Anti-collision beam assembly and vehicle provided with same

Abstract

This application relates to the field of vehicle body technology and provides a crash beam assembly and a vehicle equipped with it. The crash beam assembly includes a crash beam and energy-absorbing boxes disposed at both ends near the crash beam. Each end of the crash beam has a vehicle body connection portion, and both ends of the crash beam form a vehicle body connection end directly connected to a longitudinal beam of the vehicle body. The energy-absorbing boxes at each end are connected to the same end of the vehicle body connection end, and each energy-absorbing box is connected to the side of the same end of the vehicle body connection end facing away from the longitudinal beam of the vehicle body. This application allows for maximum design space for the energy-absorbing boxes, which helps to increase the energy-absorbing length of the energy-absorbing boxes, improve the energy-absorbing effect of the energy-absorbing boxes, and thus enhance the collision protection effect of the crash beam assembly.

Description

Technical Field

[0001] This application relates to the field of vehicle bodies, and more particularly to a crash beam assembly and a vehicle equipped with it. Background Technology

[0002] As a collision protection structure located at the end of a vehicle, the crash beam assembly is crucial to the vehicle's collision safety. Currently, a traditional crash beam assembly generally includes a crash beam and an energy-absorbing box connected to the crash beam. The crash beam is connected to the vehicle's longitudinal beams through the energy-absorbing box, thus realizing the arrangement of the crash beam assembly at the end of the vehicle.

[0003] While this traditional crash beam assembly can absorb and transfer collision forces during a vehicle collision, it still suffers from limitations in the energy absorption capacity of its collapsible box, thus hindering the overall collision protection effectiveness of the crash beam assembly. Utility Model Content

[0004] In view of this, this application aims to propose a crash beam assembly to improve its collision protection effect.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0006] A crash beam assembly is used in a vehicle and includes a crash beam and energy-absorbing boxes disposed at both ends near the crash beam.

[0007] The anti-collision beam has a body connection part at each end, and both ends of the anti-collision beam form a body connection end that is directly connected to the longitudinal beam of the body.

[0008] Each of the energy-absorbing boxes is connected to the same end of the vehicle body connection, and each of the energy-absorbing boxes is connected to the side of the same end of the vehicle body connection that faces away from the longitudinal beam of the vehicle body.

[0009] Furthermore, the anti-collision beam has an arched structure located between the energy-absorbing boxes at both ends, the arched structure being formed by the anti-collision beam arching outwards from the vehicle.

[0010] Furthermore, in the arching direction of the arched structure, the end of each energy-absorbing box away from the vehicle body connection end is higher than the arched structure.

[0011] Furthermore, the arched structure includes a connecting portion connected to each of the vehicle body connecting ends, and an intermediate portion connecting the connecting portions at both ends;

[0012] The connecting portions at each end are arranged close to the energy-absorbing box at the same end.

[0013] Furthermore, along the arching direction of the arched structure, the distance between the connecting portions at both ends is gradually reduced, and the middle portion is a straight structure.

[0014] Furthermore, the arched structure is provided with a first reinforcing rib;

[0015] The first reinforcing rib extends along the length of the anti-collision beam, and extends from the middle portion to the connecting portions at both ends.

[0016] Furthermore, the arched structure has a groove with an opening facing the inside of the vehicle, and the groove wall is provided with the first reinforcing rib.

[0017] Furthermore, the width of the arched structure in the vertical direction of the vehicle is smaller than the width of the two body connecting ends in the vertical direction of the vehicle; and / or,

[0018] A second reinforcing rib is provided between the connecting portion at each end and the vehicle body connecting end at the same end.

[0019] Furthermore, the vehicle body connecting end is provided with a third reinforcing rib, and the third reinforcing rib consists of multiple ribs arranged around the energy-absorbing box; and / or,

[0020] The cross-section of the energy-absorbing box gradually decreases in the direction away from the vehicle body connection end.

[0021] Compared with related technologies, this application has the following advantages:

[0022] (1) The anti-collision beam assembly described in this application connects the two ends of the anti-collision beam directly to the longitudinal beam of the vehicle body, and sets the energy-absorbing box on the side of the vehicle body connection end facing away from the longitudinal beam of the vehicle body. This avoids the problem that the length of the energy-absorbing box is greatly limited due to the size of the anti-collision beam and the influence of surrounding components. The length design of the energy-absorbing box is no longer restricted by the interference between the anti-collision beam and surrounding components, and the space for the energy-absorbing box arrangement is maximized. This helps to increase the energy-absorbing length of the energy-absorbing box and improve the energy-absorbing effect of the energy-absorbing box, thereby improving the collision protection effect of the anti-collision beam assembly.

[0023] (2) The anti-collision beam has an arched structure between the energy-absorbing boxes at both ends. The arched structure can also be used to extend the middle of the anti-collision beam outward to form a support structure and a collision-bearing structure between the energy-absorbing boxes at both ends. This can provide the necessary support for the surrounding components and effectively bear the impact of the barrier during a vehicle collision, as well as absorb and transmit the impact force of the barrier, which helps to improve the protective effect of the anti-collision beam assembly.

[0024] (3) In the arching direction of the arched structure, the end of the energy-absorbing box away from the vehicle body connection end is higher than the arched structure. This allows the energy-absorbing box to contact the collision barrier first during a vehicle collision, so that the energy-absorbing box can fully absorb the collision energy by collapsing and deforming, thereby reducing the damage caused by the collision.

[0025] (4) The arched structure includes a connecting part connected to each vehicle body connection end and a middle part connected between the two end connection parts, and the energy-absorbing box of each connection part is arranged close to the same end. This allows the part of the anti-collision beam located between the two end vehicle body connection ends to be arched into an arched structure, which can make the arched structure have a large length, ensuring the area of ​​the anti-collision and support area in the middle of the anti-collision beam, thus improving the quality of use of the anti-collision beam assembly.

[0026] (5) The distance between the two ends of the connecting part gradually decreases along the arching direction of the arched structure, which can avoid the connection part from affecting the arrangement of the energy absorption box, and can also ensure the support strength of the two ends of the connecting part to the middle part, so that the arched structure as a whole has good rigidity; the middle part is a straight structure, which, compared with the conventional arc structure, can avoid interference with the peripheral parts at the end of the vehicle, facilitates the arrangement of peripheral parts, and also enables the middle part to have a certain collapse deformation capacity, thereby improving the energy absorption effect of the arched structure during collision.

[0027] (6) A first reinforcing rib is provided on the arch structure, and the first reinforcing rib extends from the middle part to the connection part at both ends. The structural strength of the arch structure can be increased by means of the first reinforcing rib, and the collision response capability of the arch structure can be improved.

[0028] (7) By forming a groove on the arch structure and setting a first reinforcing rib on the groove wall, the cross-sectional design of the arch structure can also be used to increase the structural strength of the arch structure and further improve the collision response capability of the arch structure.

[0029] (8) The width of the arched structure is smaller than the two ends of the vehicle body connection. On the one hand, it can ensure the connection stability between the vehicle body connection and the vehicle body longitudinal beam. On the other hand, when the anti-collision beam assembly is used as the front anti-collision beam assembly, the smaller width of the arched structure in the middle can reduce the obstruction of the vehicle radiator and help ensure the heat dissipation effect of the radiator.

[0030] By setting a second reinforcing rib between the connecting part and the body connecting end, the reliability of the connection between the arched structure and the body connecting end can be ensured, the stability of the overall structure of the anti-collision beam can be guaranteed, and the collision force can be effectively transferred and dispersed to the longitudinal beam of the body when the arched structure bears the collision impact, thereby improving the safety of the whole vehicle collision.

[0031] (9) A third reinforcing rib is provided on the vehicle body connection end, and the third reinforcing rib is multiple ribs arranged around the energy absorption box. This can increase the structural strength of the vehicle body connection end itself, ensure the reliability of the connection between the anti-collision beam and the vehicle body longitudinal beam, ensure the stability of the connection between the energy absorption box and the vehicle body connection end, and provide positioning for the connection of the energy absorption box, thus facilitating the connection between the energy absorption box and the vehicle body connection end.

[0032] By setting the cross-section of the energy-absorbing box to gradually decrease in the direction away from the vehicle body connection end, the gradual change in the cross-section of the energy-absorbing box can be used to make the energy-absorbing box absorb energy in stages during a vehicle collision, which can improve the collision energy absorption performance of the energy-absorbing box and help improve the collision protection effect of the anti-collision beam assembly.

[0033] This application also proposes a vehicle in which a crash beam assembly as described above is provided.

[0034] By assembling the anti-collision beam assembly as described above, the vehicle described in this application can maximize the space for the energy-absorbing box, which helps to increase the energy-absorbing length of the energy-absorbing box, improve the energy-absorbing effect of the energy-absorbing box, and thus enhance the collision protection effect of the anti-collision beam assembly. Attached Figure Description

[0035] 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:

[0036] Figure 1 This is a schematic diagram of the anti-collision beam assembly described in the embodiments of this application in the vehicle body (taking the rear end of the vehicle as an example);

[0037] Figure 2 This is a schematic diagram of the anti-collision beam assembly described in the embodiments of this application;

[0038] Figure 3 for Figure 2 A schematic diagram of the structure shown from another perspective;

[0039] Figure 4 This is a schematic diagram of the energy-absorbing box protruding above the arch structure described in the embodiments of this application;

[0040] Figure 5 for Figure 4 Cross-sectional view at position AA;

[0041] Figure 6 This is a schematic diagram showing the width of the vehicle body connection end and the arched structure as described in the embodiments of this application;

[0042] Figure 7 This is a schematic diagram of the anti-collision beam described in an embodiment of this application;

[0043] Figure 8 for Figure 7 A magnified view of part B in the middle section;

[0044] Figure 9 This is a schematic diagram of the energy-absorbing box described in an embodiment of this application;

[0045] Explanation of reference numerals in the attached figures:

[0046] 1. Anti-collision beam; 2. Energy-absorbing box; 3. Vehicle longitudinal beam; 4. Vehicle cross beam;

[0047] 101. Body connection end; 102. Arched structure; 103. Second reinforcing rib;

[0048] 1011. Body connection part; 1012. Third reinforcing rib; 1013. Through hole; 1021. Connecting part; 1022. Middle part; 1023. First reinforcing rib;

[0049] k, groove; m, width of the arched structure; n, width of the body connection end. 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," "joining," and "connector" 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 between 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 assembly, which is applied in a vehicle and serves as a collision protection structure located at the end of the vehicle body. The crash beam assembly of this embodiment is adapted to be connected to the end of the longitudinal beam of the vehicle body. When a collision occurs, it can withstand the impact of the collision barrier, absorb the collision force from the collision barrier, and transfer the collision force to other body structures.

[0057] Meanwhile, the anti-collision beam assembly of this embodiment, through its innovative structural design, can increase the energy absorption length of the energy absorption box 2 in the assembly, which can improve the energy absorption effect of the energy absorption box 2 during vehicle collision, thereby helping to improve the collision protection effect of the anti-collision beam assembly and enhance the collision safety of the entire vehicle.

[0058] In related technologies, the anti-collision beam assembly is located at the end of the vehicle body and is an important collision protection structure in the vehicle body.

[0059] In this context, anti-collision beam assemblies are usually installed at both the front and rear ends of the vehicle. Taking the rear anti-collision beam assembly located at the rear of the vehicle as an example, a traditional rear anti-collision beam assembly generally includes an anti-collision beam 1 and an energy-absorbing box 2 connected to the anti-collision beam 1. The anti-collision beam 1 is connected to the longitudinal beam 3 of the vehicle body through the energy-absorbing box 2, thus realizing the arrangement of the anti-collision beam assembly at the end of the vehicle.

[0060] Currently, while traditional rear bumper beam assemblies can absorb and transmit collision forces during vehicle collisions, the connection between the bumper beam 1 and the vehicle's longitudinal beams 3 via energy-absorbing boxes 2 (i.e., the energy-absorbing boxes 2 are located between the bumper beam 1 and the longitudinal beams 3) is limited. This is because the bumper beam 1 is generally quite long, and its width in the vertical direction is usually greater than the energy-absorbing box. The size of the bumper beam 1, along with the influence of the rear vehicle body surface and surrounding components such as the rear bumper, significantly restricts the space available for the energy-absorbing box 2. This makes it difficult for the energy-absorbing box 2 to have a large energy-absorbing length, resulting in limited energy absorption capacity during the collapse of the energy-absorbing box in the rear bumper beam assembly, thus hindering the improvement of the overall collision protection effect.

[0061] In view of this, in order to overcome the shortcomings of the related technology, the anti-collision beam assembly of this embodiment combines... Figures 1 to 3 As shown, the overall design includes a crash beam 1 and energy-absorbing boxes 2 respectively installed at both ends near the crash beam 1.

[0062] The anti-collision beam 1 has a body connection part 1011 at both ends, and both ends of the anti-collision beam 1 form a body connection end 101 that is directly connected to the body longitudinal beam 3. At the same time, each end energy absorption box 2 is connected to the body connection end 101 at the same end, and each energy absorption box 2 is connected to the side of the body connection end 101 at the same end that is away from the body longitudinal beam 3.

[0063] Therefore, by directly connecting the body connection ends 101 at both ends of the anti-collision beam 1 to the body longitudinal beam 3, and setting the energy-absorbing box 2 on the side of the body connection ends 101 facing away from the body longitudinal beam 3, this embodiment can avoid the problem of limited space for energy-absorbing box 2 due to the size constraints of the anti-collision beam 1 and the influence of surrounding components. The length design of energy-absorbing box 2 is no longer restricted by the interference between the anti-collision beam 1 and surrounding components. Taking advantage of the small cross-section of energy-absorbing box 2, energy-absorbing box 2 can be extended as far outward as possible, maximizing the space for energy-absorbing box 2. This helps to increase the energy-absorbing length of energy-absorbing box 2, improve the energy-absorbing effect of energy-absorbing box 2, and thus enhance the collision protection capability of the anti-collision beam assembly.

[0064] Based on the above overview, specifically, it should be noted that the anti-collision beam assembly in this embodiment can still be as follows: Figure 1 The front bumper beam assembly shown is the rear end of the vehicle. In this embodiment, the bumper beam assembly is specifically used as the rear bumper beam assembly in the vehicle, that is, the energy absorption box 2 is located behind the bumper beam 1.

[0065] However, it is undeniable that in some embodiments, the anti-collision beam assembly of this embodiment can also be used as a front anti-collision beam assembly located at the front of the vehicle. When the anti-collision beam assembly is used as the front anti-collision beam assembly in the vehicle, that is, when the energy absorption box 2 is positioned in front of the anti-collision beam 1, its structure and arrangement can still be referred to the relevant description in this embodiment, and will not be repeated here.

[0066] Furthermore, it is worth noting that the aforementioned vehicle body connection ends 101 are directly connected to the vehicle body longitudinal beams 3. That is, compared to the traditional anti-collision beam assembly, where the anti-collision beam 1 is connected to the vehicle body longitudinal beams 3 through the energy-absorbing box 2, in this embodiment, the energy-absorbing box 2 is no longer provided between the anti-collision beam 1 and the vehicle body longitudinal beams 3. Instead, the vehicle body connection ends 101 at the ends of the anti-collision beam 1 are directly connected to the ends of the vehicle body longitudinal beams 3 through corresponding connectors.

[0067] In addition, it should be noted that the anti-collision beam 1 in this embodiment can be, for example, a beam structure formed by stamping, and this embodiment will also take the stamping of the anti-collision beam 1 as an example for description.

[0068] However, in specific implementation, in addition to using a stamped beam structure, the anti-collision beam 1 in this embodiment can also be a roll-formed beam structure, an extruded beam structure, or a cast beam structure, and there are no restrictions on this.

[0069] Among them, the anti-collision beam 1 formed by stamping or roll forming is generally a steel sheet metal part, while the anti-collision beam 1 formed by extrusion or casting is usually an aluminum alloy or magnesium alloy part.

[0070] In this embodiment, we continue to combine Figures 1 to 3 As shown, in some exemplary embodiments, the anti-collision beam 1 may, for example, have an arched structure 102 located between the energy-absorbing boxes 2 at both ends, and combined with Figure 4 As shown, the arched structure 102 is formed by the anti-collision beam 1 arching outward from the vehicle.

[0071] At this point, the anti-collision beam 1 has an arched structure 102 located between the energy-absorbing boxes 2 at both ends. The arched structure 102 allows the middle of the anti-collision beam 1 to extend outwards from the vehicle, forming a support structure and a collision-bearing structure between the energy-absorbing boxes 2 at both ends. This not only provides necessary support for surrounding bumpers and other body components, but also effectively absorbs the impact of the barrier during a vehicle collision, and absorbs and transmits the impact force of the barrier, thus helping to improve the protective effect of the anti-collision beam assembly.

[0072] Based on the aforementioned arched structure 102 of the anti-collision beam 1, this embodiment further, in some exemplary embodiments, still refers to... Figure 4As shown, for example, in the arching direction of the arching structure 102, the end of each energy-absorbing box 2 away from the vehicle body connection end 101 can be higher than the arching structure 102.

[0073] In this embodiment, when the anti-collision beam assembly is the rear anti-collision beam assembly of the vehicle, the aforementioned arching direction is also the direction towards the rear of the vehicle. In specific implementation, the distance t between the energy-absorbing box 2 and the arching structure 102 can be determined according to the arrangement of the surrounding body parts in the vehicle and is not limited thereto. At the same time, when conditions permit, the energy-absorbing length of the energy-absorbing box 2 (that is, the length of the energy-absorbing box 2 in the front-rear direction of the vehicle) should be as large as possible to give the energy-absorbing box 2 better collapse energy absorption performance.

[0074] It is understandable that, in the arching direction of the arched structure 102, the end of the energy-absorbing box 2 away from the vehicle body connection end 101 is set higher than the arched structure 102. This allows the energy-absorbing box 2 to contact the collision barrier first during a vehicle collision, especially during a vehicle offset collision, so that the energy-absorbing box 2 can fully absorb the collision energy by utilizing its crumple deformation, thereby reducing the damage caused by the collision.

[0075] In this embodiment, by Figure 4 and continue to combine Figure 7 and Figure 8 As shown, based on the arrangement of the arched structure 102 in the anti-collision beam 1, in some exemplary embodiments, the arched structure 102 may structurally include, for example, a connecting portion 1021 connected to each end of the vehicle body connecting end 101, and an intermediate portion 1022 connected between the two end connecting portions 1021.

[0076] Among them, the connection parts 1021 at each end are also like Figure 4 The arrangement shown is that the energy-absorbing boxes 2 are close to the same end, and the part of the anti-collision beam 1 located between the two vehicle body connection ends 101 is formed as an arched structure 102 that arches backward.

[0077] At this point, it can be understood that the arched structure 102 includes a connecting portion 1021 connected to each body connecting end 101, and a middle portion 1022 connected between the two connecting portions 1021. Each connecting portion 1021 is arranged close to the energy-absorbing box 2 at the same end, so that the part of the anti-collision beam 1 located between the two body connecting ends 101 is arched into an arched structure 102. This allows the arched structure 102 to have a large length (i.e., the length along the left and right direction of the whole vehicle). In this way, the area of ​​the anti-collision and support area in the middle of the anti-collision beam 1 can be guaranteed, which is conducive to improving the quality of use of the anti-collision beam assembly.

[0078] In this embodiment, the following continues... Figure 4As shown, in some exemplary embodiments, along the arching direction of the arched structure 102, for example, the distance between the two end connecting portions 1021 may be gradually reduced, and the middle portion 1022 may also be designed as a straight structure extending in the left-right direction of the vehicle.

[0079] At this point, by gradually decreasing the distance between the connecting portions 1021 at both ends along the arching direction of the arched structure 102, on the one hand, based on the arched structure 102 being located between the energy-absorbing boxes 2 on both sides, a certain gap is maintained between the connecting portions 1021 at each end and the energy-absorbing box 2 at the same end, allowing the connecting portions 1021 to avoid interference with the energy-absorbing box 2 and thus preventing any impact on the arrangement of the energy-absorbing box 2. On the other hand, by utilizing the gradually decreasing distance between the connecting portions 1021 at both ends, the connecting portions 1021 at both ends can be arranged in a "V" shape, and the arched structure 102 as a whole can be trapezoidal, which can also ensure the supporting strength of the connecting portions 1021 at both ends for the middle portion 1022, and give the arched structure 102 as a whole good rigidity.

[0080] Furthermore, by making the middle part 1022 a straight structure, it can be understood that, compared to the conventional outward arched structure, it can avoid interference between the middle part of the anti-collision beam 1 and the surrounding parts such as the bumper at the end of the vehicle, which facilitates the arrangement of surrounding body parts. At the same time, compared to the arched structure, the middle part 1022 can also have a certain crumple deformation capacity, which is conducive to improving the energy absorption effect of the arched structure 102 during a collision.

[0081] In this embodiment, combined with Figure 4 , Figure 5 as well as Figure 7 and Figure 8 As shown, based on the stamping of the anti-collision beam 1, in some exemplary embodiments, a first reinforcing rib 1023 may be provided on the arched structure 102. The first reinforcing rib 1023 extends along the length direction of the anti-collision beam 1, and the first reinforcing rib 1023 also extends from the middle portion 1022 to the connecting portions 1021 at both ends.

[0082] At this time, by setting a first reinforcing rib 1023 on the arch structure 102 and extending the first reinforcing rib 1023 from the middle part 1022 to the connecting parts 1021 at both ends, it is obvious that the structural strength of the stamped arch structure 102 can be increased by the first reinforcing rib 1023, which helps to improve the collision response capability of the arch structure 102.

[0083] In specific implementation, the first reinforcing rib 1023 can also be formed at the arch structure 102 by stamping. And according to the width m of the arch structure 102 (i.e. the width in the vertical direction of the whole vehicle), the first reinforcing rib 1023 can also be set to a suitable number such as two or three.

[0084] In this embodiment, it is still by Figures 3 to 5 As shown, in some exemplary embodiments, a groove k with an opening facing the vehicle interior (i.e., towards the front of the vehicle) can be formed at the arched structure 102, and a first reinforcing rib 1023 is provided on the groove wall of the groove k. Thus, based on the fact that the anti-collision beam 1 is made of stamped sheet metal, by forming the groove k on the arched structure 102 and providing the first reinforcing rib 1023 on the groove wall of the groove k, the first reinforcing rib 1023 is located in the area where the groove k is located. This allows the structural strength of the arched structure 102 to be increased by utilizing the cross-sectional design of the arched structure 102, thereby further improving the collision response capability of the arched structure 102.

[0085] Continue as Figure 6 As shown, in this embodiment, based on the above-mentioned arched structure 102, in some exemplary embodiments, the width m of the arched structure 102 in the vertical direction of the vehicle can be, for example, smaller than the width n of the two end body connection ends 101 in the vertical direction of the vehicle.

[0086] Therefore, by making the width of the arched structure 102 smaller than that of the two end body connection ends 101, on the one hand, the larger connection area of ​​the two end body connection ends 101 can be utilized to ensure the connection stability between the end body connection ends 101 and the body longitudinal beam 3. On the other hand, when the anti-collision beam assembly is used as the front anti-collision beam assembly, the smaller width of the arched structure 102 in the middle can reduce the obstruction of the vehicle radiator and help ensure the heat dissipation effect of the radiator.

[0087] Furthermore, it is worth noting that, while the width of the arched structure 102 is less than the width of the two vehicle body connection ends 101, the width of the middle portion 1022 of the arched structure 102 can be the same at all positions, for example, while the width of the two connecting portions 1021 can be gradually increased, specifically increasing towards the vehicle body connection ends 101. This helps ensure the connection stability between the arched structure 102 and the two vehicle body connection ends 101, and also makes the overall shape of the anti-collision beam 1 more aesthetically pleasing.

[0088] Still Figure 7 and Figure 8As shown, in some exemplary embodiments of this embodiment, for example, a second reinforcing rib 103 may be provided between the connecting portions 1021 at each end and the vehicle body connecting end 101 at the same end. The second reinforcing rib 103 can be integrally stamped during the preparation of the anti-collision beam 1, and depending on the width of this position in the anti-collision beam 1 (i.e., the width of the whole vehicle in the vertical direction), the second reinforcing rib 103 may also be designed as multiple ribs arranged at intervals.

[0089] It is understandable that by setting a second reinforcing rib 103 between the connecting parts 1021 at each end and the connecting end 101 of the vehicle body, the reliability of the connection between the arched structure 102 and the connecting end 101 of the vehicle body can be guaranteed, the stability of the overall structure of the anti-collision beam 1 can be guaranteed, and the collision force can be effectively transmitted and dispersed to the longitudinal beam of the vehicle body when the arched structure 102 bears the collision impact, thereby improving the safety of the vehicle collision.

[0090] In this embodiment, the following continues... Figure 7 and Figure 8 As shown, in some exemplary embodiments, based on the stamping of the anti-collision beam 1, a third reinforcing rib 1012 may also be provided on the vehicle body connection end 101, and the third reinforcing rib 1012 may also be as follows: Figure 8 As shown, the design is a multi-channel arrangement surrounding the energy-absorbing box 2.

[0091] At this time, by setting a third reinforcing rib 1012 on the vehicle body connection end 101, and making the third reinforcing rib 1012 multiple around the energy absorption box 2, the structural strength of the vehicle body connection end 101 itself can be increased, ensuring the reliability of the connection between the anti-collision beam 1 and the vehicle body longitudinal beam 3. At the same time, it can also ensure the stability of the connection between the energy absorption box 2 and the vehicle body connection end 101, and provide positioning for the connection of the energy absorption box 2, thus facilitating the connection between the energy absorption box 2 and the vehicle body connection end 101.

[0092] In practical implementation, the aforementioned third reinforcing rib 1012 can generally be adopted as follows: Figure 8 The linear structure shown can be provided with a third reinforcing rib 1012 on each side of the energy-absorbing box 2.

[0093] In addition, it is worth noting that, in specific implementation, the body connection portion 1011 provided on the body connection end 101 can be, for example, a through connection hole. When assembling the anti-collision beam assembly, the anti-collision beam 1 can be fixed to the end of the body longitudinal beam 3 by bolts passing through each body connection portion 1011.

[0094] In this embodiment, the energy-absorbing box 2 mentioned above can generally be a commonly used product in current vehicles, and it is still made by Figures 1 to 3 and combined Figure 9As shown, in some exemplary embodiments, this embodiment may further, for example, have the cross-section of the energy-absorbing box 2 gradually decrease in the direction away from the vehicle body connection end 101.

[0095] In this way, by setting the cross-section of the energy-absorbing box 2 to gradually decrease in the direction away from the vehicle body connection end 101, the gradual change in the cross-section of the energy-absorbing box 2 can be used to make the energy-absorbing box 2 form a step-by-step energy absorption during vehicle collision, which can improve the collision energy absorption performance of the energy-absorbing box 2 and thus improve the collision protection effect of the anti-collision beam assembly.

[0096] It is worth noting that, besides gradually reducing the cross-section of the energy-absorbing box 2, it is also possible to adopt a constant cross-section structure, i.e., a structure with an unchanged cross-section; there is no restriction on this. Furthermore, in practical implementation, the energy-absorbing box 2 can generally be fixed to the end face of the vehicle body connection end 101 by welding. Corresponding to the hollow inner cavity of the energy-absorbing box 2, a through hole 1013 can also be designed on the vehicle body connection end 101. This through hole 1013 not only helps reduce the weight of the anti-collision beam 1, but also facilitates the flow of the electrophoretic liquid within the energy-absorbing box 2 during electrophoresis, ensuring the electrophoresis effect of the vehicle body.

[0097] It is worth noting that, regarding the anti-collision beam assembly of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 9 As shown, it may include, for example, a crash beam 1 and energy-absorbing boxes 2 respectively disposed near both ends of the crash beam 1.

[0098] The anti-collision beam 1 has a body connection end 101 at each end for direct connection with the body longitudinal beam 3. The energy absorption box 2 at each end is connected to the side of the body connection end 101 facing away from the body longitudinal beam 3. The head of the anti-collision beam 1 forms an arched structure 102 located between the two energy absorption boxes 2.

[0099] The anti-collision beam 1 is formed by stamping, and the arched structure 102 has a groove k formed on it, and a first reinforcing rib 1023 is also provided in the groove k. In addition, the arched structure 102 includes connecting parts 1021 at both ends and a middle part 1022 in the middle. The connecting parts 1021 at both ends are arranged at an angle, and the middle part 1022 is a straight structure arranged along the left and right direction of the whole vehicle. In addition, a second reinforcing rib 103 is provided between each end of the body connecting end 101 and the connecting part 1021, and a third reinforcing rib 1012 is provided on each end of the body connecting end 101. At the same time, the energy-absorbing boxes 2 at both ends also adopt a variable cross-section structure with a gradually decreasing cross-section.

[0100] In the preferred embodiment of the above-mentioned anti-collision beam assembly, the specific configuration and arrangement of the anti-collision beam 1 and the energy-absorbing box 2, etc., 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 1 and the energy-absorbing box 2, etc., can also be referred to the descriptions in the above-mentioned exemplary embodiments.

[0101] The anti-collision beam assembly of this embodiment adopts the above design, so that the body connection ends 101 at both ends of the anti-collision beam 1 are directly connected to the body longitudinal beam 3, and the energy absorption box 2 is set on the side of the body connection end 101 facing away from the body longitudinal beam 3. This can avoid the problem that the length of the energy absorption box 2 is greatly limited due to the size constraints of the anti-collision beam 1 and the influence of surrounding components. It can realize the maximum design of the energy absorption length of the energy absorption box 2, which helps to increase the energy absorption length of the energy absorption box 2, improve the energy absorption effect of the energy absorption box 2, and thus improve the collision protection effect of the anti-collision beam assembly.

[0102] An embodiment of the second aspect of this application provides a vehicle in which a crash beam assembly as described in the above embodiment is provided.

[0103] In the vehicle described in this embodiment, see still... Figure 1 As shown, the above-mentioned anti-collision beam assembly can be, for example, a rear anti-collision beam assembly located at the rear end of the vehicle. In this case, the anti-collision beam assembly can be connected to the vehicle body longitudinal beam 3 (i.e., the rear floor longitudinal beam) in the vehicle by means of the body connection ends 101 at both ends of the anti-collision beam 1.

[0104] In specific implementation, as described in the embodiments of the first aspect, the vehicle body connection end 101 can be fixed to the end of the vehicle longitudinal beam 3 by bolts passing through the vehicle body connection portion 1011. In order to achieve the connection by bolts, a structure such as a threaded sleeve can generally be provided in the vehicle body longitudinal beam 3 to ensure the reliability of the connection between the anti-collision beam 1 and the vehicle body longitudinal beam 3 while achieving the bolted connection.

[0105] Furthermore, taking the aforementioned anti-collision beam assembly as an example of the rear anti-collision beam assembly in a vehicle, the following continues... Figure 1 As shown, through the direct connection between the two ends of the anti-collision beam 1 and the longitudinal beams 3 on both sides of the vehicle body, it can be seen that the anti-collision beam 1, the longitudinal beams 3 on both sides of the vehicle body, and the vehicle body crossbeam 4 (i.e., the rear floor crossbeam) set between the longitudinal beams 3 on both sides of the vehicle body can also be connected to form a ring frame structure.

[0106] In this way, the ring-shaped frame structure formed by this connection can also increase the structural strength and torsional stiffness of the rear of the vehicle, and at the same time form a ring-shaped collision force transmission channel at the rear of the vehicle, which in turn helps to improve the safety of the vehicle in a rear-end collision.

[0107] Of course, it is worth noting that, in addition to being used as a rear anti-collision beam assembly located at the rear of the vehicle, in some other embodiments, the above-mentioned anti-collision beam assembly can also be used as a front anti-collision beam assembly at the front of the vehicle. In this case, the anti-collision beam assembly can also be connected to the vehicle body longitudinal beam 3 (i.e., the front engine compartment longitudinal beam) by means of the body connection ends 101 at both ends of the anti-collision beam 1.

[0108] In this embodiment, by setting the anti-collision beam assembly as described above, the space for the energy-absorbing box 2 can be maximized, which helps to increase the energy-absorbing length of the energy-absorbing box 2, improve the energy-absorbing effect of the energy-absorbing box 2, and enhance the collision protection effect of the anti-collision beam assembly, thereby improving the collision safety of the entire vehicle.

[0109] 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 assembly, used in a vehicle, characterized in that: It includes a crash beam (1) and energy-absorbing boxes (2) respectively disposed at both ends near the crash beam (1); The anti-collision beam (1) has a body connection part (1011) at both ends, and both ends of the anti-collision beam (1) form a body connection end (101) directly connected to the body longitudinal beam (3). Each of the energy-absorbing boxes (2) is connected to the same end of the vehicle body connection end (101), and each of the energy-absorbing boxes (2) is connected to the side of the same end of the vehicle body connection end (101) facing away from the vehicle body longitudinal beam (3).

2. The anti-collision beam assembly according to claim 1, characterized in that: The anti-collision beam (1) has an arched structure (102) located between the energy-absorbing boxes (2) at both ends, the arched structure (102) being formed by the anti-collision beam (1) arching outwards from the vehicle.

3. The anti-collision beam assembly according to claim 2, characterized in that: In the arching direction of the arched structure (102), the end of each energy-absorbing box (2) away from the vehicle body connection end (101) is higher than the arched structure (102).

4. The anti-collision beam assembly according to claim 2, characterized in that: The arched structure (102) includes a connecting portion (1021) connected to each of the vehicle body connecting ends (101) and an intermediate portion (1022) connected between the connecting portions (1021) at both ends; The connecting portions (1021) at each end are arranged close to the energy-absorbing box (2) at the same end.

5. The anti-collision beam assembly according to claim 4, characterized in that: Along the arching direction of the arched structure (102), the distance between the two connecting portions (1021) gradually decreases, and the middle portion (1022) is a straight structure.

6. The anti-collision beam assembly according to claim 4, characterized in that: The arched structure (102) is provided with a first reinforcing rib (1023); The first reinforcing rib (1023) extends along the length of the anti-collision beam (1), and the first reinforcing rib (1023) extends from the middle portion (1022) to the connecting portions (1021) at both ends.

7. The anti-collision beam assembly according to claim 6, characterized in that: The arched structure (102) has a groove (k) with an opening facing the inside of the vehicle, and the groove wall of the groove (k) is provided with the first reinforcing rib (1023).

8. The anti-collision beam assembly according to claim 4, characterized in that: The width (m) of the arched structure (102) in the vertical direction of the vehicle is smaller than the width (n) of the two vehicle body connecting ends (101) in the vertical direction of the vehicle; and / or, A second reinforcing rib (103) is provided between the connecting portion (1021) at each end and the vehicle body connecting end (101) at the same end.

9. The anti-collision beam assembly according to any one of claims 1 to 8, characterized in that: The vehicle body connecting end (101) is provided with a third reinforcing rib (1012), and the third reinforcing rib (1012) consists of multiple ribs arranged around the energy-absorbing box (2); and / or, The cross-section of the energy-absorbing box (2) is gradually reduced in the direction away from the vehicle body connection end (101).

10. A vehicle, characterized in that: The vehicle is provided with a crash beam assembly as described in any one of claims 1 to 9.

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