Anti-collision assembly for automobile and automobile

Abstract

The utility model discloses an anti-collision assembly for an automobile and the automobile. The anti-collision assembly comprises a front buffer beam assembly and a pair of automobile body front connecting frames. The front buffer beam assembly comprises a front buffer cross beam arranged in the width direction of the automobile, a pair of front buffer longitudinal beams arranged in the length direction of the automobile and fixedly installed at the two ends of the front buffer cross beam, and a pair of supporting beams in one-to-one correspondence with the pair of automobile body front connecting frames. Each automobile body front connecting frame extends from one end of the automobile body front connecting frame to the other end of the automobile body front connecting frame in the length direction of the automobile, the other end of each automobile body front connecting frame is fixedly connected with one end of the corresponding supporting beam, and the other end of each supporting beam is fixedly connected with the corresponding connecting plate. When the supporting beam and the front connecting frame deform due to collision force, the maintenance cost can be reduced due to the fact that the supporting beam is not directly connected with the front buffering cross beam and the front buffering longitudinal beam.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing technology, and more specifically, to a collision avoidance component for automobiles and an automobile. Background Technology

[0002] The 50% overlap moving progressive deformable barrier (MPDB) crash test is a method for evaluating vehicle safety in a frontal offset collision. This test method has gradually become one of the mainstream international crash test standards in recent years because it more closely resembles the collision scenarios in real-world traffic accidents and can more accurately reflect the safety performance of vehicles in the real world.

[0003] Specifically, the 50% overlap moving progressive deformable barrier (MPDB) simulates a scenario where two vehicles collide at a speed of 50 km / h, which is closer to real-life collision situations.

[0004] In existing technologies, most automotive collision avoidance assemblies are designed with structures such as three-path and wraparound front frames to meet the evaluation requirements of the 50% overlap moving progressive deformable barrier crash test and to satisfy the vehicle's obstacle avoidance requirements. However, these designs have disadvantages such as numerous parts, heavy weight, and high cost. In the event of a frontal collision, if one area is damaged, because the three-path and wraparound front frame is a connected structure, damage to one path of the front frame will affect other paths. For example, if the lower path of the front frame is impacted, the middle and upper paths will also be affected.

[0005] Therefore, the existing three-path, wraparound structure of automotive anti-collision assemblies has the disadvantage of high maintenance costs because the front frame has many parts and is heavy. When a collision occurs at the front of the car, damage to one path of the front frame will affect other paths. Utility Model Content

[0006] The purpose of this invention is to solve the problem that the existing three-path, wraparound structure of the automotive anti-collision assembly has many parts and is heavy. When a collision occurs at the front of the car, if one path of the front frame is damaged, it will affect other paths, resulting in high maintenance costs.

[0007] To address the aforementioned problems, this utility model provides a collision avoidance component for automobiles, including a front buffer beam assembly and a pair of front body connecting frames. The front buffer beam assembly is used to be installed at the front of the automobile and includes a front buffer crossbeam arranged along the width direction of the automobile, a pair of front buffer longitudinal beams arranged along the length direction of the automobile and fixedly installed at both ends of the front buffer crossbeam, and a pair of support beams corresponding one-to-one with the pair of front body connecting frames.

[0008] Among them, the front buffer crossbeam is fixedly provided with a pair of connecting plates corresponding to a pair of front body connecting frames. One end of each front body connecting frame is used to connect with the A-pillar of its corresponding car. Each front body connecting frame extends from one end along the length of the car to the other end. The other end of the front body connecting frame is fixedly connected to one end of the corresponding support beam. The other end of the support beam is fixedly connected to the corresponding connecting plate.

[0009] Furthermore, in the height direction of the vehicle, both the support beam and the front connecting frame of the vehicle body are located above the front buffer longitudinal beam.

[0010] By adopting the above technical solution, when a car crash test or a frontal collision occurs, if only the upper part of the car is impacted in the height direction, the support beam and the front connecting frame of this anti-collision component are located above the front buffer longitudinal beam in the height direction. The impact force from the upper part of the car can be buffered by the support beam and the front connecting frame. When the support beam and the front connecting frame deform due to the impact force, since there is no direct connection between the support beam and the front buffer crossbeam and the front buffer longitudinal beam, the impact of the deformation of the support beam caused by the impact force on the front buffer crossbeam and the front buffer longitudinal beam will be reduced, thereby reducing maintenance costs.

[0011] Furthermore, in the height direction, this anti-collision component only needs to design a front buffer longitudinal beam to meet the collision force of the lower path of the car, and set up a support beam to meet the collision force of the upper path of the car. Moreover, the two are connected by a connecting plate, so that when the upper or lower part of the car is subjected to a collision force, the front buffer longitudinal beam and the support beam can share the collision force they receive. While ensuring the safety of the car, it also reduces the number of parts in the anti-collision component, and has the advantages of simple structure and low manufacturing cost.

[0012] In summary, the combination of the front buffer longitudinal beam and the support beam in this anti-collision component forms a structure that effectively absorbs and disperses collision forces. This ensures vehicle safety while reducing the number of parts in the anti-collision structure, offering advantages such as simple structure and low manufacturing cost. Furthermore, since the support beam is not directly connected to the front buffer crossbeam and front buffer longitudinal beam, even if the support beam deforms due to collision forces, it will not cause deformation of the front buffer crossbeam and front buffer longitudinal beam, thus reducing vehicle maintenance costs.

[0013] Furthermore, in order to improve the safety of automobiles in crash tests and in the event of a frontal collision, one embodiment of the anti-collision component includes a pair of front buffer longitudinal beams corresponding to a pair of connecting plates, with one end of the front buffer longitudinal beams fixedly mounted to the connecting plates, and the front buffer longitudinal beams extending from one end along the length of the automobile to the other end.

[0014] The front connecting frame of the vehicle body includes an inner frame and an outer frame. The inner frame and the outer frame are fixedly connected on their adjacent sides. Each of the inner and outer frames extends from one end along the length of the vehicle to the other end. One end of the inner frame and one end of the outer frame are used to connect to the A-pillar of the vehicle.

[0015] Furthermore, the inner frame and outer frame of the front frame surround and form a receiving cavity with an opening facing the connecting plate. One end of the support beam extends into the receiving cavity and is fixedly connected to the inner wall of the receiving cavity, while the other end is fixedly connected to the side wall of the connecting plate near the receiving cavity.

[0016] By adopting the above technical solution, one end of the front buffer longitudinal beam is fixedly installed on the connecting plate. When the collision force from the front of the car is transmitted to the connecting plate, the connecting plate can transmit the collision force to the front buffer longitudinal beam, thereby causing the front buffer longitudinal beam to collapse or deform to absorb the collision force.

[0017] Furthermore, by setting up an inner frame and an outer frame of the front frame to surround and form a receiving cavity with an opening facing the connecting plate, and extending one end of the support beam into the receiving cavity and fixing it to the inner wall of the receiving cavity, when the car crash test or a collision accident occurs, and the collision force comes from the side of the support beam, the connection position between the support beam and the front connecting frame of the vehicle body transitions to each other, thereby making the support strength between the support beam and the front connecting frame of the vehicle body higher.

[0018] Furthermore, in order to further enhance the connection strength between the support beam and the connecting plate, ensure the safety of the vehicle, and facilitate the installation of the support beam, one embodiment of the anti-collision component includes a base. The base is installed on the side wall of the connecting plate near the receiving cavity. The base includes a fixing plate and a reinforcing plate. The fixing plate is fixedly and detachably connected to the side wall of the connecting plate near the receiving cavity. The reinforcing plate is formed at the edge of the fixing plate away from the connecting plate and extends from the fixing plate in the thickness direction of the fixing plate. One end of the support beam extends into the receiving cavity and is fixedly connected to the bottom wall of the receiving cavity. The other end of the support beam is fixedly connected to both the fixing plate and the reinforcing plate.

[0019] By adopting the above technical solution, the support beam is conveniently replaced by fixing the fixing plate and the connecting plate near the side wall of the receiving cavity and making them detachable. Furthermore, the other end of the support beam is fixedly connected to both the fixing plate and the reinforcing plate, which allows the support beam and the base to be connected to each other in both the length and width directions, thereby strengthening the connection strength between the support beam and the base.

[0020] Furthermore, in order to further improve the cushioning performance of the vehicle in a collision accident, one embodiment of the anti-collision component includes a front buffer beam assembly that also includes energy-absorbing components. The energy-absorbing components include a pair of energy-absorbing members arranged along the length of the vehicle and located at both ends of the front buffer crossbeam. Each energy-absorbing member extends from one end along the length of the vehicle to the other end. One end of the energy-absorbing member is fixedly connected to the side of the front buffer crossbeam near the front bulkhead, and the other end is fixedly connected to the side of the connecting plate near the front buffer crossbeam. One end of the front buffer longitudinal beam is fixedly and detachably connected to the side of the connecting plate away from the front buffer crossbeam.

[0021] By adopting the above technical solution, energy-absorbing components are set up to absorb energy when a car collides, reducing damage to the front structure of the car, thereby reducing damage to the front buffer beam assembly when the car collides.

[0022] This utility model also provides an automobile, including an A-pillar and the aforementioned anti-collision components, wherein one end of each front connecting frame of the vehicle body is fixedly connected to its corresponding A-pillar.

[0023] By adopting the above technical solution, the front buffer longitudinal beam and support beam of the anti-collision component are combined to form a structure that can effectively absorb energy and disperse collision force. While ensuring the safety of the car, it also reduces the number of parts in the car's anti-collision structure. It has the advantages of simple structure and low manufacturing or maintenance cost. Attached Figure Description

[0024] Figure 1 An exploded view of the front buffer beam assembly of the anti-collision component provided in this embodiment of the utility model;

[0025] Figure 2 A partially exploded view of the front buffer beam assembly of the anti-collision component provided in this embodiment of the utility model;

[0026] Figure 3 A partial structural schematic diagram of the anti-collision component provided in an embodiment of this utility model from a first-view perspective;

[0027] Figure 4 A partial structural schematic diagram of the anti-collision component provided in an embodiment of this utility model from a second perspective;

[0028] Figure 5 A partial structural schematic diagram of the front buffer beam assembly provided in this embodiment of the utility model;

[0029] Figure 6 A top view of a portion of the structure of the anti-collision component provided in an embodiment of this utility model;

[0030] Figure 7 A side view of a portion of the structure of the anti-collision component provided in an embodiment of this utility model;

[0031] Figure 8 A front view of a portion of the structure of the anti-collision component provided in an embodiment of this utility model;

[0032] Figure 9 A schematic diagram showing a partial structural connection between the front buffer beam assembly and the front vehicle body connecting frame provided in this embodiment of the utility model;

[0033] Figure 10 This is a schematic diagram of the overall structure of the support beam provided in an embodiment of the present utility model;

[0034] Figure 11 A cross-sectional view of a closed beam provided in an embodiment of this utility model.

[0035] Explanation of reference numerals in the attached figures:

[0036] 1. Front buffer beam assembly;

[0037] 10. Front buffer crossbeam;

[0038] 11. Front buffer longitudinal beam;

[0039] 12. Support beam;

[0040] 120. Closed beam; 121. Fastening component; 122. First projection weld nut; 123. Fastening bolt; 124. Mounting hole; 125. Viewing port; 126. Drain outlet;

[0041] 13. Connecting plate;

[0042] 14. Base;

[0043] 140. Fixing plate; 141. Reinforcing plate; 142. Fixing connection component; 143. Fixing bolt; 144. Through hole;

[0044] 15. Energy-absorbing components;

[0045] 150. Energy-absorbing components;

[0046] 2. Front connecting frame of the vehicle body;

[0047] 20. Inner frame of the front frame; 21. Outer frame of the front frame; 22. Receiving cavity;

[0048] 3. A-pillar;

[0049] 30. Inner panel of A-pillar; 31. Outer panel of A-pillar;

[0050] 4. Front panel;

[0051] 5. Vibration damping tower;

[0052] 6. Width direction; 7. Length direction. Detailed Implementation

[0053] In existing technologies, most automotive collision avoidance assemblies are designed with structures such as three-path and wraparound front frames to meet the evaluation requirements of the 50% overlap moving progressive deformable barrier crash test and to satisfy the vehicle's obstacle avoidance requirements. However, these designs have disadvantages such as numerous parts, heavy weight, and high cost. In the event of a frontal collision, if one area is damaged, because the three-path and wraparound front frame is a connected structure, damage to one path will affect other paths. For example, if the lower path of the front frame is impacted, the middle and upper paths will also be affected; thus, there is a disadvantage of high repair costs.

[0054] To address the aforementioned problems, this utility model provides a collision avoidance component for automobiles. During a car crash test or a frontal collision, if only the upper part of the car is impacted in the height direction, the support beam and the front connecting frame of the collision avoidance component are located above the front buffer longitudinal beam. The support beam and the front connecting frame can buffer the impact force from the upper part of the car. When the support beam and the front connecting frame deform due to the impact force, since there is no direct connection between the support beam and the front buffer crossbeam and front buffer longitudinal beam, the impact of deformation of the support beam caused by the impact force, leading to deformation of the support beam along with the front buffer crossbeam and front buffer longitudinal beam, is reduced, thereby lowering maintenance costs.

[0055] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0056] like Figure 1 and Figure 2 As shown, this utility model discloses a collision avoidance component for automobiles, including a front buffer beam assembly 1 and a pair of front body connecting frames 2. The front buffer beam assembly 1 is used to be installed at the front of the automobile and includes a front buffer crossbeam 10 arranged along the width direction 6 of the automobile, a pair of front buffer longitudinal beams 11 arranged along the length direction 7 of the automobile and fixedly installed at both ends of the front buffer crossbeam 10, and a pair of support beams 12 corresponding one-to-one with the pair of front body connecting frames 2.

[0057] Specifically, the front buffer beam 10 is designed to absorb some of the impact energy in the event of a collision occurring at the center or lower part of the front of the vehicle, such as a rear-end collision. This reduces injury to the occupants and protects the vehicle and its occupants. The front buffer longitudinal beam 11 is designed to collapse and absorb energy in the event of a frontal collision, further ensuring the safety of the vehicle and its occupants. The main function of the support beam 12 is to absorb impact energy in the event of a collision occurring at the upper part of the front of the vehicle, such as a rear-end collision with a truck, where the impact point is high in the vertical direction. This ensures the safety of the vehicle and its occupants.

[0058] It is important to understand that when a collision occurs at the center or lower front of the vehicle, please refer to the appendix for the source of the impact force. Figure 7 Arrows a and b in the diagram; when a collision occurs at the upper front part of the car, please refer to the appendix for the source of the impact force. Figure 7 Arrows c and d are shown in the diagram.

[0059] Furthermore, the front buffer beam 10 is fixedly provided with a pair of connecting plates 13 at both ends, corresponding one-to-one with a pair of front body connecting frames 2. One end of each front body connecting frame 2 is used to connect to the A-pillar 3 of its corresponding vehicle, and each front body connecting frame 2 extends from one end along the length direction 7 of the vehicle to the other end. The other end of the front body connecting frame 2 is fixedly connected to one end of the corresponding support beam 12, and the other end of the support beam 12 is fixedly connected to the corresponding connecting plate 13. In addition, in the height direction 6 of the vehicle, the support beam 12 and the front body connecting frame 2 are both located above the front buffer longitudinal beam 11. When the frontal collision position of the vehicle is high in the height direction, the support beam 12 can absorb the impact energy to ensure the safety of the vehicle and its occupants.

[0060] Specifically, the beneficial effects of this anti-collision component are as follows: When a car crash test or a frontal collision occurs, if only the upper part of the car is impacted in the height direction, since the support beam 12 and the front connecting frame 2 of the anti-collision component are both located above the front buffer longitudinal beam 11 in the height direction, the impact force from the upper part of the car can be buffered through the support beam 12 and the front connecting frame. When the support beam 12 and the front connecting frame deform due to the impact force, since the support beam 12 has no direct connection with the front buffer crossbeam 10 and the front buffer longitudinal beam 11, the impact of the deformation of the support beam 12 caused by the impact force, which in turn causes the deformation of the support beam 12, the front buffer crossbeam 10, and the front buffer longitudinal beam 11, will be reduced, thereby reducing maintenance costs.

[0061] More specifically, in the height direction, this anti-collision component only uses the design of the front buffer longitudinal beam 11 to meet the collision force from the lower and middle positions of the front of the car, and the setting of the support beam 12 to meet the collision force from the upper position of the front of the car. Furthermore, the two are connected by the setting of the connecting plate 13, so that when the upper or lower part of the car is subjected to a collision force, the front buffer longitudinal beam 11 and the support beam 12 can share the collision force they receive. While ensuring the safety of the car, it also reduces the number of parts in the car anti-collision structure, and has the advantages of simple structure and low manufacturing cost.

[0062] In summary, the cooperation between the front buffer longitudinal beam 11 and the support beam 12 of this anti-collision component forms a structure that can effectively absorb energy and disperse collision forces. While ensuring vehicle safety, it also reduces the number of parts in the anti-collision component, offering advantages such as simple structure and low manufacturing cost. Furthermore, since the support beam 12 has no direct connection to the front buffer crossbeam 10 and the front buffer longitudinal beam 11, it reduces the impact of deformation of the support beam 12 due to collision forces, which in turn causes deformation of the front buffer crossbeam 10 and the front buffer longitudinal beam 11, thereby reducing vehicle maintenance costs.

[0063] The following provides a further explanation of the configuration of the front connecting frame 2 of the vehicle body and its connection relationship with the support beam 12.

[0064] like Figures 2-4As shown, in one feasible implementation, in order to improve the safety of the vehicle in crash tests and in the event of a frontal collision, a pair of front buffer longitudinal beams 11 are provided in correspondence with a pair of connecting plates 13. One end of the front buffer longitudinal beam 11 is fixedly installed on the connecting plate 13, and the front buffer longitudinal beam 11 extends from one end along the length direction 7 of the vehicle to the other end. When a collision occurs at the middle or lower part of the front of the vehicle, the impact force on the front buffer crossbeam 10 is quickly transferred to the front buffer longitudinal beam 11 through the connecting plate 13, thereby dispersing the impact energy and avoiding the problem of the front buffer crossbeam 10 being severely damaged due to bearing the impact force alone.

[0065] Furthermore, the front connecting frame 2 of the vehicle body includes an inner frame 20 and an outer frame 21. The inner frame 20 and the outer frame 21 are fixedly connected at their adjacent sides. Each frame of the inner frame 20 and the outer frame 21 extends from one end along the length 7 of the vehicle to the other end. One end of the inner frame 20 and one end of the outer frame 21 are used to connect to the A-pillar 3 of the vehicle. It should be understood that the inner frame 20 and the outer frame 21 are detachably connected. When a collision occurs, if only the outer frame 21 is damaged in the front connecting frame 2, only the outer frame 21 needs to be repaired or replaced during the repair or replacement process, further reducing the vehicle's repair costs.

[0066] More specifically, the inner frame 20 and the outer frame 21 of the front frame surround and form a receiving cavity 22 with an opening facing the connecting plate 13. One end of the support beam 12 extends into the receiving cavity 22 and is fixedly connected to the inner wall of the receiving cavity 22, and the other end is fixedly connected to the side wall of the connecting plate 13 near the receiving cavity 22. When the car crash test or a collision accident occurs, and the collision force comes from the side of the support beam 12, since the connection position of the support beam 12 and the front connecting frame 2 of the vehicle body coincides with each other and is fixedly overlapped, that is, there is an overlap section between the two, the support strength of the support beam 12 and the front connecting frame 2 of the vehicle body is higher, which further ensures the safety of the car.

[0067] For more details, please refer to Figure 7 The support beam 12 is inclined along the length direction 7. Therefore, the end of the support beam 12 that extends into the receiving cavity 22 overlaps with the inner wall of the receiving cavity 22 in the height direction. Thus, when a collision occurs at the upper part of the front of the car and the collision position of the front of the car is relatively high in the height direction, the support beam 12 can absorb the impact energy and if it deforms or collapses, the bending direction and the direction of movement are more likely to avoid the driver, thereby improving the safety of the car.

[0068] Furthermore, such as Figures 6-10As shown, in one feasible embodiment, in order to further enhance the connection strength between the support beam 12 and the connecting plate 13, ensure the safety of the vehicle, and facilitate the installation of the support beam 12, the front buffer beam assembly 1 also includes a base 14. The base 14 is mounted on the side wall of the connecting plate 13 near the receiving cavity 22. The base 14 includes a fixing plate 140 and a reinforcing plate 141. The fixing plate 140 is fixedly and detachably connected to the side wall of the connecting plate 13 near the receiving cavity 22. The reinforcing plate 141 is formed at the edge of the fixing plate 140 away from the connecting plate 13 and extends from the fixing plate 140 toward the thickness direction of the fixing plate 140. One end of the support beam 12 extends into the receiving cavity 22 and is fixedly connected to the bottom wall of the receiving cavity 22. The other end of the support beam 12 is fixedly connected to both the fixing plate 140 and the reinforcing plate 141.

[0069] Specifically, by setting the fixing plate 140 and the connecting plate 13 to be fixed and detachably connected near the side wall of the receiving cavity 22, it is convenient to replace the support beam 12 in the future; and by setting the other end of the support beam 12 to be fixedly connected to both the fixing plate 140 and the reinforcing plate 141, the support beam 12 and the base 14 can be connected to each other in both the length direction 7 and the width direction 6, thereby making the connection strength between the support beam 12 and the base 14 higher.

[0070] Alternatively, in one feasible implementation, such as Figures 6-10 As shown, each support beam 12 extends downwards at an angle from one end along the length direction 7 of the vehicle to the other end. It can be seen that the support beam 12 is rod-shaped, which makes the space occupied by the support beam 12 between the fixing plate and the receiving cavity 22 less, and the structure is simpler, thereby reducing the manufacturing cost of the vehicle.

[0071] Furthermore, in one feasible implementation, such as Figure 10 and Figure 11 As shown, the support beam 12 is configured as a closed beam 120 with a rectangular cross-section and a hollow interior. One end of the closed beam 120 extends into the receiving cavity 22 and is fixedly connected to the bottom wall of the receiving cavity 22, while the other end is fixedly connected to both the fixing plate 140 and the reinforcing plate 141. Furthermore, the length direction 7 of the closed beam 120 is parallel to the thickness direction of the fixing plate 140. It should be understood that the closed beam 120 refers to a beam whose cross-section is completely closed, and it is usually manufactured using a hydroforming process. The cross-sectional shape of the closed beam 120 can be rectangular, circular, or other closed shapes.

[0072] Specifically, the support beam 12 is set as a closed beam 120. Since the closed section beam is less prone to deformation under stress and has better stability, the safety performance of the vehicle can be further improved.

[0073] For example, in one embodiment, the closed beam 120 can be made by stamping and welding the upper and lower parts, or by using seamless steel pipe (cold drawn), or by high-frequency welding after roll forming of sheet metal. Regarding the size selection of the closed beam 120, the thickness of the top and bottom walls can be set to 50mm, and the thickness of the two side walls can be set to 20mm. Regarding the material of the closed beam 120, low-carbon alloy steel (SCR300L), cold-rolled low-carbon steel plate (SCR340L), etc., are not exclusively limited to this method in this invention.

[0074] Furthermore, in one feasible implementation, such as Figure 9 and Figure 10 As shown, in order to ensure the reliability of the fixed connection between the closed beam 120 and the front connecting frame 2 of the vehicle body, a fastening component 121 is also provided at one end of the closed beam 120. The fastening component 121 includes a plurality of first projection weld nuts 122 fixedly welded to the bottom wall surface of one end of the closed beam 120, and a plurality of fastening bolts 123 corresponding to the plurality of first projection weld nuts 122. The bottom wall surface of the receiving cavity 22 is provided with a plurality of mounting holes 124 corresponding to the plurality of first projection weld nuts 122. The mounting holes 124 are adapted to the fastening bolts 123, and the fastening bolts 123 pass through the mounting holes 124 and are fixedly connected to the projection weld nuts. It should be understood that the number of multiple first projection weld nuts 122 can be 2, 4, 5, etc.; the number of multiple fastening bolts 123 corresponding to the multiple first projection weld nuts 122 can also be 2, 4, 5, etc.; the number of multiple mounting holes 124 corresponding to the multiple first projection weld nuts 122 can also be 2, 4, 5, etc.

[0075] Specifically, by setting multiple first projection weld nuts 122 and multiple fastening bolts 123, the closed beam 120 is fixedly connected to the front connecting frame 2 of the vehicle body. This ensures a reliable connection between the closed beam 120 and the front connecting frame 2, reducing the risk of the support beam 12 detaching from the front connecting frame 2 under external impact forces. Furthermore, the closed beam 120 is detachably connected to the front connecting frame 2, facilitating the removal and replacement of the support beam 12 during subsequent maintenance.

[0076] Alternatively, in another implementation, such as Figure 9 and Figure 10As shown, in order to achieve a detachable connection between the base 14 and the connecting plate 13, the base 14 is also provided with a fixing connection component. The fixing plate 140 has multiple through holes 144. The fixing connection component includes multiple second projection weld nuts fixedly disposed on the fixing plate 140 and corresponding to the multiple through holes 144, and multiple fixing bolts 143 corresponding to the multiple second projection weld nuts. The connecting plate 13 has multiple threaded mounting holes corresponding to the multiple through holes 144. The fixing bolts 143 pass through the second projection weld nuts, the through holes 144 and the threaded mounting holes in sequence to fix the fixing plate 140 and the connecting plate 13. It should be understood that the number of multiple second projection weld nuts can be 2, 4, 5, etc., and the number of multiple fastening bolts 123 corresponding to the multiple second projection weld nuts can also be 2, 4, 5, etc.; the number of multiple through holes 144 corresponding to the multiple second projection weld nuts can also be 2, 4, 5, etc.; and the number of multiple threaded mounting holes corresponding to the multiple through holes 144 can also be 2, 4, 5, etc.

[0077] Specifically, by setting multiple second projection weld nuts and multiple fixing bolts 143, on the one hand, the base 14 and the connecting plate 13 can be detachably connected, which facilitates the subsequent disassembly, replacement or maintenance of the support beam 12, and on the other hand, the connection strength between the base 14 and the connecting plate 13 can be increased.

[0078] Alternatively, in one feasible implementation, such as Figure 10 As shown, a viewing port 125 is also provided on the top wall of one end of the closed beam 120, which is directly opposite to a plurality of first projection weld nuts 122. This allows the staff to observe whether the first projection weld nuts 122 are aligned with the mounting holes 124 through the viewing port 125 when the closed beam 120 is installed together with the front connecting frame 2 of the vehicle body, thus improving the convenience of installing the closed beam 120.

[0079] Furthermore, in one feasible embodiment, a drain outlet 126 is also provided on the bottom wall surface of the other end of the closed beam 120. By providing the drain outlet 126, when the closed beam 120 is painted or water gets in, if water or paint seeps into the inner cavity of the closed beam 120 from the connection point between the closed beam 120 and other components, the drain outlet 126 can drain the water or paint, thus preventing the closed beam 120 from being corroded by water or paint in its inner cavity during long-term use, thereby extending the life of the support beam 12 and improving the reliability of the vehicle.

[0080] Furthermore, in one feasible implementation, such as Figure 5 and Figure 6As shown, when a car is involved in a collision, in order to further reduce the damage to the front buffer crossbeam 10 and the front buffer longitudinal beam 11, and to improve the safety of the car, the front buffer beam assembly 1 also includes an energy-absorbing component 15. The energy-absorbing component 15 includes a pair of energy-absorbing members 150 arranged along the length direction 7 of the car and located at both ends of the front buffer crossbeam 10. Each energy-absorbing member 150 extends from one end along the length direction 7 of the car to the other end. One end of the energy-absorbing member 150 is fixedly connected to the side of the front buffer crossbeam 10 near the front bulkhead 4, and the other end is fixedly connected to the side of the connecting plate 13 near the front buffer crossbeam 10. One end of the front buffer longitudinal beam 11 is fixedly and detachably connected to the side of the connecting plate 13 away from the front buffer crossbeam 10.

[0081] Specifically, by setting a pair of energy-absorbing components 150 at both ends of the front buffer beam 10, when the car is in a crash test or a frontal collision occurs, the pair of energy-absorbing components 150 can absorb the collision energy, protect the safety of the passengers in the car, and reduce the damage to the car body.

[0082] It should be understood that the structure and arrangement of the energy-absorbing component 150 are not limited; for example, it can be set as an energy-absorbing box.

[0083] In another feasible implementation, the energy-absorbing component 15 includes a plurality of energy-absorbing members 150 arranged along the length direction 7 of the vehicle and located on the side of the front buffer crossbeam 10 near the front buffer longitudinal beam 11, and evenly spaced apart. This allows the front buffer crossbeam 10 to disperse and absorb collision energy when subjected to a collision force, further improving the vehicle's safety performance. It should be understood that when multiple energy-absorbing members 150 are provided, the number of energy-absorbing members 150 can be 2, 4, 6, etc.

[0084] This utility model also provides a car, such as Figure 1 and Figure 2 As shown, including the A-pillar 3 and the aforementioned anti-collision components, one end of each front connecting frame 2 of the vehicle body is fixedly connected to its corresponding A-pillar 3; thus, the cooperation of the front buffer longitudinal beam 11 and the support beam 12 of the anti-collision components forms a structure that can effectively absorb energy and disperse collision forces. While ensuring the safety of the vehicle, it also reduces the number of parts in the vehicle's anti-collision structure, and has the advantages of simple structure and low manufacturing cost.

[0085] Furthermore, in one feasible embodiment, the vehicle also includes a front bulkhead 4, a pair of shock absorber towers 5 corresponding one-to-one with a pair of front buffer longitudinal beams 11, and an A-pillar 3 including an inner A-pillar panel 30 and an outer A-pillar panel 31 fixedly mounted on the front bulkhead. One end of the inner frame 20 of the front frame is fixedly connected to the inner A-pillar panel 30, and one end of the outer frame 21 of the front frame is fixedly connected to the outer A-pillar panel 31. The other end of the front buffer longitudinal beams 11 is fixedly connected to both the shock absorber towers 5 and the front bulkhead 4.

[0086] Specifically, by fixing one end of the inner frame 20 of the front frame to the inner A-pillar panel 30, and fixing one end of the outer frame 21 of the front frame to the outer A-pillar panel 31, when replacing the outer frame 21 of the front frame, only the outer A-pillar panel 31 needs to be removed to complete the replacement, thereby shortening the vehicle's maintenance process. By installing the shock absorber tower 5, the overall rigidity of the vehicle is enhanced, allowing the vehicle to better resist torsion and deformation during driving, especially maintaining the stability and balance of the vehicle body during high-speed driving and sharp turns.

[0087] The above description illustrates the implementation of this utility model through specific embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details are included in the above description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0088] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0089] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model.

[0090] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0091] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

Claims

1. A crash avoidance assembly for an automobile, characterized by, The front bumper beam assembly is arranged at the front of the automobile and comprises a front bumper cross beam arranged along the width direction of the automobile, a pair of front bumper longitudinal beams arranged along the length direction of the automobile and fixedly installed at the two ends of the front bumper cross beam, and a pair of support beams corresponding to the pair of front body connection frames. The two ends of the front bumper cross beam are fixedly provided with a pair of connection plates corresponding to the pair of front body connection frames, one end of each front body connection frame is arranged to be connected with the A pillar of the corresponding automobile, and each front body connection frame extends from one end to the other end along the length direction of the automobile, the other end of the front body connection frame is fixedly connected with one end of the corresponding support beam, and the other end of the support beam is fixedly connected with the corresponding connection plate. In the height direction of the automobile, the support beam and the front body connection frame are both above the front bumper longitudinal beam.

2. The crash avoidance assembly of claim 1, wherein, The pair of front bumper longitudinal beams correspond to the pair of connection plates, one end of the front bumper longitudinal beam is fixedly installed on the connection plate, and the front bumper longitudinal beam extends from one end to the other end along the length direction of the automobile. The front body connection frame comprises a front frame inner frame body and a front frame outer frame body, the front frame inner frame body and the front frame outer frame body are fixedly connected on the side close to each other, each of the front frame inner frame body and the front frame outer frame body extends from one end to the other end along the length direction of the automobile, and one end of the front frame inner frame body and one end of the front frame outer frame body are arranged to be connected with the A pillar of the automobile. The front frame inner frame body and the front frame outer frame body form a containing cavity with an opening facing the connection plate, one end of the support beam extends into the containing cavity and is fixedly connected with the inner wall of the containing cavity, and the other end is fixedly connected with the side wall of the containing cavity close to the connection plate.

3. The crash avoidance assembly of claim 2, wherein, The front bumper beam assembly further comprises a base installed on the side wall of the connection plate close to the containing cavity, wherein the base comprises a fixing plate and a reinforcing plate, the fixing plate is fixedly and detachably connected with the side wall of the connection plate close to the containing cavity, and the reinforcing plate is formed at the edge position of the side of the fixing plate away from the connection plate and extends out of the fixing plate from the thickness direction of the fixing plate. One end of the support beam extends into the containing cavity and is fixedly connected with the bottom wall of the containing cavity, and the other end of the support beam is fixedly connected with the fixing plate and the reinforcing plate.

4. The crash avoidance assembly of claim 3, wherein, Each support beam extends from one end to the other end along the length direction of the automobile.

5. The crash avoidance assembly of claim 4, wherein, The support beam is a closed beam with a rectangular cross section and an internal cavity. The length direction of the support beam is parallel to the thickness direction of the fixing plate.

6. The crash avoidance assembly of claim 5, wherein, The support beam is further provided with a fastening member at one end, the fastening member comprises a plurality of first projection nut welded to the bottom wall surface of the closed beam at one end, and a plurality of fastening bolts corresponding to the plurality of first projection nut one by one, the bottom wall surface of the accommodating cavity is provided with a plurality of mounting holes corresponding to the plurality of first projection nut one by one, the mounting hole is matched with the fastening bolt, and the fastening bolt is fixedly connected with the projection nut through the mounting hole.

7. The crash avoidance assembly of claim 6, wherein, The top wall surface of one end of the support beam is further provided with a visual port corresponding to the plurality of first projection nut, and the bottom wall surface of the other end is further provided with a drainage port.

8. The crash avoidance assembly of claim 3, wherein, The base is further provided with a fixed connection member, the fixed plate is provided with a plurality of through holes, the fixed connection member comprises a plurality of second projection nut fixedly arranged on the fixed plate and corresponding to the plurality of through holes one by one, and a plurality of fixed bolts corresponding to the plurality of second projection nut one by one, the connecting plate is provided with a plurality of threaded mounting holes corresponding to the plurality of through holes one by one, and the fixed plate and the connecting plate are fixedly connected by the second projection nut, the through hole and the threaded mounting hole in sequence.

9. A crash pack assembly as claimed in any one of claims 1 to 8 wherein, The front buffer beam assembly further comprises an energy absorption component, the energy absorption component comprises a pair of energy absorption members arranged along the length direction of the automobile and located at both ends of the front buffer cross beam, each energy absorption member extends from one end to the other end along the length direction of the automobile, one end of the energy absorption member is fixedly connected with the front buffer cross beam close to one side of the front buffer longitudinal beam, and the other end is fixedly connected with the connecting plate close to one side of the front buffer cross beam, and one end of the front buffer longitudinal beam is fixedly and detachably connected to the side of the connecting plate away from the front buffer cross beam.

10. An automobile characterized by comprising: The front buffer beam assembly further comprises an energy absorption component, the energy absorption component comprises a pair of energy absorption members arranged along the length direction of the automobile and located at both ends of the front buffer cross beam, each energy absorption member extends from one end to the other end along the length direction of the automobile, one end of the energy absorption member is fixedly connected with the front buffer cross beam close to one side of the front buffer longitudinal beam, and the other end is fixedly connected with the connecting plate close to one side of the front buffer cross beam, and one end of the front buffer longitudinal beam is fixedly and detachably connected to the side of the connecting plate away from the front buffer cross beam. The front buffer beam assembly further comprises an energy absorption component, the energy absorption component comprises a pair of energy absorption members arranged along the length direction of the automobile and located at both ends of the front buffer cross beam, each energy absorption member extends from one end to the other end along the length direction of the automobile, one end of the energy absorption member is fixedly connected with the front buffer cross beam close to one side of the front buffer longitudinal beam, and the other end is fixedly connected with the connecting plate close to one side of the front buffer cross beam, and one end of the front buffer longitudinal beam is fixedly and detachably connected to the side of the connecting plate away from the front buffer cross beam.

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