Automobile anti-collision beam

Abstract

The utility model relates to the technical field of automobile structures, and discloses an automobile anti-collision beam, which has a first direction, a second direction and a third direction which are vertically intersected in pairs, and comprises a first anti-collision rod, a second anti-collision rod and a plurality of connecting plates, the two ends of the first anti-collision rod and the second anti-collision rod in the second direction extend to the front side of a front wheel, and the connecting plates are connected with the first anti-collision rod and the second anti-collision rod in the third direction. In the second direction, the minimum distance between the opposite front wheels located on the two sides of the vehicle body is L, the thickness of the front wheels is W. The lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2 respectively, (L1-L) / 2 is larger than or equal to 1 / 5W and smaller than or equal to 1 / 3L, and (L2-L) / 2 is larger than or equal to 1 / 5W and smaller than or equal to 1 / 3L. The anti-collision beam has the advantages that the front wheels of the automobile can be protected, the risk that the sharp structure crosses over the anti-collision rod to pierce the front wheels when the automobile is collided is reduced, the overall structural strength of the anti-collision beam of the automobile is improved, and the anti-collision and anti-impact capacity of the anti-collision beam is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive structural technology, and in particular to an automotive anti-collision beam. Background Technology

[0002] like Figure 1 As shown, in existing technologies, automotive anti-collision beams include anti-collision bars. The length of the anti-collision bars is generally less than the distance between the front wheels on both sides of the vehicle. Therefore, when a collision occurs, some sharp structures can easily penetrate the anti-collision bars and pierce the front wheels, causing the vehicle to swerve and the driver to lose control, seriously endangering the driver's life. Furthermore, existing automotive anti-collision beams generally only have one anti-collision bar, resulting in poor overall structural strength. In a collision, the vehicle can easily penetrate the anti-collision beam, leading to deformation of the vehicle body structure. Utility Model Content

[0003] The purpose of this invention is to provide an automotive anti-collision beam that can protect the front wheels of a car, reduce the risk of sharp structures penetrating the front wheels when a collision occurs, and improve the overall structural strength and impact resistance of the anti-collision beam.

[0004] To achieve the above objectives, this utility model provides an automotive anti-collision beam having a first direction, a second direction, and a third direction that intersect each other perpendicularly. It includes a first anti-collision bar, a second anti-collision bar, and multiple connecting plates. The first and second anti-collision bars are spaced apart in the first and third directions. The first anti-collision bar is positioned close to and connected to the vehicle body, while the second anti-collision bar is positioned away from the vehicle body. The multiple connecting plates are spaced apart in the second direction. One end of each connecting plate is connected to the first anti-collision bar in the third direction, and the other end is connected to the second anti-collision bar.

[0005] The first and second anti-collision bars extend to the front of the front wheel at both ends in the second direction. In the second direction, the minimum distance between the front wheels located on opposite sides of the vehicle body is L. The thickness of the front wheel is W. The lengths of the first and second anti-collision bars in the second direction are L1 and L2, respectively. 1 / 5W≤(L1-L) / 2≤1 / 3L, 1 / 5W≤(L2-L) / 2≤1 / 3L.

[0006] Furthermore, the connecting plate has multiple first through holes at one end facing the third direction and multiple second through holes at the other end. The first through holes are provided with a first screw for connecting with the first anti-collision bar, and the second through holes are provided with a second screw for connecting with the second anti-collision bar.

[0007] Further, an angle between an axis of the first through hole and the first direction is a, and 10°≤a≤30°.

[0008] Further, the connecting plate comprises a straight portion extending along the third direction and a bent portion extending away from the vehicle body in the first direction, an angle between an extending direction of the bent portion and the third direction is β, and 8°≤a≤15°.

[0009] Further, a length of the connecting plate in the third direction is H, a length of the straight portion in the third direction is h1, 1 / 4H≤h1≤1 / 3H, and a length of the bent portion in the third direction is h2, 2 / 3H≤h2≤3 / 4H.

[0010] Further, the connecting plate has an axis of symmetry.

[0011] Further, L1

[0012] Further, the connecting plate is provided with a rib extending along the third direction in a width direction.

[0013] Further, the first anti-collision rod is provided with an energy absorption box, a length of the energy absorption box in the second direction is M, the connecting plate and the energy absorption box are projected on a plane perpendicular to the first direction and extending along the second direction, a length of the projection of the connecting plate and the energy absorption box in the second direction is N, and N≥0.8M.

[0014] Further, the first anti-collision rod is provided with an energy absorption box, a length of the energy absorption box in the second direction is M, the connecting plate and the energy absorption box are projected on a plane perpendicular to the first direction and extending along the second direction, a length of the projection of the connecting plate and the energy absorption box in the second direction is N, and N≥0.8M.

[0015] The automobile anti-collision beam of the embodiment of the utility model compared with prior art, its beneficial effect lies in: the automobile anti-collision beam includes first anti-collision pole, second anti-collision pole and multiple connecting plates, because first anti-collision pole and second anti-collision pole are spaced apart in the first direction and the third direction, first anti-collision pole is arranged close to the vehicle body and is connected with the vehicle body, second anti-collision pole is arranged away from the vehicle body, when the automobile collides, second anti-collision pole and first anti-collision pole are successively impacted, double anti-collision protection is formed to the vehicle body, the anti-collision impact resistance of the automobile is improved, in addition, multiple connecting plates are used to connect first anti-collision pole and second anti-collision pole, frame structure is formed, and the yaw stiffness of the front compartment when the automobile collides can be improved.In addition, the two ends of first anti-collision pole and second anti-collision pole in the second direction extend to the front side of the front wheel, and in the second direction, the minimum distance between the opposite front wheels on both sides of the vehicle body is L, the thickness of the front wheel is W, the length of first anti-collision pole and second anti-collision pole in the second direction is L1 and L2 respectively, 1 / 5W≤(L1-L) / 2≤1 / 3L, 1 / 5W≤(L2-L) / 2≤1 / 3L.The length of first anti-collision pole and second anti-collision pole is greater than the distance between the opposite front wheels on both sides of the vehicle body, the risk that sharp structure pierces the front wheel by crossing the anti-collision pole when the automobile collides is reduced, and the safety of driving is improved. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 It is the automobile anti-collision beam structure in the prior art.

[0017] Figure 2 It is the assembly schematic view of the connecting plate and the first anti-collision pole of the automobile anti-collision beam of the embodiment of the utility model;

[0018] Figure 3 It is the parts explosion view of the automobile anti-collision beam of the embodiment of the utility model;

[0019] Figure 4 It is the front view of the automobile anti-collision beam of the embodiment of the utility model;

[0020] Figure 5 It is the assembly schematic view of the automobile anti-collision beam of the embodiment of the utility model;

[0021] Figure 6 It is the structure schematic view of the connecting plate of the automobile anti-collision beam of the embodiment of the utility model

[0022] Figure 7 It is the sectional view of the connecting plate of the automobile anti-collision beam of the embodiment of the utility model;

[0023] Figure 8 It is the use state reference view of the automobile anti-collision beam of the embodiment of the utility model;

[0024] Figure 9 It is the installation schematic view of the first anti-collision pole of the automobile anti-collision beam of the embodiment of the utility model;

[0025] Figure 10 is the first anti-collision rod of the automobile anti-collision beam.

[0026] In the figure, 1, first anti-collision rod;2, second anti-collision rod;3, connecting plate;31, straight part;32, bending part;33, rib;300, first through hole;301, second through hole;302, first screw;304, second screw;11, first plane;12, second plane;a, car body;B, front wheel;X, first direction;Y, second direction;Z, third direction. DETAILED DESCRIPTION

[0027] The specific embodiments of the utility model are described in further detail below in combination with the drawings and examples. The following examples are used to illustrate the utility model, but are not used to limit the scope of the utility model.

[0028] In the description of the utility model, it should be understood that the positions or location relationships indicated by the terms "upper", "lower", "front", "rear", "inner", "outer" and the like in the utility model are based on the position relationship shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the devices and elements referred to must have a particular orientation, be constructed and operated in a particular orientation, therefore it cannot be understood as a limitation on the utility model.

[0029] In the description of the utility model, it should be understood that the terms "first", "second" and the like are used to describe various information in the utility model, but these information should not be limited to these terms, and these terms are only used to distinguish the same type of information from each other. For example, "first" information can also be referred to as "second" information without departing from the scope of the utility model, and similarly, "second" information can also be referred to as "first" information.

[0030] As Figures 1 to 10 shown, the utility model preferred embodiment's one kind of automobile anti-collision beam has two two vertical intersection's first direction X, second direction Y and third direction Z, including first anti-collision rod 1, second anti-collision rod 2 and multiple connecting plates 3, for the convenience of explanation, define the length direction of car body a as first direction X, the width direction of car body a as second direction Y, the height direction of car body a as third direction Z. Refer to Figures 2 to 9, the first anti-collision rod 1 and the second anti-collision rod 2 are arranged in the first direction X and the third direction Z, wherein the first anti-collision rod 1 is arranged close to the vehicle body a and connected with the vehicle body a, and the second anti-collision rod 2 is arranged away from the vehicle body a, and there is a certain distance between the first anti-collision rod 1 and the second anti-collision rod 2 in the first direction X, when the vehicle collides, the second anti-collision rod 2 and the first anti-collision rod 1 are hit in turn, and double anti-collision protection is formed on the vehicle body a, so as to improve the anti-collision impact capability of the vehicle, in order to simplify the connection structure of the first anti-collision rod 1 and the second anti-collision rod 2, a plurality of connecting plates 3 are arranged in the second direction Y to form a frame structure, so as to improve the yaw stiffness of the front compartment of the vehicle when the vehicle collides, wherein one end of the connecting plate 3 in the third direction Z is connected with the first anti-collision rod 1, and the other end is connected with the second anti-collision rod 2.

[0031] In order to facilitate the protection of the front wheel b of the vehicle, and reduce the risk that the sharp structure pierces the front wheel b through the anti-collision rod when the vehicle collides, the two ends of the first anti-collision rod 1 and the second anti-collision rod 2 in the second direction Y extend to the front side of the front wheel b, in the second direction Y, referring to Figure 8 , the minimum distance between the front wheel b located on the opposite sides of the vehicle body a is L, the thickness of the front wheel b is W, the length of the first anti-collision rod 1 and the second anti-collision rod 2 in the second direction Y is L1 and L2 respectively, 1 / 5W≤(L1-L) / 2≤1 / 3L, 1 / 5W≤(L2-L) / 2≤1 / 3L, that is, in the second direction Y, the length of any one end of the first anti-collision rod 1 and the second anti-collision rod 2 extending to the front of the front wheel b is between 1 / 5W and 1 / 3L. If the length of any one end of the first anti-collision rod 1 and the second anti-collision rod 2 extending to the front of the front wheel b is less than 1 / 5W, the extension length of the anti-collision rod in the second direction Y is insufficient, and the front wheel b cannot be fully protected, thereby increasing the risk of damage to the front wheel b when colliding. If the length of any one end of the first anti-collision rod 1 and the second anti-collision rod 2 extending to the front of the front wheel b is greater than 1 / 3W, in a narrow parking environment or when driving on a crowded urban street, the anti-collision rod that is too long also increases the risk of scratching with roadside obstacles or adjacent vehicles.

[0032] In some embodiments, in order to facilitate the assembly of the connecting plate 3 between the first anti-collision rod 1 and the second anti-collision rod 2, a plurality of first through holes 300 are formed in one end of the connecting plate 3 in the third direction Z, and a plurality of second through holes 301 are formed in the other end, wherein the first through hole 300 is provided with a first screw 302 for connecting with the first anti-collision rod 1, and the second through hole 301 is provided with a second screw 303 for connecting with the second anti-collision rod 2. Specifically, in order to facilitate the reduction of the size of the connecting plate 3 in the length direction of the vehicle body a, as Figure 2As shown, the angle between the axis of the first through hole 300 and the first direction X is a, 10°≤a≤30°, and preferably, a is 20° in this embodiment. This helps to reduce the length of the connecting plate 3 in the direction of the vehicle body a, making the overall design more compact, and also improves the connection strength and stability between the connecting plate 3 and the bumper beam to some extent, because the inclined screw rod can provide better shear and tensile capacity. At the same time, the first bumper beam 1 is also connected to the vehicle body by a screw rod, and the specific structure is not described here.

[0033] Further, in order to facilitate the first bumper beam 1 and the second bumper beam 2 to be spaced apart in the first direction X, so that the second bumper beam 2 and the first bumper beam 1 are hit in turn when the vehicle is in a collision, providing double bumper protection to the vehicle body a and improving the vehicle's ability to withstand collision impact, the connecting plate 3 includes a straight portion 31 and a bent portion 32, the straight portion 31 extends along the third direction Z, and the bent portion 32 extends away from the vehicle body a in the first direction X, as shown. Figure 7 As shown, the angle between the extension direction of the bent portion 32 and the third direction Z is β, 8°≤a≤15°. Preferably, in this embodiment, the angle β is 12°.

[0034] Further, in order to improve the overall structural strength of the connecting plate 3, the lengths of the straight portion 31 and the bent portion 32 in the third direction Z need to be reasonably set, wherein the length of the connecting plate 3 in the third direction Z is H, the length of the straight portion 31 in the third direction Z is h1, 1 / 4H≤h1≤1 / 3H, and the length of the bent portion 32 in the third direction Z is h2, 2 / 3H≤h2≤3 / 4H. If the straight portion 31 is too long, β is too large, and when the vehicle is hit, the large bending angle will make the bent portion 32 more prone to deformation, affecting the overall stability and protection effect of the connecting plate 3. If the straight portion is too short, β is too small, resulting in a small interval between the first bumper beam 1 and the second bumper beam 2 in the first direction X, so that when the vehicle is in a collision, the second bumper beam 2 and the first bumper beam 1 are hit at the same time, making it difficult to effectively disperse the collision force, and the impact force on the vehicle body a will increase significantly, posing a threat to the safety of passengers and vehicles.

[0035] Further, in order to improve the stamping manufacturing precision of the connecting plate 3, as well as the structural strength and collision impact resistance of the connecting plate 3, the connecting plate 3 is provided with a rib 33 extending in the third direction Z in the width direction. The number of ribs 33 is 2-3, which can be adjusted adaptively according to actual collision requirements. In some embodiments, in order to facilitate the manufacturing of the connecting plate 3, the connecting plates 3 spaced apart in the second direction Y are manufactured by the same mold, and the connecting plate 3 has an axis of symmetry, i.e., the connecting plate 3 is an axisymmetric structure.

[0036] Further, in some embodiments, in order to avoid the interference between the first anti-collision rod 1 and the vehicle body a, affecting the normal operation of the vehicle, while ensuring the reliable protection to the front wheel b, L1 < L2. Through the cooperation of the first anti-collision rod 1 and the second anti-collision rod 2, the whole anti-collision beam can still provide effective protection in the collision.

[0037] In order to facilitate the energy absorption of the anti-collision beam in the collision, therefore, the utility model automobile anti-collision beam still includes energy absorption box, specifically, the first anti-collision rod 1 is equipped with energy absorption box, in order to further increase the anti-collision impact capacity of anti-collision beam, the installation position of connecting plate 3 and energy absorption box is reasonably set, as shown in Figure 9 The length of energy absorption box in the second direction Y is M, the connecting plate 3 and energy absorption box are projected in the plane perpendicular to the first direction X and along the second direction Y, the projection of connecting plate 3 and energy absorption box in the second direction Y coincides length N, N is 0.8M.

[0038] Further, on the basis of the good anti-collision impact capacity of automobile anti-collision beam, in order to facilitate the front face modeling of automobile to reserve larger modeling space, so that the front face of different modeling structure is designed, therefore, the two ends of the first anti-collision rod 1 along the second direction Y are cut, specifically, as shown in Figure 10 The two ends of the first anti-collision rod 1 along the second direction Y are provided with the first plane 11 and the second plane 12 along the third direction Z and intersecting, the included angle between the first plane 11 and the second plane 12 is γ, 10 ° ≤ γ ≤ 20 °. Preferably, in the embodiment, γ is 15 °.

[0039] In summary, the utility model discloses an automobile anti -collision beam, including first anti -collision pole 1, second anti -collision pole 2 and multiple connecting plate 3, because first anti -collision pole 1 and second anti -collision pole 2 are spaced apart in the first direction X, third direction Z, first anti -collision pole 1 is close to the car body a and is connected with the car body a, and second anti -collision pole 2 is away from the car body a and is set, when the automobile collision occurs, first anti -collision pole 1 is hit in succession second anti -collision pole 2, and the car body a forms double anti -collision protection, improves the anti -collision impact capacity of automobile, in addition, first anti -collision pole 1 and second anti -collision pole 2 are connected through multiple connecting plate 3 and form the frame structure, can improve the yaw stiffness of the front compartment when the automobile collision, in addition, the both ends of first anti -collision pole 1 and second anti -collision pole 2 in the second direction Y extend to the front side of front wheel b, and in the second direction Y, the minimum distance between the opposite front wheel b on both sides of the car body a is L, the thickness of front wheel b is W, the length of first anti -collision pole 1 and second anti -collision pole 2 in the second direction Y is L1, L2 respectively, 1 / 5W≤L1-L≤1 / 3L, 1 / 5W≤L2-L≤1 / 3L.The length of first anti -collision pole 1 and second anti -collision pole 2 is greater than the distance between the opposite front wheel b on both sides of the car body a, reduces the risk that sharp structure pierces front wheel b when the automobile collision occurs, improves the safety of driver's driving.

[0040] The above only is the preferred implementation of the utility model, should point out, for the ordinary skill of the technical field, on the premise of not departing from the technical principle of the utility model, can also make a number of improvements and substitutions, these improvements and substitutions also should be regarded as the protection range of the utility model.

Claims

1. An automobile impact beam having a first direction, a second direction and a third direction which perpendicularly intersect two by two, characterized by: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L. The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

2. The automotive bumper beam of claim 1, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

3. The automotive bumper beam of claim 2, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

4. The automotive bumper beam of claim 1, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

5. The automotive bumper beam of claim 4, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

6. The automotive bumper beam of claim 1, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

7. The automotive bumper beam of claim 1, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

8. The automotive bumper beam of claim 1, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

9. The automotive bumper beam of claim 1, wherein: The first anti-collision rod and the second anti-collision rod are extended to the front side of the front wheel in the second direction, and the minimum distance between the front wheels located on the opposite sides of the vehicle body in the second direction is L, the thickness of the front wheel is W, and the lengths of the first anti-collision rod and the second anti-collision rod in the second direction are L1 and L2, respectively, and 1 / 5W≤(L1-L) / 2≤1 / 3L and 1 / 5W≤(L2-L) / 2≤1 / 3L.

10. The automotive bumper beam of claim 1, wherein: ​

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