Automobile anti-collision beam with high-strength towing hook structure

Abstract

An automobile anti-collision beam with a high-strength tow hook structure comprises an anti-collision beam body, two energy absorption boxes, tow hook sleeves and tow hook sleeve reinforcing blocks, the two energy absorption boxes are fixed to the lower portions of the two ends of the anti-collision beam body respectively, the tow hook sleeve reinforcing blocks are fixed to the interior of the anti-collision beam body, and the tow hook sleeves are fixed to the lower portions of the two ends of the anti-collision beam body. The towing hook sleeve is fixed to the anti-collision beam body and penetrates through the inner cavity of the towing hook sleeve reinforcing block. The towing hook sleeve reinforcing block is arranged in the anti-collision cross beam body and at the towing hook sleeve, the Y-direction position of the towing hook sleeve reinforcing block in the closed cavity of the cross beam is limited through the riveting technology, and the cross beam is fixedly connected with the towing hook sleeve reinforcing block in a threaded connection mode. The towing hook sleeve is located in the cavity formed by the supporting wall on the inner side of the towing hook sleeve reinforcing block in a penetrating mode, the connecting strength of the towing hook sleeve and the cross beam body is greatly improved, the strength of the towing hook is improved, and meanwhile light weight is considered.

Description

Technical Field

[0001] This utility model relates to an automotive anti-collision beam, and more particularly to an automotive anti-collision beam with a high-strength tow hook structure that can increase the strength of the tow hook. Background Technology

[0002] Compared to traditional gasoline vehicles, new energy vehicles are more environmentally friendly and practical, and can promote the development of a low-carbon economy. However, new energy vehicles are generally heavier than gasoline vehicles of the same class. When a vehicle breaks down or gets stuck in mud, it needs to be towed by another vehicle. Therefore, the strength requirements for the tow hooks of new energy vehicles are higher. Otherwise, in actual use, the tow hook will deform greatly and break, resulting in the loss of towing function.

[0003] Tow hooks are typically installed on automotive crash beams, so the strength of the tow hook is particularly important during the structural optimization design of automotive crash beam assemblies, especially for new energy vehicles. Common optimization methods to improve the strength of automotive crash beam tow hooks include: one method is to increase the thickness or strength of the crossbeam body, but this method is not particularly effective in improving tow hook strength and increases the production cost of the crash beam; another method is to increase the length of the weld between the tow hook sleeve and surrounding components, but this method often results in weld failure and breakage during collisions due to improper weld arrangement. Utility Model Content

[0004] To overcome the shortcomings of existing technologies, this utility model provides an automotive anti-collision beam with a high-strength tow hook structure that can increase the strength of the tow hook. A tow hook sleeve reinforcing block is set inside the anti-collision beam body at the tow hook sleeve. The tow hook sleeve reinforcing block is fixed in the Y-direction position of the closed cavity of the beam by riveting. The beam and the tow hook sleeve reinforcing block are fixedly connected by screws. The tow hook sleeve passes through the cavity formed by the inner support wall of the tow hook sleeve reinforcing block, which greatly improves the connection strength between the tow hook sleeve and the beam body, thereby improving the strength of the tow hook, while also taking into account the weight reduction.

[0005] The technical solution adopted by this utility model to solve its technical problem is:

[0006] A car anti-collision beam with a high-strength tow hook structure includes an anti-collision beam body, an energy-absorbing box, a tow hook sleeve, and a tow hook sleeve reinforcing block. Two energy-absorbing boxes are provided and fixed below both ends of the anti-collision beam body. The tow hook sleeve reinforcing block is fixed inside the anti-collision beam body. The tow hook sleeve is fixed on the anti-collision beam body and penetrates the inner cavity of the tow hook sleeve reinforcing block.

[0007] The aforementioned high-strength tow hook structure of the automobile anti-collision beam has a cross-section arc-shaped structure with a hollow single-cavity structure or a H-shaped double-cavity structure. It includes an outer wall, an inner wall, a first side wall, and a second side wall connected in sequence to form a cavity structure. The outer wall has flange edges at both ends and serves as an anti-collision surface. The height H1 between the outer wall and the inner wall is 40mm≤H1≤70mm, the width A of the outer wall is 120mm≤A≤150mm, and the width B of the inner wall is 70mm≤B≤120mm. The H-shaped anti-collision beam also includes an intermediate wall.

[0008] The aforementioned high-strength tow hook structure of the automobile anti-collision beam has a tow hook sleeve reinforcing block that is a multi-cavity structure formed by multiple side walls spaced apart. Each cavity extends along the Z-axis and includes an integrally formed first wall, second wall, first outer support wall, second outer support wall, first inner support wall, second inner support wall, third inner support wall, and fourth inner support wall. The first wall and the second wall are spaced apart along the Y-axis and match the shapes of the outer and inner walls of the anti-collision beam body, respectively. The first outer support wall and the second outer support wall are respectively located at both ends of the first wall and the second wall. The first inner support wall, the second inner support wall, the third inner support wall, and the fourth inner support wall are spaced apart between the first outer support wall and the second outer support wall, forming multiple cavities between the first wall and the second wall.

[0009] The aforementioned car anti-collision beam with a high-strength tow hook structure has a first and a second outer support wall that are concave towards the center of the cavity, with an arc R of 70mm≤R≤100mm. The first, second, third, and fourth inner support walls are all straight strips. The material thickness of the second and third inner support walls is greater than that of the first and fourth inner support walls.

[0010] The aforementioned high-strength tow hook structure of the automobile anti-collision beam has the tow hook sleeve reinforcing block fixedly connected to the first and second side walls of the anti-collision beam body by a riveting process. There is a riveting recess near the middle position of the profile of the second inner support wall and the third inner support wall, and there is also a riveting recess at the corresponding position on the symmetrical surface of the profile. There are two riveting recesses on the first and second side walls respectively. The gap L between the first wall and the second wall and the outer wall and inner wall of the anti-collision beam body is 0.5mm≤L≤1mm.

[0011] In the aforementioned high-strength tow hook structure automotive anti-collision beam, when the cross-section of the anti-collision beam body is a single chamber, the tow hook sleeve reinforcing block is fixedly connected to the inner and outer walls of the anti-collision beam body by bolts. Two bolts are provided, which respectively penetrate the cavity formed by the first outer support wall and the first inner support wall, as well as the cavity formed by the second outer support wall and the fourth inner support wall. The tow hook sleeve penetrates the cavity formed by the second inner support wall and the third inner support wall along the X-axis direction and extends out of the inner and outer walls of the anti-collision beam body. The bottom of the tow hook sleeve is fixedly connected to the energy-absorbing box.

[0012] In the aforementioned high-strength tow hook structure of the automobile anti-collision beam, when the cross-section of the anti-collision beam body is H-shaped, two tow hook sleeve reinforcing blocks are provided, which are arranged side by side at the tow hook sleeve positions in the two cavities of the anti-collision beam body. The tow hook sleeves simultaneously penetrate the cavity formed by the second inner support wall and the third inner support wall at the side-by-side position of the two tow hook sleeve reinforcing blocks. Bolt holes are provided along the Z-axis direction on the lower thick wall of the cavity between the first outer support wall and the first inner support wall, as well as the cavity between the second outer support wall and the fourth inner support wall, and are fixedly connected to the first side wall and the second side wall of the anti-collision beam body by bolts.

[0013] The aforementioned automobile anti-collision beam with a high-strength tow hook structure also has end energy-absorbing blocks at both ends of the main body of the anti-collision beam. The two side walls of the end energy-absorbing blocks are respectively fixed to the first side wall and the second side wall of the main body of the anti-collision beam. Three triangular cavities extending along the Z direction are spaced apart between the two side walls of the end energy-absorbing blocks.

[0014] The aforementioned automotive anti-collision beam with a high-strength tow hook structure has an energy-absorbing box with a mounting plate fixed to its bottom. The mounting plate includes a mounting plate body and a first flange plate, a second flange plate, and a third flange plate disposed on the mounting plate body. The first and second flange plates are arranged opposite to each other and are riveted to the roots of the upper and lower side walls of the energy-absorbing box, respectively. The third flange plate is riveted to the root of the outer side wall of the energy-absorbing box. The upper edges of the first, second, and third flange plates are welded to the upper, lower, and outer side walls of the energy-absorbing box, respectively. The root of the inner side wall of the energy-absorbing box is welded to the mounting plate body. The H2 of the three flange plates is 15mm-25mm.

[0015] The beneficial effects of this utility model are as follows: This utility model sets a tow hook sleeve reinforcing block inside the closed cavity of the anti-collision crossbeam. The tow hook sleeve reinforcing block is limited to the Y-direction position of the crossbeam closed cavity by riveting process. The two are bent together to achieve bending, and the crossbeam and the tow hook sleeve reinforcing block are fixedly connected by screw connection. The tow hook sleeve penetrates into the cavity formed by the inner support wall of the tow hook sleeve reinforcing block, which greatly improves the connection strength between the tow hook sleeve and the crossbeam body, thereby improving the strength of the tow hook, while also taking into account the weight reduction.

[0016] The end energy-absorbing blocks and the crossbeam body form a three-sided enclosure, which improves the connection reliability between the end energy-absorbing blocks and the crossbeam body. The end energy-absorbing blocks have reasonable internal support walls, forming multiple triangular chambers with high strength and good energy absorption effect.

[0017] The connection between the base of the energy-absorbing box and the mounting plate innovatively proposes a three-flanged structure welded and riveted connection, which is highly novel. The mounting plate has three flanged structures, each of which is connected to the outer wall of the energy-absorbing box by two riveting points and one welding point, which greatly improves the connection strength between the energy-absorbing box and the mounting plate. At the same time, the process is mature, simple to operate, and easy to industrialize.

[0018] This utility model of automotive anti-collision beam structure can simultaneously meet the requirements of 50% offset frontal collision (MPDB) and 25% small offset frontal collision (SOB) regulations, and is also suitable for various exterior shapes and installation needs of automotive front ends. Attached Figure Description

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

[0020] Figure 1 This is a schematic diagram of the overall anti-collision beam structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the cross-sectional structure of the anti-collision beam;

[0022] Figure 3 Schematic diagram of the tow hook sleeve reinforcing block structure;

[0023] Figure 4 A schematic diagram of the cross-sectional structure of the tow hook sleeve reinforcing block and the anti-collision crossbeam;

[0024] Figure 5 This is a schematic diagram of another type of tow hook sleeve reinforcement block structure;

[0025] Figure 6 A schematic diagram of the installation structure of the main body of the sun-shaped anti-collision crossbeam and the tow hook sleeve reinforcement block;

[0026] Figure 7 This is a schematic diagram of the end energy-absorbing block structure;

[0027] Figure 8 This is a schematic diagram of the mounting plate structure;

[0028] Figure 9 This is a schematic diagram of the energy-absorbing box structure.

[0029] In the diagram: 1. Main body of the anti-collision beam; 1-1. Outer wall; 1-2. Inner wall; 1-3. First side wall; 1-4. Second side wall; 1-5. Flange edge; 1-6. Middle wall; 2. Energy absorption box; 2-1. Upper side wall; 2-2. Lower side wall; 2-3. Outer side wall; 2-4. Inner side wall; 3. Tow hook sleeve; 4. Tow hook sleeve reinforcing block; 4-1. First wall; 1-5. Second wall; 4-3. First outer support 4-4. Second outer support wall; 4-5. First inner support wall; 4-6. Second inner support wall; 4-7. Third inner support wall; 4-8. Fourth inner support wall; 4-9. Riveting recess; 5. Bolt; 6. End energy-absorbing block; 6-1. Triangular cavity; 7. Mounting plate; 7-1. Mounting plate body; 7-2. First flange plate; 7-3. Second flange plate; 7-4. Third flange plate. Detailed Implementation

[0030] The present invention will be further described below with reference to the accompanying drawings.

[0031] See Figure 1 This utility model discloses an automotive anti-collision beam with a high-strength tow hook structure. The anti-collision beam includes an anti-collision beam body 1, an energy-absorbing box 2, a tow hook sleeve 3, a tow hook sleeve reinforcing block 4, end energy-absorbing blocks 6, and a mounting plate 7. Two energy-absorbing boxes 2 are provided and are respectively fixed below both ends of the anti-collision beam body 1. The mounting plate 7 is fixed at the root of the energy-absorbing box. The tow hook sleeve reinforcing block 4 is fixed inside the anti-collision beam body 1 and located at the tow hook sleeve 3. Both ends of the tow hook sleeve 3 pass through the inner and outer walls of the anti-collision beam body and are welded and fixed to the inner and outer walls, and pass through the inner cavity of the tow hook sleeve reinforcing block 4. Two end energy-absorbing blocks 6 are provided and are respectively fixed at both ends of the anti-collision beam body 1 and located outside the energy-absorbing box.

[0032] See Figures 2 to 4The main body of the anti-collision beam is bent into an arc shape with a uniform cross-section, forming a hollow single-cavity structure. It includes an outer wall 1-1, an inner wall 1-2, a first side wall 1-3, and a second side wall 1-4 connected sequentially in a cavity structure. Flange edges 1-5 are provided at both ends of the outer wall 1-1. The outer wall serves as the anti-collision surface. The height H1 between the outer wall 1-1 and the inner wall 1-2 is 40mm ≤ H1 ≤ 70mm, the width A of the outer wall is 120mm ≤ A ≤ 150mm, and the width B of the inner wall is 70mm ≤ B ≤ 120mm. This rational design of the cross-section greatly increases the area of ​​the anti-collision surface of the beam, while improving the beam's bending resistance and stiffness, which is beneficial for meeting the 50% offset frontal collision (MPDB) regulations. The tow hook sleeve reinforcing block 2 structure applied to the main body of the anti-collision beam with this cross-section structure is as follows: Figure 3 As shown, it is made of extruded aluminum profiles or die-cast aluminum, and is a multi-cavity structure formed by multiple side walls with spaced support. Each cavity extends along the Z-axis direction (the direction perpendicular to the vehicle) and includes an integrally formed first wall 4-1, second wall 4-2, first outer support wall 4-3, second outer support wall 4-4, first inner support wall 4-5, second inner support wall 4-6, third inner support wall 4-7, and fourth inner support wall 4-8. The first wall 4-1 and the second wall 4-2 are both spaced along the Y-axis direction, respectively connecting with the outer and inner walls of the anti-collision beam body 1. With matching shapes, the first wall 4-1 and the second wall 4-2 are both provided with tow hook through holes and bolt through holes. The first outer support wall 4-3 and the second outer support wall 4-4 are respectively provided at both ends between the first wall 4-1 and the second wall 4-2. The first inner support wall 4-5, the second inner support wall 4-6, the third inner support wall 4-7 and the fourth inner support wall 4-8 are spaced apart between the first outer support wall 4-3 and the second outer support wall 4-4, forming multiple cavities between the first wall 4-1 and the second wall 4-2. The tow hook sleeve 3 passes through the cavity formed by the second inner support wall 4-6 and the third inner support wall 4-7 along the X-axis direction, and extends through the inner and outer walls of the anti-collision beam body. The bottom of the tow hook sleeve 3 is fixedly connected to the energy-absorbing box 2. Two bolts 5 are provided, which respectively pass through the cavity formed by the first outer support wall 4-3 and the first inner support wall 4-5 and the cavity formed by the second outer support wall 4-4 and the fourth inner support wall 4-8, and pass through the bolt holes to fix the tow hook sleeve reinforcing block to the anti-collision beam body. This structural design greatly improves the connection strength between the tow hook sleeve 3 and the anti-collision beam body, thereby improving the tow hook strength.

[0033] Both the first outer support wall 4-3 and the second outer support wall 4-4 are concave towards the center of the cavity, and the radian R is 70mm ≤ R ≤ 100mm. This structural design reduces the stress of the outer support walls of the tow hook sleeve reinforcement block on the inner wall of the crossbeam body, avoiding the situation of cracking of the crossbeam body due to excessive local stress. The first inner support wall 4-5, the second inner support wall 4-6, the third inner support wall 4-7, and the fourth inner support wall 4-8 are all straight bars; the material thickness of the second inner support wall 4-6 and the third inner support wall 4-7 is larger than that of the first inner support wall 4-5 and the fourth inner support wall 4-8.

[0034] See Figure 2 and Figure 3 As shown in and, the tow hook sleeve reinforcement block 4 is fixedly connected to the first side wall 1-3 and the second side wall 1-4 of the anti-collision crossbeam body 1 through a riveting process, avoiding the sliding of the tow hook sleeve reinforcement block in the cavity of the crossbeam body, so that the two are bent into an arc together; there is a riveting depression 4-9 at the middle position near the surface of the second inner support wall 4-6 and the third inner support wall 4-7, and there is also a riveting depression at the corresponding position of the symmetry plane of the surface. Two riveting depressions are correspondingly arranged on the first side wall 1-3 and the second side wall 1-4 of the anti-collision crossbeam body respectively. The gap L between the first wall 4-1 and the second wall 4-2 and the outer wall 1-1 and the inner wall 1-2 of the anti-collision crossbeam body 1 is 0.5mm ≤ L ≤ 1mm, which enables better assembly of the tow hook sleeve reinforcement block and the anti-collision crossbeam body before bending and forming, reduces the collapse amount of the outer wall 1-1 and the inner wall 1-2 at the position of the anti-collision crossbeam body where the tow hook sleeve reinforcement block is located after bending and forming, ensures the appearance quality of the anti-collision beam, and also avoids abnormal noises during the vehicle driving bump due to excessive gaps.

[0035] See Figure 5 and Figure 6 As shown in and, the cross-section of the anti-collision crossbeam body is in a figure-eight shape, containing two cavities, and the two cavities are separated by an intermediate wall 1-6. Then, two tow hook sleeve reinforcement blocks are arranged side by side at the positions of the tow hook sleeves in the two cavities respectively, and the structure is as shown in Figure 5 As shown in, the tow hook sleeve 3 penetrates through the cavity formed by the second inner support wall 4-6 and the third inner support wall 4-7 at the side-by-side position of the two tow hook sleeve reinforcement blocks 4 at the same time. Bolt holes 4-10 are arranged along the Z-axis direction on the thick wall below the cavities between the first outer support wall 4-3 and the first inner support wall 4-5 and between the second outer support wall 4-4 and the fourth inner support wall 4-8, and are fixedly connected to the first side wall 1-3 and the second side wall 1-4 of the anti-collision crossbeam body through bolts. The riveting connection method is the same as the connection method of the single cavity and the tow hook sleeve reinforcement block above.

[0036] If the cross-section of the beam body has multiple cavities, the hook sleeve reinforcing blocks can be reasonably set according to the position of the cross-beam cavity where the hook sleeve is located, and the number is unlimited.

[0037] See Figure 7 The two side walls of the end energy-absorbing blocks 6, which are fixed at both ends of the anti-collision beam body, are respectively fixed (by welding, threaded connection, or riveting) on ​​the first side wall 1-3 and the second side wall 1-4 of the anti-collision beam body. The support wall between the two side walls is in parallel contact with the inner wall of the anti-collision beam body. The two end energy-absorbing blocks and the anti-collision beam body form a three-sided enclosure, which improves the connection reliability between the end energy-absorbing blocks and the anti-collision beam body. Several ( ) are spaced apart between the two side walls of the end energy-absorbing blocks 6. Figure 7 There are three triangular cavities 6-1 extending along the Z-direction (perpendicular to the vehicle). When subjected to a collision impact, the end energy-absorbing blocks of these triangular cavities offer high strength and excellent energy absorption, especially in a 25% small offset frontal crash (SOB) scenario. These end energy-absorbing blocks 6 act as a buffer against the anti-collision beam, and when the anti-collision beam bends to a certain extent under the impact force, some of the impact force is transferred through the mounting plate to the longitudinal beams of the vehicle body on the impact side, thus protecting the safety of the passenger compartment. The position of the end energy-absorbing blocks can be adjusted according to the vehicle's structural configuration.

[0038] See Figure 8 and Figure 9The energy-absorbing box 2 has a mounting plate 7 fixed to its bottom. The mounting plate 7 includes a mounting plate body 7-1 and a first flanged plate 7-2, a second flanged plate 7-3, and a third flanged plate 7-4 disposed on the mounting plate body. The first flanged plate 7-2 and the second flanged plate 7-3 are arranged opposite to each other and are riveted to the roots of the upper side wall 2-1 and the lower side wall 2-2 of the energy-absorbing box 2, respectively. The third flanged plate 7-4 is riveted to the root of the outer side wall 2-3 of the energy-absorbing box 2. The upper edges of the first flanged plate 7-2, the second flanged plate 7-3, and the third flanged plate 7-4 are welded to the upper side wall, the lower side wall, and the outer side wall of the energy-absorbing box 2, respectively. The root of the inner side wall 2-4 of the energy-absorbing box 2 is welded to the mounting plate body 7-1. The H2 of the three flanged plates is 15mm-25mm. The connection between the root of the energy-absorbing box and the mounting plate adopts a novel form of welding and riveting three flanged structures. The mounting plate features three flanged structures, each connected to the outer wall of the energy-absorbing box via two riveting points and one welding point. This significantly enhances the connection strength between the energy-absorbing box and the mounting plate. The process is mature, simple to operate, and easily industrialized. The welding method between the energy-absorbing box root and the mounting plate breaks away from the traditional full-weld method, opting instead for segmented welding. This avoids stress concentration caused by welding heat at the energy-absorbing box root and the mounting plate, reducing the risk of weld tearing due to excessive Y- and Z-direction forces during high-speed collisions. It also prevents situations where the energy-absorbing box fails to crush properly and the weld to the mounting plate tears. Furthermore, the riveting connection between the energy-absorbing box root and the mounting plate further strengthens the connection. Especially when new energy vehicles are towed, the anti-collision beam may experience significant traction forces in the X, Y, and Z directions. Insufficient connection strength in any direction can easily lead to connection failure, significantly impacting towing functionality and potentially causing complete loss of towing capability.

Claims

1. A vehicle bumper beam having a high strength tow hook structure, characterized by: The anti-collision beam includes an anti-collision crossbeam main body (1), energy-absorbing boxes (2), a tow hook sleeve (3), and a tow hook sleeve reinforcement block (4). There are two energy-absorbing boxes (2), which are respectively fixed below both ends of the anti-collision crossbeam main body (1). The tow hook sleeve reinforcement block (4) is fixed inside the anti-collision crossbeam main body (1). The tow hook sleeve (3) is fixed on the anti-collision crossbeam main body (1) and penetrates through the inner cavity of the tow hook sleeve reinforcement block (4).

2. The automobile bumper beam having a high strength tow hook structure according to claim 1, characterized by: The anti-collision crossbeam main body (1) is an arc-shaped structure with an equal cross-section, and its cross-section is a hollow single-cavity structure or a double-cavity structure in the shape of a Chinese character 'Ri'. It includes an outer wall (1-1), an inner wall (1-2), a first side wall (1-3), and a second side wall (1-4) that are sequentially connected to form a cavity structure. Flange edges (1-5) are provided at both ends of the outer wall (1-1). The outer wall is the anti-collision surface. The height H1 between the outer wall (1-1) and the inner wall (1-2) is 40mm ≤ H1 ≤ 70mm, the width A of the outer wall is 120mm ≤ A ≤ 150mm, the width B of the inner wall is 70mm ≤ B ≤ 120mm. The anti-collision crossbeam main body (1) in the shape of a Chinese character 'Ri' further includes an intermediate wall (1-6).

3. The automobile bumper beam having a high strength tow hook structure according to claim 2, characterized by: The tow hook sleeve reinforcement block (4) is a multi-cavity structure formed by multiple side walls supported at intervals. Each cavity extends in the Z-axis direction and includes an integrally formed first wall (4-1), a second wall (4-2), a first outer support wall (4-3), a second outer support wall (4-4), a first inner support wall (4-5), a second inner support wall (4-6), a third inner support wall (4-7), and a fourth inner support wall (4-8). The first wall (4-1) and the second wall (4-2) are arranged at intervals in the Y-axis direction and respectively match the shapes of the outer wall and the inner wall of the anti-collision crossbeam main body (1). The first outer support wall (4-3) and the second outer support wall (4-4) are respectively arranged at both ends of the first wall (4-1) and the second wall (4-2). The first inner support wall (4-5), the second inner support wall (4-6), the third inner support wall (4-7), and the fourth inner support wall (4-8) are arranged at intervals between the first outer support wall (4-3) and the second outer support wall (4-4), forming multiple cavities between the first wall (4-1) and the second wall (4-2).

4. The automobile bumper beam having a high strength tow hook structure according to claim 3, characterized by: Both the first outer support wall (4-3) and the second outer support wall (4-4) are concave towards the center of the cavity, and their radian R is 70mm ≤ R ≤ 100mm. The first inner support wall (4-5), the second inner support wall (4-6), the third inner support wall (4-7), and the fourth inner support wall (4-8) are all straight bars. The material thickness of the second inner support wall (4-6) and the third inner support wall (4-7) is larger than that of the first inner support wall (4-5) and the fourth inner support wall (4-8).

5. The automobile bumper beam having a high strength tow hook structure according to claim 4, characterized by: The towing hook sleeve reinforcing block (4) is fixedly connected with the first side wall (1-3) and the second side wall (1-4) of the anti-collision cross beam body (1) through a riveting process, the second inner side support wall (4-6) and the third inner side support wall (4-7) are provided with a riveting recess (4-9) at the position close to the middle of the profile surface, and the symmetrical surface of the profile surface is also provided with a riveting recess at the corresponding position, the first side wall (1-3) and the second side wall (1-4) are provided with two riveting recesses respectively, the gap L between the first wall (4-1) and the second wall (4-2) and the outer wall (1-1) and the inner wall (1-2) of the anti-collision cross beam body (1) is 0.5mm≤L≤1mm.

6. The automobile bumper beam having a high strength tow hook structure according to claim 5, characterized by: When the cross section of the anti-collision cross beam body (1) is a single chamber, the towing hook sleeve reinforcing block (4) is fixedly connected with the inner and outer walls of the anti-collision cross beam body (1) through bolts (5), the bolts are provided with two, respectively penetrating the cavities formed by the first outer side support wall (4-3) and the first inner side support wall (4-5) and the cavities formed by the second outer side support wall (4-4) and the fourth inner side support wall (4-8), the towing hook sleeve (3) penetrates the cavities formed by the second inner side support wall (4-6) and the third inner side support wall (4-7) along the X-axis direction, and penetrates the inner and outer walls of the anti-collision cross beam body, and the bottom of the towing hook sleeve (3) is fixedly connected with the energy absorption box (2).

7. The automobile bumper beam having a high strength tow hook structure according to claim 5, characterized by: When the cross section of the anti-collision cross beam body (1) is a sun-shaped cross section, the towing hook sleeve reinforcing block (4) is provided with two, and is arranged in parallel at the position of the towing hook sleeve (3) in the two cavities of the anti-collision cross beam body (1), the towing hook sleeve (3) penetrates the cavities formed by the second inner side support wall (4-6) and the third inner side support wall (4-7) at the parallel position of the two towing hook sleeve reinforcing blocks (4), the cavities between the first outer side support wall (4-3) and the first inner side support wall (4-5) and the cavities between the second outer side support wall (4-4) and the fourth inner side support wall (4-8) are provided with bolt holes (4-10) on the lower thick wall along the Z-axis direction, and are fixedly connected with the first side wall (1-3) and the second side wall (1-4) of the anti-collision cross beam body through bolts.

8. The automobile bumper beam having a high strength tow hook structure according to claim 2, characterized by: The anti-collision cross beam body (1) is further provided with end energy absorption blocks (6) at both ends, the two side walls of the end energy absorption block (6) are fixedly connected with the first side wall (1-3) and the second side wall (1-4) of the anti-collision cross beam body respectively, and a plurality of triangular cavities (6-1) extending along the Z direction are arranged between the two side walls of the end energy absorption block (6).

9. The automobile bumper beam having a high strength tow hook structure according to claim 1, characterized by: The energy absorption box (2) is fixed with a mounting plate (7) at the bottom, the mounting plate (7) comprises a mounting plate body (7-1), and a first flange plate (7-2), a second flange plate (7-3) and a third flange plate (7-4) arranged on the mounting plate body, the first flange plate (7-2) and the second flange plate (7-3) are arranged oppositely and are respectively fixedly connected with the roots of the upper side wall (2-1) and the lower side wall (2-2) of the energy absorption box (2) through rivet connection, the third flange plate (7-4) is fixedly connected with the root of the outer side wall (2-3) of the energy absorption box (2) through rivet connection, the upper edges of the first flange plate (7-2), the second flange plate (7-3) and the third flange plate (7-4) are respectively welded with the upper side wall, the lower side wall and the outer side wall of the energy absorption box (2), and the root of the inner side wall (2-4) of the energy absorption box (2) is welded with the mounting plate body (7-1), and H2 of the three flange plates is 15mm-25mm.

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