Anti-collision beam assembly

Abstract

The utility model relates to the technical field of anti-collision beams, and discloses an anti-collision beam assembly which comprises an installation base fixedly connected with a vehicle body and an anti-collision beam body located in front of the installation base, energy absorption boxes are arranged at the two ends of the anti-collision beam body, and the anti-collision beam body and the installation base are connected and fixed through the energy absorption boxes. A secondary buffering structure used for bearing transition deformation of the anti-collision beam body is arranged on the side, facing the anti-collision beam body, of the mounting base, and a first constant-resistance structure is arranged in the energy absorption box. The first constant-resistance structure is arranged, external loads are counteracted through deformation of the first straight pipe section, impact of the external loads on a vehicle body can be reduced, failure of the energy absorption box caused by plastic deformation of the arch bar can be prevented, in addition, resistance of the first sliding resistance sleeve to the first constant-resistance end is constant, and the service life of the energy absorption box is prolonged. And the energy absorbed by the constant-resistance structure is in direct proportion to the deformation before reaching the maximum deformation, so that high-efficiency energy absorption can be ensured.

Description

Technical Field

[0001] This utility model belongs to the field of anti-collision beam technology, and specifically relates to an anti-collision beam assembly. Background Technology

[0002] Automotive crash beams are the main load-bearing structural components installed at the front and rear of a vehicle (usually inside the bumper cover). They are an important part of the passive safety system, primarily designed to protect critical vehicle components (such as the radiator and engine compartment) and reduce repair costs in low-speed collisions. In medium- to high-speed collisions, they serve as the starting point for energy transfer paths, working in conjunction with body longitudinal beams, energy-absorbing boxes, and other structures to systematically disperse and absorb collision energy, thus protecting the safety of the passenger compartment.

[0003] Currently, crash beam assemblies mainly consist of a crash beam body, a mounting base, and an energy-absorbing box located between the two, connecting the crash beam body and the mounting base via the energy-absorbing box. When a car is impacted, the energy generated by the impact load is mainly absorbed by the deformation of the crash beam body itself and the energy-absorbing box, thus achieving cushioning. However, the energy absorption capacity of the crash beam body and the energy-absorbing box is limited. Furthermore, as car performance and configurations improve, the vehicle's weight increases and the collision speed becomes higher, resulting in a high energy density. The crash beam body and energy-absorbing box alone cannot effectively offset this energy, leading to excessive deformation of the crash beam body and energy-absorbing box. This can cause damage to the front engine compartment and passenger compartment, endangering the life and health of the driver and passengers and potentially causing a fire. Therefore, it is clear that existing technologies that rely solely on the crash beam body and energy-absorbing box for cushioning and energy absorption cannot withstand large impact loads. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide a crash beam assembly to solve the technical problem that the existing technology, which only uses the crash beam body and energy absorption box for buffering and energy absorption, cannot resist large impact loads.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A crash beam assembly includes a mounting base fixedly connected to a vehicle body and a crash beam body located in front of the mounting base. Energy-absorbing boxes are provided at both ends of the crash beam body, and the crash beam body is connected and fixed to the mounting base via the energy-absorbing boxes. The mounting base has a secondary buffer structure on the side facing the crash beam body to bear the transitional deformation of the crash beam body. A first constant-resistance structure is provided inside the energy-absorbing box. The first constant-resistance structure includes a first constant-resistance end and a first anti-slip sleeve arranged opposite to each other. The first constant-resistance end is frustum-shaped with its smaller diameter end facing the first anti-slip sleeve. The first anti-slip sleeve includes a first conical section and a first straight pipe section connected sequentially along a direction away from the first constant-resistance end. The flared end of the first conical section faces the first constant-resistance end, and a receiving space adapted to the first constant-resistance end is formed within the first conical section. Under natural conditions, the first constant-resistance end and the first anti-slip sleeve are in a non-contact state.

[0007] Furthermore, the energy-absorbing box includes connecting plates at the front and rear ends, with arched plates arranged opposite each other between the front and rear connecting plates, and the arched backs of the two arched plates facing each other with a gap between them.

[0008] Furthermore, the first constant resistance end and the first anti-slip sleeve are respectively fixed to the two side connecting plates, a first support rod is provided between the first constant resistance end and the front connecting plate, and a second support rod is provided between the first anti-slip sleeve and the rear connecting plate.

[0009] Furthermore, the first constant resistance structure is located in the middle of the two arch plates, and a total of multiple first constant resistance structures are provided in a single energy-absorbing box and are distributed at intervals along the vertical direction.

[0010] Furthermore, the secondary buffer structure includes a mounting groove located at the center of the outer side of the mounting base. The opening of the mounting groove faces the anti-collision beam body. An arched baffle is provided between the mounting groove and the anti-collision beam body. The outer arc surface of the baffle is opposite to the arch of the anti-collision beam body. Sliders are slidably connected to both sides of the mounting groove. The baffle and the slider are hinged by a connecting rod. An elastic element is provided between the slider and the end face of the mounting groove.

[0011] Furthermore, the slider is located inside the mounting groove, meaning there is a gap between the top surface of the slider and the top opening of the mounting groove;

[0012] Furthermore, a cover plate with the same size as the opening is provided at the top opening of the mounting slot, and a rectangular guide groove is opened at the center of the cover plate. The connecting rod passes through the guide groove and moves within the guide groove.

[0013] Furthermore, a second constant resistance structure is provided between the two connecting rods. The second constant resistance structure includes a second constant resistance end and a second sliding sleeve arranged opposite to each other. The second constant resistance end is located inside the second sliding sleeve. The second constant resistance end and the second sliding sleeve are respectively hinged to the connecting rods on both sides.

[0014] Furthermore, the second constant resistance end is frustum-shaped with the larger diameter end facing the second sliding sleeve. The second sliding sleeve includes a second straight pipe section, a second conical section, and a constricting section connected sequentially away from the second constant resistance end. The second conical section has a receiving space adapted to the second constant resistance end. The second constant resistance end is located inside the second conical section, and the side of the second constant resistance end is in complete contact with the inner side of the second conical section. The constricting section narrows away from the second conical section.

[0015] The beneficial effects of this utility model are as follows:

[0016] (1) Compared with the prior art, by setting the first constant resistance structure, the deformation of the first straight pipe section is used to offset the external load, which can not only reduce the impact of the external load on the vehicle body, but also prevent the energy absorption box from failing due to plastic deformation of the arch plate; in addition, the resistance of the first sliding sleeve to the first constant resistance end is constant. On the one hand, the energy absorbed by the constant resistance structure is proportional to the deformation before reaching the maximum deformation, which can ensure high-efficiency energy absorption; on the other hand, the constant resistance structure can effectively "shave the peak". When the external load is overloaded, the force transmitted to the rear vehicle body is limited to the constant resistance level through its own plastic deformation, avoiding the rear vehicle body from bearing the peak load exceeding its bearing capacity, effectively ensuring the safety of the front engine compartment and passenger compartment.

[0017] (2) By setting up a secondary buffer structure, when the strength of the external load is sufficient to cause the anti-collision beam body to undergo excessive deformation, the anti-collision beam body comes into contact with the baffle. Under the action of the external load, the connecting rod behind the baffle rotates outward. During this process, the second constant resistance end and the second anti-slip sleeve move in opposite directions. The second constant resistance end enters the second straight pipe section, causing the second straight pipe section to undergo plastic expansion, thereby providing constant resistance to the second constant resistance end. The deformation of the second straight pipe section offsets part of the external load, slowing down the further deformation of the anti-collision beam body and the energy absorption box while reducing the peak intensity of the external load, thus protecting the vehicle body. Attached Figure Description

[0018] To make the objectives, technical solutions, and beneficial effects of this utility model clearer, the following drawings are provided for illustration:

[0019] Figure 1 This is a schematic diagram of the anti-collision beam assembly in Embodiment 1 of this utility model;

[0020] Figure 2 This is an overall sectional view of the anti-collision beam assembly in Embodiment 1 of this utility model;

[0021] Figure 3 for Figure 2 Enlarged view at point A1;

[0022] Figure 4 for Figure 2 Enlarged view at point A2;

[0023] Figure 5 for Figure 2 Enlarged view of section A3 in the middle.

[0024] The following labels are shown in the attached diagram:

[0025] The components include: anti-collision beam body 1, energy-absorbing box 2, connecting plate 201, arch plate 202, sealing plate 203, first constant resistance structure 204, first support rod 205, first constant resistance end 206, second support rod 207, first anti-slip sleeve 208, first conical section 2081, first straight pipe section 2082, mounting base 3, secondary buffer structure 4, mounting groove 401, baffle 402, slider 403, first connecting block 404, limiting groove 405, connecting rod 406, elastic element 407, cover plate 408, guide groove 4081, second constant resistance structure 409, second connecting block 410, first top rod 411, second constant resistance end 412, second top rod 413, second anti-slip sleeve 414, second conical section 4141, constriction section 4142, and second straight pipe section 4143. Detailed Implementation

[0026] Example 1, specifically as follows Figures 1-5 As shown.

[0027] A crash beam assembly includes a mounting base 3 fixedly connected to a vehicle body and a crash beam body 1 located in front of the mounting base 3. Energy-absorbing boxes 2 are provided at both ends of the crash beam body 1, and the crash beam body 1 is connected and fixed to the mounting base 3 via the energy-absorbing boxes 2. A secondary buffer structure 4 is provided on the side of the mounting base 3 facing the crash beam body 1 to bear the transitional deformation of the crash beam body 1.

[0028] like Figure 1 As shown, the anti-collision beam body 1 is an arched plate, with its arched back facing away from the vehicle body. During a collision, the impact force is decomposed along the arched surface and converted into compressive stress along the arch axis, reducing local stress concentration. In addition, the anti-collision beam body 1 absorbs kinetic energy during deformation, reducing the peak impact force. The energy-absorbing box 2 is positioned directly between the anti-collision beam body 1 and the mounting base 3. The energy-absorbing box 2 includes connecting plates 201 at both ends. The anti-collision beam body 1 has flat mounting surfaces at both ends facing the mounting base 3. The front connecting plate 201 is fixedly connected to the mounting surface of the anti-collision beam body 1, and the rear connecting plate 201 is fixedly connected to the corresponding outer surface of the mounting base 3. The connecting plates 201 are all fixed by welding.

[0029] An arch plate 202 is disposed opposite to the front and rear connecting plates 201. The arch backs of the two arch plates 202 face each other and are spaced apart. In this embodiment, the two arch plates 202 are symmetrically distributed on both sides of the connecting plate 201 in the horizontal direction. Both ends of the arch plates 202 are welded and fixed to the connecting plate 201. When the vehicle is subjected to an impact load, the anti-collision beam body 1 transfers part of the load to the energy absorption box 2. Under the action of external force, the arch plate 202 bends and absorbs part of the energy through its own elastic deformation, thus buffering the load. As the load dissipates, the arch plate 202 returns to its original shape, so that the energy absorption box 2 can be reused.

[0030] A sealing plate 203 is provided between the openings at the upper and lower ends of the two arched plates 202. The sealing plate 203 is made of rubber material. A closed energy-absorbing box 2 is formed by the sealing plate 203, the arched plates 202 and the connecting plate 201. In order to further enhance the energy absorption and buffering effect of the energy-absorbing box 2, a first constant resistance structure 204 is provided inside the energy-absorbing box 2. The first constant resistance structure 204 is located in the middle of the two arched plates 202. In this embodiment, a total of 3 first constant resistance structures 204 are provided in a single energy-absorbing box 2 and are distributed at intervals along the vertical direction.

[0031] like Figure 3 As shown, the first constant resistance structure 204 includes a first constant resistance end 206 and a first sliding sleeve 208 disposed opposite to each other. The first constant resistance end 206 is frustum-shaped and its smaller diameter end faces the first sliding sleeve 208. The first sliding sleeve 208 includes a first conical section 2081 and a first straight pipe section 2082 connected sequentially in a direction away from the first constant resistance end 206. The connection between the first conical section 2081 and the first straight pipe section 2082 is smoothly transitioned. The flared end of the first conical section 2081 faces the first constant resistance end 206, and a receiving space adapted to the first constant resistance end 206 is formed inside the first conical section 2081. Under natural conditions, the first constant resistance end 206 and the first sliding sleeve 208 are in a non-contact state.

[0032] The first constant resistance end 206 and the first anti-slip sleeve 208 are respectively fixed to the two side connecting plates 201. Specifically, a horizontal first support rod 205 is provided between the first constant resistance end 206 and the front connecting plate 201. The two ends of the first support rod 205 are welded and fixed to the first constant resistance end 206 and the front connecting plate 201 respectively. A horizontal second support rod 207 is provided between the first anti-slip sleeve 208 and the rear connecting plate 201. An end plate is provided on the end face of the first anti-slip sleeve 208 away from the first constant resistance end 206. The two ends of the second support rod 207 are welded and fixed to the end plate of the first anti-slip sleeve 208 and the rear connecting plate 201 respectively.

[0033] When the external load is large, the arch plate 202 of the energy-absorbing box 2 bends, and the first constant resistance end 206 enters the first conical section 2081 of the first anti-slip sleeve 208 and contacts the inner wall of the first conical section 2081. Under the action of the external load, the first constant resistance end 206 moves further towards the first anti-slip sleeve 208 and enters the first straight pipe section 2082 of the first anti-slip sleeve 208, causing the first straight pipe section 2082 to undergo circumferential plastic deformation. The deformation of the first straight pipe section 2082 offsets the external load, which not only reduces the impact of the external load on the vehicle body, but also prevents the energy-absorbing box 2 from failing due to the plastic deformation of the arch plate 202. In addition, it is worth emphasizing that the resistance of the first anti-slip sleeve 208 to the first constant resistance end 206 is constant. On the one hand, the energy absorbed by the constant resistance structure is proportional to the deformation before reaching the maximum deformation, which can ensure high-efficiency energy absorption. On the other hand, the constant resistance structure can effectively "shaving off peaks". When the external load is overloaded, the force transmitted to the rear body is limited to the constant resistance level through its own plastic deformation, avoiding the rear body from bearing peak loads exceeding its bearing capacity, thus effectively ensuring the safety of the front engine compartment and passenger compartment.

[0034] like Figure 2 As shown, the secondary buffer structure 4 includes a rectangular mounting groove 401 located at the center of the outer side of the mounting base 3. The opening of the mounting groove 401 faces the anti-collision beam body 1. An arc-shaped baffle 402 is provided between the mounting groove 401 and the anti-collision beam body 1, with the outer arc surface of the baffle 402 facing the arch of the anti-collision beam body 1. Sliding blocks 403 are slidably connected to both sides of the mounting groove 401. The sliding blocks 403 are located inside the mounting groove 401, meaning there is a gap between the top surface of the sliding block 403 and the top opening of the mounting groove 401.

[0035] The baffle 402 and the slider 403 are hinged together by a connecting rod 406. Specifically, a pair of first connecting blocks 404 are provided on both sides of the web plane of the baffle 402, and the first connecting blocks 404 are welded and fixed to the baffle 402. There is a gap between the first connecting blocks 404 on the same side, and the front end of the connecting rod 406 enters the gap of the first connecting blocks 404 and is hinged to the first connecting blocks 404 on both sides of the connecting rod 406. Specifically, the free end of the first connecting block 404 has a shaft hole, and the front end of the connecting rod 406 has a rotating shaft that matches the shaft hole.

[0036] The top of slider 403 has an opening like Figure 4 The limiting groove 405 shown has openings on its top and inner surfaces. The rear end of the connecting rod 406 enters the limiting groove 405 at the top of the slider 403 and is hinged to the slider 403. Specifically, the limiting groove 405 also has shaft holes on both sides, and the rear end of the connecting rod 406 is provided with a rotating shaft that matches the shaft hole.

[0037] An elastic element 407 is provided between the end face of the slider 403 and the mounting groove 401, thereby providing elastic support for the slider 403. In this embodiment, the elastic element 407 is a spring, which is located inside the mounting groove 401. The two ends of the spring are welded and fixed to the outer side of the slider 403 and the end face of the mounting groove 401, respectively. A cover plate 408 with the same size as the opening is provided at the top opening of the mounting groove 401, and the two are welded and fixed. A rectangular guide groove 4081 is opened at the center of the cover plate 408, and the connecting rod 406 passes through the guide groove 4081 and moves within the guide groove 4081.

[0038] There is also a such as between the two connecting rods 406 Figure 5 The second constant resistance structure 409 shown includes a second constant resistance end 412 and a second sliding sleeve 414 arranged opposite to each other. The second constant resistance end 412 is located inside the second sliding sleeve 414. The second constant resistance end 412 and the second sliding sleeve 414 are respectively hinged to the connecting rods 406 on both sides.

[0039] The second constant resistance end 412 is frustoconical in shape, with its larger diameter end facing the second sliding sleeve 414. The second sliding sleeve 414 includes a second straight pipe section 4143, a second conical section 4141, and a tapered section 4142 connected sequentially away from the second constant resistance end 412. The second conical section 4141 has a receiving space adapted to fit the second constant resistance end 412. The second constant resistance end 412 is located within the second conical section 4141, and the side surface of the second constant resistance end 412 is in complete contact with the inner side surface of the second conical section 4141. The tapered section 4142 tapers away from the second conical section 4141.

[0040] A pair of second connecting blocks 410 are provided on the sides of both connecting rods 406. A horizontal first push rod 411 is provided at the end of the second constant resistance end 412 away from the second conical section 4141. The first push rod 411 passes through the second straight pipe section 4143 and extends into the gap between the second connecting blocks 410 on the same side. The outer end of the first push rod 411 is hinged to the second connecting blocks 410 on both sides. In this embodiment, the diameter of the first push rod 411 is the same as the inner diameter of the second straight pipe section 4143.

[0041] A horizontal second push rod 413 is welded to the constricted end of the constriction section 4142. The second push rod 413 extends in a direction away from the second constant resistance end 412 and enters the gap of the second connecting block 410 on the same side. The outer end of the second push rod 413 is hinged to the second connecting blocks 410 on both sides. It should be further noted that the hinge method between the first push rod 411 and the second connecting block 410, and the hinge method between the second push rod 413 and the second connecting block 410 are the same as the hinge method between the connecting rod 406 and the first connecting block 404 mentioned above, and will not be elaborated on here.

[0042] When the intensity of the external load is sufficient to cause excessive deformation of the anti-collision beam body 1, the peak intensity cannot be effectively reduced by the anti-collision beam body 1 and the energy-absorbing box 2 alone. At this time, the anti-collision beam body 1 comes into contact with the baffle 402. Under the action of the external load, the connecting rod 406 behind the baffle 402 rotates outward. During this process, the second constant resistance end 412 and the second anti-slip sleeve 414 move in opposite directions. The second constant resistance end 412 enters the second straight pipe section 4143, causing the second straight pipe section 4143 to undergo plastic expansion, thereby providing constant resistance to the second constant resistance end 412. The deformation of the second straight pipe section 4143 offsets part of the external load, slowing down the further deformation of the anti-collision beam body 1 and the energy-absorbing box 2 while reducing the peak intensity of the external load, thus protecting the vehicle body.

[0043] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although the utility model has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made to it in form and detail without departing from the scope defined by the claims of this utility model.

Claims

1. A crash beam assembly, characterized in that, The system includes a mounting base fixedly connected to the vehicle body and a crash beam body located in front of the mounting base. Energy-absorbing boxes are provided at both ends of the crash beam body, which connect and fix the crash beam body to the mounting base. The mounting base has a secondary buffer structure on the side facing the crash beam body to support the transitional deformation of the crash beam body. A first constant-resistance structure is provided inside the energy-absorbing box. The first constant-resistance structure includes a first constant-resistance end and a first anti-slip sleeve arranged opposite each other. The first constant-resistance end is frustum-shaped with its smaller diameter end facing the first anti-slip sleeve. The first anti-slip sleeve includes a first conical section and a first straight pipe section connected sequentially along a direction away from the first constant-resistance end. The flared end of the first conical section faces the first constant-resistance end, and a receiving space adapted to the first constant-resistance end is formed within the first conical section. Under natural conditions, the first constant-resistance end and the first anti-slip sleeve are in a non-contact state.

2. The anti-collision beam assembly according to claim 1, characterized in that, The energy-absorbing box includes connecting plates at the front and rear ends, with arched plates positioned opposite each other between the front and rear connecting plates, and the arched backs of the two side arched plates facing each other with a gap between them.

3. The anti-collision beam assembly according to claim 2, characterized in that, The first constant resistance end and the first anti-slip sleeve are respectively fixed to the two side connecting plates. A first support rod is provided between the first constant resistance end and the front connecting plate, and a second support rod is provided between the first anti-slip sleeve and the rear connecting plate.

4. The anti-collision beam assembly according to claim 3, characterized in that, The first constant resistance structure is located in the middle of the two arch plates. A total of multiple first constant resistance structures are provided in a single energy-absorbing box and are distributed at intervals along the vertical direction.

5. The anti-collision beam assembly according to claim 1, characterized in that, The secondary buffer structure includes a mounting groove located at the center of the outer side of the mounting base. The opening of the mounting groove faces the anti-collision beam body. An arched baffle is provided between the mounting groove and the anti-collision beam body. The outer arc surface of the baffle is opposite to the arch of the anti-collision beam body. Sliders are slidably connected to both sides of the mounting groove. The baffle and the slider are hinged by a connecting rod. An elastic element is provided between the slider and the end face of the mounting groove.

6. The anti-collision beam assembly according to claim 5, characterized in that, The slider is located inside the mounting slot, meaning there is a gap between the top surface of the slider and the top opening of the mounting slot.

7. The anti-collision beam assembly according to claim 6, characterized in that, The top opening of the mounting slot is provided with a cover plate of the same size as the opening. A rectangular guide groove is opened at the center of the cover plate. The connecting rod passes through the guide groove and moves within the guide groove.

8. The anti-collision beam assembly according to claim 7, characterized in that, A second constant resistance structure is also provided between the two connecting rods. The second constant resistance structure includes a second constant resistance end and a second sliding sleeve arranged opposite to each other. The second constant resistance end is located inside the second sliding sleeve. The second constant resistance end and the second sliding sleeve are respectively hinged to the connecting rods on both sides.

9. The anti-collision beam assembly according to claim 8, characterized in that, The second constant resistance end is frustum-shaped with the larger diameter end facing the second sliding sleeve. The second sliding sleeve includes a second straight pipe section, a second conical section, and a constricting section connected sequentially away from the second constant resistance end. The second conical section has a receiving space adapted to the second constant resistance end. The second constant resistance end is located inside the second conical section, and the side of the second constant resistance end is in complete contact with the inner side of the second conical section. The constricting section narrows away from the second conical section.

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