Automobile anti-collision beam with traction function

Abstract

The utility model discloses an automobile anti-collision beam with a traction function, which comprises an anti-collision beam and a base arranged on the anti-collision beam, the base is provided with a traction hole, the traction hole is positioned below the anti-collision beam and is parallel to a longitudinal beam of an automobile chassis, and a traction hook is movably mounted in the traction hole; the two ends of the anti-collision beam are connected with the energy absorption boxes through connecting pieces. The connecting piece is of a C-shaped structure and is buckled on the anti-collision beam from the front side of the anti-collision beam in a sleeving mode, and the upper edge and the lower edge of an opening of the connecting piece are in lap joint with the upper surface and the lower surface of the anti-collision beam respectively. The anti-collision beam has the advantages that the collision performance of the anti-collision beam is not affected, and safety and reliability are guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of automotive anti-collision technology, specifically to an automotive anti-collision beam with traction function. Background Technology

[0002] A crash beam is a component installed between the front and rear ends of a car body and the front and rear skins, serving functions such as collision safety protection and securing other parts. With the increasing demand for outdoor driving, there is a need to add trailer hitch structures to vehicles, enabling them to tow different types of trailers for cargo transport or short-term lodging. The hitch structure is generally installed at the rear of the vehicle. Due to space constraints associated with the rear crash beam, the common practice is one approach: First, modify the vehicle by adding a trailer hitch component perpendicular to the longitudinal beams, located below the original rear bumper. Since the original longitudinal beam design did not consider the installation of other components, in the event of a collision, the added trailer hitch component will affect the force transmission path and deformation of the longitudinal beams, thus impacting vehicle use and the safety of passengers. Furthermore, the added trailer hitch increases the vehicle's weight by approximately 10 kg, increasing fuel consumption and energy costs for the user. Secondly, replacing the original rear bumper beam with a modified bumper beam that has a trailer hitch structure is a self-modified replacement solution that only considers the towing function and does not take into account the basic strength requirements and collision safety of the bumper beam in the design. When the towing force is large, it will cause the bumper beam parts to twist, and the towing components may affect the collision safety. The collision performance is substandard and may easily cause damage to the vehicle and people. Utility Model Content

[0003] This invention aims to overcome the deficiencies of existing technologies and provide a car anti-collision beam with traction function to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A car crash beam with traction function includes a crash beam and a base disposed thereon. The base is provided with a traction hole located below the crash beam and parallel to the longitudinal beam of the car chassis. A tow hook is movably installed in the traction hole. Both ends of the crash beam are connected to an energy-absorbing box via connectors. The connectors are C-shaped and are fastened onto the crash beam from the front side, with the upper and lower edges of their openings overlapping the upper and lower surfaces of the crash beam, respectively.

[0006] The aforementioned car anti-collision beam with traction function has a base that is partially wrapped around the anti-collision beam. The base consists of a rear upright plate, a front upright plate, and a bottom plate. The rear upright plate overlaps the rear surface of the anti-collision beam, and the upper part of the front upright plate is bent and overlaps the upper surface of the anti-collision beam. The traction hole is set through the front upright plate and the rear upright plate.

[0007] The aforementioned car anti-collision beam with traction function is further provided with reinforcing members, which are disposed between the base and the connecting member, and the number of reinforcing members is two.

[0008] The aforementioned car anti-collision beam with traction function has a C-shaped reinforcement that matches the shape of the anti-collision beam. The reinforcement is fastened to the anti-collision beam from the front, and its upper and lower edges overlap the upper and lower surfaces of the anti-collision beam, respectively.

[0009] The aforementioned car anti-collision beam with traction function has a square traction hole with a length between 15-25cm.

[0010] The aforementioned car anti-collision beam with traction function has a traction hole protruding 1.5-2cm from the rear of the anti-collision beam. Beneficial effects

[0011] Compared with the prior art, this utility model has the following advantages: First, by setting a base on the anti-collision beam and installing a tow hook on the base for towing, the anti-collision beam is connected to the energy-absorbing box through a connector. This not only improves towing stability but also helps prevent the anti-collision beam from twisting and deforming during towing, without affecting the collision safety of the anti-collision beam. The C-shaped structure of the connector can effectively prevent the torsional moment applied to the anti-collision beam during towing, thus preventing deformation of the anti-collision beam and affecting its protective performance during collision. Second, the base is partially wrapped around the anti-collision beam, which improves towing stability during towing and has little impact on the collision performance of the anti-collision beam, while not affecting the installation of other parts on the vehicle body. Third, a C-shaped reinforcing member is set on the anti-collision beam, which is fastened to the front of the anti-collision beam. The upper and lower edges of the opening of the C-shaped structure overlap the upper and lower surfaces of the anti-collision beam, respectively. During towing, it can effectively suppress the torsional deformation of the anti-collision beam caused by the reaction force applied to the anti-collision beam by the tow hook, thereby ensuring that the collision performance of the anti-collision beam is not affected. Attached Figure Description

[0012] The present invention will now be described in further detail with reference to the accompanying drawings.

[0013] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0014] Figure 2 This is a partial structural schematic diagram of the present invention;

[0015] Figure 3 This is another overall structural schematic diagram of the present invention;

[0016] The labels in the diagram represent:

[0017] 1. Anti-collision beam, 2. Base, 3. Towing hook, 4. Connector, 5. Energy absorption box, 6. Reinforcing member, 2-1. Towing hole, 2-2. Rear upright plate, 2-3. Front upright plate, 2-4. Base plate, 2-5. Reinforcing rib, 3-1. Fixing pin. Detailed Implementation

[0018] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0019] like Figure 1-3 As shown, this utility model includes a crash beam 1 and a base 2 disposed thereon. The base 2 is provided with a traction hole 2-1, which is located below the crash beam 1 and parallel to the longitudinal beam of the vehicle chassis. A towing hook 3 is movably installed in the traction hole 2-1. Both ends of the crash beam 1 are connected to the energy-absorbing box 5 through connectors 4. The connectors 4 have a C-shaped structure and are fastened to the crash beam 1. The upper and lower edges of the connectors 4 overlap the upper and lower surfaces of the crash beam 1, respectively.

[0020] Since the tow hook 3 is located below the crash beam 1, the traction force on the tow hook 3 will generate a certain torsional moment on the crash beam 1 during towing, causing a certain degree of torsion. When the traction force is too large, it may cause the crash beam 1 to twist and deform. The C-shaped structure of the connector 4 can effectively prevent the torsional moment applied to the crash beam 1, thus preventing the crash beam 1 from deforming and affecting its protective performance during a collision. The internal shape of the C-shaped structure of the connector 4 matches the external shape of the crash beam 1. When towing, the force exerted by the tow hook 3 on the crash beam 1 is backward. Therefore, the connector 4 is fastened to the front of the crash beam 1, which is more effective in preventing the torsional deformation of the crash beam 1.

[0021] The aforementioned anti-collision beam 1 is the rear anti-collision beam of the automobile. The anti-collision beam 1 is installed at the rear of the automobile, and the front-rear direction of the anti-collision beam 1 is determined according to the front-rear direction of the vehicle body, that is, it is consistent with the front-rear direction of the vehicle body.

[0022] The towing hook 3 can be movably installed within the towing hole 2-1, which can be achieved using the following method: The towing hook 3 is equipped with a towing post that matches the towing hole 2-1, and the towing post is inserted into the towing hole 2-1; fixing holes are provided on the towing hole 2-1 and the towing post, with the axis of the fixing holes perpendicular to the axis of the towing hole 2-1; then, fixing pins 3-1 or bolts are passed through the fixing holes to fix the towing hole 2-1 and the towing post. Alternatively, the towing hook 3 can also be installed in a fixed manner within the towing hole 2-1, i.e., the towing hook 3 is connected to the towing hole 2-1 by welding, screwing, or riveting.

[0023] The traction hole 2-1 can be made of square steel pipe or triangular steel pipe, that is, the traction hole 2-1 is square or triangular.

[0024] The base 2 can be installed on the anti-collision beam 1 in the following manner: the base 2 partially encloses the anti-collision beam 1, such as... Figure 2-3 As shown, the base 2 consists of a rear upright plate 2-2, a front upright plate 2-3, and a bottom plate 2-4. The rear upright plate 2-2 overlaps the rear surface of the anti-collision beam 1, and the upper part of the front upright plate 2-3 is bent and overlaps the upper surface of the anti-collision beam 1. The towing hole 2-1 is set through the front upright plate 2-3 and the rear upright plate 2-2. The base is partially enclosed on the anti-collision beam 1, meaning that the non-closed cavity formed by the rear upright plate 2-2, the front upright plate 2-3, and the bottom plate 2-4 surrounds the anti-collision beam 1. This partial enclosure of the base on the anti-collision beam is beneficial to the towing stability when towing, has little impact on the collision performance of the anti-collision beam 1, and does not affect the installation of other components on the vehicle body.

[0025] The rear upright plate 2-2, the front upright plate 2-3, and the bottom plate 2-4 can be formed by bending steel plates; or the front upright plate 2-3 and the bottom plate 2-4 can be formed by bending a single piece of steel plate to form the front seat, and the rear upright plate 2-2 can be formed by bending a single piece of steel plate to form the rear seat, with the front seat and the rear seat connected by welding; holes are provided on the rear upright plate 2-2 and the front upright plate 2-3, and the traction hole 2-1 is composed of steel pipes, which match the holes on the rear upright plate 2-2 and the front upright plate 2-3. The cross-section of the steel pipe can be square or triangular to prevent the traction hook 3 from rotating inside it.

[0026] To further prevent torsional deformation of the crash beam 1 during towing, the crash beam 1 can be reinforced as follows: A reinforcing member 6 is also provided on the crash beam 1. The reinforcing member 6 is located between the base and the connecting member 4. Two reinforcing members 6 are symmetrically arranged on both sides of the base 2. The reinforcing member 6 has a C-shaped structure, and its internal shape matches the external shape of the crash beam 1. The reinforcing member 6 is fastened onto the crash beam 1 from the front side, with its upper and lower edges overlapping the upper and lower surfaces of the crash beam 1, respectively. During towing, the force exerted by the towing hook 3 on the crash beam 1 is rearward; therefore, the effect of the reinforcing member 6 fastening onto the crash beam 1 from the front side is better in preventing torsional deformation of the crash beam 1. The upper and lower edges of the opening of the C-shaped structure of the reinforcing member 6 overlap the upper and lower surfaces of the crash beam 1, and then it is welded to the crash beam.

[0027] The traction hole 2-1 can be designed as follows: the traction hole 2-1 is a square hole, and its length is between 15-25cm. If the length of the traction hole 2-1 is too short, it will affect the traction stability and the strength of the traction hole 2-1. If the traction hole is too long, it will be limited by the size of the anti-collision beam 1.

[0028] Because the thickness of the anti-collision beam 1, i.e., its size in the front-to-back direction, is relatively small, the length of the traction hole 2-1 will be limited by the thickness of the anti-collision beam 1. The following solution can be adopted: When designing the base 2, the distance between the rear upright plate 2-2 and the front upright plate 2-3 can be increased. The rear upright plate 2-2 overlaps the rear surface of the anti-collision beam 1, and there is a certain distance between the front upright plate 2-3 and the front surface of the anti-collision beam 1. After the upper part of the front upright plate 2-3 is bent and overlapped with the upper surface of the anti-collision beam 1, a gap will be formed between the front upright plate and the anti-collision beam. A reinforcing rib 2-5 can be set in the gap. The reinforcing rib 2-5 is a connecting plate or upright, used to connect the anti-collision beam 1 and the base 2, thereby increasing the connection strength between the anti-collision beam 1 and the base 2.

[0029] The size of the towing hole 2-1 protruding from the rear facade of the anti-collision beam 1 should not be too large. A design is recommended: the size of the rear end of the towing hole 2-1 protruding from the rear facade of the anti-collision beam 1 should be between 1.5-2 cm. When not towing, removing the towing hook 3 will not affect the collision performance of the anti-collision beam.

Claims

1. A car bumper beam having a traction function, characterized in that, It includes a crash beam (1) and a base (2) set on it. The base (2) is provided with a traction hole (2-1). The traction hole (2-1) is located below the crash beam (1) and is parallel to the longitudinal beam of the vehicle chassis. The traction hook (3) is movably installed in the traction hole (2-1). The two ends of the crash beam (1) are connected to the energy absorption box (5) through connectors (4). The connectors (4) are C-shaped structures. The connectors (4) are fastened to the crash beam (1) from the front side, and the upper and lower edges of the opening overlap the upper and lower surfaces of the crash beam (1) respectively.

2. The automobile crash beam having a traction function according to claim 1, characterized in that, The base (2) is partially wrapped around the anti-collision beam (1). The base (2) is composed of a rear upright plate (2-2), a front upright plate (2-3), and a bottom plate (2-4). The rear upright plate (2-2) overlaps the rear surface of the anti-collision beam (1), and the upper part of the front upright plate (2-3) is bent and overlapped on the upper surface of the anti-collision beam (1). The traction hole (2-1) is set through the front upright plate (2-3) and the rear upright plate (2-2).

3. The automobile crash beam having a traction function according to claim 1, characterized in that, The anti-collision beam (1) is also provided with a reinforcing member (6), which is located between the base and the connecting member (4), and there are two reinforcing members (6).

4. The automobile crash beam having a traction function according to claim 3, characterized in that, The reinforcing member (6) has a C-shaped structure, and its internal shape matches the shape of the anti-collision beam (1). The reinforcing member (6) is fastened to the anti-collision beam (1) from the front side, and its upper and lower edges overlap the upper and lower surfaces of the anti-collision beam (1) respectively.

5. The automobile crash beam having a traction function according to claim 1, wherein, The traction hole (2-1) is a square hole, and the length of the traction hole (2-1) is between 15-25cm.

6. The automobile crash beam having a traction function according to claim 1, wherein, The rear end of the traction hole (2-1) protrudes from the anti-collision beam (1), and the size of the rear facade is between 1.5-2cm.

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