A new rear anti-collision beam with force transmission adjusting function

Abstract

The utility model discloses a novel rear anti -collision beam with force transmission adjustment function belongs to the anti -collision beam technical field for vehicle. It mainly includes: anti -collision beam main part, rear longitudinal beam, its anti -collision beam main part is fixed in one end of rear longitudinal beam, the anti -collision beam main part is constituted by first beam body and second beam body, and its second beam body and first beam body inlay and fixed, and define the buffer cavity between both, a plurality of rear crash force transmission adjustment structure is fixed to one side of first beam body. The utility model discloses can in rear crash process fast and high -efficient directly with the collision energy transmission to rear longitudinal beam, improves rear collision energy transmission efficiency and reduces collision energy transmission time simultaneously, thereby improves vehicle collision safety performance. The utility model discloses is mainly used for the structure optimization of rear anti -collision beam for vehicle.

Description

Technical Field

[0001] This utility model belongs to the technical field of vehicle anti-collision beams, and more specifically, it relates to a novel rear anti-collision beam with force transmission adjustment function. Background Technology

[0002] The rear bumper beam is a protective device connected to the vehicle body, generally made of cold-rolled steel sheet stamping / aluminum alloy extrusion. Its main function is to absorb and mitigate external impact forces. It is an important safety device that protects the vehicle body and the survival space of the occupants. As one of the key energy-absorbing and impact force transmission components in the rear collision process, the rear bumper beam plays an irreplaceable role in the rear collision safety protection of automobiles. In the high-speed collision process, the rear bumper beam, as a primary force transmission and energy absorption structure, not only absorbs energy and buffers the collision intensity during the collision, but also transfers the collision energy to secondary force transmission and energy absorption structures such as the rear longitudinal beam. Since it is directly connected to the rear longitudinal beam, the collision force transmission path and form of the rear bumper beam have a significant influence on the deformation mode of the rear longitudinal beam, and thus affect the rear collision safety performance of the entire vehicle.

[0003] The latest version of the national mandatory standard "GB 20072-2024 Passenger Car Rear Collision Safety Requirements", released on December 31, 2024, has improved and upgraded the original national standard for rear collisions. One key aspect is that the mass of the rear collision test vehicle has been increased from 1100KG to 1400KG, and it is required that after the test, at least one of the rear doors can be opened from the outside without the use of external tools. The upgraded regulations are more stringent.

[0004] In conclusion, national mandatory regulations are increasingly emphasizing the assessment of vehicle rear-end collision safety performance; the design and performance of the rear bumper beam play a crucial role in the rear-end collision safety performance of a vehicle.

[0005] Currently, most rear bumper beam structures are single outward-convex C-shaped structures. When a rear collision occurs, the impact force must first be transmitted laterally through the bumper beam before reaching the most critical rear impact energy-absorbing component—the rear longitudinal beam structure. How to quickly and efficiently transfer the rear collision energy to the most critical energy-absorbing structure—the rear longitudinal beam—is a topic worthy of research.

[0006] For a typical rear bumper beam structure, collision energy needs to be conducted laterally to both ends through the bumper beam before reaching the rear longitudinal beam. Objectively, having an extra force transmission path will reduce the efficiency of collision energy transmission and delay the transmission time, thus reducing the vehicle's rear-end collision safety performance.

[0007] Therefore, it is necessary to design a rear anti-collision beam structure that can quickly and efficiently transfer collision energy to the rear longitudinal beam during a rear-end collision, which is of great positive significance for improving vehicle collision safety performance. Utility Model Content

[0008] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a new type of rear anti-collision beam with force transmission adjustment function, which can quickly and efficiently transfer collision energy to the rear longitudinal beam during the rear collision process, improve the rear collision energy transmission efficiency and reduce the collision energy transmission time, thereby improving the vehicle collision safety performance.

[0009] The aforementioned novel rear anti-collision beam with force transmission adjustment function includes an anti-collision beam body and a rear longitudinal beam. The anti-collision beam body is fixed to one end of the rear longitudinal beam. The anti-collision beam body is composed of a first beam and a second beam. The second beam is embedded and fixed to the first beam, and a buffer cavity is defined between the two. Multiple rear impact force transmission adjustment structures are fixed on one side of the first beam.

[0010] Preferably, a rear crossbeam reinforcement structure is fixed inside the buffer cavity.

[0011] Preferably, the rear crossbeam reinforcement structure includes an outer reinforcement plate and an inner reinforcement plate, wherein the outer reinforcement plate is fixedly connected to the first beam and the inner reinforcement plate is fixedly connected to the second beam, and the two are interlocked.

[0012] Preferably, a support tube is fixed between the outer reinforcing plate and the inner reinforcing plate.

[0013] Preferably, both ends of the first beam and the second beam are bent toward the rear longitudinal beam, and both ends are fixedly connected to the rear longitudinal beam.

[0014] Preferably, both ends of the first beam are provided with connecting plates adapted to the rear longitudinal beam.

[0015] Compared with the prior art, the beneficial effects of this utility model are:

[0016] 1. It can quickly and efficiently transfer collision energy to the rear longitudinal beam during a rear-end collision, improving the efficiency of rear-end collision energy transfer while reducing the collision energy transfer time, thereby improving the vehicle's collision safety performance. Attached Figure Description

[0017] Figure 1 This is a schematic diagram showing the connection between the main body of the anti-collision beam and the rear longitudinal beam of this utility model;

[0018] Figure 2 This is a schematic diagram showing the connection between the main body of the anti-collision beam and the rear impact force transmission adjustment structure of this utility model;

[0019] Figure 3 This is a schematic diagram of the internal structure of the anti-collision beam of this utility model;

[0020] Figure 4 This is the rear crossbeam reinforcement structure of this utility model;

[0021] Figure 5 This is a comparison of the collision test results for this utility model.

[0022] In the diagram, 1 is the rear longitudinal beam; 2 is the main body of the anti-collision beam; 21 is the first beam; 211 is the connecting plate; 22 is the second beam; 23 is the buffer cavity; 3 is the rear impact force transmission adjustment structure; 4 is the rear crossbeam reinforcement structure; 41 is the outer plate reinforcement plate; 42 is the inner plate reinforcement plate; and 43 is the support pipe. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings:

[0024] The directional terms used in the detailed description paragraphs are only for the convenience of those skilled in the art to understand the technical solutions described in this application based on the visual orientation shown in the accompanying drawings. Unless otherwise expressly specified and limited, the terms "setting," "installation," "connection," etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0025] like Figures 1 to 3 As shown, a novel rear anti-collision beam with force transmission adjustment function includes an anti-collision beam body 2 and a rear longitudinal beam 1. The anti-collision beam body 2 is fixed to one end of the rear longitudinal beam 1. The anti-collision beam body 2 is composed of a first beam 21 and a second beam 22, with the second beam 22 embedded and fixed to the first beam 21, defining a buffer cavity 23 between them. Multiple rear impact force transmission adjustment structures 3 are fixed to one side of the first beam 21. Thus, by installing the patented rear impact adjustment structure on both sides of the anti-collision beam body 2 near the rear longitudinal beam 1, the connection is fixed to the anti-collision beam body 2 by welding. In accordance with the procedures stipulated in GB20072-2024 Passenger Car Rear Collision Safety Requirements, when the rear collision trolley collides with the test vehicle, the rear collision force transmission adjustment structure 3 will be the first to receive the collision force and immediately transmit it forward to the main energy absorption structure to the rear longitudinal beam 1, inducing it to fully collapse and deform to absorb energy. At the same time, it does not affect the force transmission and energy absorption function of the main body of the anti-collision beam 2 during the spraying process, thereby achieving the purpose of improving vehicle collision safety.

[0026] like Figure 3 and Figure 4 As shown, a rear crossbeam reinforcement structure 4 is fixed inside the buffer cavity 23. Thus, by adding the rear crossbeam reinforcement structure 4 inside the buffer cavity 23, the strength of the middle section of the anti-collision beam body 2 can be improved, preventing the middle section from collapsing before the ends during a collision, thereby improving the force transmission effect of the anti-collision beam body 2.

[0027] Implementation Cases

[0028] Step 1: Use 3D modeling software to create 3D models of the rear bumper beam and the rear impact force transmission adjustment structure. Import the original 3D model into finite element analysis software, create a finite element analysis model, and import it into the whole vehicle rear impact finite element analysis model. Use LINEWELD to simulate the connection between this patented structure and the rear longitudinal beam of the frame. Use seam welding to simulate the connection between the rear impact force transmission adjustment structure and the bumper beam. Define the materials and properties of the finite element model, and perform the whole vehicle rear impact analysis according to the constraints and loads of the national standard "GB 20072-2024 Passenger Car Rear Collision Safety Requirements".

[0029] Step 2: Based on the results of the vehicle rear-impact analysis, evaluate key indicators such as the maximum deformation of the rear door frame, the maximum deformation of the rear seat R point, the plastic deformation of the fuel tank, and the X-direction displacement of the battery pack shell relative to the battery cell to determine the improvement effect of the patented structure.

[0030] Based on the application of this patented structure, the performance indicators of the rear-collision vehicle body before and after the application are as follows: Figure 5 As shown.

[0031] If the rear impact force transmission adjustment structure of this patent is installed on the rear anti-collision beam body by screwing or other means, it will not affect the realization of the function of this patent and should be regarded as this patent.

[0032] If appropriate openings are made in the rear impact force transmission adjustment structure of this patent, it will not affect the realization of the function of this patent, and should also be regarded as this patent.

[0033] Finally, although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A novel rear anti-collision beam with force transmission adjustment function, comprising a rear longitudinal beam (1) and an anti-collision beam body (2), wherein the anti-collision beam body (2) is fixed to one end of the rear longitudinal beam (1), characterized in that: The main body (2) of the anti-collision beam is composed of a first beam (21) and a second beam (22). The second beam (22) is embedded and fixed to the first beam (21), and a buffer cavity (23) is defined between the two. Multiple rear impact force transmission adjustment structures (3) are fixed on one side of the first beam (21).

2. A novel rear anti-collision beam with force transmission adjustment function according to claim 1, characterized in that: The buffer cavity (23) is fixed with a rear crossbeam reinforcement structure (4).

3. A novel rear anti-collision beam with force transmission adjustment function according to claim 2, characterized in that: The rear crossbeam reinforcement structure (4) includes an outer plate reinforcement plate (41) and an inner plate reinforcement plate (42). The outer plate reinforcement plate (41) is fixedly connected to the first beam body (21), and the inner plate reinforcement plate (42) is fixedly connected to the second beam body (22), and the two are interlocked.

4. A novel rear anti-collision beam with force transmission adjustment function according to claim 3, characterized in that: A support tube (43) is fixed between the outer plate reinforcing plate (41) and the inner plate reinforcing plate (42).

5. A novel rear anti-collision beam with force transmission adjustment function according to claim 1, characterized in that: Both ends of the first beam (21) and the second beam (22) are bent toward the rear longitudinal beam (1) and are fixedly connected to the rear longitudinal beam (1).

6. A novel rear anti-collision beam with force transmission adjustment function according to claim 1, characterized in that: Both ends of the first beam (21) are provided with connecting plates (211) that are adapted to the rear longitudinal beam (1).

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