Crash beam and vehicle
By setting reinforcements and connecting brackets on the outside of the anti-collision beam body, combined with one-piece stamping and reinforcing rib design, the problem of insufficient structural strength of traditional anti-collision beams is solved, and the effect of collision force absorption and transmission and overall quality of use are improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-06-25
- Publication Date
- 2026-06-16
Smart Images
Figure CN224361111U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle body technology, and in particular to a crash beam and vehicle. Background Technology
[0002] The anti-collision beam is the main structure in the vehicle anti-collision beam assembly. It is generally connected to the end of the vehicle body through an energy-absorbing box. When a vehicle collides, the anti-collision beam first comes into contact with the collision barrier, which can withstand the impact of the collision from the barrier, absorb the collision force of the collision barrier, and transmit the collision force to the energy-absorbing box and other surrounding components.
[0003] Currently, the anti-collision beams in traditional anti-collision beam assemblies generally adopt simple stamped or rolled beam structures. Although they can play a certain role in collision response, they still have some shortcomings in structural strength, which is not conducive to improving the absorption and transmission of collision forces, thus hindering the improvement of the quality of anti-collision beams. Utility Model Content
[0004] In view of this, this application aims to provide a crash beam to improve the quality of use of crash beams.
[0005] To achieve the above objectives, the technical solution of this application is implemented as follows:
[0006] A crash beam is suitable for installation in a vehicle via an energy-absorbing box, and includes a crash beam body and a reinforcing member disposed on the crash beam body;
[0007] The reinforcing member is located on the side of the anti-collision beam body facing outwards from the vehicle. The reinforcing member extends along the length of the anti-collision beam body and is fixed to the anti-collision beam body by a connecting bracket.
[0008] Furthermore, the reinforcing member adopts a tubular structure extending along the length of the anti-collision beam body.
[0009] Furthermore, the reinforcing member consists of two parts respectively located near both ends of the anti-collision beam body.
[0010] Furthermore, the reinforcing member extends from one end of the anti-collision beam body to the other end of the anti-collision beam body.
[0011] Furthermore, a groove is provided in the middle of the anti-collision beam body along its length direction, the groove extends along the length direction of the anti-collision beam body, and a portion of the reinforcing member is disposed within the groove.
[0012] Furthermore, the anti-collision beam body is integrally stamped, and the anti-collision beam body is provided with reinforcing ribs that are recessed towards the inside of the vehicle.
[0013] The reinforcing rib extends along the length of the anti-collision beam body, and the inner cavity of the reinforcing rib forms the groove.
[0014] Furthermore, the side of the anti-collision beam body facing the vehicle interior is provided with an energy-absorbing box connection surface, and the energy-absorbing box connection surface is provided at both ends near the anti-collision beam body.
[0015] The reinforcing rib is located between the connecting surfaces of the energy-absorbing boxes at both ends, and the reinforcing rib is not provided at the connecting surfaces of the energy-absorbing boxes.
[0016] Furthermore, the anti-collision beam body includes a central portion located in the middle, and end portions located on the left and right sides;
[0017] The width of the middle portion in the vertical direction of the vehicle is smaller than the width of the two end portions in the vertical direction of the vehicle.
[0018] Furthermore, the connecting bracket includes a plurality of sub-braces arranged at intervals along the extending direction of the reinforcing member;
[0019] Both ends of each of the sub-supports are fixed to the anti-collision beam body, and the reinforcing member is clamped and fixed between each of the sub-supports and the anti-collision beam body.
[0020] Compared with related technologies, this application has the following advantages:
[0021] (1) The anti-collision beam described in this application can increase the structural strength of the anti-collision beam and increase its resistance to deformation by providing a reinforcing member on the side of the anti-collision beam body facing outward. In the event of a vehicle collision, the reinforcing member and the anti-collision beam body can absorb and transmit the collision force together, which helps to improve the anti-collision beam's absorption and transmission effect on the collision force, thereby improving the quality of the anti-collision beam.
[0022] (2) The use of tubular structure for the reinforcing member not only facilitates the preparation of the reinforcing member, but also utilizes the high strength of the tubular structure to ensure the structural strength of the reinforcing member itself and the reinforcing effect of the reinforcing member.
[0023] (3) The reinforcement is made into two parts that are respectively located close to both ends of the anti-collision beam body. The reinforcement at both ends can be used to increase the structural strength of the anti-collision beam ends and improve the anti-collision beam’s ability to cope with vehicle offset collisions.
[0024] (4) The reinforcing member extends from one end of the anti-collision beam body to the other end of the anti-collision beam body. The through-type setting of the reinforcing member in the length direction of the anti-collision beam body can provide all-round structural reinforcement to the anti-collision beam body, which can improve the reinforcement effect of the reinforcing member, so that the anti-collision beam has better structural strength and deformation resistance, and can also better absorb and transmit the collision force when the vehicle collides.
[0025] (5) By setting a groove in the middle of the anti-collision beam body and placing part of the reinforcement in the groove, the space occupied by the reinforcement at the end of the vehicle can be reduced by the arrangement of the reinforcement in the groove, which helps to avoid adverse effects on the collapse energy absorption of the bumper and ensures the collision protection effect of the bumper.
[0026] (6) The anti-collision beam body is integrally stamped, which facilitates the design and preparation of the anti-collision beam body, reduces the manufacturing cost of the anti-collision beam body, and also facilitates the realization of the shape design of the anti-collision beam body. At the same time, reinforcing ribs are set on the anti-collision beam body, and the groove is formed by the inner cavity of the reinforcing ribs. On the one hand, it is conducive to forming grooves on the anti-collision beam body, and on the other hand, the structural strength of the anti-collision beam body can be increased through the reinforcing ribs, which helps to further increase the overall structural strength of the anti-collision beam.
[0027] (7) The reinforcing rib is located between the energy-absorbing box connecting surfaces at both ends, and no reinforcing rib is set at the energy-absorbing box connecting surfaces. On the one hand, the reinforcing rib has a longer length to ensure the reinforcing effect of the reinforcing rib. On the other hand, by not setting the reinforcing rib at the energy-absorbing box connecting surfaces, the length of the energy-absorbing box is ensured, and the energy absorption capacity of the energy-absorbing box is ensured, so that the energy-absorbing box can effectively absorb the collision force from the anti-collision beam body, which is conducive to improving the collision safety of the vehicle.
[0028] (8) The width of the middle part of the anti-collision beam body is greater than that of the middle part. This not only allows the anti-collision beam body to avoid obstructing the radiator and affecting its heat dissipation when the middle part of the anti-collision beam body is located in front of the radiator in the vehicle when the anti-collision beam body is used as the front anti-collision beam in the vehicle, but also allows the anti-collision beam body to increase the overlap between the anti-collision beam body and the barrier when the vehicle is offset, thereby improving the protective effect of the anti-collision beam body.
[0029] (9) The connecting bracket includes multiple sub-brackets arranged at intervals, and the reinforcing member is clamped and fixed between each sub-bracket and the anti-collision beam body. This facilitates the design and manufacturing of the connecting bracket and the connection of the connecting bracket on the anti-collision beam body. At the same time, the multiple sub-brackets can also ensure the stability of the reinforcing member on the anti-collision beam body.
[0030] This application also proposes a vehicle that includes the anti-collision beam described above, and the anti-collision beam is installed in the vehicle via an energy-absorbing box.
[0031] By installing the anti-collision beam as described above, the vehicle described in this application can increase the structural strength of the anti-collision beam, increase its resistance to deformation, and help improve the absorption and transmission of collision force, thereby improving the quality of the anti-collision beam. Attached Figure Description
[0032] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:
[0033] Figure 1 This is a schematic diagram of the anti-collision beam described in an embodiment of this application;
[0034] Figure 2 for Figure 1 A schematic diagram of the structure shown from another perspective;
[0035] Figure 3 This is a schematic diagram of the structure of the anti-collision beam body described in the embodiment of this application;
[0036] Figure 4 for Figure 3 A schematic diagram of the structure shown from another perspective;
[0037] Figure 5 This is a schematic diagram showing the width of the middle and end portions as described in the embodiments of this application;
[0038] Figure 6 This is a schematic diagram showing that the anti-collision beam body described in this application has a straight middle section and curved ends;
[0039] Figure 7 for Figure 6 Cross-sectional view at position AA;
[0040] Figure 8 for Figure 6 Cross-sectional view of the middle BB position;
[0041] Figure 9 This is a schematic diagram of the reinforcing member and connecting bracket described in the embodiments of this application, both of which adopt the first sub-bracket.
[0042] Figure 10 This is a schematic diagram of the structure of the first support described in an embodiment of this application;
[0043] Figure 11 This is a schematic diagram of the anti-collision beam described in this application embodiment when only the end reinforcement is provided;
[0044] Figure 12 This is a schematic diagram of the anti-collision beam described in this application embodiment, where only the end reinforcement is provided, and the connecting bracket uses a first sub-bracket and a second sub-bracket.
[0045] Explanation of reference numerals in the attached figures:
[0046] 1. Anti-collision beam body; 2. Energy absorption box; 3. Reinforcing component; 4. Connecting bracket;
[0047] 1a. First sidewall; 1b. Second sidewall; 1c. Reinforcing flange; 1d. Groove; 101. Middle section; 102. End section; 103. Reinforcing rib; 104. Rib groove; 105. Trailer hook connection hole;
[0048] 41. First sub-bracket; 42. Second sub-bracket;
[0049] k, groove; m, width of the middle part; n, width of the end part; s, energy-absorbing box connection surface. Detailed Implementation
[0050] To make the technical solution 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.
[0051] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.
[0052] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and 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, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0053] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "linking," and "connection bracket" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.
[0054] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0055] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.
[0056] An embodiment of the first aspect of this application provides a crash beam suitable for installation in a vehicle via an energy-absorbing box 2, serving as the main part of a crash beam assembly located at the end of the vehicle. The crash beam of this embodiment, through its innovative structural design, can increase its structural strength and resistance to deformation, and also helps to improve the crash beam's absorption and transmission of collision forces, thereby improving the quality of use of the crash beam.
[0057] In related technologies, the anti-collision beam is the main structure in the vehicle anti-collision beam assembly. When a vehicle collides, the anti-collision beam first comes into contact with the collision barrier to absorb the collision impact brought by the barrier, and can absorb the collision force of the collision barrier and transmit the collision force to the surrounding components such as the energy absorption box 2.
[0058] Currently, traditional crash beams generally use simple stamped or rolled beam structures. While they can provide some impact resistance, they still have some shortcomings in structural strength. This makes it difficult to improve the crash beam's ability to absorb and transmit impact forces during vehicle collisions, and also hinders the improvement of the crash beam's overall quality.
[0059] To enhance the structural strength of crash beams, some vehicle models use extrusion molding, typically using extruded aluminum, while others use casting, usually employing cast aluminum. While these extruded or cast crash beams can increase structural strength to some extent, they also suffer from higher material and manufacturing costs, as well as higher maintenance and replacement costs, thus hindering the overall quality of the crash beams.
[0060] In view of this, in order to overcome the shortcomings of related technologies, the anti-collision beam in this embodiment combines... Figure 1 As shown, the overall design includes a crash beam body 1 and a reinforcing member 3 installed on the crash beam body 1.
[0061] Among them, the reinforcing member 3 is located on the side of the anti-collision beam body 1 facing outward. The reinforcing member 3 extends along the length direction of the anti-collision beam body 1 and is also fixed to the anti-collision beam body 1 by the connecting bracket 4.
[0062] Therefore, by providing a reinforcing member 3 on the side of the anti-collision beam body 1 facing outwards, this embodiment can increase the structural strength of the anti-collision beam and its resistance to deformation. In addition, when a vehicle collides, the reinforcing member 3 and the anti-collision beam body 1 can absorb and transmit the collision force together, thereby improving the anti-collision beam's absorption and transmission effect on the collision force and thus improving the quality of the anti-collision beam.
[0063] Based on the above general introduction, specifically in this embodiment, the above-mentioned anti-collision beam body 1 can generally be a beam structure formed by stamping or roll forming, which is common in the art.
[0064] Thus, by adding reinforcement 3 to increase the overall structural strength and deformation resistance of the anti-collision beam, this embodiment can also take advantage of the fact that the anti-collision beam body 1, which is usually made of sheet metal, has a lower material cost than aluminum alloy parts, and that stamping and roll forming methods have lower production costs than extrusion or casting methods, which also helps to improve the overall quality of the anti-collision beam in this embodiment.
[0065] Of course, in addition to making the anti-collision beam body 1 adopt a beam structure formed by stamping or roll forming, in some implementations, such as when the main requirement is the structural performance of the anti-collision beam and higher costs are acceptable, the anti-collision beam body 1 may still adopt a beam structure formed by extrusion or casting, and there is no restriction on this.
[0066] Furthermore, it is worth noting that the anti-collision beam of this embodiment is particularly suitable as a front anti-collision beam at the front of a vehicle, and this embodiment will specifically use this anti-collision beam as an example for explanation. However, it is undeniable that in some embodiments, the anti-collision beam of this embodiment can also be used as a rear anti-collision beam located at the rear of the vehicle, and when this anti-collision beam is used as a rear anti-collision beam in the vehicle, its structure can still refer to the relevant description in this embodiment.
[0067] In this embodiment, the following continues... Figure 1 and combined Figure 9 As shown, in some exemplary embodiments, the aforementioned reinforcing member 3 may, for example, be a tubular structure extending along the length of the anti-collision beam body 1. In this case, using a tubular structure for the reinforcing member 3 not only facilitates its fabrication but also leverages the high strength of the tubular structure to ensure the structural strength of the reinforcing member 3 itself, as well as its reinforcing effect.
[0068] It is worth noting that, based on the tubular structure of the reinforcing member 3, in specific implementation, the reinforcing member 3 is preferably a tubular structure with a closed cross-section. In this way, the better structural strength of the tubular structure with a closed cross-section can be utilized to ensure the reinforcing effect of the reinforcing member 3.
[0069] Furthermore, taking the tubular structure of the reinforcing member 3 as an example again, in specific implementation, the reinforcing member 3 is also preferably as follows: Figure 1 as well as Figure 9 The diagram shows a circular tube structure with a circular cross-section. Using a circular tube structure not only allows for uniform stress distribution in all directions and excellent resistance to compression, bending, and torsion, resulting in better structural reinforcement of the reinforcing member 3, but also allows for a smaller space requirement for the reinforcing member 3 compared to other cross-sectional shapes, thus facilitating its arrangement.
[0070] However, it should be noted that, in addition to using a circular tube structure, in other embodiments, the reinforcing member 3 in this embodiment can also be in the form of a polygonal cross-section such as a quadrilateral or hexagonal.
[0071] In this embodiment, in some exemplary implementations, the following continues as... Figure 1 As shown, the reinforcing member 3 extends from one end of the anti-collision beam body 1 to the other end of the anti-collision beam body 1, that is, the reinforcing member 3 is a through structure arranged along the length direction of the anti-collision beam body 1.
[0072] At this point, the reinforcing member 3 extends from one end of the anti-collision beam body 1 to the other end of the anti-collision beam body 1. Obviously, by utilizing the through-type setting of the reinforcing member 3 in the length direction of the anti-collision beam body 1, it can provide all-round structural reinforcement to the anti-collision beam body 1, which can improve the reinforcement effect of the reinforcing member 3, so that the anti-collision beam has better structural strength and deformation resistance, and can also better absorb and transmit the collision force when the vehicle is in frontal and offset collision.
[0073] In this embodiment, in some exemplary implementations, for example, a groove k can be provided in the middle of the anti-collision beam body 1 along the length direction. The groove k extends along the length direction of the anti-collision beam body 1, and based on the setting of the groove k on the anti-collision beam body 1, a portion of the reinforcing member 3 is also set in the groove k.
[0074] Therefore, by setting a groove k in the middle of the anti-collision beam body 1 and placing part of the reinforcing member 3 in the groove k, the space occupied by the reinforcing member 3 at the end of the vehicle can be reduced by utilizing the arrangement of the reinforcing member 3 in the groove k. This helps to avoid the adverse effects of the reinforcing member 3 on the collapse energy absorption of the bumper, and can ensure the collision protection effect of the bumper in the vehicle.
[0075] Based on the groove k on the anti-collision beam body 1, in some exemplary embodiments, as an exemplary structural form of the anti-collision beam body 1 in this embodiment, the following continues... Figures 2 to 8As shown, the aforementioned anti-collision beam body 1 can be integrally stamped, and a reinforcing rib 103 recessed towards the vehicle interior side is provided on the anti-collision beam body 1. The reinforcing rib 103 extends along the length direction of the anti-collision beam body 1, and the inner cavity of the reinforcing rib 103 constitutes the aforementioned groove k.
[0076] In this specific implementation, since the anti-collision beam body 1 is integrally stamped, the aforementioned reinforcing ribs 103 are also formed on the anti-collision beam body 1 by stamping.
[0077] It is understandable that by integrally stamping the anti-collision beam body 1, the design and fabrication of the anti-collision beam body 1 can be facilitated, the manufacturing cost of the anti-collision beam body 1 can be reduced, and the shape design of the anti-collision beam body 1 can be realized. At the same time, by setting reinforcing ribs 103 on the anti-collision beam body 1, and making the groove k formed by the inner cavity of the reinforcing ribs 103, it is possible to form the groove k on the anti-collision beam body 1, and the structural strength of the anti-collision beam body 1 can be increased by the reinforcing ribs 103, which helps to further increase the overall structural strength of the anti-collision beam.
[0078] In this embodiment, a reinforcing rib 103 is provided on the anti-collision beam body 1, and the groove k is formed by the reinforcing rib 103. Furthermore, in specific implementation, for example, a groove 104 formed by recessing into the reinforcing rib 103 can also be provided on the reinforcing rib 103.
[0079] In this way, by setting the groove 104 recessed into the reinforcing rib 103, the reinforcing rib 103 can strengthen the structure of the anti-collision beam body 1, and also make the reinforcing rib 103 have a certain degree of collapsibility, so as to increase the energy absorption capacity of the reinforcing rib 103, that is, the anti-collision beam body 1.
[0080] In specific implementation, the aforementioned rib grooves 104 are preferably arranged in multiple intervals along the extension direction of the reinforcing rib line 103. In this way, the rib grooves 104 are arranged in multiple intervals along the extension direction of the reinforcing rib line 103. Compared with a single rib groove 104, multiple rib grooves 104 can be used to make each position of the reinforcing rib line 103 have a certain degree of collapsibility, which can better increase the energy absorption capacity of the anti-collision beam body 1.
[0081] In this embodiment, it is still by Figures 6 to 8As shown, based on the integral stamping of the anti-collision beam body 1, structurally, as an example, the anti-collision beam body 1 may include a first side wall 1a extending along the left-right direction of the whole vehicle, and a second side wall 1b located on the upper and lower sides of the first side wall 1a. Furthermore, the edges of the second side walls 1b on both the upper and lower sides are provided with reinforcing flanges 1c that fold outward toward the groove 1d. The two second side walls 1b also define the groove 1d on one side of the first side wall 1a. The aforementioned reinforcing ribs 103 are located within the groove 1d.
[0082] Understandably, having the anti-collision beam body 1 mainly composed of a first sidewall 1a and upper and lower second sidewalls 1b simplifies its structure and facilitates its design and fabrication. Furthermore, by providing outward-curving reinforcing flanges 1c at the edges of the upper and lower second sidewalls 1b, the structural strength of the stamped anti-collision beam body 1 can obviously be further increased using these reinforcing flanges 1c.
[0083] In this embodiment, in some exemplary implementations, it is still as follows Figure 4 As shown, in order to achieve the connection between the anti-collision beam body 1 and the energy-absorbing box 2, an energy-absorbing box connection surface s is provided on the side of the anti-collision beam body 1 facing the vehicle interior, and energy-absorbing box connection surfaces s are provided at both ends near the anti-collision beam body 1. The aforementioned reinforcing rib 103 is also located between the energy-absorbing box connection surfaces s at both ends, and no reinforcing rib 103 is provided at the energy-absorbing box connection surface s.
[0084] At this time, the energy-absorbing box connecting surfaces s, which are respectively located at both ends, are specifically located on the first side wall 1a of the anti-collision beam body 1. Furthermore, combined with... Figure 4 As shown, it can be understood that the energy-absorbing box connection surface s is specifically formed by the end face of the anti-collision beam body 1 facing the energy-absorbing box 2. The energy-absorbing box connection surface s is adapted to the cross-section of the energy-absorbing box 2, and generally speaking, the energy-absorbing box connection surface s should also be slightly larger than the cross-sectional profile of the energy-absorbing box 2, so that the end of the energy-absorbing box 2 can be better connected to the energy-absorbing box connection surface s, thereby realizing the connection between the energy-absorbing box 2 and the anti-collision beam body 1.
[0085] Furthermore, based on the arrangement of the groove 1d in the anti-collision beam body 1, naturally, when connecting the energy-absorbing box 2 to the anti-collision beam body 1, the energy-absorbing boxes 2 at both ends are as follows: Figure 2 After one end is embedded in the groove 1d, it can be connected to the anti-collision beam body 1 by means such as welding.
[0086] It is understandable that by positioning the reinforcing rib 103 between the energy-absorbing box connecting surfaces s at both ends, and without providing the reinforcing rib 103 at the energy-absorbing box connecting surfaces s, that is, the reinforcing rib 103 is as follows: Figure 2As shown, the reinforcing rib 103 is located between the inner walls of the two end energy-absorbing boxes 2. On the one hand, it allows the reinforcing rib 103 to have a longer length to ensure the reinforcing effect of the reinforcing rib 103. On the other hand, it can also ensure the length of the energy-absorbing box 2 and the energy absorption capacity of the energy-absorbing box by not setting the reinforcing rib 103 at the connecting surface s of the energy-absorbing box when the space at the end of the vehicle in the X direction (that is, the front and rear direction of the whole vehicle). This allows the energy-absorbing box to effectively absorb the collision force from the anti-collision beam body, which is conducive to improving the collision safety of the vehicle.
[0087] Furthermore, based on the groove 1d formed on the anti-collision beam body 1, one end of the energy-absorbing box 2 is embedded in the groove 1d and connected to the anti-collision beam body 1. This not only facilitates the connection operation between the energy-absorbing box 2 and the anti-collision beam body 1 by utilizing the embedding of the end of the energy-absorbing box 2 in the groove 1d, but also allows the second sidewalls 1b on the upper and lower sides of the anti-collision beam body 1 to block the energy-absorbing box 2 above and below. When the energy-absorbing box 2 collapses during a vehicle collision, it plays a certain role in restraining and guiding the collapse deformation of the energy-absorbing box 2, so that the energy-absorbing box 2 collapses as much as possible in its own length direction, which helps to ensure the collapse energy absorption effect of the energy-absorbing box 2.
[0088] In this embodiment, in some exemplary implementations, the following continues as... Figure 5 As shown, the anti-collision beam body 1 may include, for example, a middle part 101 located in the middle and end parts 102 disposed on the left and right sides, and the width m of the middle part 101 in the vertical direction of the whole vehicle is also smaller than the width n of the end parts 102 on both sides in the vertical direction of the whole vehicle.
[0089] At this time, the width of the end portion 102 of the anti-collision beam body 1 is greater than the width of the middle portion 101. This not only allows the anti-collision beam body 1 to avoid obstructing the radiator and affecting its heat dissipation when the anti-collision beam body 1 is located in front of the radiator in the vehicle, but also increases the overlap between the anti-collision beam body 1 and the barrier during an offset collision, thereby improving the protective effect of the anti-collision beam.
[0090] In this embodiment, in some exemplary implementations, it is still as follows Figure 6 As shown, the middle part 101 of the above-mentioned anti-collision beam body 1 can be a straight structure extending in the left-right direction of the whole vehicle, while the end parts 102 at both ends of the anti-collision beam body 1 can be arc-shaped structures that curve towards the inside of the vehicle.
[0091] Thus, it can be understood that by making the middle part 101 of the bumper beam body 1 a straight structure and making the end parts 102 at both ends of the bumper beam body 1 curved arc structures, on the one hand, the straight shape of the middle part 101 can be utilized to reduce the styling design difficulty of the vehicle end and the installation and layout difficulty of related components at the vehicle end. On the other hand, with the curved design of the end parts 102, it is not only convenient for the styling design on both sides of the vehicle end, avoiding interference with the decorative components on both sides of the vehicle body end, but also beneficial for the bending deformation of both ends of the bumper beam body 1 during vehicle offset collision, and can better conduct the collision impact to the front engine compartment position of the vehicle body.
[0092] In this embodiment, in some exemplary implementation forms, still as Figure 1 and Figure 9 shown, the above-mentioned connecting bracket 4 may include, for example, a plurality of sub-brackets arranged at intervals along the extending direction of the reinforcing member 3. Each sub-bracket is fixed on the bumper beam body 1, and the reinforcing member 3 is clamped and fixed between each sub-bracket and the bumper beam body 1.
[0093] At this time, making the connecting bracket 4 include a plurality of sub-brackets arranged at intervals and making the reinforcing member 3 clamped and fixed between each sub-bracket and the bumper beam body 1, obviously it is convenient for the design and manufacture of the connecting bracket 4, and convenient for the connection setting of the connecting bracket 4 on the bumper beam body 1. At the same time, through the plurality of sub-brackets, it can also ensure the stability of the setting of the reinforcing member 3 on the bumper beam body 1.
[0094] In specific implementation, as an exemplary implementation form of the above-mentioned sub-bracket, continue to combine Figure 10 shown, it may be, for example, a plurality of first sub-brackets 41 arranged at intervals. Each first sub-bracket 41 can adopt a plate structure stamped into a "U" shape, and both ends of each first sub-bracket 41 can be fixed on the bumper beam body 1 by welding, and thus the reinforcing member 3 is clamped and fixed between the first sub-bracket 41 and the bumper beam body 1.
[0095] It is worth noting that for the bumper beam of this embodiment, based on the above various exemplary implementation forms, in specific implementation, as a preferred embodiment, still as Figures 1 to 10 shown, it may include, for example, a bumper beam body 1 and a reinforcing member 3 provided on the side of the bumper beam body 1 facing away from the vehicle.
[0096] Among them, the reinforcing member 3 extends along the length direction of the bumper beam body 1 and is fixed on the bumper beam body 1 through the connecting bracket 4, and the reinforcing member 3 adopts a circular tube structure with a circular closed cross-section. At the same time, the parts of the reinforcing member 3 at both ends of the bumper beam body 1 can be arranged close to the bottom of the bumper beam body 1 to avoid the trailer hook connection through holes 105 provided on the bumper beam body 1 and avoid affecting the use of the trailer hook.
[0097] The anti-collision beam body 1 is provided with a groove k, and part of the reinforcing member 3 is located in the groove k. At the same time, the anti-collision beam body 1 is formed by stamping and a reinforcing rib 103 is provided on the anti-collision beam body 1, and the inner cavity of the reinforcing rib 103 forms the groove k.
[0098] In the preferred embodiment of the above-mentioned anti-collision beam, the specific configuration and arrangement of the anti-collision beam body 1, the reinforcing member 3, and the connecting bracket 4 can still be referred to the descriptions in the above-mentioned exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the anti-collision beam body 1, the reinforcing member 3, and the connecting bracket 4 can also be referred to the descriptions in the above-mentioned exemplary embodiments.
[0099] The anti-collision beam of this embodiment adopts the above design. By setting a tubular reinforcing member 3 on the side of the anti-collision beam body 1 facing outward, the structural strength of the anti-collision beam can be increased by the reinforcing member 3, the deformation resistance of the anti-collision beam can be increased, and the reinforcing member 3 and the anti-collision beam body 1 can absorb and transmit the collision force together during a vehicle collision. This helps to improve the anti-collision beam's absorption and transmission effect of the collision force, and thus improves the quality of the anti-collision beam.
[0100] The second aspect of this application also provides a crash beam. In this embodiment, the crash beam body 1 is the same as that in the first aspect embodiment described above, and continues to be combined with... Figure 11 and Figure 12 The difference between the anti-collision beam in this embodiment and the anti-collision beam in the first aspect embodiment is that the reinforcing member 3 in this embodiment consists of two parts respectively located near the two ends of the anti-collision beam body 1.
[0101] The reinforcing members 3 located at both ends of the anti-collision beam body 1 can still be, as described in the first aspect embodiment above, preferably adopt a circular tube structure with a circular cross-section, and the reinforcing members 3 at each end are also fixed to the anti-collision beam body 1 by connecting brackets 4.
[0102] At this point, the connecting brackets 4 at each end can still be composed of multiple sub-brackets arranged at intervals, as in the first aspect embodiment. Furthermore, as an example, the connecting brackets 4 at each end in this embodiment may include, for example, a first sub-bracket 41 and a second sub-bracket 42.
[0103] In this embodiment, the first sub-bracket 41 can adopt the same structure and arrangement as in the first aspect embodiment described above. The second sub-bracket 42, since it corresponds to the energy-absorbing box 2 front and back, and this position generally has a trailer hook connection hole 105, can therefore be arranged as follows: Figure 12The structure shown adopts a larger box shape, and one end of the second sub-bracket 42 can be similar to the first sub-bracket 41, clamping and fixing the reinforcing member 3 to the surface of the anti-collision beam body 1. The other end of the second sub-bracket 42 can be fastened to the anti-collision beam body 1 so as to form a cavity with the anti-collision beam body 1, thereby increasing the structural strength of the trailer hook connection position on the anti-collision beam body 1 through the second sub-bracket 42.
[0104] In this embodiment, the anti-collision beam has two parts, namely the reinforcing member 3, which are respectively located near both ends of the anti-collision beam body 1. By using the reinforcing member 3 at both ends, the structural strength of the ends of the anti-collision beam can be increased, the anti-collision beam can be improved in response to vehicle offset collisions, and the anti-collision beam of this embodiment is particularly suitable for occasions where it is important to improve the vehicle offset collision response capability.
[0105] An embodiment of the third aspect of this application provides a vehicle that includes a crash beam as described in the first or second aspect embodiments above, and the crash beam is installed in the vehicle via an energy-absorbing box 2.
[0106] In this embodiment, by providing the anti-collision beam as described above, the structural strength of the anti-collision beam can be increased, its resistance to deformation can be increased, and its ability to absorb and transmit collision forces can be improved, thus enhancing the quality of the anti-collision beam.
[0107] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.
Claims
1. A crash beam suitable for installation in a vehicle via an energy-absorbing box (2), characterized in that: It includes a crash beam body (1) and a reinforcing member (3) disposed on the crash beam body (1); The reinforcing member (3) is located on the side of the anti-collision beam body (1) facing outwards from the vehicle. The reinforcing member (3) extends along the length direction of the anti-collision beam body (1) and is fixed to the anti-collision beam body (1) by a connecting bracket (4).
2. The anti-collision beam according to claim 1, characterized in that: The reinforcing member (3) adopts a tubular structure that extends along the length of the anti-collision beam body (1).
3. The anti-collision beam according to claim 1, characterized in that: The reinforcing member (3) consists of two parts located near both ends of the anti-collision beam body (1).
4. The anti-collision beam according to claim 1, characterized in that: The reinforcing member (3) extends from one end of the anti-collision beam body (1) to the other end of the anti-collision beam body (1).
5. The anti-collision beam according to claim 4, characterized in that: The anti-collision beam body (1) has a groove (k) in the middle of its length direction. The groove (k) extends along the length direction of the anti-collision beam body (1), and a portion of the reinforcing member (3) is disposed in the groove (k).
6. The anti-collision beam according to claim 5, characterized in that: The anti-collision beam body (1) is integrally stamped and formed, and the anti-collision beam body (1) is provided with a reinforcing rib line (103) that is recessed towards the inside of the vehicle. The reinforcing rib (103) extends along the length of the anti-collision beam body (1), and the inner cavity of the reinforcing rib (103) forms the groove (k).
7. The anti-collision beam according to claim 6, characterized in that: The anti-collision beam body (1) has an energy-absorbing box connection surface (s) on the side facing the vehicle interior, and the energy-absorbing box connection surface (s) is provided at both ends near the anti-collision beam body (1); The reinforcing rib (103) is located between the energy-absorbing box connecting surfaces (s) at both ends, and the reinforcing rib (103) is not provided at the energy-absorbing box connecting surfaces (s).
8. The anti-collision beam according to claim 1, characterized in that: The anti-collision beam body (1) includes a middle part (101) located in the middle, and end parts (102) located on the left and right sides respectively; The width (m) of the middle portion (101) in the vertical direction of the vehicle is smaller than the width (n) of the two end portions (102) in the vertical direction of the vehicle.
9. The anti-collision beam according to any one of claims 1 to 8, characterized in that: The connecting bracket (4) includes a plurality of sub-brackets arranged at intervals along the extending direction of the reinforcing member (3); Each of the sub-brackets is fixed to the anti-collision beam body (1), and the reinforcing member (3) is clamped and fixed between each of the sub-brackets and the anti-collision beam body (1).
10. A vehicle, characterized in that: The vehicle includes a crash beam as described in any one of claims 1 to 9, and the crash beam is installed in the vehicle via an energy-absorbing box (2).