Vehicle and its crash beam structure
By introducing multiple cavities and flange designs into the anti-collision beam structure, combined with energy-absorbing boxes and trailer hitch mounting components, the problem of insufficient anti-collision beam protection capacity is solved, achieving better collision load dispersion and towing capacity, thus improving the vehicle's protection and usability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-08-01
- Publication Date
- 2026-07-24
Smart Images
Figure CN224545912U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle body technology, and in particular to a vehicle and its anti-collision beam structure. Background Technology
[0002] In related technologies, the anti-collision beam, as a key protective component of the vehicle body, primarily functions to absorb collision energy through its own deformation during low-speed collisions, thereby reducing repair costs and protecting the safety of occupants. However, anti-collision beams in these technologies typically suffer from insufficient protective capabilities and poor protection for both the vehicle body and pedestrians. Utility Model Content
[0003] In view of this, this application aims to propose a crash beam structure to improve its protective capabilities.
[0004] To achieve the above objectives, the technical solution of this application is implemented as follows: A crash beam structure includes a crash beam body, the crash beam body including a crash beam inner plate and a plurality of crash beam outer plates arranged sequentially on the outside of the crash beam inner plate along the vertical direction of the vehicle. A cavity is formed between the outer plate and the inner plate of each anti-collision beam, and the cavity extends along the length of the anti-collision beam body.
[0005] Furthermore, the outer plate of the anti-collision beam includes a protruding portion that protrudes away from the inner plate of the anti-collision beam, and flanges provided on two opposite sides of the protruding portion; The flange is connected to the inner plate of the anti-collision beam.
[0006] Furthermore, it also includes an energy-absorbing box located on one side of the anti-collision beam body, and a trailer hitch mounting component located between the anti-collision beam body and the energy-absorbing box; The trailer hitch mounting component is disposed through one of the cavities and extends into the energy-absorbing box, and the trailer hitch mounting component is connected to both the anti-collision beam body and the energy-absorbing box.
[0007] Furthermore, the trailer hook mounting component includes a trailer hook threaded tube and a connecting plate disposed on the trailer hook threaded tube; The trailer hook threaded tube passes through one of the cavities and is connected to both the inner plate and the outer plate of the anti-collision beam. The connecting plate is connected to each side wall of the energy-absorbing box.
[0008] Furthermore, it also includes a mounting plate located on the other side of the energy-absorbing box relative to the anti-collision beam body, the mounting plate being used to connect with the vehicle body longitudinal beam; The mounting plate is provided with clearance holes, which are provided in the front-rear direction of the vehicle and correspond to the trailer hook threaded tube, and are used to avoid the trailer hook threaded tube.
[0009] Furthermore, the energy-absorbing box has a rectangular cross-section; and / or, The energy-absorbing box includes an upper plate and a lower plate that are interlocked together.
[0010] Furthermore, a reinforcing plate is connected between the energy-absorbing box and the mounting plate; The reinforcing plate is connected to both the upper plate and the lower plate of the energy-absorbing box.
[0011] Furthermore, the energy-absorbing box is provided with constriction ribs extending along the vertical direction of the entire vehicle; and / or, The energy-absorbing box is provided with reinforcing ribs that extend along the front-rear direction of the vehicle.
[0012] Furthermore, the anti-collision beam body is provided with a mounting bracket, which is used to mount the bumper; and / or, The inner and outer plates of the anti-collision beam are made of thermoformed sheet material.
[0013] Compared with related technologies, this application has the following advantages: (1) The anti-collision beam structure described in this application includes an inner anti-collision beam body and multiple outer anti-collision beam plates forming multiple cavities with the inner anti-collision beam body. This not only effectively increases the protective area and structural strength of the anti-collision beam body, but also absorbs energy through the deformation of multiple outer plates and the compression and collapse of multiple cavities when a collision occurs, effectively dispersing the collision load and thus improving the protection capability for pedestrians and vehicle bodies.
[0014] (2) By including a protruding portion and outwardly flanged edges on both opposite sides of the protruding portion in the outer plate of the crash beam, the outer plate of the crash beam can have better structural strength. Moreover, it can better disperse the impact force during a collision, reduce local dent deformation, and improve the crash beam's ability to resist collision loads, thereby enhancing the protective capability of the crash beam structure. Connecting the outwardly flanged edges to the inner plate of the crash beam can increase the connection area between the outer and inner plates, which is beneficial for maintaining the shape of the cavity, thereby further enhancing the load-bearing capacity and protective capability of the crash beam.
[0015] (3) By making the trailer hook mounting part pass through one of its cavities and connect it to both the anti-collision beam body and the energy absorption box, when towing heavy objects, the overall structure of the anti-collision beam body can be used to distribute the force and transfer part of the towing force to the energy absorption box, so that the towing force is finally distributed to the vehicle body, thereby significantly reducing the local stress of the trailer hook mounting part, enabling it to withstand greater towing loads, and thus enabling it to tow heavier vehicles or other heavy objects.
[0016] (4) The trailer hook mounting component includes a trailer hook threaded tube and a mounting plate on the trailer hook threaded tube. The structure is simple and easy to connect with the anti-collision beam body and the energy absorption box at the same time. Connecting the trailer hook threaded tube to both the inner plate and the outer plate of the anti-collision beam can increase the connection area between it and the anti-collision beam body, which can better resist the external force generated by towing, thereby effectively preventing the trailer hook threaded tube from loosening or breaking.
[0017] Connecting the mounting plate to all side walls of the energy-absorbing box significantly increases the connection strength between them. This allows the towing force to be transferred from the threaded tube to the mounting plate and then distributed throughout the energy-absorbing box via its multiple side walls. This ensures that the traction force is more evenly distributed around the energy-absorbing box during towing, effectively preventing deformation of the energy-absorbing box due to concentrated stress and facilitating the towing of heavier vehicles.
[0018] (5) By setting an installation plate on the other side of the energy-absorbing box and setting a clearance hole on the installation plate to avoid the trailer hook threaded tube, not only can the clearance space be provided for the movement of the trailer hook threaded tube during the collision, but it can also avoid interference with the installation plate and hinder the normal collapse of the energy-absorbing box, thereby ensuring that the energy-absorbing box collapses and absorbs energy according to the preset path, which can further improve the collision protection performance of the anti-collision beam structure.
[0019] (6) Setting the cross-section of the energy-absorbing box to be rectangular not only simplifies the structure and facilitates design and implementation, but also enables the energy-absorbing box to have a larger load-bearing area and higher torsional and bending rigidity. The energy-absorbing box includes an upper plate and a lower plate that are interlocked, so that the interlocking surface between the upper plate and the lower plate can share part of the external force, thereby effectively avoiding the problem of weld cracking during dragging.
[0020] (7) By connecting a reinforcing plate between the energy-absorbing box and the mounting plate, the connection strength between the energy-absorbing box and the mounting plate can be increased. Moreover, during towing, the pulling force transmitted by the tow hook can be transmitted through the upper and lower plates of the energy-absorbing box to the reinforcing plate, and then diffused from the reinforcing plate to the mounting plate. This can effectively prevent the connection between the energy-absorbing box and the mounting plate from loosening or breaking due to excessive local stress. At the same time, during a collision, the impact force generated by the collapse of the energy-absorbing box can also be transmitted through the reinforcing plate to the mounting plate and the longitudinal beams of the vehicle body, thereby reducing the deformation of the connection between the mounting plate and the energy-absorbing box.
[0021] (8) By setting crumple ribs extending along the vertical direction of the vehicle on the energy-absorbing box, the energy-absorbing box can be guided to fold or tear along the crumple rib position during a collision, which can effectively avoid irregular twisting and skewed crumple, and can effectively ensure that the energy-absorbing box crumples along the preset path, thereby helping to ensure the uniformity of collision energy absorption. Furthermore, by setting reinforcing ribs extending along the front-rear direction of the vehicle on the energy-absorbing box, the structural strength and tensile and bending resistance of the energy-absorbing box can be improved, which helps to prevent the energy-absorbing box from deforming due to stress.
[0022] (9) By setting a mounting bracket for mounting the bumper on the anti-collision beam body, the mounting bracket can distribute the external force on the bumper to the anti-collision beam body, thereby effectively preventing the connection point between the bumper and other components from being damaged due to excessive local force, and thus extending the service life of the bumper.
[0023] The inner and / or outer panels of the crash beam are made of thermoformed sheet material, which gives the crash beam body better structural strength, better resistance to impact, and reduced excessive deformation. This effectively prevents the crash beam body from losing its protective function due to breakage, thus giving the crash beam body better protective capabilities.
[0024] This application also proposes a vehicle equipped with a crash beam structure as described above.
[0025] The vehicle described in this application, by setting the anti-collision beam structure as described above, can provide better protection for pedestrians and also reduce vehicle damage in the event of a collision, thereby giving the vehicle better performance. Attached Figure Description
[0026] 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: Figure 1 This is a schematic diagram of the anti-collision beam structure described in the embodiments of this application from a first-view perspective; Figure 2 This is a schematic diagram of the anti-collision beam structure described in the embodiments of this application from a second perspective; Figure 3 for Figure 2 Enlarged view of section B; Figure 4 This is a schematic diagram of the anti-collision beam structure described in the embodiments of this application from a third-person perspective; Figure 5 This is a schematic diagram of the anti-collision beam structure described in the embodiments of this application from a fourth-person perspective; Figure 6 for Figure 5 A cross-sectional view of the CC line; Figure 7 This is a schematic diagram of the structure of the trailer hitch mounting component described in the embodiments of this application; Figure 8 This is an assembly diagram of the trailer hitch mounting component and the energy-absorbing box as described in the embodiments of this application; Figure 9 for Figure 8 A schematic diagram of the structure shown from another perspective; Figure 10 for Figure 1 Enlarged view of part A in the middle.
[0027] Explanation of reference numerals in the attached figures: 1. Inner panel of the anti-collision beam; 2. Outer panel of the crash beam; 201. Protruding part; 202. Outward flange; 3. Energy-absorbing box; 301. Upper plate of energy-absorbing box; 302. Lower plate of energy-absorbing box; 303. Contraction rib; 304. Reinforcing rib; 4. Trailer hook mounting parts; 401. Trailer hook threaded pipe; 402. Connecting plate; 4021. Second flange; 5. Mounting plate; 501. Clearance hole; 6. Install the bracket; 7. Reinforcing plate. Detailed Implementation
[0028] 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.
[0029] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.
[0030] 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.
[0031] 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.
[0032] 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.
[0033] 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.
[0034] An embodiment of the first aspect of this application provides a crash beam structure to enhance its protective capabilities.
[0035] In related technologies, the anti-collision beam structure, as a key protective component of the vehicle body, primarily functions to absorb collision energy through its own deformation during low-speed collisions, reducing damage to critical areas such as the longitudinal beams and passenger compartment, thereby lowering maintenance costs and protecting the safety of occupants. However, due to imperfections in structural design, anti-collision beam structures in related technologies often suffer from insufficient protective effects and poor protection for the vehicle body and pedestrians.
[0036] In view of this, in order to overcome the shortcomings of related technologies, the anti-collision beam structure of this embodiment can be particularly applied to the rear end of a vehicle, and combined with Figures 1 to 6 As shown, in terms of overall design, the anti-collision beam structure includes an anti-collision beam body, which includes an inner anti-collision beam plate 1 and multiple outer anti-collision beam plates 2 arranged sequentially on the outside of the inner anti-collision beam plate 1 along the vertical direction of the vehicle. Each outer anti-collision beam plate 2 has a cavity formed between it and the inner anti-collision beam plate 1, and the cavity extends along the length direction of the anti-collision beam body.
[0037] Therefore, by making the anti-collision beam body include an inner anti-collision beam plate 1 and multiple outer anti-collision beam plates 2 forming multiple cavities with the inner anti-collision beam plate 1, the protective area of the anti-collision beam body can be effectively increased, and the structural strength and protective capability of the anti-collision beam body can be improved. When a collision occurs, energy absorption can be achieved through the deformation of multiple outer anti-collision beam plates 2 and the compression and collapse of multiple cavities, which can effectively disperse the collision load, thereby improving the buffering effect and reducing the direct impact on the vehicle body longitudinal beams and passenger compartment, thus achieving a better protective effect.
[0038] Based on the above overview, specifically, let's continue to combine... Figures 1 to 3 As shown, similar to existing technology, the anti-collision beam body is a long strip extending along the left-right direction of the vehicle, with its middle section arching outwards. Furthermore, in specific implementations, such as... Figures 1 to 6 As shown, for example, the outer anti-collision beam 2 can be set as two in sequence along the vertical direction of the vehicle. It should be noted that, in addition to setting two outer anti-collision beams 2 arranged vertically, three, four or other numbers of outer anti-collision beams 2 can also be set in sequence vertically.
[0039] In some of the exemplary implementations, combined with Figure 1 , Figure 3 and Figure 6 As shown, the outer plate 2 of the crash beam includes a protruding portion 201 that protrudes away from the inner plate 1 of the crash beam, and outward flanges 202 provided on two opposite sides of the protruding portion 201, and the outward flanges 202 are connected to the inner plate 1 of the crash beam. Here, by making the outer plate 2 of the crash beam include the protruding portion 201 and the outward flanges 202 provided on two opposite sides of the protruding portion 201, the outer plate 2 of the crash beam can have better structural strength, and can better disperse the impact force during collision, reduce local dent deformation, and improve the ability of the crash beam body to resist collision loads, thereby improving the protective capability of the crash beam structure.
[0040] Connecting the outwardly folded edge 202 to the inner plate 1 of the anti-collision beam can increase the connection area between the outer plate 2 and the inner plate 1 of the anti-collision beam, which is conducive to maintaining the shape of the cavity, thereby further improving the load-bearing capacity and protection capacity of the anti-collision beam body.
[0041] In specific implementation, for example, Figure 6 As shown, the cross-section of each outer panel 2 of the anti-collision beam can be set in a "U" shape. This structure not only allows the outer panel 2 of the anti-collision beam to have less structural strength and better withstand collision forces, but also facilitates the connection between the upper and lower sides of the outer panel 2 of the anti-collision beam and the inner panel 1 of the anti-collision beam.
[0042] In addition, such as Figure 3As shown, to improve the connection strength between the inner plate 1 and the outer plate 2 of the anti-collision beam, multiple first protrusions can be sequentially arranged along the length direction on the outer flange 202 of the outer plate 2 of the anti-collision beam to improve the structural strength at both ends of the outer plate 2. Simultaneously, multiple second protrusions sequentially arranged along the length direction can be provided at both ends of the inner plate 1 of the anti-collision beam. The arrangement of these first and second protrusions effectively ensures the connection strength between the inner plate 1 and the outer plate 2 of the anti-collision beam, thereby facilitating the stability of each cavity and enabling each cavity to better withstand impact forces, thus enhancing the protective capability of the anti-collision beam body.
[0043] In some exemplary embodiments, both the inner panel 1 and the outer panel 2 of the crash beam are made of thermoformed sheet metal. This material enables the inner panel 1 and the outer panel 2 of the crash beam to have good structural strength, thereby allowing the crash beam body to better resist impact forces, reduce excessive deformation, ensure that the collision force is evenly transferred to the energy-absorbing box 3, and avoid the loss of protection for the vehicle body due to premature breakage of the crash beam body. Moreover, the high rigidity of the thermoformed sheet metal ensures that each cavity maintains its shape during the collapse process, effectively preventing the cavity from collapsing prematurely due to insufficient strength. In specific implementations, for example, the inner panel 1 and the outer panel 2 of the crash beam can be made of boron steel (such as 22MnB5 or 28MnB5).
[0044] It should be noted that, in addition to making both the inner panel 1 and the outer panel 2 of the anti-collision beam made of thermoformed sheet material, it is also possible to make only one of the inner panel 1 and the outer panel 2 of the anti-collision beam made of thermoformed sheet material.
[0045] In some exemplary embodiments, a protective coating may be applied to the side of the inner panel 1 of the crash beam that faces away from the outer panel 2 of the crash beam. For example, a PVC coating commonly used in related technologies may be applied, which is a coating made of polyvinyl chloride as the main raw material and processed with plasticizers, stabilizers, fillers and other additives, and has good protective performance.
[0046] In some exemplary embodiments, the crash beam structure further includes an energy-absorbing box 3 disposed on one side of the crash beam body, and a trailer hitch mounting member 4 disposed between the crash beam body and the energy-absorbing box 3. Moreover, the trailer hitch mounting member 4 is disposed through one of its cavities and extends into the energy-absorbing box 3, and the trailer hitch mounting member 4 is connected to both the crash beam body and the energy-absorbing box 3.
[0047] By having the trailer hitch mounting component 4 pass through one of its cavities and be connected to both the anti-collision beam body and the energy-absorbing box 3, when towing heavy objects, the anti-collision beam body has a large structural strength, which can distribute the force through the overall structure of the anti-collision beam body and transfer part of the towing force to the energy-absorbing box 3, so that the towing force is ultimately distributed to the vehicle body. This can significantly reduce the local stress of the trailer hitch mounting component 4, enabling it to withstand a larger towing load and thus to tow heavier vehicles or other heavy objects.
[0048] In specific implementation, it can be as follows: Figure 1 As shown, the trailer hitch mount 4 is located at the left end of the crash beam body and extends through the upper crash beam outer plate 2. Furthermore, to further improve performance, in practice, adjacent crash beam outer plates 2 are overlapped at the location where the trailer hitch mount 4 is located. This arrangement creates a locally thickened area at the overlap, enhancing the deformation resistance of the trailer hitch mount 4 and effectively preventing tearing of the crash beam outer plate 2 due to concentrated towing force. Simultaneously, the overlapping structure allows the two crash beam outer plates 2 to share the load collaboratively, distributing the load transmitted by the trailer hitch mount 4 over a wider area of the crash beam outer plates 2, reducing the load-bearing pressure on a single crash beam outer plate 2, and further mitigating the risk of localized stress concentration.
[0049] Furthermore, it is also possible to... Figure 3 As shown, the two outer panels 2 of the anti-collision beams are not only overlapped and welded together at their left ends (i.e., where the trailer hitch mounting piece 4 is located), but also overlapped and welded together at their right ends. This improves the structural integrity of the anti-collision beam body along the width of the vehicle. When the vehicle is subjected to a frontal collision, especially an offset collision, the impact force can be transmitted more evenly, preventing the anti-collision beam body from twisting or bending due to excessive force on one side.
[0050] It is worth mentioning that, in addition to connecting the left and right ends of the outer panels 2 of two adjacent anti-collision beams, they can also be connected by connecting the middle.
[0051] In some exemplary embodiments, the trailer hitch mounting component 4 includes a trailer hitch threaded tube 401 and a connecting plate 402 disposed on the trailer hitch threaded tube 401. The trailer hitch threaded tube 401 extends through one of its cavities and is connected to both the inner plate 1 and the outer plate 2 of the anti-collision beam, while the connecting plate 402 is connected to each side wall of the energy-absorbing box 3. By including the trailer hitch threaded tube 401 and the connecting plate 402, the structure is simple and easy to design and implement.
[0052] Furthermore, during towing, the trailer hook is threaded into the trailer hook threaded tube 401. This threaded tube 401, as the direct load-bearing component for towing force, passes through the cavity and connects to both the inner and outer plates of the anti-collision beam. This allows for a large contact area between the trailer hook threaded tube 401 and the anti-collision beam body, effectively resisting the traction force generated during towing. Moreover, the trailer hook threaded tube 401 forms a rigid connection with the inner and outer plates of the anti-collision beam, enabling the towing force to be quickly distributed throughout the anti-collision beam body via the inner and outer plates, preventing the connection point between the trailer hook threaded tube 401 and the anti-collision beam body from loosening or breaking due to excessive localized stress.
[0053] In addition, by connecting the mounting plate 5 to each side wall of the energy-absorbing box 3, the connection strength between the mounting plate 5 and the energy-absorbing box 3 can be greatly improved. The towing force can be transferred from the trailer hook threaded tube 401 to the mounting plate 5 and then evenly distributed to the entire energy-absorbing box 3 through the multiple side walls of the energy-absorbing box 3. This allows the traction force under towing conditions to be evenly distributed around the energy-absorbing box 3, which can not only effectively prevent the trailer hook mounting part 4 and the energy-absorbing box 3 from deforming due to localized force concentration, but also facilitate the towing of heavier vehicles.
[0054] In specific implementation, for example Figure 7 As shown, the trailer hook threaded tube 401 can be designed as a round tube, passing through the inner plate 1 and the outer plate 2 of the crash beam, and welded to both. The connecting plate 402 is set as a rectangular plate, and is fitted onto the front end of the trailer hook threaded tube 401, and welded to it. Furthermore, to improve the connection strength between the connecting plate 402 and the trailer hook threaded tube 401, such as... Figure 7 As shown, the connecting plate 402 has a first flange provided along the edge of the fitting hole, the trailer hook threaded tube 401 is inserted into the fitting hole and welded to the first flange.
[0055] In addition, to improve the connection strength between the connecting plate 402 and the energy-absorbing box 3, such as Figure 7 As shown, each edge of the connecting plate 402 is provided with a second flange 4021, and the connecting plate 402 is connected to each side wall of the energy-absorbing box 3 through the second flange 4021 on each edge. The provision of the second flange 4021 not only improves the structural strength of the connecting plate 402 and the trailer hitch mounting component 4, but also allows for a larger connection area between the connecting plate 402 and the side wall of the energy-absorbing box 3. This facilitates the better transfer of the traction force of the trailer hitch mounting component 4 to the energy-absorbing box 3, thereby effectively preventing damage to the trailer hitch mounting component 4 and enabling the towing of heavier vehicles.
[0056] In some exemplary embodiments, the anti-collision beam structure of this application further includes a mounting plate 5 disposed on the other side of the energy-absorbing box 3 relative to the anti-collision beam body. The mounting plate 5 is used to connect with the vehicle body longitudinal beam. Furthermore, the mounting plate 5 is provided with a clearance hole 501, which is correspondingly provided with the trailer hook threaded tube 401 in the front-rear direction of the vehicle and is used to avoid the trailer hook threaded tube 401.
[0057] Here, by setting an mounting plate 5 on the other side of the energy-absorbing box 3, and setting a clearance hole 501 in the middle of the mounting plate 5 for avoiding the trailer hook threaded tube 401, not only can clearance space be provided for the movement of the trailer hook threaded tube 401 during a collision, but it can also avoid interference with the mounting plate 5 and prevent it from hindering the normal collapse of the energy-absorbing box 3. This ensures that the energy-absorbing box 3 collapses and absorbs energy along a preset path, which can further improve the collision protection performance of the anti-collision beam structure.
[0058] In specific implementation, such as Figure 1 and Figure 6 As shown, since the vehicle body longitudinal beams are typically rectangular, the mounting plate 5 can be rectangular to facilitate connection with the longitudinal beams, with connection holes at each of its sharp corners. Furthermore, the clearance hole 501 can specifically be a rectangular hole located in the center of the mounting plate 5, and the area of this clearance hole 501 is larger than that of the trailer hook threaded tube 401, so that the trailer hook threaded tube 401 can move through the clearance hole 501. In addition, the mounting plate 5 can specifically be made of galvanized steel sheet to ensure the traction strength of the rear trailer hook and reduce the deformation of the mounting plate 5 during towing.
[0059] It should be noted that the shapes of the mounting plate 5 and the clearance hole 501 are not limited to those of the mounting plate 5 and the clearance hole 501. Figure 1 As shown, it is sufficient to achieve the connection with the longitudinal beam of the vehicle body and to avoid the threaded pipe 401 of the trailer hook.
[0060] In some exemplary embodiments, the energy-absorbing box 3 has a rectangular cross-section. Setting the cross-section of the energy-absorbing box 3 to be rectangular not only facilitates manufacturing but also provides higher torsional and bending rigidity, preventing deformation of the energy-absorbing box 3 due to minor external forces. Obviously, besides setting the cross-section of the energy-absorbing box 3 to be rectangular, it is theoretically feasible to set it to be circular or other polygonal shapes.
[0061] In some exemplary embodiments, the energy-absorbing box 3 includes an upper plate 301 and a lower plate 302 that are interlocked together. By including the upper plate 301 and lower plate 302, the energy-absorbing box 3 is easier to manufacture than a solid welded or cast energy-absorbing box, and also provides better structural strength. Furthermore, the interlocking surfaces between the upper plate 301 and lower plate 302 can share some of the external force, effectively preventing weld cracking during dragging.
[0062] In specific implementation, such as Figure 8 and Figure 9 As shown, the upper plate 301 of the energy-absorbing box can be configured in an "n" shape, and the lower plate 302 of the energy-absorbing box can be configured in a "u" shape, such that the upper plate 301 of the energy-absorbing box is fastened to the outside of the lower plate 302 of the energy-absorbing box. Moreover, the connecting plate 402 of the trailer hitch mounting member 4 is connected to both the upper plate 301 and the lower plate 302 of the energy-absorbing box, so that the dispersed traction force can be transmitted simultaneously through the upper plate 301 and the lower plate 302 of the energy-absorbing box.
[0063] In some exemplary embodiments, a reinforcing plate 7 connects the energy-absorbing box 3 to the mounting plate 5, and this reinforcing plate 7 is connected to both the upper plate 301 and the lower plate 302 of the energy-absorbing box. Since the connection between the energy-absorbing box 3 and the mounting plate 5 is a critical point for the transmission of impact and drag forces, relying solely on the connection between the upper and lower plates of the energy-absorbing box 3 and the mounting plate 5 may lead to localized stress concentration due to the limited contact area. Therefore, by providing the reinforcing plate 7, the connection strength between the energy-absorbing box 3 and the mounting plate 5 can be increased, and the connection area in this region can also be increased, allowing the force to be transmitted more evenly from the upper and lower plates of the energy-absorbing box 3 to the mounting plate 5.
[0064] Therefore, during towing, the pulling force transmitted by the tow hook is transferred to the reinforcing plate 7 via the upper plate 301 and lower plate 302 of the energy-absorbing box, and then diffused from the reinforcing plate 7 to the mounting plate 5. This effectively prevents the connection between the energy-absorbing box 3 and the mounting plate 5 from loosening or breaking due to excessive local stress. During a collision, the impact force generated by the collapse of the energy-absorbing box 3 can also be better transferred to the mounting plate 5 and the vehicle's longitudinal beams through the reinforcing plate 7, reducing deformation at the connection between the mounting plate 5 and the energy-absorbing box 3. Simultaneously, it effectively prevents deformation or cracking of the fastening parts of the upper and lower plates of the energy-absorbing box 3 due to excessive stress, further ensuring the structural integrity of the energy-absorbing box 3.
[0065] In specific implementation, such as Figure 3As shown, for example, the reinforcing plate 7 can be configured as a rectangle extending along the height direction of the energy-absorbing box 3, and it extends from the top to the bottom of the energy-absorbing box 3 to increase the connection area and strength between the reinforcing plate 7 and the energy-absorbing box 3 and the mounting plate 5. Moreover, the reinforcing plate is welded to the upper plate 301, the lower plate 302, and the mounting plate 5 of the energy-absorbing box.
[0066] In some exemplary embodiments, the energy-absorbing box 3 is provided with a crumple rib 303 extending along the vertical direction of the vehicle. By providing the crumple rib 303, the energy-absorbing box 3 can be guided to fold or tear along the rib position during a collision, avoiding irregular twisting and skewed crumple, thereby effectively ensuring that the energy-absorbing box 3 crumples along a preset path, which is conducive to ensuring the uniformity of energy absorption.
[0067] In specific implementation, such as Figure 8 and Figure 9 As shown, the contraction rib 303 is located on the side of the connecting plate 402 away from the anti-collision beam body. The contraction rib 303 is a single rib provided on the energy-absorbing box 3, including an upper portion provided on the upper plate 301 of the energy-absorbing box, and a lower portion corresponding to the upper portion provided on the lower plate 302 of the energy-absorbing box. It should be noted that, in addition to providing only one contraction rib 303, multiple contraction ribs 303 can also be provided at intervals along the length of the energy-absorbing box 3.
[0068] In some exemplary embodiments, the energy-absorbing box 3 is provided with reinforcing ribs 304 extending along the longitudinal direction of the vehicle. Because the pulling force transmitted by the trailer hitch during towing will subject the energy-absorbing box 3 to longitudinal tension or bending, the reinforcing ribs 304 enhance the tensile and bending resistance of the energy-absorbing box 3, preventing deformation due to stress. Furthermore, the longitudinal reinforcing ribs 304 ensure the overall rigidity of the energy-absorbing box 3 without interfering with the guiding function of the vertical collapsible ribs 303.
[0069] Furthermore, when both the crumple rib 303 and the reinforcing rib 304 are provided, the reinforcing rib 304 can improve the overall rigidity of the energy-absorbing box 3, ensuring stability under non-collision conditions. The crumple rib 303 can guide the energy-absorbing box 3 to collapse during a collision, which can ensure the structural strength during dragging without weakening the energy absorption during a collision.
[0070] In specific implementation, combined with Figure 8 and Figure 9As shown, for example, two reinforcing ribs 304 can be provided at intervals on both the top of the upper plate 301 and the bottom of the lower plate 302 of the energy-absorbing box. It should be noted that the number of reinforcing ribs 304 on the upper plate 301 and the bottom plate 302 of the energy-absorbing box is not limited to two; one, three, or other numbers can also be provided. Furthermore, in addition to providing reinforcing ribs 304 on both the upper plate 301 and the lower plate 302 of the energy-absorbing box, reinforcing ribs 304 can also be provided only on the upper plate 301 or only on the lower plate 302 of the energy-absorbing box.
[0071] In some exemplary embodiments, the bumper beam body is provided with a mounting bracket 6, which is used to mount the bumper. By providing a mounting bracket 6 for mounting the bumper on the bumper beam body, the mounting bracket 6 can distribute and transfer the external force on the bumper to the bumper beam body, thereby effectively preventing damage to the connection points between the bumper and other components due to excessive local stress, and thus extending the service life of the bumper.
[0072] In specific implementation, it can be as follows: Figure 1 and Figure 10 As shown, the mounting brackets 6 extend towards the side of the anti-collision beam body where the energy-absorbing box 3 is located, and are arranged in four spaced intervals along the length of the anti-collision beam body. Each mounting bracket 6 is approximately L-shaped and includes a longitudinal portion extending along the vertical direction of the vehicle and a transverse portion extending towards the longitudinal portion. Furthermore, a welding nut is provided on the transverse portion for mounting the bumper. Additionally, to improve the installation strength of the bumper, a reinforcing rib is provided between the longitudinal and transverse portions.
[0073] It should be noted that the number of mounting brackets 6 is not limited to the four shown in the figure, and can be adjusted according to design requirements. Furthermore, besides being L-shaped, the number of mounting brackets 6 can also be other shapes, as long as they can connect to the anti-collision beam and the bumper.
[0074] It is worth noting that, regarding the anti-collision beam structure of this embodiment, based on the above exemplary implementations, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 9 As shown, the anti-collision beam structure includes an anti-collision beam body, energy-absorbing boxes 3 located at the left and right ends of the anti-collision beam body, mounting plates 5 located at one end of each energy-absorbing box 3, and trailer hook mounting parts 4 that penetrate the upper cavity and extend into the energy-absorbing box 3.
[0075] The anti-collision beam body includes an inner anti-collision beam plate 1 and two outer anti-collision beam plates 2 arranged sequentially on the outside of the inner anti-collision beam plate 1 along the vertical direction of the vehicle. A cavity is formed between each outer anti-collision beam plate 2 and the inner anti-collision beam plate 1, and the cavity extends along the length of the anti-collision beam body. Furthermore, the inner anti-collision beam plate 1 and the outer anti-collision beam plate 2 are made of thermoformed sheet metal.
[0076] The trailer hook mounting component 4 includes a trailer hook threaded tube 401 and a connecting plate 402 disposed on the trailer hook threaded tube 401. The trailer hook threaded tube 401 penetrates the upper cavity and is connected to both the inner plate 1 and the outer plate 2 of the anti-collision beam. The connecting plate 402 is connected to each side wall of the energy-absorbing box 3. In addition, the mounting plate 5 is provided with a clearance hole 501, which is correspondingly provided with the trailer hook threaded tube 401 in the front-rear direction of the vehicle and is used to avoid the trailer hook threaded tube 401.
[0077] The energy-absorbing box 3 has a rectangular cross-section and includes an upper energy-absorbing box plate 301 and a lower energy-absorbing box plate 302 that are connected vertically. A reinforcing plate 7 connects the upper and lower energy-absorbing box plates 301 and 302 to the mounting plate 5. The upper and lower energy-absorbing box plates 301 and 302 are provided with collapsible ribs 303 extending vertically along the vehicle and reinforcing ribs 304 extending longitudinally along the vehicle.
[0078] The anti-collision beam body is provided with an L-shaped mounting bracket 6, which extends toward the side of the anti-collision beam body where the energy-absorbing box 3 is located, and is used to install the bumper.
[0079] In the preferred embodiment of the above-described anti-collision beam structure, the specific configuration and arrangement of the anti-collision beam body, energy-absorbing box 3, and trailer hitch mounting component 4 can still be found in the descriptions of the above-described exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the anti-collision beam body, energy-absorbing box 3, and trailer hitch mounting component 4 can also be found in the descriptions of the above-described exemplary embodiments.
[0080] The anti-collision beam structure of this embodiment, with the above design, effectively increases the protective area and structural strength of the anti-collision beam body. Furthermore, it effectively disperses the collision load during a collision, thereby enhancing protective capabilities. Additionally, when towing heavy objects, the overall structure of the anti-collision beam body disperses the force, further transferring some of the towing force to the energy-absorbing box 3, ultimately distributing the towing force across the vehicle body. This significantly reduces the local stress on the trailer hitch mounting component 4, enabling it to withstand greater towing loads and thus tow heavier vehicles or other heavy objects. Therefore, the anti-collision beam structure of this application not only provides good protective capabilities but also improves towing capacity to a certain extent, thereby enhancing the overall performance of the vehicle.
[0081] An embodiment of the second aspect of this application provides a vehicle having the above-described anti-collision beam structure.
[0082] The vehicle described in this application, by incorporating the aforementioned anti-collision beam structure, can provide better protection for pedestrians and also reduce vehicle damage in the event of a collision, thereby giving the vehicle a better quality of use.
[0083] 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 structure, characterized in that: It includes a crash beam body, which includes a crash beam inner plate (1) and a plurality of crash beam outer plates (2) arranged sequentially on the outside of the crash beam inner plate (1) along the vertical direction of the whole vehicle. A cavity is formed between the outer plate (2) of each anti-collision beam and the inner plate (1) of the anti-collision beam, and the cavity extends along the length direction of the anti-collision beam body.
2. The anti-collision beam structure according to claim 1, characterized in that: The outer plate (2) of the anti-collision beam includes a protruding portion (201) that protrudes away from the inner plate (1) of the anti-collision beam, and outward flanges (202) provided on two opposite sides of the protruding portion (201). The outer flange (202) is connected to the inner plate (1) of the anti-collision beam.
3. The anti-collision beam structure according to claim 1, characterized in that: It also includes an energy-absorbing box (3) located on one side of the anti-collision beam body, and a trailer hitch mounting component (4) located between the anti-collision beam body and the energy-absorbing box (3). The trailer hitch mounting component (4) is disposed through one of the cavities and extends into the energy-absorbing box (3), and the trailer hitch mounting component (4) is connected to both the anti-collision beam body and the energy-absorbing box (3).
4. The anti-collision beam structure according to claim 3, characterized in that: The trailer hook mounting component (4) includes a trailer hook threaded tube (401) and a connecting plate (402) disposed on the trailer hook threaded tube (401). The trailer hook threaded tube (401) passes through one of the cavities and is connected to both the inner plate (1) and the outer plate (2) of the anti-collision beam. The connecting plate (402) is connected to each side wall of the energy-absorbing box (3).
5. The anti-collision beam structure according to claim 4, characterized in that: It also includes a mounting plate (5) located on the other side of the energy-absorbing box (3) relative to the anti-collision beam body, the mounting plate (5) being used to connect with the vehicle body longitudinal beam; The mounting plate (5) is provided with a clearance hole (501), which is provided in the front-rear direction of the vehicle and corresponds to the trailer hook threaded tube (401) and is used to avoid the trailer hook threaded tube (401).
6. The anti-collision beam structure according to claim 5, characterized in that: The energy-absorbing box (3) has a rectangular cross-section; and / or, The energy-absorbing box (3) includes an upper plate (301) and a lower plate (302) that are connected by being snapped together.
7. The anti-collision beam structure according to claim 6, characterized in that: A reinforcing plate (7) is connected between the energy-absorbing box (3) and the mounting plate (5); The reinforcing plate (7) is connected to both the upper plate (301) and the lower plate (302) of the energy-absorbing box.
8. The anti-collision beam structure according to claim 3, characterized in that: The energy-absorbing box (3) is provided with shrinkage ribs (303) extending along the vertical direction of the vehicle; and / or, The energy-absorbing box (3) is provided with reinforcing ribs (304) extending along the front-rear direction of the vehicle.
9. The anti-collision beam structure according to any one of claims 1 to 8, characterized in that: The anti-collision beam body is provided with a mounting bracket (6), which is used to install the bumper; and / or, The inner plate (1) and outer plate (2) of the anti-collision beam are made of thermoformed sheet material.
10. A vehicle, characterized in that: The vehicle is equipped with a crash beam structure as described in any one of claims 1 to 9.