Anti-collision beam assembly structure and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to an anti-collision beam assembly structure and a vehicle, the anti-collision beam assembly structure comprises an anti-collision beam and an energy absorption box, one end, in the first direction, of the energy absorption box is connected with the anti-collision beam, the other end of the energy absorption box is used for being connected with a vehicle body connecting piece, an energy absorption cavity is formed in the energy absorption box, and the anti-collision beam comprises a mounting plate; a part of the mounting plate protrudes in the direction away from the energy absorption box so that a groove can be formed in the side, facing the energy absorption box, of the mounting plate, the end, in the first direction, of the energy absorption box is provided with an extending piece, and the extending piece correspondingly extends into the groove and is connected with the groove wall of the groove, so that the bearing capacity of the anti-collision beam assembly structure is further improved, and the service life of the anti-collision beam assembly structure is prolonged. And the safety performance of the vehicle is effectively improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a crash beam assembly structure and vehicle. Background Technology

[0002] As the automotive industry develops, people have higher and higher requirements for vehicle safety. The front and rear of a vehicle are usually the locations where collisions occur most frequently. In order to ensure the safety performance of the vehicle, energy-absorbing boxes are usually installed at the front and rear.

[0003] In related technologies, energy-absorbing boxes are typically installed between the crash beam and the vehicle's longitudinal beams (or rear panel) to absorb energy through their crumple zone deformation when the vehicle suffers a frontal or rearal collision. However, the size limitations imposed by the installation space on the energy-absorbing box restrict the improvement of its strength, resulting in insufficient impact resistance for the vehicle and inadequate protection of passenger safety. Utility Model Content

[0004] This application provides a crash beam assembly structure and vehicle, which aims to improve the collision resistance of the front and rear of the vehicle, thereby enhancing the vehicle's safety performance.

[0005] The specific technical solution is as follows:

[0006] An embodiment of the first aspect of this application provides a crash beam assembly structure, which includes a crash beam and an energy-absorbing box. One end of the energy-absorbing box along a first direction is connected to the crash beam, and the other end of the energy-absorbing box along the first direction is used to connect to a vehicle body connector. An energy-absorbing cavity is formed inside the energy-absorbing box. The crash beam includes a mounting plate, a portion of which protrudes in a direction away from the energy-absorbing box to form a groove on the side of the mounting plate facing the energy-absorbing box. An extension is provided at one end of the energy-absorbing box along the first direction, and the extension extends into the groove and connects to the groove wall.

[0007] The anti-collision beam provided in this application embodiment is typically installed at the very front of the vehicle's front or rear to achieve an anti-collision function. The energy-absorbing box is a box structure with an internal energy-absorbing cavity. Both ends of this box structure along a first direction are connected to the anti-collision beam and the vehicle body connector, respectively, abutting against each other. After the anti-collision beam is subjected to an external impact, the impact force is transmitted to the energy-absorbing box through the anti-collision beam. Due to the presence of the energy-absorbing cavity, the box body is compressed and undergoes collapse deformation. The impact force is absorbed through the compression of the energy-absorbing box, thus preventing it from being transmitted to the vehicle body connector located at the other end of the energy-absorbing box. Therefore, by sacrificing the energy-absorbing box, the vehicle body connector is protected from damage, thereby ensuring the vehicle's safety performance.

[0008] Based on this, the mounting plate protrudes in a direction away from the energy-absorbing box to form a groove, and a rib is formed on the other side of the mounting plate corresponding to the groove. In other words, the mounting plate forms a curved structure, which increases the moment of inertia of the mounting plate section. With the increase in moment of inertia, the bending stiffness of the mounting plate can be improved. On this basis, an extension at one end of the energy-absorbing box extends into the groove, thereby improving the bending performance of the mounting plate and providing further support for the rib on the mounting plate.

[0009] In summary, the anti-collision beam assembly structure provided in this application embodiment, based on the energy absorption effect of the energy-absorbing box, makes part of the mounting plate of the anti-collision beam protrude away from the energy-absorbing box, thereby improving its bending resistance by bending the plate body. The anti-collision beam can withstand greater loads. In addition, the mounting plate can form a groove on one side after protrusion. The extension provided on the energy-absorbing box extends into the groove to support the protruding position on the mounting plate, thereby further ensuring the structural strength at the protruding rib position and ensuring the manifestation of high load-bearing capacity. Compared with the traditional anti-collision beam assembly structure, the anti-collision beam assembly structure provided in this application embodiment, under the condition that the installation space of the energy-absorbing box remains unchanged, further improves the load-bearing capacity of the anti-collision beam assembly structure by making the above-mentioned improvements to the structure of the anti-collision beam and the energy-absorbing box, thereby improving the vehicle's impact resistance and effectively improving the vehicle's safety performance.

[0010] In some embodiments, the mounting plate has multiple grooves arranged at intervals along the height direction of the anti-collision beam, and multiple extensions are provided, with at least one extension corresponding to each groove. This arrangement allows the energy-absorbing box to support all the grooves on the mounting plate, ensuring the impact resistance of the anti-collision beam assembly structure.

[0011] In some embodiments, the energy-absorbing box has multiple sidewalls connected in sequence to enclose and form an energy-absorbing cavity, and one end of the sidewall along the first direction is attached to the mounting plate to provide sufficient support for the anti-collision beam.

[0012] In some embodiments, the extension is disposed at one end of the sidewall along the first direction, and the extension and the sidewall are integrally formed, which can further ensure the overall structural strength of the extension plate and the sidewall.

[0013] In some embodiments, the outer contour shape of the extension matches the cross-sectional shape of the groove, which further ensures the connection strength between the extension plate and the groove wall, thereby ensuring that the extension plate has a good support capacity for the groove.

[0014] In some embodiments, flanges are formed at both ends of the mounting plate along the height direction, the flanges extend along the height direction, and at least one flange is connected to one end of the energy-absorbing box along a first direction.

[0015] The flange connects to one end of the energy-absorbing box, which can improve the connection strength between the mounting plate and the energy-absorbing box. At the same time, it can further ensure the structural stability of the groove and rib on the mounting plate, so as to improve the bending resistance of the anti-collision beam.

[0016] In some embodiments, a portion of the sidewall of the energy-absorbing box is recessed toward the energy-absorbing cavity or toward a direction away from the energy-absorbing cavity to form an induction rib, and the extending direction of the induction rib intersects with the first direction.

[0017] The guiding ribs can provide deformation guidance for the energy-absorbing box. When the energy-absorbing box is subjected to external extrusion force, the side wall with the guiding ribs will be squeezed at the groove position, thereby deforming and collapsing. This allows the energy-absorbing box to absorb the impact force transmitted from the anti-collision beam, thus achieving the energy absorption effect.

[0018] In some embodiments, the guiding ribs are provided to extend circumferentially along the energy-absorbing box, which enables the energy-absorbing box to be compressed and deformed at any position in the circumferential direction.

[0019] In some embodiments, there are multiple induced ribs, which are arranged at intervals along a first direction. This not only makes the energy-absorbing box more prone to structural instability and deformation during the first deformation, but also makes it easier for the energy-absorbing box to collapse and fold during subsequent secondary deformations.

[0020] In some embodiments, an induced through-hole communicating with the energy absorption cavity is also formed on the sidewall of the energy-absorbing box. The induced through-hole can also create stress concentration points on the surface of the sidewall, causing the energy-absorbing box to become structurally unstable and deform at the location of the induced through-hole.

[0021] In some embodiments, in the first direction, the longitudinal cross-sectional area of ​​the energy-absorbing cavity gradually increases from one end of the energy-absorbing box toward the other end of the energy-absorbing box.

[0022] This increases the support range of the energy-absorbing box for the anti-collision beam at the end where the energy-absorbing box connects to the anti-collision beam, thereby increasing the overlap between the energy-absorbing box and the barrier outside the vehicle that collides with the anti-collision beam, so as to ensure that the energy-absorbing box can absorb energy quickly and evenly during the collision.

[0023] An embodiment of the second aspect of this application provides a vehicle that includes the above-described anti-collision beam assembly structure.

[0024] The beneficial effects of the vehicle provided in this application are the same as those of the aforementioned anti-collision beam assembly, therefore, they will not be repeated here. Attached Figure Description

[0025] Figure 1 This is a structural schematic diagram of the anti-collision beam assembly structure provided in the embodiments of this application;

[0026] Figure 2 This is a structural schematic diagram of the anti-collision beam assembly structure provided in the embodiments of this application from another perspective;

[0027] Figure 3 This is a schematic diagram of the anti-collision beam structure of the anti-collision beam assembly provided in the embodiments of this application;

[0028] Figure 4 This is a schematic diagram of the anti-collision beam from another perspective of the anti-collision beam assembly structure provided in the embodiments of this application;

[0029] Figure 5 This is a cross-sectional schematic diagram of the anti-collision beam assembly structure provided in the embodiments of this application;

[0030] Figure 6 This is a schematic diagram of the energy-absorbing box of the anti-collision beam assembly structure provided in the embodiments of this application;

[0031] Figure 7 This is a schematic diagram of the energy-absorbing box of the anti-collision beam assembly structure provided in the embodiments of this application from another perspective;

[0032] Figure 8 This is an exploded view of the energy-absorbing box of the anti-collision beam assembly structure provided in the embodiments of this application.

[0033] Explanation of reference numerals in the attached figures:

[0034] 10. Anti-collision beam;

[0035] 11. Mounting plate; 110. Raised rib; 120. Groove; 12. Flanged edge;

[0036] 20. Energy-absorbing box;

[0037] 210. Energy absorption cavity; 21. Extension component; 22. Side wall; 23. Induction rib; 24. Induction through hole;

[0038] 30. Connecting plate.

[0039] a. First direction; b. Height direction; c. Width direction. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0041] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing this application 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, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this application. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0042] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0043] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0044] With the development of the automotive industry, people have increasingly higher requirements for vehicle safety. Among these, reducing vehicle damage and improving passenger safety in low-speed collisions are important research directions. The front and rear of a vehicle are usually the locations where collisions occur most frequently. To address this, energy-absorbing boxes are typically installed at the front and rear of the vehicle.

[0045] As mentioned in the background section, in related technologies, the energy-absorbing box at the front of the vehicle is usually located between the front bumper beam and the longitudinal beams, and is used to absorb energy through its crumpling deformation when the vehicle suffers a frontal collision. The energy-absorbing box at the rear of the vehicle is usually located between the rear bumper beam and the rear bulkhead, and is used to absorb energy through its own crumpling deformation when the vehicle suffers a rearal collision.

[0046] However, the size of the energy-absorbing box is limited by the installation space, which restricts the improvement of the energy-absorbing box's strength, resulting in insufficient impact resistance of the vehicle and ineffective protection of passenger safety.

[0047] Based on the above, the applicant of this application has proposed a technical solution in the embodiments of this application. Specifically, by improving the structure of the anti-collision beam and the energy-absorbing box, the strength and impact resistance of the anti-collision beam assembly structure are improved, thereby improving the safety performance of the vehicle and further ensuring the safety of passengers on board.

[0048] The above is the core idea of ​​this application. The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0049] like Figures 1-3 As shown, an embodiment of the first aspect of this application provides a crash beam assembly structure, which includes a crash beam 10 and an energy-absorbing box 20. One end of the energy-absorbing box 20 along a first direction a is connected to the crash beam 10, and the other end of the energy-absorbing box 20 along the first direction a is used to connect to a vehicle body connector.

[0050] Specifically, the anti-collision beam 10 is typically located at the very front of the vehicle, either at the front or rear, to provide anti-collision protection. For the anti-collision beam 10 located at the front, the other end of the energy-absorbing box 20 is connected to the front longitudinal beam of the vehicle body. Correspondingly, for the anti-collision beam 10 located at the rear, the other end of the energy-absorbing box 20 is connected to the rear panel.

[0051] The anti-collision beam 10 typically extends along the width direction c of the vehicle and is consistent with the width of the vehicle. In one specific implementation, an energy-absorbing box 20 is provided at each end of the anti-collision beam 10 along the width direction c, symmetrically arranged around the centerline of the vehicle, to connect and fix the anti-collision beam 10 to the two longitudinal beam structures of the vehicle (or to the rear panel structure of the vehicle). In other possible implementations, two or more energy-absorbing box 20 structures may be provided along the width direction c of the anti-collision beam 10.

[0052] The energy-absorbing box 20 is a box structure with an internal cavity, which forms an energy-absorbing chamber for energy absorption. The two ends of this box structure along the first direction a are respectively connected to the anti-collision beam 10 and the vehicle body connector, abutting against each other, and then achieving the energy absorption effect through its internal energy-absorbing chamber 210. That is to say, the aforementioned "first direction" is the structural extension direction of the energy-absorbing box 20, and also the direction of its centerline.

[0053] In this embodiment, the energy-absorbing box 20 extends along the length of the vehicle as an example. In this case, the centerline of the energy-absorbing box 20 is parallel to the length of the vehicle. Of course, in other embodiments, the energy-absorbing box 20 can also extend in other directions, as long as both ends of the energy-absorbing box 20 are connected to the anti-collision beam 10 and the body connecting parts.

[0054] like Figure 1 and Figure 2 As shown, a connecting plate 30 is also provided at the other end of the energy-absorbing box 20 along the first direction a. The connecting plate 30 is used to connect the anti-collision beam assembly structure to the vehicle body connector. For example, the other end of the energy-absorbing box 20 is welded to the connecting plate 30, and the connecting plate 30 is screwed to the vehicle body connector.

[0055] In practice, after being impacted by an external object, the impact force of the anti-collision beam 10 is transmitted to the energy-absorbing box 20. Due to the presence of the energy-absorbing cavity 210, the box body of the energy-absorbing box 20 is compressed and undergoes collapse deformation. In other words, the impact force causes the energy-absorbing box 20 to compress, and the force is absorbed through the compression of the energy-absorbing box 20, thus preventing it from being transmitted to the side connecting member located at the other end of the energy-absorbing box 20. Therefore, the anti-collision beam assembly structure protects the vehicle body connecting member from damage by sacrificing the energy-absorbing box 20, effectively controlling the degree of vehicle damage and ensuring the vehicle's safety performance.

[0056] Furthermore, the anti-collision beam 10 includes a mounting plate 11, a portion of which protrudes away from the energy-absorbing box 20 to form a groove 120 on one side of the mounting plate 11. Based on this, an extension 21 is provided at one end of the energy-absorbing box 20 along the first direction a. The extension 21 extends into the groove 120 and connects with the groove wall of the groove 120.

[0057] Specifically, the mounting plate 11 forms the main structure of the anti-collision beam 10. Its plate body is set in the vertical direction and extends along the width direction c of the vehicle. Correspondingly, the energy-absorbing box 20 is connected and fixed to the side of the mounting plate 11 facing the vehicle body.

[0058] A portion of the mounting plate 11 protrudes away from the energy-absorbing box 20, and a groove 120 is formed on one side of the mounting plate 11. That is, by bending the plate in the vertical direction, a recess can be formed on one side of the mounting plate 11. Correspondingly, a rib 110 is formed on the other side of the mounting plate 11 at the position corresponding to the groove. The rib 110 is intended to face outwards from the vehicle so as to directly contact the external barrier in the event of a vehicle collision.

[0059] Based on this, the extension 21 provided at one end of the energy-absorbing box 20 extends into the groove 120 formed on the mounting plate 11 and connects with the groove wall of the groove 120. Thus, while forming a rib 110 on the side of the anti-collision beam 10 facing away from the energy-absorbing box 20, the anti-collision beam 10 and the energy-absorbing box 20 are connected and fixed in the groove 120 corresponding to the rib 110. The energy-absorbing box 20 supports the rib 110 on the mounting plate 11 of the anti-collision beam 10.

[0060] Because the mounting plate 11 provided in this embodiment is bent compared to the conventional flat mounting plate 11, its cross-sectional shape has changed, that is, from a conventional straight extension to a curved extension. The curved extension of the plate body, compared to a straight extension, can increase the moment of inertia of the cross-section. The moment of inertia is an important parameter of the bending stiffness of the structure. After the moment of inertia increases, the bending stiffness of the structure can be improved. In other words, making part of the mounting plate 11 bulge can improve the bending performance of the mounting plate 11 (that is, the anti-collision beam 10).

[0061] Based on this, the extension 21 provided at one end of the energy-absorbing box 20 is inserted into the groove 120. This ensures a stable connection between the energy-absorbing box 20 and the anti-collision beam 10, while also providing further support for the ribs 110 on the mounting plate 11. Since the ribs 110 of the anti-collision beam 10 will contact the barrier first, the extension 21 supports the ribs 110, thereby further increasing the load-bearing capacity of the ribs 110 on the anti-collision beam 10.

[0062] In summary, the anti-collision beam assembly structure provided in this application embodiment connects one end of the energy-absorbing box 20 to the anti-collision beam 10 and the other end to the vehicle body connector, thereby enabling the energy-absorbing box 20 to absorb energy during an impact. Furthermore, the anti-collision beam 10 includes a mounting plate 11, a portion of which protrudes away from the energy-absorbing box 20, thus improving its bending resistance by bending the plate. The protruding portion forms a rib structure, allowing the anti-collision beam 10 to withstand greater loads through the ribs 110. Additionally, the protruding mounting plate forms a groove 120 on one side, thus allowing the energy-absorbing box 20 to absorb energy. The extension 21 extends into the groove 120 and connects to the groove wall, thereby supporting the protruding position on the mounting plate 11 and further ensuring the structural strength at the position of the rib 110, ensuring the performance of high load bearing capacity. Compared with the traditional anti-collision beam assembly structure, the anti-collision beam assembly structure provided in this application embodiment, under the condition that the installation space of the energy absorption box 20 remains unchanged, improves the load bearing capacity of the anti-collision beam assembly structure by making the above-mentioned improvements to the structure of the anti-collision beam 10 and the energy absorption box 20, thereby improving the vehicle's anti-collision capability and effectively improving the vehicle's safety performance.

[0063] For example, the ribs 110 and grooves 120 can be formed by bending the mounting plate 11 into a vertical cross-section that extends in a serpentine manner, as detailed in the following example. Figures 3-5 As shown. In specific implementation, the rib 110 can be bent into a "U" shape, a "V" shape, or an arc shape, as long as it can ensure that the rib 110 and the groove 120 are formed at the corresponding positions on both sides of the mounting plate 11. In this embodiment, the rib 110 is shaped into a "U" shape for illustration.

[0064] In this configuration, the groove 120 on the mounting plate 11 extends along the length of the mounting plate 11, i.e., along the width direction c of the vehicle. Preferably, the length of the groove 120 matches the length of the mounting plate 11. This ensures the bending resistance of the anti-collision beam 10 at various locations and also facilitates the manufacturing and forming of the mounting plate 11. In other embodiments, the groove 120 may be formed only on a certain segment or several segments of the mounting plate 11 along its length, which can also improve the bending resistance of the anti-collision beam 10.

[0065] Furthermore, the bending of the mounting plate 11 can be achieved during the manufacturing process of the mounting plate 11. Specifically, when manufacturing the mounting plate 11 of the crash beam 10, the plate body of the mounting plate 11 can be die-cast using a mold to form a bent plate structure.

[0066] To further improve the bending resistance of the mounting plate 11, in some embodiments, multiple grooves 120 may be formed on the mounting plate 11. This embodiment uses two grooves 120 as an example for distance description; for details, please refer to [link to relevant documentation]. Figures 3-5 As shown. Of course, in other embodiments, only one or more grooves 120 may be provided, and the specific design can be adapted to the actual situation.

[0067] like Figure 5 As shown, when multiple grooves 120 are formed on the mounting plate 11, the multiple grooves 120 are arranged at intervals along the height direction b of the anti-collision beam 10. This arrangement allows the anti-collision beam 10 to have a greater range of stiffness improvement along the height direction b, thus further improving the bending resistance of the anti-collision beam 10 and thereby improving the impact resistance of the anti-collision beam assembly structure.

[0068] It should be noted that the height direction b of the anti-collision beam 10 is consistent with the height direction of the vehicle. The height direction of the vehicle can be understood as the vertical height of the vehicle when it is on a level road surface. Correspondingly, the height direction b mentioned in the embodiments of this application is consistent with the height direction of the vehicle, such as the height direction of the energy-absorbing box 20.

[0069] Correspondingly, when there are multiple grooves 120, the number of extensions 21 can be set to multiple, with at least one extension 21 provided in each groove 120, thereby ensuring that the energy-absorbing box 20 supports the positions of all grooves 120 on the mounting plate 11, and ensuring the impact resistance of the anti-collision beam assembly structure.

[0070] In practice, one or more extensions 21 can be provided at each position of the corresponding groove 120 in the energy-absorbing box 20. For example, see [reference needed]. Figures 5-8 As shown, two extensions 21 are provided at the corresponding positions of each groove 120 of the energy-absorbing box 20. The two extensions 21 are located on both sides of the energy-absorbing box 20 along the extension direction of the groove 120. This not only provides better support for the groove 120 on the mounting plate 11, but also further ensures the connection strength between the energy-absorbing box 20 and the anti-collision beam 10, thereby further ensuring the impact resistance of the anti-collision beam assembly structure.

[0071] When the extension 21 is provided on the energy-absorbing box 20, specifically, the extension 21 is located at the end of the energy-absorbing box 20 along the first direction a. For example, as shown... Figures 6-8 As shown, the energy-absorbing box 20 has multiple sidewalls 22, which are connected in sequence to form an energy-absorbing cavity 210. Furthermore, one end of all the sidewalls 22 along the first direction a is attached to the mounting plate 11.

[0072] In other words, the energy-absorbing box 20 is a columnar structure formed by multiple side walls 22, which extends through both ends. The interior of this columnar structure forms an energy-absorbing cavity 210, and its two ends are connected to the anti-collision beam 10 and the vehicle body connecting piece, respectively. In this embodiment, two side walls 22 are used as an example for illustration.

[0073] Specifically, two sidewalls 22 are arranged vertically along the height direction b and both extend along the first direction a. The two sides of the two sidewalls 22 are connected to form the energy-absorbing box 20 structure. Furthermore, both sides of each sidewall 22 are bent towards the other sidewall 22, and the two sidewalls 22 are connected by fitting together at the bent portions. See [link to details] for further information. Figure 8 As shown. The bent portion can extend vertically to facilitate the matching connection of the two sidewalls 22 and to enclose and form the energy-absorbing cavity 210.

[0074] Based on this, extension members 21 are correspondingly provided on the vertically extending portion of the side wall 22. For example, when there are two grooves 120, the bent portions on both sides of the upper side wall 22 are provided with two extension members 21 corresponding to the upper groove 120, and the bent portions on both sides of the lower side wall 22 are provided with two extension members 21 corresponding to the lower groove 120. See [reference needed] for details. Figure 6 and Figure 7 As shown.

[0075] This arrangement allows the two extensions 21 to be positioned at the widest point of the energy-absorbing box 20, thereby maximizing the support range of the energy-absorbing box 20 for the mounting plate 11 and maximizing the energy absorption effect of the energy-absorbing box 20. Furthermore, when the groove 120 extends horizontally, the extension plate is positioned vertically and perpendicular to the extension direction of the groove 120, thus providing better support for the groove 120.

[0076] In some embodiments, the extension plate and the side wall 22 can be integrally formed, which can further ensure the overall structural strength of the extension plate and the side wall 22.

[0077] In addition, such as Figure 5 As shown, in some embodiments, the outer contour shape of the extension plate can be matched with the cross-sectional shape of the groove 120. This can further ensure the connection strength between the extension plate and the groove wall of the groove 120, thereby ensuring that the extension plate has a good support capacity for the groove 120. It should be noted that the cross-sectional shape of the groove 120 refers to the longitudinal cross-sectional shape of the groove 120 along the vertical direction, that is, the height direction b of the vehicle.

[0078] To further enhance the support strength between the anti-collision beam 10 and the energy-absorbing box 20, in some embodiments, flanges 12 are formed at both ends of the mounting plate 11 along the height direction b, and the flanges 12 extend along the height direction b of the mounting plate 11. Based on this, the flanges 12 are connected to one end of the energy-absorbing box 20 along the first direction a. The connection between the flanges 12 and one end of the energy-absorbing box 20 can improve the connection strength between the mounting plate 11 and the energy-absorbing box 20, and can also further ensure the structural stability of the grooves 120 and the ribs 110 on the mounting plate 11, thereby improving the bending resistance of the anti-collision beam 10.

[0079] In practice, the dimension of the mounting plate 11 along the height direction b can be slightly larger than the dimension of the end of the energy-absorbing box 20 along the height direction b. That is, the flange 12 can extend to the outside of the energy-absorbing box 20, so that the ends of the energy-absorbing box 20 corresponding to the flange 12 can be connected to the flange 12.

[0080] It should be noted that, apart from the positions of the flange 12 and the groove 120, the remaining ends of the energy-absorbing box 20 are also connected to the mounting plate 11. For example, at positions on the mounting plate 11 where the groove 120 is not formed, the ends of the energy-absorbing box 20 are also fitted together. For example, the connection between the ends of the energy-absorbing box 20 and the mounting plate 11 can be achieved by welding to ensure connection strength.

[0081] To further expand the support range of the energy-absorbing box 20 to the anti-collision beam 10, such as Figures 5-8As shown, in some embodiments, along the first direction a, the longitudinal cross-sectional area of ​​the energy-absorbing cavity 210 is set to gradually increase from one end of the energy-absorbing box 20 towards the other. This increases the support range of the energy-absorbing box 20 on the anti-collision beam 10 at the end where the energy-absorbing box 20 is connected to the anti-collision beam 10, thereby increasing the overlap between the energy-absorbing box 20 and the barrier outside the vehicle that collides with the anti-collision beam 10, so as to ensure that the energy-absorbing box 20 can absorb energy quickly and evenly during the collision.

[0082] In a specific implementation, the lower sidewall 22 (excluding the bent portion) can be inclined downwards relative to the first direction a, i.e., inclined away from the centerline of the energy-absorbing box 20. In this way, the longitudinal cross-sectional area of ​​the energy-absorbing cavity 210 formed between the two sidewalls 22 will gradually increase due to the inclination of the lower sidewall 22. Thus, the longitudinal cross-sectional area of ​​the energy-absorbing cavity 210 at one end of the anti-collision beam 10 reaches its maximum. That is to say, the support area of ​​the energy-absorbing box 20 for the anti-collision beam 10 reaches its maximum. Compared with the form where the longitudinal cross-sectional area of ​​the energy-absorbing cavity 210 remains unchanged, this not only further enhances the support capacity of the energy-absorbing box 20 for the anti-collision beam 10, but also increases the overlap of the barrier between the vehicle exterior and the anti-collision beam 10 as mentioned above, thereby greatly improving the impact resistance of the anti-collision beam assembly structure.

[0083] Based on the above structural configuration, since the energy-absorbing box 20 needs to absorb energy through its collapse deformation, in some embodiments, a portion of the sidewall 22 of the energy-absorbing box 20 is recessed to form an induction rib 23 facing into the energy-absorbing cavity 210 or in a direction away from the energy-absorbing cavity 210, and the extending direction of the induction rib 23 intersects with the first direction a.

[0084] Because the sidewall 22 undergoes structural deformation at the location of the guiding rib 23, this deformation alters the originally uniform stress distribution on the surface of the sidewall 22, causing stress concentration at the location of the guiding rib 23. In other words, under the influence of external forces, the location of the guiding rib 23 is more prone to instability and deformation compared to other smooth areas on the sidewall 22 surface. Therefore, the guiding rib 23 provides deformation induction for the energy-absorbing box 20. When the energy-absorbing box 20 is subjected to external compressive force, the sidewall 22 with the guiding rib 23 will be compressed at the location of the groove 120, resulting in deformation and collapse. This allows the energy-absorbing box 20 to absorb the impact force transmitted from the anti-collision beam 10, thereby achieving an energy absorption effect.

[0085] like Figures 6-8 As shown, for example, the guiding ribs 23 can be configured to extend circumferentially along the energy-absorbing box 20, thereby enabling the energy-absorbing box 20 to be compressed and deformed at any position in the circumferential direction. Furthermore, in one possible implementation, the number of guiding ribs 23 can be set to multiple, with the multiple guiding ribs 23 arranged at intervals along a first direction a.

[0086] Because the energy-absorbing box 20 will initially collapse after being subjected to an impact force, and deform and fold to a certain extent when it expands and folds, producing collapse wrinkles, the cross-sectional force of the energy-absorbing box 20 will continue to decrease during the folding process until the first batch of wrinkles is completely folded, and then the second folding will begin. Therefore, setting the number of guiding ribs 23 to multiple not only makes the energy-absorbing box 20 more prone to structural instability and deformation during the first deformation, but also makes it easier for the energy-absorbing box 20 to collapse and fold during the subsequent second deformation.

[0087] Furthermore, in some embodiments, an induction through hole 24 communicating with the energy absorption cavity 210 is also formed on the side wall 22 of the energy absorption box 20, as detailed in [reference needed]. Figures 6-8 As shown.

[0088] The induced through-hole 24 can also create stress concentration points on the surface of the sidewall 22, causing the energy-absorbing box 20 to become structurally unstable and deform at the location of the induced through-hole 24. The induced through-hole 24 and the induced rib 23 can be selected or both can be provided, and the design can be adaptively adjusted according to the distribution of the structural strength of the energy-absorbing box 20.

[0089] For example, in this embodiment, both an induction through-hole 24 and an induction rib 23 are simultaneously provided on the energy-absorbing box 20. Specifically, the induction through-hole 24 can be provided on the inclined extension portion of the lower sidewall 22, as detailed in [reference needed]. Figures 6-8 As shown. Because this part of the structure has high structural strength and good support performance, the induced through hole 24 is set here, which makes it easier for the side wall 22 here to deform and fold.

[0090] Furthermore, the induced through hole 24 can be located at the bend of the side wall 22. This is because the structural strength is higher at the bend of the side wall 22, and the induced through hole 24 placed here has a more significant effect on the structural strength, that is, a stronger effect on reducing the structural strength.

[0091] In other embodiments, the number of induced through holes 24 can be set to multiple, so that the multiple induced through holes 24 are arranged at intervals along the first direction a on the sidewall 22, or arranged at intervals along the circumference of the energy absorption box 20, so as to achieve a more effective structural strength reduction effect.

[0092] An embodiment of the second aspect of this application also provides a vehicle, including a body and the aforementioned anti-collision beam assembly structure, specifically, the anti-collision beam assembly structure is installed at the front and rear positions of the vehicle.

[0093] The structure of the anti-collision beam assembly has been described in detail in the above embodiments, and will not be repeated here.

[0094] It should be noted that the vehicle provided in this embodiment should also include other modules or components that enable the vehicle to operate normally. Here, the other modules or components included in the vehicle provided in this embodiment will not be described one by one.

[0095] The vehicle provided in this embodiment has better performance by adopting the anti-collision beam assembly structure described above.

[0096] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A crash beam assembly structure, characterized in that, include: Anti-collision beam; An energy-absorbing box, one end of which is connected to the anti-collision beam along the first direction, and the other end of which is connected to the vehicle body connector, wherein an energy-absorbing cavity is formed inside the energy-absorbing box; The anti-collision beam includes a mounting plate, a portion of which protrudes away from the energy-absorbing box to form a groove on the side of the mounting plate facing the energy-absorbing box. The energy-absorbing box has an extension at one end along the first direction, which extends into the groove and connects to the groove wall.

2. The anti-collision beam assembly structure according to claim 1, characterized in that, The mounting plate has a plurality of grooves, which are spaced apart along the height direction of the anti-collision beam. The number of the extensions is multiple, and at least one of the extensions extends into each of the grooves.

3. The anti-collision beam assembly structure according to claim 1, characterized in that, The energy-absorbing box has multiple sidewalls, which are connected in sequence to form the energy-absorbing cavity. One end of each sidewall along the first direction is attached to the mounting plate.

4. The anti-collision beam assembly structure according to claim 3, characterized in that, The extension is disposed at one end of the sidewall along the first direction, and the extension and the sidewall are integrally formed; and / or, The outer contour shape of the extension matches the cross-sectional shape of the groove.

5. The anti-collision beam assembly structure according to claim 1, characterized in that, The mounting plate has flanges formed at both ends along the height direction, and the flanges extend along the height direction; At least one of the flanges is connected to one end of the energy-absorbing box along the first direction.

6. The anti-collision beam assembly structure according to any one of claims 1-5, characterized in that, A portion of the sidewall of the energy-absorbing box is recessed toward the energy-absorbing cavity or toward a direction away from the energy-absorbing cavity to form an inducing rib; The extension direction of the guiding rib intersects with the first direction.

7. The anti-collision beam assembly structure according to claim 6, characterized in that, The guiding ribs extend circumferentially along the energy-absorbing box; and / or, The number of the guiding ribs is multiple, and the multiple guiding ribs are arranged at intervals along the first direction.

8. The anti-collision beam assembly structure according to any one of claims 1-5, characterized in that, The sidewall of the energy-absorbing box also has an induction through hole that connects to the energy-absorbing cavity.

9. The anti-collision beam assembly structure according to any one of claims 1-5, characterized in that, In the first direction, the longitudinal cross-sectional area of ​​the energy-absorbing cavity gradually increases from one end of the energy-absorbing box toward the other end of the energy-absorbing box.

10. A vehicle, characterized in that, Includes the vehicle body and the anti-collision beam assembly structure as described in any one of claims 1-9; The vehicle body has a body connector, and the energy-absorbing box is connected to the body connector.

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