Anti-collision beam assembly, cabin framework assembly and vehicle

Abstract

The utility model provides an anti-collision beam assembly, a cabin framework assembly and a vehicle, and relates to the technical field of vehicles, the anti-collision beam assembly comprises a first beam body, a collision block and a first energy absorption box; the first beam body extends in the width direction of the vehicle; the first energy absorption box is configured to correspond to a vehicle body longitudinal beam of the vehicle in the length direction of the vehicle and is connected with the first beam body and the corresponding vehicle body longitudinal beam; the collision blocks and the first energy absorption boxes are arranged at intervals in the extending direction of the first beam body. One end of each collision block is connected with the first beam body, and the other end of each collision block inclines towards the corresponding first energy absorption box. And when the first beam body is subjected to lateral impact force to enable the part connected with the collision block to move towards the corresponding first energy absorption box, the first energy absorption box is located on the moving path of the corresponding collision block. According to the anti-collision beam assembly, the collision block is matched with the first energy absorption box, so that the effect of absorbing collision energy can be effectively improved when a vehicle has a small offset collision event.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a crash beam assembly, a cabin frame assembly, and a vehicle. Background Technology

[0002] Currently, with the continuous development of the automotive industry, the power performance of automobiles has been significantly improved. This not only brings drivers a more powerful driving experience, but also puts forward higher requirements for the design of automobile safety systems in order to effectively protect occupants in the event of a collision.

[0003] In existing technologies, when a vehicle is involved in a small offset collision, the impact area only occupies a portion of the vehicle's front end, typically around 25%. In this situation, the vehicle's front longitudinal beams may not be able to effectively absorb the collision energy because the impact area happens to avoid the longitudinal beams, resulting in only some bending deformation of the beams during the small offset collision. While this deformation can absorb some energy, its effectiveness is limited and may lead to tire intrusion into the passenger compartment, seriously impacting occupant safety. Utility Model Content

[0004] The problem this invention addresses is how to effectively improve the absorption of impact energy when a vehicle experiences a small offset collision.

[0005] In a first aspect, this utility model provides a crash beam assembly, including a first beam body, a collision block, and a first energy-absorbing box; the first beam body extends along the width direction of the vehicle; the first energy-absorbing box is configured to correspond to the longitudinal beam of the vehicle body along the length direction of the vehicle body, and connects the first beam body to the corresponding longitudinal beam; the collision block and the first energy-absorbing box are arranged at intervals along the extension direction of the first beam body; one end of the collision block is connected to the first beam body, and the other end is inclined toward the corresponding first energy-absorbing box; when the first beam body is subjected to a lateral impact force that causes the part connected to the collision block to displace toward the corresponding first energy-absorbing box, the first energy-absorbing box is located on the movement path of the corresponding collision block.

[0006] Optionally, there are two collision blocks and two first energy-absorbing boxes, and the two first energy-absorbing boxes are located between the two collision blocks.

[0007] Optionally, along the width direction of the vehicle, the straight-line distance from one end of the collision block connected to the first beam body to the corresponding first energy-absorbing box is greater than the straight-line distance from the end of the collision block away from the first beam body to the corresponding first energy-absorbing box.

[0008] Optionally, the collision block has a first cavity structure inside.

[0009] Optionally, the collision block includes an integrally formed connecting plate and a block body. One end face of the connecting plate along the thickness direction is connected to the first beam body, and the other end face of the connecting plate along the thickness direction is connected to the block body. The block body is formed with the first cavity structure.

[0010] Optionally, the anti-collision beam assembly also includes a middle crossbeam, one end of which is connected to one of the first energy-absorbing boxes and / or one of the vehicle body longitudinal beams, and the other end of which is connected to another first energy-absorbing box and / or another vehicle body longitudinal beam.

[0011] Optionally, the intermediate crossbeam is curved, and the convex surface of the intermediate crossbeam faces the first beam body.

[0012] Optionally, the intermediate crossbeam has a second cavity structure inside.

[0013] Secondly, this utility model provides a cabin frame assembly, including the anti-collision beam assembly as described above.

[0014] Thirdly, this utility model provides a vehicle including the engine compartment frame assembly as described above.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] The first beam extends along the width of the vehicle. In the event of a small offset collision, it acts as a crash beam, directly impacting the obstacle and absorbing impact energy through deformation. The first energy-absorbing box is configured to correspond to the vehicle's longitudinal beams along the length of the vehicle and connects the first beam to the corresponding longitudinal beam. Thus, in the event of a small offset collision, a portion of the impact force on the first beam can be transferred to the corresponding longitudinal beam through the first energy-absorbing box. During this process, the impact energy is absorbed through the deformation of the first energy-absorbing box and the slight deformation of the longitudinal beam. The collision blocks and the first energy-absorbing boxes are spaced apart along the extension direction of the first beam. One end of the collision block is connected to the first beam, and the other end is inclined toward the corresponding first energy-absorbing box. In the event of a small offset collision, the lateral impact force on the first beam can cause the part connected to the collision block to shift toward the corresponding first energy-absorbing box. Since the first energy-absorbing box is located on the movement path of the corresponding collision block, after the collision block impacts the corresponding first energy-absorbing box, the impact energy is absorbed through the deformation of the collision block and the corresponding first energy-absorbing box. In summary, compared to existing anti-collision beam assemblies, the anti-collision beam assembly of this embodiment can form a lateral force transmission structure through the cooperation of the collision block and the corresponding first energy absorption box. In other words, it adds a collision force transmission path, thereby effectively improving the effect of absorbing impact energy when a vehicle experiences a small offset collision event. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the anti-collision beam assembly according to an embodiment of the present utility model. Figure 1 ;

[0018] Figure 2 This is a schematic diagram of the anti-collision beam assembly according to an embodiment of the present utility model. Figure 2 ;

[0019] Figure 3 This is a schematic diagram of the collision block according to an embodiment of the present utility model;

[0020] Figure 4 This is a schematic diagram of the structure of the middle crossbeam in an embodiment of the present utility model;

[0021] Figure 5 This is a schematic diagram of the assembly of the second beam body and the second energy-absorbing box according to an embodiment of the utility model;

[0022] Figure 6 This is a schematic diagram of the anti-collision beam assembly according to an embodiment of the present utility model. Figure 3 .

[0023] Explanation of reference numerals in the attached figures:

[0024] 1. First beam body; 2. Collision block; 21. First cavity structure; 211. Cavity unit; 22. Connecting plate; 221. Fixing hole; 23. Block body; 3. First energy-absorbing box; 4. Middle crossbeam; 41. Second cavity structure; 5. Second beam body; 6. Second energy-absorbing box. Detailed Implementation

[0025] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0026] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0027] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0028] This utility model provides a crash beam assembly, including a first beam body 1, a collision block 2, and a first energy-absorbing box 3; the first beam body 1 extends along the width direction of the vehicle; the first energy-absorbing box 3 is configured to correspond to the longitudinal beam of the vehicle body along the length direction of the vehicle body, and connects the first beam body 1 to the corresponding longitudinal beam of the vehicle body; the collision block 2 and the first energy-absorbing box 3 are arranged at intervals along the extension direction of the first beam body 1; one end of the collision block 2 is connected to the first beam body 1, and the other end is inclined toward the corresponding first energy-absorbing box 3; when the first beam body 1 is subjected to a lateral impact force that causes the part connected to the collision block 2 to displace toward the corresponding first energy-absorbing box 3, the first energy-absorbing box 3 is located on the movement path of the corresponding collision block 2.

[0029] It should be noted that the anti-collision beam assembly in this embodiment can be installed at either the front or rear of the vehicle. For ease of description later, the following explanation will use the example of the anti-collision beam assembly being installed at the front of the vehicle.

[0030] Specifically, such as Figure 1 , 2As shown, the first beam body 1 is curved overall, with its convex surface facing the front of the vehicle. After the first beam body 1 is installed, it extends along the width direction of the vehicle. Thus, in the event of a small offset collision, it can act as a crash beam to directly impact the obstacle, absorbing impact energy through deformation. The first energy-absorbing box 3 is positioned along the length direction of the vehicle and corresponds to the vehicle's longitudinal beam (not shown). The first energy-absorbing box 3 connects the first beam body 1 and the corresponding longitudinal beam; that is, the front end of the first energy-absorbing box 3 is connected to the first beam body 1, and the rear end of the first energy-absorbing box 3 is connected to the corresponding longitudinal beam. Thus, in the event of a small offset collision, a portion of the impact force received by the first beam body 1 can be transferred to the corresponding longitudinal beam through the first energy-absorbing box 3. The beam absorbs impact energy through the deformation of the first energy-absorbing box 3 and the slight deformation of the longitudinal beam of the vehicle body. The collision block 2 and the first energy-absorbing box 3 are arranged at intervals along the extension direction of the first beam body 1. One end of the collision block 2 is connected to the first beam body 1, and the other end is inclined toward the corresponding first energy-absorbing box 3. That is to say, the collision block 2 and the first energy-absorbing box 3 are both located on the rear end face of the first beam body 1. When the vehicle experiences a small offset collision event, the lateral impact force on the first beam body 1 can cause the part connected to the collision block 2 to shift toward the corresponding first energy-absorbing box 3. Since the first energy-absorbing box 3 is located on the moving path of the corresponding collision block 2, after the collision block 2 hits the corresponding first energy-absorbing box 3, the impact energy is absorbed through the deformation of the collision block and the corresponding first energy-absorbing box 3.

[0031] In this embodiment, compared with the existing anti-collision beam assembly, the anti-collision beam assembly of this embodiment can form a lateral force transmission structure through the cooperation of the collision block 2 and the corresponding first energy absorption box 3. That is to say, an additional collision force transmission path is added, thereby effectively improving the effect of absorbing impact energy when a small offset collision event occurs.

[0032] Optionally, there are two collision blocks 2 and two first energy-absorbing boxes 3, and the two first energy-absorbing boxes 3 are located between the two collision blocks 2.

[0033] Specifically, the number of first energy-absorbing boxes 3 is equal to the number of longitudinal beams of the vehicle body. Since there are two longitudinal beams in the vehicle body, the number of first energy-absorbing boxes 3 is also two. At the same time, small offset collision events may occur at the left front end and right front end of the vehicle, so each first energy-absorbing box 3 is equipped with a collision block 2, that is, the number of collision blocks 2 is also two.

[0034] like Figure 2 As shown, the two first energy-absorbing boxes 3 are located between the two collision blocks 2, that is, along the width direction of the vehicle, each collision block 2 is located on the side of the corresponding first energy-absorbing box 3 facing the outside of the vehicle.

[0035] In this optional embodiment, by reasonably setting the number and installation position of the collision blocks 2, when a small offset collision event occurs at the left or right front end of the vehicle, after the collision block 2 hits the first energy absorption box 3, the collision block 2 and the first energy absorption box 3 deform together, which can prolong the energy absorption time and improve the energy absorption efficiency, thereby more effectively protecting the main structure of the vehicle and the safety of the occupants, and reducing the degree of damage to the vehicle caused by the collision accident.

[0036] Furthermore, the projection of the collision block 2 onto the corresponding first energy-absorbing box 3 lies within the contour range of the first energy-absorbing box 3. Thus, when the collision block 2 impacts the corresponding first energy-absorbing box 3, the impact force can be transferred more directly and evenly to the first energy-absorbing box 3, thereby improving energy absorption efficiency. Secondly, this layout helps optimize the force distribution during the collision process, reducing local stress concentration and avoiding structural damage caused by uneven force distribution. In addition, when the collision block 2 contacts the first energy-absorbing box 3 and begins to deform, this design ensures that both work together, fully utilizing their respective energy absorption potential, further extending the energy absorption time, reducing the peak impact force, and thus better protecting the vehicle's main structure and the safety of the occupants.

[0037] Optionally, along the width direction of the vehicle, the straight-line distance from one end of the collision block 2 connected to the first beam body 1 to the corresponding first energy-absorbing box 3 is greater than the straight-line distance from the end of the collision block 2 away from the first beam body 1 to the corresponding first energy-absorbing box 3.

[0038] Specifically, such as Figure 2 As shown, along the width direction of the vehicle, the collision block 2 is inclined relative to the corresponding first energy-absorbing box 3, and the straight-line distance from the front end of the collision block 2 to the corresponding first energy-absorbing box 3 is greater than the straight-line distance from the rear end of the collision block 2 to the corresponding first energy-absorbing box 3.

[0039] In this optional embodiment, when a small offset collision occurs, the tilted collision block 2 can better adapt to collisions from different angles and directions, improving the vehicle's safety and crashworthiness under complex collision conditions. This design is particularly important in small offset collisions, as it can effectively guide the collision force and reduce the impact on the vehicle's main structure.

[0040] Optionally, the collision block 2 has a first cavity structure 21 inside.

[0041] Specifically, the shape of the first cavity structure 21 can be honeycomb-shaped, grid-shaped, or perforated. There are no restrictions; it depends on the actual needs. Thus, the design of the first cavity structure 21 not only reduces the weight of the collision block 2, but also allows it to effectively deform when the collision block 2 impacts the corresponding first energy-absorbing box 3 to absorb impact energy.

[0042] Optionally, the collision block 2 includes an integrally formed connecting plate 22 and a block body 23. One end face of the connecting plate 22 along the thickness direction is connected to the first beam body 1, and the other end face of the connecting plate 22 along the thickness direction is connected to the block body 23. The block body 23 is formed with the first cavity structure 21.

[0043] Specifically, the connecting plate 22 and the block body 23 are integrally manufactured and can be cast into shape using a mold during production. For example... Figure 3 As shown, the connecting plate 22 has two through fixing holes 221 along the thickness direction. When installing the collision block 2, rivets are used to pass through the fixing holes 221 and connect it to the first beam body 1 to achieve a fixed connection between the collision block 2 and the front end face of the first beam body 1. The block body 23 is set on the rear end face of the connecting plate 22 and is located between the two fixing holes 221. A first cavity structure 21 is formed on the block body 23, and the first cavity structure 21 is composed of four through cavity units 211.

[0044] In this optional embodiment, the integrally formed connecting plate 22 and block body 23 can reduce the number of connection points of the collision block 2, thereby reducing manufacturing and assembly costs. At the same time, the first cavity structure 21 can reduce the weight of the collision block 2 and effectively deform to absorb energy during collision, prolonging the energy absorption time, reducing the peak collision force, and improving the vehicle's crashworthiness.

[0045] It should be noted that although the above embodiments disclose a scheme in which the connecting plate 22 and the block body 23 are integrally manufactured, it does not exclude the possibility that the connecting plate 22 and the block body 23 are connected by rivets.

[0046] Optionally, the anti-collision beam assembly also includes a middle crossbeam 4, one end of which is connected to one of the first energy-absorbing boxes 3 and / or one of the vehicle body longitudinal beams, and the other end of which is connected to another first energy-absorbing box 3 and / or another vehicle body longitudinal beam.

[0047] In one implementation, such as Figure 2 As shown, the middle crossbeam 4 is disposed between the two first energy-absorbing boxes 3, and the two ends of the middle crossbeam 4 are respectively connected to the two first energy-absorbing boxes 3. The connection methods between the two are including but not limited to welding or riveting.

[0048] In another embodiment, the intermediate crossbeam 4 is disposed between the two longitudinal beams of the vehicle body, and the two ends of the intermediate crossbeam 4 are respectively connected to the front ends of the two longitudinal beams of the vehicle body. The connection method between the two includes, but is not limited to, welding or riveting.

[0049] In the two embodiments described above, the first beam body 1, the two first energy-absorbing boxes 3, and the intermediate crossbeam 4 form a closed-loop structure. When a small offset collision event occurs, it has two transmission paths, one longitudinal and one lateral, as detailed below:

[0050] (1) Longitudinal main transmission path: The impact force generated by the vehicle collision is first transmitted to the first beam body 1, then transmitted to the two body longitudinal beams through the two first energy absorption boxes 3 respectively, and then transmitted to the torsion box through the body longitudinal beams, and finally transmitted to the door sill beam.

[0051] (2) Lateral transmission path: The impact force generated by the vehicle collision will cause the end of the first beam body 1 to deform and move toward the corresponding first energy-absorbing box 3. When the collision block 2 hits the corresponding first energy-absorbing box 3, the impact force can be transmitted to the corresponding first energy-absorbing box 3. The first energy-absorbing box 3 is subjected to lateral compression deformation to absorb some energy. At the same time, the impact force can be transmitted to the middle cross beam 4, and then to the longitudinal beam of the vehicle body on the opposite side, further dispersing the transmission path of the impact force, fully absorbing energy in the collision deformation area, and reducing the intrusion into the passenger compartment and battery box.

[0052] Optionally, such as Figure 2 As shown, the intermediate crossbeam 4 is curved, and the convex surface of the intermediate crossbeam 4 faces the first beam body 1.

[0053] In this optional embodiment, under low-speed collision conditions, the first beam body 1 can contact the intermediate crossbeam 4, the peak load increases, the intermediate crossbeam 4 participates in collision energy absorption, and the maximum intrusion of the first beam body 1 is reduced.

[0054] Optionally, such as Figure 4 As shown, the middle crossbeam 4 has a second cavity structure 41 inside.

[0055] Specifically, the middle crossbeam 4 is a hollow structure, and its vertical cross-sectional shape can be a square, a circle, or other shapes, etc. There are no restrictions here, and it depends on the actual needs.

[0056] Optionally, such as Figure 5 , 6 As shown, the anti-collision beam assembly also includes a second beam body 5 and two second energy-absorbing boxes 6; the second beam body 5 is located below the first beam body 1 and extends along the width direction of the vehicle; the two second energy-absorbing boxes 6 are spaced apart on the second beam body 5 along the width direction of the vehicle, and the two second energy-absorbing boxes 6 are respectively connected to the vehicle's subframe (not shown).

[0057] In this optional embodiment, when a vehicle collision occurs, the impact force generated by the collision is first transmitted to the second beam body 5, then transmitted to the subframe through the two second energy-absorbing boxes 6, and then transmitted from the subframe to the torsion box, and finally to the sill beam. This further improves the efficiency of impact energy absorption.

[0058] This utility model embodiment provides a cabin frame assembly, including the anti-collision beam assembly as described above.

[0059] The cabin frame assembly of this utility model has the same beneficial effects as the above-mentioned anti-collision beam assembly compared with the prior art, so it will not be described again here.

[0060] An embodiment of this utility model provides a vehicle including the engine compartment frame assembly as described above.

[0061] The vehicle of this utility model has the same beneficial effects as the above-mentioned anti-collision beam assembly compared with the prior art, so it will not be described again here.

[0062] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A crash beam assembly, characterized in that, The system includes a first beam body (1), a collision block (2), and a first energy-absorbing box (3). The first beam body (1) extends along the width direction of the vehicle. The first energy-absorbing box (3) is configured to correspond to the longitudinal beam of the vehicle body along the length direction of the vehicle body and connect the first beam body (1) to the corresponding longitudinal beam. The collision block (2) and the first energy-absorbing box (3) are arranged at intervals along the extension direction of the first beam body (1). One end of the collision block (2) is connected to the first beam body (1), and the other end is inclined toward the corresponding first energy-absorbing box (3). When the first beam body (1) is subjected to a lateral impact force, causing the part connected to the collision block (2) to displace toward the corresponding first energy-absorbing box (3), the first energy-absorbing box (3) is located on the movement path of the corresponding collision block (2).

2. The anti-collision beam assembly according to claim 1, characterized in that, There are two collision blocks (2) and two first energy-absorbing boxes (3), and the two first energy-absorbing boxes (3) are located between the two collision blocks (2).

3. The anti-collision beam assembly according to claim 1, characterized in that, Along the width direction of the vehicle, the straight-line distance from one end of the collision block (2) connected to the first beam body (1) to the corresponding first energy-absorbing box (3) is greater than the straight-line distance from one end of the collision block (2) away from the first beam body (1) to the corresponding first energy-absorbing box (3).

4. The anti-collision beam assembly according to claim 1, characterized in that, The collision block (2) has a first cavity structure (21) inside.

5. The anti-collision beam assembly according to claim 4, characterized in that, The collision block (2) includes an integrally formed connecting plate (22) and a block body (23). One end face of the connecting plate (22) along the thickness direction is connected to the first beam body (1), and the other end face of the connecting plate (22) along the thickness direction is connected to the block body (23). The block body (23) is formed with the first cavity structure (21).

6. The anti-collision beam assembly according to claim 1, characterized in that, It also includes a middle crossbeam (4), one end of which is connected to one of the first energy-absorbing boxes (3) and / or one of the vehicle body longitudinal beams, and the other end is connected to another first energy-absorbing box (3) and / or another vehicle body longitudinal beam.

7. The anti-collision beam assembly according to claim 6, characterized in that, The intermediate crossbeam (4) is curved, and the convex surface of the intermediate crossbeam (4) faces the first beam body (1).

8. The anti-collision beam assembly according to claim 6 or 7, characterized in that, The intermediate crossbeam (4) has a second cavity structure (41) inside.

9. A cabin frame assembly, characterized in that, Includes the anti-collision beam assembly as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the cabin frame assembly as described in claim 9.

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