A front collision avoidance structure that balances the installation of adjacent components and MPDB barrier collision compatibility

Abstract

This utility model discloses a front anti-collision structure that balances the installation of adjacent components and MPDB barrier collision compatibility, including an anti-collision beam and an energy-absorbing box. The anti-collision beam is a B-shaped integrated structure with a lower flange, composed of a vertically arranged upper cavity, middle cavity, lower cavity, and flange. The anti-collision beam is rolled from a single piece of steel plate. The upper and lower cavities are closed cavities, while the middle cavity is an open cavity with its opening facing the energy-absorbing box. The flange is located on the front side of the anti-collision beam. The head of the energy-absorbing box matches the shape of the anti-collision beam. The upper and lower cavities of the anti-collision beam are respectively connected to the energy-absorbing box. This utility model features convenient installation of adjacent components and good MPDB barrier collision compatibility.

Description

Technical Field

[0001] This utility model relates to the field of automotive anti-collision technology, specifically to a front anti-collision structure that takes into account both the installation of adjacent components and MPDB barrier collision compatibility. Background Technology

[0002] The crash beam is a critical component that absorbs impact during a car collision. In low-speed collisions, the crash beam absorbs and disperses the impact force, providing protection for occupants and mitigating potential injuries. Currently, most passenger car crash beams have a closed cross-section. In their structural design, to facilitate the installation of adjacent components (such as radiator frames, horns, and radar), brackets matching these components need to be welded onto the crash beam. The design, fabrication, and welding of these brackets not only increase the number of processes but also raise vehicle costs. Furthermore, in MPDB (Multi-Purpose Barrier) collision tests, it is necessary to consider not only the strength of the crash beam itself but also to prevent localized penetration of the MPDB barrier. This necessitates increasing the dimensions of the crash beam in the Z-axis direction of the vehicle body. However, increasing the size of the crash beam inevitably leads to increased weight, contradicting the goal of vehicle lightweighting. Utility Model Content

[0003] This invention aims to overcome the deficiencies of existing technologies and provide a front anti-collision structure that takes into account both the installation of adjacent components and MPDB barrier collision compatibility, thereby solving the problems mentioned in the background art.

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

[0005] A front bumper structure that balances the installation of adjacent components and MPDB barrier collision compatibility includes a bumper beam and an energy-absorbing box. The bumper beam is a B-shaped integrated structure with a lower flange, consisting of a vertically arranged upper cavity, middle cavity, lower cavity, and flange. The bumper beam is rolled from a single piece of steel plate. The upper and lower cavities are closed cavities, while the middle cavity is an open cavity with its opening facing the energy-absorbing box. The flange is located on the front side of the bumper beam. The head of the energy-absorbing box matches the shape of the bumper beam. The upper and lower cavities of the bumper beam are respectively connected to the energy-absorbing box.

[0006] The aforementioned front anti-collision structure, which takes into account the installation of adjacent components and MPDB barrier collision compatibility, has a C-shaped groove at the head of the energy-absorbing box that matches the shape of the anti-collision beam. The upper and lower edges of the C-shaped groove overlap the upper wall of the upper cavity and the lower wall of the lower cavity of the anti-collision beam, respectively, and are connected by welding at the joint between the C-shaped groove and the anti-collision beam.

[0007] The aforementioned front anti-collision structure, which takes into account both the installation of adjacent components and MPDB barrier collision compatibility, adds an auxiliary connection between the anti-collision beam and the energy-absorbing box; a connection hole is provided on the upper wall of the upper cavity and the upper frame of the C-shaped groove of the energy-absorbing box, and the two are connected by a first bolt; the lower cavity and the lower frame of the C-shaped groove of the energy-absorbing box are connected by a second bolt.

[0008] The aforementioned front anti-collision structure, which takes into account the installation of adjacent components and MPDB barrier collision compatibility, has a reinforcing member at the open end of the central cavity. The reinforcing member is a C-shaped structure. After the open end of the C-shaped structure is inserted into the central cavity, a first weld and a second weld are respectively provided at the upper and lower connection points.

[0009] The aforementioned front bumper structure, which takes into account both the installation of adjacent components and MPDB barrier collision compatibility, has the same cross-sectional dimensions for the upper and lower cavities; the height of the middle cavity is 1 / 3 to 2 / 3 of the height of the upper cavity.

[0010] The aforementioned front bumper structure, which takes into account both the installation of adjacent components and MPDB barrier collision compatibility, has a flange edge height between 4 and 9 cm. Beneficial effects

[0011] Compared with existing technologies, this utility model has the following advantages: First, the B-shaped integrated anti-collision beam with a lower flange has a simple processing procedure. The Z-direction dimension of the anti-collision beam can be easily adjusted by adjusting the height of the middle cavity and the lower flange, improving MPDB barrier collision compatibility with minimal change in overall mass. Furthermore, the height variations of the three cavities and the flange provide multiple ways to enhance MPDB barrier collision compatibility. Second, the lower flange of the anti-collision beam facilitates the direct installation of adjacent components such as radar and water tanks, greatly simplifying the installation process compared to traditional fully enclosed anti-collision beams that require welded brackets. Thirdly, in traditional offset collisions, the anti-collision beam and energy-absorbing box are welded together. During an offset collision, the compression on the collision side causes a large lateral force on the non-collision side, which can lead to cracking or detachment of the weld between the anti-collision beam and the energy-absorbing box. As a result, the force cannot be transmitted to the non-collision side during the collision, the front compartment of the vehicle absorbs less energy, the passenger compartment deforms more, and the injury to the occupants increases. This utility model sets a C-shaped groove on the energy-absorbing box to achieve lap welding with the anti-collision beam, and adds an auxiliary connection to prevent tearing or detachment between the energy-absorbing box and the anti-collision beam during an offset collision, thus better realizing the transmission of collision force during an offset collision. Attached Figure Description

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

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

[0014] Figure 2This is a schematic diagram of the anti-collision beam structure of this utility model;

[0015] Figure 3 This is a partial structural schematic diagram of the present invention;

[0016] Figure 4 This is a schematic diagram of the anti-collision beam structure with reinforcement of this utility model;

[0017] Figure 5 This is a schematic diagram of the roll forming process of the anti-collision beam of this utility model.

[0018] The labels in the diagram represent:

[0019] 1. Anti-collision beam, 2. Energy-absorbing box, 3. First weld, 4. Second weld, 5. First bolt, 6. Second bolt, 1-1. Upper cavity, 1-2. Middle cavity, 1-3. Lower cavity, 1-4. Flange edge, 1-2-1. Reinforcing member. Detailed Implementation

[0020] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0021] like Figure 1-5 As shown, the front anti-collision structure of this utility model includes an anti-collision beam and an energy-absorbing box. The anti-collision beam is a B-shaped integrated structure with a lower flange, consisting of a vertically arranged upper cavity, middle cavity, lower cavity, and flange. The anti-collision beam is formed by rolling a single piece of steel plate. The upper and lower cavities are closed cavities, while the middle cavity is an open cavity with its opening facing the energy-absorbing box. The flange is located on the front side of the anti-collision beam. The head of the energy-absorbing box, i.e., the front end, matches the shape of the anti-collision beam. The upper and lower cavities of the anti-collision beam are respectively connected to the energy-absorbing box.

[0022] The advantages of the above design are as follows: The anti-collision beam adopts a one-piece rolled structure, which not only simplifies the manufacturing process, but also allows for convenient adjustment of the Z-direction dimensions of the anti-collision beam by adjusting the height of the middle cavity or the lower flange. This improves MPDB barrier collision compatibility with minimal changes in overall mass. Furthermore, the height variations of the three cavities and the flange provide multiple options for enhancing MPDB barrier collision compatibility. In addition, the lower flange of the anti-collision beam facilitates the direct installation of adjacent components such as radar and water tanks, greatly simplifying the installation process compared to traditional fully enclosed anti-collision beams that require welded brackets.

[0023] The crash beam is made of a single piece of steel plate, roll-formed in one piece. The front walls of the upper and lower cavities in the three vertically arranged chambers share the same front upright plate for the crash beam. Figure 4 As shown, welding is performed between the closed end of the middle cavity and the front upright plate of the anti-collision beam; after the bent flange is installed on the lower wall of the lower cavity and is fitted to the front upright plate of the anti-collision beam, welding is performed, which can further improve the bending resistance of the crossbeam.

[0024] Traditionally, the connection between the energy-absorbing box and the anti-collision beam is usually direct welding. This invention employs the following solution: The head of the energy-absorbing box is provided with a C-shaped groove that matches the shape of the anti-collision beam. The upper and lower edges of the C-shaped groove overlap the upper wall of the upper cavity and the lower wall of the lower cavity of the anti-collision beam, respectively. The C-shaped groove and the anti-collision beam are connected by welding at the joint. The cross-section of the energy-absorbing box can be rectangular. This joint refers to the connection point between the C-shaped groove and the anti-collision beam, i.e., the overlap of the upper and lower edges of the C-shaped groove with the anti-collision beam, and the connection point of the vertical side of the C-shaped groove with the anti-collision beam. The vertical side of the C-shaped groove is the head of the side frame of the energy-absorbing box. Figure 3 As shown.

[0025] During an offset collision, the compression on the impact side causes a significant lateral force on the non-impact side. This large lateral force can lead to cracking of the welded joint between the crash beam and the energy-absorbing box, and in severe cases, complete detachment. This prevents the force from being transferred to the non-impact side, resulting in less energy absorption in the front compartment, increased deformation of the passenger compartment, and increased injury to the occupants. The following solution can be adopted: An auxiliary connection is added between the crash beam and the energy-absorbing box. A connection hole is provided between the upper wall of the upper cavity and the upper edge of the C-shaped groove of the energy-absorbing box. A first bolt passes through the connection hole to connect the upper wall of the upper cavity to the upper edge of the C-shaped groove of the energy-absorbing box. The lower cavity uses the same structure and is connected to the energy-absorbing box. A second bolt connects the lower cavity to the lower edge of the C-shaped groove of the energy-absorbing box. This additional auxiliary connection can prevent tearing of the crash beam and energy-absorbing box on the non-impact side during an offset collision.

[0026] To increase the rigidity of the anti-collision beam, the following design can also be adopted: a reinforcing member is provided at the open end of the middle cavity. The reinforcing member is a C-shaped structure. After the open end of the C-shaped structure is inserted into the middle cavity, a first weld and a second weld are respectively provided at the upper and lower connection points.

[0027] The overall height of the crash beam can be changed by adjusting the height of the upper cavity, lower cavity, middle cavity, and flange edge: the upper and lower cavities have the same cross-sectional dimensions; the height of the middle cavity is 1 / 3 to 2 / 3 of the height of the upper cavity; the flange edge height is between 4cm and 9cm. By changing the height of each cavity and the flange edge height, the height of the crash beam in the Z direction can be adjusted while controlling the weight, thus adapting to MPDB collision requirements.

Claims

1. A front crash structure which is compatible with both adjacent component mounting and MPDB barrier crash compatibility, characterized by, It includes a crash beam (1) and an energy-absorbing box (2); the crash beam (1) is a B-shaped integrated structure with a lower flange, consisting of an upper cavity (1-1), a middle cavity (1-2), a lower cavity (1-3), and a flange (1-4) arranged vertically. The crash beam (1) is rolled from a single steel plate; the upper cavity (1-1) and the lower cavity (1-3) are closed cavities, the middle cavity (1-2) is an open cavity, the opening direction is towards the energy-absorbing box (2), and the flange (1-4) is located on the front side of the crash beam; the head of the energy-absorbing box (2) matches the shape of the crash beam (1); the upper cavity (1-1) and the lower cavity (1-3) of the crash beam (1) are respectively connected to the energy-absorbing box (2).

2. The front crash structure for both mounting of adjacent parts and MPDB barrier crash compatibility according to claim 1, characterized in that, The head of the energy-absorbing box (2) is provided with a C-shaped groove that matches the shape of the anti-collision beam (1). The upper and lower edges of the C-shaped groove overlap the upper wall of the upper cavity (1-1) and the lower wall of the lower cavity (1-3) of the anti-collision beam (1), respectively. The C-shaped groove and the anti-collision beam (1) are connected by welding at the joint.

3. The front crash structure for both mounting of adjacent parts and MPDB barrier crash compatibility according to claim 2, characterized in that, An auxiliary connection is added between the anti-collision beam (1) and the energy-absorbing box (2); a connection hole is provided on the upper wall of the upper cavity (1-1) and the upper frame of the C-shaped groove of the energy-absorbing box (2), and the two are connected by the first bolt (5); the lower cavity (1-3) and the lower frame of the C-shaped groove of the energy-absorbing box (2) are connected by the second bolt (6).

4. The front crash structure for both mounting of adjacent parts and MPDB barrier crash compatibility according to claim 1, characterized in that, A reinforcing member (1-2-1) is provided at the open end of the middle cavity (1-2). The reinforcing member (1-2-1) is a C-shaped structure. After the open end of the C-shaped structure is inserted into the middle cavity (1-2), a first weld (7) and a second weld (8) are respectively provided at the upper and lower connection points.

5. The front anti-collision structure according to claim 1, which takes into account both the installation of adjacent components and MPDB barrier collision compatibility, is characterized in that, The upper cavity (1-1) and the lower cavity (1-3) have the same cross-sectional dimensions; the height of the middle cavity (1-2) is 1 / 3 to 2 / 3 of the height of the upper cavity (1-1).

6. The front anti-collision structure according to claim 1, which takes into account both the installation of adjacent components and MPDB barrier collision compatibility, is characterized in that, The height of the flange edge (1-4) is between 4-9cm.

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