Anti-collision cross beam reinforcing structure of frame assembly

Abstract

The utility model discloses an anti-collision cross beam reinforcing structure of a frame assembly, which comprises an anti-collision beam, the inner side of the anti-collision beam is fixedly connected with main energy absorption boxes, the main energy absorption boxes are symmetrically arranged, and the main energy absorption boxes are fixedly connected to the front part of a frame through connecting bolts. A main reinforcing structure is arranged between the middle portion of the anti-collision beam and the front portion of the frame, and auxiliary reinforcing structures are arranged on the two sides of the main reinforcing structure. Through the main reinforcing structure and the auxiliary framework structure, the reinforcing performance of the anti-collision beam is guaranteed, the connecting strength of the anti-collision beam and the front portion of the vehicle frame is guaranteed, the buffering performance of the main reinforcing structure is guaranteed through the arrangement of the connecting block and the buffering plate, and the welding portion is arranged in the middle of the reinforcing rod and matched with the arrangement of the cut-off plate. Therefore, when the reinforcing rod collapses, the welding part can be cut off by the cut-off plate, and the reinforcing rod intrudes into the front part of the frame when being impacted.

Description

Technical Field

[0001] This utility model relates to the field of anti-collision beam technology, specifically to an anti-collision crossbeam reinforcement structure for a vehicle frame assembly. Background Technology

[0002] A crash beam is a device used to reduce the impact force on a vehicle. It consists of low-speed energy-absorbing boxes with very low yield strength connected to both ends, which are then bolted to the vehicle's longitudinal beams. These low-speed energy-absorbing boxes effectively absorb collision energy during low-speed collisions, minimizing damage to the vehicle's longitudinal beams and thus protecting the vehicle.

[0003] However, existing technologies still have significant shortcomings, such as:

[0004] In existing technologies, anti-collision beams are often connected to the front of the vehicle frame by welding. This rigid connection lacks cushioning. Therefore, energy-absorbing boxes are often set at the connection point to buffer the force. However, simply connecting with energy-absorbing boxes lacks the strength of the connection. Thus, stronger connection and better cushioning have become the contradiction in the design of anti-collision beams. Utility Model Content

[0005] The purpose of this utility model is to provide a reinforcement structure for the anti-collision crossbeam of a vehicle frame assembly to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A vehicle frame assembly anti-collision beam reinforcement structure includes an anti-collision beam, a main energy-absorbing box is fixedly connected to the inner side of the anti-collision beam, the main energy-absorbing boxes are symmetrically arranged, and the main energy-absorbing boxes are fixedly connected to the front of the vehicle frame by connecting bolts;

[0008] A main reinforcement structure is provided between the middle part of the anti-collision beam and the front part of the vehicle frame, and secondary reinforcement structures are provided on both sides of the main reinforcement structure.

[0009] Preferably, the main reinforcement structure includes a reinforcing plate fixedly mounted on the front of the vehicle frame. The reinforcing plate is fixedly mounted on the front of the vehicle frame by nuts. A connecting block is fixedly connected to the reinforcing plate. The connecting block is a regular square frustum.

[0010] A connecting box is fixedly connected to the inner side of the anti-collision beam. Buffer plates are spaced apart inside the connecting box. The end of the connecting block away from the front of the vehicle frame extends into the connecting box and is fixedly connected to the buffer plates.

[0011] Preferably, the secondary reinforcement structure includes a number of reinforcement bars spaced apart between the anti-collision beam and the front of the vehicle frame. The reinforcement bars are symmetrically arranged about the main reinforcement structure, and all the reinforcement bars are inclined.

[0012] Preferably, the length of the connecting block is the same as the length of the connecting box, and the width of the bottom of the connecting block is greater than the width of the connecting box.

[0013] Preferably, a welding part is provided in the middle of the reinforcing rod, and a cutting plate corresponding to the welding part is fixedly provided on the front of the frame. When the reinforcing rod collapses, the cutting plate presses against the welding part, causing the welding part to fall off.

[0014] Preferably, the length of the welded part is not less than one-third and not more than one-half of the total length of the reinforcing rod.

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

[0016] 1. By using the main reinforcement structure and the sub-frame structure, the reinforcement performance of the anti-collision beam is ensured, avoiding the need to connect it only through the main energy-absorbing boxes on both sides, and ensuring the connection strength between the anti-collision beam and the front of the frame;

[0017] 2. By setting up the connecting block buffer plate, the buffering performance of the main reinforcement structure is ensured. This ensures the connection strength between the anti-collision beam and the front of the frame, and also ensures that the reinforcement structure is not a simple rigid connection, thus guaranteeing the buffering effect of the anti-collision beam.

[0018] 3. By setting a welded part in the middle of the reinforcing bar, and with the setting of the cutting plate, the welded part can be cut off by the cutting plate when the reinforcing bar collapses. This ensures that when the reinforcing bar collapses, not all the force is transmitted to the front of the frame, and also prevents the reinforcing bar from intruding into the front of the frame when it is impacted. Attached Figure Description

[0019] Figure 1 This is a schematic diagram showing the connection between the anti-collision beam and the front of the vehicle frame of this utility model;

[0020] Figure 2 This is a schematic diagram of the main reinforcement structure and the secondary reinforcement structure of this utility model;

[0021] Figure 3 This is a schematic diagram of the internal structure of the main reinforcement structure of this utility model;

[0022] Figure 4 This is a schematic diagram of the reinforcing rod structure of this utility model.

[0023] In the diagram: 1. Anti-collision beam; 2. Main energy-absorbing box; 3. Connecting bolts; 4. Front of the frame; 5. Reinforcing plate; 6. Connecting block; 7. Connecting box; 8. Buffer plate; 9. Reinforcing rod; 10. Welded part; 11. Cutting plate. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Please see Figure 1-4 This utility model provides a technical solution:

[0026] A vehicle frame assembly anti-collision beam reinforcement structure includes an anti-collision beam 1, with a main energy-absorbing box 2 fixedly connected to the inner side of the anti-collision beam 1. The main energy-absorbing boxes 2 are symmetrically arranged and fixedly connected to the front part 4 of the vehicle frame by connecting bolts 3. There are two main energy-absorbing boxes 2, which are respectively arranged at the connection between the anti-collision beam 1 and the front part 4 of the vehicle frame. The arrangement of the two main energy-absorbing boxes 2 ensures that the anti-collision beam 1 can play a certain buffering role when it is impacted.

[0027] A main reinforcement structure is provided between the middle part of the anti-collision beam 1 and the front part 4 of the vehicle frame. A secondary reinforcement structure is provided on both sides of the main reinforcement structure. In this embodiment, the anti-collision beam 1 is reinforced and connected by the main reinforcement structure and the secondary reinforcement structure. However, both the main reinforcement structure and the secondary reinforcement structure can play a certain buffering role. Therefore, the device can ensure the connection of the anti-collision beam 1 by setting the main reinforcement structure and the secondary reinforcement structure, but it does not affect the buffering role of the anti-collision beam 1.

[0028] The main reinforcement structure includes a reinforcing plate 5 fixedly installed on the front part 4 of the frame. The reinforcing plate 5 is fixed to the front part 4 of the frame by nuts. A connecting block 6 is fixedly connected to the reinforcing plate 5. The connecting block 6 is a regular square frustum.

[0029] A connecting box 7 is fixedly connected to the inner side of the anti-collision beam 1. Buffer plates 8 are spaced apart inside the connecting box 7. The end of the connecting block 6 away from the front part 4 of the frame extends into the connecting box 7 and is fixedly connected to the buffer plate 8. In this embodiment, the connecting box 7 is a hollow structure with several buffer plates 8 spaced apart inside. The connecting block 6 extends into the connecting box 7 and connects to the buffer plate 8. In this embodiment, the strength of the reinforcing plate 5 is greater than the strength of the connecting block 6. This can be achieved using different materials, which are well known to those skilled in the art and will not be described in detail here. Furthermore, the strength of the connecting box 7 is less than the strength of the connecting block 6. The reinforcing plate 5 can prevent the collapsed connecting block 6 and connecting box 7 from intruding into the interior of the front part 4 of the frame.

[0030] The secondary reinforcement structure includes several reinforcement rods 9 spaced apart between the anti-collision beam 1 and the front part of the vehicle frame 4. The reinforcement rods 9 are symmetrically arranged with the main reinforcement structure as the axis of symmetry, and all reinforcement rods 9 are inclined.

[0031] The length of connecting block 6 is the same as the length of connecting box 7, and the width of the bottom of connecting block 6 is greater than the width of connecting box 7.

[0032] In this embodiment, the secondary reinforcement structure is mainly reinforced by reinforcement rods 9. There are 6 reinforcement rods 9 in this embodiment, which are respectively set on both sides of the main frame structure, with three on each side. All of them are inclined and both sides are inclined towards the main reinforcement structure. Through the setting of the main reinforcement structure and multiple reinforcement rods 9, the reinforcement effect of the anti-collision beam 1 is achieved. When it is impacted, the main energy-absorbing box 2 deforms first to absorb energy, and at the same time, the anti-collision beam 1 moves closer to the front part 4 of the frame. At this time, the buffering performance of the main reinforcement structure and the secondary reinforcement structure begins to work. The connecting block 6 continuously invades into the interior of the connecting box 7. Under the action of multiple buffer plates 8, the buffering effect is achieved. At the same time, the collapsing connecting box 7 will split on both sides under the action of the connecting block 6 to prevent it from collapsing into a ball and acting on the front part 4 of the frame.

[0033] A welding section 10 is provided in the middle of the reinforcing rod 9. A cutting plate 11 corresponding to the welding section 10 is fixedly provided on the front part 4 of the frame. When the reinforcing rod 9 collapses, the cutting plate 11 presses against the welding section 10, causing the welding section 10 to fall off. In this embodiment, the reinforcing rod 9 is welded from three parts, with the welding section 10 in the middle. The welding is surface welding, so the strength of the welding position is not too high, but it can still play a role in fixing the anti-collision beam 1. When the reinforcing rod 9 collapses under force, the welding point can break under the action of external force, preventing the overall collapse of the reinforcing rod 9 from affecting the front part 4 of the frame. At the same time, in order to prevent the welding point from breaking, a cutting plate 11 is provided in this embodiment. When the reinforcing rod 9 collapses, the cutting plate 11 has a high probability of acting on the welded part 10, so that the welded point can break before the reinforcing rod 9 completely collapses. The reinforcing rod 9 can be welded between the front part 4 of the frame and the anti-collision beam 1, or it can be connected by nuts for easy replacement. The cutting plate 11 is used here because the plate has a larger effective area, which increases the probability of it acting on the welded part 10. Even if the cutting plate 11 does not act on the welded part 10, when the reinforcing rod 9 is under force, and the welded point is surface welded, the force can still cause the welded point to break. The cutting plate 11 provides an extra layer of protection.

[0034] The length of the welded part 10 shall not be less than one-third and not more than one-half of the total length of the reinforcing rod 9. If the length of the welded part 10 is too long, it will affect the overall strength of the reinforcing rod 9 and the reinforcement effect on the anti-collision beam 1. If it is too short, the weld point will not be easy to break, and the cutting plate 11 will be more difficult to act on the welded part 10. Therefore, the length of the welded part 10 should be limited.

[0035] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A crossbeam reinforcement structure for a vehicle frame assembly, comprising a crossbeam (1), characterized in that: The inner side of the anti-collision beam (1) is fixedly connected to the main energy-absorbing box (2). The main energy-absorbing boxes (2) are symmetrically arranged and are fixedly connected to the front part (4) of the frame by connecting bolts (3). A main reinforcement structure is provided between the middle part of the anti-collision beam (1) and the front part (4) of the vehicle frame, and secondary reinforcement structures are provided on both sides of the main reinforcement structure.

2. The anti-collision crossbeam reinforcement structure for a vehicle frame assembly according to claim 1, characterized in that: The main reinforcement structure includes a reinforcing plate (5) fixedly installed on the front part (4) of the frame. The reinforcing plate (5) is fixed on the front part (4) of the frame by nuts. A connecting block (6) is fixedly connected to the reinforcing plate (5). The connecting block (6) is a regular square frustum. The anti-collision beam (1) is fixedly connected to a connecting box (7), and buffer plates (8) are spaced apart inside the connecting box (7). The end of the connecting block (6) away from the front part (4) of the frame extends into the connecting box (7) and is fixedly connected to the buffer plate (8).

3. The anti-collision crossbeam reinforcement structure for a vehicle frame assembly according to claim 2, characterized in that: The secondary reinforcement structure includes several reinforcement rods (9) spaced apart between the anti-collision beam (1) and the front part of the frame (4). The reinforcement rods (9) are symmetrically arranged with the main reinforcement structure as the axis of symmetry, and all reinforcement rods (9) are inclined.

4. The anti-collision crossbeam reinforcement structure for a vehicle frame assembly according to claim 3, characterized in that: The length of the connecting block (6) is the same as the length of the connecting box (7), and the width of the bottom of the connecting block (6) is greater than the width of the connecting box (7).

5. The anti-collision crossbeam reinforcement structure for a vehicle frame assembly according to claim 3, characterized in that: The reinforcing rod (9) has a welding part (10) in the middle. The front part (4) of the frame is fixedly provided with a cutting plate (11) corresponding to the welding part (10). When the reinforcing rod (9) collapses, the cutting plate (11) presses against the welding part (10), causing the welding part (10) to fall off.

6. The anti-collision crossbeam reinforcement structure for a vehicle frame assembly according to claim 5, characterized in that: The length of the welded part (10) is not less than one-third and not more than one-half of the total length of the reinforcing rod (9).

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