Anti-collision beam assembly of vehicle and vehicle

Abstract

The utility model discloses a kind of anti-collision beam assemblies and vehicles of vehicle, it is related to vehicle field, comprising: first anti-collision beam, second anti-collision beam, along the height direction of vehicle, first anti-collision beam is located above second anti-collision beam;Connecting piece, connecting piece is connected between first anti-collision beam, second anti-collision beam, and connecting piece is formed with reinforcing structure. Thus, by setting first anti-collision beam, second anti-collision beam, and by connecting piece connection between first anti-collision beam, second anti-collision beam, two anti-collision beams can be connected as a whole, when vehicle collision, first anti-collision beam and second anti-collision beam can jointly bear and absorb collision energy, and, by making connecting piece formed with reinforcing structure, the structural strength of connecting piece can be significantly improved, the combination structure of first anti-collision beam, second anti-collision beam, connecting piece can be made, it is favorable to promote the anti-collision beam assembly's anti-impact capacity, it is favorable to improve the safety performance of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and in particular to a vehicle anti-collision beam assembly and a vehicle. Background Technology

[0002] With the rapid development of intelligent driving and new energy vehicle technologies, innovation in vehicle chassis and body structure has become a key direction for improving vehicle performance, giving rise to the concept of "corner modules." In related technologies, corner modules improve vehicle performance through steer-by-wire, in-wheel motors, and integrated subframes. However, due to the elimination of traditional subframes and the increase in tire envelope, the longitudinal beam spacing needs to be significantly reduced. This smaller longitudinal beam spacing poses new challenges to frontal collision performance, and existing anti-collision beams are insufficient to meet collision performance requirements. Utility Model Content

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to provide a vehicle anti-collision beam assembly that has a stable structure and excellent impact resistance.

[0004] This utility model further proposes a vehicle.

[0005] The vehicle anti-collision beam assembly according to this utility model includes: a first anti-collision beam, a second anti-collision beam, and a connector. Along the height direction of the vehicle, the first anti-collision beam is located above the second anti-collision beam; the connector is connected between the first anti-collision beam and the second anti-collision beam, and the connector has a reinforcing structure.

[0006] According to the present invention, a vehicle anti-collision beam assembly is provided, which consists of a first anti-collision beam and a second anti-collision beam connected by a connector. The two anti-collision beams can be connected into a whole. When a vehicle collision occurs, the first and second anti-collision beams can jointly bear and absorb the collision energy. Furthermore, by forming a reinforced structure for the connector, the structural strength of the connector can be significantly improved. This makes the combined structure of the first and second anti-collision beams and the connector stable, which is beneficial to improving the impact resistance of the anti-collision beam assembly and thus improving the safety performance of the vehicle.

[0007] In some examples of this utility model, along the length direction of the vehicle, the front end face of the first anti-collision beam is located in front of the second anti-collision beam, and along the height direction of the vehicle, the orthographic projection of the first anti-collision beam and the orthographic projection of the second anti-collision beam have an overlapping area.

[0008] In some examples of this utility model, the first anti-collision beam includes: an anti-collision beam body and a partition plate, the anti-collision beam body forming a cavity, the partition plate being disposed in the cavity to divide the cavity into multiple sub-cavities, and the partition plate being constructed as a corrugated plate.

[0009] In some examples of this utility model, along the width direction of the vehicle, the size of the first anti-collision beam is A, the size of the second anti-collision beam is B, and the size of the connector is C, satisfying the following relationships: 0.8≤B / A≤0.92, 0.07≤C / A≤0.15.

[0010] In some examples of this utility model, the connector includes: a connecting body and a connecting flange, wherein the connecting body is connected between two connecting flanges, and the two connecting flanges are respectively connected to the first anti-collision beam and the second anti-collision beam.

[0011] In some examples of this utility model, the reinforcing structure includes at least one first sub-reinforcing structure and at least one second sub-reinforcing structure, wherein the first sub-reinforcing structure is formed on the connecting body and the second sub-reinforcing structure is formed on the connecting flange.

[0012] In some examples of this utility model, the second sub-reinforcing structure is connected to the first sub-reinforcing structure;

[0013] And / or, there are multiple first sub-reinforcing structures and multiple second sub-reinforcing structures, with multiple first sub-reinforcing structures arranged at intervals along the width direction of the vehicle.

[0014] In some examples of this utility model, the connector further includes a reinforcing flange, which is connected to the connector body.

[0015] In some examples of this utility model, the vehicle anti-collision beam assembly further includes: an energy-absorbing box, which is connected to the rear end of the first anti-collision beam along the length direction of the vehicle, and each energy-absorbing box corresponds to one of the connectors along the length direction of the vehicle; and / or, there are multiple connectors, which are arranged sequentially at intervals along the width direction of the vehicle.

[0016] The vehicle according to this utility model includes the aforementioned vehicle anti-collision beam assembly.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a structural schematic diagram of the anti-collision beam assembly according to an embodiment of the present utility model;

[0020] Figure 2 This is a front view of the anti-collision beam assembly according to an embodiment of the present utility model;

[0021] Figure 3 This is a top view of the anti-collision beam assembly according to an embodiment of the present utility model;

[0022] Figure 4 This is a side view of the anti-collision beam assembly according to an embodiment of the present utility model;

[0023] Figure 5 This is a structural schematic diagram of the connector according to an embodiment of the present utility model.

[0024] Figure label:

[0025] Anti-collision beam assembly 1;

[0026] First anti-collision beam 11; anti-collision beam body 111; partition plate 112; cavity 113; sub-cavity 1131; mounting flange 114;

[0027] Second anti-collision beam 12;

[0028] Connector 13; Reinforcing structure 131; First sub-reinforcing structure 1311; Second sub-reinforcing structure 1312; Connecting body 132; Connecting flange 133; Mounting hole 1331; Reinforcing flange 134;

[0029] Energy absorption box 14;

[0030] Installer 15. Detailed Implementation

[0031] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0032] The following is for reference. Figures 1-5 Description of a vehicle anti-collision beam assembly 1 according to an embodiment of the present utility model.

[0033] like Figures 1-4As shown, the vehicle anti-collision beam assembly 1 according to an embodiment of the present utility model includes: a first anti-collision beam 11, a second anti-collision beam 12, and a connecting member 13, along the height direction of the vehicle (i.e., Figure 1 , 2 (As shown in Z direction in 4 and 5), the first anti-collision beam 11 is located above the second anti-collision beam 12; the connector 13 is connected between the first anti-collision beam 11 and the second anti-collision beam 12, and the connector 13 has a reinforcing structure 131.

[0034] Among them, along the height direction of the vehicle (i.e., the Z-direction of the vehicle), Figure 1 , 2 In the Z direction shown in Figures 4 and 5, the first anti-collision beam 11 is located above the second anti-collision beam 12. As some embodiments of this application, the first anti-collision beam 11 and the second anti-collision beam 12 can be arranged at intervals, for example, along the height direction of the vehicle (i.e., along the Z direction). Figure 1 , 2 (As shown in the Z direction of 4 and 5), the distance between the first anti-collision beam 11 and the second anti-collision beam 12 can be, but is not limited to, 130mm-145mm. As some embodiments of this application, the distance between the end of the first anti-collision beam 11 near the second anti-collision beam 12 and the end of the second anti-collision beam 12 near the first anti-collision beam 11 is 137.6mm. This arrangement makes the distance between the first anti-collision beam 11 and the second anti-collision beam 12 smaller, allowing both the first anti-collision beam 11 and the second anti-collision beam 12 to simultaneously collide with the obstacle, improving the impact resistance of the anti-collision beam assembly 1 and thus enhancing the vehicle's safety performance.

[0035] As some embodiments of this application, the materials of the first anti-collision beam 11 and the second anti-collision beam 12 can be constructed as high-strength materials such as steel and aluminum alloy.

[0036] As some embodiments of this application, such as Figure 1 and Figure 3 As shown, the first anti-collision beam 11 can be constructed as an arc protruding in a direction away from the vehicle, and along the height direction of the vehicle (i.e., Figure 1 , 2 The first anti-collision beam 11 corresponds to the second anti-collision beam 12 in the Z direction (as shown in 4 and 5), and is along the length direction of the vehicle (i.e., the X direction of the vehicle). Figure 1 , 3 As shown in Figure 4 (in the X direction), the front end of the first anti-collision beam 11 is located in front of the second anti-collision beam 12. This allows the first anti-collision beam 11 to reliably bear and absorb a portion of the collision energy when the vehicle is involved in a collision, which helps improve the vehicle's safety performance. Furthermore, it allows the first anti-collision beam 11 to be stably positioned at the same horizontal level as the second anti-collision beam 12 after deformation, thereby improving the collision stability of the anti-collision beam assembly 1.

[0037] The connector 13 is connected between the first anti-collision beam 11 and the second anti-collision beam 12. As some embodiments of this application, the connector 13 can be fixedly connected to both the first anti-collision beam 11 and the second anti-collision beam 12. For example, the connection method between the connector 13 and the first anti-collision beam 11 and the second anti-collision beam 12 can be, but is not limited to, welding or bolting. As some embodiments of this application, along the height direction of the vehicle (i.e....) Figure 1 , 2 (As shown in Z direction in 4 and 5), one end of the connector 13 is bolted to the first anti-collision beam 11, and the other end of the connector 13 is bolted to the second anti-collision beam 12.

[0038] The connector 13 has a reinforcing structure 131. As some embodiments of this application, the reinforcing structure 131 can be constructed as a reinforcing rib to improve the stiffness and structural strength of the connector 13.

[0039] Therefore, by setting up a first anti-collision beam 11 and a second anti-collision beam 12, and connecting the first anti-collision beam 11 and the second anti-collision beam 12 with a connector 13, the two anti-collision beams can be connected into a whole. When a vehicle collides, the first anti-collision beam 11 and the second anti-collision beam 12 can jointly bear and absorb the collision energy. Furthermore, by forming a reinforcing structure 131 on the connector 13, the structural strength of the connector 13 can be significantly improved, making the combined structure of the first anti-collision beam 11, the second anti-collision beam 12, and the connector 13 stable. This is beneficial to improving the impact resistance of the anti-collision beam assembly 1 and improving the safety performance of the vehicle.

[0040] In some embodiments of this utility model, such as Figure 3 As shown, along the length direction of the vehicle (i.e. Figure 1 , 3 (as shown in Figure 4, in the X direction), the front end face of the first anti-collision beam 11 is located in front of the second anti-collision beam 12, and along the height direction of the vehicle (i.e., in the X direction). Figure 1 , 2 (As shown in Z direction 4 and 5), the orthographic projection of the first anti-collision beam 11 and the orthographic projection of the second anti-collision beam 12 have an overlapping area.

[0041] Among them, along the length direction of the vehicle (i.e., the X direction of the vehicle), Figure 1 , 3 (as shown in Figure 4, in the X direction), the front end face of the first anti-collision beam 11 is located in front of the second anti-collision beam 12. As some embodiments of this application, the first anti-collision beam 11 can be constructed as an arc protruding in a direction away from the vehicle, along the length direction of the vehicle (i.e., Figure 1 , 3(As shown in X direction 4), the maximum distance between the end of the first anti-collision beam 11 near the second anti-collision beam 12 and the end of the second anti-collision beam 12 near the first anti-collision beam 11 can be, but is not limited to, 60mm-75mm. As some embodiments of this application, the maximum distance between the end of the first anti-collision beam 11 near the second anti-collision beam 12 and the end of the second anti-collision beam 12 near the first anti-collision beam 11 is 68.5mm.

[0042] Along the height direction of the vehicle (i.e.) Figure 1 , 2 In the Z direction shown in Figures 4 and 5, the orthographic projection of the first anti-collision beam 11 and the orthographic projection of the second anti-collision beam 12 have an overlapping area. Specifically, a plane is defined that coincides with the height direction of the vehicle (i.e., Figure 1 , 2 The Z-direction shown in Figures 4 and 5 is perpendicular to the plane; in other words, the normal to this plane is perpendicular to the vehicle's height direction (i.e., the Z-direction). Figure 1 , 2 Parallel to the Z-direction shown in Figures 4 and 5, the orthographic projections of the first bumper beam 11 and the second bumper beam 12 on this plane overlap. When a frontal collision occurs, the first bumper beam 11 preferentially contacts the obstacle, crushing to absorb the collision energy. Once the first bumper beam 11 has crushed to a certain extent, the second bumper beam 12 intervenes and works with it to absorb the collision energy. It should be noted that the distance between the first bumper beam 11 and the second bumper beam 12 can be flexibly adjusted according to the actual design requirements of different vehicles.

[0043] This arrangement allows for a reasonable layout of the first anti-collision beam 11 and the second anti-collision beam 12, which can improve the impact resistance of the anti-collision beam assembly 1 and enhance the vehicle's safety performance. At the same time, it can meet the actual design requirements of different vehicles and has good compatibility.

[0044] In some embodiments of this utility model, such as Figure 1 and Figure 4 As shown, the first anti-collision beam 11 includes: an anti-collision beam body 111 and a partition plate 112. The anti-collision beam body 111 forms a cavity 113. The partition plate 112 is disposed in the cavity 113 to divide the cavity 113 into multiple sub-cavities 1131. The partition plate 112 is constructed as a corrugated plate.

[0045] As some embodiments of this application, along the length direction of the vehicle (i.e. Figure 1 , 3 As shown in the X direction (as indicated by 4), the partition plate 112 is wavy. By constructing the partition plate 112 as a wavy plate, after the vehicle is hit by a collision, the partition plate 112 can be guided to deform under pressure, causing the first anti-collision beam 11 to crush and absorb the collision energy, thereby improving the impact resistance of the anti-collision beam assembly 1 and thus improving the safety performance of the vehicle.

[0046] In some embodiments of this utility model, such as Figure 1 and Figure 4 As shown, the first anti-collision beam 11 includes: an anti-collision beam body 111 and partition plates 112. The anti-collision beam body 111 forms a cavity 113. There are multiple partition plates 112, all of which are disposed in the cavity 113 along the height direction of the vehicle (i.e., Figure 1 , 2 (As shown in Z direction in 4 and 5), multiple partition plates 112 are arranged at intervals to divide the cavity 113 into multiple sub-cavities 1131. In two adjacent partition plates 112, part of the structure of each partition plate 112 is recessed in the direction away from the other partition plate 112.

[0047] The number of partition plates 112 can be multiple, for example, two, three, four, etc. As some embodiments of this application, the number of partition plates 112 is two, and both partition plates 112 are disposed in the cavity 113. Along the height direction of the vehicle (i.e....) Figure 1 , 2 (As shown in Z direction, 4, 5), multiple partition plates 112 are arranged at intervals to divide the cavity 113 into multiple sub-cavities 1131. In two adjacent partition plates 112, a portion of the structure of each partition plate 112 is recessed in a direction away from the other partition plate 112. As some embodiments of this application, such as Figure 1 and Figure 4 As shown, there are two partitions 112, arranged along the height direction of the vehicle (i.e., Figure 1 , 2 (As shown in Z direction in 4 and 5), two partition plates 112 are arranged at intervals. The two partition plates 112 divide the cavity 113 into three sub-cavities 1131, and the structures of both partition plates 112 are recessed in the direction away from the other partition plate 112.

[0048] The partition plate 112 and the anti-collision beam body 111 can be fixedly connected. For example, the connection method between the partition plate 112 and the anti-collision beam body 111 can be, but is not limited to, welding connection, bolt connection, etc. Alternatively, the partition plate 112 and the anti-collision beam body 111 can be integrally formed. That is to say, the partition plate 112 and the anti-collision beam body 111 are constructed as an integrally formed part. The integrally formed part has good structural strength. By making the partition plate 112 and the anti-collision beam body 111 integrally formed, the connection reliability between the partition plate 112 and the anti-collision beam body 111 can be improved, the risk of breakage at the connection between the partition plate 112 and the anti-collision beam body 111 can be reduced, the structural strength of the first anti-collision beam 11 can be improved, and thus the impact resistance of the first anti-collision beam 11 can be improved.

[0049] By setting multiple partition plates 112 and dividing the cavity 113 into multiple sub-cavities 1131, the weight of the first anti-collision beam 11 can be reduced, saving costs. At the same time, the first anti-collision beam 11 can have excellent structural strength and better force transmission performance, which is conducive to improving the impact resistance of the first anti-collision beam 11 and improving the energy absorption effect of the first anti-collision beam 11. In addition, by making part of the structure of two adjacent partition plates 112 concave in the direction away from the other partition plate 112, the partition plates 112 can be guided to deform after being squeezed after the vehicle is hit by a collision, so that the first anti-collision beam 11 can be crushed to absorb the collision energy, thereby improving the impact resistance of the anti-collision beam assembly 1 and thus improving the safety performance of the vehicle.

[0050] In some embodiments of this utility model, such as Figure 2 As shown, along the width direction of the vehicle (i.e. Figure 1 , 2 (As shown in Y direction in 3 and 5), the size of the first anti-collision beam 11 is A, the size of the second anti-collision beam 12 is B, and the size of the connector 13 is C, satisfying the following relationships: 0.8≤B / A≤0.92, 0.07≤C / A≤0.15.

[0051] Among them, along the width direction of the vehicle (i.e., the Y-direction of the vehicle), Figure 1 , 2 (As shown in Y direction in 3 and 5), the straight-line length from one end of the first anti-collision beam 11 to the other end is A, the straight-line length from one end of the second anti-collision beam 12 to the other end is B, and the width of the connecting member 13 is C. B / A can be any value between 0.8 and 0.92, for example, B / A can be, but is not limited to, 0.8, 0.85, 0.9, etc. As some embodiments of this application, along the width direction of the vehicle (i.e. Figure 1 , 2 (As shown in Y direction in 3 and 5), the straight-line length from one end of the first anti-collision beam 11 to the other end can be 1488 mm, and the straight-line length from one end of the second anti-collision beam 12 to the other end can be 1265 mm. C / A can be any value between 0.07 and 0.15, for example, C / A can be, but is not limited to, 0.1, 0.11, 0.12, etc. As some embodiments of this application, along the width direction of the vehicle (i.e. Figure 1 , 2 (As shown in Y direction in 3 and 5), the straight length from one end of the first anti-collision beam 11 to the other end can be 1488mm, and the width of the connector 13 can be 163mm.

[0052] This configuration allows for a more flexible and efficient design along the width direction of the vehicle (i.e., ...). Figure 1 , 2The proportions between the dimensions of the first anti-collision beam 11, the second anti-collision beam 12, and the connecting piece 13 (as shown in Y direction, 3, 5) are reasonable, which helps to improve the overall structural strength of the anti-collision beam assembly 1 and thus improve the safety performance of the vehicle.

[0053] In some embodiments of this utility model, such as Figure 1 , Figure 2 , Figure 4 , Figure 5 As shown, the connector 13 includes: a connecting body 132 and a connecting flange 133. The connecting body 132 is connected between two connecting flanges 133, and the two connecting flanges 133 are respectively connected to the first anti-collision beam 11 and the second anti-collision beam 12.

[0054] The connecting body 132 is connected between two connecting flanges 133. As some embodiments of this application, along the height direction of the vehicle (i.e., Figure 1 , 2 (As shown in the Z direction of 4 and 5), the two connecting flanges 133 can be located at opposite ends of the connecting body 132. The connecting body 132 and the connecting flanges 133 can be fixedly connected. For example, the connection method between the connecting body 132 and the connecting flanges 133 can be, but is not limited to, welding connection, bolt connection, etc., or the connecting body 132 and the connecting flanges 133 can be integrally formed.

[0055] Two connecting flanges 133 are respectively connected to the first anti-collision beam 11 and the second anti-collision beam 12. The connecting flanges 133 and the first anti-collision beam 11 can be fixedly connected. For example, the connection method between the connecting flanges 133 and the first anti-collision beam 11 can be, but is not limited to, welding or bolting. The connecting flanges 133 and the second anti-collision beam 12 can also be fixedly connected. For example, the connection method between the connecting flanges 133 and the second anti-collision beam 12 can be, but is not limited to, welding or bolting. These are some embodiments of this application. Figure 1 , Figure 2 , Figure 4 As shown, the two connecting flanges 133 are bolted to the first anti-collision beam 11 and the second anti-collision beam 12, respectively.

[0056] As some embodiments of this application, such as Figure 1 and Figure 4 As shown, the connector 13 can be constructed as a Z-shaped structure along the height direction of the vehicle (i.e., Figure 1 , 2 In the Z direction shown in Figures 4 and 5, the two connecting flanges 133 are at different horizontal positions so that the two connecting flanges 133 can be connected to the first anti-collision beam 11 and the second anti-collision beam 12 respectively. As some embodiments of this application, along the length direction of the vehicle (i.e., Figure 1 , 3(As shown in Figure 4, in the X direction), the connecting flange 133 connected to the first anti-collision beam 11 is located in front of the connecting flange 133 connected to the second anti-collision beam 12. This arrangement allows the connector 13 to be compatible with the first anti-collision beam 11 and the second anti-collision beam 12 along the length direction of the vehicle (i.e., along the X direction). Figure 1 , 3 The spacing (as shown in Figure 4 in the X direction) facilitates connection. It should be noted that the connecting flange 133 is conformally designed to fit the corresponding anti-collision beam.

[0057] By connecting the connecting body 132 between the two connecting flanges 133, the structure of the connector 13 can be made reasonable, which facilitates the connection of the connector 13 with the first anti-collision beam 11 and the second anti-collision beam 12. This is conducive to the first anti-collision beam 11 and the second anti-collision beam 12 jointly bearing and absorbing collision energy, thereby improving the impact resistance of the anti-collision beam assembly 1.

[0058] In some embodiments of this utility model, such as Figure 1 , Figure 2 , Figure 4 , Figure 5 As shown, the reinforcing structure 131 includes at least one first sub-reinforcing structure 1311 and at least one second sub-reinforcing structure 1312, wherein the first sub-reinforcing structure 1311 is formed on the connecting body 132 and the second sub-reinforcing structure 1312 is formed on the connecting flange 133.

[0059] The reinforcing structure 131 includes at least one first sub-reinforcing structure 1311. For example, the reinforcing structure 131 includes one first sub-reinforcing structure 1311, or the reinforcing structure 131 includes multiple first sub-reinforcing structures 1311. The reinforcing structure 131 includes at least one second sub-reinforcing structure 1312. For example, the reinforcing structure 131 includes one second sub-reinforcing structure 1312, or the reinforcing structure 131 includes multiple second sub-reinforcing structures 1312. The first sub-reinforcing structure 1311 is formed on the connecting body 132, and the second sub-reinforcing structure 1312 is formed on the connecting flange 133. These are some embodiments of the present application. Figure 5 As shown, the reinforcing structure 131 includes four first sub-reinforcing structures 1311 and four second sub-reinforcing structures 1312. The four first sub-reinforcing structures 1311 are all formed on the connecting body 132, and the four second sub-reinforcing structures 1312 are all formed on the connecting flange 133.

[0060] As some embodiments of this application, the first sub-reinforcing structure 1311 and the second sub-reinforcing structure 1312 can both be constructed as reinforcing ribs to improve the rigidity and structural strength of the connector 13 and enhance the reliability of the connector 13.

[0061] By forming the first sub-reinforcing structure 1311 on the connecting body 132 and the second sub-reinforcing structure 1312 on the connecting flange 133, the structural strength of the connecting body 132 and the connecting flange 133 can be improved, making the reliability of the connector 13 better, further improving the impact resistance of the anti-collision beam assembly 1, and thus improving the safety performance of the vehicle.

[0062] In some embodiments of this utility model, such as Figure 1 , Figure 2 , Figure 5 As shown, the second sub-reinforcing structure 1312 is connected to the first sub-reinforcing structure 1311;

[0063] And / or, there are multiple first sub-reinforcing structures 1311 and second sub-reinforcing structures 1312, arranged along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Y direction, 3, 5), multiple first sub-reinforcing structures 1311 are arranged at intervals, and multiple second sub-reinforcing structures 1312 are arranged at intervals.

[0064] The second sub-reinforcing structure 1312 is connected to the first sub-reinforcing structure 1311, or there are multiple first sub-reinforcing structures 1311 and second sub-reinforcing structures 1312, arranged along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Figures 3 and 5 in the Y direction), multiple first sub-reinforcing structures 1311 are arranged at intervals, and multiple second sub-reinforcing structures 1312 are arranged at intervals, or the second sub-reinforcing structures 1312 are connected to the first sub-reinforcing structures 1311, and there are multiple first sub-reinforcing structures 1311 and second sub-reinforcing structures 1312, along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Y direction, 3, 5), multiple first sub-reinforcing structures 1311 are arranged at intervals, and multiple second sub-reinforcing structures 1312 are arranged at intervals.

[0065] The second sub-reinforcing structure 1312 is connected to the first sub-reinforcing structure 1311. As some embodiments of this application, the second sub-reinforcing structure 1312 and the first sub-reinforcing structure 1311 can be welded together, or the second sub-reinforcing structure 1312 and the first sub-reinforcing structure 1311 can be integrally formed.

[0066] As some embodiments of this application, such as Figure 1 , Figure 4 , Figure 5 As shown, the second sub-reinforcing structure 1312 and the first sub-reinforcing structure 1311 can be integrally formed, and the second sub-reinforcing structure 1312 and the first sub-reinforcing structure 1311 can form a certain angle to adapt to the connecting body 132 and the connecting flange 133.

[0067] There are multiple first sub-reinforcing structures 1311 and multiple second sub-reinforcing structures 1312. For example, the number of first sub-reinforcing structures 1311 can be, but is not limited to, four, five, six, etc., and the number of second sub-reinforcing structures 1312 can be, but is not limited to, four, five, six, etc. Along the width direction of the vehicle (i.e....) Figure 1 , 2 As shown in Figures 3 and 5 (in the Y direction), a plurality of first sub-reinforcing structures 1311 are arranged at intervals, and a plurality of second sub-reinforcing structures 1312 are arranged at intervals. As some embodiments of this application, the number of first sub-reinforcing structures 1311 is four, arranged along the width direction of the vehicle (i.e.,...). Figure 1 , 2 (As shown in Y direction, 3, 5), four first sub-reinforcing structures 1311 are arranged at intervals, and the number of second sub-reinforcing structures 1312 is four, along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Y direction in 3 and 5), multiple second sub-reinforcing structures 1312 located on the same connecting flange 133 are arranged at intervals.

[0068] As some embodiments of this application, such as Figure 5 As shown, there are four first sub-reinforcing structures 1311, and the four first sub-reinforcing structures 1311 are arranged along the width direction of the vehicle (i.e., Figure 1 , 2 The second sub-reinforcing structures 1312 are arranged in sequence at intervals in the Y direction (as shown in Figures 3 and 5). There are four second sub-reinforcing structures 1312. The four second sub-reinforcing structures 1312 are arranged in pairs on the two connecting flanges 133. The two second sub-reinforcing structures 1312 on the same connecting flange 133 are arranged at intervals. Furthermore, the two second sub-reinforcing structures 1312 on the same connecting flange 133 are connected one-to-one with the two middle first sub-reinforcing structures 1311 among the four first sub-reinforcing structures 1311. This arrangement facilitates the arrangement of installation points on both sides and makes installation easier.

[0069] As some embodiments of this application, the number of first sub-reinforcing structures 1311 is four, and the four first sub-reinforcing structures 1311 are arranged along the width direction of the vehicle (i.e., Figure 1 , 2 The second sub-reinforcing structures 1312 are arranged in sequence at intervals in the Y direction (as shown in 3 and 5). There are eight second sub-reinforcing structures 1312. The eight second sub-reinforcing structures 1312 are located in pairs on the two connecting flanges 133. The four second sub-reinforcing structures 1312 located on the same connecting flange 133 are arranged at intervals. Furthermore, the four second sub-reinforcing structures 1312 on the same connecting flange 133 are connected to the four first sub-reinforcing structures 1311 in a one-to-one correspondence. This arrangement can give the connector 13 a high structural strength.

[0070] This arrangement allows for a reasonable placement of the first sub-reinforcing structure 1311 and the second sub-reinforcing structure 1312, thereby improving the structural strength of the connector 13 and enhancing its reliability.

[0071] In some embodiments of this utility model, such as Figures 1-5 As shown, the anti-collision beam assembly 1 also includes: a mounting part 15, a mating part, and a connecting flange 133 having mounting holes 1331 along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Y direction in 3 and 5), there is a second sub-reinforcing structure 1312 between the two mounting holes 1331 of the same connecting flange 133. Both the first anti-collision beam 11 and the second anti-collision beam 12 are pre-embedded with mating parts. The mounting part 15 passes through the corresponding mounting hole 1331 and is connected to the corresponding mating part.

[0072] The connecting flange 133 has mounting holes 1331. The number of mounting holes 1331 can be multiple, for example, but not limited to four, six, or eight. These are some embodiments of this application. Figure 5 As shown, there are four mounting holes 1331. The four mounting holes 1331 are located in pairs at the two connecting flanges 133 and along the width direction of the vehicle (i.e., Figure 1 , 2 The elements are arranged at intervals in the Y direction (as shown in Figures 3 and 5), and along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Y direction in 3 and 5), there is a second sub-reinforcing structure 1312 between the two mounting holes 1331 of the same connecting flange 133.

[0073] Both the first anti-collision beam 11 and the second anti-collision beam 12 have pre-embedded fitting parts. As some embodiments of this application, the fitting parts can be fixedly connected to the first anti-collision beam 11 and the second anti-collision beam 12. For example, the connection method between the fitting parts and the first anti-collision beam 11 and the second anti-collision beam 12 can be, but is not limited to, welding connection, riveting, etc.

[0074] As some embodiments of this application, the number of mounting parts 15 can be multiple and correspond one-to-one with the mounting holes 1331, and the number of mating parts can be multiple and correspond one-to-one with the mounting holes 1331.

[0075] Mounting member 15 is inserted through the corresponding mounting hole 1331 and connected to the corresponding mating member. As some embodiments of this application, mounting member 15 can be constructed as a bolt and mating member can be constructed as a nut. The bolt is sequentially inserted through the corresponding mounting hole 1331 and the corresponding anti-collision beam and connected to the corresponding nut so that the corresponding anti-collision beam is connected to the connecting member 13.

[0076] It should be noted that the width direction of the vehicle (i.e. Figure 1 , 2 (Y direction as shown in 3, 5) and the vehicle's height direction (i.e. Figure 1 , 2 (as shown in Z direction, 4, 5) and the length direction of the vehicle (i.e. Figure 1 , 3 (as shown in 4) in the X direction, they are perpendicular to each other.

[0077] As some embodiments of this application, such as Figure 1 As shown, the anti-collision beam body 111 may have an mounting flange 114 formed along the height direction of the vehicle (i.e., Figure 1 , 2 (As shown in Z direction in 4 and 5), the mounting flange 114 is located at one end of the anti-collision beam body 111 near the second anti-collision beam 12 (i.e., the lower end of the anti-collision beam body 111). Furthermore, the mounting flange 114 and the connecting flange 133 can be constructed as arc plates with the same curvature. The mounting member 15 is sequentially inserted through the corresponding mounting hole 1331, the mounting flange 114 and connected to the corresponding mating member, so that the first anti-collision beam 11 is connected to the connecting member 13.

[0078] This arrangement facilitates the connection of the connector 13 between the first anti-collision beam 11 and the second anti-collision beam 12, reducing assembly difficulty and improving assembly efficiency. Furthermore, it can enhance the connection strength between the connector 13 and the first anti-collision beam 11 and the second anti-collision beam 12, thereby improving the impact resistance of the anti-collision beam assembly 1 and enhancing the vehicle's safety performance.

[0079] In some embodiments of this utility model, such as Figure 1 , Figure 4 , Figure 5 As shown, the connector 13 also includes a reinforcing flange 134, which is connected to the connector body 132.

[0080] As some embodiments of this application, the reinforcing flange 134 can form a certain angle with the connecting body 132. For example, the included angle between the reinforcing flange 134 and the connecting body 132 can be, but is not limited to, 30 degrees, 60 degrees, 90 degrees, etc. As some embodiments of this application, the included angle between the reinforcing flange 134 and the connecting body 132 is 90 degrees, that is, the reinforcing flange 134 and the connecting body 132 are arranged perpendicularly.

[0081] As some embodiments of this application, along the width direction of the vehicle (i.e. Figure 1 , 2(As shown in Y direction in 3 and 5), both ends of the connecting body 132 are connected to reinforcing flanges 134, and the reinforcing flanges 134 and the connecting body 132 can be fixedly connected. For example, the connection method between the reinforcing flanges 134 and the connecting body 132 can be, but is not limited to, welding connection, bolt connection, etc., or the reinforcing flanges 134 and the connecting body 132 can be integrally formed.

[0082] It should be noted that along the height direction of the vehicle (i.e. Figure 1 , 2 The reinforcing flange 134 (as shown in Figures 4 and 5 in the Z direction) is located between the first anti-collision beam 11 and the second anti-collision beam 12, and the reinforcing flange 134 is along the height direction of the vehicle (i.e., Figure 1 , 2 The dimension of the Z-direction (as shown in 4 and 5) is slightly smaller than the distance between the first anti-collision beam 11 and the second anti-collision beam 12.

[0083] By setting a reinforced flange 134, the structural strength of the connector 13 can be further improved, thereby improving the reliability of the connector 13.

[0084] In some embodiments of this utility model, such as Figures 1-4 As shown, the vehicle's anti-collision beam assembly 1 also includes: an energy-absorbing box 14, which extends along the length of the vehicle (i.e., Figure 1 , 3 The energy-absorbing box 14 is connected to the rear end of the first anti-collision beam 11 (as shown in X direction 4), and each energy-absorbing box 14 is along the length direction of the vehicle (i.e., along X direction 4). Figure 1 , 3 Each of the X directions shown in Figure 4 corresponds to one connector 13; and / or, there are multiple connectors 13, along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Y direction, 3, 5), multiple connectors 13 are arranged at intervals in sequence.

[0085] Among them, along the length direction of the vehicle (i.e. Figure 1 , 3 (As shown in the X direction of 4), the energy-absorbing box 14 is connected to the rear end of the first anti-collision beam 11. As some embodiments of this application, the energy-absorbing box 14 and the first anti-collision beam 11 can be fixedly connected. For example, the connection method between the energy-absorbing box 14 and the first anti-collision beam 11 can be, but is not limited to, welding or bolting. Along the length direction of the vehicle (i.e., along the X direction of 4), the energy-absorbing box 14 is connected to the rear end of the first anti-collision beam 11. Figure 1 , 3 (As shown in the X direction of 4), each energy-absorbing box 14 corresponds to a connector 13.

[0086] It should be noted that when a vehicle is involved in a collision, the energy-absorbing box 14 can absorb a portion of the collision energy. Specifically, the energy-absorbing box 14 is prone to wrinkling and deformation during a collision. This deformation method can effectively absorb the collision energy and minimize the damage to the vehicle's longitudinal beams caused by the impact force.

[0087] By setting an energy-absorbing box 14 at the rear end of the first anti-collision beam 11 and making each energy-absorbing box 14 correspond to a connector 13, the connection between the connector 13 and the first anti-collision beam 11 can be greatly strengthened, thereby improving the overall structural strength of the anti-collision beam assembly 1 and thus improving the safety performance of the vehicle.

[0088] The number of connectors 13 can be multiple, for example, the number of connectors 13 can be, but is not limited to, two, three, four, etc., along the width direction of the vehicle (i.e., Figure 1 , 2 In the Y direction shown in Figures 3 and 5, multiple connectors 13 are arranged at intervals. As some embodiments of this application, the number of connectors 13 is three, along the width direction of the vehicle (i.e., Figure 1 , 2 (As shown in Y direction, 3, 5), the three connectors 13 are arranged in sequence at intervals, and there are two energy-absorbing boxes 14. The two energy-absorbing boxes 14 correspond one-to-one with the two connectors 13 located on the two sides of the three connectors 13.

[0089] As some embodiments of this application, the number of connectors 13 is two, along the width direction of the vehicle (i.e. Figure 1 , 2 (As shown in Y direction in 3 and 5), two connectors 13 are arranged alternately, and there are two energy-absorbing boxes 14, with each of the two energy-absorbing boxes 14 corresponding to one of the two connectors 13.

[0090] This design can further improve the overall structural strength of the anti-collision beam assembly 1, thereby further enhancing the vehicle's safety performance.

[0091] According to the vehicle of the present invention, including the anti-collision beam assembly 1 of the vehicle of the above embodiment, by setting a first anti-collision beam 11 and a second anti-collision beam 12 and connecting the first anti-collision beam 11 and the second anti-collision beam 12 through a connector 13, the two anti-collision beams can be connected into a whole. When the vehicle collides, the first anti-collision beam 11 and the second anti-collision beam 12 can jointly bear and absorb the collision energy. Furthermore, by forming a reinforcing structure 131 on the connector 13, the structural strength of the connector 13 can be significantly improved, and the combined structure of the first anti-collision beam 11, the second anti-collision beam 12, and the connector 13 can be stabilized, which is conducive to improving the impact resistance of the anti-collision beam assembly 1 and improving the safety performance of the vehicle.

[0092] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to 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 of this utility model.

[0093] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0094] In the description of this utility model, "multiple" means two or more.

[0095] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0096] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0097] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0098] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle anti-collision beam assembly, characterized in that, include: The first anti-collision beam and the second anti-collision beam are positioned along the height direction of the vehicle, with the first anti-collision beam located above the second anti-collision beam; A connector is provided between the first anti-collision beam and the second anti-collision beam, and the connector has a reinforcing structure.

2. The vehicle anti-collision beam assembly according to claim 1, characterized in that, Along the length of the vehicle, the front end face of the first anti-collision beam is located in front of the second anti-collision beam, and along the height of the vehicle, the orthographic projection of the first anti-collision beam and the orthographic projection of the second anti-collision beam have an overlapping area.

3. The vehicle anti-collision beam assembly according to claim 1, characterized in that, The first anti-collision beam includes: an anti-collision beam body and a partition plate. The anti-collision beam body forms a cavity, and the partition plate is disposed in the cavity to divide the cavity into multiple sub-cavities. The partition plate is constructed as a corrugated plate.

4. The vehicle anti-collision beam assembly according to claim 1, characterized in that, Along the width direction of the vehicle, the dimensions of the first anti-collision beam are A, the dimensions of the second anti-collision beam are B, and the dimensions of the connector are C, satisfying the following relationships: 0.8≤B / A≤0.92, 0.07≤C / A≤0.

15.

5. The vehicle anti-collision beam assembly according to claim 1, characterized in that, The connector includes a connecting body and connecting flanges. The connecting body is connected between two connecting flanges, and the two connecting flanges are respectively connected to the first anti-collision beam and the second anti-collision beam.

6. The vehicle anti-collision beam assembly according to claim 5, characterized in that, The reinforcing structure includes at least one first sub-reinforcing structure and at least one second sub-reinforcing structure, wherein the first sub-reinforcing structure is formed on the connecting body and the second sub-reinforcing structure is formed on the connecting flange.

7. The vehicle anti-collision beam assembly according to claim 6, characterized in that, The second sub-reinforcing structure is connected to the first sub-reinforcing structure; And / or, there are multiple first sub-reinforcing structures and multiple second sub-reinforcing structures, with multiple first sub-reinforcing structures arranged at intervals along the width direction of the vehicle.

8. The vehicle anti-collision beam assembly according to claim 5, characterized in that, The connector further includes a reinforcing flange, which is connected to the connector body.

9. The anti-collision beam assembly for a vehicle according to any one of claims 1-8, characterized in that, Also includes: An energy-absorbing box is connected to the rear end of the first anti-collision beam along the length of the vehicle, and each energy-absorbing box corresponds to one of the connecting members along the length of the vehicle. And / or, there are multiple connectors, which are arranged sequentially at intervals along the width direction of the vehicle.

10. A vehicle, characterized in that, Includes a vehicle anti-collision beam assembly according to any one of claims 1-9.

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