of the front longitudinal beam (generally, the cross-sectional area of the energy-absorbing box is smaller). This creates a step between the energy-absorbing box and the front longitudinal beam. In the event of a head-on collision, the force transmission is easily interrupted when it reaches the step, resulting in discontinuous force transmission. Furthermore, stress concentration is also prone to occur at the step structure. The combined effect of these factors can easily lead to deformation at the location of the abrupt change in the force transmission path during low-speed collisions (i.e., where the step structure is located). This not only directly affects the continuous transmission of force backward but may also damage surrounding components or exacerbate the overall damage to the front.
[0037] Compared with the prior art, the front anti-collision structure assembly of the vehicle body provided in this embodiment forms a force transmission path in the front-rear direction with the anti-collision beam body 1, energy-absorbing box 2, and front longitudinal beam 3. The orthographic projection of the rear end face of the energy-absorbing box 2 onto the reference plane coincides with the orthographic projection of the front end face of the front longitudinal beam 3 onto the reference plane. That is, the outer periphery contour line of the orthographic projection of the rear end face of the energy-absorbing box 2 onto the reference plane coincides with the outer periphery contour line of the orthographic projection of the front end face of the front longitudinal beam 3 onto the reference plane. Furthermore, the inner periphery contour line of the orthographic projection of the rear end face of the energy-absorbing box 2 onto the reference plane coincides with the inner periphery contour line of the orthographic projection of the front end face of the front longitudinal beam 3 onto the reference plane. This eliminates the stepped structure between the force transmission paths of the energy-absorbing box 2 and the front longitudinal beam 3, effectively avoiding stress concentration caused by abrupt changes in cross-section at the stepped structure. The force transmission path of this application is smoother than the traditional force transmission path, and can constrain the damage range to a smaller range when a collision occurs, effectively reducing the repair cost of frontal collisions.
[0038] Optionally, the rear end face of the energy-absorbing box 2 and the front end face of the front longitudinal beam 3 are both planar. Based on this, the rear end face of the energy-absorbing box 2 is perpendicular to the front-rear direction, and the front end face of the front longitudinal beam 3 is perpendicular to the front-rear direction, to ensure the structural stability of the area where they connect. Alternatively, the rear end face of the energy-absorbing box 2 and the front-rear direction, as well as the front end face of the front longitudinal beam 3 and the front-rear direction, can maintain an angle greater than or equal to 85° and less than 90°, while the rear end face of the energy-absorbing box 2 and the front end face of the front longitudinal beam 3 are parallel to each other, to maintain the structural stability of the area where they connect.
[0039] Alternatively, the rear end face of the energy-absorbing box 2 and the front end face of the front longitudinal beam 3 may each have a certain undulating surface, as long as it does not affect the connection between the energy-absorbing box 2 and the front longitudinal beam 3, and no unique limitation is made here.
[0040] Optionally, to maintain the overlap between the rear end face of the energy-absorbing box 2 and the front end face of the front longitudinal beam 3, the energy-absorbing box 2 and the front longitudinal beam 3 are configured to conform to their shapes. For example, the figure exemplarily shows an embodiment where both the cross-section of the energy-absorbing box 2 and the cross-section of the front longitudinal beam 3 are rectangular. It should be understood that the energy-absorbing box 2 and the front longitudinal beam 3 can also be designed in other configurations, which are not limited here.
[0041] Optionally, to further optimize the smoothness and stability of the force transmission path between the energy-absorbing box 2 and the front longitudinal beam 3, the cross-sectional area of the energy-absorbing box 2 remains basically consistent from front to back, that is, the energy-absorbing box 2 as a whole presents a column extending from front to back (exemplarily shown as a rectangular prism in the figure). To maintain the collapse performance of the energy-absorbing box 2, multiple weakening recesses 201 distributed circumferentially are provided on the outer periphery of the energy-absorbing box 2. Specifically, the weakening recesses 201 are respectively provided on the left and right sides of the energy-absorbing box 2. To maintain the structural stability of the energy-absorbing box 2 during minor collisions, supporting ribs are also provided on the upper and lower side walls of the energy-absorbing box 2, respectively. These supporting ribs include first supporting ribs 202 extending left and right and second supporting ribs 203 extending front and back, with the first supporting ribs 202 and the second supporting ribs 203 intersecting in a cross shape.
[0042] The front end plate serves as a transition structure between the energy-absorbing box and the front longitudinal beam. To connect the front longitudinal beam and the front end plate, existing technologies typically include outwardly extending connecting flanges around the front end of the front longitudinal beam. These flanges are then fitted into the front end plate to achieve assembly. However, since these connecting flanges are often formed using a stamping process, gaps are formed between adjacent flanges. During low-speed collisions, stress concentration can easily occur at these gaps, leading to deformation and cracking in the gap area, and increasing maintenance costs. In some embodiments, see... Figures 1 to 5 The front collision protection structure assembly also includes a longitudinal beam front end plate 4, with an energy-absorbing box 2 attached to the front surface of the longitudinal beam front end plate 4; the rear side of the longitudinal beam front end plate 4 is provided with a continuously ring-shaped connecting ring 5, which is conformally arranged to the inner cavity of the front longitudinal beam 3, and is inserted into the front longitudinal beam 3 and attached to the inner wall of the front longitudinal beam 3 (e.g., Figure 2 (As shown). In this embodiment, the front side of the longitudinal beam front end plate 4 can be connected and fixed to the energy-absorbing box 2 by welding or other means. The connection between the longitudinal beam front end plate 4 and the front longitudinal beam 3 is achieved by a connecting ring 5. After the connecting ring 5 is inserted into the front longitudinal beam 3, it is connected and fixed to the front longitudinal beam 3 by welding or other means. In this way, it is not necessary to set a connecting flange at the front end of the front longitudinal beam 3 to achieve the connection between the longitudinal beam front end plate 4 and the front longitudinal beam 3. By eliminating the connecting flange, the flatness of the front end of the front longitudinal beam 3 can be guaranteed. At the same time, since the connecting ring 5 is a continuously extending ring-shaped component, there are no obvious gaps on it. Therefore, gaps are avoided on both the connecting ring 5 and the front longitudinal beam 3, and stress concentration caused by gaps will not occur. This reduces the damage to the front longitudinal beam 3 during low-speed collisions and further improves the economy of maintenance.
[0043] Optionally, to achieve a reliable connection with the front longitudinal beam 3, the connecting ring 5 is conformally shaped to the inner cavity of the front longitudinal beam 3, and all four sides of the connecting ring 5 are respectively fitted and connected to the corresponding side walls of the inner cavity of the front longitudinal beam 3. For example, this embodiment exemplarily shows a rectangular connecting ring 5 and a front longitudinal beam 3 with a rectangular inner cavity, wherein the four side walls of the connecting ring 5 are respectively fitted and connected to the four side walls of the inner cavity of the front longitudinal beam 3.
[0044] Based on the above embodiments, see Figure 3 The connecting ring 5 has a butt joint 501, with its two butt joint edges fixedly connected. During manufacturing, it can be made into a strip-shaped base through a cutting process, and then the base is formed into a ring structure by stamping and bending. After the two butt joint edges are fixed together, the connecting ring 5 is formed. This method effectively reduces the manufacturing difficulty of the connecting ring 5, while ensuring the structural continuity of the connecting ring 5 and achieving cost control.
[0045] In some embodiments that enable a fixed connection between two mating edges, one of the mating edges extends to form an overlapping flange, which overlaps with the end of the other mating edge, and the overlapping flange is connected and fixed to the end of the other mating edge by welding.
[0046] In other embodiments that enable a fixed connection between two mating edges, both mating edges are beveled edges and are parallel to each other, and the two beveled surfaces are bonded and fixed together by structural adhesive.
[0047] In some other embodiments that enable a fixed connection between the two mating edges, see [link to previous document]. Figure 3 One of the mating edges has a splicing protrusion 502, and the other mating edge has a splicing groove 503. The splicing protrusion 502 and the splicing groove 503 are inserted into each other to achieve splicing of the two mating edges. This embodiment achieves a fixed connection between the two mating edges through splicing. The connection method is relatively simple and can effectively improve the forming efficiency of the connecting ring 5 and shorten the production cycle.
[0048] Optionally, to improve the reliability of splicing, multiple splicing protrusions 502 are provided along the extension path of the corresponding mating edge (e.g., two), and multiple splicing grooves 503 are provided along the extension path of the corresponding mating edge, corresponding one-to-one with the splicing protrusions 502.
[0049] In some specific embodiments of the splicing protrusion 502, see [link to specific embodiments]. Figure 3The splicing protrusion 502 is trapezoidal, and its narrow end connects to the corresponding mating edge. The splicing groove 503 is set to follow the shape of the splicing protrusion 502. In this embodiment, after the splicing protrusion 502 and the splicing groove 503 are mated, it is difficult to pull out the splicing protrusion 502 in the opening direction of the splicing groove 503. This achieves the limitation of the splicing groove 503 and the splicing protrusion 502 in the circumferential direction of the connecting ring 5, further improving the stability and reliability of the splicing. After the connecting ring 5 is fixed to the front end plate 4 of the longitudinal beam by welding or other means, there is no need to set additional limiting structures or fixed weld points on the two mating edges. The structure of the connecting ring 5 can also be completely fixed, making the manufacturing difficulty lower.
[0050] In some specific embodiments of the connecting ring 5, see Figure 3 and Figure 4 The rear edge of the connecting ring 5 is provided with multiple protruding plates 6, which are distributed circumferentially along the connecting ring 5. The outer surface of the protruding plates 6 is fitted and connected to the inner sidewall of the front longitudinal beam 3. The protruding plates 6 directly form a fitted connection with the front longitudinal beam 3 (e.g., welding), which increases the contact area and the number of connection points between the connecting ring 5 and the front longitudinal beam 3, resulting in higher bonding strength and better structural stability of the connection area. At the same time, since the protruding plates 6 extend rearward, there are no gaps caused by outward folding edges, thus avoiding stress concentration problems caused by gaps in the connecting ring 5.
[0051] The specific distribution of the convex plate 6 on the connecting ring 5 includes, but is not limited to, the following: 1) Reference Figure 3 1) At least two protrusions 6 are provided on the upper, left and right sides of the connecting ring 5, and a longer protrusion 6 is provided on the lower side of the connecting ring 5; 2) Not shown in the figure, at least two protrusions 6 are provided on the upper, left, right and lower sides of the connecting ring 5.
[0052] In some specific embodiments of the protruding plate 6, see [reference needed]. Figure 3 and Figure 4 The width of the convex plate 6 gradually decreases from front to back, forming a trapezoidal plate structure. It has strong load-bearing capacity in the front-back direction and the circumferential direction of the connecting ring 5. It can form a reinforcing effect on the rear side of the connecting ring 5, improve the structural strength of the connecting ring 5 itself, and further enhance the bonding strength with the front longitudinal beam 3.
[0053] In some embodiments, see Figure 4 The longitudinal beam front end plate 4 has a docking opening 402 in the middle, and the front end face of the connecting ring 5 is docked and fixed with the docking opening 402. The docking opening 402 can reduce weight, and at the same time, the connecting ring 5 can strengthen the opening area, ensuring the overall structural strength of the longitudinal beam front end plate 4, and making the overall structure formed by the longitudinal beam front end plate 4 and the connecting ring 5 more in line with the lightweight design requirements.
[0054] Optionally, the connecting ring 5 can be fixed to the side wall of the mating opening 402 by welding to avoid setting too many connecting parts, which would affect the requirements of design simplicity and lightweight.
[0055] In some embodiments, see Figures 2 to 4 To further strengthen the front end plate 4 of the longitudinal beam, a first reinforcing flange 401 is provided on the outer periphery of the front end plate 4 of the longitudinal beam, enhancing the overall bending and torsional resistance of the front end plate 4 of the longitudinal beam. Optionally, the first reinforcing flange 401 extends rearward to avoid affecting the connection with the vehicle body.
[0056] In some embodiments, see Figure 2 and Figure 5 The energy-absorbing box 2 also has a rear end plate 7 at the rear end. The rear end plate 7 is connected to the rear end face of the energy-absorbing box 2 by means of welding to seal the rear end opening of the energy-absorbing box 2. The rear end plate 7 is connected to the front end plate by threaded connectors.
[0057] Optionally, to further strengthen the rear end plate 7, a second reinforcing flange 701 is provided on the outer periphery of the rear end plate 7 to enhance the overall bending and torsional resistance of the rear end plate 7. Optionally, the second reinforcing flange 701 extends forward to avoid affecting the connection with the vehicle body.
[0058] Based on the same inventive concept, this application also provides a vehicle including the aforementioned front body anti-collision structure assembly.
[0059] Compared with the prior art, the vehicle provided in this embodiment, by adopting the above-mentioned frontal collision protection structure assembly, can limit the damage range to a smaller area when a frontal collision occurs, effectively reducing the frontal collision repair cost and improving the user experience.
[0060] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A front collision protection structure assembly for a vehicle body, characterized in that, include: The anti-collision beam body (1), energy-absorbing box (2) and front longitudinal beam (3) are connected sequentially from front to back; The orthographic projection of the rear end face of the energy-absorbing box (2) onto the reference plane coincides with the orthographic projection of the front end face of the front longitudinal beam (3) onto the reference plane, wherein the reference plane is a plane perpendicular to the front-rear direction.
2. The front collision protection structure assembly of the vehicle body as described in claim 1, characterized in that, The front anti-collision structure assembly of the vehicle body also includes a longitudinal beam front end plate (4), and the energy absorption box (2) is attached to the front plate surface of the longitudinal beam front end plate (4); the rear side of the longitudinal beam front end plate (4) is provided with a connecting ring (5) distributed in a continuous ring shape, the connecting ring (5) is conformally arranged with the inner cavity of the front longitudinal beam (3), and the connecting ring (5) is inserted into the front longitudinal beam (3) and is attached to the inner wall of the front longitudinal beam (3).
3. The front collision protection structure assembly of the vehicle body as described in claim 2, characterized in that, The connecting ring (5) has a butt joint (501), and the two butt joint edges of the butt joint (501) are fixedly connected.
4. The front collision protection structure assembly of the vehicle body as described in claim 3, characterized in that, One of the mating edges is provided with a splicing protrusion (502), and the other mating edge is provided with a splicing groove (503). The splicing protrusion (502) and the splicing groove (503) are inserted to realize the splicing of the two mating edges.
5. The front collision protection structure assembly of the vehicle body as described in claim 4, characterized in that, The splicing protrusion (502) is a trapezoidal protrusion, and the narrow end of the trapezoidal protrusion is connected to the corresponding mating edge. The splicing groove (503) is set in accordance with the shape of the splicing protrusion (502).
6. The front collision protection structure assembly of the vehicle body as described in claim 2, characterized in that, The rear edge of the connecting ring (5) is provided with a plurality of protruding plates (6), and the plurality of protruding plates (6) are distributed along the circumference of the connecting ring (5). The outer surface of the protruding plate (6) is fitted and connected to the inner sidewall of the front longitudinal beam (3).
7. The front collision protection structure assembly of the vehicle body as described in claim 6, characterized in that, The width of the convex plate (6) gradually decreases from front to back.
8. The front collision protection structure assembly of the vehicle body as described in claim 2, characterized in that, The longitudinal beam front end plate (4) is provided with a docking opening (402) in the middle, and the front end face of the connecting ring (5) is docked and fixed with the docking opening (402).
9. The front collision protection structure assembly of the vehicle body as described in claim 2, characterized in that, The outer periphery of the front end plate (4) of the longitudinal beam is provided with a first reinforcing flange (401).
10. A vehicle, characterized in that, Includes the front collision protection structure assembly of the vehicle body as described in any one of claims 1-9.