Vehicle and front anti-collision beam

Abstract

The utility model discloses a front anti-collision beam which comprises an anti-collision beam body, a pedestrian protection beam, a first energy absorption box and a second energy absorption box, and the pedestrian protection beam is connected to the front side of the anti-collision beam body; one end of the first energy absorption box is connected to the rear side of the anti-collision beam body, and the other end of the first energy absorption box is connected to a vehicle body; one end of the second energy absorption box is connected to the rear side of the anti-collision beam body, and the other end of the second energy absorption box is connected to a vehicle body; a plurality of energy absorption grooves are formed in the face, away from the anti-collision beam body, of the pedestrian protection beam. According to the front anti-collision beam, most low-speed collision energy can be absorbed and dispersed, the deformation degree of the front portion of a vehicle is reduced, and the safety of passengers is effectively protected. The utility model further discloses a vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle structure technology, and in particular to a vehicle and a front bumper beam. Background Technology

[0002] The front bumper beam is a crucial component at the front of a car, used to absorb collision energy and protect the vehicle and its occupants. It is typically a long, narrow metal beam running along the width of the vehicle body. Usually made of high-strength steel or aluminum alloy, it possesses high strength and rigidity, enabling it to withstand significant impact forces during a collision and prevent objects from directly intruding into the vehicle's interior.

[0003] The existing front bumper beams are relatively heavy, which increases the vehicle's fuel consumption. Their energy absorption effect is relatively limited. In high-speed or high-intensity collisions, they mainly serve to transmit the collision force, with poor energy absorption and buffering effects. Their own energy absorption and conversion capabilities are not ideal, and the impact force generated by the collision is directly transmitted to other parts of the vehicle body and the passenger compartment, causing significant damage to the occupants and the vehicle itself. Utility Model Content

[0004] In view of this, the present invention provides a front anti-collision beam that can absorb and disperse most of the low-speed collision energy, reduce the degree of deformation of the front of the vehicle, and provide more effective protection for the safety of the occupants.

[0005] This utility model also provides a vehicle.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A front bumper beam includes:

[0008] Anti-collision beams;

[0009] A pedestrian protection beam is connected to the front side of the crash barrier beam.

[0010] The first energy-absorbing box is connected at one end to the rear side of the anti-collision beam and at the other end to the vehicle body;

[0011] The second energy-absorbing box is connected at one end to the rear side of the anti-collision beam and at the other end to the vehicle body;

[0012] The pedestrian protection beam has several energy-absorbing grooves on the surface away from the anti-collision beam.

[0013] Optionally, the pedestrian protection beam is provided with energy-absorbing openings and energy-absorbing notches;

[0014] The energy-absorbing openings and notches are located at the bent edge of the pedestrian protection beam.

[0015] Optionally, the first energy-absorbing box is connected to the vehicle body via a first connecting plate, and the second energy-absorbing box is connected to the vehicle body via a second connecting plate;

[0016] The first energy-absorbing box and the second energy-absorbing box are respectively disposed at both ends of the anti-collision beam.

[0017] Optionally, the first energy-absorbing box includes a first upper shell plate and a first lower shell plate that are fastened together. The first upper shell plate and the first lower shell plate form the first energy-absorbing box with openings at both ends. One end of the first energy-absorbing box is connected to the anti-collision beam, and the other end is connected to the first connecting plate.

[0018] The second energy-absorbing box includes a second upper shell plate and a second lower shell plate that are fastened together. The second upper shell plate and the second lower shell plate form the second energy-absorbing box with openings at both ends. One end of the second energy-absorbing box is connected to the anti-collision beam, and the other end is connected to the second connecting plate.

[0019] Optionally, the first energy-absorbing box has a first energy-absorbing through hole at the bent edge, and the second energy-absorbing box has a second energy-absorbing through hole at the bent edge.

[0020] Optionally, the anti-collision beam is a hollow beam formed by thermal expansion.

[0021] Optionally, the front side of the anti-collision beam is provided with a number of raised reinforcing ribs, and the rear side is provided with a structural reinforcing groove extending along the length direction of the anti-collision beam.

[0022] The structural reinforcement groove is located at the center of the rear surface of the anti-collision beam.

[0023] Optionally, the anti-collision beam includes an integral main beam section and beam end sections;

[0024] The distance between the structural reinforcement groove of the main beam section and the front side of the anti-collision beam is a first distance. The distance between the structural reinforcement groove of the beam end section and the front side of the anti-collision beam is extended from the first distance to a second distance. The first distance is less than the second distance, and the second distance is located on the side of the beam end section away from the main beam section.

[0025] Optionally, the width of the beam end section gradually increases from the end closer to the main beam section to the end further away, and the depth of the structural reinforcement groove of the beam end section gradually decreases from the end closer to the main beam section to the end further away.

[0026] As can be seen from the above technical solution, the front anti-collision beam provided by this utility model has a pedestrian protection beam for energy absorption on the front side of the anti-collision beam body, and a first energy-absorbing box and a second energy-absorbing box for energy absorption on the rear side. Several energy-absorbing grooves are provided on the surface of the pedestrian protection beam away from the anti-collision beam body. By providing energy-absorbing grooves on the pedestrian protection beam, the collision force is dispersed in different directions, reducing local stress concentration. The front anti-collision beam of this utility model, by setting two energy-absorbing areas—the pedestrian protection beam and the energy-absorbing box—and simultaneously providing energy-absorbing grooves on the pedestrian protection beam, can absorb and disperse most of the low-speed collision energy, reduce the degree of deformation of the front of the vehicle, and prevent excessive intrusion of components such as the engine into the passenger compartment, thereby providing a safer survival space for passengers and providing more effective protection for the safety of vehicle occupants.

[0027] This utility model also provides a vehicle, including a body, on which a front bumper beam is connected, wherein the front bumper beam is the aforementioned front bumper beam.

[0028] The vehicle of this utility model is equipped with the aforementioned front anti-collision beam, and therefore has the advantages of the aforementioned front anti-collision beam, which will not be elaborated here. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A schematic diagram of the front bumper beam provided in an embodiment of this utility model;

[0031] Figure 2 This is a schematic diagram of the exploded structure of the front bumper beam provided in an embodiment of the present utility model;

[0032] Figure 3 A schematic diagram of the pedestrian protection beam provided in this embodiment of the utility model;

[0033] Figure 4 This is a schematic diagram of the structure of the first energy-absorbing box provided in an embodiment of the present invention;

[0034] Figure 5 This is a schematic diagram of the structure of the second energy-absorbing box provided in an embodiment of the present invention;

[0035] Figure 6 A structural schematic diagram of the anti-collision beam body at one angle provided in an embodiment of this utility model;

[0036] Figure 7 for Figure 6 A cross-sectional view of the AA position in the diagram;

[0037] Figure 8 for Figure 6 A cross-sectional view of the BB position in the diagram;

[0038] Figure 9 for Figure 6 A cross-sectional view of the CC position in the diagram;

[0039] Figure 10 This is a structural schematic diagram of the anti-collision beam provided in another embodiment of the present utility model;

[0040] Figure 11 A structural schematic diagram of the anti-collision beam provided in an embodiment of this utility model from another angle;

[0041] Figure 12 A schematic diagram of the connection structure between the front anti-collision beam and the vehicle body provided in an embodiment of this utility model;

[0042] Figure 13 A schematic diagram of the structure of the two energy-absorbing zones of the front bumper beam provided in this embodiment of the utility model.

[0043] in:

[0044] 1. Anti-collision beams,

[0045] 101. Main beam section; 102. Reinforcing rib; 103. Beam end section; 104. Structural reinforcement groove.

[0046] 2. Pedestrian protection beam,

[0047] 201. Energy-absorbing groove; 202. Energy-absorbing opening; 203. Energy-absorbing notch.

[0048] 3. First energy-absorbing box,

[0049] 301. First upper shell plate; 302. First lower shell plate; 303. First energy-absorbing through hole; 304. First cavity.

[0050] 4. Second energy-absorbing box,

[0051] 401. Second upper shell plate; 402. Second lower shell plate; 403. Second energy-absorbing through hole; 404. Second cavity.

[0052] 5. First connecting plate,

[0053] 501, First connecting through hole,

[0054] 6. Second connecting plate,

[0055] 601. Second connecting through hole,

[0056] 7. Vehicle body. Detailed Implementation

[0057] This utility model discloses a front anti-collision beam that can absorb and disperse most of the low-speed collision energy, reduce the degree of deformation of the front of the vehicle, and provide more effective protection for the safety of the occupants.

[0058] This utility model also discloses a vehicle.

[0059] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0060] Reference Figures 1 to 12 The front bumper beam of this utility model includes a bumper beam body 1, a pedestrian protection beam 2, a first energy-absorbing box 3, and a second energy-absorbing box 4. The pedestrian protection beam 2 is connected to the front side of the bumper beam body 1, where "front side" refers to the side of the bumper beam body 1 furthest from the vehicle body. One end of the first energy-absorbing box 3 is connected to the rear side of the bumper beam body 1, and the other end is connected to the vehicle body 7. One end of the second energy-absorbing box 4 is connected to the rear side of the bumper beam body 1, and the other end is connected to the vehicle body 7. Here, "rear side" refers to the side of the bumper beam body 1 closest to the vehicle body. A plurality of energy-absorbing grooves 201 are provided on the surface of the pedestrian protection beam 2 furthest from the bumper beam body 1.

[0061] This utility model's front bumper beam has a pedestrian protection beam 2 for energy absorption on the front side of the bumper beam body 1, and a first energy-absorbing box 3 and a second energy-absorbing box 4 for energy absorption on the rear side. Several energy-absorbing grooves 201 are provided on the surface of the pedestrian protection beam 2 away from the bumper beam body 1. By providing energy-absorbing grooves 201 on the pedestrian protection beam 2, the collision force is dispersed in different directions, reducing local stress concentration. This utility model's front bumper beam, by setting two energy-absorbing areas—the pedestrian protection beam 2 and the energy-absorbing boxes—and simultaneously providing energy-absorbing grooves 201 on the pedestrian protection beam 2, works in conjunction with the bumper beam body 1 to absorb and disperse most of the low-speed collision energy, reducing the deformation of the front of the vehicle, and preventing excessive intrusion of components such as the engine into the passenger compartment. This provides a safer survival space for passengers and more effectively protects their safety.

[0062] To enhance the low-speed energy absorption capacity of the pedestrian protection beam 2, energy-absorbing openings 202 and energy-absorbing notches 203 are also provided on the pedestrian protection beam 2, such as... Figure 3As shown, the energy-absorbing opening 202 is a through hole provided on the pedestrian protection beam 2, and the energy-absorbing notch 203 is a notch provided on the pedestrian protection beam 2. In order to improve the energy absorption capacity of the pedestrian protection beam 2 after being hit by a collision, the energy-absorbing opening 202 and the energy-absorbing notch 203 are provided at the bent edge of the pedestrian protection beam 2.

[0063] In one embodiment, the pedestrian protection beam 2 is cold-stamped from DC06 steel plate with a thickness of 0.7mm. The energy-absorbing grooves 201 on the pedestrian protection beam 2 can be arranged in a honeycomb pattern. This structure can disperse the collision force in different directions, thereby reducing local stress concentration. The pedestrian protection beam 2 is welded to the anti-collision beam 1 by carbon dioxide shielded welding. The pedestrian protection beam 2 is used to protect pedestrians, vehicles, and passengers inside the vehicle. When a vehicle collides with a pedestrian, the pedestrian protection beam 2 can absorb the collision energy through its own deformation, reducing the impact force on the pedestrian and reducing the severity of pedestrian injuries. At the same time, during the collision, the pedestrian protection beam 2 can effectively disperse and absorb energy, control the degree of deformation of the front of the vehicle, and prevent excessive intrusion of components such as the engine into the passenger compartment.

[0064] To facilitate the connection between the energy-absorbing boxes and the vehicle body 7, the first energy-absorbing box 3 is connected to the vehicle body 7 via the first connecting plate 5, and the second energy-absorbing box 4 is connected to the vehicle body 7 via the second connecting plate 6. The first energy-absorbing box 3 is connected to one end of the rear side of the anti-collision beam 1, and the second energy-absorbing box 4 is connected to the other end of the rear side of the anti-collision beam 1, thereby achieving a reliable connection between the anti-collision beam 1 and the vehicle body 7. Specifically, the first energy-absorbing box 3 is welded to the first connecting plate 5, and the second energy-absorbing box 4 is welded to the second connecting plate 6. The first connecting plate 5 and the second connecting plate 6 are made of P510L material with a thickness of 2mm.

[0065] To facilitate connection with the vehicle body 7, the first connecting plate 5 is provided with a first connecting through hole 501 for connection, and the second connecting plate 6 is provided with a second connecting through hole 601 for connection. Multiple first connecting through holes 501 and multiple second connecting through holes 601 are provided. The first connecting through hole 501 is connected to the first connecting plate on the vehicle body 7 by connecting bolts, and the second connecting through hole 601 is connected to the second connecting plate on the vehicle body 7 by connecting bolts. Figure 2 As shown, in one embodiment, both the first connecting plate 5 and the second connecting plate 6 are rectangular plates. Four first connecting through holes 501 are provided, and the four first connecting through holes 501 are arranged at the corners of the first connecting plate 5. Similarly, four second connecting through holes 601 are provided, and the four second connecting through holes 601 are arranged at the corners of the second connecting plate 6.

[0066] In one embodiment, the first energy-absorbing box 3 includes a first upper shell plate 301 and a first lower shell plate 302 that are fastened together. The first upper shell plate 301 and the first lower shell plate 302 form a first energy-absorbing box 3 with openings at both ends. The first energy-absorbing box 3 is a shell structure with a first cavity 304, such as... Figure 4 As shown. One end of the first energy-absorbing box 3 is connected to the anti-collision beam 1, and the other end is connected to the first connecting plate 5. Specifically, the first upper shell plate 301 and the first lower shell plate 302 are carbon dioxide shielded welded together to form the first energy-absorbing box 3. The ends of the first energy-absorbing box 3 are welded to both the anti-collision beam 1 and the first connecting plate 5. The first upper shell plate 301 and the first lower shell plate 302 are stamped from P510L steel plate with a thickness of 2mm. Similarly, the second energy-absorbing box 4 includes a second upper shell plate 401 and a second lower shell plate 402 that are fastened together. The second upper shell plate 401 and the second lower shell plate 402 form a second energy-absorbing box 4 with openings at both ends. The second energy-absorbing box 4 is a shell structure with a second cavity 404, as shown. Figure 5 As shown. One end of the second energy-absorbing box 4 is connected to the anti-collision beam 1, and the other end is connected to the second connecting plate 6. Specifically, the second upper shell plate 401 and the second lower shell plate 402 are carbon dioxide shielded welded together to form the second energy-absorbing box 4. The ends of the second energy-absorbing box 4 are welded to both the anti-collision beam 1 and the second connecting plate 6. The second upper shell plate 401 and the second lower shell plate 402 are stamped from P510L steel plates with a thickness of 2mm.

[0067] The first energy-absorbing box 3 has a first energy-absorbing through hole 303 at its bent edge, such as... Figure 4 As shown. A second energy-absorbing through-hole 403 is provided at the bent edge of the second energy-absorbing box 4, as... Figure 5 As shown. By setting energy-absorbing through holes at the bent edge of the energy-absorbing box, it is easier for the energy-absorbing box to deform upon impact.

[0068] In one embodiment, the anti-collision beam 1 is a hollow beam formed by hot air expansion. Using hot air expansion molding results in a stable structure with smaller dimensional deviations and higher tensile strength. Compared to traditional stamping, the anti-collision beam 1 can meet strength requirements with a 20% weight reduction, thus satisfying the need for lightweight construction.

[0069] To improve the strength and impact resistance of the anti-collision beam 1, several raised reinforcing ribs 102 are provided on the front side of the anti-collision beam 1, and a structural reinforcement groove 104 extending along the length of the anti-collision beam 1 is provided on the rear side. By providing the reinforcing ribs 102 and the structural reinforcement groove 104, the front anti-collision beam of the vehicle can better resist deformation upon impact. In low-speed collisions, the reinforcing ribs 102 can disperse the impact force, reducing the degree of dent or damage to the front anti-collision beam. Furthermore, the structural reinforcement groove 104 is located at the center of the rear surface of the anti-collision beam 1.

[0070] Specifically, the anti-collision beam 1 includes an integral beam body section 101 and beam end sections 103, with beam end sections 103 connected to both ends of the beam body section 101. The distance between the bottom surface of the structural reinforcement groove 104 of the beam body section 101 and the front side of the anti-collision beam 1 is a first distance H1. The distance between the bottom surface of the structural reinforcement groove 104 of the beam end section 103 and the front side of the anti-collision beam 1 is extended from the first distance H1 to a second distance H2. The first distance H1 is smaller than the second distance H2, and the second distance H2 is located on the side of the beam end section 103 away from the beam body section 101, that is, the groove depth of the structural reinforcement groove 104 on the beam end section 103 gradually decreases towards the end. Furthermore, the width W of the beam end section 103 gradually increases from the end closer to the beam body section 101 to the end farther away, and the depth of the structural reinforcement groove 104 of the beam end section 103 gradually decreases from the end closer to the beam body section 101 to the end farther away. By setting the beam end section 103 with the above structure, the sealing of both ends of the bulging mold can be better achieved, reducing the amount of material removed during the laser cutting process and improving material utilization. Since the width of the beam end section 103 gradually increases towards the outer end, and the groove depth of the structural reinforcement groove 104 of the beam end section 103 gradually decreases towards the end, the rate of change of the perimeter of the cross-section of the anti-collision beam 1 is small, which is beneficial to the control of the thinning rate during the hot gas expansion forming process.

[0071] The front bumper beam of this utility model includes two energy-absorbing zones, such as... Figure 13 As shown, area D is the first energy-absorbing zone, located between the pedestrian protection beam 2 and the crash beam 1. Its yield strength is between 110 and 170 MPa. During a collision, it deforms and collapses first, effectively absorbing and dispersing the collision energy. Area E, the cavity region of the energy-absorbing box, is the second energy-absorbing zone, also known as the second collapse zone. It includes the first cavity 304 and the second cavity 404. After welding, the yield strength of the energy-absorbing box is between 355 and 500 MPa, capable of absorbing the remaining collision energy after the collapse of area D. Area E can absorb and disperse most of the low-speed collision energy, providing more effective protection for the safety of the occupants.

[0072] This utility model relates to a front bumper beam, where the bumper beam body 1 is manufactured using thermoforming. This allows for the production of beams with complex internal structures and irregular cross-sections, better conforming to the vehicle's styling and effectively utilizing space. The bumper beam body 1 is relatively lightweight. Thermoforming helps reduce the weight of the bumper beam while maintaining its strength, thus contributing to lightweight vehicle design and reducing energy consumption. Mold development costs are 30% lower than traditional stamping dies, and dimensional accuracy is higher than that of general stamped parts. Upon impact, the front bumper beam of this utility model can gradually collapse and deform in a predetermined manner, more effectively absorbing and dispersing collision energy, reducing the impact force transmitted to the passenger compartment, and providing better safety protection for the occupants.

[0073] This utility model also provides a vehicle, including a body 7, on which a front anti-collision beam is connected, the front anti-collision beam being the aforementioned front anti-collision beam.

[0074] In the description of this solution, it should be understood that the terms "upper", "lower", "vertical", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this solution.

[0075] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this solution, "multiple" means two or more, unless otherwise explicitly specified.

[0076] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0077] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A front bumper beam, characterized in that, include: Anti-collision beams; A pedestrian protection beam is connected to the front side of the crash barrier beam. The first energy-absorbing box is connected at one end to the rear side of the anti-collision beam and at the other end to the vehicle body; The second energy-absorbing box is connected at one end to the rear side of the anti-collision beam and at the other end to the vehicle body; The pedestrian protection beam has several energy-absorbing grooves on the surface away from the anti-collision beam.

2. The front bumper beam according to claim 1, characterized in that, The pedestrian protection beam is equipped with energy-absorbing openings and energy-absorbing notches; The energy-absorbing openings and notches are located at the bent edge of the pedestrian protection beam.

3. The front bumper beam according to claim 1, characterized in that, The first energy-absorbing box is connected to the vehicle body via a first connecting plate, and the second energy-absorbing box is connected to the vehicle body via a second connecting plate; The first energy-absorbing box and the second energy-absorbing box are respectively disposed at both ends of the anti-collision beam.

4. The front bumper beam according to claim 3, characterized in that, The first energy-absorbing box includes a first upper shell plate and a first lower shell plate that are fastened together. The first upper shell plate and the first lower shell plate form the first energy-absorbing box with openings at both ends. One end of the first energy-absorbing box is connected to the anti-collision beam, and the other end is connected to the first connecting plate. The second energy-absorbing box includes a second upper shell plate and a second lower shell plate that are fastened together. The second upper shell plate and the second lower shell plate form the second energy-absorbing box with openings at both ends. One end of the second energy-absorbing box is connected to the anti-collision beam, and the other end is connected to the second connecting plate.

5. The front bumper beam according to claim 3, characterized in that, The first energy-absorbing box has a first energy-absorbing through hole at the bent edge, and the second energy-absorbing box has a second energy-absorbing through hole at the bent edge.

6. The front bumper beam according to any one of claims 1-5, characterized in that, The anti-collision beam is a hollow beam formed by thermal expansion.

7. The front bumper beam according to claim 6, characterized in that, The front side of the anti-collision beam is provided with several raised reinforcing ribs, and the rear side is provided with a structural reinforcing groove extending along the length of the anti-collision beam. The structural reinforcement groove is located at the center of the rear surface of the anti-collision beam.

8. The front bumper beam according to claim 7, characterized in that, The anti-collision beam body includes an integral beam body section and beam end sections; The distance between the structural reinforcement groove of the main beam section and the front side of the anti-collision beam is a first distance. The distance between the structural reinforcement groove of the beam end section and the front side of the anti-collision beam is extended from the first distance to a second distance. The first distance is less than the second distance, and the second distance is located on the side of the beam end section away from the main beam section.

9. The front bumper beam according to claim 8, characterized in that, The width of the beam end section gradually increases from the end closer to the main beam section to the end further away, and the depth of the structural reinforcement groove of the beam end section gradually decreases from the end closer to the main beam section to the end further away.

10. A vehicle, comprising a body, wherein a front bumper beam is connected to a longitudinal beam of the body, characterized in that, The front bumper beam is the front bumper beam as described in any one of claims 1-9.

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